Schedule Now for your American Boating 101 course a two-day powerboat training course beginning with a classroom session and a weekend on a Nimbus 305C!
American Boating 101 will equip you with the necessary skills to operate a 25-35 foot powerboat. You will gain comprehensive training including the following:
Terminology, Boats Parts, Knots, Rules of the Road, Navigation, Seamanship and Maneuvering in tight quarters, docking. You will learn prudent, safe and fun approaches to enjoying this new lifestyle.
$695.00 includes textbook and certification
Harken Furling Sale
The season is here—and it’s not too late to upgrade your furling system. Whether you’re planning a summer cruise or managing your headsail solo, Harken MKIV and MKIV Ocean Furlers deliver the performance and reliability serious sailors demand.
For the complete line of Harken sailing hardware please visit fisheriessupply.com/harken
Favorite
After
RACING
A
ON THE COVER: Ron Holbrook's Tacoma-based J/133 Constellation travels north for some racing fun at the grand Swiftsure International Yacht Race out of Victoria, BC (Swiftsure report on page 44). Photo by Wendi Donaldson Laird.
Background photo courtesy of Andy Cross.
Editor
WORTH THE WAIT
Regardless of your chosen vessel or how often or adventurously you get on the water, the boating lifestyle will inevitably test your patience. The waiting game is part of the deal, and can sometimes be positive, a stoke amplifier. Other times it’s a lot less fun and both perspective and silver-linings are in short supply.
My fellow editor here at 48° North, Andy Cross—who cruises full time with his family—could hardly even bring himself to utter the words on our team call this morning. “Engine trouble. Again.” There was resignation in his voice. And acceptance. And perseverance. After already thinking about the theme of boaty patience as a common thread in several stories in this issue, there it was right in front of me. Even if you live the postcard perfect cruising dream, with nearly every day looking an awful lot like what I do only on vacation… you still have to learn to wait, sometimes a lot.
Speaking of engine complications, our talented diesel columnist shares a little view behind the curtain in her article this month (page 24), recognizing the instant super-crisis felt by those who think they’re about to set-off for what might be their once-annual cruise, only to find the systems they expected to work well on their boats aren’t as functional as they remembered. Invariably, their urgency is exacerbated when the emergency call to a mechanic leads them to discover that there aren’t very many quality technicians who have open schedules at this time of year. So, stand by they must.
It could be a scarcity-related patience tax—the marina is full or the anchorage too crowded, the chosen race only happens every two years, or the cruising kitty has to get topped back up before you can go again. Maybe it’s natural forces like a weather window or a tidal gate at some whitewater narrows. Then there’s skill-development patience, say if you really want to cross an ocean but know you’re not ready quite yet (so you take your Flicka around Vancouver Island as a shakedown, page 36).
Or maybe you’re like me, juggling a lot of shoreside priorities into which the genuine love of sailing still nestles. Between a full-time job and a full-time family life chasing a couple of toddlers, I’m also excitedly counting the days because I’m less than a month away from leading 48° North’s Cruising Rally again. It’s my once a year, “If nothing else, I’ll at least get cruising that week” jump back into the wonders of boat travel, serene Salish Sea anchorages, galley escapades both hilarious and scrumptious, and deep connections with people and natural places I truly cherish. It’s the fun version, but it’s still delayed gratification.
The point is, of course, that there’s more than enough to relish on the water to make all that waiting worthwhile. The waiting seldom feels good; but if you’re reading this, there’s a good chance that you already know that the journeys enjoyed and shared afloat will always outshine the challenges of getting there.
Joe
I'll see you on the water,
Cline Managing Editor, 48° North
48º North
Volume XLIV, Number 12, July 2025 (206) 789-7350 info@48north.com | www.48north.com
Publisher Northwest Maritime
Managing Editor Joe Cline joe@48north.com
Editor Andy Cross andy@48north.com
Designer Rainier Powers rainier@48north.com
Advertising Sales Ryan Carson ryan@48north.com
Classifieds classads48@48north.com
48° North is published as a project of Northwest Maritime 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.
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News from Northwest Maritime
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GOT BOAT PROBLEMS?
NIGEL CALDER HAS ANSWERS IN HIS BELOVED WOODEN BOAT FESTIVAL WORKSHOP SEPTEMBER 4 AND 5, 2025
If it has screws, wires, or moving parts, Nigel Calder knows how to fix it—and he’ll show you how. Author of the universally respected "Boatowner’s Mechanical and Electrical Manual" and "Marine Diesel Engines: Maintenance, Troubleshooting, and Repair," Calder is the undisputed expert of marine systems.
This September, he’s back at the Port Townsend Wooden Boat Festival, and these half-day workshops are the closest you’ll get to having his legendary books talk back. Whether you’re battling gremlins in your diesel engine, rewiring an old electrical system, or planning a full refit, these in-depth workshops are packed with practical, immediately applicable knowledge.
More than a presenter, Calder is part of the Wooden Boat Festival family. His practical, no-nonsense teaching style and passion for demystifying boat systems—not to mention his penchant for a great story—has made his workshops a perennial favorite. Nigel Calder’s workshops fill up fast—advance registration is required. While the two daily workshops are designed to complement each other, each one also stands alone.
2025 NIGEL CALDER WORKSHOP LINEUP
Thursday, September 4 – Marine Diesel Engines
• DIY Diesel Engine Maintenance, 8:00 AM–11:00 AM | $60
• My Diesel Engine is Acting Up: What May Be Wrong, and Can I Fix It? 12:00 PM–3:00 PM | $60
Friday, September 5 – Marine Electrical Systems
• Commonly Seen Electrical Installation Mistakes on Boats and How to Fix Them, 8:00 AM–11:00 AM | $60
• Practical Electrical Systems Troubleshooting for Boaters, 12:00 PM–3:00 PM | $60
Workshops should be booked through the Festival ticketing page, but workshop registration does not include Festival admission.
» www.woodenboat.org
WHY CAPSIZE DRILLS?
The water is 47 degrees, your boat is flooded to the gunwales, and your crew is… smiling? Telling jokes? It sounds like you’ve landed in the middle of the annual NWM longboat capsize drill.
As part of our annual Certificate of Inspection renewal, NWM longboats are supervised by the US Coast Guard to demonstrate that we can successfully recover and bail our longboats in the event of a capsize. Running drills is an important part of crew training. Across NWM programs, we practice scenarios of varying intensity—crew overboard, safety swimming, entering life rafts, capsize drills, and more—learning skills and honing muscle memory needed in an emergency in a lower-stress situation.
There are thoughtful progressions through levels of complexity. To prepare for a capsize drill, we walk through the process, practice breathing through cold water shock, set up a count-off system, and identify our buddy. We practice with the gear and go through the steps before leaving the dock, and rehearse communication.
Heading out to the capsize scene, the energy is high and buzzing with anticipation—a mix of excitement, anxiety, and adrenaline. We dip the rail and bring on a hundred gallons of water, realizing that it takes our whole crew standing on the gunwale to do so.
And that brings us to the jokes. This year's favorite: Why don’t sailors like to go hat shopping? They don’t like thinking about cap-sizing! Play in stressful situations keeps crew morale up and worried minds otherwise occupied. Connecting with crew and one's buddy draws us out of panic, and into safety and care.
We take a breath, set the sail and, before we know it, we’ve capsized to port and our whole crew is in the water. We count off to make sure everyone is present. We help each other get our orange exposure suits (Type V PFDs) fully zipped up and buckled. This wild thing is happening; we’re all floating around in the water in bright orange suits like a bunch of otters, and we’re enjoying it!
Once everyone is suited up, we right the boat, and start bailing. And bailing. We sing while we’re at it, "I’ve been bailing out the longboat… all the live-long daaay." As we displace water, we add more crew to the boat and, eventually, we are all aboard. We’re still smiling and singing as we take to the oars and head to shore.
We’ve learned a ton of technical skills, and our inspector is satisfied. And most importantly, we have a joyful, empowered memory living in our bodies, ensuring us of our competence to meet a challenging situation.
By Chrissy McLean, NWM Career Launch Manager » www.nwmaritme.org
Swan Hotel
48° North
RACE TO ALASKA
Wooden Boat Festival Northwest Maritime
44’ Little Harbor
44’ Worldcruiser 41’
50’ Solaris
42’ J/42
39’ Catalina
LETTERS 10
Response to Michael Boyd’s Hikes for Boaters Column from the June Issue: “More Gulf Islands”
Dear 48° North,
I’ve spent many happy days anchored in Genoa Bay in all sorts of weather. I have found it to be more sheltered than lots of anchorages in the Gulf Islands.
The Gulf Islands archipelago runs northwest to southeast, the same as the area’s prevailing winds.
This means that places like Ganges, Fulford Harbour, Montague Harbour, Princess Cove, and many others are either completely open to the south with minimal protection to the north or vice versa. It is not at all uncommon to pick an anchorage based on the expected wind direction. Spencer Spit in the San Juans presents a similar dilemma, as does East Sound on Orcas Island.
Model Shown Beta 38
to
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
Oregon Marine Industries Portland, OR • 503-702-0123 info@betamarineoregon.com
Access Marine Seattle, WA • 206-819-2439 info@betamarineengines.com www.betamarineengines.com
Sea Marine Port Townsend, WA • 360-385-4000
info@betamarinepnw.com www.betamarinepnw.com
Deer Harbor Boatworks
Deer Harbor, WA • 844-792-2382 customersupport@betamarinenw.com www.betamarinenw.com
As for obstructions, the houseboats are either in the extreme north of Genoa Bay, where the water is shallow and the available real estate fairly tight, or off close to the east shore. Of more concern are the number of mooring buoys, crab pot buoys, and semi-official marker buoys in the bay. On that score, Genoa Bay is a Sunday picnic compared to Ganges and several other places.
Fair winds and calm seas,
Jim Wilson
Community Gratitude for a Good Samaritan
Hello Joe and Andy,
I’d like to recognize and publicly thank Stasi Burzycki for being an amazing Samaritan when he selflessly rescued my Star sailboat and trailer after my car broke down on I-5. It was a Friday afternoon in June, and I was driving northbound, north of Arlington in heavy traffic when I had car trouble.
As I was arranging to get my car towed—to this point without a plan for my boat and trailer—Stasi, an accomplished Seattle area sailor, was driving southbound on I-5 from Anacortes to Seattle. He saw my boat and trailer stuck on the shoulder. Without hesitating, he took the nearest exit, turned around, and drove back north in traffic to meet me. While many drivers were expressing their displeasure with my being there, Stasi walked up as a positive counterforce and simply said: “Hi, I’m Stasi Burzycki and how can I help?”
After an introduction and catching up about his parents (also avid sailors), we hitched my trailer to his pickup truck and without his asking for anything, he drove my boat and trailer to Shilshole, unhitched, and put them away in their space; then sent a photo showing all was well. Stasi’s kindness and altruism are exemplary and I’m extremely appreciative for his unsolicited help and assistance when I was in a jam.
Three cheers and a huge thank you to Stasi!
Dave Watt
PROTECT OUR WATERS
Stop invasive species
CLEAN
• Boats
• Kayaks & SUPs
• Trailers
• Gear
DRAIN
• Boat
• Bilge
• Motor
• Live-wells
DRY
Fully before moving to a new lake, river, or waterway.
Invasive species such as quagga and zebra mussels threaten our outdoor recreation, economy, infrastructure, environment, and public health. Help stop the spread by cleaning, draining, and drying your gear, equipment, and watercraft every time you leave the water.
Report invasive European green crabs
Step 1: Identify
Step 2: Report
Learn more: dfw.wa.gov/ clean-drain-dry
Request this information in an alternative format or language at wdfw.wa.gov/accessibility/requestsaccommodation, 833-885-1012, TTY (711), or CivilRightsTeam@dfw.wa.gov.
If you find a suspected European green crab or their shell, photograph it, note the location, and report it.
wdfw.wa.gov/greencrab
The European green crab is a damaging invasive species that poses a threat to native shellfish and habitat for salmon and many other species. They are not always green and may be orange, red or yellow. These shore crabs are found in less than 25 feet of water often in estuaries, mudflats, and intertidal zones. They are not likely to be caught in deeper water, but may be encountered by beach anglers, waders, clam and oyster harvesters, or those crabbing off docks or piers in shallow areas. As a Prohibited species, it is illegal to possess or transport live European green crabs in Washington. Shellfish growers and private tidelands owners in areas with European green crabs should contact WDFW for management support or permits. Please email at ais@dfw.wa.gov.
Request this information in an alternative format or language at wdfw.wa.gov/accessibility/requests-accommodation, 833-885-1012, TTY (711), or CivilRightsTeam@dfw.wa.gov.
Photo by: Phong Dinhl
Carcinus maenas
low tides » News & Events
RACE WEEK SETS SAIL IN BELLINGHAM,
The event that is summer’s sailboat racing centerpiece for so many boats and sailors is just around the corner, and there’s still time to join the fun! Race Week launches in its new venue this month, and it’s shaping up to be a terrific week on and off the water in Bellingham.
The new location provides ample opportunity for exquisite racing and fresh courses in what will be excitingly unfamiliar surroundings for many participants. The fleet is assembling and there will be tight competition and even more camaraderie on the water. Of particular note is the big contingent of J/105s, a fleet of J/70s, as well a class of Melges 15s, in addition to the many boats who will be enjoying top-class handicap racing. With just under a month until the
JULY 21-25, 2025
regatta, the fleet is sure to keep expanding and evolving from here.
Of course, the racing is just one aspect of Race Week’s perennial draw—its slogan is “Race, Party, Play” afterall! The week will be bookended by opening and closing parties at
WASHINGTON MARINE STATE PARKS LOOKING FOR HOSTS
If you’re an avid boater in Washington and want to help our marine state parks and your fellow boaters, consider volunteering this summer as a marine park host.
Marine park hosts assist boaters as they enter moorage areas, inform visitors about park facilities, alert boaters of weather conditions, and let visitors know about unique areas to explore. Unlike other host assignments, hosts at marine parks are required to stay for a minimum of one to two weeks, depending on the location. Specifically, Blake Island Marine State Park is in need of hosts now, but you can find other locations at parks.wa.gov.
Hosts must be at least 18 years old and are required to pass a criminal background check. Hosts must provide their own boat; lodging is not provided. Pets are welcome but must be under physical control or leashed at all times. You are there to set a good example and be a good representative of Washington State Parks.
Hosts should enjoy working with the public, have the desire to accept new challenges, and possess the willingness to learn about Washington state parks. Learn more and apply to be a park host at » parks.wa.gov/get-involved/volunteer-program/ park-host-program.
Bellingham Yacht Club. And the famous post-race parties from Monday to Thursday will take place at Fisherman’s Pavillion (Gate 5) with live music (6 p.m. to 8 p.m.) spanning an array of genres from the WhiskeyDicks, the Mike Bell Duo, Nikki and the Fast Times, and fan-favorite ABBAGraphs. Before and after the scheduled Race Week activities, the town of Bellingham will provide no shortage of marine services, restaurants, and nightlife. Just don’t stay out too late, racing starts at 11 a.m.
As Race Week begins this new era in Bellingham, it also continues many of the traditions that have made it the event of the summer for decades. Plain and simple, you don’t want to miss Race Week, this year or any year.
» www.raceweekpnw.com
GET YOUR WASHINGTON BOATERS CARD AND SUPPORT NORTHWEST MARITIME YOUTH PROGRAMS
Northwest Maritime (NWM) is looking for Safety Vessel Operator volunteers to assist Port Townsend Maritime Academy (PTMA) students with on-the-water training this September. It’s a meaningful way to give back, enjoy time on the water, and earn your Washington Boaters Card and First Aid certification.
Many recreational boaters in Washington are required by law to complete a boating safety course and carry a Washington State Boater Education Card, including those volunteering in this capacity.
Whether you cruise, sail, kayak, fish, or do yoga on a standup paddleboard, you are responsible to know the laws and basics of boating safety, and are encouraged to take a boating safety course, whether required by law or not.
You are required to carry a Boater Education Card if you: operate a vessel with a 15-horsepower (or greater) motor; were born after Jan. 1, 1955; or are 12 years of age or older.
The Washington State Boater Education Card is valid for your lifetime and meets requirements for recreational boating in Canada and many other states.
Port Townsend Maritime Academy is a satellite skills center of West Sound Technical Skills Center, operated in partnership with Northwest Maritime and Port Townsend Schools. PTMA is a free half-day program that provides juniors and seniors with the opportunity to gain maritime experience, skills, and certifications while exploring different careers in the maritime industry. Some students plan on pursuing careers on the water or in the marine trades, while others are open to the idea. What all the students share is an interest in learning outside the traditional classroom environment through an experiential, handson course of study.
Interested? Join an info session on Monday, July 21, at 11 a.m. at NWM in Port Townsend—coffee and pastries will be provided. Please contact NWM volunteer coordinator, Tracy Thompson, for more details: » tracy@nwmaritime.org.
Photo by Jan Anderson.
low tides » News & Events
MARITIME EDUCATION YOUTH SCHOLARSHIPS AWARDED AT COMPASS COURSES EDMONDS
Maritime Institute’s Compass Courses maritime training center in Edmonds hosted the 2025 Norm Manly Maritime Education Scholarship Awards on Saturday, May 10, 2025.
A total of $26,000 was awarded to six very talented and motivated high school students from Washington state. The scholarships ranged from $3,000 to $6,000 each, and were administered by the Youth Maritime Training Association (YMTA)/Puget Sound Maritime. Two of the six awardees are in the inaugural class of Seattle’s Maritime High School. Career
plans among the recipients include marine deck officers, marine engineers, and marine biologists.
Scholarship sponsors this year included the Goodfellow Fund, the Seattle Chapter of the Council of American Master Mariners, Foss Maritime, Fremont Boat Company, Western Towboat, and the Seattle Propeller Club.
The judges were Captain Jim Herron (Council of American Master Mariners), Roni Kittelson (WA State Ferries deck officer), Captain Pat Ninburg (Puget Sound Pilots), Tosca Pinder (Past President, Seattle Propeller Club, USI Insurance VP), and Russel Shrewsbury (Western Towboat VP).
YMTA was started in the late 1990s and is managed by Puget Sound Maritime. The Compass Courses Edmonds / Maritime Institute, has training locations in Everett, WA, Norfolk, VA, San Diego, CA, and Honolulu, HI. Over 100 U.S. Coast Guard and U.S. Navy approved courses are offered. Sarah Scherer, General Manager for both the Edmonds and Everett locations, was previously the Director of the Seattle Maritime Academy.
For more information about the organizations described, fundraising for the YMTA scholarship, or how to apply for a YMTA maritime education scholarship: » www.pugetmaritime.org
STUDY INDICATES BUILDING NEW HYBRID FERRIES IN-STATE GOOD FOR WASHINGTON ECONOMY
A new independent study by Pennsylvania-based Martin Associates confirms the economic value of building the new Washington State Ferries hybrid fleet in-state, showing that each ferry constructed in the state would generate 1,298 jobs and $31.9 million in state and local taxes.
Washington State Ferries, which operates the largest ferry system in the nation, solicited bids this spring to build five new hybrid ferries over a six- to eight-year period with a budget of $1.3 billion. The new hybrid electric ferries have 160-car capacity to support growing rider demand and reduce greenhouse gas emissions in Puget Sound.
The state received two bids—one from Washington-based Nichols Brothers Boat Builders (NBBB) and the second from a Florida shipyard. As expected, NBBB is more expensive, in part due to Washington State requirements, but the value to the local economy more than makes up for the shortfall many times
over, Port of Everett CEO Lisa Lefeber said.
The report underscores the critical role shipbuilding plays in the Washington state economy and the importance of keeping construction of the new ferries local. According to the study, for each of the five new ferry boats constructed in Washington state:
• 1,298 local jobs would be created, directly and indirectly
• $131.1 million in wages and salaries would be paid to Washington families
• $338 million in revenue would be generated for Washington businesses
• $50 million of purchases of materials and services supplied by Washington businesses
• $31.9 million in state and local taxes would stay in Washington
Each ferry will cost more than $325 million to build and take approximately three years to construct. Of the 1,298
jobs, 577 jobs will directly be created by keeping ferry construction in-state and the prevailing wage workers will average $104,000 in annual wages and salaries. This is higher than the statewide average salary of $81,550, according to the U.S. Bureau of Labor Statistics. If awarded to NBBB, the ferries would be built partially on Whidbey Island, but predominantly at the Port of Everett.
Don’t Miss our 2025 Highlights and Special Features
Don’t Miss our 2025 Highlights and Special Features
Don’t Miss our 2025 Highlights and Special Features
Women & the Wind Special presentations, a Wharram catamaran panel, and a screening of the award-winning documentary Women & the Wind.
Special presentations, a Wharram catamaran panel, and Women & the Wind.
Women & the Wind Special presentations, a Wharram catamaran panel, and a screening of the award-winning documentary Women & the Wind.
Shipwrights: Keepers of the Fleet Shipwrights from around the world gather to showcase craftsmanship and celebrate the art of boatbuilding.
Shipwrights from around the world gather
Shipwrights: Keepers of the Fleet Shipwrights from around the world gather to showcase craftsmanship and celebrate the art of boatbuilding.
76 Days Adrift Documentary Screening of the award-winning film based on a gripping true story of survival and resilience.
76 Days Adrift Documentary Screening of the award-winning film based on a gripping true story of survival and resilience.
Ropemakers Return to Festival Norway’s Hardanger Ropemakers will demo traditional rope-making techniques all weekend long.
Ropemakers Return to Festival Norway’s Hardanger Ropemakers will demo traditional rope-making techniques all weekend long.
Screening of the award-winning film based Norway’s Hardanger Ropemakers will
of Stunning Wooden Boats | Live Music All Day | Craft Beer & Local Food |
|
|
and schedule available at Woodenboat.org
Tickets and schedule available at Woodenboat.org
|
CROSSWORD AND TRIVIA
DID YOU KNOW?
by Bryan Henry
Robert Pitcairn was a midshipman on the Swallow in July 1767 and was the first onboard to sight the island named after him, Pitcairn Island, resting place of the HMS Bounty and its mutinous crew.
The native name for Easter Island in the South Pacific is Rapa Nui, with “Rapa” believed to be referencing the island of Rapa, which has similar topography.
Doubtful Sound, a fjord of New Zealand’s South Island, got its name in 1770 during Captain James Cook’s first voyage, who named it Doubtful Harbor because he feared not being able to sail out again if he entered it.
The Hawaiian archipelago was born from explosions, one island at a time, as the Pacific Ocean drifted over a hot spot of earth’s mantle.
The Indian Ocean’s Kerguelen Plateau, an underwater volcanic landmass, is three times the size of Japan.
ACROSS
1 A self-steering mechanism on a boat
6 Coastal inlet
8 Sailboats that have two masts where the aft mast (mizzen) is shorter than the foremast, and the mizzen mast is located aft of the rudder post
9 Sailing on inland waters, an open channel or being in midchannel
10 Lines that are used to adjust sails by either pulling them in or by letting them out
12 Rearward at sea
15 Money collected on tariffs
18 Outer boundaries
20 Biblical flood captain
22 Be violent, as a storm
23 The reference mark on a ship’s hull indicating how deep it may safely be submerged with cargo onboard, _____ Line
27 Lets out a line
30 The line used to tension the foot of the sail, to better control its curvature
32 Canadian province initials
33 Enthusiastic spirit
35 Long handle attached to the top of the rudder in order to steer the boat when there is no wheel
36 Horizontal spars on a boat
DOWN
1 Deep, seemingly bottomless chasm
2 What tugs do
3 What a navigator establishes
4 The forward edge of a sail running from head to tack (front corner of the sail)
5 Adjusts the sail to make it more effective.
6 Large hunting knife
7 Expression of joy
11 Flags or standards denoting boats’ home countries
13 Periodic sea level changes
14 Negative responses
15 Horizontal movement of a body of water
16 Deck cleaning equipment
17 Pink-fleshed fish
19 Right-angled pipe
21 50th state
24 Friendly address to a crew member, slang
25 Calm periods
26 Key in Florida, e.g.
28 “Just ___ thought!” , 2 words
29 Slippery aquatic creature
31 It’s salty at sea
34 Accounts receivable, for short
» See solution on page 52
The Java Trench off Indonesia, at 1,600 miles long and 50 miles wide, is the world’s longest trench.
On Christmas Day 1974, Cyclone Tracy devastated Darwin, a seaport of the Northern Territory, Australia, with winds of 175 mph that tragically resulted in 66 deaths and about 95 percent of the city destroyed.
In 2004, after Hurricane Jeanne lashed Florida, a beachcomber walking the beach in Brevard County found 180 Spanish silver coins that were about 300 years old and worth roughly $40,000.
From 1899 to 1999, Florida had 60 hurricanes, the most of any state. Texas, with 37, was second.
A hurricane’s central eye can be anywhere from 10 to 120 miles across.
A fully developed hurricane is typically 180 to 350 miles in diameter and five to 10 miles high.
At the time of Hurricane Katrina in August 2005, it was the fourth-strongest hurricane ever recorded.
The longest hurricane on record occurred in 1994 when Hurricane/Typhoon John lasted 31 days in the Northeast Pacific.
There are more than one million shipwrecks littering the Atlantic, Pacific, and Mediterranean.
ANCHOR OUTSIDE OF VOLUNTARY NO-ANCHOR ZONES
ANCHOR IN DEPTHS OF AT LEAST 25 FEET AT LOW TIDE
TIE UP AT A MARINA, DOCK, OR MOORING BUOY
Anchors don't hold as well in softer sediment where eelgrass is found and can damage eelgrass meadows important for marine life like salmon, crabs, and herring.
low tides » Products News
» MAPTATTOO MARINE GPS
The brainchild of former Race to Alaska participants, MAPTATTOO was conceived as an alternative to smartphone-based charting programs that are hard to see in direct sunlight and use a lot of battery power. The MAPTATTOO marine GPS chartplotter was designed and built from the water-up with one objective in mind: to offer the best experience with navigation on small boats, closer to the elements and with limited power. The rugged, 6-inch E-Ink screen is perfectly readable in sunlight and it has a long-lasting 50-hour battery with fast USB-C charging. The tablet is portable, with no installation needed, yet it is also easy to mount on small boats. Each MAPTATTOO tablet includes a free Marine Charts Package that you can select at the time of purchase. Additional Marine Charts Packages can be purchased and downloaded, and all packages include free updates for one year.
Price: $799 » www.maptattooo.com
» THE QUALIFIED CAPTAIN LOG BOOK
As we’ve heard from several 48° North columnists in recent issues of the magazine, the practice of keeping a log book is not a dying task aboard many vessels. Indeed, it’s an important part of owning and cruising on a boat—sail or power. The Qualified Captain’s new hardcover, 8.5-inch by 6-inch log book was created to serve as a centralized tool for documenting everything that occurs while underway, from navigation data to trip notes and vessel repairs. Keeping a log is invaluable for maintaining your boat, reviewing past voyages, and studying weather patterns. Beyond practical use, a log book preserves joyful memories. Record successful trips, visits to various marinas and ports, and the friendships forged along the way. In the book, prompts include distance traveled, engine hours, weather and sea state observations, tidal tracking, latitude and longitude, destinations, crew onboard, and more.
Price: $22.99 » www.thequalifiedcaptain.com
» CLIX MARINE FUEL SPILL PREVENTION
Keeping even the smallest amounts of petroleum products out of waterways is imperative, and it starts at refueling. CLiX has changed the game with their new fueling funnel that helps put gasoline and diesel in your boat instead of in the water. Featuring patent-pending technology, the custom blended rubberized material is resistant to petroleum products, and it is static resistant and biodegradable. When fueling, you simply put the CLiX funnel in your fuel tank or deck fill, and then use the fuel nozzle as normal. Keep in mind, the Gasoline and Diesel CLiX funnels are designed to work with the standard-flow fueling nozzles that match those used for the fueling of cars. The CLiX is not meant to be used with high-volume diesel nozzles, as the flow rate is too large.
Price: $39.95 » www.clixfueling.com
1/2 nautical mile = roughly 1,000 yards
Boaters must:
▸ Stay 1,000 yards away from Southern Resident(s)
▸ If within 1,000 yards, move away below 7-knot speed limit
▸ If within 400 yards (and if it is safe to do so), disengage transmission, luff sails, or stop paddling until whale(s) move away
SHIFTING GEARS 20 GETTING OUT OF NEUTRAL
steering wheel so that it would be impossible to forget to close that loop before starting the motor. Then I moved onto the next task until I could acquire the proper tool.
My changing of the impeller was similarly stymied by a tool I lacked. I knew I had a 6mm Allen wrench somewhere, but we have been living between two houses for a year now while we fix up our retirement place in Grapeview; going back and forth between there and Auburn, I never know where anything is! I texted my neighbor down the street, and he thought he had a 6mm and he soon arrived with a good ol’ rusty one. I wirebrushed it clean enough to be functional and quickly proceeded to snap the head of the bolt off with it. Damnation!
by Dennis Bottemiller
Ialways have some excuse for not doing projects, maintenance, or repairs on the boat. It might be too cold or wet. There might be more pressing issues with home or family. Or, it may be someone called with a more interesting proposition just as I was about to get started. Whatever the case, eventually the accumulation of time and distraction comes into focus, looking a lot like neglect. There are many things that need to be done before the season arrives, and we all know how quickly time sneaks up on us.
A lot of life has passed under our bridge in the last year; and many of the things I normally do for Sea Lab at the end of one season in preparation for the next got left un-done last year. For example, I always change the oil at the end of the boating season, and fill the tanks with fuel and stabilizer—last year I just didn’t. So, this April, when we got approval to move into a rare slip opening at a new marina, neither Sea Lab nor I were ready. I like doing as much of my own maintenance as possible and, after watching several YouTube videos, I decided that replacing the impeller was within my range of skills and set about accomplishing the task(s) along with the regular oil change procedure.
With supplies purchased, I returned to begin work in the light drizzle of the day. The oil and filter change went okay except for the fact that I did not have the proper filter wrench to tighten the filter fully in its awkward position. With a Sharpie pen, I wrote “filter not tight” on blue masking tape and stuck it to the
After careful consideration, I decided not to proceed with getting salted bolts out and went to the boat shop in Belfair to plead my case. The friendly staff there told me that if I brought the boat today, they could probably get the work done within a week, unless they had to order parts, then who knows how long it would be.
Back home we ran, hurrying to beat the 2 o’clock deadline, only to discover that I had neglected to put the new trailer light on where someone at the ramp had smashed it to bits when they backed into it. Luckily, I had the new one and that went on smoothly—I even had all the necessary tools! We hitched up and headed to town where we got all checked in and, as we were leaving, the man asked, “The keys are in the ignition?” which prompted a forehead slap, self-inflicted. One more trip home resolved that situation and, after reminding him that the filter was not tight and making sure that information was on the work order, we went home where I could do something useful like mow the lawn. I couldn’t go too far wrong with that job!
After a week of hoping they wouldn’t have to order parts, I got the call. The boat was ready. It only cost me $165 to get that snapped off bolt out... lesson learned. We brought her home and began working off the other items on the list, one of which had been bugging me for a while. There was an old motor lock on the 15hp kicker that was rusty and the lock was frozen up.
The good ship Sea Lab, settling into her new surroundings at Fair Harbor Marina.
After many rounds of penetrating oil had failed, I decided the only way was to drill the lock barrel out in the difficult-to-access position it was in. Once again, I consulted YouTube where it was deemed possible, if not easy, to drill a lock. Thus began five hours of toil until I had the shredded mess of the former motor lock off of there. Another lesson learned.
By now I felt like I had cleared the highest hurdles before me, and getting into the water started to look more achievable. I replaced a rusted-out horn and spliced a ground wire that had pulled out from the anchor light. I still couldn’t figure out why the windlass seemed jammed up, but we could always go back to hand deployment of the anchor so I wasn’t going to let that one stop me. Cleaned up with rack installed and kayaks mounted, we set off on a beautiful Sunday morning for high tide at the boat ramp. Let’s go!
Arriving at the Port of Grapeview ramp, which is adjacent to the Fair Harbor Marina, right at high tide we found one of the geoduck harvesting boats tied up there waiting for the truck to come and pick up their ducks. It turns out they had engine trouble, and their harvesting equipment had failed at the beginning of their day. The skipper told me they were scheduled to harvest 800 and their equipment failed after only harvesting 9. I guess boat things break for everyone, not just me. The truck came and went, and they pulled off the dock on their auxiliary outboards.
It was our turn. We dropped in easily and without incident, and headed straight over to the fuel dock where we met Kelly Granger—who owns and operates Fair Harbor Marina with his wife Cindy—to talk over our slip arrangement. He’s also the owner of a marine products company, and showed us his Nomar Bumper dock fendering system that lined our new slip, making it unnecessary to deploy fenders each time we return. Now that’s a nice amenity!
After fueling, we had planned to run out for a spin around Case Inlet, so we started up and headed off the dock for our first time in what seemed like a very long while. Out of the inlet between Stretch Island and Reach Islands (Reach is locally known as Treasure Island), we slowly motored the short distance to Stretch Point State Park. As we approached, the motor spluttered and abruptly died. Tekla gave me that surprised questioning look and I immediately thought, “Oh no! The old gas did go bad!” Running back to the motor I saw the priming
bulb on the fuel line had collapsed. Whew… I just forgot to turn the fuel tank selector switch on. I re-primed and it started right up. We puttered around the mooring buoys off the beach of the park right in our backyard before heading out to get up on plane and shake out the cobwebs on glassy water, enjoying the smooth arching turns of our wake all the while. We explored the coastline a little, and then ran out to the middle and shut down to drift a while to relax and marvel at the quiet lack of traffic.
Deciding we had more grass to mow, we headed back toward our slip and we felt very fortunate to live so close to this environment, our house and home slip are only a three minute drive apart. We’ve never had it so good!
Fenderless, we motored slowly down the fairway into Sea Lab’s new slip, bumped gently up to the dock, and cleated her home. With any luck, there will be a lot more time off the dock in our future.
Dennis, Tekla, and Tim Tim the sailor dog recently changed their home cruising waters from Tacoma to Case Inlet.
"With any luck, there will be a lot more time off the dock in our future."
The author and his wife, Tekla, ready to enjoy their beloved boat in its new slip just a three minute drive from their home.
Ahh, back on the water after too long and too many projects!
CLOSE TO THE WATER 22 OPENING DAY
A SQUALLY SOUTH SOUND ADVENTURE TO KICK OF THE BOATING SEASON
by Bruce Bateau
Opening Day means different things for different sailors. For some, it means practicing maneuvers and parading past judges while steering in formation. For others, it’s a sailboat race that starts the spring series. Since I rarely stop sailing during the winter, Opening Day is a feeling and it usually entails a camp-cruising trip on saltwater.
Sitting hove-to in 30 knots of wind was not how I anticipated spending my Opening Day.
When my friend Andy and I decided to attempt a 25-mile circumnavigation of the South Sound’s Harstine Island in Row Bird, my 18-foot sail and oar boat, I worried we’d only have enough wind to sail half the route, if that. Working the tides seemed the best option to have an enjoyable trip that would only involve a modest amount of rowing.
Launching on an April morning from the hamlet of Arcadia, Washington, there was just enough wind to ghost past the charming, tree-covered Hope Island State Park. Continuing our clockwise route, we reached the undeveloped edge
of Squaxin Island, a half mile farther on, and Row Bird bobbed lamely. The sky was clear where we were, but I could see clouds moving down the Olympic Peninsula.
“Would the wind fill in, or should we start rowing?” I wondered.
In an hour, the tide was set to turn against us in Dana Passage. After that, the current would start to push in at about two knots. This wouldn’t be a problem for motor boats or even sailboats with a moderate amount of propulsion, but with our rowing speed also at around two knots, we’d be stuck—or worse, overtaken by the current.
“Who’s rowing first?” Andy asked.
“Whoever’s fastest,” I said.
Row Bird was loaded with two grown men, camping gear, food, and enough water for two days. A straw poll determined that I was the faster rower, and forty minutes later we passed through the narrows. “Home free,” I thought as we glided into the broad waters of Case Inlet. Then we noticed a large bank of dark clouds approaching over Harstine Island, which forms the
northwest part of the passage.
The cloud heralded a chilly downpour, then a strong gust of wind. Maybe our sails would be useful again, after all. A slow but steady breeze followed the squall, so we stowed the oars and set sail, eyeing the patches of sun and the ominous cloud that was now moving in from the west.
Andy and I quickly established roles: The crewman was the weather spotter, while the helmsman managed the mainsheet and rudder, trying to avoid the worst of the wavelets beginning to form in the wide open waters of Case Inlet. The breeze built as the afternoon wore on, with a consistent pattern of wind, intense gusts, and squally rains. The helmsman would sheet in and then feather the mainsail continuously enough that it became tiring.
“I don’t think I’ve ever seen this boat go this fast, for this long,” I said to Andy as we skidded over cat’s paws in the worsening conditions.
Then the biggest squall of the day overtook us and we made the decision to heave-to. Spray blew all over us and the
wind rose until it reached well over 20 knots. Row Bird drifted slowly backwards under mizzen alone. Thirty windy minutes later we’d drifted nearly a mile and were running out of sea room.
“The way I see it, we’ve got two choices,” I said in my best authoritative voice, “we can either get near the lee shore and throw out the anchor, or we can put the final reef in the sail and head for the windward shore of Harstine Island.”
We reasoned that if the island’s hills blocked some of the wind, then we could round its tip, make a few tacks, and slip into the hurricane-hole known as Jarrell Cove State Park. It was a logical thought,
but once we reached the tip of Harstine Island, the wind was blowing the water on both sides into a frothy mess. I was momentarily stumped.
Fortunately, we did have one thing going in our favor: a keelboat was converging on the point at the same time we were. After flagging them down we discovered they, too, were heading for the quiet comfort of Jarrell Cove. Dry, but worn out, we opted to get a tow.
When we arrived, several other boats were tied to the dock, which was now bathed in golden shafts of sunlight. Their hulls reflected in the pale water. It felt as though we’d entered a completely
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different season. A sailor from another boat cleated our mooring lines and handed us each a beer shortly after.
Another boater who had seen us in the distance approached. “You actually looked like you were in control out there,” he said without sarcasm.
Although we didn’t reach the cove totally on our own, we were in control. It was a high compliment and a fine way to finish our Opening Day.
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
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DIESEL DEEP DIVE 24
AVOIDING HIGH-SEASON SYSTEM SORROWS
by Meredith Anderson
A PUBLIC SERVICE ANNOUNCEMENT FROM YOUR FRIENDLY NEIGHBORHOOD MARINE DIESEL MECHANIC
Ring ring, ring ring! “Meredith, we need you! When can you come? Why can’t you come sooner? You’re booked out? But we are ready for our trip! Our friends are here and we want to leave tomorrow! Help!”
It’s that special time of year when the all-nighters, emergency calls, and insane demand for mechanics reaches a fever pitch. The high season for boating is here and, despite being busy through the winter, the urgency and workload is multiplied many times over by emergencies happening with folks getting underway for the first time in months. To some mechanics, this may be the best time of year, but for others, it’s the most difficult.
In this hectic sunny season, I’m grateful for my current and regular clients—the ones who don’t usually contribute to
the drama because they have done their due diligence and maintained their engines properly throughout the year. But for many others who were less proactive or are having some bad engine luck, anything that means they can’t go cruising right now becomes a five-alarm super-crisis.
A good friend of mine—a sailor and retired diesel mechanic— once told me to “not make everyone else’s emergency into my emergency.” He is right, yet I have struggled with this concept since day one of running my own business—perhaps out of fear that I would lose business or upset someone for not being able to fix their boat right away. I love what I do, and I love having the opportunity to help everyone I can. However, the stress of trying to be there for every mishap can take its toll when I no longer have any free days, when I work through the night finishing
projects, and when I can’t keep things straight because I am beyond busy. This is a reality for a lot of marine professionals— the cobbler’s kids always have the worst shoes, right?
In all seriousness, so many things can happen while you’re on the water. And I know this not only as a professional, but also as a fellow cruiser. You have to expect the unexpected, even when relying on well-cared-for diesels. Random stuff happens on boats, and I have personally encountered issues while cruising—my starter broke in half one year and a main battery fuse blew another year. Thankfully it was nothing serious enough to stall my trip or put me in harm’s way. These challenges weren’t debilitating partly because I was prepared for the season long before the boat was ever untied from the dock, and that’s something any cruiser can do.
Last year, I repowered my boat with a good used engine. I planned and saved money for that project for over a year, knowing I wanted to have it done during the winter. I actually skipped my typical summer’s end cruising trip that year, partly because I knew the old engine was tired and wanted to avoid the risk of getting stranded, and partly to work and save more toward that big investment.
Two years before, I had all of my aging rigging and sails replaced, some of which I discovered weren't even installed correctly. Planning ahead of time allowed me to not only budget for these expensive repairs, but to actually be able to get on someone’s calendar.
It seems trouble is often on the docket for those who push their luck with an existing system issue (like an engine) and then it fails at the worst time. Cruising anywhere away from home can put folks in a vulnerable situation when it comes to repairs—usually having to get towed into a random marina, with unknown yards and techs. Lots of cruisers can share positive experiences under these trying circumstances, but there are also those who have encountered professionals who are poised to take full advantage of your unfortunate plight.
I have been writing these engine articles for a few years hoping to share some knowledge and information with this community and help you understand the world of engines and
the recreational marine industry. Hopefully you’ve heard about a spirit of proactivity with regard to maintenance and engine care, because my experience has shown that the more urgent and dire your moment of need, the more the service industry can feel like the wild west.
With this in mind, I’d encourage any cruiser to brush up on some of my articles (they're all online at 48North.com) about preparing yourself and your engine by performing preventative maintenance, carrying spare parts, and understanding some of your engine’s systems on a basic level to help you diagnose issues while underway.
The examples are infinite, but here are a few good practices. Make sure you have spare fuses on-board, plan checkpoints along your itinerary where you can order parts from the dealer in case something breaks, and make sure the larger components of your cooling system and fuel systems are good to go during the offseason when things are slower and the boat doesn’t need to go anywhere. Carry spare fuel filters and other basic parts
This kind of blockage can be identified before you're on the water.
Regular maintenance and due diligence can help you note and then prepare for big projects before it's an emergency.
This much petroleum sheen should be addressed long before you go cruising.
onboard so if something does happen, you are not waiting around in an expensive guest slip somewhere hoping there is a mechanic nearby. Things like this can absolutely save the trip and your wallet when it comes to the usual issues we all have while cruising.
Let me assure you, nobody wants to address big issues underway. Changing out a badly corroded heat exchanger tube stack, replacing rotting motor mounts or ancient hoses, or rebuilding injectors during your cruise to the San Juan Islands should never even cross your mind. That should’ve been done long before you left on a trip, and if you know it needs to be done, I encourage patience to get the job done right prior to casting off.
Most folks are extremely diligent and do a good job of keeping systems happy. I am proud of a lot of my clients and students who have gone above and beyond to make sure their engines are in the best shape they can be for cruising season, which entails thoughtful normal maintenance and preplanned projects. These are the folks who avoid the worst of the high season panic and eleventh-hour emergency phone calls. None of us can prevent random failures completely, but each of us can try our best to be prepared for what could happen.
When something does go awry, one of the hardest parts can be coming up with a plan—can you anchor and make a repair yourself, or do you need to get towed in and wait for help ashore? Have you taken some classes about engines or electrical systems to build a foundation of self-sufficiency to work through the problem? As long as you are safe and the boat is safe, a good compromise can be to call a knowledgeable person who could help you work through a problem remotely. And if you do have to hire unknown help, avoid desperation and impatience as much as possible, and try not to make big decisions under duress—that’s the most common path to regret.
PSA
own boat.
Having a solid game plan in place is key to having a successful cruise, and that means considering and planning for certain worst case scenarios. And then trust your preparation. Most of the emergency calls I get during the summer are completely avoidable, so your diligence is likely to be rewarded with a great experience. Take care of your boats and take care of yourselves, and enjoy summer cruising. I hope to see you out on the water; hopefully without a wrench in my hand!
Meredith Anderson is the owner of Madame Diesel, LLC, where she operates a mobile mechanic service and teaches hands-on marine diesel classes to groups and in private classes aboard clients’ own vessels.
This
brought to you by a mechanic who also cruises her
PortTownsendRigging.com
Photo: Richard Marshall
Photo: Richard Marshall
Photo: Richard Marshall
Photo: Richard Marshall
SWIMMABLE SALTWATER
FAVORITE PLACES TO TAKE A DIP FROM THE SOUTH SOUND TO ALASKA
by Andy Cross
When my wife Jill and I moved to Seattle and bought our Grand Soleil 39, Yahtzee , the thought of swimming in the waters of the Salish Sea while cruising wasn’t even a blip on our radar. Our first taste of sailing together in the Pacific Northwest had come on a chilly and rainy early spring day, and we were making our best attempt to stay warm in newly-purchased foul weather gear with several layers underneath. It didn’t help that we’d come from the much warmer, tropical waters of Florida and the Caribbean, so our threshold for the cold wasn’t very robust.
“Swimming?” we thought. “In this water? No way.”
That all changed when our first summer arrived. By that time, we’d made friends with several of our neighboring liveaboards, many of whom insisted that we’d soon find our way into the water. We heard stories of warmer water in local bays from Puget Sound to the San Juan Islands and farther north in British Columbia, but I was skeptical. Fortunately, as the subsequent years of cruising in the Salish Sea and Alaska unfolded, it turned out they were right—especially after adding our two boys to the crew. As a family, we embraced swimming whenever we found the waters warm enough to take a dip, and in doing so, these moments became cherished memories in some of our favorite destinations. Most experienced Pacific Northwest cruisers will
The author and his son, Porter, enjoy a swim in the Gulf Islands.
have their own list of saltwater swimming spots, and here are some of our family’s favorite Salish Sea and Inside Passage swimming locales.
SOUTH SOUND
The first summer that we owned Yahtzee, we went on a 10-day cruise from Shilshole Bay down to the South Sound. Friends on the dock had told us that the South Sound was an ideal place to cut our teeth as new cruisers in the Pacific Northwest, even though it might lack wind. They said that it was far less crowded with boaters in the peak summer season than the San Juan and Gulf islands, and that there were lots of marine parks to explore. Also, we wouldn’t need to cross the Strait of Juan de Fuca or go up the Swinomish Channel to get there. We also learned that the waters of the South Sound can be warmer than their northern counterparts.
So it was, on a hot day in mid-July when we found our way into the water for our inaugural Puget Sound swim. We’d picked up a mooring buoy at McMicken Island Marine State Park that was too far from shore to have any shade
cover. After a walk ashore, the heat of the afternoon began to warm the boat, which made getting in the water an alluring proposition. Jill and I went for it, jumped in, and did a quick lap around Yahtzee.
“That wasn’t bad at all. What were we so scared of?” we said through selfdeprecating laughter while drying off in the cockpit.
We swam a few more times on that first trip; once at Harstine Point and then again several times while anchored at Cutts Island State Park. And the more we went in, the more comfortable we got staying in for longer periods of time. Thanks to comparatively shallow depths and less complete tidal current water recycling, many South Sound areas are reliably, enjoyably swimmable during the hot and sunny season. We were glad we made the leap. Little did we know, these first dips into the South Sound would become a summer tradition as we explored farther north.
GULF ISLANDS AND DESOLATION SOUND
Fast forward a couple of years and, not only had our cruising grounds expanded, so, too, had our family. With our two boys,
Porter and Magnus now on the crew, beach days and tide-pooling became a regularly-scheduled activity. And in the summers, we couldn’t keep them out of the water.
After spending the winter and spring in the San Juan Islands, where it was still too chilly to swim, we found ourselves in the Gulf Islands when summer officially began. We all know this feeling in the Pacific Northwest, when the first really hot days come and the water goes from a no-go zone to utterly enticing.
The big lesson that we learned throughout this summer of cruising was to time our swims with a flood tide. We realized pretty quickly that when the incoming tide flowed in over sandy or rocky beaches or shorelines that had been baking in the sun and drying out for hours, that the water warmed up quite quickly. Places like Sidney Spit, Princess Cove, and Churchill Beach near Ganges were among many saltwater soaking highlights.
One spot in particular caught our attention, though. Just off the southwest corner of Thetis Island near Telegraph Harbour is a fixed Lateral Beacon with a
Porter swims in one of the many great spots in Desolation Sound.
High tide nearly covers the hidden beach in the Gulf Islands near Telegraph Harbour.
A sand and shell beach makes for great swimming and tide pooling.
red light that sits atop a rocky and sandy shoal. While passing by, we noticed that, at low tide, white sand emerged, revealing a beach that is perfect for a picnic. Then, as the incoming tide covers the sand, especially on hot days, the water gets warmer and is ideal for swimming. It’s little known places like these that can make the best spots to take a dip.
A few weeks after leaving the Gulf Islands, we sailed toward Desolation Sound and into what we had been told was the crown jewel of saltwater swimming in the Salish Sea. Oh boy, we were not disappointed. The Sound is known for its unusually warm water temperatures during the summer months because of the limited tidal exchange coming from the Strait of Juan de Fuca, Strait of Georgia, and Johnstone Strait. The mixing of tidal currents allows the
water to warm significantly under the summer sun, resulting in temperatures that can reach up to 75° fahrenheit. That’s pretty darn warm!
Accordingly, our family spent nearly three weeks anchored in favorite swimming spots including Squirrel Cove, Von Donop Inlet, Roscoe Bay, Laura Cove, Tenedos Bay, and, of course, the infamous Prideaux Haven. Prideaux is notorious for larger power yachts posting up for days on end, partying, and swimming; and while we experienced some of that, it didn’t ruin the scene as much as we’d been told. We met up with friends there and formed a five-boat raft-up to enjoy the splendid summer weather and soak in the warm water. It’s definitely worth a stop.
ALASKA
Swimming in Puget Sound and British Columbia was one thing, but when we decided to cruise north to Alaska, we didn’t expect it to continue.
For the most part it didn’t, but by employing the “cold water over warm beach” method that we’d used so readily farther south, we found some amazing spots that we had all to ourselves. Also, we equipped the boys with wetsuits that allowed them to play in the water for longer periods of time without getting too cold.
Near Sitka on Baranof
Island, Leesoffskaia Bay provided some of the warmest saltwater we found in Southeast Alaska. We didn’t have a temperature reading, but it must have been in the 60° range. The bay is situated in an east-west finger that has several doglegs, and is relatively shallow by Alaska standards. On a warm week in mid-July, we rafted up with our good friends on the Garcia Exploration 45, Arctic Monkey, and our boys and their three girls swam to their hearts’ content. King of the standup paddleboard was a regular game and the kids spent more time in the water than they had since Desolation Sound.
A few weeks later during an unusually stunning string of warm and dry weather, we nosed our way into Warren Cove on the eastern side of Warren Island, just west of Prince of Wales Island. We only expected to be there one night before moving on, but what we found made us stay several days. At the head of the cove is a stunning white sand beach that we played on for hours. The boys “surfed” on the standup paddleboard, and swam in their wetsuits when the tide came in and covered the beach. We only left when an overcast and cool day arrived, driving us to Craig for provisions, fuel, pizza, and ice cream.
There are quite a few islands near Craig, and a number of them have secluded anchorages that are rarely visited by cruisers. One of them had a very Desolation Sound-esque feel as we set our anchor and it offered the same sort of sun-on-rocks warmth—Cruz Pass on San Fernando Island. With wetsuits on, we kayaked and SUPed around the anchorage, finding large boulders to jump off into deep water and then swim
Magnus leaps off a rock into the waters of Cruz Pass near San Fernando Island.
The crews of Arctic Monkey and Yahtzee had a blast in Leesoffskaia Bay near Sitka.
back and do it all over again. To this day, the boys still talk about it. Though we hadn’t expected this to be part of our Alaska cruising experience, we truly made the best of it.
Cruz Bay ended up being our last swimming stop in Alaska before we set sail for San Francisco and beyond. When we arrived in the Bay Area, summer was still in full blast mode and we again took to the water. As we’d done in the Pacific Northwest and Alaska, we found some favorite spots to swim, but the vibe was different. Up north, we’d worked harder for
it and most of the places where we swam were very secluded and there were few busy beaches. California was different.
I don’t know if we knew it at the time— especially while looking forward to the warmer waters of Mexico—but these Pacific Northwest saltwater swimming experiences had spoiled us. Looking back, I can honestly say that they made us more grateful for the times when the sun was hot, and an incoming tide was about to cover a beach or nearby rocky outcropping. The enthusiasm for those moments still resonates today. It’s hard to imagine what
our cruising life would be like if we hadn’t made that first jump into the waters of the South Sound, but I’m sure glad we went for it. It helped us immerse ourselves fully in the cruising experience of the Pacific Northwest and fueled our dreams of wilder adventures as a family.
Andy Cross is the editor of 48° North After years cruising the Pacific Northwest and Alaska with his family aboard their Grand Soleil 39, Yahtzee, they sailed south and are currently in the islands of the Eastern Caribbean.
WHAT YOU GOT COOKING?
THE CRUISE MAY BE THE FOCUS, BUT YOU STILL NEED TO EAT, AND FOOD CAN BE A HIGHLIGHT
by Karen “Pepper” Hoffman
Ah, that fresh salt air sweeping in gently across the surface of the Salish Sea. Whether you’re out for a pleasant sail on familiar waters or enjoying an adventurous voyage beyond the bounds of your known cruising universe, that sea air can relax you, transport you, and it can also make you hungry. How many cruisers can attest that food you enjoy on the water provides some of the most vivid memories of any journey? Lots. Most, probably. The company, the surroundings, the travel that led you there—they’re all ingredients in the sailing souffle, but without the food, there’s no meal to memorably share.
Solving salt-induced hunger and all that yummy fodder for rosy recollections doesn’t happen by accident. Whether you have spare crew to act as the sea-going cook or cooking is a shared utilitarian duty, there is an art to managing the galley and the grill, and thoughtful planning and preparation is a great investment.
Savvy mariners know that the variability between boats, cruising styles, and each boat’s equipment mean there’s never a one-size-fits-all approach in the galley, yet here are a few ideas to help the culinary aspects of cruising rise to the top of the fond memory bank. Also included are some fun ideas from my experience cooking and cruising our Cooper Seabird 37, as well as from a casual social media survey of some fellow Pacific Northwest boaters.
STOCKING UP
Much of your provisioning plan will depend on the confluence of the type of refrigeration you have available and the length of your trip. With a sizable fridge with a cold plate, you can load meat, cheese and other refrigerated items to stay fresh for days, or even weeks. Many coolers and ice boxes are more efficient now than ever. If your boat lacks refrigeration and a very welinsulated ice box, it may be wise to bring a high-end rotomolded cooler aboard, many of which can retain ice for a week. Without any refrigeration, you might have to live off the land a bit more, visiting stores and farmers’ markets, gathering food to cook and eat that day or the next… or get really into dehydrated meals. Whatever your cold-holding situation, it is useful to stock your galley with a few non-perishable staples: pasta, rice, canned beans, chili, soup, vegetables, tortilla chips, crackers and potato chips, as well as spices and cooking oil.
It’s good to be aware that food can often get funky more quickly on a boat than on land; spices especially can get stale and harden. However, having a few non-perishable items promises that even if you cannot add fresh meat or veggies, you won’t go hungry. There’s always mac and cheese, pasta with sauce, or Spam!
APPLIANCES
Most boaters, especially those with vessels 30 feet and larger, have a propane-operated stove with at least two burners, and possibly three, which will be gimbaled for heeling on monohull
sailboats. With that setup in place, you can cook a protein (beef, fish, chicken, etc.) on one of the burners while boiling, sautéing, or otherwise preparing pasta, vegetables, or potatoes on another available burner. People often fear planning out traditional meal preparation on a (relatively) small propane stove, especially if they are accustomed to the four to sixburner stoves of a more modern kitchen on land. But in reality, how many burners and how much space do you really need?
If you are inclined, setting up your galley with a small blender (Ninja, Bullet, or something similar) can come in handy for the folks who want to drink a meal or two in the form of a smoothie or iced beverage—especially if they’re taking advantage of the fresh fruit that is often available at various farmers’ markets and stores throughout Puget Sound.
Installing a small microwave, or microwave with a convection oven, offers a useful option to reheat leftovers or aid in meal preparation, though you’re mostly likely to need AC power to run such a power-hungry device. Propane is relatively cheap and efficient, but going through the motions to top up your tank(s) may be enough to drive you to be creative. Accordingly, many boaters like to use a pressure cooker to save propane by cooking things more quickly, or electric devices like a crockpot or electric skillet.
Of course, whatever your cabin galley setup, the stern-rail barbecue is a fan favorite among the majority of cruisers. There are various models, but the principles are pretty universal—as is the popularity of the grub coming off of them. Though many are setup out of the box to employ single-use propane canisters, the environmentally conscious boater—and as enthusiasts of fragile marine ecosystems, that’s most of us—may want to consider a reusable option of some kind or plumbing the grill right to the main propane tank. If you have been cruising without a grill, adding one to your stern pulpit is sure to be your best cruising decision this summer.
INGREDIENTS
As at home, making meals is typically a combination of utilizing fresh and non-perishable items. On the boat, I like to stock my galley with pasta, pasta sauce, canned chili, tinned clams, canned tuna or salmon, crackers and/or chips, olive oil and canola oil, balsamic vinegar, condiments, commonly used spices, preferred beverages, and Spam (if that’s your thing—it’s my husband’s but not mine).
Starting off with a cavalcade of staples, it becomes easier to plug in perishable items—from veggies to meats, cheeses and fruits—when you’re ready to sail. Like many cooks, I try to work with vegetables and fruits that are in season, and searching for these fruits at cruising stopovers along the way becomes equal parts fun scavenger hunt and voyage of discovery at any new-to-us destination. Oftentimes at these new or sometimes foreign ports, you may find your way to local vegetables, fruit, fish and meat, as well local seasonings and sides. Don’t pass up these unique opportunities.
More often than not, we are headed out for a simple long weekend on the Sound. As much as we absolutely love these little jaunts, there aren’t always exotic culinary finds around every corner. As such, I usually plan the meals we might want
Whether fresh caught or store bought, quality seafood tastes better on
After a delightful galley meal shared in a quiet PNW anchorage, the sunset is that much sweeter.
One of the author's culinary cruising highlights: Bruschetta with fresh cherry tomatoes and basil from the farmers' market.
a boat.
to eat aboard, but my personal hack is to pack surprise extras. Maybe we’ve decided we’ll grill burgers one night—pre-making some complementary German potato salad, and throwing in a few ears of corn as well as ingredients for a seasonal salad will take one of the more basic menus from ho-hum to a “remember when” feast afloat.
Of course, there is too much of a good thing. Thoughtful planning will ensure that you’ll not only “eat hearty” but you’ll hopefully avoid wasting precious perishables. The point, like so many in cruising, is a delicate balance between thorough preparation and up-to-the-minute adaptability to take advantage of the best version of underway unexpecteds.
SUGGESTIONS FROM FELLOW BOATERS
Getting excited about not only writing this article, but cooking while cruising this season, I threw an open-ended question about cooking habits out to some local boating groups on social media, and the response was rather overwhelming. Here are a few of those ideas.
Bruce from Puget Sound Boating: “We use a deep electric fry pan for steaming crab in the cockpit or even on the swim step. [The directions are simple, add one] 1/2 inch of sea water and put them in when the water starts to boil; set timer for 15 minutes; remove and cool crab halves with cool sea water—two or three dunks. Then we use the crack and snap method to get the meat out. You can kill the crab before you cook it, which we have done as a family since 1953 near Roche Harbor. Grab the left legs with left hand, right legs with right hand, find a protruding stationary rock or cleat, smash the chest area on the solid thing and quickly break crab in half, top big shell comes flying off, guts spray out, rinse carcass in salt water then cook.”
each other when collapsed. We love how little space they take up in our limited galley storage. We also really like the OXO Silicone Good Grips flexible turner and mixing spoon. Both these pots and utensils are so loved compared to setups we’ve used in the past that we keep a set on the boat and a set for our camp kitchen when we’re on land. We usually stop and pick up some Annie’s Mac & Cheese mix, Aidells sausages and shredded cheese. Then we stop at the farmers’ market either in Eastsound on Orcas Island or in Friday Harbor on San Juan Island to pick up fresh elephant kale, bell peppers, and mushrooms. If we miss the markets we can get this stuff at the local grocery, but we try to time it with the farmer market. We make the Mac & Cheese kit in our collapsible pot, grill the sausage, add kale, bell pepper, mushrooms, and real cheese. Mix it all together until you achieve your desired cheesy goodness. Serve and enjoy with a beverage of choice, and a sunset view off the aft deck.”
of
The author's husband, Alan, may like Spam, but he'll gladly take some delicious haute cuisine in the cockpit as well.
Lea from Cooking on a Boat: “Nearly 40 years liveaboard and we have always kept it simple. No power-hungry appliances, and a cordless drill as a mixer. I love baking and Asian stir-fries and curries are a regular.”
Mike from Puget Sound Boating: “Our favorite pots for the galley are the Sea to Summit brand collapsible silicone cooking pots in three sizes ranging from 1 liter to 4 liters. They all have a strainer built into the lid for easy draining, and they all fit inside
Beth from Puget Sound Boating: “Last summer, I purchased an induction burner and it works amazingly for cooking clams and crab on the swim step or dock. I have several collapsible cooking dishes that I love. My crockpot is a favorite, especially when we have a long run.”
Gene from Puget Sound Boating: “I have a propane oven with a three burner cooktop. I also have a small BBQ. I cook the same as I did when I was on land. The same food, and desserts. I use a good set of pots and pans, and I have never had any issues.”
Diana from Cooking on a Boat: “Do not cook naked.”
WRAP UP
Well, that’s some food for thought for making meals while cruising. Have fun planning and cooking. It doesn’t take much for your boat food to be a real highlight of your next cruise!
Karen “Pepper” Hoffman has been boating on Puget Sound for nearly a decade, with her husband Alan and at least one furry (canine) first mate. While she admittedly still has a lot to learn about sailing, she’s quite the salty dog when it comes cooking and baking. She feels most at home when she’s on the water—be it in a guest slip visiting Friday Harbor or Anacortes, at anchor in a quiet sheltered bay, or just hanging out on her Cooper Seabird Yardbird at her own home port.
Another
the author's memorable boat meals: grilled salmon with goat cheese and herbs, Caesar salad, and Hawaiian rolls.
A FLICKA 20’S
PACIFIC ODYSSEY
SAMPAGUITA’S SHAKEDOWN AROUND VANCOUVER ISLAND
by Joshua Wheeler
Sampaguita , a 1985 Pacific Seacraft Flicka 20, auspiciously dropped anchor in La Paz, Mexico, on New Year’s Eve of 2023, after leaving Port Townsend, Washington, on August 22. She moved on to the Marquesas in the spring of 2024 and was back in Port Townsend by July. Part of the preparation for this voyage was a Vancouver Island circumnavigation shakedown cruise in June 2023. The shakedown was intended to test the boat’s refit and new equipment, try new techniques and build experiences, and see if I could, in general, “break some stuff.” I’ll review some of the value I gained from this cruise in preparing Sampaguita and myself to make the proverbial “left turn.” (That’s Pacific Northwest slang for going west out of the Strait of Juan de Fuca and heading south.)
Late summer is the season to leave when heading to points south from the Pacific Northwest, but I aimed to have Sampaguita’s refit finished by the end of May. A significant distance of 800 nautical miles when circumnavigating Vancouver Island in June (my second time around) would provide plenty of learning opportunities, wind (I’d hoped), fewer crowds, longer days, and ample time to make any necessary adjustments afterward. Having lived and sailed around the Pacific Northwest aboard Sampaguita for years, the domestic aspect was sorted, but there was still plenty of new gear and boundaries to be tested.
NAVIGATION AND ANCHORING
On my previous trip in 2018, I had an armful of guidebooks and paper charts. In 2023, I used a combination of paper charts and Navionics on my phone, with the app providing crowd-sourced anchoring, tidal, and service information. OpenCPN and Coast Pilots were on a laptop computer but were never needed. Navionics was new to me for use on board. I have historically avoided phones and computers while sailing, and Sampaguita has never had a chartplotter.
The repeat rounding allowed the comfort of local knowledge and familiar paper charts to help accustom me to
the Navionics display and master the features and functions of the program. When shooting the Yuculta Rapids/ Gillard Passage/Dent Rapids hat trick in one slack, the timing was critical in a 20-foot boat. Having the Navionics integrated tidal data made it simple. Just beyond there, fighting the dual whammy of a contrary river and a building northwesterly, I scrolled for a close, protected place to anchor. My best bet was Thurston Bay Marine Park, though I had never been there. Reviews said the anchorage behind Block Island was not protected, and on my arrival, I concurred. It was full of chop. Deeper
inside the inlet, Handfield Bay held more promise if I could get over the shallow entrance. Tidal and chart data implied I could make it with a few feet to spare on the rising tide. The reviews relayed positive experiences about the entrance and anchorage. I decided to go for it, and cleared with seven feet under the keel. I spent two nights alone in this secluded anchorage, waiting out the northwesterly gale, which I later learned was also bullying the Race to Alaska participants. Transiting the rapids and sussing the unplanned anchorage helped build confidence in the new-to-me equipment and how it would fit into my style.
Sampaguita stern-tied in Pirate’s Cove of the Gulf Islands.
OFFSHORE
I spent three days and two nights offshore on the west coast of Vancouver Island. Sailing 24/7 is something I had never done on Sampaguita or singlehanded. I left Bull Harbour just east of the Scott Islands at the northern tip of Vancouver Island, not touching down until Hot Springs Cove, halfway down. I rounded the notorious Brooks Peninsula 40 miles offshore with a northwesterly building to about 25 knots. I was queasy much of the time. It was excellent training, but not necessarily pleasant.
On both eves, I practiced going to sleep at night, either allowing the wind vane to do the steering or heaving-to. Sleep was elusive, but I went through the motions. I knew this was how it would be. There was a definite psychological hurdle to willingly allow the boat to seemingly catapult across the sea unattended at night. It offered a taste of what was to come: wetness, exhaustion, fear, and discomfort. It got easier as the months progressed but never entirely abated.
AIS
While offshore, I became accustomed to the new Standard Horizon GX2400 VHF with receive-only AIS and its CPA and TCPA
alarms. As I mentioned, I was a bit seasick. These beeping alarms exacerbated my discomfort. I quickly realized the erratic movement of the antenna at the top of the mast in a sea state did not represent the true direction of Sampaguita’s travel and gave an inaccurate assessment of dangers. Alarms would start and stop continuously, and I was unable to safely and quickly stop them or turn the volume down regardless of how nauseous I was. I later reviewed the radio functions to affirm I understood them, which I mostly did. I knew what I would be in for as I “turned left” for the long jump down the West Coast to San Francisco through busy shipping lanes and fishing zones. Luckily, on the subsequent voyage, I never got seasick, so rather than nausea, I was just annoyed by the incessant beeping of the overzealous alarms.
HEAVING-TO
The practice of heaving-to went from theory to reality on this adventure. The wind continued to build with the second night offshore. Rather than bouncing across the sea at full speed and without a deck watch, seasick and uncomfortable, I decided to heave-to. I reefed the main down to the second, lashed over the
tiller, put away the wind vane, and rode out the night. Sampaguita heaves-to with the main alone due to the full keel and a high bow, providing plenty of windage to prevent accidental tacking. Inside, I lay there, queasier than ever, just waiting for a knockdown.
The boat did fine. There would sometimes be a big bang and slight lurch as a wave broke against the hull, and I would think, “This is it.” But, no, the water would just run across the deck noisily. It all sounds so loud and intimidating inside the drum-like boat. It was just the beginning of learning and understanding Sampaguita’s limits—and importantly, my own—in heavier weather; and the adage that “the ship is often fitter than the sailor” rang true. Over the next year, my confidence increased. If this all sounds like a lot of hard work, it is. No worries, after the offshore segment, I landed at Hot Springs Cove and soaked alone in Ramsay Hot Springs under the moonlight to reward myself.
SAILS AND RIGGING
I understood the importance of thoroughly working through anything I had changed with the boat. The same gear worked for years without a hitch. As
A broad reach in Shelter Inlet of Clayoquot Sound.
soon as that gear was changed, I expected surprises. All boats are custom, with a good chance the exact part is no longer available, and its replacement presents a handful of subtle differences, no matter how similar they seem.
Case in point: I bought new sails. The 100% jib had a different stainless-steel clew ring than the previous one. The old jib clew ring was metal but rounded with nylon to soften the edges. It gave me no issues for ten years, and since I had never bought new sails before, this subtlety went over my head at first. This new clew ring was a quality and oft-seen piece of gear but had a hard edge that started catching on the strands of the starboard main shroud when tacked. An annoyance, initially not much considered, it quickly got scary. I was short-tacking up Trincomali Channel in the Gulf Islands on the eastside of Vancouver Island in 13 knots of wind, having a grand sail, when the clew ring started significantly hanging up. In addition, the leech line cleat had begun catching on the same shroud. Eventually, the jib positively fouled, backwinded, loaded up, and pulled the shroud several inches out of alignment until the sail finally let go. The shroud complained with an unnerving “SSPPRRRUUNNGGG!” It was scary enough that I used the old jib for the rest of the shakedown.
On my return, the sailmaker graciously changed this clew ring out for an end ring, changed out the leech line cleat for one with a smoother profile, and added some
chafe protection, which all worked great. I even changed out the marred shroud as an added precaution. I wanted to start the Pacific voyage without blemishes in the rig. Since I was on home turf and used local vendors for my sails and rigging, fixing these issues was quick, easy, and economical upon return. The sailmaker fixed the clew as part of his guarantee, and a new shroud came from my favorite rigger.
This particular situation alone made the shakedown worth it. Much of the cruise was learning and familiarity. This, however, fell into the “break some stuff ” box. Without a shakedown, these issues and subsequent repairs would have occurred in San Francisco, Mexico, or
The new jib originally had a stainless-steel clew like this one.
the Marquesas. As I later observed with fellow cruisers, those options would have been more costly, slower, and less friendly.
SELF-STEERING WIND VANE
The freshly installed self-steering wind vane proved itself a most valuable player and gave me confidence it was up to the task required in its future of 24/7 voyaging and trade winds. It worked like a charm for the three-day and two-night offshore stint. The vane loved to steer the boat in following winds and was simple to deploy and adjust, provided I had the proper amounts of sail up. The vane was a last-minute, bite-the-bullet addition, and I couldn’t have done the voyage without
The sailmaker changed the clew to this end ring. The author added the piece of hose as a chafe guard from the pole. Also, notice the extra chafe protection on the sail.
Sampaguita at anchor in Dixie Cove.
it. I mentioned I was queasy much of the shakedown’s offshore segment, but the vane was unphased.
THE OUTBOARD
I learned the limitations of the new and less powerful Tohatsu 6hp outboard engine. I previously used an 8hp Yamaha high-thrust motor, but it had developed corrosion in the tilt and lifting
mechanism. It was an excellent engine and pushed Sampaguita at hull speed, but at 105 pounds, it was a lot of weight hanging from the transom of a 20-foot boat, visible by the slight deformation it had undergone in the 15 years it was on.
The new Tohatsu weighed 61 pounds. When I realized I had to install a selfsteering wind vane, I decided to lose weight in the engine to gain weight
with the vane. I had chosen a Windpilot Pacific Light because it was the right size for small boats. I had to have a bracket manufactured to accommodate the transom-hung rudder, with the whole installation weighing around 50 pounds. The new engine had less power and top speed. I learned its operational sweet spot for Sampaguita was about 3.5 knots. This medium throttle would keep the engine from bogging down while pushing a 7,000-pound, fully loaded, full-keeled boat. More throttle was diminishing return, achieving at most 5 knots under easy conditions. But then, it was much louder, with twice as much fuel consumption, and created significant variability in operational hours with a 31-liter fuel capacity to consider.
CRAB (OR IS IT LOBSTER?) POTS
A crab pot, which would be a lobster pot in Mexico, became a continual reminder as I traveled south. I was arriving in Port Renfrew, near the entrance of the Strait of Juan de Fuca, when a squall set in. Approaching the marina, the first of the shakedown, I carelessly got the rudder
The self-steering wind vane at work on the Pacific.
"A day's joy of Pacific Northwest cruising comes to a head at a peaceful anchorage," as here in Melanie Cove, Desolation Sound.
hung up on a crab pot line. Snagging a pot has happened before under relatively benign conditions but never under heavy wind. The pot anchored the boat by the rudder, and the pressure of the float had the line very taut. There was too much pressure to pull the line up and cut it. Finally, I hooked onto the line to push it down and off, reaching through the wind vane bracket for the best angle. Sure enough, the line came off, the boat quickly blew forward, and the pot line sprung back, taking the boat hook with it, bending and breaking it against the bracket. Shoot. I knew that was going to happen.
The value of the crab pot lesson came into its own when reaching the west coast of Baja, Mexico, where the main local commercial fishing endeavor is lobsters. Nearly every bay entrance is a minefield of pots. There is likely a 30foot lead of floating polypropylene line (not leaded) upwind or up-current of the buoys. I remembered the crab pot lesson whenever entering a bay under power, at night, or with a strong breeze.
WRAP-UP
Sampaguita’s Vancouver Island shakedown session was an expedition unto itself. New equipment, experiences, and techniques made for exciting learning. It gave me that final bit of confidence that she and I were ready to take on bigger things, the work put in, and the gear sorted out. Though this article primarily presents a technical perspective about preparing and practicing for even bigger voyages, the shakedown was not without romance. A day’s joy of Pacific Northwest cruising comes to a head at a peaceful anchorage. New-to-me spots—remote-feeling Clark Island Marine State Park in the San Juans; the secluded southern arm of Secret Cove on the Sunshine Coast where I dropped the hook after crossing the Strait of Georgia; or Charles Bay, tucked in, north of Eclipse Islet, unbothered by the swift current of nearby Blind Channel—offered fresh flavors in familiar surroundings. Anchoring in Alert Bay and exploring Cormorant Island’s Big Tree Loop trail were firsts and worthwhile alternatives to nearby Port McNeill. Lest we forget two nights in Hot Springs Cove in Clayoquot
Sound, pampering myself after my first “landfall.” Cruising in this region really provides too many highlights to name.
And there is the joy of the process. Upon returning, the sail clew was adjusted, the damaged shroud changed, I bought a new boat hook, serviced the outboard, hauled the boat for inspection and bottom paint, and counted my days to the proverbial “left turn.”
Joshua Wheeler has lived and sailed on small craft for over 15 years and 25,000
nautical miles. Credits include a 2019 transit of the Northwest Passage aboard Breskell, two solo circumnavigations of Vancouver Island in 2018 and 2023, the Inside Passage to Alaska in 2022, and a Pacific tour in 2023-24. He holds a USCG 100-Ton Inland Master’s license and 25-Ton Near Coastal, has a recurring column in ‘Lectronic Latitude and Small Craft Advisor’ called The Resourceful Sailor Series, and enjoys local small boat racing with the Port Townsend Sailing Association.
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by Joe Cline
J/70 MIXED-PLUS NATIONAL CHAMPIONSHIP
A CONVERSATION WITH WINNING SKIPPER DALTON BERGAN
The J/70 one-design activity in the Pacific Northwest continues its meteoric rise and, on June 13-15, the booming fleet celebrated its first National Championship regatta in the region—the Mixed-Plus Nationals—hosted by Corinthian Yacht Club of Seattle.
The 22.5-foot J/70 is beloved for many reasons, but one is that it can be well sailed by just about anyone. This is not a ‘hulking bros only’ kind of a boat, with its comparatively light line loads and the restriction that only two crew may hike with their legs out. It is designed to be enjoyed by sailors across a wide array of ages and physical capabilities. The Mixed-Plus category is all about leaning into that idea and encouraging participation from women, children, and families sailing together. Mixed-Plus entails that no crew (typically four or five sailors) shall include more than two males over 18 years old.
So it was that the fleet assembled for a fun three-day national level regatta out of Shilshole Bay Marina. Seventeen boats participated in the event, most of which were local boats with local crews, but a few traveled from the North Sound contingent, as well as the Hood River area, and California. The fleet included some of the region’s most accomplished sailors, and racing promised to be tight and competitive, but friendly— as is the custom in the “J/Pod.”
On the whole it was a fairly light air regatta. Friday had the best conditions, with a consistent 8-10 knots of breeze and four races scored, enough to do some wing-on-wing sailing with the spinnakers (just referred to as “wing” in J/70 circles). Everything else was sailed in 5-8 knots, with variable breeze allowing for only one race on Saturday, and two more on Sunday. Fast forward to the end of the weekend, and Dalton and
Lindsay Bergan’s Mossy stood atop the podium, with Boris Luchterhand’s Riff and Michael Goldfarb’s War Canoe one and two points behind, respectively.
Dalton and Lindsay are some of the best known and most decorated sailors around, and their trophy case includes wins at the 2022 Tasar World Championships, which they sailed together, and a win for Dalton sailing solo at the RS Aero Worlds in the same year. They only acquired Mossy in January so they’re still getting to know the boat, but it’s no surprise that they’re quickly near the top of the competitive J/70 fleet, especially with their experienced crew of Ben Glass and Regan Edwards.
It’s always interesting to talk with Dalton and learn what he is seeing and thinking about when it comes to boat racing, and
Mossy sometimes had a slight downwind speed advantage over their closest competitors, and Dalton noted the importance of carrying quite a lot of luff curl in light air.
48° North had a chance to catch up with him shortly after he skippered Mossy to this Mixed-Plus National Championship victory.
One of Dalton’s first observations was about the venue characteristics, and how they differed on Puget Sound from where the Seattle fleet is typically based at Leschi on Lake Washington. Adding to the intrigue of sailing on the lake are the big shifts and pressure differentials paired with shorter courses, which can mean more variation in the results. Dalton says, “It’s really competitive and fun, a lot of boats can win a race.” On the Sound for this regatta, the conditions provided more consistency on longer courses, which he described as creating, “more of a boat speed factor.”
In such tight one design racing, the speeds were very even, but on longer courses, a few boat lengths here or there are tough to recover. Dalton felt “Riff had a speed edge on us most of the time upwind,” especially when the wind got light; though he also noted, “War Canoe was probably the fastest upwind overall.” When the breeze came up a bit, he found the speeds between the top portion of the fleet to be very equal.
Boat speed is the outcome of a host of factors, and the Bergans displayed predictable savvy in their effort to solve that ever-changing puzzle. Even in their short time with the boat, they are customizing their set-up, starting with the rig settings in the tuning guide but quickly adapting those settings for their specific mast. Dalton also cut their shrouds down so that they could rake the mast more and still have enough adjustability with rig tension. He says of their boat prep, “It’s nothing huge, but it all stacks up.”
Ruminating on the things they’re learning about the boat while getting up to speed, Dalton described the dynamism with a narrow wind range between being under- and over-powered. “It’s interesting that the boats go from underpowered up to about 7-8 knots, and there’s this small 8-, 9-, possibly 10-knot window when you’re correctly-powered, and then at 10 knots you’re definitely overpowered. So you could be transitioning from underpowered to overpowered in puffs and lulls on a beat.” He continued, “It’s a narrow boat without much righting moment, and you sail it really flat. You can’t pinch to get yourself a lane, pretty soon you’re just going to start sliding.
If your target speed is 5.7, maybe you can get to 6 knots, but if you’re below 5.4 knots, you’re all of a sudden sliding sideways.”
Another challenge in the breeze band for this regatta is that you need to have the mainsail fairly stalled, meaning there’s a lot of feel and not much visual feedback. A top sailor in the fleet, Jen Glass, was trimming on War Canoe, and shared with Dalton that she was stalling all the main telltales except the very bottom one.
Dalton observed that Mossy had a slight speed advantage downwind some of the time, of which he said, “Ben’s a really good spinnaker trimmer. The pole on the boat is a little short from what I could tell, so you’ve really got to keep the kite pretty loose to keep the gap between the main and the spinnaker open.”
In lots of ways, Ben’s background on the J/70 was extremely valuable for their team. “Ben’s done a lot of J/70 sailing over the years,” Dalton said, “he was very instrumental in knowing how to set the boat up and do the maneuvers.” Notably, he helped illuminate some of the best practices for boat handling when getting on the wing. For example, depending on whether you’re jibing the kite or main to get onto the wing, you want to either roll the boat or keep it dead flat—and Ben’s knowledge fast-tracked dialing those moves in for the Mossy team.
As happens when fleets grow to a certain size, there’s not just one race taking place, but rather great little battles within different segments of the fleet. No one was relegated to DFL in every race, so there were always places to be exchanged and close crosses and roundings, from the front to the back of the fleet. Still, by the end of the first day, the top three had already started to distance themselves from the pack in terms of scoring, and that would remain true through the last race.
Dalton praised local J/70 coach, Ron Roserberg, for his great work with fleet growth, skill development, and the cohesive community dynamic. Dalton appreciated “the open debriefs” after racing and how much Ron focuses on the question, “How do we help everyone get better?” Even a racer as experienced as Dalton picked up some rich food for thought in the debriefs, like the suggestion to have more patience when building speed after maneuvers, or some ideas about VMG thresholds on and off the wing. ”If you’re going 6.5 knots or more downwind, you should probably be thinking about winging; and if you’re winging and going 5.5 knots or less, you should be going off the wing. Those are interesting numbers to consider.” Throughout the fleet, Dalton said, “Everyone is generally psyched to be there and work together.”
This will certainly not be the last major J/70 regatta to be held here in the Pacific Northwest, so it will be exciting to continue to track the fleet’s growth and activity in the coming years. For now, the class's first National Championship held in the region is in the books, and it was a big success, a lot of fun, and a terrific learning experience for all involved.
Full results at www.cycseattle.org
Photos by Dennis Pearce.
This event was classic "J/Pod" racing, with very close competition and a spirit of friendliness on the race course.
ANCHORS, BREAKAGE, BUILDING BREEZE AND DELIGHT
SWIFTSURE 2025
by Peter Salusbury
Just when you think you’ve seen it all in the Swiftsure International Yacht Race, the 80 th anniversary event delivered another unique experience for the 98 competing yachts—an anchoring party!
Things got underway on a beautiful sunny morning with a light southerly and tricky currents making it a challenge to get the time and distance right at the start, and a few boats suffered over-early starts. The light air miles to Race Passage featured a close jib and spinnaker reach into the William Head shoreline, but as you got closer, the flood current started to build, forcing fleets to get in along the shore and take advantage of an eddy.
TP52 Smoke and GP42 Zulu 5 got to Race Passage first and were able to break out in the strong current with enough southerly breeze to make some progress southwest into the Strait. Aboard the Riptide 35 MKII, Longboard, we were in the next pack of
An anchoring party is not part of anyone's vision of a perfect Swiftsure, but it'll be remembered for a long time!
boats with sistership Terremoto, Mist, Glory, Joyride, Maelstrom, Free Bowl of Soup, and Tachyon. The southerly died as we approached the adverse river off George Point. It was clear there was only one solution—get the anchor out. We were one of the first to set our anchor alongside Terremoto and then, one by one, the fleet stacked up on anchor behind us. At one point we counted 21 boats anchored no more than 10-feet from each other making it an interesting couple of hours as we swung around, enjoyed lunch, used boat hooks to keep the kelp beds from fouling our rudders and keels and, for a few, employing engines to avoid collisions.
Out in the Strait, Smoke, Zulu 5, Mist, R/P 55 Scatteraction, and Andrews 77 Mach II looked good while the southerly held, but all got washed back eastward in the current.
After a couple of hours on anchor, the forecast westerly built and it was a three-ring circus as we all hoisted jibs, pulled up anchor, and ‘re-started’ the race in close proximity.
We played the shore almost all the way to Sheringham Point
Eventual overall winners, Terremoto, leading Longboard.
Photo by Richard Marshall.
Photo by Richard Marshall.
Photo by Bob Law.
looking for current relief before taking the long starboard tack to the American side, as the westerly shifted slightly to the west-northwest and built into the low 20-knot range. It was a classic westerly Swiftsure beat out to Neah Bay. Unfortunately for us on Longboard, it came to an abrupt end when our port D2 shroud elected to unthread and detach itself from the spreader tip. With no more port tacks in our future, we elected to retire, thankful we noticed the problem and didn’t lose the rig.
The leg to Neah Bay culminated with a tactical layline battle between a lead pack consisting of SC52 Rosebud, Riptide 41 Blue, Riptide 35 Terremoto, Club Swan 42 Free Bowl of Soup, and SC 52 Escargot as the light faded, the breeze lightened, and the tide slowly turned to the nighttime flood. Rosebud was the first around. On the return, the front portion of the Cape Flattery fleet enjoyed a fast run home in the relatively steady westerly breeze, while the late arrivals found dwindling pressure. The Swiftsure Bank course fleet saw the wind die after Cape Flattery and they all had a slow night to Swiftsure Bank, and only 2 of 7 boats headed for the Lightship were able to finish.
Flying back to the barn, boats found increasing pressure as they went farther east and crossed the Canadian side. The two Riptides, Terremoto and Blue, legged out on their competitors, putting more than 5 miles between themselves and the chasing pack, and finishing well ahead in the early hours of Sunday morning.
Meanwhile, back closer to Victoria, another fun story was unfolding. Here’s a snippet of Stephanie Campbell’s report from the Swiftsure Inshore Race: For the Swiftsure Inshore, there are 20 different possible courses, ranging from 15 to 30 miles. Adding to the intrigue, the course is not announced until right before the warning signal. When our 17-mile course was finally announced, we learned that it would be up to the VH Victoria Harbour mark, and then around the shoals in the vicinity of Cadboro Bay, before finishing in front of the Royal Victoria Yacht Club.
We got to the middle of the line as best we could, hoping to be able to hoist the kite in the southwesterly. Our friends and sparring partners for the day, Joy and Stuart Dahlgren, started at
the pin with their Moore 24 C moore.
I think we arrived at VH first, but it was hard to keep track because there was a lot of cat and mouse between Wild Rumpus and C moore. One of us would catch something good and scoot away, only to cross a tide line or get sucked up in a hole. We flew kites for the majority of the race in the changing conditions. With light winds and a lot of current, it was a game of snakes and ladders. Hugging the shore along the islands and reefs as you passed them was a pretty good plan, until it wasn’t.
We were focused on the back and forth exchange with the Dahlgrens, and then we saw a boat way out on the horizon. Could they be in the race? The shape of a J/70 sail plan emerged, and they were coming our way, ahead. Jeremy Whiting took the clever long way around on Mini Mojito, and finished first. C moore found the inside corner at Cadboro Point and got us at the end. Congratulations, friends! It was a fun day on the water.
On the Swiftsure Lightship Classic course, John Bailey’s beautiful and fast Sir Isaac won on corrected time over Ged McLean’s Hana Mari who was first to finish. In the very competitive Cape Flattery ORC fleet, Bill Weinstein’s Terremoto was first on elapsed, overall corrected time, and in division 2. Around the ORC fleet, division honors went to Rosebud, J/111 65 Red Roses, and J/109 Double Time. In the Cape Flattery Monohull PHRF fleet, J/105s owned the podium with John Atchison’s Moose Unknown winning for the second year in a row. In the Juan de Fuca Monohull PHRF fleet, Swan 46 Setri continued their winning ways this spring by being first on elapsed and corrected time; and in the Juan de Fuca Multihull PHRF fleet, it was impressive to witness first-hand the speed of Nige Oswald’s Kelona in full send, finishing first on elapsed and corrected time. In the Inshore Division, the local experts on the Moore 24 C moore took the top spot on the podium; and the Inshore Cruising Division champion was Dan Tedrow’s Resolute. Swiftsure is a special event for all of us who make the pilgrimage each year to Victoria, and the nice weather this year made it just that much more memorable.
Full results here: www.swiftsure.org/results
The author's Riptide 35, Longboard, playing the eddies along shore in light air, prior to a shroud failure ending their Swiftsure prematurely.
The Wild Rumpus crew enjoying the Inshore course, with Dylan on the bow (left) revisiting the Inshore version of Swiftsure he sailed as a young boy.
FIRST TIME AROUND
A NEWBIE’S VAN ISLE 360 ADVENTURE
by Lizzy Grim
Being an avid racer in the Pacific Northwest, the Van Isle 360 has been on my bucket list for quite some time. This year, the stars aligned and I was finally able to do the race on First Light, a gorgeous Bruce Farr designed Beneteau First 47.7 skippered by my friend Scott Kanlyn. Scotty just bought the boat last year and we’ve had a lot of fun getting to know her with the goal of doing more offshore and distance racing.
I have not been offshore since doing the Clipper Race in 2022, and I have been missing ocean time and boy howdy did the 360 provide. Much fun was had on and off the water and as always happens with an extended journey like this, some wonderful new friendships were formed and old ones strengthened.
Our adventure started in the fall with planning and continued over the winter. We sailed Round the County and Swiftsure in the lead up to the Van Isle 360, to learn the boat and test ourselves. Preparations involved a ton of safety stuff including attending the excellent Safety at Sea course put on by The Sailing
Foundation. A new mainsail and two new jibs from the sail loft where I work, and lots of modifications to the boat and running rigging improved our prospects for speed and efficiency. Team meetings and countless emails and chat threads kept our heads in the game and on the same page.
At long last, the end of May arrived and we were ready to set off on this big endeavor. My journey began at Kenmore Air with many fellow Van Isle sailors sharing in the excitement. Flying into Nanaimo gave just a taste of the scenery to come, and reminded me that I need to get more serious about planning to take my own little boat up north to play.
Seeing the fleet together for the first time was awesome, battle flags were flying and people were doing last-minute preparations on their boats. After a skipper’s meeting and welcome party, prudence inspired early bedtimes, for everyone except perhaps Dan Kaseler and his intrepid crew, whose sprint to get the mighty Melges 30 Maelstrom ready continued into the eleventh hour, but made the start line looking sharp nonetheless.
I appreciated the race committee’s thoughtful and methodical prestart organization, including an acknowledgement of the different First Nations peoples whose waters we were sailing, and a roll-call to check in each boat and the number of souls on board. This process reduced VHF chaos and meant there was an opportunity for some cheekiness at the check-in. All the fleets started together every day, which made for excitement at the line as there were big TP52s going toe-to-toe with smaller boats like Lindsey Lind’s Beneteau First 30 FireWing.
It was absolutely stunning sailing up the inside of the island. The first couple of days gave wind that was in the low double digits, enough to move the boat but not get too crazy. This afforded the opportunity to do some headsail changes and I got to figure out how to rig a second tack attachment point so we didn’t have to be bareheaded during the change… more speed!
We saw wildlife including orcas and humpback whales, porpoises, sea otters, countless sea birds, and gigantic bald
The author (left) was thrilled to get back offshore with a great crew.
The organization and Tetris to get the Van Isle 360 fleet to fit into small marinas is remarkable.
eagles. The landscape was varied and beautiful and kept getting more gorgeous the farther north we went, a crescendo of mountains that flowed into the water. The tides and currents made for challenging decision making and navigation. Of course nowhere was wilder than the infamous Seymour Narrows—we had a pleasant transit through, but having seen what it looks like, I don’t want to ever be caught there in a rowdy tide!
The spiciest day of the inside legs was the start in Deepwater Bay heading to Port Neville. The wind was howling and some boats flew their storm sails, the two Seattle TP52s, Mist and Smoke, opted to start the race on jibs only. Given how sensitive those boats are, I don’t blame them. We had an epic time making our way in the wind and waves, as Johnstone Strait lived up to its reputation. We learned a lot about how the boat handles in different winds—she really likes to stretch her legs and punch through the heavy stuff. We later found out that the race committee had planned to bring treats around to the fleet anchored out in Port Neville, but opted not to when a
boat came in where they were moored with blown-out windows.
Along the way, we got to utilize some field repairs, most notably on our vang when the mounting plate started to crack. There was some clever deployment of Dyneema lashing and some bolts from the hardware store in Port Hardy. In Port Hardy word got out that I had brought my trusty blue Sailrite sewing machine and sail repair supplies in our van, and was able to supplement time off work by doing sail repairs for a few other boats in the fleet.
Port Hardy was also a fairly major changeover point for some boats with the inshore and offshore crews swapping out. We said see you later to three crew and got two new crew for the offshore fun on First Light
After many consecutive days of upwind sailing, I was chomping at the bit to get out into the open ocean and turn left and pop the kite on the way to Winter Harbour. We tacked our way up, passed the Nawhiti Bar without too much fuss, and were off. Finally flying the kite made me very happy. We avoided kitemares
Spinnakers didn't make an appearance until the legs on the west side of the island.
and sailed past the finish in Winter Harbour just after sunset.
Contrary to its namesake, Winter Harbour was warm and lovely. Greeted with warm sun the following morning, we quickly realized sunburns were going to be the accessory of choice for many boats, second only to the cool swag available at the Outpost.
Skipper Scott was among the many sailors monitoring heavy wind brewing offshore that was sure to impact the Winter Harbour to Ucluelet leg. There
"If you ever get the chance to do Van Isle 360— do it!"
was much discussion on the dock, and the storm sails were appearing in preparation. As a skipper on a new boat with a new crew, Scott had safety as his utmost priority. We had some crew on the boat who had never been offshore, and he didn’t want to push people or the boat too far. After rigorous consideration in Winter Harbour, Scott made the decision that we would retire from the next leg and sail/motor ahead of the heavy winds and then rejoin the race in Ucluelet.
At first I was bummed about this, but once we got out into the big stuff, 35-plus knots felt like plenty and I didn’t feel as strong of a desire to be in the forecasted 45-plus that the rest of the fleet would face. We still had plenty of fun in the heavy stuff including reefing and unreefing, and headsail changes. I got my wishes of sailing in big offshore waves and getting off the pointy end to spend some time on the helm. When the wind and waves were exceptionally nasty, I had to throw my whole body weight into correcting the wheel so we didn’t round up. Some salty language was peppered with the occasional “Please, please, please!” While we weren’t technically racing, we still used the trek to Ucluelet
as a dress rehearsal utilizing the watch system. For about two days, life became eat, sleep, sail repeat—the offshore rhythm I had longed for.
We were fortunate to arrive in Ucluelet (aka “Ukee”) in the early afternoon, scoring a primo spot at the dock while we awaited our friends who were racing. It wasn’t long to wait with a breeze-on leg—some of the fleet arrived before night fell, so much for an overnight leg. Ucluelet is both a welcoming and stunning area that afforded a lot of sightseeing and surfing as well as some guest appearances including my lovely partner Matt who came up to enjoy the surf and hang out. Ukee was the last stopover where the entire fleet would be together, so there was a big dinner with an open mic that we all enjoyed.
It’s a tale as old as time, but we don’t love our ORC rating since we owed most of the rest of our competitors in Division 2 time. With the exception of a couple of notable days, much of the racing was in medium wind, and our big heavy girl is a bit of a diva who doesn’t like to move quickly in lighter air. We didn’t make the podium for any of the legs, but that’s ok as we had a really good time, ate well,
and enjoyed luxuries others could hardly imagine (two heads!). We had a very tough class with some legendary boats like Joyride who sailed an impressive race even with the epic flier they took on the last leg to Nanaimo, winning our division and the overall. Other notable performances included the Canadian X44 Phoenix, Express 37 Kodiak Express, and Jonathan McKee’s Dark Star—all won their divisions.
If you ever get the chance to do the Van Isle 360—do it! The experience is one of a kind. None of this race would have been possible without the amazing work done by Jeff and Sylvia Motley and their team, and the incredible coordination both on and off the water of race crews and our beloved support roadies.
I am grateful to have wound up on a boat that had a really good time and also took care of each other. My heart is still full and my head is still buzzing from such a big adventure. It was fun for me to get to teach some new tricks like racing headsail changes and letterbox douses. Scott did a good job of assembling a crew of people who can do multiple things on the boat, so it meant we got to crosspollinate and enjoy a diverse experience. He’s an awesome skipper who doesn’t treat any job on the boat as below him, cleaning the head and making tasty meals. I can't wait to see what's next for this team.
Full results at: www.vanisle360.com/2025-results
Even with stopovers, the offshore spirit of self-sufficiency and creative field repairs was alive and well throughout the event.
OLSON 30 WITH TRAILER FOR SALE
Johnson 8hp 2stroke. Trailer refurbished in 2018 with new spindles, wheels, fenders, electric brakes, uprights, and keel pad. Dacron main and 105 jib. 2x racing mains (1 lightly used). #1,2,3 racing jibs. 2x spinnakers. Baltoplate bottom. Canvas boom tent and bow cover custom made in 2019. Sails in workable condition, serious racer will want to replace the #1 or #2 » Contact Kevin • kevnavy04@gmail.com • $11,000 $11,000
$60,000
$20,000
1981 28+ ERICSON ELECTRIC MOTOR SLOOP
Edmonds, end U dock. NEW: electric motor/controller (THOOSA 7000), 12 Dragonfly 24V 50Ah propulsion, 48V system, max prop, sails, lazy jacks, dodger, whisker pole, canvas, life lines, cushion covers, hatch, sensors, propane tank & more. 28 nm range at 4 kts. Solar panel array. Zodiac 320. New Head. Bottom Paint/zincs 8/23. » Contact Susan S. Miller • (206) 605-3433 • susansmiller@mac.com • $20,000
$88,000
1983 COMFORT 38 MOTOR SAILER S/V MARTHA ROSE
Ketch Rig, Coastal Cruiser. Ed Monk Design, 1 Owner, 1994 6B Cummins-3700 hours, Twin Disc Gear, 2010 4 Blade Vari-Prop, 2021 Garmin Radar/Fish finder, Furuno Fish Finder, Ray Marine Auto Pilot, Dickinson Pacific Stove, Ventura 150 Spectra Watermaker, 2 state rooms, 1 Head w/bathtub, 8 ft. Custom Skiff, Suzuki 6HP 4-stroke Outboard. » Contact Dean & Kopi Carmine • skamokawapete2014@gmail.com • $88,000
CAMPO DESIGN '81 34'x11'x6' WOOD CUTTER ABRAZO EXPEDITION YACHT
150 hrs. Beta diesel. 140g. water 160g. water- all stainless tankage. Fleming Globemaster vane, Skookum Canvas dodger/boom tent all chain rode, 2 8-D batteries, solar. 12 v. Fridge Freeze. Single side band, woodstove. Fir deck. » Contact Michael Nurco • (907) 738-0927 • albatrossalaskacharters@gmail.com • $60,000
2003 JEANNEAU SUN ODYSSEY 40
Amazing performance cruiser for Salish Sea or offshore. Blue water vet: Mexico, Hawaii and Alaska. Excellent condition with all the gear: near new Yanmar 4JH57 (160 hrs) direct drive; aux fuel tank; MAX prop; watermaker; ESPAR hydronic heat; RADAR; AIS; power winch for main, Etc. Does it all with ease: single handed, with crew or family. Contact for full listing info. »Contact Dave Stromquist • (360) 606-9043 • dstromquist@comcast.net • $135,000 $135,000
$48,000
GRAND BANKS 36 CLASSIC ~ 1969
This is a nice, clean specimen of the Northwest woodhull classic. We’ve enjoyed our six years with Leonor and are ready to pass her along. We have lovingly upgraded her systems and surfaces, and keep her in a covered slip in Edmonds. She’s ready to go cruising tomorrow. More photos and specs on Craigslist. » Contact Kevin • (312) 909-9802 • kevin@horan.net • $48,000
$60,000
$129,000
CT49 - OCEAN CRUISING LIVEABOARD SCINTILLA
Ocean cruising liveaboard whose every owner since new has used her for that purpose. As such, she has been equipped, maintained and updated for that purpose constantly. She is ready for her new owners to continue that mission. This is a lot of boat for the money. www.yachtworld.com/yacht/1986-ta-chiao-ct-49-9451679/ » Contact Christopher P. Harry • (206) 503-9568 • sv.scintilla@gmail.com • $129,000
$8,500
CAMPO DESIGN '81 34'x11'x6' WOOD CUTTER ABRAZO EXPEDITION YACHT
150 hrs. Beta diesel. 140g. water 160g. water- all stainless tankage. Fleming Globemaster vane, Skookum Canvas dodger/boom tent all chain rode, 2 8-D batteries, solar. 12 v. Fridge Freeze. Single side band, woodstove. Fir deck. » Contact Michael Nurco • (907) 738-0927 • albatrossalaskacharters@gmail.com
• $60,000
$10,000
$110,000
1983 PASSPORT 40
This is a world capable yacht, ready to take you cruising. Beautiful yacht in really good condition. She is cutter rigged with oversized rigging and extra cockpit winches. Major equipment has been replaced or renewed. She is cruise equipped. Location is Orcas Island, WA. » Contact Tom Owens • (360) 632-8896 • svlandsend@yahoo.com • $110,000 (Private Sale)
2016 BILL GARDEN TOMCAT 12' CATBOAT
“TOM” is a Garden 12’ catboat he designed for himself. Port Orford cedar carvel planked on bent white oak frames, epoxy encapsulated, BRZ fastened and epoxy glued. Hull covered with 6 oz glass cloth, deck and cuddy with Dynel. Sitka spruce mast and spars. Dabbler sail. Full cover. TrailEx alum trailer. Located Camas WA. » Contact Ronald Render • (619) 817-5669 • boatman.usna@gmail.com • $8,500
$49,900
Master Mariner award winning, designed by William Starling Burgess/Stone built. Wooden hull. Roller furler. Flame totally restored in 2015. Complete survey in 2023 available. “A Sailor’s Sailboat”. Located in Richmond, CA. Classic wood racing sloop. » Contact Bob • stefroche916@gmail.com • $49,900
25’ GAFF RIGGED CUTTER S/V TULLAMORE BUILT IN PORT TOWNSEND (1997)
A William Adkin designed gaff-rigged cutter built at the NW School of Wooden Boat Building in Port Townsend circa 1997. She is 25’5” LOA, with a 7’10” beam and 3’10” draft. She carries four sails and easily sleeps three. She is powered by a low-hour 15hp Yanmar diesel with Raymarine ST2000+ auto pilot, Garmen Echomap DV with GPS and depth indicator. Needs a little TLC. In La Conner. » Contact Ross Mayberry • (206) 735-9592 • rossmayberry13@gmail.com • $10,000 OBO
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32' 1977 FALES NAVIGATOR MOTORSAILER
The Fales Navigator is a “stretched” version of the Willard Horizon. This boat is basically a small trawler with a sail rig attached. This boat is well-maintained and ready to cruise. It has a very reliable 4 cylinder, Perkins 4-108 diesel engine with 73 gallons of fuel tankage. It sleeps 4 comfortably and has a full galley. Includes an 8’ Livingston dinghy with a 3hp Johnson outboard. » Contact Jay Hanson • g1jayh@gmail.com • $26,000
$98,656
GRAND ALASKAN 46
Hull 15 Built Hong Kong Mahogany plank Yakal frames designed Art DeFever. Recent hull survey. Princess propane Nova Kool fridge freezer deep freeze washer dryer Espar, two heads separate shower 350 gal water 780 gal diesel 120 Lehman diesels Raymarine C140W Radar 380 W solar Victron controllers. A great little liveabourd ship with fuel efficient hull » Contact Denis • denis@deniswoodske.ca • $98,656
This gorgeous Bermudian Double Ended Yawl was designed by Paul Gartside, built by Jespersen Boat Builders in B.C., Canada and launched in 2012. The Hull is Cold-Molded with Western Red Cedar, Douglas Fir, Fiberglass and West Systems Epoxy. The boat is beautiful, incredibly well-built and ready to sail for any horizon! View article: https://www.woodenboat.com/onlineexclusives/la-vie-en-rose » Contact (360) 316-9370 • Rob@PortTownsendBoatCo.com • $269,000
VESSEL MOVING
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MARINE EQUIPMENT INSTRUCTION
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66’ GORBON 66 ’97
.................... $425,000
“BAJAVENTO” A luxurious performance vessel that can easily be sailed shorthanded. Professionally maintained. Cruise in style and comfort.
46’ TAYANA 460 PILOTHOUSE ’02
$315,000
.........................
“PEREGRINE”One owner boat custom-built for seller. She has sailed the South Pacific and is updated and ready for another extended cruise.
37’ ISLAND PACKET 370 ’08
$239,000
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“PELICAN” Extensively upgraded, fully equipped, and maintained to the highest standards. Better than new and ready to go right now!
70’ SANTA CRUZ 70 ’85 $250,000 “CHARDONNAY III”Turnkey Subchapter T vessel ready for business. Swift boat with charter slip and management available.
54’ ROBERTS 54 ’79
$225,000 “SPIRIT” Rugged bluewater vessel designed for comfort and safety. Nicely upgraded. Certified up to 42 passengers.
53’ SOUTHERN OCEAN GALLANT 53 ’70 $139,500 “AUNTIE” Beautiful lines and superb proportions. No crew needed. This one completed a solo circumnavigation.
46’ HUNTER 460 ’00
$119,500 “ALE ER RON” Versatile yacht for liveaboard, easy daysails or serious ocean passages. Reasonable offers considered.
36’ BENETEAU FIRST 36.7 ’02 $88,000 “ATHENA”Performance-oriented cruiserracer with recent new engine with sail drive and new standing rigging.
There is likely no better Amel 55 on the market than Vivace. Under the present owner, she has been fully shaken out and tuned up, with recent voyages to Alaska and Hawaii under her belt. She shows pride of ownership and a pilot’s attention to detail and preventive maintenance. With the desirable two-stateroom layout in beautiful light oak, Vivace presents an excellent opportunity, particularly for a buyer who will keep her in home waters. She is fully up on maintenance, with engine service, rig tune, winch service, bottom paint and Prop Speed in 2024. Highly optioned, she features a full 110v North American electrical system as well as 220v systems (plug into 50 amp 230v and 50 amp 125v and 30 amp 125v shore power), hydronic heat, air conditioning, upgraded generator and electronics packages, backup autopilot, electric furling, winches and davits, hard dodger, solar panels, sun awnings and cockpit enclosure and all the other popular options.
