April 2021 48° North

34 C RUISING TO BLAKELY ROCK

38 D ICK ROSE, PART TWO

APRIL 2021

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APRIL 2021

APRIL 2021

FEATURES 30 Wake Up Time

Experts share tips to get your boat out of its winter slumber.

48º NORTH

34 Blakely Rock: A Low Tide Paradise

The wonders of cruising to this tiny, seldom visited island.

By Elsie Hulsizer

38 PNW Hero: Dick Rose (Part Two)

Exploring this hero’s commitment to youth sailing in the PNW.

By Joe Cline

COLUMNS 20 How-to: DIY Window Insulation Solution

A simple, inexpensive approach to try this spring or next fall.

By Alex and Jack Wilken

22 Lessons Learned Cruising

Fresh starts in the spring — coolant flushes and cruising plans.

By Behan and Jamie Gifford

24 Tech Talk with SeaBits

Testing and documenting your boat’s power system.

By Steve Mitchell

26 New Column: Diesel Deep Dive Shifting the marine repair paradigm.

By Meredith Anderson

RACING 42 Center Sound Series: Blakely and Scatchet Big breeze and big fun to kick off CYC’s spring tradition.

44 Islands Race: Southern Sound Series #4

Gig Harbor's Southern Sound finale had a bit of everything.

45 PMYC Jim Depue Memorial Race

Competition and camaraderie in West Puget Sound waters.

46 Girts Rekeviks Foulweather Race

A most fabulous day for sailing in the San Jauns.

ON THE COVER: Iain Christenson’s new-to-the-area Farr 36, Annapurna , is fully powered up during CYC Seattle’s Center Sound opener, the Blakely Rock Race. Breeze and sun brought smiles to all sailors’ faces, including Annapurna’s bow woman, Sofie Mravcova. Photo by Jan Anderson.

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Background photo courtesy of Jan Anderson.

CONTENTS

By Andy Cross

APRIL 2021

06

Editor HOW I MISSED THIS

Spring boating is abuzz with evident joys. With the change of seasons comes a pervasive sense of excitement for boating’s high season that makes every trip on the water feel like a step toward something even better. Yet, there’s another element that I experienced firsthand this month, and it’s my favorite part.

Spring is when we reconnect with boating pals we don’t see when we’re not engaged in regular on-the-water activities. No matter how much winter sailing I’ve done, friendships always reignite as spring sailing opportunities shake us out of our winter routines. For racing sailors in central Puget Sound, Corinthian Yacht Club’s Center Sound Series provides a catalyst. Race crews aren’t the only ones getting together on boats again for the first time in a while — cruising boats of all sizes and types are already untying the lines more often too.

This year, though, boy oh boy... It feels particularly special. We’ve had pretty solitary journeys through this pandemic. Boating’s virtues have been on display; and being on the water provided respite and fulfillment, something that felt near normal throughout these difficult times. Since it was done shorthanded, however, one of its benefits highlighted a central hardship of the past year — physical and figurative distance from others.

While we are not out of the woods and my sailing buds and I haven’t thrown all caution to the wind, broadening “bubbles” and taking to the water more frequently and with a few more people than last year appears to be the theme of Spring 2021. And it is glorious. My reunions this month have been sweeter and more meaningful than ever.

The heart grew pretty fond during this long absence, but I guess it needed to see some friendly (masked) faces to fully realize how much I missed the social aspect of playing on boats.

I have started racing with John Buchan’s TP52, Glory, again. The boat has been waiting for us for a long while — 16 months, from Round the County 2019 to Blakely Rock 2021. The race-morning vibe early this March was like a far better version of the first day of school. There was so much catching up to do, and every action on board felt fresh and new. Once we hoisted the sails, I was relieved how much the mechanics of sailing the boat came back naturally. I came home that day and told my wife, Kaylin, “The whole experience reminded me: ‘Oh yeah, this is a part of me. I LOVE racing sailboats. And I have so many great friends that I don’t see when I’m not racing.’”

Then came another invitation. A pleasure sail. With friends! Those types of invites have popped up periodically over the last year; but they were generally few and far between, and I mainly sent my regrets as I stayed extra cautious. But the calculus has shifted, and seeing and sailing with some of my most dear friends again, just for the fun of it, was an emotional experience of the highest order.

The wind was on the high end for a leisure cruise, solidly in the 20s. We reefed the main and watched in awe as my pal’s 3-year-old with nerves of steel never looked scared or complained about the cold while the boat heeled and surged through the waves. We joked and laughed, ate sandwiches, took turns at the helm, and patted whichever back or knee was nearby, repeatedly exclaiming, “THIS IS SO GREAT!” I had missed this. And, wow, did I miss these people.

Volume XL, Number 9, April 2021 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Twozdai Hulse twozdai@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Advertising Sales: Katherine Kjaer katherine@48north.com Classifieds classads48@48north.com Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery.

Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best, but submissions via mail or delivered in person are still most welcome!

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.

SUBSCRIPTIONS Subscription Options for 2021! $39/Year For The Magazine $75/Year For Premium Subscription (perks!)

Check www.48north.com/subscribe for details.

Prices may vary for international or first class.

Happy spring, one and all! Really, really happy.

Proud members: Joe Cline Managing Editor, 48° North 48º NORTH

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APRIL 2021

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APRIL 2021

Letters

10 All the Power You Need

Two Boats Make a Race

Joe – I just read your March editorial, “A Great Game” and couldn’t agree more. For maximum appeal, racing is best viewed as a beautiful game of strategy and skill that is open to all comers.

But I can’t say that I’ve ever met a sailor who isn’t a racer.

There is a racer in everyone, even if they say “I’m not a racer.”

There is an old saying that, “Two sailboats make a race,” and I’m sure many readers who consider themselves cruisers, not racers, understand that old saying perfectly well and know rules like these: 1. Don’t ever let the other boat see you looking over. You can strain your eyeballs using your peripheral vision to check out the other boat, but do not, under any circumstance, swivel your head and be seen looking at them.

2. Do not be seen making any adjustments to sheets. Winch pawls must be advanced one click at a time, very slowly, so as not to transmit any detectable noise.

3. Smiling is allowed, especially if you are making ground on the other boat, but only to the level of a smirk.

Anything above a smirk is just gratuitous.

4. If you are losing ground, look ahead and pretend the other boat doesn’t exist.

5. When your partner comes up from below to ask about the boat that just passed, simply reply “Oh, I didn’t notice them, I was just enjoying my sail.”

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Hi Joe, I read the March edition and saw the blurb about CYC and MYSail partnering to put on sail camps and classes. I’m really excited to see the CYC program grow and think their new junior sailing director, Annie Sorenson, is doing a terrific job.

However, it was incorrectly stated that CYC is the first yacht club to offer youth sailing camps on Puget Sound. In fact, there are approximately a dozen yacht clubs and sailing organizations offering learn to sail camps on Puget Sound, from the Northwest Maritime Center in Port Townsend to Olympia Yacht Club, and that’s not even including the opportunities available on freshwater. The bottom line is that youth sailing opportunities are plentiful in our area. What is accurate (and might have been intended) was that it will be the first program in the area to offer youth sailing camps that are multihull specific.

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Correction to March Issue MYSail/CYC Announcement

Thanks, Andrew Nelson Youth Sailing Director, The Sailing Foundation www.nwyouthsailing.org

10

APRIL 2021

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low tides >>

News & Events

U.S. COAST GUARD ANNOUNCES LAW REQUIRING USE OF ENGINE CUT-OFF SWITCHES As of April 1, 2021 operators of recreational vessels of less than 26 feet in length will be required to use an engine cut-off switch in U.S. waters.

When the following U.S. Coast Guard press release — announcing the new requirement of wearing engine cut-off lanyards — hit our inboxes, we immediately thought about cruisers, specifically the ship-to-shore dinghies that we use as our cars.

Engine cut-off switches are an important tool to prevent unnecessary accidents, injuries, and deaths caused by a recreational vessel operator being unexpectedly ejected from the helm. When this happens, anyone in the water is a potential propeller-strike victim, all other vessels on the water face a collision hazard, and maritime law enforcement officers are put at risk when trying to bring the runaway vessel to a stop.

The law applies to boats in this size range when on a plane or above displacement speeds. While many 48° North readers get from port to port at displacement speeds, the law will be in effect for a large portion of boaters, whether you’re zipping to shore from your anchored cruising boat in your dinghy; taking out a fast boat for fishing, wake surfing or boarding, or a pleasure cruise; or using a personal water craft like a jet ski. Falling off of and being run over by our boats is an avoidable tragedy.

vessel situations put the ejected operator, other users of the waterway, marine law enforcement officers, and other first responders in serious danger.

Section 503 of the Coast Guard Authorization Act of 2018 required manufacturers of covered recreational vessels (less than 26 feet in length, with an engine capable of 115 lbs. or more of static thrust) to equip the vessel with an ECOS installed as of December 2019. Owners of recreational vessels produced after December 2019 are required to maintain the ECOS on their vessel in a serviceable condition. It is recommended that recreational vessel owners regularly check their existing ECOS system to ensure it works properly, following manufacturer’s instructions.

Section 8316 of the Elijah E. Cummings Coast Guard Authorization Act of 2020 requires individuals operating covered recreational vessels (less than 26 feet in length, with an engine capable of 115 lbs. or more of static thrust, which equates to about 3 horsepower or more) to use ECOS “links” while operating on plane or above displacement speed. Using the ECOSL is not required when the main helm is installed within an enclosed cabin. Common situations where ECOSL use would not be required include docking/trailering, trolling, and operating in no-wake zones.

Seven states currently have ECOS use laws for recreational vessels, and 44 states have ECOS use laws for personal watercraft (PWC). Boaters are encouraged to check the U.S. Coast Guard website for additional information on this new use requirement and other safety regulations and recommendations. www.uscgboating.org/recreational-boaters/engine-cut-offswitch-faq.php

HERE’S THE FULL PRESS RELEASE FORM THE COAST GUARD: Operators of recreational vessels less than 26 feet in length will be required to use an engine cut-off switch (ECOS) and associated ECOS link (ECOSL) as of April 1, 2021, as the U.S. Coast Guard implements a law passed by Congress.

The ECOS and ECOSL prevent runaway vessels and the threats they pose. The ECOSL attaches the vessel operator to a switch that shuts off the engine if the operator is displaced from the helm. The ECOSL is usually a lanyard-style cord that attaches to an ECOS either in close proximity to the helm or on the outboard motor itself if the vessel is operated by a tiller. When enough tension is applied, the ECOSL disengages from the ECOS and the motor is automatically shut down. Wireless ECOS have recently been developed and are also approved for use. These devices use an electronic “fob” that is carried by the operator and senses when it is submerged in water, activating the ECOS and turning the engine off. Wireless devices are available on the aftermarket and are beginning to become available as manufacturer-installed options.

Each year, the Coast Guard receives reports of recreational vessel operators who fall off or are suddenly and unexpectedly thrown out of their boat. These events have led to injuries and deaths. During these incidents the boat continues to operate with no one in control of the vessel, leaving the operator stranded in the water as the boat continues on course, or the boat begins to circle the person in the water eventually striking them, often with the propeller. These dangerous runaway 48º NORTH

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APRIL 2021

low tides >>

News & Events

MAHINA VIRTUAL OFFSHORE CRUISING SEMINAR April 13, 15, & 17, 2021

The 175th Mahina Offshore Cruising Seminar will adjust to the current times, with two evenings and a full day of learning through exciting virtual instruction. Skagit Valley College’s marine technical guru, Mike Beemer, joins offshore expedition sail-training leaders, John and Amanda Neal, to co-present over 14 hours of detailed instruction with PowerPoint illustrations and videos that follow the invaluable 260-page Offshore Cruising Companion.

With 20 topics including choosing the right boat, outfitting within your budget, marine diesel engines and systems, marine electrical, sails and rigging, piracy, provisioning, and storm tactics ­­ — this seminar gives you the knowledge and tools to save years and thousands of dollars as you prepare for your cruising lifestyle. There’s allocated time for Q&A, plus a social. As a bonus, the sections will be recorded and available to participnts for one week following the seminar. $199-$229 per ticket. www.mahina.com

low tides >>

SEATTLE EASTER BOAT PARADE ON LAKE UNION Saturday April 3, 2021, 2:00 p.m.

The second annual Seattle Easter Boat Parade welcomes participants in all types of vessels: power, sail, or fishing boats; as well as dinghies, kayaks, paddle boards, and more! Boats are strongly encouraged to decorate in colorful Easter themes. Decorations will be judged by a panel viewing the parade from Morrison’s North Star Fuel Dock.

The route begins on South Lake Union and brings the boats to the Ballard Locks before finishing at Fisherman’s Terminal. The event helps support local businesses at Fisherman’s Terminal, and registration requires a minimum of $25 be spent at the Terminals restaurants, markets, or other businesses. www.seattleeasterboatparade.org

SARC ADDITION: CYC SEATTLE TO HOST 2021 TASAR NATIONALS September 25-26, 2021

Corinthian Yacht Club of Seattle is excited to announce that it will host the 2021 Tasar Class National Championship this September. The Tasar dinghy is a storied design with a seriously impressive Pacific Northwest history — our region is home to eleven past World Champions between skipper and crew, and many of them will likely be on the water this fall! www.cycseattle.org

In The Biz

PROSTAR PUBLICATIONS, INC. ACQUIRES LONGTIME PACIFIC NORTHWEST COMPANY, CAPTAIN’S NAUTICAL

ANDY CROSS WINS BOAT INTERNATIONAL AWARD!

48° North’s own Editor, Andy Cross, earned some welldeserved recognition in the last month. He received not one, not two, but three awards in his debut entry in Boat Writers International’s (BWI) annual writing contest, including top prize for the always competitive category, Boating Adventures.

His winning article from the January 2020 issue of 48° North is called “One Tack and Two Jibes”. The article chronicles his family’s offshore passage from Alaska to San Francisco.

No doubt, this is prize worthy stuff — the grand adventure itself, his great attitude about family life at sea, and Andy’s captivating approach to storytelling.

Contest Judge Richard Armstrong said of Andy’s winning article: “There’s great spirit throughout this inspiring account. The overall effect is thrilling and attractive to adventurous boaters.”

Andy also took home second place in the Boat Projects, Renovations, and Retrofits category for an article about Yahtzee’s re-power project in Alaska that was published in Good Old Boat magazine. Rounding out his hugely successful contest, Andy was given a Merit Award in the Boating Travel/ Destinations category for his evocative article “Pristine Glacier Bay” from the April 2020 issue of 48° North. Massive congratulations, Andy! www.bwi.org

As 2020 came to a close, Captain’s Nautical closed down its Ballard storefront and was quickly acquired by long time nautical business owner, Peter Griffes. Griffes owns ProStar Publications, Inc. which has been publishing nautical books for over 30 years in Southern California. He has been calling on Captain’s since 1979 and knows how well-respected Captain’s is in the boating and adventure categories.

Founded by Max Kuner during the Klondike Gold Rush, Captain’s has been outfitting mariners in the Pacific Northwest for more than a century. Kuner took advantage of the navigation needs of ships visiting the port. He provided Nautical Optician services, made watches, and specialized in nautical charts. The Captain’s tradition carried on through the decades, with several other beloved owners in various locations around Seattle.

Today, the mission stays the same: to be a premium marine outfitter providing books, charts, and expertise for mariners, adventurers and outdoor enthusiasts. Captain’s Nautical Books & Charts is fully back up and running. All products, publications, charts, adventure books and maps are re-stocked in the online store. New owner, Griffes, hopes to return to Seattle after the pandemic to look at potential new storefronts. www.captainsnautical.com 48º NORTH

WRITERS

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APRIL 2021

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low tides >>

Products News

MANTUS UNIVERSAL STERN ANCHOR BRACKET Having a dedicated place for a stern anchor can be a conundrum on any boat, which is a riddle that Mantus set out to solve with their Universal Stern Anchor Bracket. The mount allows you to store an anchor of any shank design on the rail in the cockpit or on the bow using adjustable rollers to customize the bracket.

Attached to the rail with U-bolts, the tight fitting rollers eliminate any movement, yet the anchor easily slides in and out of the polished 316 L stainless steel housing.

Quick to deploy in an emergency, especially when short on crew, the Mantus Stern Anchor Bracket allows you to have an anchor rigged and ready to go on the push-pit that you can set at a moment’s notice. Price: $297. www.MantusMarine.com

RONSTAN WEATHERPROOF BAGS Ronstan Sailing recently launched their newest range of weatherproof gear bags, designed for boaters and active outdoor enthusiasts of all types. To make for a lighter yet extremely durable and watertight bag, they employ the latest thermoplastic polyurethane (TPU) coated waterproof material with fully welded leak-proof construction. Four bags round out Ronstan’s series: the 55-liter Rolltop Dry Crew Bag, 55-liter Dry Backpack, 30-liter Roll-top Dry Crew Bag, and the 10-liter Dry Bag. Features of the various bags include a padded neoprene sleeve inside the main compartment of the 30, extra internal and external storage on the 55 Backpack, a clear window to see what’s inside the 10, and much more. Whether it’s for sailing, surfing, SUP’ing, heading to shore in the dinghy, or traveling, there is a bag to suit your needs. Price: Starting at $36.99. www.Ronstan.com

TORQEEDO DEEP BLUE SAILDRIVES Torqeedo has launched two powerful new saildrive options, the Deep Blue 50 SD and Deep Blue 100 SD. The quiet, emission-free, fixed saildrives are designed for reliable, environmentally friendly cruising and are fully integrated into Deep Blue’s advanced propulsion and onboard energy management systems. The 50 kW and 100 kW saildrives offer efficient hydrogeneration, which keeps the system’s high-capacity batteries with BMW technology charged while under sail. Beyond hydrogeneration, renewable energy from solar panels and wind can easily be integrated into the central system, along with a range extender for seamless backup power. The units come with a charger, remote throttle and onboard computer with display. Price: N/A. www.Torqueedo.com

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APRIL 2021

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Crossword and Trivia

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At the turn of the 20th century, the average swordfish landed weighed 300 pounds.

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Billfish have the ability to regurgitate their stomachs and re-swallow them without ill effect, as they are constantly jabbed by the spines, barbs and bones of their prey as well as the hooks of fishermen.

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The black marlin spawns several million eggs at a time, but only 10 in a million survive.

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The Latin, or scientific, name for the broadbill swordfish, Xiphias gladius, means “sword gladiator”.

ACROSS

DOWN

1 Rope fastener

1 Cloud type

4 Tying up, as a ship

2 Bakes in shells

8 Historic period

9 Moves very rapidly as a tide

3 Puts a big toe in the water, for example

10 Sailing event

4 Berthing place

12 Voyage

5 Web address ending for companies

6 ___ coastal

13 Website symbol 14 Lowest point 17 Highest deck 19 Skiff, for one 21 The Buckeyes, briefly 23 A ship's officer 24 No vote 26 Big coffee pot 27 Cool ___ cucumber 28 Evening cocktail, to a Brit 30 It crosses Long.

31 Naught

Broken-off swords from swordfish have been found in the sides and backs of blue and fin whales captured in the Arctic Ocean.

Blue marlin have been found with young swordfish in their stomachs.

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by Bryan Henry

The white marlin, the smallest species of marlin, is the one most commonly caught on the U.S. east coast.

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DID YOU KNOW?

7 Seize 11 Org. protecting air and water 15 One way to change color 16 Floating organism in the sea 18 Flat-bottomed boat 20 Violent windstorms 22 Disentangle 23 Enjoys the sun 25 Tall stories 29 Compass point, for short

32 Mythical lady who lured sailors onto the rocks 33 Thanks, for short

An eyeball the size of a tennis ball that belonged to a swordfish washed up on a beach in Fort Pierce, Florida.

The swordfish has the widest temperature tolerance of any billfish, allowing it to range from tropical waters to cold, high-latitude waters.

A 730-pound mako shark caught off Bimini in the Bahamas contained in its stomach a 120-pound swordfish---with the sword intact.

Billfish are generally thought to be the pinnacle of recreational deep sea fishing. Sport fishing charters typically bring clients up to 60 miles offshore to fish depths of 600 feet.

Billfish can deal with rapid and significant pressure changes from swimming quickly between various depths thanks to sophisticated swim bladders.

34 Get some rays

Billfish are predators. They prefer small prey — fish, crustaceans, and squid — and often use their bills as weapons to stun their next meal.

Solution on page 49

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How-to

HOW TO INSULATE YOUR WINDOWS by Alex Wilken

Spring is here, but outside it will still be predominantly cool and wet for a few months. Conversely and unsurprisingly, we would prefer the inside of our boats to be as warm and dry as possible.

Whether you liveaboard or you’re setting off for some springtime cruising, humidity builds up inside the boat from our breathing and cooking. When it is humid, the windows and portlights present a problem since they are almost always single pane glass, acrylic, or polycarbonate and the temperature differential inside and out creates condensation. Sometimes, there is metal around the pane too, and this all provides a cold surface to pull the heat out of the interior air, as well as a place for the moisture to condense and eventually drip all over the interior (Figure 1).

In addition to being unpleasant and a source of heat loss, this creates plenty of potential for water damage and mold. (Hatches have the same problem, but we found a solution for this which we covered in our December 2011 article ‘Eliminating Dripping Hatches’).

We have recently discovered a simple and cheap solution made for house windows that worked surprisingly well on our liveaboard boats. It is a good one to try for a few months this spring, with the intent of installing it once again for the winter in October or November.

The solution uses the same principle as any typical double pane window. By creating an insulated space between the two extremes via a dry, sealed air pocket, we reduce the temperature differential, heat loss, and available cold surfaces for condensation. We could accomplish this by either affixing external covers like we do with hatches… but we’d guess that, like us, you like to see out of your windows. The alternative involves affixing a sealed, clear plastic sheet over windows creating an insulating air space via a pseudo double pane. Don’t worry about degrading your views through cheap plastic though! A landlubber friend who spent many damp winters in cheap Seattle apartments tipped us off to the window insulation kits for houses that use shrink-wrap plastic to create a glass-clear finish so we can still get as much winter sun as possible.

TO DO THIS YOU WILL NEED: • An X-Acto Knife • A Window Insulation Kit, usually marketed for house windows and available from various retailers starting at $10 — it should include a sheet of clear plastic shrink film and double-sided window tape • A Hair Dryer, a heat gun is too strong for this application • Rubbing Alcohol • Towels

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ONCE YOU HAVE GATHERED ALL YOUR MATERIALS: 1. Make sure the window and the area to which you will be affixing the double-sided window tape is clean and dry. For example, we had to scrub soot from our heating lantern off the wall and then wipe the window moulding to get dust off. We recommend a wipe down with alcohol on the whole area — if it won’t hurt 48º NORTH

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the finish — to clean the window “glass”, prep the taping area, and kill off any mildew that may have shown up.

Get the boat dried out and warm! We chose to apply these window treatments at the end of a week of warm weather, and even ran the heater with the hatches open to really get our boat as dry as possible. Any condensation will keep the tape from sticking, and any moisture in the moulding or on the window will be stuck in there once the treatment is applied.

Apply the double-sided window tape around the window.

You’re essentially creating a gasket, and it doesn’t matter if it’s close to the edge of the window as long as you can get the tape consistently around it on a flat surface. The plastic sheeting will go over whatever is inside like Saran wrap.

Leave the backing paper on for now.

At the tape intersections, use caution. Be careful not to trap backing paper under a top layer of tape. With a bit of attention, you should be able to have the intersecting tape laid flat and sticking to the moulding. Then, put the paper back down to protect the sticky top side until you are ready to apply the plastic.

Using a hair dryer, warm up the tape and use your hands to press it down in firm strokes. This step might be optional for some, but most marine finishes are glossy and resist being stuck to. This extra step helped our tape really stick down firmly before applying the plastic. Without heating it up, the tape started detaching.

One window at a time, peel the back of the tape off and then apply the plastic sheeting. You can apply from the whole sheet or measure and cut out a piece that fits your window— give yourself at least an extra two inches on each side! Since boat windows are rarely flat and square, we often skipped cutting out smaller pieces to give ourselves maximum error room. You have to get the whole window in one piece or it won’t seal, and once the plastic sheeting touches the tape it often will rip the tape off the wall if you try to pull it up.

Go steady and slow to get as few crinkles as possible, pressing the sheeting into the tape firmly. If you get some creases or crinkles, don’t worry too much! Focus instead on getting the “gasket” completely and firmly sealed with the sheeting. We’ll work on wrinkles in the next step. If you have any really big folds, use a bit of tape to pin it down and seal it — or you may have to start again.

Now comes the magic. All this plastic sheeting has similar properties to heat shrink wraps, so you’re going to use the blow dryer to get it nice and tight. This will both get all those wrinkles out and make the sheeting look tidy and pristine, but it will also remove the cloudiness and give you a glass finish to look through. Experiment with the blow dryer held at different heights, angles and speeds to use the shrinking properties to get it glassy and flat. Our favorite way was to go down the center of the window in a nice, slow pass, then hold the dryer at a 45 degree angle and work our way out to the edges in long slow passes. Be careful not to get too close, and check APRIL 2021

Figure 1: Here is an example of our perennial problem: condensation building up on the pane and dripping onto everything.

Figure 2: The project in process.

(A) The excess plastic beyond the edge of the tape ready to be cut away.

(B) Double-sided tape around the edge of the window holding the plastic film sheet in place. This is before using the hair dryer on the plastic.

Figure 3: The finished solution with plastic double pane. After many weeks in place, there is barely any condensation, not enough to form drips. The plastic is so transparent and unobtrusive as to be all but invisible.

with your hands how hot the window moulding is getting to avoid damaging it or heat-shocking the window pane.

9. Let everything cool down. Then use the X-Acto knife and trim the excess plastic around the edge for a clean finish (Figure 2). Avoid cutting down and scratching your paint or varnish.

Instead hold the excess at a 90 degree angle from the wall. Then hold the knife parallel to the wall and drag it along, letting the tension do the cutting and keeping the knife away from the wall.

10. Done!

Even after many weeks, there is very little moisture in the air space behind the plastic. There is a little condensation due to our boat’s wood window trim, but it has not increased nor is it enough to form drips, and keeps the inside of the boat dry and warm. For the fixed-closed windows, it is so clear and unobtrusive that once we had applied it, we had trouble getting visitors to see it even when pointed out, as it’s all but invisible.

We’re looking forward to experimenting with this technique in the future. Applying it to the exterior instead of the interior of opening portlights might provide a similar solution, since otherwise you can’t get the same air pocket from the inside.

If you have ever had issues with window drips, we encourage you to give this a go, whether it’s this spring or this coming fall. We only wish we’d discovered this solution years ago!

Alex and Jack Wilken are lifelong cruisers, professional shipwrights, USCG licensed captains, and the owners of Seattle Boat Works.

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Lessons Learned Cruising

FLUSH WITH OPTIONS SPRING STARTS AND CRUISING PLANS

Linda Marie. Sailing south to Mexico and to the South Pacific in 2019, they’re now in New Zealand. Plan A for 2020 was to return to Fiji, then continue west. Like many cruisers who instead remained in place through the pandemic, they would like to continue their journey, and struggle with feeling a lack of control over their lives in New Zealand.

They’re prepping now for a Plan B: shipping Linda Marie to Florida, then resuming cruising ­— and regaining that sense of control over their destiny on the east coast of the U.S. this spring.

It’s a difficult decision because, above all else, they express gratitude they’ve been “stuck” in New Zealand — exploring, learning about the history and culture, making lifelong friends.

Coolant Flush Step 3: Inspect coolant: depending on type used, it could be tinted red or blue or green or yellow. Note if darkened much beyond the tint, or debris present, indicating further flushing needed.

Katemba: Swapping oceans. John and Medea are professional mariners. This captain and crew traded life in the megayacht lane for cruising their Island Packet 38 to rack up quality time with their young son, Johnny. Passing through the canal and onto the islands, they provisioned up and had a zarpe (a port clearance document) for French Polynesia in hand when the pandemic hit and left them stranded between countries. As the door to Ecuador shut behind them, French Polynesia closed in front. A long sail to Mexico was rewarded with new friends, new adventures, and companionship with a safe-boat-bubble in the Sea of Cortez.

A few weeks ago, they looked at their budget and realized they can’t wait another year for the South Pacific to reopen.

There just isn't’ enough in the cruising kitty. Spinning from making plans to go west to gazing back east, Katemba’s crew is now on a fast track to the Caribbean via the Panama Canal, then across the Atlantic where Mediterranean ports place John closer to his work opportunities. It’s a scramble, but one the veteran sailors are up for. In a week, they hauled to repaint, provisioned up, and are already on the first passage towards the Canal.

Coolant Flush Step 4: Continued flushing: fill cooling system with fresh water, run the engine for 3 minutes, then shut down and with a cool engine (if it gets hot, wait until cool), drain out as before. Repeat this process until drained water comes out clear. If the original coolant seemed particularly dirty, then consider using an automotive radiator cleaner. Follow cleaner instructions, then repeat flushing until drained water is clear. It can take a dozen or more flushes.

Yahtzee: Rollin’ with the changes. When uncertainty and restrictions on movement peaked in Mexico last spring, 48°

By the time the rhodies peak, Puget Sound sailors are deep into plans or actions for spring commissioning and anticipating the sailing season ahead. Here in Mexico, springtime is when crews typically make plans to set sail for French Polynesia.

Aboard Totem, we prepared for this last year, but the pandemic happened. We hoped to go this year, but French Polynesia remains officially closed to vessel arrivals. Our sights are now set on 2022, so we’ve reset again.

This reset brings the feeling of a fresh start as we recalibrate for 2021. Similar new outlooks spring from cruisers in our extended circle. Like Salish Sea boaters, they too are eyeing the season ahead, making plans, and preparing themselves and their boats as needed — down to small details like an engine coolant flush.

Springtime boat projects are intertwined with cruising plans and dreams, since many of those projects enable the upcoming adventure. As Jamie outlines steps to help newer cruisers through the first change on their marine diesel engine’s cooling system, I look across the range of springtime cruising plans.

Coolant Flush Step 1: Initial setups: unscrew the coolant system cap to allow air in (and coolant out). Check your engine manual to identify the coolant drain port location. Place a container below the drain port.

Jean Anne: Pivot to “The Other” islands in the Pacific. Steve and Chelsea came south in 2018 with the Coho Hoho in their Lord Nelson 35. Their sun drenched and margarita sprinkled pictures confirm they have mastered the art of cruising well in Mexico. The South Pacific beckoned and they planned to route via Central America and Galapagos last year, getting as far as El Salvador when borders began slamming shut. They returned to Mexico and retrenched to watch with the rest of us, hoping the South Pacific would re-open in 2021. It hasn’t, but are they disappointed? Not really. They hauled Jean Anne for a bottom paint job, solar arch and Hydrovane installation, and other projects to prepare for sailing to Hawaii this spring. And they’re clearly fired up about it. Now they watch weather for the passage ahead, a slip is booked at Ko Olina, and intentions are to hang out on Oahu for a while.

Coolant Flush Step 2: Initial drain: open drain port so coolant flows into the container. Remove the expansion tank: drain into the same container, rinse, fill halfway with water and put back in place.

Linda Marie: Shipping to new cruising grounds. After a decade of boat projects and planning, Ken and Linda departed for cruising adventures in 2017 on their Beneteau Oceanis 473, 48º NORTH

by Behan Gifford

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North’s own Andy Cross — along with his wife, Jill, and their two boys — lingered aboard their Grand Soleil 39 in a beautiful stretch of Mexico’s gold coast instead of following plans to head north for hurricane season in the Sea of Cortez. A small 8-by-5-mile section of coastline proved an isolation haven: uninhabited islands, good anchorages, a nice wave to surf… and not a soul to be seen, save a few other cruisers.

This year, they’re stretching south along the coast of Central America, following the same flexible cruiser vibe. “We took Covid tests to get into El Salvador and spent a spectacular month there. After another test, we just got into Nicaragua and aren't sure what will come next.” Taking life one wave and one sunset at a time, along a coastline of extensive options — they’re adapting to changes, as cruisers do.

Coolant Flush Step 5: Finishing up: after final flush is drained, empty the expansion tank, fill with coolant to the appropriate mark, and put back into place. Close the drain port once again, then fill the cooling system with coolant. Run the engine for a couple minutes, shut it down, and check the coolant level at the top (be careful if engine/coolant are hot!). If a hot water tank is part of the coolant loop and set above the engine, you may have to bleed air from a coolant hose at the tank. Make a note to check coolant level after running the engine again (and let it cool).

Skookum V: Quick-start to cruising. Erin and Stu had a perfect life in British Columbia. Perfect, and perfectly trapped with 60-hour weeks while Erin shuttled between Vancouver

and Whistler, and Stu kept family life with their two- and threeyear-old daughters on track in the mountains. Covid was the catalyst for considering an alternate plan. Sailing someday was assumed; but while camping under the stars in BC, they sketched a plan to make it ASAP. They moved aboard a Leopard 40, named her Skookum V, and started cruising from Mexico in January. Embarking on life afloat during Covid plays well for them — anticipating years raising their girls on the waters of Pacific Mexico for now. _______ Far from being on pandemic hold in the continued limbo of 2021, these cruisers are resetting – and setting out. Their outlooks are one of the gifts of the lifestyle. We are accustomed to uncertainty; it is part of our everyday life. Delayed gratification is not a big deal, since time is our wealth. We are conditioned to be adaptable; change is our norm. To see cruisers in our community looking with clear eyes on this season ahead, preparing themselves and their boats to embark on newly reimagined plans — it all feels entirely fitting for the cruising life, and a lot like a coolant change.

Behan and Jamie Gifford set sail from Bainbridge Island in 2008 and are currently aboard Totem in Mexico. Their column for 48° North has traced a circumnavigation with their three children aboard and continued adventures afloat. Follow them at www.sailingtotem.com

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Tech Talk with SeaBits

TESTING & DOCUMENTING YOUR BOAT’S POWER SYSTEM by Steve Mitchell I like to say your boat has two beating hearts — your method of propulsion (engines and/or sails), and the power system that makes it all possible. Understanding that power system is critical to safely operating a boat, enjoying your journey, and relaxing along the way.

UNDERSTANDING YOUR SYSTEM Figuring out how your boat’s power system works should be high on your priority list. This should include basics, such as: the type and capacity of each of your battery banks, how each one is charged, what each bank is connected to, and any switches or devices that combine or separate the banks. Unfortunately, developing real understanding of these nuances requires a manual process that involves some trial and error, depending on whether certain components are hidden or hard to reach.

I usually start with the basics — finding all of the batteries and banks and inspecting each of them. Take pictures of the battery labels and capacities so you can look at them later, note any date codes on batteries, and track down batteries for things like generators and thrusters, which can be harder to find (or even hidden!) compared to your house bank.

Unlabeled electrical chargers and switches can be frustrating and confusing As you investigate your system, spend the time to label everything you find, if it isn’t already. Clearly label individual wires or connections at both ends, as well as any switches or devices that can be manipulated. It’s especially helpful to add “state” labels near these sorts of devices so that in an emergency or panicked moment you know what switch is supposed to be in which position to do the thing you want it to do!

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DOCUMENTATION TOOLS Once you understand the basics of your power system, take a few hours to document it. This can be as simple as something drawn out on a piece of paper with the batteries, sizes, connections, and charging sources. Or you can get a bit more detailed and create what is called a single line diagram. This is like it sounds; a simplified diagram showing a single line for the key parts of electrical flow and all of the components involved. I find it helpful to add things like flow arrows, which are not usually found on traditional single line diagrams, showing which way the current flows for typical operations. This can help you understand what should be charging and the sources of that charge. You can also create multiple versions of these documents to show what is being used at different times — while charging at the dock, underway, and at anchor.

Single line diagrams can be a bit complicated for those without an electrical background, as they can use specific electrical symbols to represent things like circuit breakers, fuses, and the like. Use whatever works for you to represent how things are connected.

To create a single line diagram, you can use Visio for Windows, OmniGraffle for the Mac, or a host of other apps for tablets and smartphones. There are also web-based tools like SmartDraw which are even more powerful and easier to use in many cases.

You don’t have to use electrical symbols unless those are familiar to you — after all, this documentation is primarily designed to you.

Creating it this way allows you to update things easily and produce different versions of it depending on the scenario. Consider laminating a version of it and place it near battery switches or electrical components to remind you how it all fits together.

TESTING YOUR SYSTEM The next step is to understand how your system performs in each major mode. This can be done at the dock, and I highly recommend doing this ahead of time, documenting baseline performance. I also recommend doing this every year at the start of the season. Not only does this remind you of how it works, but it puts the system through a good test before you’re out on the water somewhere needing service.

Test your system in the usual ways you use your boat. I use the following: at the dock, underway, at anchor charging, at anchor during the day, at anchor during the night. You’ll need a way to record your test results such as a notebook or spreadsheet, a good idea of what you have on/off during these times, and a bit of time.

I recommend recording as much information as possible so that if you need to go back later on, you don’t have to re-run the tests.

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This also drains the batteries enough to make the next test worthwhile.

As boaters everywhere prepare for a busy cruising season, these testing and documentation efforts are a worthy spring project. Consider it the maritime version of a coronary check-up.

I always test being at anchor and charging to make sure things are working properly here, not just every season, but usually before I leave the dock after being back for a while.

Charging at anchor is one of the least efficient methods of charging due to the size of battery chargers and systems.

This can result in long hours of generator run time, and it’s important not only to validate the charging system is working well, but that the generator is up to the task.

I do this test with things turned on in a normal daily use pattern, and I try to load the generator up with as much as possible to test the charging system and the generator itself. Let it run for a good 10 minutes and confirm that charging is happening at the right rates, the generator isn’t heating up too much, etc.

Testing underway can be a bit challenging while at the dock, but you can do a pretty good job without too much fuss. Make sure you turn on all of the equipment that you would use while underway including chart plotters, PCs, radar, depth sounder, and all other navigational instruments.

Also turn on convenience stuff such as the inverter, lights, and other things passengers would use while you’re underway. Make sure you’re still disconnected from shore power, and start up the engines in neutral. Try to increase RPMs until you have a decent amount of charging happening from your alternator(s) or other sources that are related. This is one of the most revealing tests, and usually shows pretty big gaps with charging keeping up with usage.

Let the batteries discharge a bit more before doing the final test for shore power / at the dock. This is just to ensure your setup is charging things well while at the dock after being out and having slightly discharged battery banks. Make sure to check all of the banks after a while if you have combiners, relays, or other things that will also top up other batteries.

Once you have all of this data, I find it useful to have a very brief, laminated copy of what to expect for charging/discharging rates taped near the electrical panel for each of the modes. That means just a quick glance to see if things are normal, and also help others who might not be as familiar with your system as you are.

Not only is all of this information invaluable in a crisis, but you can share it with your electrician when they visit as a way to speed up work on the system. You should insist on getting updates from them as part of the work, and you can even have an electrician produce these documents for you from scratch if you’re willing to pay for it. Understanding your electrical system will go a long way in providing peace of mind and reliability while enjoying your time on the water.

Electrical diagram showing major connections and components This can include battery voltage readings, amp draw, amp hours, the devices turned on/off, which scenario you’re testing, and any helpful notes. It’s also helpful to gather data from more than just the house bank batteries. Consider whether the generator or engine start banks are being charged; if you have thrusters, try running those for a while and checking their battery banks as well.

I do the tests in this order: at anchor-day, at anchor-night, at anchor-charging, underway, and then at the dock. This way you get a good idea of what happens when you come back from being out on the water, and how the charging sources work throughout the process.

Start by either disconnecting your shore power connection or disabling it with a selection switch, depending on what you have.

Once you’ve done this, verify you’re operating off of battery power.

I start with at anchor-day because that is when the largest loads will be on. I’ll usually turn on a smattering of lights, the inverter (if it is not on already), plug in a computer or phone or two, run the water pump, etc. You can record each of these activities, or try to get an average for the amount of amps you're pulling for daytime activites. Keep in mind that after sunset, and particularly in winter, you’ll use more power for lighting.

Once you have info from that test, you can proceed to what the boat would be like overnight. This could include the anchor light being on, one or two courtesy lights, and generally everything else off. Keep in mind that many people leave their phones, tablets, and computers plugged in overnight, which is a significant AC draw on your inverter.

I generally let these tests run for at least 30 minutes per mode and record some averages throughout the process. This gives you a much more accurate picture than just a quick few minutes, as there may be less frequent things that run, such as an electric toilet or water pump, that still consume quite a bit of amp hours.

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Steve is a long-time sailor, musician, and tech nerd who loves working on challenging problems. He is the editor of www.SeaBits.com and spends as much time as possible on the water, enjoying the smell of the sea and the sound of the waves.

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Diesel Deep Dive

by Meredith Anderson

SHIFTING

THE MARINE REPAIR PARADIGM Editor's Note: Diesel engine maintenance and repair can be a conundrum. Can and should boaters learn the basics and be able to do much of the work ourselves? Absolutely. Still, there are many circumstances where we need the assistance of a professional mechanic. This month, 48° North is happy to introduce a new columnist, Meredith Anderson. Her experience as a mechanic is varied and deep, and she has developed a following for her ability to fix her clients’ engines while also helping them understand what she’s doing and why. In her new 48° North column, she will share some of this expertise with you, illuminating aspects of diesel engines that are commonly misunderstood or overlooked.

This month, we’ll start with some of her impressive backstory.

All boaters have been there... we head to the marina, excited for a day sail or a weekend cruise and our boat’s engine won’t start. It’s bad enough to be stuck at the dock, but it’s worse to be out on the water drifting towards that rocky shore!

Many boaters rely on a marine mechanic to come down and magically fix the problem. That, however, comes at a price; and those of us who love sailing or motoring our boats in remote places usually can’t just call a tow boat to haul us to the nearest shop. Even if help is available, professionally completed work often leaves you with the question: What on earth went wrong and how can I fix it in the future? I realized I could improve those circumstances by repairing engines for other boaters and, more importantly, helping them understand their diesels more thoroughly in the first place.

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I was 4 years old visiting family friends with my parents and, as usual, I was bored with the adults talking about adult things. That family friend was an engineer named Cornell who took me to his garage and set my brother and I up with two carburetors out of an older Karmann Ghia to take apart and play with to keep us busy. My brother lost interest pretty quickly, but I was obsessed. I had no idea what a carburetor was, but I remember taking out the tiny screws and opening it up to find all kinds of tiny parts inside. It was even more fun trying to remember how to put it back together once I had it all laid out on the workbench.

It was years later in middle school when another family friend introduced me to the automotive industry in his own European Auto Shop. I started as an apprentice, working every day after school changing oil, brakes, and other small jobs. I rebuilt my first engine out of an older Volvo sedan in that shop, and my love for engines grew immensely.

By the time I entered high school, I was introduced to Sea Scouts, specifically the Charles N. Curtis (Sea Scout Ship 110 in Tacoma) which was an 80-foot retired Coast Guard cutter that served as a rumrunner during the days of prohibition. The Curtis had a larger engine room equipped with two Detroit Diesel 6-71s, a Detroit Diesel 2-71 genset, and another Isuzu genset. I worked my way up through the program earning my Quartermaster award and becoming the Chief Engineer aboard the Curtis. We were a passenger-for-hire vessel, and every summer we sailed through the San Juans and up into Canada

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with customers onboard. I learned how to fix everything on that boat from the plumbing to the engines themselves. I had finally found my calling — to become a marine engineer aboard a commercial vessel.

I entered Massachusetts Maritime Academy in 2009 as a marine engineering cadet. I passed boot camp and entered the United States Coast Guard’s MARGRAD program, where I shipped out as an engineer aboard cutters and eventually the Coast Guard Academy’s training vessel, the Barque Eagle. I earned my USCG 100-ton Master’s License and my USCG 3rd Assistant Engineering license so I could ship out commercially.

Ultimately, I found that this was my true calling. It would be a few years of bliss when, due to my health, I learned that working in a large engine room on massive engines would no longer be a reality for me. I was devastated to lose my dream career of shipping out commercially, and came home wondering what my next steps would be in order to move forward in this field.

Fast forward several years and I found myself working on semi trucks for large dealers. This honed in my skills as a heavy diesel mechanic and improved my confidence on the future of diesel engines. Semi trucks are a completely different ballgame compared to boats. Over-the-highway vehicles and other heavy equipment are held to a higher standard for emissions and performance than boats ever have been — especially recreational boats. While I enjoyed what I did in that job, it was not the right fit for me. I began to search around for an opportunity to work on the water again.

Teaching or fixing, Meredith is at home in front of a diesel engine.

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involved, sometimes even taking the tools out of my hands to do the job on their own. I literally watch their fear begin to disappear!

Over the years, I have faced criticism from some male counterparts and even a female or two. People sometimes believe that because I’m female, I won’t be able to get the job done — physically or mentally. As the only woman in the shops I have worked in, I found I had to work twice as hard to gain the respect of my coworkers or superiors. On the other hand, my experience working on my own has been that customers are extremely welcoming and excited for me to get started on their engine projects (or for us to work on them together). I have taught several hands-on classes now, and have been grateful to discover that both men and women are eager to Teaching hands-on diesel classes has become a very important and fulfilling part of Meredith's career. learn from me.

When I teach boaters about I quickly found a gig at a boatyard in northern Washington marine diesels and other onboard skills, I offer them valuable and started as a marine diesel mechanic. Compared to trucks, aspects of seamanship: the ability to be self-sufficient and the working on boats again was almost a step back in time. As a ability to operate safely. Having the opportunity to help others truck mechanic, I had been engrossed in the diagnostic and achieve those things is more than a job to me. Other mechanics repair of electrically controlled engines, emissions systems, can sometimes be hesitant to teach their customers how to multiplex wiring and other challenges. The transition to boats change their fuel filters or change their oil, and I can understand was immediately fulfilling, and most recreational engines why they might feel that way. But to me, those are fundamental were purely mechanical and thus very easy to work on using skills for all boaters, because I cannot always be there to bleed only basic hand tools. I was able to easily diagnose and repair the fuel system for you as you drift towards that rocky shore! everything that came my direction.

I have made many amazing friends along the way and, I was also one of the few certified diesel mechanics that through one of them, was finally able to buy my own sailboat any of the boatyards had seen and tended to get the best jobs that I could work on and improve. It has also made a difference since most of my co-workers did not have my specialization. in how I approach a diagnosis or repair for a customer, since I Within weeks, however, I saw a dark side of the recreational can say I personally understand what they are going through. marine industry. Just like in the automotive world, I noticed I have always had a passion for engines, but it has only been how easily shops could take advantage of customers because in the past few years that I’ve discovered my passion to help many folks did not know enough about their engines to ask the others to be safe out on their own adventures, know the right right questions or understand what was really needed. It was questions to ask when faced with a potentially expensive repair, with this in mind that I quickly decided to set out on my own. and to have confidence when it comes to working on their own It was important to me to make sure that the recommendations boat. There will always be folks who want to just hire someone and completed work met my personal standards for integrity, to fix a problem, and that’s ok too; but my column will be geared and I discovered I enjoyed teaching boaters around the Pacific towards those of you who want a deeper understanding of your Northwest about their marine diesel engines. engines and, better yet, those who want to jump in and get your The jump from working for an employer to running my hands dirty. own business was a tough one and still is. Nonetheless, it has been extremely rewarding to watch my customers grow into more knowledgeable boat owners who are no longer afraid of Meredith Anderson is the owner of Meredith’s Marine Services, working on their engines and are able to ask better questions where she operates a mobile mechanic service and teaches about the potentially expensive work that might be done hands-on marine diesel classes to groups and in private classes on their boats. It is a great feeling when I see a customer get aboard their own vessels.

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APRIL 2021

WAKE UP

TIME

by Andy Cross

TIPS TO GET YOUR BOAT OUT OF ITS WINTER SLUMBER AND READY FOR ACTION

O

ne of the fortunate parts of being a boater in the Pacific Northwest is that the waters of the Salish Sea are open for year-round racing and cruising adventures. That said, most mariners use their boats far more frequently in the latter months of spring, throughout the summer, and into the early months of fall. Come late fall, most vessels get put into hibernation-mode for the winter and need to be awoken when the sun starts to shine a bit brighter and high season beckons.

Now that spring is officially here and summer is on the horizon, it's time to rouse your boat from its long winter nap. To help with this often overlooked and seemingly daunting mission, 48° North checked in with local experts who offered advice and recommendations to prepare your beloved watercraft and crew for the season ahead. Keep in mind, this is by no means a comprehensive checklist, but it will set you well on your way to water-borne glory in the months to come.

SAFETY FIRST by Margaret Pommert When I think about getting a boat ready for a day sail, a season of cruising, a regatta, or a voyage down the coast, I always start in the safety department. I explore specific questions like: What safety equipment does my boat have and what is missing? How does it need to be maintained? And what training or skills does my crew need in order to use it properly? For this, professional captain, sailing instructor, and board member of The Sailing Foundation, Margaret Pommert, offered up some guidance on assessing and preparing your boat’s safety gear before the season starts. - Andy Create a locator diagram: Safety equipment is of no use if your crew can't find it when they need it…even if you aren’t

48º NORTH

there. As you review and recommission your safety gear this spring, sketch out a simple locator diagram showing where safety equipment is kept on board and then post it for crew to review.

Your diagram should clearly label the location of fire extinguishers, throwable overboard equipment, emergency tiller, first aid kit, EPIRB, abandon ship bag, signaling devices such as horns Margaret Pommert and flares, seacocks, damage control kit and thru-hull plugs, flashlights, handheld VHF radio, and anything else you deem necessary.

Crew overboard: Check that the bitter end of your LifeSling is secured to the boat and the white UV cover is over any part of the floating line exposed to sunlight. If you do find that any exposed part of the floating polypropylene line has been exposed to the sun for an extended period, inspect it for damage. Bend it into a tight bend. If individual strands are brittle, it's time to replace that part of the line.

Check the batteries on water activated lights attached to overboard gear. If you have an inflatable Man Overboard Module (MOM), spring is a good time to inspect its condition and/or have it professionally serviced. Check that your hoisting system for getting a person out of the water works and is easily accessible. This might be a bag with a block and tackle kept in a

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cockpit locker or one that is part of your boat’s rigging. Then, go out and practice a few overboard recovery drills with your crew on a nice spring day.

Fire: Fire on a boat is one of the ultimate nightmares (along with sinking) for all sailors. Check that your boat’s fire extinguishers are fully charged and still within their inspection period. If they’re not, have them serviced as soon as possible.

Give dry powder extinguishers a shake to prevent caking. Check for safe escape routes from a fire in each cabin on board. Do you have a dinghy secured on deck that prevents fire escape from a forward hatch? Test fire and carbon monoxide alarms. Inspect your boat’s propane system from the tanks to the stove and oven to ensure all connections are secure and leak free. And make sure you have a fire blanket easily accessible in the galley.

Personal safety equipment: Personal safety equipment can be difficult for a skipper to check on an annual basis because it’s ... personal. If you have crew members that join you intermittently, such as for races, it can be a good idea to have a personal safety equipment checklist that you go through with each of them before you depart. This could include ensuring they have with them the basic equipment appropriate to the voyage, such as PFD, harness, tether, waterproof headlamp, personal EPIRB and/or personal overboard beacon. Clarify what equipment is available on your boat, such as jacklines, and what you are expecting individual crew members to bring.

Check that inflatable PFDs have a CO2 cartridge installed and armed. Inflate them with the oral tube and leave them sitting overnight to be sure that they hold air. Check conventional foam life jackets for damaged clips, straps, or fabric.

Radar reflector: Some boats have a permanently mounted radar reflector, some have reflectors that are just hoisted when needed. If yours is the type that you just hoist when you need to, ensure you know how to assemble it and have a good system for hoisting it high into the rigging. Whether yours is permanent or temporary, part of your spring checklist can be to hail a nearby boat and ask them how well they see you on their radar.

Take a Safety Course: My tips above are not intended to address all the safety equipment you should have onboard or inspect. To help with overall preparedness, I highly recommend taking a US Sailing sanctioned Safety at Sea course, online and/ or hands on.

eroded more than 40 percent.

Ensure the prop is clean, and greased if required. Of course, this is easy if your boat is out of the water. If it’s in the water, hire a diver to give you a full evaluation and help with prop maintenance and zincs.

Take care of the iron genny: Along with the sails, the engine is the heart of the boat, so it deserves special attention. Inspect the state of your batteries, their cables, and connections. Shine a light Amanda Swan Neal on the engine mounts looking for cracked, deteriorated rubber or corroded fasteners. Install a new raw water pump impeller, and/or keep a spare aboard.

Check the tension of all belts, particularly the alternator belt, since any slippage may cause overheating and burnout. Inspect hose clamps and hoses for signs of weeping and damage.

Squeeze them, if they hold their shape they’re generally fine.

Check the oil and coolant level and ensure there is no sign of water or debris in the fuel-water separator settling bowl. Change those fluids if necessary. Run the engine and monitor your charging systems, fuel filter, coolant level, and exhaust. It’s a good idea to hire a mechanic for the more in-depth considerations, which might include: valve adjustment, fuel injector servicing based on exhaust smoke, tightening the head bolts if required, aligning the engine, and checking turbo boost pressure, if applicable.

Systems are next: Inspect the rudder and rudder bearing as well as the steering system. Fill the bilge with water and test the bilge pump and float switch. Open and close the handle of each thru-hull making sure they swing freely and inspect all connecting pipes and hose clamps. Service as needed.

Fill and flush the water tanks. Test the stove and propane alarm, and run the heating system for at least 10 minutes.

Ensure all the lights and outlets are working. Run the navigation systems and communication devices, and monitor all of the instruments. Make sure the autopilot is functioning properly.

Then move on deck and check the anchor windlass operation, and inspect the rode and chain.

Lastly, when your safety gear has been sorted (see above) and your rig has been inspected (see below), undertake a shakedown cruise to a calm anchorage, enjoy a rewarding meal, and celebrate being back on the water.

THE BIG PICTURE by Amanda Swan Neal Once your boat's safety gear is sorted out, it’s time to take a full scale look at the broader picture. For this, I pinged an all around sailing expert with hundreds of thousands of miles under her keel and many boat re-commissionings to her credit, Amanda Swan Neal.

Get Organized: When commissioning your boat for the season ahead, you’re going to have lots of lists. Don’t be too keen to get your checklists done in one shot. Instead, I suggest allocating the tasks into manageable sections depending on time, how much help you’ll have or need, and weather.

Start from the keel up: First, assess the condition of your antifouling, as you may need to apply new paint. Replace sacrificial zinc anodes on the prop, shaft, hull, and bow thruster if they are 48º NORTH

KEEP THE RIG STANDING by Cliff Hennen Continuing upward, now it’s time to take care of the most important parts of a sailboat — the rig and all its components.

For this, I turned to professional rigger and owner of Evergreen Rigging, Cliff Hennen, who started with this guidance for sailors: “You don't have to be an expert to do a simple rig inspection, just be familiar with what to look for and check for things that don't seem right. I recommend sailboat owners have a fundamental understanding of all the elements of their spars,

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running rigging, and standing rigging. Do a simple inspection at least annually — and spring is a perfect time for this essential bit of preventative maintenance.”

Begin below decks: Check the base of the mast. Some water intrusion inside the mast is to be expected, but water should drain to the bilge effectively and not pool near the mast base or in the mast itself. Make sure any weep holes are not Cliff Hennen clogged with debris. Look for signs of corrosion at the mast base; significant corrosion should be checked by a professional and remedied accordingly.

If you have a deck stepped mast, make sure there is no water intrusion. In particular, check where the mast wiring penetrates the deck, as this is a common area for water to find its way in.

After inspecting the mast, check the condition of chainplates wherever they are accessible inside the cabin. Look for telltale signs of leaking, and inspect any tie rods, bolts, and fasteners that are holding everything together.

Deck level items: Take a look at all the elements of the running rigging. Are all the lines in good repair? Are any of them badly chafed? Check all the blocks to make sure they spin freely and all the rope clutches to see if they open and close smoothly. Are all shackle pins screwed in completely and moused to prevent loosening? Winches should spin freely and the pawls should have a crisp, firm clicking sound, indicating that they are operating and seating properly. If not, you may be due for a winch servicing.

Next, inspect your boat’s lifelines. If they are covered, look for places where rust is weeping through. Check all the strands to ensure none are broken or badly corroded. Make sure pelican clips open and close easily, and that toggles and turnbuckles are pinned properly.

Standing rigging: Check the state of tune ­— does the rigging feel tight? Use a tension gauge if you have one. Sight up the mast to make sure it is in column (straight) side to side, and tune the mast if necessary.

Pay particular attention to where the wire enters the swaged fittings, as this is a likely place for corrosion. A magnifying glass and a small piece of maroon Scotch-Brite pad are useful to clean up and take a closer look at suspect areas. Look for broken or proud strands; a strand that sits proud of the other strands is often a sign that the strand broke inside the swage.

Also look for signs of excessive rust stains. If you observe areas of concern, clean it with the Scotch-Brite pad and take a look with the magnifying glass. Cracks and crevice corrosion that are of concern are often not visible without a magnifying glass.

Inspect the chainplates and the caulking around them on deck. The caulking should be pliable — if it is dried out and cracking you should rebed the chainplates to prevent water intrusion through the deck.

48º NORTH

Nowadays, most boats have roller furling headsails, and they need to be exercised to ensure they operate freely. On a calm day, roll the sail in and out at the dock to make sure it’s running smoothly. If the furler has an open section of bearings, be sure to give it a good freshwater rinse when washing the boat. Service the furler in accordance with the manufacturer's maintenance recommendations.

Going aloft: If you feel comfortable going aloft, I recommend inspecting the standing rigging all the way up the mast. Again, pay close attention to the terminals and where the wire enters the terminals — this is a common place for rigging failure. Take a look at the tangs, inspecting for corrosion or cracks. Inspect the spreaders for corrosion or cracks as well. Replace UV damaged spreader boots. Check that all mast lights are operational. And don’t forget to check the halyard sheaves at the masthead to make sure they are all spinning freely.

GO TIME Going through the above list of tips and advice from Margaret, Amanda, and Cliff may seem like a formidable task, but it doesn’t have to sink your sailing ambitions. Involve family and crew members in the process and don’t be afraid to hire professionals if something seems amiss or if you’re not comfortable with a particular piece of gear or equipment.

Remember, the more preparation you do at the dock, the less you’ll have to do in a remote anchorage or marina. And though the jobs can be tedious, preventative measures ensure the safety of boat and crew and enhance enjoyment for those upcoming sunny days and sundowners in your favorite cove.

If you're up for it, going aloft is an important part of any thorough rig inspection.

Andy and his family cruised their Grand Soleil 39 Yahtzee throughout the Salish Sea and Alaska for 7 years before sailing for Mexico in the fall of 2019. Follow their adventures at SailingYahtzee.com.

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APRIL 2021

by Elsie Hulsizer

BLAKELY ROCK:

A LOW TIDE PARADISE

48º NORTH

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APRIL 2021

W

ith the possibility the pandemic might keep the U.S./Canada border closed into another summer, Puget Sound boaters may be once again looking for destinations closer to home. One of my favorites is Blakely Rock, only six miles from our Shilshole homeport. At high tide, it’s just a rock about 15 feet above water, a danger to be avoided and a useful turning point for racing sailors. At low tide, it’s a small island with a breathtaking view of the Seattle skyline, a white shell beach for landing, and fascinating sea creatures.

The U.S. Coast Pilot Volume 10 describes it as 300 yards long with shoal water extending over 250 yards north. It’s one of the best places in Puget Sound to see rocky-shore sea life and is worth visiting any time there’s an extreme low tide.

My husband, Steve, and I discovered Blakely Rock’s attractions by accident years ago. We had anchored Osprey, our Annapolis 44 sloop, for the night at nearby Blakely Harbor and woke to a minus 3 foot tide. From our cabin windows, we saw a series of seaweed-covered rock ridges stretching north from Blakely Rock. Our first reaction was, “Wow! That looks dangerous!” We shuddered, thinking of the many times we had sailed close to the rock, not realizing what was below us. We were also curious. What would we find there? We got in our dinghy and motored out to the white shell beach. We pulled the dinghy up the sloping beach, set the anchor into the sand and started exploring. Within a few steps, we were wading in a large tide pool with small crabs and bullheads darting in front of us.

I’ve always loved exploring low-tide beaches. As a child, I would walk miles on the sandy beach of Three Tree Point near our house, pulling moon snails and cockles out of the sand and turning over sea stars and sand dollars. But as I grew older, I discovered that rocky ocean shores had more interesting sea life than sandy beaches on Puget Sound. I would beg my parents to drive us to Makah Bay (near Cape Flattery) to see the colorful tide pools.

Now, I found myself, years later, astonished to see animals and plants that resembled ocean creatures on Blakely Rock, just a few miles from my childhood home. Red algae grew on lowlying rocks, masses of purple and orange sea stars crammed themselves into rock crevasses, and bright red sea anemones lurked under overhanging seaweed. Barnacles large enough to

host their own barnacles grew everywhere. I could have spent the whole day poking among seaweeds and rocks, but the tide was coming in, giving us only a few hours on the beach.

Why does Blakely Rock support this amazing community of sea life? Thinking back to the oceanography classes I took at the University of Washington, I recalled that rocks provide adequate surfaces for creatures to cling to and currents can bring a steady supply of food. The fact that few people find their way out there to disturb the ecosystem could also help. (Although the landing beach is popular with kayakers and owners of other small boats, most who land there stay on the white shell beach.)

A red rock crab in a Blakely Rock tidepool.

One June morning we arrived off Blakely Rock to see two cruising-style powerboats sitting catawampus on newly exposed rocks. They must have struck the rock when it was just below the surface. They had inadvertently discovered the best time to visit Blakely Rock: spring or early summer when the lowest low tides usually happen in the morning or early afternoon.

After several trips to Blakely Rock, we learned that the most interesting sea life becomes visible at a low tide of at least minus 2 feet; the lower the better.

TO LEARN MORE ABOUT THE SEA CREATURES LIVING ON BLAKELY ROCK, CONSULT THESE BOOKS: Whelks to Whales: Coastal Marine Life of the Pacific Northwest. Rick M. Harbo. Harbour Publishing. 2011.

Paperback 328 pages. (A very portable and useful guide.)

readable and informative classic. Ed Ricketts was the basis for the character of Doc of John Steinbeck’s Cannery Row.) Some bacteria are suffocating sea stars, turning the animals into goo. Erin Garcia de Jesus. Science News. January 20, 2021. www.sciencenews.org/?s=starfish+wasting+disease

Marine Life of the Pacific Northwest: A Photographic Encyclopedia of Invertebrates, Seaweeds and Selected Fishes.

Andy Lamb and Bernard P. Lamb. Harbour Publishing. 2005.

Hardback. 398 pages. (Beautiful photographs in a coffeetable format.)

Sunflower sea stars declared critically endangered on West Coast. Monica Samayoa (OPB) Dec. 11, 2020. www.opb.org/article/2020/12/11/sunflower-sea-starscritically-endangered-species/

Between Pacific Tides. 5th edition. Edward F. Ricketts and Jack Calvin. Stanford University Press. 1985. (A highly 48º NORTH

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Blakely Rock is most often accessed on the white shell beach on the west side by small craft like kayaks or a dinghy. But the cityscape can be enjoyed from any angle.

ANCHORING OFF BLAKELY ROCK Marked with a light and a red and white beacon, Blakely Rock is located only one mile east of the protected anchorage of Blakely Harbor. From that anchorage, it’s possible to row, paddle, or motor to the landing beach with a sturdy dinghy or kayak. Boaters can also anchor off the rock itself, paying close attention to weather and the set of their anchor. The seaweedcovered bottom drops off steeply, but it’s possible to find anchorage in about 7 fathoms off the shell beach, avoiding the submerged rocks to the north of the shell beach. In north winds, the most protected anchorage is close to the south side of the rock in deeper water. You may have to compete with sport fishermen for the best spots.

Land your dinghy on the white shell beach on the west side of the rock and walk east. You’ll first wade through several large tidepools where fish dart among pebbles and crabs scuttle across the bottom. As you continue east, walking from a high tide beach to a low tide beach, green seaweed gives way to brown algae, then to red. I like to head for the low tide beach first to make sure I see it before the tide comes in. I know that, by looking underneath fronds of red algae, I’ll find a treasure trove of sea creatures.

Climbing over seaweed-covered rocks can be slippery and dangerous. I wear boots rather than sandals because they give better purchase and protect both the sides and soles of the feet.

During many visits to Blakely Rock, we have been thrilled to see different sea animals almost every year. We’ve seen: clingfish — a stocky little brown fish with a suction cup on its underside; helmet crabs — long-legged orange crabs with spines; red rock crabs; translucent sea slugs; red and brown striped sea anemones; patches of bright pink coralline algae; a big glob of tiny magenta eggs — possibly fish eggs; and many other creatures.

Starting in 2014, the Rock was a good spot to see the effects of a sea borne pandemic: the sea star wasting disease, which 48º NORTH

caused starfish to turn to goo and lose their limbs. Scientists recently determined that the wasting disease was caused by a bloom of nutrient-loving bacteria draining oxygen from the water, suffocating the sea stars.

In 2012 we saw both purple sea stars and sunflower stars healthy and plentiful, although the wasting disease was already prevalent elsewhere in Puget Sound. By 2014, every sea star we saw was disintegrating. But by 2018, healthy purple sea stars were back, although less plentiful than in 2012. Multi-armed sunflower stars had not returned at that time, and have now been designated critically endangered; but small red blood stars once again added spots of color to the rocks. We may see future cycles of starfish suffocation due to climate change, but in 2020 we were happy to see healthy sea stars on the Rock.

Blakely Rock will be a good spot to see future changes.

In 2020, we saw a new aspect of the rock: boaters enjoying a trip there for the first time. I had suggested adding Blakely Rock to the Puget Sound Cruising Club’s July 4th get-together at Blakely Harbor and members took me up on it. The morning of the 4th, a crowd of boaters pulled their dinghies and kayaks onto the shell beach and fanned out across the seaweed-covered rocks. Splashing through tidepools, they watched sea slugs and crabs swim, lifted up seaweed to look for crabs, then thrilled at the sight of a seal pup sunning himself atop a rock. Finally, they stood on the beach and looked out across the sound at the Space Needle in the distance. Few who visited the rock that day had been there before. They will be back. As will I.

Elsie Hulsizer is the author of Voyages to Windward: Sailing Adventures on Vancouver Island’s West Coast (Harbour Publishing, 2005, 2015) and Glaciers, Bears and Totems: Sailing in Search of the Real Southeast Alaska (Harbour Publishing 2010). www.sailblogs.com/member/ospreyvoyages/ www.elsiehulsizer.com/

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FAVORABLE LOW TIDES FOR VISITING BLAKELY ROCK IN 2021

PUMP OUT, DON’T DUMP OUT!

Protect Puget Sound from Vessel Sewage It’s the Law

From Ayetides Blakely Harbor tidal station: WED

April 28

1238

-2.52ft

THUR

April 29

1324

-2.95ft

FRI

April 30

144

-2.84ft

SAT

May 1

1504

-2.26ft

TUES

May25

1048

-2.27ft

WED

May 26

1132

-3.32ft

THUR

May 27

1216

-3.84ft

FRI

May 28

1302

-3.83ft

SAT

May 29

1350

-3.33ft

SUN

May 30

1442

-2.43ft

SAT

June 12

1254

-2.0ft

TUES

June 22

0942

-2.10ft

WED

June 23

1026

-3.20ft

THUR

June 24

1112

-3.83ft

FRI

June 25

1158

-3.98ft

SAT

June 26

1246

-3.68ft

SUN

June 27

144

-1.97ft

SAT

July 10

1158

-2.02ft

SUN

July 11

1236

-2.10ft

WED

July 21

0920

-2.35ft

THUR

July 22

1010

-3.01ft

FRI

July 23

1058

-3.30ft

SAT

July24

1144

-3.21ft

SUN

July 25

1230

-2.76ft

No Discharge Zone

Download the FREE Pumpout Nav app to see if you are in the No Discharge Zone and locate a pumpout near you.

Why it matters: Vessel sewage contains pathogens and viruses that can harm shellfish and swimming beaches.

Learn more at PumpoutWashington.org This project has been funded wholly or in part by the United States Environmental Protection Agency under assistance agreement PC-01J18001 to the Washington State Department of Health. The contents of this document do not necessarily reflect the views and policies of the Environmental Protection Agency, nor does mention of trade names or commercial products constitute endorsement or recommendation for use.

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Photo courtesy of Jim Skeel.

PNW HERO: DICK ROSE, PART 2

by Joe Cline

Around the Pacific Northwest, heroes come in many forms, and 48° North is excited to honor some of them in this series. Here is part two of an interview with Dick Rose, a man many think of as “The Rules Guy” but whose accomplishments and contributions to sailing are truly extraordinary and wide reaching.

Your work on the Racing Rules of Sailing has had global influence, but I know you’ve also been very involved with youth sailing here in the Pacific Northwest. Tell us about that.

My major involvement in sailing in the PNW recently has been as a judge or umpire helping at PNW high school regattas and as a volunteer with The Sailing Foundation to promote youth sailing.

I first joined the Foundation’s Grants Committee that helped outstanding young sailors pay the costs of travel to national and international events — especially with my Laser activities at the time, I knew the kids in town who were getting to be pretty good.

About the same time as I joined the Foundation, one of my International 14 crews, Burke Thomas, moved his family to Orcas 48º NORTH

Island and wanted to get dinghy sailing going up there. He started working with the Orcas Island High School. At that time, there were only six high schools in the Northwest that raced. Burke got high school sailing going on Orcas. Soon Friday Harbor and Anacortes had teams. Burke became the pied piper of high school sailing.

He was elected President of the Northwest Interscholastic Sailing Association, covering high schools in Washington and Oregon. Burke built that organization up from six teams to, would you believe it, 60 teams. I helped out by judging at the major high school events and giving seminars on the rules to high school teams.

As high school sailing was taking off, The Sailing Foundation elevated youth sailing to one of its two main goals, and I became

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they could come to weekend regattas.”

We thought that sounded pretty neat, but we thought we’d have a better chance of finding such a person if we could offer a full-time year-’round job, rather than just a job for three months. After we figured out the difficult task of funding that person’s salary for the first couple of years, a group of us — Burke and me, as well Scott Wilson in Bellingham, and Brendan Fahey — advertised the position.

Brendan started the job description saying, “This is the best job you’ve never heard of.” We were looking for someone to come to the PNW and make sailing more popular for kids and also raise the skill level of the best competitors.

Dick and Burke racing in the I-14 together. the chairman of the Foundation’s Youth Committee. (The Foundation’s other goal was to promote safety at sea, which it has done consistently since its founding 50 years ago. Its major accomplishment was the development and worldwide promotion of the LifeSling.)

Through the Foundation, I started an annual Coaches Clinic. During the ‘off’ season, in January, I invited every group in Washington or Oregon associated with youth sailing — including summer learn-to-sail programs, youth regattas, high school and college teams — to a day long program at which the Foundation would fly in a top coach from somewhere in the USA to lead sessions on how to expand youth sailing and how to help young sailors develop more advanced racing skills. The Foundation’s Coaches Clinics were well received and grew in attendance until over 50 different programs were participating.

About 10 years ago, during a meeting of the Foundation’s Youth Sailing Committee, someone threw out an idea, “Why don’t we hire an experienced coach for the spring season to help all the youth teams? That person could help individual high schools and colleges during the week and run clinics on the weekends; also, 48º NORTH

Tell us more about the positive impact this is having. Is youth sailing trending in the right direction?

What I’d like, and what I hope that Andrew is doing, is to show young people that this is a neat game; and to show them in a setting that is affordable. At one of the last World Sailing meetings, I was one of a group that had dinner with Peter Harken, the

president of Harken, Inc. He’s one of the great people in the sport and a brilliant guy. Peter held forth on the status of the sport, saying, “Don’t worry too much. If you can excite kids about competitive sailing when they’re in their teens and college years, they’ll go away and they won’t sail for a while, but they’re coming back.” If we can get youth sailing going, Peter felt there would be a rebirth of participation coming into our sport when those former youth sailors reached their thirties and forties.

PNW high school championships have become huge, neat events!

Sometime, when Covid is finally behind us, you should come to a PNW high school regatta. What you’ll see is really heartwarming — a couple hundred kids spending their weekend racing dinghies, having fun at it, and making friends.

That’s building a community as well as a love of the game, and, if Peter Harken is correct, that's what it will take to grow our sport in the future. Burke Thomas and Andrew Nelson are very responsible for that, but a lot of others have put their heart and soul into it, too.

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What does learning to race add for a sailor, especially a young sailor?

If you’ve just learned to sail, that’s the equivalent of learning to hit a tennis ball against a wall. If you don’t try the game (racing), you’re missing a lot of the fun.

When you race a sailboat, you are playing three games at once: There’s a game against nature — where you’ve got to call the shots on the wind and the current. There’s a game where you’re battling your boat — if you get your boat under control, she’ll be faster, and with time spent on the water you’ll learn how to set up your boat for best performance. The third game is a chess game — positioning your boat for best advantage against the other boats.

Considering the contact you’ve had with some of the world’s top sailors, what characteristics do you see among the best of the best?

They vary. Generally, top sailors are bright, dedicated people.

Some of them are fabulous athletes. Anna Tunnecliffe, who won a gold medal in the Laser Radial a few years back, could out hike anybody; she used her frame and height and weight to maximum advantage.

Bill Buchan has talents that are unique to him. He builds his own boats and is a master of boat-speed development. He plays the ‘boat game’ and tries to stay clear of other boats so that he’s free to sail his boat in clear air at top speed. Knowing the rules is not his top priority. He’s looking for a clear lane so he can take advantage of his speed.

What are your recommended resources for people looking to better understand the rules?

The two Daves — Dave Perry and Dave Dellenbaugh — publish very helpful material from which you can master the rules. (In past years, I would have referred you to my own articles.) The first chapter of Dave Perry’s book is his analysis of how the new rules affect the game and what’s important to know this year. But, like Bill Buchan, you’ve got to keep the rules in perspective. You will not become a world champion just because you know the rules. It’s a small part of being a champion sailor.

In your varied and significant contributions to the sport over the years, what do you feel most proud of?

When I joined the World Sailing Rules Committee back in the 1990s, there were only a few of us who were trying to make the rules work well for the weekend sailor. Everyone else at World Sailing seemed consumed with the Olympic Games or professional sailing. What I’ve tried to do within World Sailing is to keep the rules simple. You can’t play a game without rules; I bet you a lot of major league baseball players don’t know the rules very well, but they play the game superbly.

My training in math and psychology gives me an edge in picking my way through potential rules to help keep our sport’s rulebook as simple and straightforward as possible. Along the way, I’ve won a number of honors. US Sailing has given me two awards: the Harman Hawkins Trophy for lifetime contributions 48º NORTH

to the field of race administration, and their Herreshoff award for lifetime achievement in the sport. I’m still working on lots of committees — the World Sailing and the US Sailing Racing Rules Committees, as well as the U.S. and PIYA Appeals Committees.

How has your sailing involvement changed over the years?

Until sixth grade, I went to a Quaker school where they gave no grades. You were judged against your past performance and not against the other kids in your class. If a test was marked up, the comment was, “You didn’t do quite as well as you did on the last test; you’ve got to work a little harder on this or that.” Or, it might be, “Hey, well done, this is the best you’ve done.” They were grading you against yourself. That’s kind of how I’ve gone through life — grading myself against myself.

As I got older, I bought a Laser 28, Sloop du Jour, which I campaigned in the Northwest for many years. We were first overall at one of the early Whidbey Race Weeks in it.

My wife Carolle was a great boat speed sailor — she was a champion in Canada, and represented Canada in World Sailing Championships and placed highly. The way we sailed our Laser 28, I helmed it and figured out where we should go, and she made the boat go fast.

We raced our Laser 28 under PHRF, which rates boats with a single number. The result is far from perfect. Racing the Laser 28, we could look at the anemometer and know pretty well how we were going to do — if the wind was really light or really heavy, we were going to finish near the top; if the wind was moderate, forget it, because we’d have the same rating as boats with longer waterlines. After decades of dinghy racing, PHRF was, to me, quite unsatisfactory — I prefer one-design racing where we all have the same equipment. Yet, I still enjoyed PHRF racing because I knew enough about the sport that I could tell when I was having a good day or a lousy day, and I could give myself my own pat on the back or kick in the pants — just as I had learned to do in Quaker school. You know when you win the start or when you hit a wind shift just right and pick up three boats.

Are you still finding ways to get out on the water?

About 10 years ago, we decided we needed a simple boat for cruising. We never found that with a sailboat. We were looking for something like the Laser 28, perfect for a couple.

We’d go to the boat show and look at modern sailboats and they’d say, “Look it sleeps six!” So, we didn’t get something for quite a while. A year ago, some friends told us about a couple that was looking for a partner for their Grand Banks 32, so we bought half of that boat and we’re going to do some cruising.

Well, thank you Dick, for your time in this interview and for all of your contributions to sailing. Your commitment has had an impact on sailors of all ages around the globe, especially here in the Pacific Northwest!

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Joe Cline is the Managing Editor of 48° North.

APRIL 2021

Mahina 2021 Virtual 3-day Offshore Cruising Seminar

April 13, 15 & 17 We’re excited to offer two evenings and a full day of learning through virtual instruction.

Skagit Valley College’s marine technical guru Mike Beemer joins John and Amanda Neal to co-present over 14 hours of detailed instruction with PowerPoint illustrations and videos that follows over 20 topics and the 260-page Offshore Cruising Companion course book.

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APRIL 2021

GREAT SAILING & A FEW SURPRISES

CENTER SOUND SERIES 2021: BLAKELY ROCK AND SCATCHET HEAD It’s officially spring! There is wind and sun, the daffodils are in bloom and, most important of all, there is boat racing.

Corinthian Yacht Club of Seattle’s Center Sound Series is the kick-off of the season for many sailors in our area, your author included. Spring sailing conditions can be a mixed bag, but a couple of races into 2021, we’re coming up aces!

The Blakely Rock Race begins the series. In the days leading up to the race, the forecast looked light-to-moderate and perfect for shaking off the rust. Late the night before, the models updated and mother nature upped the wind range. On race morning, the southerly breeze exceeded even those predictions.

The CYC race committee boat had a steering failure while leaving the dock, which gave the fleet of 75 registered boats time in postponement to reach around in southerly gusts topping 25 knots and really ask themselves: are we ready for this? A number of boats headed back to the dock to save their sails and wait out the postponement. Some decided to call it a day.

Credit to the committee for their persistence. When a repair proved untenable, they altered course and packed themselves into a small runabout for the length of the day. By the time the committee was getting that sorted, though, enough time had passed that they made the prudent call to shorten the course (removing the temporary mark set up near Edmonds, and just sending everyone around Blakely Rock and back).

In an effort to get the fleet racing, the committee paired together two classes per start, which worked well as long as the boats were on the water. In the ORC class, all three TP52s had gone into the dock, and there was a bit of confusion about when we were starting that left the boats crossing the line separated by more than a few seconds or even boat lengths.

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With that bit of confusion behind us, we settled in for a windy beat. The fleet generally followed the common track, looking for lanes to get current relief underneath West Point before making the jump across Puget Sound and looking for more relief on the east side of Bainbridge. The breeze stayed solidly between 15-20, with some gusts above and, with the current still ebbing, the water was pleasantly flat. Boats of all shapes and sizes flew across the Sound, and soon we were trading tacks along the Bainbridge shore. The breeze direction got fickle near the Rock, but it didn’t drop like it sometimes does.

On the TP52, Glory, our good fortune at the start had left us sailing our own race with clear air and a lead. We made the turn well ahead, set the spinnaker without major mishap (an accomplishment for our first race in 16 months) and blasted off downwind with boat speeds in the high teens in the big puffs.

My crewmate, Patrick Doran, called it a “magic carpet ride” and man, was it fun!

Racing was tighter in other fleets. In the nine-boat J/105 fleet, there were lead changes on the Bainbridge side of the course.

Creative, skippered by Shauna Walgren, rounded first and held the lead to the finish on her way to first overall. Her tactician, Al Hughes, noted to his fleet: “105s took 1, 3, 5, 6 and 8 overall — a pretty good showing on a 105 kind of day.”

Ultimately, Blakely Rock was a terrific start to the season. As sailing days go, it was just awesome, with the breeze making it a bit adventurous for some after a long time away!

The second installment in the Center Sound Series sends racers to the Scatchet Head buoy on the southern tip of Whidbey Island, or so we thought. Heading out to the starting area, we learned that the predicted conditions caused the committee to

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alter the course from a 26-mile out and back to a very long buoy racing tour of the Sound. The fastest boats were a little frustrated by that, but the choice was understandably made out of concern that slower boats might struggle to get around the course in time.

As it happened, the breeze was higher than forecast for most of the day… well except for a few spots. We sailed through some very light breeze on the first leg from the start upwind to West Point, set a kite, and started working our way downwind in 10-14 knots. Nice!

The story of the day, though, has got to be one of the biggest, messiest light air pinwheels I’ve ever been a part of at the leeward mark set up near the Edmonds shore. The entire fleet consolidated here when the breeze went light on this side of the course, and looked to be switching from south to north.

Spinnakers went up and down a couple of times. Because of the variable conditions and all that bad air, dozens of boats were functionally stopped, while others were flying in under spinnaker when the southerly won out once more. The sheer density of slow boats near the mark made those speed differences… shall we say, exciting. I didn’t hear about any major damage, but it was a pretty fraught experience. There were lead changes in several fleets.

Once we were a few hundred yards away from that leeward mark, we were back to sailing upwind in a pleasant and consistent southerly in the low teens. The fetchable triangle course brought us to a mark near Point Monroe, and then West Point. There were some fun drag race battles trying to optimize trim and mode, but if you lost ground in the crazy rounding,

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The epic leeward mark rounding during the Scatchet Head Race.

Photo by Leif Fuhriman. there weren’t a lot of passing lanes. Reports are that the fleets farther back had the breeze drop way down again for the final two legs and finished by playing connect-the-puff. For the TP52s, the turn at West Point brought the kites out once more for a leisurely run to the finish.

In the end, it was a sunny warm day of spring champagne sailing on a course that kept us guessing. This sailor would have preferred the original course, but you can’t guarantee much of anything in sailboat racing, and that’s half the fun! If 2021 keeps it up with participation and conditions like this, we’re in for a very good year.

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By Joe Cline Photos by Jan Anderson and Leif Fuhriman

APRIL 2021

RED LIGHT, GREEN LIGHT GIG HARBOR ISLANDS RACE 2021 If you missed out on the 2021 Islands Race, you missed a doozy! Tom Davis, who was out racing on the J-35 Flicka, put it this way: “Everyone was first once!”

This final stop for the Southern Sound Series brings sailors from Gig Harbor around Blake Island and back via Colvos Passage. We had great wind at different points, and multiple occurrences of huge windless portions of the course caused by converging notherlies and southerlies. The fleet would spread out, and then completely converge.

The race started out in a great southerly. The PHRF 5 fleet all started spot-on, and several boats were planing right from the get-go.The Melges 24 Distraction was able to get ahead of us on Goes to 11 — an Antrim 27. Our experience in heavy air is still fairly minimal on this boat, so we went a little conservative with a flat-cut spinnaker. As we watched the Melges take advantage of the puffs, that was a choice we came to regret.

We ended up rounding the northern mark just behind the Melges, and were ahead of the rest of our class. We took a westerly line from the island to near the Southworth ferry dock, making gains on the Melges that sailed further east. Then we sailed into the first hole of the day. When we finally passed Point Southworth, the Melges had caught back up. Looking down Colvos, most of the big boats ahead were sitting in the same hole. John Leitzinger summed up the experience on Kahuna: “We managed to break away from our fleet and round the top mark with a three-quarter mile lead only to sit in a windless hole between the northerly and southerly while the whole fleet crept up on the new wind.”

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The entire fleet consolidated near the top of Colvos, searching for air anywhere we could. We ended up launching the spinnaker again, and started working our way towards the east side of the passage. Most of the fleet worked their way towards the west side of Colvos. Behind us, one last boat flying south from Blake Island was nearly broaching in the northerly.

The wind filled across the passage from east to west, and we launched forward and gained almost a mile lead.

We made it about halfway down Colvos and through a few squalls with that lead, until the next big hole of the day appeared. As we sat watching the fleet creeping up towards our position, we finally started to see very dark water making its way from the south. Once again, boats on the Vashon side of the passage — Tigger and Distraction — were hit first, and began the charge through the incoming southerly. We tacked for that side of the course, and began the mad dash for the finish.

I’m not sure what the wind speeds were due to a freshlyseized anemometer, but I can definitively say those were the largest puffs I’ve seen on Goes to 11. After a bit of beating through the middle of the channel, we sailed to the west side for a little relief. We were able to manage until Point Richmond, when we finally reefed. During the reef, Sidewinder caught up, and sailed an impressive final leg to earn (by my calculations) the win for the entire Southern Sound Series.

Congrats to Sidewinder, and thank you to all of the clubs that hosted the Southern Sound Series this year.

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By Jeremy Bush Photo by Jan Anderson APRIL 2021

COMPETITION & CAMARADERIE - JIM DEPUE MEMORIAL RACE In remembrance of a long time Port Madison Yacht Club member and his beautiful S&S sloop Gitano, the Jim Depue Memorial kicks off a unique racing series in diverse and challenging waters — the West Sound Sailing Association (WSSA) series. To top off the incentives in the first of the WSSA races each year, Jim’s widow leaves a bottle of rum at the clubhouse for the winner.

Thirty-four boats made it out for the 2021 Covid version of the Jim Depue Memorial. The yacht club made it easy for everyone to sail within their comfort zone by adding shorthanded classes to the regular group of three classes. Only one sailor did the ultimate social distancing by sailing singlehanded — that was Peter Shorett, who wound up taking 3rd overall and 2nd in division 2 on the Farr 395, Ace. The wind just wouldn’t come all the way into the start area near Point Monroe, so after a short postponement, the race committee moved the start line south a bit, getting everyone off in a solidly building southwesterly breeze.

The non-flying sails boats beat out away from the island on starboard tack. Crewed boats and shorthanded boats came off the line together in mid #1 genoa conditions. Your author’s UN30 thought that they had ‘em all on port tack from the pin; but ultimately misjudged the angles or current and ended up tacking below most of the fleet’s bows before finding a lane to get back in towards shore and out of the building ebb current.

That ended up being the ticket: push the Bainbridge shore until you were worried about running aground, tack out to 50 feet of depth and head back in, hoping those inside didn’t gain too much on you. The fleet leapfrogged their way south along the east side of the island. Shorthanded boats pleaded with the crewed boats to let them cross instead of being forced to tack.

A yelled hail of “PLEASE!” could be heard while sailing across Rolling Bay — it was the singlehander on Ace and, yes, the other boat let Ace cross on port. It’s something often seen in the West 48º NORTH

Sound Series — a spirit of camaraderie where sailors understand what each other needs and wants while also competing.

As the leaders approached the windward mark near Eagle Harbor, the wind dropped down 5 or 8 knots. The front half of the fleet reached off on starboard towards West Point. Changing breeze left a good sized gap between the front and back half of the fleet.

The weather models showed the wind going easterly about 2 p.m. and northerly at 4 p.m. and well, the model wasn’t entirely wrong. The forecast was just two hours behind the actual weather! The first 10 boats got around the West Point buoy and reached across the west side of the Sound toward Jefferson Head on a nice easterly. The boats farther behind were left struggling to keep their kites full and get west in the light dead downwind conditions, with a few even getting swept past West Point in the strong current.

The first group of boats got around and reached back to the finish at Point Monroe on the easterly, but as the mid-fleeters rounded the Jeff Head mark, the wind spun again and came out of the north! Spinnakers back up, and off to the finish for the mid fleet boats. For those bringing up the rear, you guessed it, the wind switched once again and they rolled across the finish under genoa on the soon-to-be-stormy southerly. At the end of the day, 27 of the 34 boats were able to finish the Jim Depue Memorial Race — pretty good considering the conditions!

Congrats to all sailors, including the overall winners on the Henderson 30, Sabrosa, and other division winners: Catalina 38 Emilia, J/80 Rush, Davidson 34 Karma, and J/105 Creative. All in all, it was an amazingly beautiful and bright winter’s day to enjoy the incredible waters of the PNW and do what sailors do — race against each other while sailing with each other.

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By Ben Braden Photo by Jan Anderson APRIL 2021

A MOST FABULOUS DAY FOR SAILING GIRTS REKEVIKS FOULWEATHER RACE After all these years, I think I finally really understand what is so special about the Girts Rekevics Memorial Foulweather Race — an element that I never really thought about. As you sail the course, every landmark you pass and every corner you turn brings you one step closer to somewhere great. It is such fun to race to a destination — to have no need to sail back home until you are good and ready. I love every point-to-point race, and we should do more of them!

The Foulweather Race has been run for at least 25 years. We start the race in Fidalgo Bay, just minutes from the marina. The finish has been in one of at least three island destinations at different times. Originally, the race went to Rosario Resort on Orcas Island. Then we started racing to the Islander Resort on Lopez. Both of those resorts were in offseason mode and the salty sailors of Anacortes Yacht Club were a bit of a handful, to say the least. Once we settled in on Friday Harbor, there was a whole village and “Last one to Herb’s is a rotten egg!” became a thing.

Often, the race is a reach and you can carry the kite most of the way. Personally, I have never not hoisted the kite on the Foulweather Race. But this was a no kite year. It was upwind all the way to Friday Harbor, but there was a good 10-20 knots and the sun came out and I sailed the entire race without ever putting on a jacket in February! Sweetness.

I always say that you sail in the breeze that you have, and not what’s predicted. It wasn't all that windy at the start, and since I couldn’t see around the corner to Guemes Channel, we went big with the number one genoa on Wild Rumpus. Twentytwo boats started together on my favorite kind of distance race start — a short line and on a close reach. Just spectacular to be part of, with everyone launched in the same direction and boats of all speeds and sizes sorting it out. We took the low 48º NORTH

road at the start, trying to avoid the wind shadow of Cap Sante rock and avoid the big boats also casting big shadows. It worked pretty well, and all was good until we got into Guemes and it was pretty clear that we needed to drop down to the small jib.

Everyone dealt with the wind differently. We have hanks and had to go bare-headed for the swap. The Moore 24, Hummingbird, was in the same boat right on our heels. Some boats started with smaller sails, others had furlers, and some reefed. The breeze was more than the forecast, the sun was sunnier and warmer than the forecast, and the current was a challenge everywhere except Guemes Channel. Thank goodness for relief in the channel! It was a fabulous day for sailing and remembering our friend Girts.

In the end, the schooner Sir Isaac joined the short list of boats that have won Foulweather and OIYC Winter Shaw overall in the same year. Congratulations go out to John and Ann Bailey, first place in the Double Handed class and first Overall. They are as kind as they are skilled, and the boat is just beautiful. Other boats with great performance include the J-105 Kinetic, winning PHRF 1 and correcting only five seconds behind Sir Isaac in the overall; the J-30 Celebration winning PHRF 2; and the seemingly unstoppable C&C 24 Wind Warrior winning PHRF 3 after an epic challenge just to get to the course.

Aviator “flap hats” went out to all division winners, as well as anyone who could use their gift of gab to explain why they deserved one at the socially-distant awards party at the dock.

It was a great day on the water, and an excellent way to kick off a new season for AYC, and test the gear. Come join us, you’re always welcome!

By Stephanie Campbell Photo by Lizabeth Rose

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Photo by: Mykola Hlibovych

CLASSIFIEDS

18 FOOT CAPE COD CATBOAT 18' Marshall Marine Catboat. Sanderling model. Built 1966. In great shape. 2014 5 HP Mercury outboard.

Length 18'2", Beam 8’6", Draft 19" with the board up.

Gaff Rig. Sail area 253 sq ft. Easy boat to sail with its cat rig. Displacement 2200 lb, ballast 500 lb. Call (206) 6605766 or email anthony.john.wilson@gmail.com $9,000.

WIND CHILD, 1977 RANGER 28 SLOOP Wind Child 1977 Ranger 28 sloop. Gary Mull design — classic IOR shape. Points well and sails fast! Excellent sailboat to learn on. Fair condition. 15hp diesel with low hours. Folding prop. Full winter cover. Large sail inventory. Roller furling jib. 3 quarter berths, 1 V-berth.

2018 marine survey. Alex Korbonits: (206) 818-1458 or alex@korbonits.com $9,500.

FINOT 39 STEEL SLOOP 1985 Reve d’Antilles, hull #151. 1 of 11 built in Nanaimo by High Seas Steel Yachts. US doc. Flush deck, hard dbl chine, fin keel, skeg, fixed wheel 16×9. Hard dodger. 2in insulation. Lee sails, spin/sock, Profurl, Aries, AGM, solar, reefer, propane range, radar, plotter, vhf, ham, Rocna, New Yanmar and all running gear 2018. 375 hrs. Lying Hood River, OR. Contact: charlesshuster@gmail.com $58,500

1986 CAVALIER 39 SLOOP BUILT IN NEW ZEALAND Sloop, tiller steering. LOA 39 LWL 29.6, fiberglass reinforced hull, 120% Genoa, spinnaker, mainsail, 3 anchors with chain and rode, Monitor windvane, auto pilot, Isuzo 55hp diesel. Cruise ready. One off interior design with table on bulkhead and captain’s bed. Includes freezer and frig. Call Bob at (510) 421-1768. $75,000.

1940 SCHUMAN SINGLE HANDLER YAWL Bittersweet is a 35 ft. yawl built in 1940 at Graves Shipyard in Marblehead, Mass. She is mahogany on oak frames, original spruce spars. Closed-cooled Atomic four aux. Same owner for 25 years. Currently in dry storage at Deer Harbor Boatworks, Orcas Island, WA. Sails in good condition. Needs some TLC but basically sound. Contact: David (208) 610-3077. $10,000.

PASSPORT 40 World Capable cruiser. Cutter rigged, oversized rigging, large sail inventory, Aries windvane, autopilot, Yanmar engine, watermaker, Furuno radar, 3 burner stove/oven, Dickenson heater, ICOM HF, VHF. 2018, power train refurbished. Orcas Island, WA. svlandsend@yahoo.com or 360-632-8896. $130,000. $145,00 if broker involved.

MILLER MARINE 41FT DECK SALON Miller Marine Deck Salon. 12 inch Raymarine touch screen chart plotter, radar and autopilot. 8.5 ft dinghy, 2.5hp Suzuki motor. Propane gimbaled stove, refridge and freezer. Diesel stove heat, berths for 6, teak interior. Roller furling genoa and spinnaker, composite main, dyneema running rigging. Bernard (360) 840-9510. $92,000.

1967 ISLANDER '21 Complete refit/refurbish 2010. New Honda 5 2019 (2hrs). Roomy V-birth and nice little cabin w/ galley.

Includes trailer w/ new tires/rims. 2 jibs, 160% genny, storm sail, new tanbark Main 2015. 5W Solar panel w/ smart regulator. More included. Slip possible. Dinghy also for sale. For more info contact Chuck Johnson: chuck@kinnik.com or (360) 379-0963. $4,500.

WESTSAIL 32 New engine, tanks, sails, head, roller furling. Many extras. For more info call (206) 290-9660. $35,000.

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CLUBS

BOATS FOR SALE 1945

Cal 2-29 Cruising Sailboat

The Cal 2-29 is both comfortable and stable, with upgrades for more comfortable for cruisuing. Hull with fin keel and spade rudder is in excellent shape.

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by Lohmann 7001 Covers.

Used 3 seasons from April and (Shilshole Bay Marina in PortNovember of Seattleto Building) is in excellent condition. Assembly instructions are included plus 3 cover storage bags. No sand bags used.

Cover has a draw cord around the hull that holds the cover down. Internal poles create a tent so you can walk around. Contact Robert at (360) 306-0953.$5,000.

Fax (206) 789-6392 (360) 371-0440 • semiahmoomarina.com Email calla@48north.com

LIBERTY BAY MARINA 40’ - 48’ - 60’ open slips.

Great location in Poulsbo, WA Restrooms, Showers.

360-779-7762 or 360-509-0178 6327 Seaview Ave NW Seattle, WA 98107 ANACORTES MARINA

Annual moorage available now: 32’ to 80’ Open and 32’ to789-7350 60’ Covered slips.

Phone (206) Espar by(206) In town rental w/security gates, mini•storage, Parts • Sales Service Faxslips 789-6392 (206)out 548-1306 full service boat yard, fuel dock & pump on site.

Eberspächer email jen@48north.com www.nwmarineair.com Anacortesmarina.com or (360) 293-4543

• HigHeSt qUality fleet in tHe paCifiC nortHweSt

FREE unlimited day sailing on the club boats.

• Sail on Puget Sound out of Shilshole Bay Marina • Full Service Sailing Club/Pro Shop/Brokerage • All the advantages of ownership w/out the hassles

206-782-5100 www.seattlesailing.com info@seattlesailing.com

Tethys

7001 Seaview Ave NW Suite 130 (Shilshole Bay Marina in Port of Seattle Offshore Sailing for Women Building)

Nancy Erley, Instructor 4 206.789.5118 8º NORTH

nancy@tethysoffshore.com www.tethysoffshore.com

Tim Huse 206-354-9039 tim@ballardyachtrigging.com

V E SS E L M OV I N G

No ocean too big, no trip too small, no ship too large, no mast too tall, Full service rig shop serving the Puget Sound sail or power, we move them all!!!

When you are ready, give us a call.

Professional service since 1967.

CappyTom@aol.com (206) 390-1596

Cliff Hennen - (206) 718-5582

www.evergreenrigging.com - (360) 207-5016

• STANDING & RUNNING RIGGING

V E SS E L M OV I N G

PROPERTY FOR SALE Nancy Anderson - Seattle 206/669-0329 • sureritesigns@gmail.com www.sureritesigns.com

1.5 inch =$60/month WoodenBoat Builder’s Paradise.ad Beachside Business Classified cottage and March working boatshop for sale Port Specializing in 2016 issue PROOF Hadlock, WA. Live in 2,020 sqft. home; work in the Marine Heating, 9,308 sqft. workspaces. Many beautiful wooden Air Conditioning & boats and fine woodworking have been created here.

Upstairs loft perfect for sail-building. Sandy Refrigeration beach to launch boats, plus mooring ball. Close to Port Townsend and NW School of Wooden Boatbuilding. Rare opportunity to live/work on 200 feet of waterfront. $1.4M Call/text 415-828-1947

Cliff Valentine

cliff@nwmarineair.com

(206) 548-1306 windermere.com/listing/123881722 Check Us Out at

48 www.nwmarineair.com

We specialize in marine heat pumps,

• CUSTOM SPLICING & ROPE SALES

No ocean too big, no trip too small, • NEW MASTS & CUSTOM PROJECTS no ship too large, no mast too tall, sail or power, we move them all!!!

ANACORTES, WA • give 360-293-1154 When you are ready, us a call.

6327 Seaview Ave NW NORTHWESTRIGGING.COM Professional service since 1967.

Seattle, WA 98107

!

IG Y R LL A C LO

At Shilshole Bay Marina www.windworkssailing.com 206.784.9386

Standing Rigging • Running Rigging • Electronics Splicing • Furlers • Lifelines • Inspections • Plumbing Hydraulics • Troubleshooting • Power Boats, Too

• LIFELINES & CABLE RAILINGS

$90 Annual Dues - Reciprocal Moorages * Learn to Sail in 5 Days!

High quality sailing at the lowest cost moreinStrUCtor info call Mike at (206) 265-9459 • lFor oweSt to StUdent ratio in Seattle

Ballard Yacht Rigging

Y IL LL SA BA O L

2442 NW Market St. #94, Seattle, WA 98107

* US Sailing Certification “Established in Ballard since 1976”

34’ - 50’ slips for lease/purchase Free Wifi, Pumpouts & Showers, Fuel, Store /Café Phone (206) 789-7350

BYR

G

CLUBS • Up to 50% off US Sailing leSSonS on Brand new 2018 Capri 22’S • “BaSiC to SLOOP BareBoatTAVERN ” SailingYACHT leSSonSCLUB

6327 Seaview Ave NW Gateway to the San Juans Seattle, WA 98107

PROFESSIONAL SERVICES

CappyTom@aol.com (206) 390-1596 Phone (206) Full service rig shop serving789-7350 the Puget Sound Fax (206) 789-6392 email jen@48north.com

Cliff Hennen ‑ (206) 718‑5582 www.evergreenrigging.com ‑ (360) 207‑5016 Nancy Anderson - Seattle 206/669-0329 • sureritesigns@gmail.com www.sureritesigns.com

EMPLOYMENT

APRIL 2021

GREAT INCOME 1.5 inch =$60/month

INSTRUCTION

MARINE EQUIPMENT

MARINE EQUIPMENT

Tethys

Offshore Sailing for Women Nancy Erley, Instructor 206.789.5118

nancy@tethysoffshore.com www.tethysoffshore.com

• Basic through Advanced Sailing Lessons • Week-long Cruise & Learn lessons • Spinnaker, Intro and Advance Racing Classes

• 30+ years of experience •

Gill foulweather gear & Dubarry footwear

206-782-5100

www.taylorsails.com erictaylorsails@gmail.com

www.seattlesailing.com info@seattlesailing.com 7001 Seaview Ave NW Suite 130 (Shilshole Bay Marina in Port of Seattle Building)

ADVERTISE WITH 48° NORTH

PICK UP AND DELIVERY AVAILABLE FREE ESTIMATES FAST, QUALITY WORK 5015 15TH AVE. NW, SEATTLE

(206) 783-1696 WWW.MACTOPS.COM

Distributor of HYPERVENT, a woven polymer bonded to a breathable fabric to fight on-board condensation and mold. The 3/4-inch polymer loops will not compress, allowing for plenty of dry air to circulate wherever it's placed.

• HELM CHAIRS • GALLERY CUSHIONS • MATTRESSES • BUNK CURTAINS • EQUIPMENT COVERS

CHEAPER THAN CUSTOM SHEETS–FORM FITS ANY MATTRESS

CLUBS CROSSWORD SOLUTION C L E A T S E I R A C E S A T R S U R L S L P O O P P O B O S U N A T S U N D O K O O S I R E N

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PURCHASE ONLINE:

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BUSINESS CLASSIFIEDS

CONTACT KACHELE YELACA AT KACHELE@48NORTH.COM 48º NORTH

KEEPS MATTRESSES CLEAN & SANITARY–ALWAYS STAYS TUCKED

49

M R A R R I N A

O O R E G P A D Y V E

S U N A Y K A W N E R O N T K S

R I N G N R A T T A E B I R P S S E L Q A U R N S A K L A T I L O S U N

APRIL 2021

French & Webb 50’ Custom Ketch

Wings Designed by C.W. Paine, who describes her as his masterpiece, Wings represents the perfect balance of traditional aesthetics and modern technology and materials.

Wings was built in 2005 by the exceptional craftsmen of French & Webb in Maine.

Video at wingsyacht.com Offered at $997,000

2601 West Marina Place, Suite D, Seattle 206.285.9563 | info@elliottbayyachtsales.com

WaterLine homeport for helmsman trawlers ®

boats

WLB Brokerage -

boatshedseattle | boatshedtacoma boatshedeverett | boatshedporttownsend

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

2008 HALMATIC 50 EXPEDITION TRAWLER

1985 REDUCED LOWLAND 471 LR TRAWLER

VIRTUAL MARITIME CLASSES

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

1981 REDUCED UNIFLITE 41 YACHT FISH

2004 KADEY-KROGEN 39 PILOTHOUSE

SEATTLE - 206 282 0110 | PORT TOWNSEND - 425 246 5101 48º NORTH

50

REGISTER TODAY:

nwmaritime.org/virtual-classes APRIL 2021

With offices in British Columbia, Washington, California, Maryland, Florida, & the Philippines

info@seattleyachts.com

844.692.2487

www.SeattleYachts.com

Seattle Yachts is Your West Coast Hanse, Tartan, Moody, & Dehler Yachts Dealer & Broker!

2021 Hanse 458 - On Order to Sea�le, WA

2021 Hanse 418 - On Order to Sea�le, WA

2021 Tartan 395 - On Order to San Diego, CA

2021 Hanse 388 - On Order to Anacortes, WA

2020 Tartan 365 - On Order Anacortes, WA - NEW MODEL

2019 Tartan 345 - In Stock

Cust. Carb. Marten Marine 65' $795,000

2018 Hanse 548 54' $746,498 Kenyon Mar�n 858.775.5937

2018 Hanse 548 54' $746,498 Kenyon Mar�n 858.775.5937

Rob Fuller 207.233.8846

ANACORTES 28th & R Avenue 719 28th St, Ste B Anacortes, WA 98221 (360) 299-0777

Anacortes, WA

SEATTLE Shilshole Marina 7001 Seaview Ave NW, Suite 150 Sea�le, WA 98117 (206) 789-8044

Professionally staffed!

Open 6 days, Sun by appt.

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

A Leader in Brokerage Sales on the West Coast Li New sti ng

LI NEW ST IN G

42' L ANCER 42 ’81 $59,900

“EL AINE” Incredibly roomy and very livable with large rooms, spacious cockpit, 6'6" headroom and a proven cruising track record.

53' J BOATS J160 ’97 $399,500 “HANA HOU” Fast sleek cruiser with new electronics, new main and jib, sail covers, dodger and bimini. Many upgrades.

38' VAGABOND ’87 $69,500 “TREMAINE” Two-stateroom yacht built solid for offshore work. Ready for coastal cruising or a bluewater adventure.

35' SCHOCK SANTANA 35 ’79 $15,900 “JABBERWOCK”Racer/cruiser with an extensive complement of sails. A great performance boat at an economical price.

33' FLYING TIGER 10M ’07 $32,000 “RUCKUS” A clean version of the FT 10. Wellequipped for racing. New sails. Autopilot. Join this exciting fleet!

RE DU CE D

4 0' WILDERNESS 4 0 ’81 $32,000 “FALCON” Upgraded from a stripped out racer to a functional and comfortable interior without hindering performance.

LI NEW ST IN G

3 4 ' C ATA L I N A 3 4 ’ 8 8 $39,900

“ENCORE” An ideal per formance cruiser with crisp clean lines and sturdy construction. Modern aft cabin, with a high degree of privacy.

THINKING OF SELLING YOUR BOAT? LET US HELP!

30' TA SHING BABA 30 ’85 $56,900 “JOSHUA” Traditional double ender with new dodger, newer standing rigging, chain plates, lifelines and sails.

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

Please Support the Advertisers Who Bring You 48° North ASPEN.........................................................8

Iverson's Design.................................... 41

Scan Marine............................................ 29

Ballard Sails & Yacht Repair............... 43

Mahina Expeditions.............................. 41

Schooner Creek Boat Works............... 21

Beta Marine West.................................. 10

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

Seattle Sailing Club.................................3

Boat US.................................................... 15

Milltech Marine..................................... 29

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

Cape George Marine Works................ 17

Northwest Maritime Center................ 50

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

CSR Marine............................................. 41

Northwest Rigging ............................... 41

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

Downwind Marine................................ 27

Port of Bellingham................................ 23

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

Drivelines NW........................................ 29

Port of Friday Harbor........................... 33

Ullman Sails........................................... 27

Elliot Bay Yacht Sales........................... 50

Port of Port Townsend......................... 33

WA360..................................................... 41

First Federal Savings & Loan.............. 19

Port Townsend Rigging........................ 39

Waterline Boats..................................... 50

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

Race Week PNW (Anacortes).................9

WA Department of Ecology................ 37

Flagship Maritime................................. 43

Rubicon Yachts...................................... 19

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

Gallery Marine....................................... 29

Sail Northwest..........................................2

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

Gateway Yachts..................................... 17

Sailrite........................................................7

Yager Sails & Canvas............................ 17

Geico........................................................ 11

Samson Rope......................................... 12

Island Marina ........................................ 39

San Juan Sailing.................................... 33

48º NORTH

52

APRIL 2021

quality yachts from swiftsureyachts.com Magic Hour is one of those boats that only seems to improve with age. Swiftsure Yachts was involved in the first sale of Magic Hour to Canadian owners in 2007. Then again in 2014, she found a new home with a new set of owners in British Columbia. Since 2014 she has been fresh water moored and has cruised the BC coast extensively, including a Vancouver Island circumnavigation. This stunning and extremely well-equipped 1999 Hylas 49 has benefitted from each of her previous owners and will be sure to exceed the expectations of her next set of owners. Are you seeking a proven and sought-after Sparkman & Stephens center-cockpit design? Do you want a go-anywhere, easy-to-handle yacht that is perfectly set up for extended, off-the-grid cruising around the PNW and beyond? View the extensive list of upgrades to Magic Hour, and I feel you will have found your next boat.

Magic Hour 1999 Hylas 49 $399,000

– simon cox

price reduced

Bavaria 42 • 2017 • 349,000 cad

Morris 45 • 2000 • $450,000

Perry Far Harbour 39 • 2010 • $139,950

64 Frers 1978 $325,000 50 Baltic 1999 $399,900 48 Waterline 1997 $299,000 48 Chris White Atlantic 2010 $565,000 48 Lowland Kotter 1983 $187,000 48 Camper&Nicholson 1974 $140,000 46 Nordic Raised Salon 1992 inquire 45 Pederson Cutter 1975 89,000 CAD 44 Gozzard 1997 $320,000 44 Island Packet 445 2005 $328,000 44 Hanse 445 2013 $325,000 43 Hallberg Rassy 2003 $359,000

42 Cabo Rico 40 Passport 39 Swan 391 38 Baltic DP 38 Ohlson 35 One Design 35 34 Webber’s Cove 33 Beneteau 331 31 Tashiba 30 Henderson 28 Cutwater

NEW SAILING YACHTS FOR WORLD CRUISING

Hylas 49 • 2001 • $399,000

Hinckley Sou’wester 42 • 1984 • $245,000

Jeanneau 379 • 2012 • $178,950

Jeanneau 409 • 2012 • $229,000

Sceptre 41 • 1985 • $180,000

Seaward 32 RK • 2013 • $159,900

2001 $295,000 1987 $127,000 1983 $125,000 1983 $90,000 1984 $125,000 1999 Inquire 1966 Inquire 2002 $67,500 1988 $115,000 1997 $32,900 2017 228,800 CAD

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

SwiftsureYachts

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

40' HINCKLEY BERMUDA 1970

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

SAIL:

47' BENETEAU 473 2004

37’ BANJOR MOTOR SAILOR 1970

50' Herreshoff Caribbean Ketch 1977 47' Beneteau 2004 45' Hardin XL 1983 44' Spencer 1330 1979 43' Irwin Mk lll 1987 41' Hunter Deck Salon 2006 41' Morgan 1981 40' Hinckley Bermuda 1970 37.5' Beneteau First 375 1985 37’ Banjor Motor Sailor 1970 36' Islander Freeport 1979 Major Refit!

35' Ta Shing Baba 1979 33' Saturna Pilothouse 1981 33' Wauquiez Gladiateur 1983

POWER: 72' Monk McQueen Cockpit Motor Yacht 1977 - Totally refurbished!!

40' Ponderosa 1985 34' C&C Nelson Tayler Design Admiral's Lauch 1982 28' Glen-L Nordcoaster 2005 24' Maxum 2400 SCR 1995

33' SATURNA PILOTHOUSE 1981

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

(360) 299-2526 • www.west-yachts.com

Beneteau Oceanis 46.1

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Pre-owned Boats

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44' Jeanneau 44 DS ‘16 ...................................... Call 38' Hunter 386 ’02 .......................................$77,900 36' Hunter 36 ‘10 .......................................$114,900

35' Catalina 350 ‘03 .....................................$97,500 34' Hunter 340 ‘02 .......................................$59,900 25' Harbor 25 ‘09 ................................................ Call

What’s Happening 51' Beneteau 51.1 ‘21 ..............................Arriving Sold 49' Hunter 49 ‘10 ..............................................…Call 47' Beneteau 473 ‘02 ...............................Sale Pending 46' Beneteau 46.1 ’21 ..............................Arriving Sold 43' Jeanneau 43 ’05 .........................................Arriving 43' Beneteau 43 ’09 .................................Sale Pending Fountaine Pajot Astrea ’20 .............................On Order 42' Catalina 42 ’93 ...................................Sale Pending 41' Beneteau 41.1 ‘00 ..............................Sale Pending 41' Hunter 40.5 ‘93 ........................................ .$98,900 40' Beaneteau 40.1 ‘20 ............................Sale Pending 39' Beneteau Oceanis 393 ‘06 ..................Sale Pending 38' Beneteau Oceanis 38.1 ‘21 ............................ SOLD 38' Beneteau Oceanis 38.1 ‘21 .................Arriving Sold 36' Hunter 36 ‘08 .....................................Sale Pending 35' Beneteau 35.1’21 ...............................Arriving Sold 34' Nordic ‘87 ..................................................... SOLD 31' Beaneteau ‘20 ............................................... SOLD

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

MARINE SERVICENTER Serving Northwest Boaters since 1977

NORTH AMERICAN DEALER OF THE YEAR 2020 • 2019 • 2016

NEW BOATS ARE SELLING FAST – LIMITED INVENTORY ARRIVING – MODELS AVAILABLE TO VIEW NOW BY APPOINTMENT! Arrives August

Arrives August

2022 Jeanneau 349 #75971 : $198,642- SAVE $24,300 Arrives August

In Stock Just Arrived!

2022 Jeanneau 410 #75936: $349,885 - SAVE $29,735

Inside Steering, Galley Up

2022 Island Packet 42 Motor Sailer : SAVE $70,000

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NOW IS A GREAT TIME TO SELL!

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2022 Jeanneau 490 #76283 $559,856 - SAVE $22,050

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Order Yours!

New Model!

Arrives November

2022 Jeanneau 440 #75456: $419,840 - SAVE $40,840

2021 Lagoon 42 #587 $674,580 - SAVE $28,440

The market is red hot!

See your boat listed here.

Tim Jorgeson Jeff Carson

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34' Jeanneau 349 ’20 ������� $210,000

34' Olson 34 ’90 ����������������� $54,500

Seattle Sales Office & Marina

Bellingham Sales Office

206-323-2405

360-770-0180

2442 Westlake Ave. N.

Dan Krier

36' Island Packet 360 ’12 ���� $205,500 Li Ne

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35' Trident Voyager ’78..........$54,900

41' Seafinn 41 PH ’89........ $134,900 st w in g

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35' Ta Shing Baba 35 ’85 ��������� $99,500

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39' Nauticat PH ‘98..............$224,500

39' Jeanneau 39i ’08 ��������� $149,500

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40' Jeanneau 40 DS ’98..........$99,000

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42' SK 42 Pilothouse ’06.......$109,500

44' Nauticat MS Ketch ’80....$185,000 st w in g

44' Nauticat MS Sloop ’85 ��������$149,500

44' Jeanneau SO 44 ’91 ������������$119,000 g

47' Vagabond Ketch ‘83......$184,000 d

51' Alden Skye ‘80.............$129,500 d

51' Beneteau Cyclades ‘06 �������$199,900

WE GET RESULTS 66' CNB 66 ‘21 ������������ Arriving SOLD 62' Lagoon 620 ‘20 ��������������������SOLD 58' Jeanneau Yacht ‘18 ���������������SOLD 53' Jeanneau Yacht ‘15 ���������������SOLD 52' Island Packet 485 ‘10 ������������SOLD 50' Lagoon 500 ‘12 ��������������������SOLD 49' Jeanneau 490p ‘22 � Arriving SOLD 49' Jeanneau 490 ‘20/’21 ������� 4 SOLD 49' Jeanneau SO 49 ‘05 ��������������SOLD 45' Hunter 450 CC ’98 ���������������SOLD 45' Jeanneau SO 45 ’06 ��������������SOLD 45' Jeanneau 45 DS ’08 ��������������SOLD 44' Jeanneau 440 ‘22 ��� Arriving SOLD 44' Jeanneau 440 ‘21 ��������������2 SOLD 44' Jeanneau 44i ‘11 ������������������SOLD 44' Catalina 440 DS ‘05 �������������SOLD 44' Lafitte 44 ’80 ������������� Sale Pending 43' Jeanneau 43 DS ‘05/’06 �����2 SOLD 41' Island Packet ’07 �������������������SOLD 41' Jeanneau 410 ’22 ��� 6 Arrive SOLD 41' Jeanneau 410 ‘20/’21 ���������� 9 Sold 41' Jeanneau 41 DS ’14 ��������������SOLD 41' Burnham & Crouch ‘63....$69,500 40' Jeanneau SO 40.3 ‘07 �����������SOLD 40' J/120 ’01 ������������������������������SOLD 38' Island Packet 38 ‘92 ��������������SOLD 38' Island Packet 38 ’90 ��������������SOLD 37' Pacific Seacraft 37 ’81 ����������SOLD 37' Jeanneau SO 37 ‘01 ��������������SOLD 36' Bavaria 36 ‘03 ����������������������SOLD 34' Jeanneau 349 ‘22 ��� 3 Arrive SOLD 34' Jeanneau 34.2 ‘00 ����������������SOLD 33' Nauticat MS ‘85 �������������������SOLD 33' C&C 99 ‘05 ��������������������������SOLD 32' Hunter 326 ’02 ���������������������SOLD

1801 Roeder Ave. Ste. 128

info@marinesc.com • www.marinesc.com

Greg Farah

Curt Bagley Jon Knowles