March 2022 - 48° North

MARCH 2022

30 SPRINGTIME SHIFT

34 CRUISER "CAR" UPGRADES

38 D ECEPTION PASS CHALLENGE

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MARCH 2022

FEATURES 30 The Springtime Shift

A change of season, project priorities, and mindset.

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34 Cruiser “Car” Upgrades

Get your dinghy ready for adventure.

By Verena Kellner

38 Epic or Irresponsible?

Sharing stories from the wild Deception Pass Challenge.

By Mark Aberle

COLUMNS 20 Close to the Water

Taking the Helm — Jenny Huntley of schooner Adventuress.

By Bruce Bateau

22 Youth Sailing Beat

Major changes in store for Pacific Northwest college sailing.

By Andrew Nelson

24 Beacon Background

The history and haunting of Oregon’s Heceta Head Lighthouse.

By Lisa Mighetto

26 Tech Talk with SeaBits

A springtime tech checkup for your boat’s electronic systems.

By Steve Mitchell

28 Three Sheets Northwest

Recommissioning: From the blues to blue skies.

By Marty McOmber

RACING 42 Racing Announcements 43 Girts Rekevics Foulweather Race 44 Toliva Shoal Race 46

Shaw Island Winter Classic

ON THE COVER: Underway for a great day. Jeremy Bush’s Antirm 27, Goes to 11, motors to the starting area for the Toliva Shoal Race out of Olympia, Washington (page 44). Photo by Greg Overton.

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Background photo courtesy of Jan Anderson.

CONTENTS

By Andy Cross

MARCH 2022

06

Editor

YES, PREPARE. ALSO, GET OUT THERE!

This is a season when most boat folk are more focused on getting their boats ready than they are actually getting them off the dock. That’s both important and sensible at this time of year. Hopefully, future months will be so full of fun sailing, cruising, and racing, that there won’t be time for this many projects. Plus, making sure your boat is ready to enjoy (and not fix… much) is a terrific goal.

I’d offer this word of caution, however. The process of preparedness can sometimes eclipse the many good things that come from using your boat. So, here’s my encouragement: if you find yourself with a day between projects, and perhaps a break in the weather (perhaps not!) — get the boat off the dock, even for a very short sail.

Volume XLI, Number 8, March 2022 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Jacqie Callahan jacqie@nwmaritime.org

Certainly, there are engine-out-of-the-boat and stripped-to-the-stringers refits in which this isn’t viable. But lots of us end up with lengthy punch-lists that we set as a prerequisite to using the boat. I’d be willing to bet that some, if not all, of your punch-list items could probably wait a day or two. Here’s my thinking:

Advertising Sales Kachele Yelaca kachele@48north.com

It’ll be good for your boat. A boat that sits idle is a boat developing problems.

Your engine will thank you for the occasion to warm up and the opportunity to get everything moving again. Standard checks apply to its use, of course (don’t forget to re-open the raw water thru-hull, for example)... but cycling whatever is in your lines will only do the boat good. Speaking of lines, your greening running rigging will benefit from movement to bust off some of that mossy algae. Your sails will enjoy unfolding and once again assuming their designed shape, reducing the weakening pleats that they’ve been stuck in potentially for months. Boats are better off when they get used, even during project season.

Photographer Jan Anderson

It will enhance and refine your punch-list. Magazines like this one are often full of well-informed advice about the kind of stuff you might want to work on to get your boat ready for the season. We try our best, but it’s obvious that we just don’t know what your boat really needs. There’s no better way to remember, or discover for the first time, what isn’t quite right with your boat than to take it out and see what’s not working or what looks amiss. For this reason, it can be great to recruit a knowledgeable friend to join you for a spring trip — a second set of eyes might catch something you don’t. Remember to bring something (digital or analog, I’m still a “wet-notes” kind of guy) to record your findings and update your lists. To top it off, if you’ve already got checkboxes next to a few projects, you get to see your handiwork in action and test these installs or repairs in their intended environment.

It will be great for you and your crew. Um, I don’t know who needs to hear this, but sailing and boating is FUN! Even a brief trip, even in the rain, will fill up a figurative cup that is often pretty empty through the winter season. At least as important, getting off the dock will serve as a reminder of why you’re doing all that work in the first place. Lastly, while we never go all the way back to square one, I’m sure I’m not the only one who feels that the sailing steel dulls rapidly when not employed. Keep your skills sharp by using them. I’ve found that frequency is much more important than duration for that kind of thing. You’ll feel the difference after even a quick jaunt.

So, while you’re neck deep in boat work this spring, I hope you find time to stow the tools away for an afternoon, pull off the covers, and untie the lines.

You won’t regret it.

Classifieds classads48@48north.com

48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery.

Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best!

We are not responsible for unsolicited materials.

Articles express the author’s thoughts and may not reflect the opinions of the magazine. Reprinting in whole or part is expressly forbidden except by permission from the editor.

SUBSCRIPTION OPTIONS FOR 2022! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details.

Prices vary for international or first class.

Proud members:

I’ll see you on the water,

Joe Cline Managing Editor 48° North 48º NORTH

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MARCH 2022

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8 All the Power You Need

Letters Help Locating Garden-Designed Schooner SEQUIN

Hi Andy, I need your readers’ help with information locating SEQUIN, a Garden-designed 43-foot steel schooner built right here in Seattle many years ago for Dr. Earl Lasher.

She, according to Garden, was designed on the theme of a ‘knockabout fishing-boat and British coaster models’ of the late 1800s, a proper little ship. She moored at Shilshole Bay Marina. The last time we visited her she was on the hard in Port Townsend having major hull repairs.

We have always admired and appreciated SEQUIN and would like to find her, or one of her sisters, with the goal of acquiring her for local family cruising.

Many thanks in advance for any help you can provide to us in our endeavor. I can be reached at rugtug@gmail.com.

Model Shown Beta 38

Please keep up the good work with 48° North, Don Hogue

Engineered to be Serviced Easily!

Response to Deborah Bach’s “Enduring Legacy in a New Era” I am so relieved that the legacy of legendary sailmaker Carol Hasse will live on. Her sails are the gold standard around the world. They have carried thousands of folks through the storm and back again. Craft and integrity like this are a precious resource that we as a society have a responsibility to preserve.

- Michael Vacirca

Beta Marine West (Distributor) 400 Harbor Dr, Sausalito, CA 94965 415-332-3507

Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com

Remembering that a few years ago, two of [Hasse’s] younger employees made fast work of installing grommets to attach slides on a sail that I had purchased online from out of state. They took care of me late in the day, when I’d imagine that they were more than ready to close up — one was headed out to go sailing as soon as she left work.

- Rob Davison

Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com

Not only a great sailmaker but she gave back to the sailing community in many other ways.

- Sara Longley

Sea Marine Port Townsend, WA 360-385-4000 info@betamarinepnw.com www.betamarinepnw.com

Response to Marty Loken’s “Mission Impossible?”

What a wonderful story, and extremely entertaining to read!

- Brandt Faatz That can be a rough passage. I did the trip from Haines to Bellingham in a wooden sailboat I built in Alaska in August, one of the best times to go, but I still encountered lots of rough weather and heavy seas.

- Michael Rostron

Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH

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MARCH 2022

REGI STRATI ON OP E N

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MARCH 2022

LET YOUR ADVENTURE BEGIN APRIL 28TH-MAY 1ST 2022 | SOUTH LAKE UNION, SEATTLE

The West Coast’s largest in-water boat show drops anchor in Lake Union in Seattle, formerly known as Chandler’s Cove. Inspired by its location and maritime history, Chandler’s Cove has a new name, Lake Union Piers. Visitors to the Boats Afloat Show will experience hundreds of boats, yachts and sailboats all in one location while enjoying cuisine by local chefs, batch cocktail demonstrations and live music dockside.

The Boats Afloat Show has something for everyone, so get ready for the biggest and the best Boats Afloat Show yet!

S P O N S O R E D BY

FIND US AT: BOATSAFLOATSHOW.COM 48º NORTH

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MARCH 2022

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News & Events

INAUGURAL SPRING BOATS AFLOAT SHOW DROPS ANCHOR THURSDAY APRIL 28, 2022 The Northwest Yacht Brokers Association is launching a new springtime in-water show at Lake Union Piers (formerly Chandler’s Cove). Boaters will now have the opportunity to shop for boats in the spring and get ready for a summer of cruising! The new 4-day April show will follow the same format as the ever-popular September show (which will be September 15-18) with a VIP preview night the day before opening.

At press time, a number of exciting new features are in the works, including: • New food and beverage options.

• A floating bar and concessions stand: Waterways Cruises’ 90-foot Olympic Star will sit dockside and offer grab and go meals and snack options for visitors to the show.

• Batch cocktail demonstrations by Diageo brands, featuring Talisker single malt scotch whiskey, Ketel One vodka, and Seedlip (non-alcoholic spirits).

• Chef demos twice daily by Lakeside Culinary Director, Trinity Mack. Trinity will demonstrate quick and easy nibbles for effortless onboard entertaining.

• A music stage and live music throughout the show.

Show dates: Thursday - Sunday, April 28 - May 1 Show hours: 11 a.m. – 7 p.m. (weekdays) and 10 a.m. – 7 p.m.

(Saturday and Sunday) » www.boatsafloatshow.com

PACIFIC NORTHWEST BASED DOUBLE CIRCUMNAVIGATORS AWARDED CCA BLUE WATER MEDAL FOR 2021 Congratulations to Ginger and Peter Niemann for being awarded the 2021 Blue Water Medal by the Cruising Club of America for two sailing circumnavigations that took them to the high latitudes, north and south.

In 2017, the Niemmans departed Washington State on Irene, a 52-foot fiberglass ketch. This circumnavigation brought them east-about — the opposite direction from their west-about trip from 2006-2010 ­— and through the Northwest Passage, staying in the northern hemisphere; they never crossed their first track around. Becoming the 30th U.S.-flagged vessel to complete the Northwest Passage transit, Irene touched Greenland, Newfoundland, and the U.S. East Coast before crossing the Atlantic to Ireland.

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Photo by Jan Wangaard.

After touring the U.K., Atlantic Europe, and the Mediterranean, they found themselves suddenly stranded in Turkey when the covid-19 pandemic stopped them in their tracks. Unwilling to leave Irene, they chose to head home to the Pacific Northwest through the Suez Canal and negotiated a landfall in distant Batam, Indonesia. Their of-necessity-non-stop voyage across the Indian Ocean during the monsoon to Indonesia required extraordinary perseverance. Two non-stop months and nearly 6,000 miles later, the Niemanns arrived in Batam, only to find that their permission to stay in Indonesia had been revoked. Nearby Singapore let them stay but they couldn’t leave the boat.

They lived onboard at the Changi Sailing Club for five months.

In all, they spent nearly 300 days aboard, unable to go ashore in any country. On February 2, 2021, they departed on the long cruise home via Japan and the Aleutian Islands. Despite the truly unique situation posed by the pandemic, Peter and Ginger persevered, cheerfully adapting to a seemingly endless onboard quarantine and making lengthy passages in extremely difficult conditions. Along the way, they coped with challenges posed by wind and weather, and found a way to successfully navigate the pandemic to complete a second circumnavigation in extraordinary circumstances. » www.cruisingclub.org, www.oceanswell.blogspot.com

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MARCH 2022

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News & Events

‘SHE TELLS SEA TALES’ ELEVATES VOICES OF WOMEN MARINERS ON MARCH 5, 2022

ANACORTES BOAT & YACHT SHOW TEAMS UP WITH TRAWLERFEST FOR 2022 EVENT, MAY 19 – 21

Six women mariners will take the stage this year at She Tells Sea Tales, a beloved evening of storytelling put on by the A Virtual Night of Sea Stories Northwest Maritime Center Told by Women Mariners IN SUPPORT OF PROGRAMS (NWMC). The event has sold FOR WOMEN AND GIRLS out every year, and will be held virtually in 2022, allowing the heartfelt and often emotional sea stories to reach a greater audience.

A fundraiser for womenMarch 5, 2022 at 6 PM (PST) TICKETS $22 forward programming at the NMWC, She Tells Sea Tales aims to inspire the next generation of women mariners and raise awareness of the systemic gender inequalities that still exist in the maritime industry by amplifying these seldom heard voices of the sea. Some stories are funny, some are heartbreaking, some are hard — all are real and offer an intimate glimpse into the lives of the women mariners who have lived them.

As a first in the history of She Tells Sea Tales: two generous donors have stepped up with a matching gift challenge. Every gift to She Tells Sea Tales made through March 14, 2022 will be matched 1:1 up to $10,000! This has never happened before, and is a testament to how powerful and inspiring this event is.

Speakers this year will include: Ginny Wilson, shipwright and custom woodworker; Lara Edgeland, artist, scientist, and tall ship sailor; Susan Brittain, transgender sailor and captain; Meegan Corcocan, marine biologist; and Savannah Smith and Ebony Wellborn, co-founders of the non-profit Sea Potential.

The online event takes place March 5, 2022, at 6 p.m. (PST).

Tickets can be purchased at for $22, which allows everyone in your household to enjoy the show. Gifts can be made on the She Tells Sea Tales website or when you purchase your ticket. » www.nwmaritime.org/shetells

The Northwest Marine Trade Association (NMTA) and Anacortes Chamber of Commerce are teaming up with Trawlerfest for the 2022 Anacortes Boat & Yacht Show featuring Trawlerfest, May 19 - 21, 2022 in Anacortes, Washington.

The event will feature in-water and on-land displays with hundreds of boats at Cap Sante Marina and neighboring boatyards, plus the addition of Trawlerfest’s 20-plus highly regarded seminars and educational classes that will take place from May 17 - 21 at nearby locations. The show's shoreside displays will include trailerable boats, marine accessories, electronics, destinations, and service providers.

NMTA, also the producer of the Seattle Boat Show, is the nation’s oldest and largest regional marine trade association representing more than 600 companies in the recreational boating industry.

Trawlerfest is owned and operated by Active Interest Media, a media company that produces consumer and trade events, websites, films and TV shows, and magazines including boating publications such as Power & Motoryacht, Soundings, SAIL, Yachts International, Anglers Journal, and Passagemaker. Trawlerfest is AIM’s stand-alone series of boat shows and educational events designed for cruising enthusiasts and has previously taken place at other locations in Washington.

Join the fun at the this new combination of well loved events ­— Anacortes Boat & Yacht Show featuring Trawlerfest! » www.AnacortesBoatandYachtShow.com

NORTHWEST MARITIME CENTER |

BOLSTER SAFETY AND SKILLS WITH WASHINGTON SEA GRANT WORKSHOPS

THE ARTFUL SAILOR ANNOUNCES SPRING WORKSHOP SCHEDULE

Sea Safety and Survival Training: Learn the skills to lead safety drills on commercial fishing vessels in a Coast Guard-approved course, March 21, 2022, in Bellingham.

Coast Guard-Approved First Aid at Sea Workshop: Learn to effectively treat hypothermia, near drowning, and other incidents on the water, March 24, 2022, in Bellingham.

New Course Teaches Commercial Fishing Skills: Gig Harbor BoatShop and Washington Sea Grant launch Purse Seine Vessel Crew Member Training. Begins April 11, 2022, in Gig Harbor. » www.wsg.washington.edu

The Artful Sailor Whole Earth Nautical Supply in Port Townsend is starting a spring series of workshops that teach attendees traditional seafaring skills.

• March 26 - Intro to Fancy Knots • April 2 - Sewing Machine Workshop • April 16 - Splicing Workshop • April 30 - Handsewing Workshop Costs range from $225 - $275 per workshop. » www.theartfulsailor.com 48º NORTH

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MARCH 2022

RUBICON YACHTS QUALITY YACHTS • BROKERS YOU CAN TRUST

1989 85'2007 STEEL SCHOONER INSPECTED 90 PAX $425,000 FRANCISCO, CA 1996 42’ CATALINA MKII $875,000 $118,000 PORT- SAN HADLOCK, 50-FT SOLARIS — -EMERYVILLE, CA WA

YACHT SALES & ACQUISITION SPECIALISTS

TAYANA 64 $559,000 - HAWAII 1960 SPARKMAN &C&C STEPHENS 45’ $69,900 - ALAMEDA, 20002005 40-FT64' 121 $129,000 — EMERYVILLE, CA CA

65-FT U.S.SABRE ARMY402 HARBOR TUG$129,000 $255,000 1962 RESEARCH YACHT $225,000 — SEATTLE, WA 1978 41' CUSTOM ISLAND STAYSAIL KETCH $65,000 - POULSBO, $219,950 -CONVERSION EMERYVILLE, CA 43’1998 HANS40' CHRISTIAN CHRISTINA - EMERYVILLE, CA 1999 ISLANDTRADER PACKET 380 $165,000 - EMERYVILLE, CAWA 19891954 PORT LUDLOW, WA

2601 WASHINGTON ST., PORT TOWNSEND (206) 602-2702

1992 CATALINA MORGAN CENTER$59,000 $80,000 1975 42’ WHITBY KETCH $80,000 -COCKPIT ALAMEDA, CA CA 1960 45'38-FT SPARKMAN &STEPHENS CUSTOM - VALLEJO, SAUSALITO. CA

1966 MONK PILOTHOUSE 19992005 38' ISLAND PACKET 380 $162,000 -$70,000 EMERYVILLE, TAYANA 64’COHO $559,000 - HONOLULU, HI CA PLEASANT HARBOR, WA

W W W. R U B I C O N YAC H TS .C O M

Celebrate your new boat firsts!

First Fed offers a variety of financing options for purchases of new or used boats. Scan to view boat loan rates.

ourfirstfed.com | 800.800.1577 Equal Housing Lender | Member FDIC

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First ti m e ta k i ng the b o at o u t at s u n rise

MARCH 2022

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Products News

» BOATLIFE FIX REPAIR PUTTY Boaters of all stripes know that heartbreaking feeling when their fiberglass is dinged or their gelcoat is chipped. Hiring a professional to fix the problem can be time consuming and expensive. Thankfully, there's an easy restoration solution that you can do yourself. BoatLIFE’s Fix Repair Putty is specifically formulated for marine use, making it ideal for a wide range of watercraft from powerboats, sailboats, canoes, and kayaks. An easy-to-use, moldable putty that hardens like steel, it bonds to fiberglass, wood, metal, glass, and concrete, and can even be used underwater. Because it doesn't sag, it can be applied on angled, vertical, and overhead surfaces. After curing for 24 hours, the highstrength material can be drilled, sanded, painted, and tapped to accommodate a bolt. Impervious to oil, gasoline, alcohol, caustic detergents and saltwater oxidation, it cleans up with only soap and water.

Price: $26.88 » www.boatlife.com

» QUESTUS SELF-LEVELING RADAR MOUNT Any sailor who has spent time at a radar screen knows the unsettling feeling of potentially missing targets as the boat heels. With a self-leveling radar mount, previously unseen vessels, squalls, and hazards to navigation suddenly become visible. Made in the USA, the Questus Self-Leveling Radar Mount can be used with a wide range of radar types including broadband, pulse, and high definition. The mount is hydraulically-dampened to prevent oscillation. This gives signals ample time to reflect back to the unit as the radar beam remains aligned to the horizon. The mount is easily installed on a mast or 4-inch stern pole, or on a standard, split or hydraulically adjustable backstay. Its mounting plate fits most marine radars without modification. Two models are available: The 300G is designed for radomes up to 24-inches, and mounts to a mast or pole. Version 400G accommodates radomes up to 18-inches, and installs facing forward or aft on a backstay.

Price: $1,399 » www.questusmarine.com

» HUBBELL CIRCUIT TESTER You pull your boat into an unfamiliar slip in a marina, take one look at the shoddy power pedestal and wonder if it will indeed produce power… or if the wires are even connected. We’ve all been there.

Sure, you could get out your multimeter to check, but there’s an easier way. Hubbell Marine’s simple Twist-Lock Circuit Tester allows you to quickly test a 20A or 30A 125V receptacle. Colored LEDs illustrate whether the connection is correct, or whether there's an unsafe circuit condition that needs attention. The Circuit Tester features a patented design made from yellow Insulgrip® nylon and the LEDs glow bright enough to be seen in full sun. Attached to the device is a two-sided plastic card to interpret the seven possible combinations of colored lights, including dangerous open grounds, and reverse polarity conditions. A carabiner is included to clip the tester to a tool belt or bag.

Price: $150 » www.hubbell-marine.com.

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MARCH 2022

Seattle Yachts Sailing Academy American Sailing Association (ASA) Certified Sailing School Based out of beautiful Anacortes, Washington, we offer a complete range of ASA courses from Basic Keelboat 101 through Advanced Coastal Cruising 106, Cruising Catamaran 114, Docking Endorsement 118 and private instruction. We run ASA Instructor Qualification Clinics throughout the year.

Checkout our website @ www.sailtime.com/anacortes/sailing-school Pay online for courses throughout the 2022 season.

Book Now! Courses are filling up fast!

Call us at 360-299-0777 if you want to talk about your sailing future!

W

N

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Our Location: Cap Sante Marina (boats) 700 28th Street (classroom) Anacortes, WA 98221

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RIGGING

Rig locally Sail globally

360.293.1154 • www.nwrigging.com • info@nwrigging.com

PROTECT YOUR INVESTMENT Winter Maintenance and Repair Winter Maintenance

& Repair

Phone: 206.234.3737 Seattle, WA AveN N. Seattle, WA| •2442 2442 Westlake Westlake Ave th Anacortes, 28thStreet Street Anacortes,WA WA |• 700 700 28 Phone: 360-504-6640

SailsInfo@UllmanSailsPNW.com pnw.ullmansails.com www.ullmansailspnw.com 48º NORTH

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MARCH 2022

Crossword and Trivia

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Three men missing for three days in 2020 in the Pacific’s Micronesia archipelago were found after their SOS written in sand was spotted.

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In 2004, Hurricane Ivan spawned a record 127 tornadoes in nine states.

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Typhoon Tip, in 1979, was the largest storm on earth, covering an area about half the size of the United States.

25 27

A tropical cyclone in Australia in 1996 generated the highest wind speed recorded on earth: 253 miles per hour.

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ACROSS 1 Unticketed traveler on a boat 5 Boundary 8 Compass point 9 Narrow strips of land 10 Seafood appetizers 12 Marine crustaceans 15 Droop 16 Hazardous boating area 19 Spark 20 Decaf dispenser, perhaps 22 Narrow sea channels 25 Float aimlessly 26 Have one's say, in an election 28 It's the top area in a

passenger ship, 2 words 31 At this time 32 They use paddles

Florida is known as the Waterspout Capital of the United States, with about 500 recorded annually.

DOWN 1 Submerged areas under a the surface that are a danger to ships 2 Like many drugs, abbr.

The Pacific Ocean represents 46 percent of the world’s oceans and the United States could fit into it 17 times. Put another way, it’s four times larger than the surface area of the moon. It is eight times larger than the Atlantic Ocean.

4 Island of coral 5 D.C. time setting 6 Scuba users, 2 words 7 Banner 11 Hang 13 More unusual

The highest submarine mountain, known as a seamount, was discovered in 1953 near the Tonga Trench, between Samoa and New Zealand. It is 28,500 feet high, with its summit lying 1,200 feet below the surface.

14 Whale mom 17 Popeye's girlfriend 18 Keep alive 21 Feeds a fire 23 Seaman in slang 24 Cargo weight

A 190-mile-wide submarine river, known as the Cromwell Current, was discovered in 1952 flowing eastward below the surface of the Pacific for 4,000 miles along the equator, and its volume is 1,000 times greater than the Mississippi River.

28 Carry on, as a trade 29 Horse food

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Mauna Kea in Hawaii is both the world’s tallest mountain and tallest volcano, with 19,000 feet of it lying under the Pacific.

3 Out on the briny, 2 words

27 Mr. __ TV horse

 Solution on page 48

by Bryan Henry

In August 2020, a 2,450-year-old shipwreck opened as Greece’s first underwater museum.

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DID YOU KNOW?

30 Time before an event

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MARCH 2022

Cruise the San Juan Islands!

Evergreen-studded islands, abundant wildlife and peaceful anchorages. Experienced or new to boating, we can help you discover the joys of cruising the beautiful San Juan Islands!

Beginner to advanced liveaboard courses. Sailboat and powerboat bareboat charters. Guided flotillas too!

! n r e t s o t m e t s m Fro

We’re currently engaged in complete restorations of several boats. From total engine repowers to custom joinery, our talented mechanics and craftspeople can do it all.

CHARTERS INSTRUCTION BROKERAGE

Bellingham, WA • 360-671-4300 sanjuansailing.com • sanjuanyachting.com

BEFORE: OLD TEAK DECKS

AFTER: NEW FIBERGLASS & NON-SKID COATING

Point Hudson, Port Townsend, WA (360)385-4000 • seamarineco.com 48º NORTH

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MARCH 2022

20

Close to the Water

TAKING THE HELM

by Bruce Bateau After the Salish 100 fleet of small boats pulled ashore at Blake Island last summer, I overheard an animated conversation about a sailing program that puts girls front and center: learning about the environment and themselves while sailing a classic schooner. I soon discovered the program was called ‘Girls at the Helm’ and takes place on the well-known and much-loved schooner Adventuress. But what really piqued my interest was the enthusiasm of the speaker, Jenny Huntley.

Jenny out for a row on one of the family boats.

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I caught up with Huntley to learn more about her background and the program. A Washington native, Huntley grew up attending family gatherings at her grandfather’s house on Port Susan, where said members, including several carpenters, built a fleet of rowboats and some sailboats, instilling in Huntley a lifelong appreciation for small boats. “I didn’t realize until later how ingrained boats were in my life,” she said, recalling her aunt’s confidence hauling in crab traps alone and her grandmother’s delight in rowing during a storm. Sapphire, the boat she sailed in the Salish 100, was built by her father.

Huntley first stepped aboard Adventuress at age 12 as part of a four-day program with the Girl Scouts. She got to climb the rigging and steer the ship, an experience she remembers as an “absolute blast,” except for a chilly night-time anchor watch, during which she struggled to stay awake. “But the sunrise made it all worth it.”

Years later, Huntley returned to Adventuress for two seasons as shipboard program coordinator and eventually earned the role of Assistant Director of Programs and Development at Sound Experience, which uses Adventuress as a platform to run a variety of educational programs.

Unlike some younger people who come on the scene as tall ship groupies, Huntley’s first love was marine science, especially orcas. In high school, she enjoyed her volunteer teaching gig at the Seattle Aquarium so much that a degree in biology seemed like the natural next step toward a career in marine science. But the nitty gritty of biology, combined with being a self-described “horrible test taker,” inspired a

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shift to environmental studies, a field which suited her better.

After a capstone project developing curriculum and teaching a weeklong class for students on Sucia Island, she realized, “I could do this as a job.” Not many of us are lucky to find this vision so early.

Adventuress, which draws 12 feet, is 133 feet long, and weighs 98 tons, is a long way from a small boat, but Huntley sees parallels. “We use [both types of craft] as a way to explore, rather than for the technicalities. We’d rather toodle around in a cove than get from point A to B. It’s one of your tools in a tool belt.” Both types of boats also have the ability to transform a person, and in the case of the Girls at the Helm program, “to give them confidence to pursue what they want to do.”

In a normal year, the program takes a group of about 20 teenage girls aboard Adventuress for a weeklong cruise filled with science, maritime history, and teamwork. During the pandemic it ran as a scaled-back day program, but still had the same goals.

In addition to learning how to run the ship, participants are guided by female mentors and experts in a variety of fields. The girls get to interact with filmmakers, scientists, and professional mariners. “They get to see women in every role on the ship without thinking about it.” Huntley notes that in addition to “Adventuress magic, there’s an emphasis aboard on supportive learning, community building, and working together on a common goal,” something we could all benefit from.

With the confidence gained from the voyage, the girls themselves often go on to do amazing things, ranging from marine research to teaching in foreign countries. Like herself, many return to enjoy the ship again. The positivity also impacts the crew, who “get validated and find it insightful to see the buzz, the discussions.”

My favorite part of our conversation was Huntley’s excitement as she described passing Tacoma with the Salish 100 fleet, sailing in 12 inches of water with myriad sand dollars visible on the bottom. Many people might have overlooked such a detail, but Huntley’s observant nature contributes to her success as a program coordinator. During our conversation she marveled that her career choice has worked out so well. “At Sound Experience, I can have a bunch of my favorite things: the Salish Sea, sailing, and teaching—all in one place.”

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Port Townsend: A Seaport like no other

BOAT HAVEN BOATYARD & SHIPYARD: Over 400 of the world’s best marine trades professionals are based at the Boat Haven. Hire the pros or do-it-yourself. Three lifts carry vessels up to 330 tons. Also moorage. Call for details or reservations: 360-385-6211.

HISTORIC POINT HUDSON MARINA: Over 50 slips for transient boats. Tie up at the home of the annual Wooden Boat Festival. Also a seaside RV park. As with Boat Haven moorage, you’ll find water, power, showers and laundry. Call for details or reservations: 360-385-2828.

Bruce Bateau sails and rows traditional boats with a modern twist in Portland, Oregon. His stories and adventures can be found at www.terrapintales.wordpress.com.

www.portofpt.com 360-385-6211

A crew of Girls at the Helm participants aboard the schooner Adventuress.

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22

Youth Sailing Beat

MAJOR CHANGES IN STORE FOR NORTHWEST COLLEGE SAILING

by Andrew Nelson I’m sitting here at the Salt Lake City Airport on a Saturday night in January waiting to fly back to SeaTac, having just finished up celebratory beers with Anna Morrow (WWU ‘23) and Mackenzie Berwick (Cal ‘22). This may seem like an unusual setting for an article discussing college sailing, but each year coaches and delegates from around the country converge on Park City to attend the Intercollegiate Sailing Association (ICSA) Winter Meeting… and do some skiing of course.

So why the celebratory beers? Just hours ago, Anna — the undergraduate representative for the Northwest Intercollegiate Sailing Association (NWICSA) — and I presented our case for the dissolution of NWICSA. This might sound like an odd thing to be celebrating, but it’s the clear path forward for our small conference, which historically includes eight member teams located between Eugene, Oregon, and Vancouver, British Columbia. With half the participants attending via Zoom, Anna and I both wanted to be there in person to submit our resolution, which had been unanimously approved by NWICSA leadership at our December meeting. After thoughtful consideration and discussion, it was accepted by ICSA President Mitch Brindley, who by executive order decreed that all former NWICSA teams shall be accepted into the Pacific Coast Collegiate Sailing Conference (PCCSC) as of July 1, 2022.

This had been in the works for more than two years, with substantial effort from Anna’s predecessors Yumi Shridhar (WWU ‘20) and Niko Twilla (WWU ‘22), and a number of alumni and undergrads who make up the rest of the NWICSA leadership team. The catalyst for this action began with sweeping changes introduced at the 2020 ICSA Winter Meeting. Titled “The Road to Change: 2021 and Beyond,” this multifaceted proposal sought to completely overhaul college sailing. The proposal included changes to ICSA board composition, an increase in team dues, revised membership levels, hiring an executive director, and codifying the values of diversity, equity, and inclusion throughout ICSA’s governing documents. Most significantly for our conference, the proposal also included stripping NWICSA 48º NORTH

PNW college sailors at a recent clinic at Sail Sand Point. and the Southeast (SEISA) of our championship berths and redistributing them by competitive means.

SEISA, which includes teams in states that border the Gulf of Mexico, is pretty similar to NWICSA in terms of size and makeup, with the exception of Tulane which is a fully-funded varsity program. However, it had always been the case that our two conferences received a berth to each of the ICSA championships and two berths to Women’s and Co-ed Semi-Finals. It’s a core value of college sailing that teams, whether big or small, Ivy League or Pac-12, varsity or club sport, all compete together as equals with a single tier of national championships that are open to all. It’s an idealistic value, and one that’s become increasingly difficult to live up to.

Inequality in college sailing seems to grow each year, and nearly exponentially so over the last decade. Elite teams with paid coaches and bigger budgets tend to dominate the conversation and direction of college sailing, making the game harder to play and more expensive for everyone else. The top teams in the country are concentrated along the eastern seaboard, specifically in the Northeast (NEISA) and Mid-Atlantic (MAISA) conferences. In fact, it’s been nearly 20 years since a non-Atlantic Coast team won any of the three major spring national championships, and surprise it wasn’t Stanford — it was University of Hawaii in 2004. While those teams trend toward increasingly expensive professionally-managed programs, the vast majority of college sailing still happens at the club sport level and is student-run; and that’s true for all of the teams here in the Pacific Northwest.

When the “Road to Change” was initially presented to us, it was presented as a way to keep college sailing whole. It was based

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on the data collected from a 2019 independent consultant’s report which included many obvious suggestions. However, the proposal to redistribute championship berths was extremely contentious, with some suggesting that NEISA and MAISA would exit college sailing if this item wasn’t adopted. With support from the Midwest (MCSA) and oddly enough, SEISA, there was little chance of preserving the old system which allocated berths proportionately based on the size of each conference.

Over the next year, while Covid raged, the landscape of college sailing was tectonically transformed from guest bedrooms and basements across America, with interruptions from kids, dogs, delivery persons, and the usual Zoom malfunctions. Piece by piece, this is how the “Road to Change” was adopted.

The ICSA Championship Committee, which I also serve on, put in more hours than any other committee to create a new system that distributes championship berths using an index called the “Competitive Strength Rating” (CSR). This rating is calculated based on regular season results. It takes into account the competitiveness of each regatta, and assigns it a grade which corresponds with a multiplier. The CSR is updated at the end of each season (fall and spring). Next, a selection committee chooses the teams to fill open championship berths using the data from the CSR as a guide, although it’s important to note that they aren’t bound by the CSR data. A team may also qualify for any of the national championships by winning their conference championships, except NWICSA and SEISA which lost this important means of qualification. There were a few minor concessions here and there for smaller club teams but, for the most part, NEISA and MAISA got the selection committee that they’d been dreaming of.

The new system effectively closes the door on any NWICSA team hoping to reach nationals. While it’s still theoretically possible to qualify via CSR/selection committee, this involves extensive travel to find regattas with significant multipliers.

Even if a team like the University of Washington could afford to travel east multiple times a year, access is very limited and not a single east coast regatta has a designated berth for NWICSA. This puts NWICSA teams in a difficult position and further marginalizes their status. Seeing the writing on the wall, we immediately began exploring the idea of merging with the Pacific Coast Conference (PCCSC). University of Washington and University of Oregon even took it upon themselves to join PCCSC this past summer, in hopes of fulfilling the competitive goals they had for the fall season.

By joining PCCSC, we’re giving our teams more regular season competition against peer schools, including teams like University of Hawaii, Stanford, and UC Santa Barbara, which are nationally competitive. We also gain access to interconference regattas that have designated PCCSC berths, although teams with cross-regional goals will have to contend with the teams listed above for those berths. Finally, it preserves a direct pathway to national championships through PCCSC conference championships. This will not make Northwest teams instantly competitive, but it will provide an opportunity to play the game if a team has those aspirations.

On the other hand, having an easy path to nationals, as we’ve had in the past, creates complacency, devalues the experience 48º NORTH

of a national championship, and often results in a last place finish. Yes, a Northwest team will now need to unseat some really good PCCSC teams to qualify for nationals, but as we all know, anything can happen at a regatta. Better to win or lose on the water, than be eliminated on paper without having the opportunity.

It’s hard to set goals, feel motivated, or recruit and retain talent when all of the doors are shut. A big goal in all of this has been to restore legitimacy to Northwest college sailing. We have plenty of talent at the high school level, but we’re losing a lot of it after graduation. We’ll always lose a portion of our topsailors to varsity teams. However, we lose just as many because they stop sailing in college. We need to make sure we’re offering those who choose to stay in the area an experience that is worthy of significant time and effort, especially when there are jobs, internships, academics, and other activities constantly competing for a student’s limited time.

Effective July 1, 2022, the Northwest will be part of the largest geographic conference in the country. It’s exciting to think about traveling south more frequently, but it’s also really exciting to think about hosting full-conference PCCSC regattas.

It’s been 16 years since Stanford last came to the Northwest for a regular season regatta! We have some incredible venues to share with our new conference cohorts to the south. However, it’s going to take the next generation of student leadership to get these events established and convince teams to travel north. I’m hopeful that in the not too distant future, a dozen teams show up for the PCCSC Team Race Championships at Sail Sand Point hosted in UW’s new fleet of FJs. How cool would that be? Aside from full-conference regattas, we’ll retain a schedule with plenty of local racing opportunities in the Northwest.

Favorites like Outlaw, Western Canada Cup, and Gorge Invite aren’t going anywhere.

This move is an important part of controlling our own destiny, when so much of the change happening at the ICSA level has been out of our control. To say it’s bittersweet is an understatement. I hate that this happened on my watch, but I’m also relieved and optimistic about the opportunities ahead. The status quo was not working, and it was the “Road to Change” that ultimately forced us to confront some hard truths and make our own changes.

To all of the NWICSA alumni out there, I feel I owe you this rather lengthy overview. For many of us, college sailing had a significant and overwhelmingly positive impact on our lives.

It provided us with a community on campus, great stories, and lifelong friendships. There’s a lot of sentimental attachment to NWICSA, and we’ll be working to preserve the history and traditions as we make this transition. Think of this as a wedding announcement, not an obituary.

And to all of the prospective college sailors out there — now more than ever, it’s worth taking a second look at the programs closer to home.

Andrew Nelson is the Youth Sailing Director at The Sailing Foundation, and is the NWICSA Commissioner. He and his family sail their Olson 30 out of Tacoma, WA. Andrew welcomes your questions: ysd@thesailingfoundation.org

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24

Beacon Background

THE HECETA HEAD LIGHTHOUSE

by Lisa Mighetto

If you see one lighthouse in Oregon, let it be the beacon at Heceta Head. For more than a century, mariners have relied on its light for safe passage along Oregon’s central coast. This is a seascape dotted with rocky islands and steep bluffs pounded by waves, making it especially scenic — and treacherous.

The striking white tower stands 56 feet tall, perched more than 200 feet above the Pacific Ocean on a headland named for Bruno de Heceta, a Spanish naval captain who explored the Oregon coastline in the 1770s. The promontory that became known as Heceta Head was part of the traditional lands of the Siuslaw Indians, who hunted and fished the abundant sea life there for thousands of years. During the 19th century, the US Lighthouse Service determined that this was the perfect location for a lighthouse; and several shipwrecks in the vicinity, including the brig Fawn, the schooner Olivia Schultz, and the cargo ship Ocean King underscored the need for improved navigation.

The Heceta Head Lighthouse became part of a system of beacons along the Oregon coast designed to facilitate commercial shipping, ensuring further settlement and economic development. Still active, this light — Oregon’s most powerful — can be seen for more than 20 miles, flashing for eight seconds every minute.

$550 for the second assistant), and housing was considered part of the compensation.

Placement of the dwellings indicated a hierarchy among keepers. At Heceta Head, the assistants’ home was located farthest from the tower, while the head keeper enjoyed closer access. The home interiors also revealed rank — the chandelier in the head keeper’s residence included six bulbs, while fewer lights illuminated the assistant keepers’ quarters.

Andrew P.C. Hald served as the first head keeper of Heceta

THE LIGHT STATION AND ITS KEEPERS Construction began in the early 1890s. Work proceeded slowly, as the site’s secluded location made obtaining materials difficult. Stone and brick had to be shipped through perilous surf to the beach or carried by wagon from the town of Florence, 10 miles to the south. Once completed, the light station included a conical tower, two kerosene storage buildings, a house for the head keeper, and a house for two assistant keepers. It became operational in 1894, with the installation of the first-order Fresnel lens, manufactured in England by Chance Brothers Lighthouse Engineers.

While the beacon and its brilliant white light remained the purpose and the principal feature of the station, the keepers’ houses were noteworthy. Constructed of wood and painted white, they featured elaborate porches, ornamental trim, and a picket fence, suggesting that the rugged Oregon Coast could offer comfort and refined sensibilities during the late 19th century. Salaries for the keepers were modest ($800 annually for the head keeper, $600 for the first assistant, and 48º NORTH

The Heceta Head Lighthouse is visible from 20 miles offshore, and remains an important aid to navigation today.

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Head Lighthouse. Owing to the remoteness of the station, he had to walk down the beach from Newport for more than 20 miles to arrive at his new post in 1894.

During his time at Heceta Head, Hald’s wife suffered from a serious illness and their baby daughter died, unable to reach medical attention. High turnover among the assistant keepers may have increased the sense of isolation, as several employees left the light station within the first two years.

The light station at Heceta Head included the tower, kerosene storage buildings, and keepers' quarters. Photo courtesy of the U.S. Coast Guard. keeper’s house was turned over to the US Forest Service. In recognition of their historical significance, the Heceta Head light and keeper’s quarters were listed in the National Register of Historic Places in 1978. Lane Community College then leased this residence as a satellite campus for nearly 30 years.

LIFE AT HECETA HEAD Duties were shared among the keepers. Rotating shifts allowed them a full night’s sleep every third day, with the first watch beginning at sunset and ending at midnight and the second extending into sunrise. Tasks included polishing the brass fittings, cleaning the lantern room glass, trimming wicks, filling the lamp reservoir, and keeping the lantern room interior free of soot and grease. The keepers’ wives were equally diligent, scrubbing windows and cupboards in anticipation of an unannounced visit by a lighthouse inspector, who checked not only the tower and machinery but also the interiors of the homes. Kids pitched in, too. “Dad and I shined all the brass fittings,” one son later recalled, making “things tidy and neat, like he was expecting the inspector any minute.” As the official instructions for Light-keepers of the United States explained, the keepers ”are required to be sober and industrious, and orderly in their families.” Such meticulous attention to detail reveals the gravity of the work of lightkeeping; the safety of vessels and the lives of mariners were at stake.

Living on the Oregon coast had its advantages. Children attending the one-room school on the property, for example, often ditched class to fish a nearby stream. According to one source, "at the sight of a salmon run, the entire class jumped up, grabbed spears kept near the door, and raced for the creek.”

Several kids remembered dodging breakers during storms and frolicking in the waves. “The beach was my playground,” recalled one daughter of a teacher at the Heceta Head School. Over time, the light station became the site of weddings, picnics, dances, and other gatherings involving the growing community along the coast.

During the early 20th century, telephone lines connected the light station to the outside world. Initially, 16 parties shared the line, with eavesdropping becoming a favorite activity.

In the 1930s, completion of the coastal road that would become US Highway 101 further linked Heceta Head to Florence and beyond.

The arrival of electricity marked the end of an era for the light station, and in the 1940s the head keeper’s house was removed.

During World War II, the Coast Guard Beach Patrol deployed 75 men to Heceta Head, where they patrolled the shore and lived in the wooden barracks that had replaced the head keeper’s house. In the 1960s, the light was automated, and the assistant 48º NORTH

THE HAUNTING OF HECETA HOUSE Like many light stations in the Pacific Northwest, Heceta Head is reported to have a ghost. Why is paranormal activity so often associated with lighthouses? It may be that their isolated, often dangerous settings create a spooky atmosphere. It may be that the past echoes strongly in the beacons that played such a vital role in the region’s maritime development, triggering the imagination. In this instance, the ghost frequents the remaining residence rather than the tower.

Using a Ouija board, a group of Lane Community College students determined that the spirit, sometimes known as the “Grey Lady,” is called Rue. She may have been the wife of a keeper, and speculation suggests that she lost a child at the light station. Some sources claim that an abandoned grave was discovered on the property, and that the child may have been Head Keeper Hald’s daughter, who died by drowning. Stories of missing tools, flying objects, and glimpses of an old woman in the attic window continue, giving Heceta House the reputation of one of Oregon’s most haunted sites.

THE LIGHTHOUSE TODAY The light station was repaired and restored in 2011. Today, the beacon reminds us of the connection between mariners and the keepers on shore who ensured their safety. The house on the property is one of the coast’s last remaining lightkeeper’s residences, and now operates as a bed and breakfast through a concessionaire of the US Forest Service.

Modern day cruisers might catch a glimpse of Heceta Head if port-hopping down the Oregon Coast. If heading south from the safe waters and services at Newport to seek harbor in Florence, the Heceta Head will be about 18 nautical miles into that 24 nautical mile passage.

Lisa Mighetto is a historian and sailor living in Seattle. She is grateful to the Columbia River Maritime Museum for providing documents for this article.

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26

Tech Talk with Seabits

SPRING TECH CHECKUP

by Steve Mitchell

TimeZero, NorthStar and Garmin chart details A great thing to do at least once a year, and especially prior to the start of a more active boating season, is to give your boat a tech checkup. Just like your engine, sails, and other systems, spending some time testing your tech systems is an excellent way to ensure trouble-free time on the water.

SOFTWARE & CHARTS Having up-to-date charts is important for a variety of reasons, primarily because of safety when navigating. Ensuring that you have the latest information on obstructions, changes to channels and lights, depths in tight passages and everything in between means that you can navigate with confidence. It is also a requirement by most governments and agencies that you carry the most up-todate chart information for this very reason, so keeping them updated should be on the top of your checkup list.

So many parts of our boats have software on board now, such as inside a chartplotter, on a PC, 48º NORTH

or elsewhere. Checking to see if there are updates for the software on your chartplotter is necessary to keep it running smoothly, and take advantage of new features and functionality.

Keep in mind that updating your charts can require a more powerful internet connection given the size of chart updates, so doing this at home may be a better choice than aboard the boat. In some cases, it can also require software upgrades to support new charts, using mobile devices to download things ahead of time, or even working with a vendor to get newer charting.

This year in particular, a lot of things have changed in the charting world, with the retirement of United States Coast Guard paper charts and the purchase of Navionics by Garmin — and resulting changes with access to those charts by existing vendors.

All of these transitions make it doubly important to check with the manufacturer of your chartplotter or software, and make any upgrades or Garmin inReach Explorer+ and Garmin GPSMAP updates to whichever type of chart 86sci satellite trackers. you rely on.

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VHF & COMMUNICATION MONITORING & SAFETY SYSTEMS Even with the proliferation of smartphones Many vessels have remote monitoring and coverage in many of the areas we cruise, systems that allow you to check on your your VHF radio is a critical piece of safety boat health from your phone, tablet, equipment that always needs to be reliable or computer using a website or app. In and working. Checking both fixed mount addition, lots of boats have various analog and portable radios is an essential step, but displays aboard including bilge pump you should also be doing this frequently indicator lights, high water alarms, fire throughout the year, and ideally before you alarms, and more. All of these systems leave the dock every time. should be tested regularly, and especially A good VHF checkup includes verifying before using the boat at the beginning both transmit and receive, that DSC (Digital of the season if it has gone mostly (or Selective Calling) and GPS are working completely) unused over the winter. correctly on any DSC-capable radio, and A good set of steps for a checkup of doing a battery check on any portable remote monitoring systems is to trip every handhelds by running them for a while. sensor, switch, or pump, and ensure you’re When doing a transmit test, make sure you still getting alerts or other triggers that follow good radio etiquette and use a nonyou expect. These systems don’t offer any emergency channel to test things. I find value if they don’t tell you when things are arranging a time with a cruising friend in the wrong, and I find they are really important same marina or area to be a helpful way to for the day after being out on the water for test radios and work through any issues. something you’ve forgotten.

Other communication systems Testing bilge pumps is pretty easy — BRNKL remote monitoring app aboard might include satellite tripping the float is a great way to do it status screen. systems, internet routers, and quickly, but I also like dumping a bucket location trackers. This is a good time of fresh water into the bilge upstream of to check on your subscription plan for your tracker(s) a pump and seeing if things work that way as well. The same and ensure it is up to date and activated, and to run some method (with more buckets of course) could be used to test tests with the tracker or satellite systems to ensure alerts high water alarms, if you’re fast enough! and coverage are working.

Fire alarms are a bit more complicated to test, and in some Spring is also a great time to look at a SIM card or data plan, cases with heat detectors, you might not be able to test and make sure that you have the coverage for the areas you’ll the actual sensor itself as it’s driven by high heat amounts. be cruising in. There are always newer and better plans for all of However, fire alarm systems are usually wired in parallel so that these devices announced at least yearly, if not more frequently, if a sensor or device is disconnected, the entire system goes and you could end up saving money and expanding your into alarm or alert so you can investigate. Smoke detectors can capabilities just by checking with the vendors you use. be tested using a test button on the front of the device for more modern versions, and you can buy aerosol “test smoke” for engine room smoke detectors.

ELECTRICAL SYSTEM Testing and checking on Your electrical system is critical to enjoying your tech life on the water, and ensuring it is up to the task is definitely a these items, and more, can checkup item to include. A great way to do this is to step the be the difference between boat through the usual “modes” that it would be in away from fun, safe, and comfortable the dock. This includes unplugging or turning off shore power cruising and being stuck and monitoring amp loads and battery performance, running the to the dock waiting for generator at full load to charge things, and running large draw repairs…or worse. items like windlasses and davit cranes while doing these things to make sure you don’t need any unexpected maintenance or Steve Mitchell is a longtime sailor, musician, fixes before you leave the dock.

This is a perfect time to check all connections and terminals and tech nerd who loves on batteries, chargers, alternators, and starter motors for main working on challenging engine(s) and generators and ensure that there is no corrosion problems. He is the editor of www.SeaBits.com and and that they are tight and looking good.

In the April 2021 issue of 48° North I wrote about how to test spends as much time as Checking bilge pumps and and document your electrical system, which gives advice for a possible on the water, indicator lights is always a deep-dive into your system that will enhance understanding of enjoying the smell of the sea good thing to do! and the sound of the waves. it at all stages.

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28

Three Sheets Northwest

RECOMMISSIONING: FROM THE BLUES TO BLUE SKIES

by Marty McOmber

Ah, spring at the marina. Full of promise. Renewal.

Great times lay ahead.

Blah, blah, blah.

I trudge down to the boat in early March, dock cart full of items from another ruinous trip to the local chandlery for my spring recommissioning.

It is one crappy day. Everything is a washed-out gray. Low clouds skid overhead. The thick curtain of rain I saw over central Puget Sound a few minutes ago is now directly overhead.

Tide’s out. I need to traverse the very steep, slippery slope of the dock ramp to get to the boat. I lean backwards as I take each step, wondering just what would happen if I slipped and the cart jetted out of my hands.

I can see it racing down the ramp like some demented Cub Scout pinewood derby car, picking up speed, careening from right guardrail to left guardrail. Bang. Bang. Boom. It all ends in a spectacular crash at the bottom.

Would the $328.56 of newly purchased boat gear, overpriced cleaners, and various solvents scatter all over the dock, or proceed directly into the water?

Whatever, it would be a disaster. There is no merit badge for boater fails.

Safe at the bottom of the ramp. No one died.

I proceed down the dock. A bump and crunch as one of the cart’s wheels crushes the empty shell of what was once a small crab. I execute a quick jog to the left to avoid a ginormous splat of otter poo.

That reminds me, I kinda need to pee. Why didn’t I stop at the marina bathroom? Why do I always do that? Ugg. I glance back. Drops of rain from my hood splatter my face as I tilt my head back. The ramp looks nearly vertical from here. I check my 48º NORTH

internal level gauge. Three-quarters full. Meh. I can wait.

Down the dock another 10 yards and I can spy the bow pulpit bobbing gently just over the edge of the dock. Well, at least the boat is still floating.

I execute a hard left and aim the cart down the narrow finger pier of my slip. My neighbor has once again left her boarding steps in the way. Grrrrrr.

I carefully maneuver the cart past them. The starboard wheel skims the edge of the dock. An image of the famous Bolivian “Death Road” flashes before me.

As I bring the cart to a stop, I look back at those steps. They are the light plastic kind that you can probably find at the local hardware store. For a moment, I consider going full place kicker on them. I can see it in my mind … executing a perfect Rockettesstyle high kick, the steps hurling through the air, splitting the uprights of the masts across the way. The fans go wild. Victory!

I settle instead for placing the steps carefully on her side deck. There, that’ll show you!

I turn back to my boat and give her a once over. I see green.

Lots of green. It’s going to take a couple of hours just to get the decks clean enough to spend a few more hours waxing. Ugg. Late last fall, on that last beautiful warmish day, the boat had looked lovely. A fresh wash, some waxing and buffing, protective covers all snapped securely in place.

Now she looks wet, tired and dirty, like a yacht club version of the Flying Dutchman.

Wait a second. Something seems weird. Is it me, or is the stern sitting too low in the water?

A quick glance at the waterline and I’m suddenly in full freakout mode. The stern is definitely sitting low.

Holy crap!

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I jump aboard and go straight for the companionway. My nearly numb, wet fingers feel like sausage rolls while I fumble to get the key into the lock. Frantic, I start imagining the sight awaiting me below. The cold, dark waters of Puget Sound sloshing about, floorboards floating. Batteries dead. Oh god.

I slam the hatch open and peer down into the abyss. Nothing.

Everything looks okay. But I can still feel the wrong angle of trim. I drop below and have a closer look. I pull up — and open — everything I can. I only find dry lockers and holds.

I’m baffled. Looking out of the companionway, I see my dinghy hanging securely in its davits. It hits me. The dinghy.

A moment later I gaze down at our rigid bottom inflatable, now filled to the brim with hundreds of pounds of pure Pacific Northwest rainwater.

I push up my sleeve, reach down through the ice-cold water and pull out the drain plug that I had forgotten to remove months ago.

Could this day get any worse? I haven’t even ticked off the first item on my spring recommissioning list and I feel like I’ve been dragged through the soft, thick mudflats that spread out from the east side of the marina.

I feel like giving up and going home.

Instead, I listen to the steady stream of water issuing out from the dinghy. I can feel the boat settle back into normal. I can hear the flow of water begin to lighten, then turn into an unsteady trickle.

That reminds me, I really need to pee.

Back down the dock. Quick jog to the right to avoid the otter poo. Then I’m climbing Mount Dock Ramp and on my way to the

place I should have stopped at first.

The warm, dry air in the marina bathroom feels pretty nice. Better than the wet and cold outside. Even better, I have the place to myself. Another minute or so and I feel a great sense of relief.

When I emerge, I stop dead in my tracks, shocked.

The sun is breaking through the clouds and stage-lighting the entire marina. An explosion of colors in sharp contrast.

The place is glowing. There is an entire fleet of boats just waiting to head out.

I see a pair of harbor seals playing a game of chase in the fairway. A bird dive-bombs the water.

I begin to make my way back to the boat. I feel the sun warm my face. I take a deep lungful of clean, spring air and savor the notes of saltwater and shoreline scents.

Suddenly, I can see it all clearly in my mind. The boat is looking beautiful. We are casting off the lines on a bright summer morning. Are we heading out for the weekend? Or is it for a longer cruise? Maybe just a day sail. It doesn’t matter. It is going to be amazing.

Ah, spring at the marina. It’s full of such promise. Renewal.

Great times lay ahead.

Okay, let’s get to work. This boat isn’t going to get itself ready for the season.

Three Sheets Northwest is produced by Deborah Bach and Marty McOmber. You can find them sailing their Passport 40 around the Salish Sea and beyond.

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MARCH 2022

THE SPRINGTIME SHIFT MAKING THE MOST OF THE PRE-SEASON

by Andy Cross

E

very year, somewhere between a strong southerly wind blowing a hoolie through Puget Sound and daffodils pushing up through the ground outside the marina, there’s a collective sensation that hits every Pacific Northwest sailor: spring is almost here, which means summer cruising is ahead!

For our crew, new adventures on the horizon are always a welcome sight. But spring's signals mean there's work to do to get there. In Puget Sound, the San Juan Islands, British Columbia, and Alaska — at the dawn of each spring, our family has made numerous shifts in mentality, on-board routines, and preparation for summer sailing as the days start to get longer and warmer.

The feelings of excitement and promise brought on by the first signs of spring may be nearly universal among boaters, but certainly the specific versions of the associated shifts vary from person to person and pursuit to pursuit. Here's how it goes for us.

Inspecting one of Yahtzee’s water tanks with Porter’s help.

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MARCH 2022

THE MENTAL SHIFT Shifting our frame of mind from winter to spring and then to summer is something we all experience. But for boaters, many of whom continue to sail all winter, when those first days of spring arrive and the sun breaks through the clouds, spirits soar. More boat owners filter down to the marina and the buzz of onboard activity ignites.

Lists of projects and parts abound, and the sound of pressure washers knocking off months of accumulated grit, grime, and green ring out. This is one of my favorite times to be part of the sailing community because optimism is high. We might get to see some of our sailing buds who haven’t come around in a while, and chatter about plans and possibilities is filled with excitement.

Along with the marina, we also see the transition happening in boatyards and chandleries throughout the Pacific Northwest. Travel lifts are busier, bottom paint is being applied, topsides are being shined, and brightwork is getting sanded and varnished. This flurry of work leads the next shift we make — the need to start seriously getting our boats and gear ready.

THE BOAT SHIFT I’m a firm believer that thorough and thoughtful preparation is key to safe and fun sailing, especially when venturing far from available services. As such, there are innumerable things on a sailboat that need to be checked, serviced, or maintained before cutting the dock lines.

I discussed this topic at length in the April 2021 issue of 48° North (see: Tips to Get Your Boat Out of its Winter Slumber) but one of the best places to start your boat prep is with your safety gear.

On Yahtzee we have a life raft and MOM8-A that have to be professionally serviced at regular intervals, and it’s always a good idea to have a look at gear like Life Slings and throw ropes for wear or chafe. Manual or automatic PFDs should be taken out, visually inspected, and then manually inflated and set out overnight to make sure they hold air.

Down below, I check fire extinguishers, fire and CO2 alarms, and all manual and electric bilge pumps.

One thing to note is that USCG 48º NORTH

regulations on fire extinguishers are changing. Effective April 20, 2022, fire extinguisher bottles expire at 12 years from their date of manufacture. That date is stamped on the bottom of the bottle or near the UL label, so check yours and get new ones if needed.

From there, it’s the big picture of the boat’s systems. If you can, take a look at the condition of the water tanks and ensure there is no algae growth. Same for diesel tanks — which brings us to the engine. If needed, change the oil and fuel filters. Check zincs, the impeller, drive belt, coolant, and transmission fluid if applicable.

Moving on to the sails and rigging, go out sailing on a calm day. Not only will a spin around your local waters be helpful in making that mental shift, but you’ll also get a sense of what condition your sails and rigging are in. Do the sails need to be cleaned or repaired? Does any of the running rigging need to be replaced or re-run end-for-end? How does all the standing rigging look while under load?

Depending on its age, you may request the expert eyes of a professional for some of this.

Something specific that Pacific Northwest boaters always think about if leaving their boats for a time in the winter is a dehumidifier and heater. As spring approaches, you won’t want to

jettison your dehumidification plan for the season, but you might want to ensure you have space in your dockbox to stow that gear for an early season cruise or race.

No matter how much you do, though,

Splicing fresh running rigging with Porter and Magnus.

When needed, servicing a life raft is an eye opening experience.

31

MARCH 2022

Scenes like these in Barkely Sound, BC are the payoff for all the preseason work. up for longer runs and more time spent sailing or exploring ashore. This is where one of my favorite parts of cruising comes in: route planning.

Just like most sailors, when I’m not on the water the next best thing is scheming THE PLANNING SHIFT During the winter, mostly due to lack of to get back out there. There’s no better daylight, boaters typically only venture way to do that than to pore over charts out on the water for a few hours at a time. and cruising guides, dreaming about But as daylight grows, our plans open where I might want to go next. I also love this part because it can be a social event. Picking the minds of fellow cruisers at one of the first dockside potlucks of the spring or meeting an experienced pal at a local watering hole to talk about routes can offer helpful tips or buoy confidence that my current cruising plan is on the right track.

Of course, a central MOM8-A gets a full inspection prior to racing and cruising. consideration when your boat is never going to be perfect, and at some point it will be time to actually leave the dock. But where are you going…and when?

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planning is the trifecta of speed, time, and distance. And, whether you’re setting sail on a South Sound cruise or a voyage up the Inside Passage to Alaska, we all need the time to make these plans come to fruition. The problem with time is that we don’t have a lot of it to give these days, which can lead to an overly ambitious passage plan. Don’t make this mistake.

Be realistic about how long you can be out for, how many hours per day you want to be underway, and how much time you want to allocate to activities ashore. Unfun travel days can negatively affect even the most rewarding destination.

Do you want to be able to hang out in that sweet anchorage for multiple nights or are you hopping from one anchorage to another each day? The latter can get daunting, especially if the wind is light or you start to feel rushed. This is the part where you just need to get out there, take it a day at a time, assess the weather, and make it work as you go.

THE SAILING SHIFT You’re ready. The boat is prepared and the plan is in place. Now we shift to MARCH 2022

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the mode that makes all that hard work worth it. It’s time to go. There’s nothing more rewarding than throwing the dock lines aboard, working your way out of the marina, and setting off for a weekend or a full summer of cruising.

Throughout our years cruising the Pacific Northwest, we’ve found both short and long cruises to be equally rewarding.

That Fourth of July weekend rafted up with friends in Liberty Bay — glorious.

The two-month cruise to the South Sound, swimming in warm water, and hiking leafy trails ashore — ultimate relaxation.

Weaving through tall mountain peaks in British Columbia to reach the famed Princess Louisa Inlet — breathtaking.

And taking the long route to Southeast Alaska to experience some of the most stunning cruising on the planet — utterly spectacular.

Wherever your cruising plans take you this year, enjoy shifting through all the stages to get there. The payoff is worth it!

Andy Cross is the editor of 48° North. Join him this summer on the 48° North Cruising Rally (www.48north.com/cruising-rally/).

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MARCH 2022

CRUISER “CAR” UPGRADES GETTING YOUR DINGHY ADVENTURE-READY

by Verena Kellner

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MARCH 2022

W

hile waiting out winter in Washington, we’re slowly preparing for the upcoming cruising season about our 1980 Monk 36 trawler, Limerick. As I type this, she’s all wrapped up at the storage yard and we are sitting by the fire thinking about how to improve our daily commuter, Shamrock — a 10-foot fiberglass AB Navigo dinghy with 15 hp Tohatsu outboard.

On land, we drive a camper minivan but, like many cruisers, when we are out cruising our “car” is the dinghy, and we use it a lot. Accordingly, we have spent a lot of time optimizing Shamrock for sightseeing, freediving, and fishing adventures; or for trips ashore to hike, have a picnic, enjoy a bonfire, and go shopping in town… you name it.

In the interest of helping other cruisers enhance their dinghy setups for cruising adventures this season, here are some ideas you may want to consider for your own “car”.

DINGHY DEPLOYMENT Having a dinghy that can be deployed and retrieved quickly and easily from the boat is a key element for most cruisers in the Pacific Northwest and beyond.

Shamrock is on a hydraulic lift fitted to Limerick’s swim platform on the transom with the outboard on a swing bracket. The outboard sits upright when the dinghy is secured and rotates into position as the dinghy is lowered.

We can deploy or retrieve the dinghy in less than a minute, which can be handy in a pinch. This proved to be very useful when Limerick’s main engine quit due to clogged fuel filters just outside of an anchorage in Pendrell Sound, BC. Acting quickly, we deployed the dinghy and gave ourselves a tow — another great reason to have a powerful outboard.

For those on sailboats where this hydraulic lift system isn’t possible, dinghy davits on the stern are a popular choice. You just want to make sure the davits can raise the dinghy high enough off the water so that following seas can’t overwhelm and swamp your beloved tender. These instances are rare, but they do happen.

The common alternatives to these preferred options are things like hoisting a dinghy upside down on the foredeck or

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towing it behind the boat using a painter or bridle. Each of these options has their merits in certain circumstances — ocean or extremely rowdy conditions for the dink on the bow and short, flat-water transits for towing. But the downsides are significant (stowing/deployment time and effort with the boat on the bow; and risk of loss, capsize, fouled propeller, etc. when towing) and really make a more permanent and easy-to-use dinghy storage and deployment arrangement optimal.

GOING TO SHORE After having to heave our dinghy off the beach, swimming out to the dinghy during a high tide, and seeing others struggle with high and dry boats, we went looking for solutions. On our previous boat, Camille, a Hunter 380 that we cruised in Mexico, we had folding dinghy wheels so we could roll the dinghy on and off the beach. That was all well and good, but Shamrock’s outboard is too heavy for that and the beaches here in

the Pacific Northwest are often loosely packed and can mostly be composed of rocks or pebbles.

To solve the problem, we found this amazing anchor system to help us land and then retrieve the dinghy from shore.

Along with a good anchor and a 100foot floating line, we can now anchor the dinghy far off the beach and pull it back to shore at almost any stage of the tide.

The Anchor Buddy system is a bungee cord that stretches out 50-feet, but it can be tricky to know how far the dinghy will end up from shore at different depths.

It is usually easiest to take the floating line to shore first and row back out to its full length before tossing out the anchor attached to the bungee. It all depends on the tide, the length of your shoreline, and where you think the water level will be when you get back to the dinghy.

NAVIGATING & FISHING We were using our phones for navigation in the dinghy but we also wanted a sonar to find the good crab

The hydraulic lift and outboard swing bracket make deploying the dinghy quick and easy aboard Limerick.

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MARCH 2022

and prawn fishing spots. We found a great combo unit from Raymarine, the Dragonfly 5PRO, which has a depth range down to 600 feet, something most portable models can’t achieve. We can even transfer this set-up to the kayak, and combined with a small lithium battery, we can be out fishing all day. The Dragonfly uses the same Navionics charts we use on our phones and tablets, and one of the best features of this unit is that it can transmit depths via WiFi and then plot those to the Navionics charting app on our tablets and phones. It’s great for scouting out a new anchorage or finding that perfect spot to drop the shrimp pot.

THINGS WE KEEP IN OUR DINGHY  Throwable cushion: We have a seat cushion that is also a USCG approved Type IV throwable in case of a crew-overboard situation. Ours is covered in vinyl fabric instead of ripstop nylon, so it doesn’t absorb moisture and we can sit on it after a quick wipe. The vinyl ones are harder to find and a bit more expensive, but are worth it. We always have a microfiber cloth or two on the boat as well.  Life Jackets: We were lucky that Limerick came with six manual inflatable PFDs, and we keep one per person in the dinghy.  Dinghy Ladder: Getting back into a dinghy is not easy even if you went into the water by choice. If you fell in, are cold, and wearing heavy clothes, it can be near impossible, even with a rope ladder.

A look at Shamrock’s thorough gear inventory for cruising.

We found a great three-step ladder from Scandia Marine that doesn’t take up much space, is narrow, and works well for our dinghy.  Info Sticker: This convenient sticker has our boat name and phone number on it in case the dinghy drifts away due to a poorly tied knot or a dragging anchor. We also have stickers on the kayak and paddleboard. You can pick up free ones from many local chandleries around the PNW.

With the Anchor Buddy and 100-foot line, the dinghy can be anchored and retrieved in a variety of places.

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 Small Tool Kit: Our kit includes spare parts like spark plugs, fuel filters, and a spare outboard key. (PLEASE always secure your kill switch to your wrist or ankle, we know someone who lost a leg from being run over by a run-away dinghy.)  Nalgene Bottles: These are great in an emergency and can keep small items dry. Ours contains an emergency whistle (required), a small compass, electrical tape, spare batteries, baggies, a small first aid kit, waterproof matches, a flashlight, a Swiss Army knife, pen and waterproof paper, hand warmers, and a space blanket.  Oar Tethers: After losing an oar while towing our previous dinghy behind Camille, we now use 3mm poly-braid to attach the oars to the dinghy.  Communications: Having a way to contact other boats or potentially emergency services is essential, and keeping a working radio aboard is an indispensable part of our kit. We have a waterproof and floating Icom VHF and always bring a cell phone, too.  Drybags: They don’t stay permanently on the dinghy, but we always bring at least one along to hold our phones and dry clothes as needed. I don’t like the heavy, rubbery drybags and instead MARCH 2022

use the ones made of an ultra-light nylon material.  Cable Lock: Dinghy theft was more of a problem in Mexico but we still try to be vigilant here in the PNW. You never know. We use all Yakima products with the same lock core so we just need one key. The cable lock is nine feet long and covered in rubber so it doesn’t chafe the dinghy.  Instant Patch Kit: There is no use in carrying the patch kit supplied with the dinghy — that takes hours to dry. If you are out and about you need to be able to patch a hole instantly. For a Hypalon dinghy, get Type A. For a PCV boat, get Type B.  High-Volume Air Pump: A K-Pump air pump is small, has no parts that break or rust, and you don’t need a flat surface to use it like with a large foot pump.

Best of all, they are made in the Pacific Northwest. Don’t forget a pressure gauge.  Bailing Device: We love our dinghy’s flat interior floor to keep the crew stable.

At the back of the dinghy is a depression to collect water, making it super easy to bail the boat and keep the floor clean and dry. It can also hold clams.

We can’t wait to get back out cruising this spring and maybe even back to beautiful British Columbia; and when we do, both Limerick and Shamrock will be ready. We hope this helps you get your dinghy in shape for the upcoming cruising season. If you see us, stop by and say hello. See you on the water!

Verena Kellner and her partner, Mike Castle, cruise the Pacific Northwest aboard their 40-foot trawler Limerick. When they are not out cruising, they fill the kitty as hydrographers. They blog about their adventures at PacificSailors.com.

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Shamrock safely anchored off an idyllic beach.

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EPIC or

IRRESPONSIBLE?

THE 2021 DECEPTION PASS CHALLENGE

by Mark Aberle Photo by Rob Casey.

After nearly a year of planning, the time had come for the 15th running of the annual Deception Pass Challenge. In the past, the race has had as many as 200 participants, and for this stormy year, 79 racers showed up at the start on December 11, 2021.

When it was all said and done, what many participants thought was a great day on the water became national news. Those on (or in) the water would describe it as “epic” and “adventurous.”

Some land-based observers would later describe it in the media as “irresponsible.”

So what, exactly, happened? And what can Pacific Northwest mariners learn from the experience?

THE RACE The 6-mile race starts just outside Deception Pass in Bowman Bay and threads a course around Deception Island, through the pass, around Strawberry Island and back. It was conceived by Don Kiesling as a sea kayak race, and is now directed by veteran paddling race organizer, Rob Casey. Over the years, the race has evolved, and this year involved four conceptually different types of humanpowered craft: rowing craft, kayaks, canoes, and stand up paddleboards (SUPs). Within 48º NORTH

each of those groups there are specialized types — surf skis, OC-1s, and OC-2s, among others.

This is no ordinary race. These aren’t ordinary boats. And certainly these aren’t ordinary people. Challenging and rewarding, the race covers ground most participants have used as a “playground,” honing their skills with currents, eddy lines, waves, and rocks. Deception Pass has a similar draw to paddlers as Yosemite has to climbers.

Like Yosemite, the race attracts some of the best paddlers in the region, if not the world, to undertake challenges that many might think of as extreme. Participants in the 2021 event had competed in races between Hawaiian Islands, down the Columbia River, across the Strait of Juan de Fuca, and from Victoria, BC, to Ketchikan, Alaska.

By all accounts, they were skilled, competent, and experienced.

The route for the Deception Pass Challange.

Chart courtesy of NOAA.

38

THE BOATS The Deception Pass Challenge relies on both internal and external support craft, arranged in advance.

There were six skilled kayakers and a SUPer prepositioned to support in key areas where capsizing is more likely. The race-associated support vessels also included a SeaStrike — a MARCH 2022

jet-ski-type craft purpose-built for surf rescue, with inflatable pontoons on the sides for stability.

The external support craft included a boat from Skagit County Search and Rescue (SAR), a Skagit County Sheriff’s boat; as well as two USCG cutters, one prepositioned and the other transiting the area by coincidence.

A thorough Zoom safety briefing prior to the race focused on the course and safety protocols, with emphasis on personal accountability. Participants were told to be ready for immersion, to wear PFDs, and to use VHF radios to communicate with the race organizers and rescue teams. Although there were plenty of support vessels around, racers were encouraged not to rely on them — the best rescue is a self rescue.

The different types of crafts in the race have strengths and weaknesses. In flat water, the rowing shell is the fastest. In rough water, however, those advantages evaporate. In contrast to a rowed boat, the highly maneuverable SUP shines in larger waves, has the advantage of being tethered to the paddler, and can provide assistance to a swimmer. Falling off is part of the drill and a skilled SUPer can remount the board quickly and continue on.

Kayaks and canoes lie between rowers and the SUPs when it comes to rough water ability. The OC-1 and OC-2 canoes are ocean racing canoes with outriggers or amas. Designed in the 1980s, racers take on full ocean swells in Hawaii and Southern California with both short and long distance race schedules.

The kayaks break down into two distinct groups: traditional sea kayaks and the ‘surf ski’, a narrow racing kayak that one sits on, has no spray skirt, but a self draining cockpit. A skilled sea kayaker can roll their craft and pop upright after an unexpected flip. It’s also possible in a surf ski, but is more difficult.

RACE DAY In the early hours of Saturday morning, Chief Master Grant Heffer, Captain of the 87-foot Coast Guard cutter Adelie, was coming down Rosario Strait. A gale had raged for days and the warning was still in effect, but the notice expired at 10 a.m.

Saturday morning. In 8-foot seas, Heffer described the trip as “sporty.” The Adelie’s presence at the Deception Pass Challenge was not technically required, but the combination of weather and location was reason enough to make the trip.

The racers arrived at the starting area in Bowman Bay to find it relatively quiet and shielded from the wind slightly offshore.

In nearby Anacortes, Sheriff Brian Morgan’s description mirrored what the racers saw. The 6-10 foot waves experienced

by Captain Heffer and his crew were not visible from the shore, nor were the sustained 20 to 30 knot winds.

Check in began at 8 a.m. and it appeared as if the weather might cooperate. Given the forecast, many would-be racers bailed, on the bet the race would be canceled or perhaps it was above their comfort level. By the time the designated time keeper, Harry Oesterreicher, had checked everyone in, there were 11 kayaks, 8 OC-1s, 6 OC-2s, 5 rowing shells, 18 SUPs, and 14 or 15 surf skis. With the addition of race associated support paddlers, there were some 80 vessels and 100 people on the water.

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There were two starts, the first for the slower craft — sea kayaks, wider SUPs, or folks who knew they were slower than the more ‘racy’ contestants. The second start was for the faster craft.

Andrew Hansen had driven up from Portland, towing his 11foot SeaStrike, a powerful and capable craft purpose-built for rough water-level rescues. An experienced paddler with kayaks, surf skis, and SUPs (including a California River Quest 100 mile race under his belt), Hansen bought the SeaStrike to support his fellow paddlers, give back to the community, and, candidly, for “FUN!” Driven by Hansen with his rider, Lee, they stood off the starting line when Oesterreicher gave the signal for the first start at 9:07:29.6 a.m. The chop had picked up a little but was not a problem, given the experience levels of the paddlers.

Around this time, Sheriff Morgan began to notice the wind shift and, along with that, increased wave activity in Bowman Bay. A surf ski took the lead, pulling away from the others and Hansen followed him to, then around, Deception island. The conditions were worsening, but the surf ski paddler was in control — no problems at all. Several other paddlers followed as Hansen patrolled the area, taking note of the building waves, which in relatively short order were up to 8 feet from the bottom of the trough to their peaks.

After several paddlers had gone around the island, one OC-1 went over. Hansen maneuvered to within 4 feet of the paddler, but he got quickly back in his seat with no assistance required.

A few seconds later another wave dislodged him from his seat and sprawled him spread-eagle across his ama; but again, he was quickly back in his seat, under control and paddling on.

For the faster racers, Oesterreicher gave the second starting signal at 9:20:50.3. Experienced paddler, Darrel Kirk, 60, was in that start and paddled through the mouth of Bowman Bay, balancing against the uneven waves bouncing off the vertical rocks creating an uneven pattern. Called ‘reverb’ by paddlers, experienced SUPers train for this scenario and know how to recognize it.

About two-thirds of the way towards Deception Island, some of the rowers began having challenges. In any deteriorating

39

The wave of first starters heads out onto the waters of Bowman Bay as conditions show signs of building. Photo by Bill Walker.

MARCH 2022

Andrew Hansen, on his SeaStrike rescue boat, confers with one of the USCG jet boats after the race was canceled.

Photo by Rob Casey. situation, it’s never quite clear when a line is crossed; but for rowers, wherever that line was, it was behind them.

Watching from his cutter, Captain Heffer wasn’t too concerned when he saw some of the boats capsize. He had kayaking experience and knew that skilled paddlers could roll or employ other techniques to self-rescue. He had his coxswain and another crew member on standby with his stern-launched 17foot diesel powered jet boat, but he refrained from launching them at first.

When it was apparent that a few of the rowers and paddlers were having difficulty getting back into their boats, Heffer launched his jet boat. Around that time another Coast Guard cutter, the Bellingham-based Sea Lion was transiting the area and inquired if the Adelie needed assistance. Heffer, in his words, “called an audible,” and the Sea Lion launched its small boat as well.

All those that I interviewed — paddlers, rowers, and law enforcement — described the abrupt weather change as the first wave of racers was about to start. The wind increase and directional change sent conditions from acceptable prior to 9 a.m. to arguably unacceptable by around 9:30 a.m.

As waves built, most of the skilled SUPers started to smile more broadly. This was their element. The rowers were more grim with their struggle to stay upright. Two of the rowers 48º NORTH

went over, and while there were race-associated safety boats nearby, so was the Skagit Valley Sheriff’s boat and the boats off the two cutters.

ASSIST OR RESCUE? There is an interpretive distinction between the words “assist” and “rescue” — but both are typically genuinely appreciated. The gray area between assist and rescue came up in a Sheriff boat’s response to a participant who was in the water, but was coherent and in full command of their facilities, as reported both by this participant and a safety SUPer who was in eye contact with this person. While the safety SUP was in position and able to assist, observers saw the Sheriff boat respond in rescue fashion — making a few passes from leeward and being blown downwind away from the person in the water. Finally, a windward approach allowed the participant to be hauled aboard. That participant told me that they never felt truly in danger, given the other people in the immediate vicinity.

Around 9:30 a.m., Sheriff Morgan called the race. He’d seen enough and reports from his rescue boat were of multiple capsizings. He wanted all participants to return to Bowman Bay. At this point, things became somewhat hectic. On shore, Oesterreicher recalls being told twice to cancel the race

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and, on the second request, he broadcast on VHF 69 that law safely ashore, but for several minutes it became a situation enforcement had canceled the race. Some participants, hearing where the organizers knew they were safe, but unable to this, immediately turned around. Others adopted a wait-and- prove they were safe. Momentary chatter about “missing see approach as conditions, in their judgment, were still within participants” did little to calm the nerves of the late-arriving their capabilities. Still others continued having difficulties and aid units summoned by the Sheriff. were responding with a mix of self rescues, assists from fellow THE TAKEAWAYS paddlers, and some help from law enforcement boats.

After chatting with those on the water and the captain of the The shifted wind was now blowing right into Bowman Bay, with breakers and large pieces of driftwood crashing on Adelie, there emerged a consensus view that no one was ever in the shore. While Sheriff Morgan was calling for aid cars for a serious mortal danger. The participants I talked to range in their possible mass casualty event, Darrel Kirk, part of the second comments between, “It was just getting fun, I would have been wave, was still going outbound, not yet quite believing what able to go on,” to, “In retrospect, I should have turned around was happening. Conditions were getting more challenging, but earlier.” Most generally agreed with the decision to call the he was having fun. Lots of fun. Waiting to see what most of his race and chalked it up to wild weather. Captain Heffer summed competitors would do, eventually, and with some reluctance, he it up best: “It was billed as an adventure race and it was an adventurous day.” too started to paddle back.

Despite the issues, many things went right. Everybody There were more capsizings. In one, a kayaker went over and was unable to roll upright. Bailing from the boat, the kayaker returned safe and there were no significant injuries. The was initially assisted by a paddling buddy. This maneuver isn’t training and practice of the vast majority of the participants risk free, the weight of the second person on the kayak can alter were up to the conditions. The safety planning and protocols by the balance and, in this case, the rescuing kayak rolled and put the organizers worked. The Coast Guard, Sheriff, and SAR boats’ both paddlers in the water. One of the safety SUPs, paddled by assistance was genuinely appreciated.

Yet, there were lessons learned, and the following list is far Holly Rasumuson, watched the events and offered her support.

The rescuing kayaker was able to get back into his boat, but from complete. Rob Casey, the race organizer, was coordinating the original swimmer climbed on to the back of Holly’s board. from the water, not on shore — which proved difficult for Shortly thereafter, one of the USCG zodiacs pulled alongside communication. One of Captain Heffer’s observations was the challenging lack of “go/no-go” parameters in advance. The and, with few words, pulled the kayaker off the board.

The number of “rescues” reported by some media outlets Skagit County Sheriff noted some issues with on-the-water was “more than 20.” Accounts vary slightly, but it appears communication via VHF, and that support vessels should the number of folks who got into a law enforcement boat consider a coordinated “race canceled” signal (smoke or sound was between four and seven. Far more were aided by fellow signal) that could be more readily seen or heard over a broad paddlers or were able to self rescue. The larger craft played a expanse of water.

From this writer's perspective, there are conditions that may critical role, but from the interviews, it seems that most would generally fall under the category of assists rather than rescues. be right for certain craft, but exceed the tolerance for safety At the end of the day, all participants were accounted for even experienced paddlers in other types of craft. I also see for and the only reported injury was a hand that got squeezed room for more communication with law enforcement.

For those on the water, it was a great day — a big between an oar and the Sheriff's boat. Ashore, there was some additional drama as racers returned. Oesterreicher adventure and challenge that left them with wide smiles and stories to tell. For those on was keeping record of land and some armchair the participants using observers, it provided the scoring software and fodder for commentary he found himself facing and concern. After hearing dozens of paddlers coming from so many participants, in across more than 100 I now share the yards of beach, each racers’ perspective about picking a safe path to land. the 2022 Deception He solicited help from Pass Challenge. runners and began recording the times of Mark Aberle is a Pacific those returning and handed Northwest native, a lifelong off the iPad to Susan sailor and occasional Wescott, who recorded freelance writer splitting participant’s names. his time between work, Initially, there were two the San Juan Islands, kayakers whose names did A Deception Pass Challenge participant finds calmer water back in and cruising his Maple Leaf not get checked off. These Bowman Bay after the race. Photo by Rob Casey.

42 Cambria. participants were seen 48º NORTH

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MARCH 2022

GET READY TO RACE! • SPRING 2022 RACING ANNOUNCEMENTS •

RS AERO WORLDS COMING TO COLUMBIA RIVER GORGE JUNE 24 - JULY 1, 2022 The Aero is a single-handed dinghy that has become popular began the year with frostbite racing in January, the fleet has in recent years, including here in the Northwest. The event organized its own training sessions on weekends when there was originally scheduled for 2020, but well you know... it was is no scheduled racing, featuring some of the top local sailors postponed to 2022. The Aero features 3 different rig sizes (5, 7, on a rotating basis, as coaches. The goal is to bring up the level and 9 square meter) for sailors of different sizes and abilities. of all the sailors. The Aero is a very sensitive boat with lots of Each rig size will be racing separately for its championship. speed potential just waiting to be tapped into and responds well to differences in sail trim, weight RS Sailing is providing great charter movement, and steering technique boat opportunities and we are also even with subtle changes in the planning a pre-Worlds event and wind or waves. The boat has a wide a clinic for those who just can’t variety of modes both upwind and get enough! downwind that can work. Learning The Gorge is known for the which mode works best, and when, westerly winds that flow from the will be critical to success at the Pacific Ocean and funnel through Worlds. So, plenty of things for all to the gap in the Cascade Mountains. work on! In addition, the Seattle Aero The Columbia River current heading group is constantly sharing what they the opposite direction helps shorten Photo courtesy of Bill Symes. are learning, knowing that the more the upwind time and stretch out the we can raise our level as a group, the reaching and running legs for lots of fun and fast paced off-wind work. Tactically, the mix of the better each of us will do against those who come to the event current, wind shifts, and puffs keeps things challenging both from around the world.

In addition to the great sailing conditions and upwind and downwind, even from one leg to the next. On the occasional days when it is hot enough on the coast, the wind proximity of the course area to the shore, the variety of will switch around and come from the east just to shake things great outdoor activities in the area make it a fun event up a bit. We are fortunate to have such a great sailing venue in for friends and family as well as the competitors. If you're the Northwest and look forward to sharing it with those who interested in lending a hand, the experienced Columbia Gorge Racing Association race committee is looking for s come to the Worlds from outside of our area.

Local Aero sailors have been working hard to prepare for upport boat personnel. » www.rsaeroworlds2022.com the event. In addition to the regular racing schedule, which

SOUTHERN STRAITS RETURNS IN APRIL

LOTS ON THE BOOKS AT CYC SEATTLE

A NEW RESOURCE FOR WOMEN AND GIRLS

The West Vancouver Yacht Club is excited to welcome back the Southern Straits Regatta after a two-year hiatus due to the covid-19 pandemic. The 52nd running of the Easter weekend race will see sailors criss-crossing Georgia Strait testing their strategy, skill, and endurance while racing overnight in early season conditions.

The Short, Medium, and Long courses range from 70 to 133 nautical miles. In addition, there is an Inshore Course (approximately 20 nautical miles) that takes place during the daylight hours on Good Friday. Registration is open now and closes April 10, 2022. » www.southernstraits.ca

CENTER SOUND SERIES (CSS): The spring series kicks off March 5 with the Blakely Rock Race. The second and third CSS races take place March 19 and April 2, 2022.

On April 1, 2022, 48° North will launch a new resource to help grow, support, and empower women and girls in sailing. With the help and guidance of Sail Like a Girl captain, Jeanne Goussev; past Editor of the Women Who Sail newsletter, Skipper Jenn Harkness; and youth sailing coach and columnist, Julia Soes — this new resource raises awareness for women's sailing events, presentations, and educational opportunities. Skipper Jenn says, “With 48° North giving clearer direction toward resources, access to clubs, community, and events that are either women only, or created for women — we will grow.” » www.48north.com

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PUGET SOUND SPRING REGATTA, BIG BOATS APRIL 16-17, SMALL BOATS APRIL 23-24: Buoy racing enthusiasts in boats large and small, get ready for two PSSR weekends of sailing 'round the cans.

STAR CLASS DISTRICT 6 CHAMPIONSHIP The venerable Star still brings some of the toughest racing competition in the region and the world. Seattle will host this year's Districts. » www.cycseattle.org

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MARCH 2022

FEBRUARY DRAG RACE G I R T S R E K E V I C S F O U LW E AT H E R R A C E

• R AC E R E P O RT • A race by any other name would still never be as fairweathered as Anacortes Yacht Club’s (AYC) annual Girts Rekevics Memorial Foulweather Race. Sure, we’ve seen snow a few times, but that builds character. Knocking on wood… we’ve never been totally skunked on this race. It’s usually a total drag race, one way!

This year there was a big storm on the horizon and all kinds of liquid sunshine predicted, but what do they know? A strong contingent of north end boats showed up anyhow, and had a marvelous time. We had just enough wind to keep us smiling and only enough rain to wash off the decks once or twice.

The Foulweather Race has a long and storied tradition at AYC, and when we lost beloved local racer and rigger, Girts Rekevics, the race was dedicated to him ever-after. It has always started in Anacortes, racing one-way to destinations out in the San Juan Islands, most recently to Friday Harbor on San Juan Island.

Spreading joy and a tad bit of mayhem is what we’re all about, plus trying to get there first, of course!

All fleets start together in what is usually a kite run to the corner of the bay at Guemes Channel. This is typically the first tactical decision: how close to turn the corner. We had a massive ebb pushing us out the channel, so it was a pretty easy decision to take the middle.

We were out in Rosario Strait in short order, playing the wind and tide while getting a good ride along the way.

Thatcher Pass was the next big decision. We had pretty significant current against us, and plenty of wind shadow in the narrow pass. On Wild Rumpus, I decided to hug the beach for the anticipated eddy. Foolishly! Nothing like parking and watching the fleet sail by. Dang. After Thatcher, it was just a drag race around the corner of Lopez, up Upright Channel on a fetch, and cracking off toward Friday Harbor in a short crossing of San Juan Channel. We had no chance to claw back from the dreadful decision at Thatcher, but it was a terrific day on the water nonetheless.

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The rest is history, replayed once again. Crazy hats, rainbow onesies, rubber chicken, and stickers for everyone. Last one to Herb’s is a rotten egg! Another year of Covid kept us spread out around town, but somehow we all found each other for an informal awards ceremony. An impromptu race home on Sunday made it all the more fun.

Congratulations go out to the Bradens on their Moore 24 More Uff Da for the overall win corrected. Nigel Oswald’s Makika finished the course in just a little more than two hours, claiming 2nd place overall. First place in PHRF 1 went to Vince Townrow on the J/105 Kinetic, and second to the dynamic duo of John and Ann Bailey doublehanding the schooner Sir Isaac — they corrected to 3rd and 4th place overall respectively. Well sailed, my friends!

By Stephanie Campbell Photos by Stephanie Campbell and John Stocklass

Big smiles on board Santa Cruz 27, Wild Rumpus.

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MARCH 2022

ABSOLUTELY EPIC TO L I VA S H OA L 2 02 2 • R AC E R E P O RT •

Olympia Yacht Club’s annual Toliva Shoal Race is, to some skippers, a curse word. To others, it’s a way to recruit crew for an epic weekend-long event. The third of four stops in the Southern Sound Series, this race is either loved or hated, and I think the level of vitriol depends on your home latitude.

Deliveries don’t have to be miserable, though. This year boasted a delivery on Friday that was one of the all-time best Puget Sound could provide in February, and another incredible return with sunshine and friends on Sunday. Regardless, this is one of our favorite races of the year. All that was missing was the traditional pre-funk at Olympia Yacht Club — one of the best pre-race parties around.

This was our crew’s third Toliva Shoal Race, but only our second on Goes to 11, an Antrim 27. The 2022 edition began with an awesome downwind leg off the start. During the first part of the race, we were able to hang with Equus — always good company to keep — and ride their wake for a nice little

additional push. The run continued past Boston Harbor, with a spinnaker douse at Johnson Point.

Since this is really only our third or fourth time handling this boat in higher winds with planing conditions, we had our fair share of broaches. Our first came in Budd Inlet, where our main trimmer appreciated his recent investment in new foulies, since he ended up on the low side of the boat, and was thoroughly dunked, three separate times.

As the race went on, the winds started to increase. After we rounded the Nisqually mark, we had a fairly tight reach over to the south end of Anderson Island. When we made the turn toward Toliva Shoal, we launched our medium-sized kite for the absolutely epic downwind run to the turn-around point. The last time we raced this leg, we had used our biggest spinnaker and had a memorable wipeout near Ketron Island — so we appreciated a more conservative approach. Even with the smaller kite, two more broaches were on the horizon.

Olson 30, Sidewinder, fights for clear air in front of J/35 Great White and a fleet of others.

F32, Pax the Space Spider, makes the turn at Toliva Shoal.

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MARCH 2022

Aerodyne 38, Kahuna, powered up in big breeze.

Of course, with winds building to the 20s, the glorious spinnaker run was followed by sailing upwind in heavy air for the return to Olympia, a route that takes the fleet north of Anderson Island. We gladly put in a reef after passing through Balch Passage between Anderson and McNeil Islands.

The rain held out until the very end of the day. And we were able to finish in daylight which, for a 27-foot boat on a 38-mile race, is something we were very excited about. Overall, it was an incredibly amazing day on the race course, one I hope we can repeat many times.

Around the fleet, good times were had by all. Class honors went to F-28R, Trickster; Farr 36, Annapurna; Olson 40, String Theory; Jeanneau 53, Equus; Sierra 26, Dos; Evelyn 26, Nimbus (who also took the overall); Cal 40, White Squall, and Pearson 36, Koosah. Congratulations to the winners and everyone sailing!

A cool part about our race day was that our crew member Greg Overton brought his drone. I still can’t believe he launched it as we were planing at 11 knots sustained. He was able to get some amazing shots over the day, and was able to film one of our broaches, as well as when we hit our top speed of 13.5 knots. The most extreme moment was when he was trying to retrieve the drone, again while we were ripping at 13 knots. The collision avoidance feature accidentally engaged. Greg hopped into action and caught it out of mid-air after the drone hit the main, recovering it with only a few cut fingers. You can see some of that footage and the epic recovery in our upcoming race video, which will be posted with this story on 48north.com.

By Jeremy Bush | Photos by Jan Anderson and Jeremy Bush

Jeanneau 53, EQUUS, on the way to a class win.

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MARCH 2022

SHAW ISLAND WINTER CLASSIC

• R AC E R E P O RT •

A cheer went up from a small group of people on the top of Blind Island as the starting cannon for the Shaw Island Winter Classic boomed. It was a downwind start and, somehow, we were the only ones near the line.

This was the second time doing this race in Elsewhere, my 1986 Soverel 33, and the conditions were very different. Last year, it was blowing 25 knots from the southwest instead of this year’s sunny 5-10 knot northwestly breeze.

Everyone could see that what wind and lead we had would not last, and a “restart” (large area of no wind ahead of the fleet) was in our near future. The northwest wind backed slightly as it entered Harney Channel from West Sound and soon, we sat in a sailor's purgatory. It was going to be a race to the wind.

We found ourselves less than a boat length from shore with not one, but two, J/70s nosing their way between us and the rocks. The “J-Pod” of J/70s made up most of the doublehanded division, a class with boats ranging from the J-Pod’s 22-footers to the powerful 49-foot schooner, Sir Issac, a boat as beautiful as she is a force to be reckoned with.

It's not surprising the big rigs on Sir Isaac and Chris and Justin Wolfe’s J/111 Raku would be tickled first by the winds aloft.

F-25C Makika, too, had her opportunity to accelerate to the now-coveted wind we could all see while looking westward to San Juan Channel. Weighing less than 2,000 pounds, operated by veterans of the multi-hulled persuasion, and crewed by local masters from various islands — Nige Oswald’s decision to take a wider rounding into Upright Pass allowed the trimaran to catch Raku.

Our hopes of getting to the wind with them dwindled and I heard muttering from the foredeck crew about where to point the boat. With inverted battens and crew lining the lee rail, we tried to induce some heel to increase our vintage waterline.

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A few painfully slow miles later off the southern tip of Shaw, we were edging our way between a kelp patch and the first of the pressure in San Juan Channel, where it was still ebbing. We could see Raku, Makika, and Sir Isaac charging up the west side of the channel, perhaps taking advantage of the eddy outside Friday Harbor, while the J-Pod began to short tack the west shore of Shaw. We did not separate from them before Boris Luchterhand tacked Riff to port in front of us and asked our intentions. After telling him we intended to continue out to the pressure, he ducked us and offered the day’s unsolicited coaching.

Finally, we were sailing and the lift kept coming. One of our tacks took us as far as Reid Rock, but we mostly favored the Shaw side of the channel. When we entered the next glassy water in Wasp Passage, it was with the top J/70s on our heels. Not too far ahead was Sir Isaac, and we could see our opportunity to out tack the bigger shorthanded boat in the infamously shifty pass.

Got by them, we did.

While we were just barely laying Broken Point and heading to the next line of breeze coming from the north out of West Sound, somehow Sir Isaac was lifted from what would have been a position of cover, if we had one-and-a-half more masts. They miraculously laid the point and, with the wind of West Sound on the beam, they rolled us effortlessly from close to leeward.

Once we finished, we witnessed a drag race to the line between J/70s Ad Lib and Riff. Master mariner and former Icon skipper, Jimmy Roser, blasted by Luchterhand at the last minute.

Well done everyone. I can’t think of anything better to do with your friends on a sunny winter day. Outstanding crew work from my fellows — I’m hugely humbled to have this caliber of sailors aboard.

Story and photo by Rhys Balmer

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MARCH 2022

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Seattle Yachts............................................51

Drivelines NW............................................33

Seattle Yachts Sailing Academy............ 17

We’re now offering virtual Boatbuilding, Navigation, and Seamanship Classes! Our virtual classes are designed to make you better, safer, and more confident boatbuilders and mariners, all while learning from home.

First Federal Savings & Loan..................15

Seventh Wave Marine..............................37

Fisheries Supply..........................................4

Signature Yachts........................................55

Iverson's Design........................................ 17

Swiftsure Yachts....................................... 53

Jeff Brown Yachts .................................... 50

Ullman Sails............................................... 17

Marine Servicenter...................................56

Waterline Boats.........................................52

Northwest Maritime Center.......29, 49, 52

West Yachts............................................... 54

REGISTER TODAY:

Northwest Rigging ................................... 17

Yachtfinders/ Windseakers.....................52

NORTHWEST MARITIME CENTER

nwmaritime.org/virtual-classes 48º NORTH

Port of Port Townsend.............................21 49

MARCH 2022

[ J O I N T H E A X O PA R / B R A B U S PAC I F I C NORTHWEST ADVENTURE JUNE 17-24 ]

WIN N ER

[SHADOW 900 XC]

BRABUS SHADOW 900

[ENDURANCE 60]

[68’ FLYBRIDGE]

[ ENDURANCE 60 ] [PEARL 62]

Seattle | 2288 W. Commodore Way, Suite 110, @ Salmon Bay Marine Ctr. 206 949 2270 San Diego | 2330 Shelter Island Dr. Suite 105, 619 222 9899 Flagship Office NEW LOCATION | Newport Beach | 3101 West Coast Highway, Suite 130, 949 524 3143 Sausalito | 298 Harbor Drive @ Clipper Yacht Harbor, 415 887 9347

JeffBrownYachts.com AXOPAR | BRABUS | HERMES SPEEDSTER | PARDO YACHTS | PEARL YACHTS | SIRENA YACHTS | Y YACHTS

bespoke brokerage & yacht sales

Axopar 37ST Angler. Fully loaded.

For4the angler.

8 passionate º NORT H $469,000

BRABUS Shadow 500 $274,000

1997 J/Boats J160 Libra

50$487,000

2020 Sirena 64 $2,979,000

MARCH 2022

LIVE THE ADVENTURE

SEA BEYOND WASHINGTON • CALIFORNIA • FLORIDA • MARYL AND • CANADA • PHILIPPINES

IN BUILD

IN BUILD

IN STOCK

2023 Tartan 455

2022 Hanse 458

Anacortes, WA

San Diego, WA

2023 Hanse 418 Seattle, WA

IN BUILD

IN BUILD

IN BUILD

2023 Tartan 395

2023 Hanse 388

2023 Tartan 365

2014 Hanse 505 $449,000

2000 Jeanneau 45.2 $189,000

2019 Jeanneau 440 $459,500

Anacortes, WA

Seattle, WA

Tom Mowbray 415.497.3366

Jack Spriggs 206.399.7040

Anacortes, WA

Karl Krüger 360. 298.1023

844.692. 2487 SEAT TLEYACHTS.COM

48º NORTH

51

MARCH 2022

Professionally staffed!

Open 6 days, Sun by appt.

(619) 224-2349 • Fax (619) 224-4692 • 2330 Shelter Island Dr. #207 San Diego, CA 92106 www.yachtfinders.biz • Toll-Free (866) 341-6189 • info@yachtfinders.biz

A Leader in Brokerage Sales on the West Coast LI NE ST W IN G

Turnkey Subchapter T vessel ready for charter business.

Great opportunity to obtain a swift passengers-for-hire boat in Monterey.

52' SANTA CRUZ ’98 $260,000 43' HANS CHRISTIAN 43 ’80 $180,000

PU LE RC AS HA E/ SE

“HOKAHEY” Generous cockpit, generous “JOSEPHINE” A safe and stable boat that is accommodations and excellent sailing comfortable and easy to sail. Go around the ability. Lightly used and recently updated. bay or around the world.

LI NEW ST IN G

39' LANDFALL 39 ’79 $54,900

“LA TORTUGA” Wide decks, large foredeck, roomy cockpit.

Very clean. Well-maintained.

Good selection of electronics.

Priced for quick sale!

38' CUSTOM ’60 $39,500 38' PEARSON INVICTA II ’66 $69,500

“SCRIMSHAW” Double-ender with good “JIGGER“ Custom companionway, interior handling qualities. Great for short-handed upgrades, newer standing rigging and Yanmar diesel. A real treat! sailing. Impeccably maintained.

53' J BOATS J160 ’97 $435,000 “HANA HOU” Fast and sleek cruiser with new electronics, new main and jib, new sail covers, dodger and bimini as well as many upgrades.

WLB

Whomeport A T E RforL helmsman I N E B trawlers OATS ®

THINKING OF SELLING YOUR BOAT? LET US HELP!

LI NE ST W IN G

LI NEW ST IN G

70' SANTA CRUZ 70 ’85 $698,000

33’ FLYING TIGER 33 ’06 $34,900

“OCCAM’S RAZOR” A light weight, no frills boat intended to race. Well-maintained and outfitted. Great sail inventory.

Power or Sail, we have buyers waiting! Call: 619.224.2349 or email: info@yachtfinders.biz Call our Pacific NW area agent Dan: 360.867.1783

WLB Brokerage boatshedseattle . boatshedtacoma boatshedeverett . boatshedporttownsend SEATTLE - 206 282 0110 | PORT TOWNSEND - 425 246 5101

View our entire inventory of boats for sale at waterlineboats.com

1986 REDUCED KNIGHT & CARVER

1972 REDUCED SOUTHERN MARINE TRAWLER

MARCH 5, 2022 A virtual evening of sea stories told by women mariners in support of programming for women and girls.

Presented by Northwest Maritime Center

nwmaritime.org/shetells 1981 REDUCED NORTHWIND 45 SEDAN 48º NORTH

1990 SEASPORT 2700 PILOT

52

Tickets on sale February 11 MARCH 2022

quality yachts from swiftsureyachts.com Garcia Passoa and Explorations are respected bluewater cruising sailboats for good reason.

These incredibly strong aluminum boats are capable of cruising remote areas. The centerboard, twin rudder design draws 3-feet and can be dried out yet reels off miles under sail. Lorien is a unique Garcia 48 Raised Saloon, featuring a raised dinette, galley, and inside pilot station that provides 360-degree views while seated. Transit from the large scoop stern via the walk-through transom, 9-foot long cockpit, and two step companionway is easy. Retractable bow thruster, electric winch, in-boom furling, watermaker, diesel heat, solar panels, and many other upgrades make Lorien an exceptional choice for the sailor who wants a comfortable and safe yacht ready to cruise now without geographic limitations.

Lorien 2000 Garcia 48 Raised Saloon • $415,000

– pete mcgonagle price reduced

Outremer 49 • 2011 • $777,000

Ker 46 • 2006 • $249,000

Tayana 55 • 1988 • $325,000

Nordic Tug 32 • 1993 • $145,000

Malö 39 • 2000 • $249,000

Pacific Seacraft 40 • 1998 • $279,000

Frers 64 • 1978 • $295,000

Hinckley Sou’wester 42 • 1984 • $229,000

price reduced

54 50 45 44 42 33 32 31 30

Hylas 49 • 2001 • $369,000

Hylas Bestway Beneteau Lyman Morse Seguin Passport Beneteau First 10R Nordic Tug Tashiba Henderson

2000 $469,000 1986 $149,000 2018 $330,000 1982 $199,500 1981 $129,000 2007 Inquire 2006 $245,000 1988 $89,500 1997 $32,900

FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC Bainbridge Island Anacortes San Francisco Bay Area

SwiftsureYachts

www.swiftsureyachts.com 206.378.1110 | info@swiftsureyachts. com 2540 Westlake Ave. N., Ste. A Seattle WA 98109 facebook.com/swiftsureyachts

NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH

53

MARCH 2022

27’ COM-PAC 2004 AND TRAILER

West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted.

SAIL: 22' Marshall Catboat 2008 27' Com-Pac & Trailer 2004 32' Catalina 1994 32' Catalina 320 1999 32' Fuji 1977 33' Ranger 33 Sloop 1978 33' Bavaria 2006 34' Catalina 1990

22' MARSHALL CATBOAT 2008

32' CATALINA 320 1994

36' Cascade 1976 37' Tayana Cutter 1983 38' Hunter 386 LE 2004 39' Custom Cape 1979 40' Island Packet 1997 40' Contest Center Cockpit 1972 41' Islander Freeport 1977 41' Hunter Deck Salon 2006 42' Swanson 1986 42' Cooper Maple Leaf 1982 46' Dufour 460 Grand Large 2016

38' HUNTER 386 LE 2004

40' ISLAND PACKET 1997

POWER: 26' Cutwater 2015 30' Willard Nomad PH 1973 32' Nordic Tug 2001 34' C&C Nelson Tayler Design Admiral's Lauch 1982 40' Ocean Alexander 1982 42' Custom Salmon Troller 1938 52' Tiara 5200 Sovran Salon 2006 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!!

41' HUNTER 2006

46' DUFOUR 460 GRAND LARGE 2016

info@west-yachts.com 1019 Q Ave. Suite D, Anacortes, WA

(360) 299-2526 • www.west-yachts.com

48º NORTH

54

MARCH 2022

Successfully serving clients for 28 years.

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Beneteau First 18

Fountaine Pajot Astréa 42

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Pre-owned Boats

What’s Happening in g

Boats are Selling FAST!

QUALITY LISTINGS WANTED!

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Beneteau Oceanis 51.1

51' Beneteau 51.1 '22 ........................................... Arriving Sold 46' Beneteau Oceanis 46.1 '22 ......................................... SOLD 45' Beneteau Oceanis 45 ‘17......... $358,500

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46' Grand Soleil 46.3 ‘98 ................Inquire

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49' Hunter 49 ‘09....................... $239,900

41' Beneteau 411 '00 ..................................................... SOLD 41' Beneteau Oceanis 41.1 '19 ......................................... SOLD 40' Mainship Trawler 400 '05 ..................................Sale Pending 40' Beneteau Oceanis 40.1 '22. .............................2-Arriving Sold 38' Beneteau Oceanis 38.1 '22 ..............................2-Arriving Sold 38' Sabre 362 '94 ......................................................... SOLD 36' Beneteau Oceanis 36 CC '98...............................Sale Pending

44' Gozzard ‘01 ......................... $294,950

41' Beneteau 41.1 ‘19 ................. $314,950

41' Hunter 41 DS ‘09 .................. $165,000

36' Hunter 36 '08.................................................Sale Pending

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35' Beneteau 351 '94 ..................................................... SOLD 35' Beneteau First 35 CE '15 ............................................ SOLD 35' Island Packet 350 '98 ................................................ SOLD 34' C&C 34 '78 ............................................................ SOLD 30' Beneteau Oceanis 30.1 '22 ................................ Arriving Sold 25' Schock Harbor 25 '09 ................................................ SOLD 38' Hunter 38 ‘09..........................Inquire

48º

37' Beneteau 37 ‘14 ................... $149,900

19' Chris-Craft Racing Runabout ‘50..$44,950

24' Seascape 24 '17 .............................................Sale Pending

2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Open Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NORTH MARCH 2022

MARINE SERVICENTER Seattle

Yacht Sales since 1977

San Diego

Bellingham

206.323.2405 619.733.0559 360.770.0180 info@marinesc.com • www.marinesc.com

Lagoon 46 Ready Spring 2023

Dealer of the Year ‘21 • ‘20 • ‘19 • ‘16

Just Arrived - Sale Priced!

Lagoon Models: 40 • 42 • 51 • 52 • 55 • 65 • 77• 67MY • 78MY

2022 Jeanneau SO 440 #76258: $489,862 • SAVE $59,378

Arrives June

Arrives April

Limited Edition

2022 Jeanneau SO 380 #77291: $328,455 • SAVE $30,020

2023 Jeanneau 349 Limited Ed. #76463: $234,882 • SAVE $24,473

Arrives June

Arrives June

2023 Jeanneau SO 410 #76461: $399,813 • SAVE $37,217 Arrives October

2023 Jeanneau Yacht 51: $798,790 SAVE $90,374

Arrives October

2023 Jeanneau Yacht 60: $1,654,864 SAVE $69,460

2023 Jeanneau SO 490 #76315: $594,910 • SAVE $75,130 Ready Spring 2023

Ready Spring 2023

2023 Lagoon 40 • Inquire

2023 Lagoon 42 • Inquire

Reduced

2018 Jeanneau Yacht 58 • $849,500

2006 Beneteau 51 • $199,900

New Listing

1978 CT 41 (50’) Ketch • $39,500

Reduced

2016 Jeanneau 419 • $269,500

1983 Vagabond Ketch 47 • $149,500

New Listing

1986 C&C 38 • $49,500

2000 Beneteau 50 • $129,500

1980 Alden Sky '51 • $135,000 45' 42' 42' 42' 41' 32'

Hanse 455 ‘15 ........................................... SOLD SK 42 Pilothouse.....................................$79,500 Jeanneau 349 '16 .........................Sale Pending Lagoon 42 ‘23 ..............................Sale Pending Hanse 415 ‘16 ........................................... SOLD Ericson 32-200 ‘90 .........................Sale Pending

2015 Jeanneau SO 469 • $398,500

New Listing

1989 Hunter Legend 37 • $59,900

Dan Krier

Tim Jorgeson

Jeff Carson

Greg Farah

Curt Bagley

Jon Knowles