February 2021 48 North Digital

36 A BETTER BOAT FOR DREAM CHASING

40 R EFITTING A LIGHTNING FOR CRUISING

FEBRUARY 2021

32 P NW'S FIRST MARITIME HIGH SCHOOL

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Marinco Shore Power Sale

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Now through February 14 For complete details go to fisheriessupply.com/marinco

Fisheries Supply is Open for Business Your Way In-Store, Contactless, Curbside, or Same-Day Shipping. For details and up-to-date info visit FisheriesSupply.com/open FEBRUARY 2021 4

48ยบ NORTH

FEBRUARY 2021

FEATURES 30 Exploring Local: Kilisut Harbor

A great place to feel far, far away on a weekend cruise.

48º NORTH

32 The Region’s First Maritime High School

This public school will open in South Seattle in September.

By Deborah Bach

36 A Better Boat for Dream Chasing

An aspiring solo circumnavigator upgrades her cruising platform.

By Sarah Scott

40 Who Rescued Whom?

Refitting a Lightning dinghy for cruising and adventure racing.

By Rob Hodge

COLUMNS 20 Lessons Learned Cruising

Ode to the Iron Genny — living and learning with marine diesel.

By Behan and Jamie Gifford

22 How-to: Beware of the Exhaust Elbow A clogged elbow can cause significant problems.

By Wendell Crim

24 Tech Talk with SeaBits

The nuts and bolts of lithium power systems.

By Steve Mitchell

26 MY BOAT: Moody 45DS Happy

This long-sought cruising boat lives up to its name.

RACING 44 Duwamish Head Race

Another sunny, light South Sound Series race.

46 Snowbird Series Fun

Shilshole Bay YC’s monthly winter series continues in 2021.

ON THE COVER: Fun in the sun! C&C 37, Xocomil , and San Juan 24, Miss Mayhem , line up off the start of the Dwamish Head Race, hosted by Three Tree Point Yacht Club. Photo courtesy of Jan Anderson.

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Background photo courtesy of Jan Anderson.

CONTENTS

By Joshua Wheeler

FEBRUARY 2021

06

Editor

COMMUNITY SUPPORT IN THE AMERICA’S CUP

On the weekend prior to presstime for this issue, the Prada Cup began in Auckland, New Zealand. Over a number of weeks, this series will determine the Challenger who will face off against Emirates Team New Zealand for the Auld Mug in the America’s Cup Final in March.

Whether or not you’re an America’s Cup racing fan, something happened over this first weekend of the Prada Cup that we all can appreciate.

Off to a disappointing start with three consecutive losses to teams they had previously beaten in the preliminary America’s Cup World Series in December, New York Yacht Club’s Team American Magic was desperate for a win and willing to push their boat, Patriot, to the limit to get it. Sailing fast and clean to a big lead in 10 to 18 knots of breeze, they zoomed into a tight bear away at the windward mark, accelerating to more than 40 knots of boat speed. During their turn, a gust registering 23 knots overpowered them. American Magic Skipper, Terry Hutchinson, said the traveler was fully dropped and easing the mainsheet in the gust caused the main to “fetch up” on the leeward running backstay, which appeared not to release. Thanks to the monster puff and perhaps complicated by that foul-up, the boat had a spectacular wipeout in the style common to this innovative version of foiling monohulls — a whalebreach-like wheelie followed by a nosedive and then capsize.

Seeing these AC foilers on their side is not unprecedented. While nobody wants it to happen and it still poses a risk to sailor safety, several of these boats have capsized already and have been righted mostly unscathed. Not so in this case, unfortunately. The bow-first slam broke a significant hole in Patriot’s port side. The boat was righted as expected, and then began to sink.

What happened next shouldn’t surprise us as sailors, but as a Cup viewer, it’s fair to say I was blown away. Not only did the local authorities (Coast Guard and fire department) join the American Magic team to assist, but so did each of the other teams, Ineos Team UK, Luna Rossa Prada Pirelli, and Emirates Team New Zealand. Together, they wrapped a jib around the hole, pumped water out of the boat, and employed additional flotation to save the boat and prepare it for the 10-mile tow into harbor.

In an event with a legacy of some cutthroat contention between competitors, seeing the current Cup champion helmsman, Peter Burling (who wasn’t even racing that day) stretched over the side of a RIB, knife in hand, helping rescue a competitor’s boat showed that sportsmanship is alive and well even at the absolute highest levels of this sport.

Team American Magic is hopeful that they can repair the boat enough to continue competing. We send our best wishes to the team working hard to get back on the water, and our gratitude and congratulations to the other teams who acted with such integrity in this dramatic moment.

As sailors, we talk a lot about self-sufficiency, yet we need our friends, competitors, and fellow boat folk in times of crisis. I am heartened to see that one of the first and biggest international sailing stories of this young year is centered around incredible community support and goodwill.

Volume XL, Number 7, February 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 Art Director Twozdai Hulse twozdai@nwmaritime.org Advertising Sales Kachele Yelaca kachele@48north.com Advertising Sales: Katherine Kjear katherine@48north.com Classifieds classads48@48north.com Contributing Editor Amanda Swan Neal 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.

I’ll see you on the water,

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

6

FEBRUARY 2021

The Efficiency of Proa Asymmetry New for 2021

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The new Aspen C108 expands on the company’s patented hull design featuring both asymetrical hulls and power that provide exceptional efficiency, tracking, and performance in all sea conditions. The expansive new salon features a 12’ long galley complete with fridge, propane stove-oven, microwave, and a comfortable 5 person C-shaped dinette. Below you’ll find three private berths and a large head with shower. Enjoy the exceptional cockpit for fishing, or relax at the cockpit bar. Enjoy the best of both worlds, fishing and cruising, in one boat!

Get on board, call today.

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9

Letters

All the Power You Need

You Can’t Make This Stuff Up

Dear Joe and 48° North Readers, After a disastrous Winter Vashon weekend — during which a broken exhaust elbow flooded our engine room on the delivery and then we left all the spinnakers back at the dock — I was relieved to put that behind me and start fresh. (Editor’s note: for more about exhaust elbows, see page 22 of this issue.)

For Duwamish Head, we made sure to pack not one, but TWO spinnakers. We were feeling pretty cocky. Too bad the committee finished the race at the upwind mark and there was no downwind for us to make use of those spinnakers! Oh well... at least we were prepared.

What I wasn’t prepared for was another, “You’ve got to be kidding me!” delivery. This time, even though Des Moines Marina is a much shorter distance for us from Shilshole than Tacoma, I left two days early just to be safe. Lucky I did.

I pulled into the marina Thursday afternoon and about three boat-lengths from the dock....a blade on our propeller fell off. I kid you not! We spent the rest of the day on the phone talking to Dave’s Dive Service and CSR Marine South boatyard, which is thankfully located right there at the marina.

The next day, Craig from Dave’s Dive Service showed up, checked out the rig, and dove down. Lo and behold, he came up with the missing blade! There was still a small detente pin missing. Craig dove again, and to everyone’s amazement, he found that, too! Now we were in business. Things were shaping up.

We called Paul at CSR South and he and Wendel agreed to haul the boat out on a Friday afternoon to put the blade back on. Due to the screwed up installation, which caused the blade to fall off in the first place, they were forced to McGuyver the blade onto the prop with stainless steel bolts. These guys worked well past sunset and I owe them big time.

We were able to race the next day and have had no problems since. But a prop blade falling off?! I can’t wait for the next race. Better leave early!

Model Shown Beta 38

Engineered to be Serviced Easily!

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

Pacific Northwest Dealer Network Emerald Marine Anacortes, WA 360-293-4161 www.emeraldmarine.com Oregon Marine Industries Portland, OR 503-702-0123 info@betamarineoregon.com Access Marine Seattle, WA 206-819-2439 info@betamarineengines.com www.betamarineengines.com

Sincerely, Peter Nelson Farr 395, Time Warp Executive Director, MY SAIL Foundation

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

Social Media Response to Elsie Hulsizer’s Article “Destination: Home” from the January 2021 Issue of 48° North Nice article, Elsie H! Peter Niemann, Seattle, WA

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

And they say you can’t go home... LOL! Always nice to learn about our regional (some would say unique!) history. A well written and researched article!

Pacific NW Boater, Port Ludlow, WA 48º NORTH

9

FEBRUARY 2021

Octopus Islands Provincial Marine Park Expands Thanks to BC Marine Parks Forever Society

Make your boating dream come true.

Dear Joe, I would appreciate any help you can give to publicize our contribution to BC Parks. We are very proud to have led the fundraising effort to expand Octopus Island Provincial Marine Parks. Here is a snippet of BC’s Government Media Relations news release about the expansion: Located near Quadra Island, Octopus Islands Marine Provincial Park was established in 1974 to provide opportunities for marine recreation and protect a fragile coastal western hemlock ecosystem and habitat for a variety of marine species. The size of the park has been growing since then with the help of BC Marine Parks Forever Society — a volunteer organization that raises funds to help BC Parks acquire land for new marine parks and enhance existing ones.

Since the society was founded in 1990 by the Council of BC Yacht Clubs, it has received more than $2 million in donations to help purchase land for 10 marine parks, including three separate donations made for the Octopus Islands. This includes the most recent $100,000 donation that has helped BC Parks purchase a 20-hectare island intended to be added to the 862-hectare park.

Now on display in Anacortes, WA Special Price $499,000

2020 Integrity 440 Sedan

a remarkable combination of style & comfort.

Extremely well equipped.

Thank you, George Creek President, BC Marine Parks Forever Society

Kwindoo Tracking App for SARC Clubs and Fans

Hey Joe and fellow SARC racers, 2021 is off to the races! As many of us are looking at your recently released SARC calendar and planning our year, the breeze already feels fresher, the skies clearer, and the tides seem to be flowing in the right direction!

In 2020, several of us looked for ways to bring more of the social aspect back into our sailing with race tracking and sharing apps. After trying a few different versions, we found that Kwindoo was the easiest to use and best supported option, and was the most user friendly for our non-sailor friends and family to follow along live. With the Kwindoo smartphone app, we were able to track races in real time, rewatch critical moments later, and share our racing with others near and far.

I am really excited to let you know I just confirmed a SARCwide Kwindoo license for all clubs in the area to track races on Kwindoo for free in 2021 (a $1,000/year value), courtesy of Kwindoo CEO, Endre Novak. Interested race organizers can set up their accounts just by contacting me.

Best wishes for a great 2021 racing season, Rusty Lhamon rusty.lhamon@gmail.com

Call Today 360.293.9411 www.GatewayYachts.com • Anacortes WA 48º NORTH

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FEBRUARY 2021

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News & Events

CYC SEATTLE FRIDAYS IN FEBRUARY SPEAKER SERIES

FREE COMMUNITY BOATING SEMINAR: HOW TO TAKE CONTROL OF THE VESSEL IN CASE OF EMERGENCY

Kickoff 2021 with an opportunity to hear about some interesting local and international adventures from Corinthian Yacht Club of Seattle club members. This is a fun and educational way to spend a few winter evenings with friends and will inspire your own adventures.

Oak Harbor, WA – Whidbey and Fidalgo island boaters are invited to a free seminar, “Partners in Command”, designed to assist first mates and other less-experienced crew members to take control of a vessel in the event of disability or an emergency with the skipper. The seminar will be presented virtually by the Deception Pass Sail & Power Squadron via Zoom on Saturday, February 6 from 10 a.m. to noon.

According to squadron commander Pat Waters, the seminar is aimed at boaters who are used to always being the mate or passenger, not the skipper. “In case of an emergency, would the passenger be able to assist the skipper? Could they get the boat back to dock?” The seminar covers: • Starting the engine • Stopping the engine/dropping the sails • Emergency use of the VHF marine radio • Anchoring • Handling onboard emergencies • Returning the boat to a dock

February 5 - Haida Gwaii (aka Queen Charlotte Islands) – Summer of 2019. Cruising in the remote Gwaii Haanas National Park Preserve, Hot Springs Island and more. Peggy and Ron Watt.

February 12 - Racers Go Cruising- Seattle to Tonga.

15 months of cruising on a Jeanneau Sun Odyssey 45, from Seattle to Tonga by way of Panama, the Galapagos, and French Polynesia. Cathy Sherwood and Kent Powley.

February 19 - COVID Summer in the San Juans. Tips and tricks that were learned while working remotely from their boat in the San Juans. Mike McGuane and Karen Mooney. AND, Favorite activities with kids while anchoring and exploring safely in the San Juans. Mara and Greg Barckert.

February 26 - Cruising Close to Home. Years of

For the ZOOM sign-in information and instructions, please contact Steve Pye: stphnpye@aol.com

experiences exploring local waters and tips for cruising with kids. Andrew and Kate Bereson and kids.

Registration is required for this event. The meeting login information will be emailed to all registrants. $5 admission charge for non-members. www.cycseattle.org

Note: Deception Pass Sail and Power Squardron is also running a seven-week America’s Boating Club Boat Handling Course beginning on at 6:00 p.m. on Wednesday, February 10.

WOODEN BOAT FESTIVAL’S ASK AN EXPERT WINTER SERIES VIRTUAL WOODEN BOAT FESTIVAL’S

Ask an Expert Winter Series • VIDEOS, DEMOS AND INTERVIEWS • FOLLOWED BY Q&AS

When it’s cold and COVID outside join us on-line for this unique zoom experience with many of your favorite experts. Enjoy videos, demonstrations and interviews with time to ask your burning questions from the comfort of 4 8 your º Nhome.

ORTH

2021SERIES CALENDAR *

When it’s cold and Covid outside, join the Wooden Boat Festival community online for this unique Zoom experience with many of your favorite experts across the country and all over the world!

Facilitated by the Northwest Maritime Center, this is an opportunity to visit with friends on the east and west coasts, pop down to Mexico and Costa Rica, and over to New Zealand. Enjoy interviews, demos, and videos with time to ask your burning questions from the comfort of your home.

Check out the presenter line up! www.woodenboat.org/ask-an-expert/

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Feb 3 Behan & Jamie Gifford Pandemic Cruising in Mexico!

Feb 17 Chris Chase & Susan Shillinglaw The Western Flyer Project

Mar 3 Andy Stewart & Paul Bieker

Designing and Building a Performance Daysailer

Mar 17 Ernie Baird & Diana Talley

Estimation and Precision in Boatbuilding

Mar 31 John Welsford

Turning a Dream into Reality

Apr 7 Danielle Doggett

Ceiba: Building a Cargo Ship in the Jungle

FEBRUARY 2021

Get a GEICO quote for your boat and, in just 15 minutes, you’ll know how much you could be saving. If you like what you hear, you can buy your policy right on the spot. Then let us do the rest while you enjoy your free time with peace of mind. geico.com/boat | 1-800-865-4846

Some discounts, coverages, payment plans, and features are not available in all states, in all GEICO companies, or in all situations. Boat and PWC coverages are underwritten by GEICO Marine Insurance Company. In the state of CA, program provided through Boat Association Insurance Services, license #0H87086. GEICO is a registered service mark of Government Employees Insurance Company, Washington, DC 20076; a Berkshire Hathaway 2021 GEICO 20_206641 4 8Inc.º subsidiary.

N O R T©H FEBRUARY 2021 13

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In the Biz

CAROL HASSE’S PORT TOWNSEND SAILS ANNOUNCES SALE TO PORT TOWNSEND SHIPWRIGHTS CO-OP From Hasse and Company: We are sailing into the new year with gratitude and truly wonderful news. Hasse and Company Port Townsend Sails will soon be owned and operated by the Port Townsend Shipwrights Co-op!

The Shipwrights’ full service boatyard has been making happy customers with seaworthy vessel repairs, refits, restorations, and new builds for over 40 years.

The PT Shipwrights Co-op is excited to add sailmaking to their extensive repertoire of trades and expertise and to ensure that the craft of sailmaking remains part of Port Townsend’s maritime trades and working waterfront. Our talented, capable crew will continue to bring their art, knowledge, and skill to the design and construction of the Cape Horn worthy sails that PT Sails has been building since 1978. Carol Hasse is looking forward to working with the Shipwrights Co-op as a consultant.

Port Townsend Sails will re-open our repair department and begin consulting about orders for new sails immediately.

Please feel free to contact us to schedule a time to talk with Carol Hasse and Dave Griswold about new sails or to schedule a time to drop off existing sails for surveys and repair. www.porttownsendsails.com

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Dave Griswold and Carol Hasse.

Race News

PACIFIC NORTHWEST OFFSHORE RACE 2021 IS ON!

SARC UPDATES AND CHANGES

LET’S GO RACING, June 10-13, 2021! We will gather for the start in our host city, Ilwaco, Washington; everyone there is eager to finally have a chance to put on a welcome for the fleet.

We will then race 193 rated miles from the Columbia River to the finish line near Port Angeles, where we will be hosted by the Port Angeles Yacht Club and welcomed by The City of Port Angeles.

More details at: cycportland.org Editors note: As indicated in the column to the right, these dates for Pacific Northwest Offshore — June 10-13, 2021 — change what was originally in the SARC for 2021. The new June dates are now the correct dates.

We knew the calendar would change along the way, but so far, it’s only a few events. At the time of this printing there are three updates to the printed SARC. • CYC Seattle Blakely Rock is on Saturday March 6, 2021 (not Wednesday March 3, as was printed in error). www.cycseattle.org.

VIC-MAUI 2022 RACE DATES AND NOR RELEASED

The SARC is a 48° North project in partnership with clubs and organizers around the region. Check www.48north.com/sarc for the latest. The SARC is made possible thanks to advertiser support. Please support those advertisers, including our Presenting Sponsor for 2021:

• PNW Offshore Race is now June 10-13, 2021 (not May 13-16 as was originally scheduled). www.cycportland.org • West Vancouver Yacht Club’s Pumpkin Regatta is changed to span two weekends instead of only one, running both October 16-17 and October 23-24. The first weekend is for the Opti Fleet, the second is for Lasers and double-handed fleets. www.wvyc.ca

The 2022 Victoria to Maui International Yacht Race planning has begun. The race is hosted by the Royal Vancouver Yacht Club and the Lahaina Yacht Club. First contested in 1965 and sailed every second year since 1968, Vic-Maui is the pinnacle of Pacific Northwest ocean racing. Vic-Maui starts in July off Victoria, British Columbia, and finishes near Lahaina, Maui, a distance of approximately 2,308 nautical miles.

Start dates: July 2-8, 2022 Reach Race Chair Jim Innes at rvyc-chair@vicmaui.org 48º NORTH

14

FEBRUARY 2021

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Products News

BLENDJET 2 Want blended drinks aboard but don’t have the power to run a traditional blender?

Well, the wait is over. The new BlendJet 2 serves up powered blender beverages on the go so you can make anything you want, anywhere you want. BlendJet 2’s stainless steel blades are offset from the center of the base, which creates a tornado effect that blasts ingredients into the back of the jar 275 times per second, resulting in better blending.

You can get 15-plus blends from just one hour of charging with any USB port. Along with being portable, another plus for boaters is that the BlendJet 2 is self cleaning — just add a drop of soap, a bit of water, blend, rinse, and you’re ready to blend again. The BlendJet 2 also acts as a powerful food processor, is water resistant, and comes in 16 colors. Price: $49.95. www.BlendJet.com

GARMIN MARQ CAPTAIN WATCH A purpose-built luxury smartwatch for sailors, the Garmin MARQ Captain watch is perfect for racers and cruisers alike. While the look of the watch is stylish, its functionality is what sets it apart as a real tool. Sailing-specific features include: Tack Assist, which provides COG and lift or header information; Regatta Timer to pinpoint starts with a countdown timer that shows time to the gun, while GPS time-to-burn calculates your ideal position; Man Overboard marks a position with a single press and a directional arrow and distance countdown helps for a swift recovery; Boat Data streams depth, speed, course, and sea temperature wherever you are on the vessel; and Autopilot allows access to a Garmin GHC™ 20 autopilot control unit to change heading.

Features include Wi-Fi and Bluetooth connectivity, heart-rate monitor, thermometer, anchor alarm, and the ability to send and receive text messages. Price: $1,850. www.Garmin.com

SIREN 3 PRO CONNECTED For as much as we love spending time on our boats, the reality is that most boaters spend far more time off them — which makes it difficult to monitor critical systems like batteries and bilge pumps. The Siren Marine Siren 3 Pro™ enables boat owners to monitor, track, and control your boat from virtually anywhere with a mobile device.

Via smartphone or tablet, you can keep an eye on inputs including: Battery 1, Battery 2, Arm/Disarm, High Water, Security, Shore Power, and Ignition. Built-in GPS and NMEA2000 connections allow you to track the location of your vessel, activate onboard devices such as lights or A/C with the touch of a button, and stay on top of information such as tank levels and engine data. The Siren 3 Pro also features a built-in global SIM chip that operates via a Global 3G cellular connection, and there is a port for an optional satellite connection using the Siren Marine Satellite Module. Price: $699.99. www.SirenMarine.com.

48º NORTH

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Crossword and Trivia 2

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Unlike the marlins and sailfish, the swordfish is equipped with a two-edged sword, not a rounded spike.

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Swordfish and blue marlin can live up to 30 years, but the sailfish rarely lives to be 12.

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The sailfish’s bill appears at five days old, and its sail at 8-10 days.

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1 It allows passengers to board or leave a ship

1 General term for a vessel's sails and rigging

6 Coffee add-in

2 Arctic direction

9 Entangled in nautical terms

3 Floats, as an aroma

11 Floating and not attached to the shore or seabed but not underway

4 Back of the boat

13 Ocean floor 15 Deteriorate 16 Chow down in the mess 17 Cleaning equipment 20 Land, ___ firma 22 On the Atlantic, say- 2 words

5 Hello!

6 Stationary device used to secure a rope aboard a vessel 7 Go back, as the tide

33 Dragged fishing net 34 Term used on a ship for a stairway 35 Large ropes

When newly hatched, the sailfish is no more than 0.8 inches long. At eight inches long, it shows all the features of an adult, including the extended upper jaw and sail.

A sailfish can rip off about 300 feet of monofilament fishing line in three seconds, which is an equivalent velocity of 68 miles per hour.

8 Noon 10 Finish, with "up" 12 Carry out

14 Took the cake, say 25 Place where ships can shelter 18 Miner's discovery from the weather or are docked 19 Two-masted sailing vessel 28 Wood often used in building 21 Maritime boats 23 Cleaned the decks 29 Taut and extended as an 24 Sailor, abbr. anchor chain, 2 words 26 Series of boat races 31 Preserve, in a way 32 Small ship's kitchen

The sailfish has been depicted on more postage stamps worldwide than any other fish.

Sailfish grow so rapidly that in the first six months of life they go from tiny specks to upwards of four feet long. In one year, a sailfish may grow to five or six feet, and four or five years is old age for them.

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by Bryan Henry

When traveling at high speed, the long dorsal fin (sail) of the sailfish folds back into a slot in the back, and the pectoral and ventral fins are pressed flat against the body to reduce drag to a minimum. The black marlin is the only marlin with ridged pectoral fins that cannot be folded flat up against the body.

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DID YOU KNOW?

27 Line used to control the shape of a sail 29 ___ Palmas, capital of the Canary Islands

A 1,500-pound black marlin caught off Hawaii contained a 157-pound yellowfin tuna in its stomach, and a 60-pound bigeye tuna was found in the stomach of a 680-pound blue marlin.

A 265-pound swordfish was once taken on rod and reel off Cuttyhunk, Massachusetts, that had a 125-pound blue shark impaled on its sword.

There’s an exhibit in the British Museum of the side of a ship with the sword of a swordfish penetrating 22 inches into it.

30 Cries out 31 Boater's haven on the coast

Solution on page 49

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Lessons Learned Cruising

by Behan Gifford

ODE TO THE

Iron Genny Sailboats! Most of our cruising boats come equipped with noisemakers below deck: the so-called “Iron Genny” comes into service at times when it’s impossible or impractical for our real genny (or one of the other flappy white things) to harness the wind and move our boats. Engines are a piece of gear that may not be literally essential on a sailboat, but for most cruisers they are a practical essential — as such, it’s one many sailors love to hate.

When we were looking for a boat to be our magic carpet for family cruising, the condition of the engine was an important criterion. Jamie is a sailmaker of many years, by dint of experience he has become a rigger, and he’s generally pretty handy around all things sailing. Even though he’s hands-on and mechanically inclined, marine diesel engines lay solidly outside his comfort zone. In evaluating the pros and cons of different boats, the degree to which their engines could be subject to servicing was a meaningful consideration. One of the reasons Totem was attractive to us was that she had been repowered just five years previously — less likely to have maintenance headaches, we presumed, and more likely to provide service without major issue for our two- to five-year sabbatical.

Inspired by prior generations of cruisers in our own dream, the logs we read weren’t about engines much – Slocum or the Pardeys simply didn’t have them. But you don’t read much about 48º NORTH

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those cruisers going to the spectacular Tuamoto archipelago, or the Maldivian string of pearls in the Indian Ocean. Why? Entering these atolls under sail alone is exceptionally dangerous. So mostly, they didn’t get visited. The reality of contemporary cruising is that we want to visit places and do things that require reliable propulsion. That is, we want to choose where we go without the lack of an engine limiting our plans.

Cruising with an auxiliary diesel creates the need to work on it in remote locations. Over time, our skills have grown. And by ours, I mean Jamie’s, because I’ll readily admit to being the nonmechanical member of our team. (I do manage an oil change every now and then to have some basics.) This hard-won savvy is built on some stressful experiences when we weren’t sure what we’d do in the face of a big problem.

Sailing north from Serangan, Bali, towards the Gili islands off Lombok is an exercise in fighting current with little wind. The Lombok Strait doesn’t offer much on either side for anchorages — it’s all very deep until you hit land. So when our engine sputtered and was unable to compete with 6 knots of current and Totem began sliding towards the rocks off Bali, things were a little tense. Bad fuel had caused fuel filters to clog in hours instead of months. We fortunately found anchoring depth and a fix, but the lesson was clear: it stinks to find yourself without the engine you were counting on.

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This was just a few weeks after we towed a sailboat for two days after they’d lost their engine while sailing from Australia to Indonesia. The current carried them towards the islands of Sumba and Flores with tantalizing impossibility. They’d been adrift for weeks, with radio contact and no imminent danger – but, I’ll say it again, adrift for weeks. There’s very little wind in Southeast Asia, and nobody thinks that wallowing in ocean swells is fun.

The following year, we were sailing north in Malaysia from Penang towards Langkawi. This is through the Strait of Malacca, one of the busiest commercial shipping lanes in the world: more than 100,000 ships transit annually. A frontal system surprised us with the force it packed, and within minutes Totem was in whiteout conditions — 60 knots whipped at us, which wasn’t something you could just sail out of. Did I mention the shipping lanes? Having a reliable engine in this situation was essential.

It wasn’t long after this we scheduled Yanmar’s recommended 5,000-hour service.

Over time, our confidence in servicing the engine has grown as we built experience. Yet today, our engine has over 8,300 hours, which is a lot. In the last few years we’ve encountered a few problems here and there — all addressed, usually without more pain than premium pricing for parts shipped to tropical islands.

Almost exactly a year ago, we experienced mild overheating while running the engine at anchor to make hot water. Many hours of servicing by Jamie and two diesel mechanics later, no cause was found. In the process of pulling apart and putting back together various elements of the cooling system, the problem went away. But the question lingered: Why? We proceeded north along the coast and through the Sea of Cortez, unhindered (except by Covid-19) until just over a week ago.

We had arrived at Santa Rosalia, Baja California Sur in the

dark hours before dawn and anchored outside until there was light to enter the harbor. As the sun came up, we made routine checks and Jamie noticed there was a lot of oil in the coolant expansion tank. The engine oil dipstick came up clean, with no signs that coolant/freshwater contaminated the oil. But we clearly had a significant problem: A head gasket? Or worse?

The irony is not lost on me that our article published at 48north.com in January talked about the things that wear out on an actively cruised boat, and we noted that our engine has served us well. Oil contaminating coolant at 8,313 hours spells out the need for a thorough assessment. But there aren’t resources here in Santa Rosalia for a compression test. Nor is it the place to remove and resurface the head — open heart surgery for engines, as one friend put it — if we found it warped and the cause of the leak. But we need to identify the cause AND be certain that repairing it gains us a reliable engine for coral-strewn islands in remote corners of the Pacific. At least Covid has slowed down the clock!

Meanwhile, our goal to minimize service needs with a newer engine back in 2007 has played out just as we hoped.

We’ve gone far. And hopefully, what our engine needs now is addressable at a level that forestalls repowering; though we can’t know yet. But we know that cruising is about letting go of fixed plans, and taking life one day at a time. And for now, it means a smaller radius to explore for a while.

The oil-tainted contents of Totem’s coolant expansion tank after a day of motoring: it shouldn’t look like chocolate syrup!

Changing the engine oil showed none of the telltale mayonnaise quality of oil which has emulsified with the ingress of water.

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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 Lessons Learned Cruising during a circumnavigation with their three children aboard and continued adventures afloat. Follow them at www.sailingtotem.com

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22

How-to

BEWARE OF THE EXHAUST ELBOW

ADD THIS OFTEN MISSED AND NEGLECTED ENGINE PART TO YOUR MAINTENANCE CHECKLIST

by Wendell Crim After starting the engine on my 1992 Beneteau First 310, Encore, in preparation for annual servicing, no raw water flowed from the exhaust. Two weeks after I began my initial search for the problem with the usual suspects of strainer and impeller, I discovered the exhaust elbow was plugged with salts and corrosion, which stopped raw water from being able to flow freely through the system. Here’s what I learned about this critical engine part and why it’s important to put it on your long-term maintenance list.

Over 20 years of maintaining three different marine engines, I’ve read plenty and heard lots of advice for avoiding overheating: checking and cleaning the sea strainer, and regularly replacing the impeller are keys to keeping the engine cool. Exhaust elbows, on the other hand, also need to be inspected and maintained properly, but that generally occurs once failure has happened. Until then, the elbow is hidden on the back of the engine — out of sight, out of mind.

Encore’s engine is a 28-year-old two cylinder diesel Volvo Penta 2000 series. The engine and its compartment are very clean, it has operated flawlessly and there were no visual or operational hints of a developing problem.

As it is often the culprit, I began my diagnosis at the raw water impeller. It was in good shape, so I started a methodical investigation at the seacock inlet, to the strainer, past the impeller to the anti-siphon valve. Water flow was good at each point and there were no breaches in the hoses along the way.

Next in line was the heat exchanger. I have read horror stories about removing it and the associated plumbing headaches on this particular design. The heat exchanger is tucked into the engine’s starboard side hard against the engine room wall.

There is little space for hands to work, let alone turn wrenches.

To test water flow through the heat exchanger, I poured water down the hose leading to it from an anti-syphon valve. Removing the cap from the rear of the heat exchanger demonstrated water flow.

Then, during a passing conversation with a marina neighbor, he suggested the exhaust elbow could be plugged. Based on the exterior condition — no evidence of rust, corrosion, leaks, or overheating — it didn’t seem likely. Since I was out of ideas and the elbow was the last component of the raw water system, I decided to remove it from the engine block before calling in a mobile marine mechanic.

To my surprise, the elbow was fully plugged at the raw water inlet and at the mixing point of raw water and exhaust. After an overnight soak in descaler, I also found evidence of metal

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fatigue. There was no longer a complete surface for the rubber seal at the raw water inlet.

A couple of marina neighbors mentioned having good results installing stainless steel elbows in place of the original cast iron part. With that in mind, I contacted HDI Marine in Vancouver, Washington, and they sent a reasonably priced stainless steel elbow for my Volvo in less than a week.

The tube from the heat exchanger to the elbow was also plugged. So while waiting for the new elbow delivery, I clamped in place a clear hose to hold descaler overnight to dissolve the material plugging the tube. This eliminated having to disassemble the heat exchanger.

In preparation for installing the new elbow, I scraped the old gasket off the engine block. On three sides of the exhaust port, there are rectangular slots filled with material that appeared too solid to be salts and corrosion.

With help from the service team at Pacific Power Group in Kent, I learned the three slots are welded shut because the engine is freshwater cooled. When the engine block is raw water cooled, these slots are open for cooling water to exit into the elbow.

To help with gasket placement while installing the new elbow, I cut the heads off two old bolts. After screwing them into the engine block a few turns with the gasket in place, I slipped the new elbow over the cut bolts. New bolts were installed in the remaining openings, then in place of the cut bolts. Lastly, I used a torque wrench to complete the installation.

Most often, an overheating engine is the first way we sailors experience water flow being restricted in the exhaust elbow. Over time, the overheating occurs after ever-shorter run times. In this case, my engine had given no apparent signs of reduced water flow or overheating.

When I discovered the lack of exhaust water, the engine had not been run for two months; and over that period of time a complete blockage developed.

Based on this experience, my maintenance plan has been updated to include removal and inspection of the exhaust elbow every five years. I suggest all boat owners put this item on their maintenance list as well.

After flying airplanes for 15 years, Wendell Crim switched to the vertical wings of sailing. Twenty some years and four vessels later, the learning continues on races and cruises, and retirement now provides more time to take in the wonders of sailing.

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Figure 2: Raw water inlet plugged with salt and corrosion

Figure 3 Metal fatigue at the raw water inlet.

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Figure 1: The exhaust elbow looks fine from a visual inspection.

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FEBRUARY 2021

24

Tech Talk with SeaBits

THE NUTS & BOLTS OF LITHIUM

by Steve Mitchell POWER SYSTEMS Lithium battery systems have become increasingly popular in the last few years, and offer a wealth of benefits for boats.

However, there are some considerations that extend beyond the batteries themselves that you should know about for a safe and performant system.

The most common type of lithium battery is LiFePO4, or Lithium Iron Phosphate. They’ve been around for a number of years in the marine world, but where you’re probably more used to seeing them is in consumer electronics. Smartphones, tablets, and laptop computers have used this technology for many years.

They are considered very safe if used appropriately, and good marine systems include additional steps to enhance this safety.

One common theme I hear from potential customers is that lithium batteries are unsafe, and that they could melt a hole through your hull or burn your boat down. While there have been examples of this, you can probably find more fires and sinkings of boats from poorly wired electrical systems and other more common problems. There are many systems that could cause a catastrophic issue on a boat, and if installed properly, a LiFePO4 battery has little risk of being one of those systems.

Here’s a rundown on types of lithium batteries and some things to keep in mind if you’re considering making the switch.

LIFEPO4 ADVANTAGES LiFePO4 battery banks have a few major advantages that are applicable for boating: weight, charging capability, and overall life.

A typical GC2-type flooded battery weighs in at around 60 pounds, and an identical LiFePO4 version is about 30 pounds.

The weight savings will equate to lower fuel consumption, and in the case of distributed banks, opportunities for better trim and handling. They’re also a heck of a lot easier to move around!

Using the same GC2 battery, in a flooded cell you’d have somewhere between 200 to 220 amp hours, but only 50-percent of those are usable, resulting in 100-110 total. The same LiFePO4 battery would have about 100 amp hours, the vast majority of which would be usable. So, while you’re not getting more amp hours with lithium, you are getting the same amount in a lighter package.

Charging is where LiFePO4 gets interesting, particularly the higher rates that they are able to accept in general. For flooded batteries, a good estimate is that your maximum charge rate is 20-percent of the overall amp hours. Continuing to use our GC2 battery example at 200 amp hours, and we would 48º NORTH

be able to charge it at 40 amps safely. The same GC2 LiFePO4 battery could be charged at 100 or even 200 amps (depending on manufacturer and type), which would greatly reduce generator and charging time.

Charging LiFePO4 is A standard Victron 300 amp hour also more efficient than lithium battery. a flooded or AGM battery in that there is really no float stage, and the battery can be charged at the maximum amount right up to the final amp hour. If you’ve ever watched your battery charger progress on a flooded or AGM bank, you’re very familiar with the last 10 to 20 percent of capacity taking forever to finish. LiFePO4 doesn’t have this disadvantage and that results in far more efficient and faster charging for that last 20 percent.

The final major reason folks gravitate towards LiFePO4 technology is the overall life, which is a somewhat controversial topic. These batteries are designed to last anywhere from 1,000 to 3,000 cycles depending on the manufacturer, or an estimated lifespan of 10 years based on some calculations.

That assumes pristine conditions, good charging amounts, etc.

— and doesn’t account for some of the extremes in the boating world. Comparatively, AGM batteries average about 500 cycles and last an average of six years.

CHALLENGES The biggest challenges in choosing LiFePO4 include price, temperature, charging, and complexity.

Price is likely to be the first hurdle for most boaters when considering LiFePO4. A standard flooded GC2 battery will run you about $175 to $200. A similar GC2 LiFePO4 battery will cost $900 to $950, which is a significant premium. You have to weigh that against the pros above, specifically that of the longer life and higher charging cycles.

Many LiFePO4 batteries are also more temperature sensitive than their flooded and AGM counterparts. That’s not to say that temperature extremes don’t affect those types of batteries — any extremes will dramatically reduce the life of any battery technology. But LiFePO4 in particular do not like super cold or

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super hot situations, each of which can occur in our engine rooms.

Charging is both a pro and a con, in that while a LiFePO4 battery can take a lot more charging capacity; which means your system has to have that capacity available. Most people have very small chargers or inverter/chargers, and very small alternators as well. Since older battery banks can’t charge that fast, there was no reason to put a 300 amp alternator or a high capacity charger on board. Not only is having the faster charging capability part of the lure of LiFePO4, but many battery manufacturers require you to charge at the higher rates to get the lifetime out of the batteries. As a result, you’re not only paying for a more expensive LiFePO4 battery, you also have to upgrade your charger/inverter and alternator system to gain the benefit of the batteries. For “drop-in” batteries — meaning those that are interchangeable with AGM or flooded batteries — this is not as big of an issue, and one of the reasons why they have become popular.

The final challenge is complexity, and this can be a big one.

If you build your own cells or choose a large manufacturer — in addition to upgrading your alternators and charging sources — you’ll likely need to add a battery management system, cut-offs to both load and charge sides to isolate the bank, and generally increase the complexity of the system. With something as critical as your power system, adding more complexity can mean more catastrophic failure modes, and challenges diagnosing problems. That’s not to say that you can’t design a proper system and have it work well, but they aren’t as simple as traditional batteries, and if that is a concern (think ocean crossings without spares) then maybe this approach is not for you.

of a hybrid between standard batteries and other non-LiFePO4 batteries, in that they don’t require a BMS, and they are easier to adapt to existing systems. Some common manufacturers are Battle Born and Re-Lion. In most cases, they can be “dropped in” to an existing system that had AGM or flooded batteries before and won’t require a lot of other changes. They are usually cheaper than the standard batteries above, and have similar warranties (some are even better) and lifetimes, but potentially slightly lower charge rates.

Home built systems are also extremely popular and have some good benefits. Their cost is usually very low compared to the above solutions, and they can be designed to fit a specific space on board, which is desirable on a space-constrained boat.

These batteries are actually a collection of individual “cells” that you purchase, connect together using busses, and create an appropriate level of voltage out of smaller three- and four-volt cells. Because the individual cells of the batteries can be sourced from cheap vendors, you can end up with underperforming or failing components — and it requires a lot of design work to put it all together. These systems require a BMS as well, which can add to the complexity. If you’re looking for a cheaper solution to fit a tight space, home built systems are definitely an option, and there are thriving communities online that can help with your build. But you’ll need basic electrical knowledge (at least) to take this on.

WHAT TO CHOOSE? For boaters looking for a cost effective solution that can reduce weight and expand their amp hours without having to replace much else, look at “drop in” batteries from Battle Born or Re-Lion. There are tons of YouTube videos and articles online about using these batteries, and they work very well — I am currently running 10 of these 100 amp hour batteries myself, and have no complaints.

For the electrical-savvy boater looking for a custom setup to fit smaller spaces or a smaller budget, look at building your own cells and battery management system. There are good forums and groups that can help you get started, but keep in mind you may have some trial and error.

For boaters whose priority is to reduce generator run-time, run even more AC loads while at anchor, and generally expand their power system (and for whom budget isn’t such a concern), a standard battery from Victron or MasterVolt combined with their extensive inverter/chargers and control systems may be a good choice.

Whichever you choose, make sure you consult a marine electrician. The complexity of some of these systems will definitely require a professional to at least review your plan, if not help you design and install it.

LIFEPO4 BATTERY TYPES There are three main types of LiFePO4 battery solutions: Standard, drop-in, and home built. Standard batteries are made by companies such as Victron, Mastervolt or Lithionics, and are engineered for high performance and monitoring. They require a battery management system (BMS) and are usually the most expensive option available. The benefit of these batteries is the engineering and testing that goes into their performance.

However, these batteries require extra equipment for them to work properly, and often times will drive up the cost and installation complexity.

They almost always require your inverter or charging systems be modified, and safety systems must be put in place to protect the batteries from being completely discharged. Of the three types, they are the most expensive.

Battle Born drop-in GC2-style Drop-in batteries are sort batteries.

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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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26

My Boat

2012 MOODY 45DS HAPPY Sometimes, a sailor’s hunt for the ideal boat can take mere days. More often than not, though, it takes much longer. And every once in a while, it’s a combination of both. The latter scenario happens when, during the search, a boat comes out of nowhere like a bolt of lighting and, just like that, you’ve found it.

So went the boat search for Hugh and Lynn Creasy while looking for their perfect cruising sailboat. Hugh, a longtime sailor and mechanical engineer by degree, had a very good sense of what he wanted in a boat. Alas, his search for the right boat spanned years, with Lynn as a willing partner.

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They stepped aboard numerous boats during that time and, in the summer of 2019 while chartering a catamaran, they spotted a Moody 54DS and began drooling. That was the lighting bolt moment. Though they could not get on the boat for a tour and there was no make/model identifier on it, Hugh and Lynn committed its unique styling to memory.

A few months went by and Hugh finally found a similar Moody 45DS online. These boats are rare on the U.S. market, with most of them residing in Europe and Australia, so they knew they’d be looking abroad. After doing their research and finding FEBRUARY 2021

numerous 45DS’s that they liked, the third one they bid on was the very best of the bunch. Lynn wrote a “To the Buyer” letter as to why they would be the best owners for this special boat, and explained the couple’s long term dream of sailing the open ocean. Just like that, the offer was accepted and Hugh flew to Sweden to inspect her and the bond began. Fittingly, the name of the boat was Happy! She is now homeported in Seattle.

Bill Dixon designed the boat and we think he was well ahead of his time. She was built in Germany; and the first owner had her in France for a couple of years before falling ill, forcing the sale.

The second owner trucked her to Sweden, where he and his family sailed her locally merely a few weeks a year. She spent 11 months a year out of the water, meaning she’s lived a pretty quiet life. We are now connected with seven other Moody 45DS owners globally and find them to be a very proud group.

ABOUT HAPPY When did you buy your boat?

We bought her in September 2019 from the second owner in Lysekil, Sweden. We sailed her from Lysekil on the west coast of Sweden, through Denmark to Germany, then through the Kiel Canal to Holland where we loaded her onto the deck of a ship to Florida. In fact, Happy is the third 45DS in the Americas. We wintered in South Florida and the Bahamas and placed her on another ship home just before Covid-19 struck. She arrived in April 2020.

What do you like best about your boat?

Lynn: The livability is exceptional, and she’s easy to sail even for a modestly experienced sailor such as myself. It came equipped with several homey additions including a dishwasher, washer/dryer, and separated showers. Stellar for the two of us.

Hugh: Like Lynn said, the livability factor is incredible. And, not at the sacrifice of performance! This is a great sailing boat, super easy to handle with the self tacking jib and all lines led aft for safety. She is smooth, fast, and maneuverable with those twin rudders.

Tell us about your boat’s name.

The previous owners named her Happy when their son was in his ‘tween years and the Pharrel Williams song of the same title was quite popular. We debated changing her name, but fate intervened. For years, Lynn has been on the hunt for a word that combines the implications of lucky and fortunate and blessed (all of which individually did not quite resonate). Searching the web, she found a definition of ‘happy’ that in fact incorporated all of these words, so the name remains. To our knowledge, there is no other boat named simply Happy.

What’s your favorite story involving your boat?

When we took delivery of Happy in September 2019 in Sweden, our first stop was an island called Karingon. There are no cars on the island and there are many long term residents who call it home. Hugh’s father was in the U.S. in hospice and we had just had a conversation with him the night before we arrived.

The people of this island were very welcoming and we met a couple as we docked into the harbor. We described to them that this was our first sail with our newly acquired boat. Elna promptly said she would be right back. She went to her home and retrieved a bottle of champagne and glasses for all to celebrate! During the day, we got the news that Hugh’s father had passed and she was very compassionate — so while we

What’s the history of your boat? (Where’s it been? Who built or designed it? Has anyone famous owned it before you?)

There are no famous owners to brag about, but the legendary

Preparing Happy for transport to North America.

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Modern styling paired with modern comfort caught the eyes of both Hugh and Lynn when they saw a Moody DS like Happy for the first time. were celebrating the joy, we were also acknowledging the sorrow of losing a beloved parent and fellow sailor. It was beyond blissful and, as is often experienced with sailors, we have friends for life.

Describe the most challenging situation you’ve experienced on your boat and how it performed.

On day three of owning Happy, we were sailing in foreign waters and stretching for 83 miles in one day from Skagen to Grenaa, Denmark. We had an ontime 0600 departure and were close hauled for most of the day in 30 knots of wind. The fin keel and twin rudders make this boat sail like a dream — she has a great motion and speed. With 7 miles to go, a lee shore a half mile away and an hour before sunset, the jib halyard shackle snapped and the jib fell into the water and wrapped under the boat. We had the engine on because we were trying to get around the last point without tacking again. Luckily, as Hugh headed to the foredeck, Lynn had the foresight to drop the boat into neutral to not damage the sail or foul the prop.

We were able to heave the sail back on deck, get it secured, then make our way into the very small entrance into Grenaa as darkness fell. The good news, we found another shackle in town and Lynn got to take her first trip up the mast!

Where do you plan to take your boat? Do you have a dream destination?

Happy is our home for the next 12 to 15 years. We have a handful of years before retirement and, until then, we plan to cruise the Pacific Northwest, possibly making a Hawaii to Alaska circuit and then working our way slowly south. A single dream destination is a bit of a silly question as there are so many places to explore! That said, Hugh looks forward to visiting 48º NORTH

the South Pacific again and sailing to Alaska. Lynn is excited for the journey itself and letting it unfold as we go. The sailing community is so welcoming, helpful, open and inclusive, we look forward to making new friends and seeing old ones. As we currently sit in the middle of winter in Seattle — anywhere warm looks inviting enough to be a dream destination.

Hugh and Lynn looking happy aboard Happy.

Whether it is a beloved cruising sailboat, powerboat, racing boat, wooden boat, work boat, tug boat or even a kayak or old Laser, we want to share your boat’s story for 48° North’s “My Boat” series. Email andy@48north.com to get started!

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EXPLORING LOCAL:

KILISUT HARBOR

by Joshua Wheeler Making the most of a pandemic holiday, I did what sailors do — I sailed. I left Boat Haven late Friday morning bound for Scow Bay, at the southern end of Kilisut Harbor. A Gale Warning had been declared for the evening, with southerlies continuing on and off through the weekend. As I set out, the sustained wind was only Force 4 to 5, but the gusts were exceptionally stronger.

For these reasons, I hanked on the 80-percent jib. Sampaguita, my Flicka 20, was a bit under canvased in the sustained winds with this headsail, but could really dig in, with no need to luff, during the gusts. Taking and shaking reefs in the mainsail as the wind vacillated, we beat across the bay to the entrance of Kilisut Harbor.

Kilisut Harbor is a four-mile-long inlet between Indian and Marrowstone Islands on the east side of Port Townsend Bay. Its narrow and shallow hook-shaped northern entrance is directly across the bay from Port Townsend. Day sails around my home bay are fun, but the scenery changes little, and the anchorages are generally exposed. If I only have a couple days to cruise, Kilisut is the closest destination where I feel I have actually gone somewhere. Mats Mats Bay and Port Ludlow are other potential destinations, but currents and longer journeys are considerations with increased challenges when sailing in limited winter daylight.

A trip into Kilisut Harbor offers anchorages within 10 miles of Port Townsend and with manageable currents most anytime.

The challenge is depths. Have a chart at hand. While a small craft may feel comfortable sailing the channel, vessels with deeper draft may want to motor and follow the markers closely.

There are two state parks with mooring buoys, docks, or both.

Additionally, a decent summertime anchorage lies off of Mystery Bay, and Scow Bay makes a good wintertime anchorage.

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The just-hiding-around-the-corner vibe of Kilisut gives me a feeling of seclusion. The only general store on Marrowstone Island recently burned down, so there are presently no services.

This was a sad development for many. Indian Island, to the west, is a U.S. Naval armaments depot and is off-limits. Since anchoring and unplugging have been my main objectives, I have managed these limitations okay.

As I approached the entrance to Kilisut on that winter weekend, Sampaguita sailed into a wind hole. This was expected. With the high bluff of Indian Island to the south and east, the wind consistently becomes light and variable here, regardless of its strength or direction out in the bay. Likewise, the current is variable and seems to be influenced by water flow over the spit between Rat Island and Marrowstone Island, a few hundred yards up the channel. I eked my way through the dead spot under sail and oscillated between wishing I had the genoa up and knowing it would be tedious to tack in this light wind, hanging up on the shrouds as I chased the wisps of wind back and forth. No, the 80-percent jib and patience would see me through, and the sustained wind and gusts were only a stone’s throw away.

I caught up with the wind just after the red number six day marker, and headed north on a starboard tack, reaching up the narrow channel lined with submerged sand and mudbanks.

Following its 180-degree hook to the right, I trimmed the sails tighter and tighter until I was forced to short tack in front of Fort Flagler State Park.

This state park at the northernmost end of Marrowstone Island has a few mooring buoys in the channel, and during the summer, a dock. I have stayed at both before. When at this dock, I recall a south wind kicking up, bringing waves slapping uncomfortably against the hull. It is most sheltered here in the

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summer months, with the predominant wind from the north.

When winter winds shift to the south, the dock would be on an exposed lee shore, so it is removed. Fort Flagler, one of three early 20th century forts that guarded Admiralty Inlet, has battery ruins to explore and some great views to the north. Rat Island, on the port side as you enter the harbor, was originally an extension of the Marrowstone Island spit. Now cut off by a channel, it can be reached by dinghy. It is a bird nesting area, and sometimes herds of seals are sunbathing.

Once past the red number 12 day marker, I fell off onto port tack and held this course until the green number 15. From here, the rest of the way to Scow Bay was a back-and-forth beat upwind. I did a sail-by of Mystery Bay along the way to see what the conditions were like at the state park dock in case I needed a fallback.

Mystery Bay, half-way down the harbor, indents Marrowstone Island and has a like-named state park. Its permanent dock and mooring buoys provide for transients in a bay otherwise quite crowded with private buoys. Much of it is a Voluntary No Anchoring Zone to protect shellfish beds, but, west of the park and just outside, anchoring is easy in settled weather. While Mystery Bay seems a central hub of Marrowstone, with the general store gone and a state park whose main feature is the waterfront, there may not be much reason to leave the boat.

One activity is a walk across the island to Jefferson County East Beach Park on the Admiralty Inlet side. An aural quirk, Mystery Bay is within earshot of the Indian Island broadcast system, with the National Anthem and bugle calls sounding daily.

The wind was picking up as I passed Mystery Bay, and I put a second reef in the main while clawing my way down the harbor. I could see four boats moored ahead in Scow Bay, suggesting local knowledge concurred with my anchoring plan. As I made my final approach and sussed the anchorage, I chose a spot just south of the others and was already pleased with how much protection from the southeast wind there was. I headed up, dropped the headsail, let the sheet fly on the main, and sank the anchor. I was in about 25 feet of water and figured the bottom to be muddy.

With plenty of room to put out as much scope as suited me, I started with 160 feet. Now midafternoon, I settled in and made myself comfortable. I ended up staying here for two nights.

The protection from south and southeast winds was excellent in Scow Bay. During the Gale Warning, only the strongest gusts got through. I increased my scope to 220 because I could.

Halyards slapped and the anchor rode groaned, but there was no fetch, so it was comfortable. However, if a northerly were to blow, the anchorage is exposed to the whole fetch of the harbor, and I would search elsewhere. The road that skirts the bluff on Marrowstone offered a considerable amount of noisy, daytime traffic. However, the evenings were more still, and I could hear the casual conversation of what I think were servicemen on Indian Island patrol. Scow Bay would be a convenient place to anchor a mothership overnight if planning a human-powered exploration of the new channel connecting Kilisut Harbor to Oak Bay. By mid-morning on Sunday, the south wind filled in and I sailed off the anchor for my return trip to Boat Haven. Another of the anchored boats was headed to Port Townsend for water, and we traveled up the harbor together at 5 knots — they, under 48º NORTH

WIND HOLE

FORT FLAGLER STATE PARK

MYSTERY BAY STATE PARK JEFFERSON COUNTY E. BEACH PARK

KILISUT CUT

Kilisut Harbor offers multiple state parks and peaceful seclusion, and is in conveniently close proximity to Port Townsend. power; me, under sail. I switched between wing-and-wing and a broad reach, depending on the topographically affected wind.

They began to pull away as the channel narrowed, and my course became less optimal. Then I hit the wind hole. So much for sail versus diesel. C'est la vie. I carried on sailing as I do and meandered back across the bay to Port Townsend in a fading wind, another pandemic holiday in the bag.

Kilisut Harbor is likely old news for more long-standing locals.

As a new arrival to the Port Townsend area, it provided some nearby exploration and peace. When based in Seattle, I made a couple stops, but mostly passed it by for more ambitious destinations. Now, with the limitations of a pandemic, I took advantage of its close proximity to study it in more detail, keep me on the water, and as a sanctuary. Kilisut Harbor is now on my list of great Puget Sound nooks and crannies.

Joshua lives aboard the Pacific Seacraft Flicka 20, Sampaguita, in Port Townsend, WA. His expeditions include a 2018 solo circumnavigation of Vancouver Island and a 2019 transit of the Northwest Passage aboard the sailing vessel Breskell. When not scheming a new adventure, he reads, writes, and studies anything nautical. He holds a 50-Ton Masters license. Check out Josh’s blog, www.sailingwithjosh.com.

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Photo courtesy of Port of Seattle

Photo courtesy of Salish Sea Expeditions

by Deborah Bach Photo courtesy of Northwest Maritime Girls Boat Project

of Salish Sea Expeditions 4 8 Photo ยบ N O courtesy RTH

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Photo courtesy of Port of Seattle

REGION’S FIRST

MARITIME HIGH SCHOOL TO OPEN IN SEPTEMBER 2021

A

few years ago, Port of Seattle Commissioner Ryan Calkins was asked to judge a class presentation by a group of sophomores at Raisbeck Aviation High School in Tukwila, Washington, which focuses on preparing students for careers in aviation and aerospace.

Impressed and inspired by the students’ work, Calkins came away with a question in his mind. Why, he wondered, wasn’t there a similar school for the maritime industry?

“Maritime has a similar-sized ecosystem in Seattle and has a very promising future in terms of workforce development,” Calkins says. “But there was nothing like that for maritime.”

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Those musings were the genesis of the new Maritime High School opening this September with its first ninth-grade class.

Administered by Highline Public Schools, the regional school will offer project-based learning and internships aimed at giving students the skills and knowledge needed for maritime careers.

Its hybrid approach will combine learning in the field with virtual instruction and classroom time, and its curriculum will focus on marine science, the environment, and maritime careers.

The school will be temporarily based at Highline’s interim site in Des Moines and led by principal Tremain Holloway, a coprincipal at Highline High School and former assistant principal

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Photo courtesy of Port Townsend Maritime Academy Skills Center

Photo courtesy of Alexandria Seaport Foundation

Photo courtesy of Port Townsend Maritime Academy Skills Center

at the aviation high school. The district hopes to enroll up to 44 students the first year through an admissions lottery and has held a series of information sessions in Spanish and English for prospective students and parents.

There are maritime education programs around the region, including professional training at Seattle Maritime Academy, Pacific Maritime Institute and Skagit Valley College, as well as numerous high school-based programs. The Northwest Maritime Center in Port Townsend offers a two-week program for seventhgraders that includes time on the water and seamanship skills, and a half-day program for juniors and seniors (a collaboration with West Sound Technical Skills Center and Port Townsend Public Schools) that runs through the school year and allows students to earn educational credits.

Calkins attributes the lack of a dedicated maritime high school in Washington before now as a reflection of a sector without an identifiable industry leader like the aviation industry has in Boeing or Alaska Airlines.

“Maritime is much more fragmented,” he says. “You’ve got ship-building, you’ve got commercial fishing, you’ve got recreational boating, you’ve got the ferry system, you’ve got naval architecture, you’ve got marine biologists. But that’s also why it’s such a resilient field and why it’s so promising going forward.”

Highline Public Schools serves about 18,000 students in six communities south of Seattle. The project is a collaboration between the school district, the Port of Seattle, the Northwest Maritime Center in Port Townsend, and the Duwamish River Cleanup Coalition.

The school’s curriculum is still being developed but is expected to help prepare students to start a career in a range of maritime positions or continue studying in a two- or four-year college program. There are two overarching goals for the school — to cultivate the next generation of maritime industry workers to replace a pending wave of retirements and to help diversify a workforce that has traditionally been primarily white and male.

According to a 2020 report published by the project’s supporters, Washington’s maritime industry is growing at about 6.4 percent a year and has an average workforce age of 54. Without a stronger career pipeline, the industry is expected to have difficulty filling jobs in the future.

Many of those jobs pay more than a living wage — the average wage for maritime jobs in Washington is $70,800, compared with $52,000 for jobs statewide overall; in King County, maritime businesses provide more than 19,500 jobs that pay $82,800 a year on average.

But while students of color make up more than 70 percent of students in communities closest to many of the region’s maritime industries, the sector does not

reflect that diversity. “At a time when our region has created more new wealth than most other metropolitan areas in the country, area schools offer few educational career pathways into maritime careers and marginalized communities have limited access to waterfront jobs,” the report notes.

The school’s location in the Highline Public Schools district, which also includes Raisbeck Aviation High School, was a strategic choice. The district has a diverse student population, with about half of families using a language other than English.

About 40 percent of students identify as Latino and about 15 percent each as Asian and Black, and 69 percent of students qualify for free or reduced lunch.

Bernard Koontz, executive director of teaching, learning, and leadership for Highline Public Schools, says the Maritime High School is a good fit for the district in several ways. Highline has experience in running a regional high school based around a career area, he points out, and the maritime school meshes with the district’s commitment to social justice and providing experiences geared to its student population.

“There is a focus around actively providing equitable and anti-racist options within the education system, and proactively doing that work is really important,” Koontz says.

“This is an opportunity to advance that work by creating a program that’s specifically designed to bring opportunities to kids who otherwise wouldn’t get them. When you have an opportunity to open up a new pathway, it increases the likelihood that kids will find something that’s going to be a good match for them.”

The Duwamish River Cleanup Coalition is partnering on the project as a community engagement liaison. Magdalena Angel-Cano, the organization’s community engagement and communications specialist, says young people in the Duwamish Valley have long had a “dream” of a school focused on the maritime industry.

“It not only brings opportunities, education-wise, to our

Photo courtesy of Port of Seattle

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Photo courtesy of Salish Sea Expeditions

youth, but it also brings a lot of empowerment to the whole community,” she says.

After the presentation by the aviation high school students, Calkins held a series of informational interviews with educators, industry experts, students, parents and others to float his idea for a maritime high school. He also convened a summit in September 2019, bringing together dozens of stakeholders to discuss the project.

“Almost without exception, people thought it was a really interesting idea and worth pursuing,” Calkins says.

The Northwest Maritime Center is providing fundraising support and helping inform curriculum development for the new school. Jake Beattie, the center’s executive director, says Maritime High School builds on the center’s educational efforts by providing a comprehensive education and connecting students with career opportunities in the maritime industry.

For years, Beattie says, he’s been part of discussions around how to cultivate the next generation of maritime workers as the current workforce ages, to little avail.

“One of the reasons I’m so excited about this project is that it stops asking that question and starts adding a solution,” he says. “It feels like what we need to do.”

“We need to get people involved and aware at a community level so that more people have meaningful connections to the water,” Beattie says. “I think this high school can be that catalyst that we can build off of.”

Deborah Bach is a longtime Pacific Northwest boater and is a founder of Three Sheets Northwest. You can find her sailing her Passport 40, Meridian, around the Salish Sea.

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by Sarah Scott

A BETTER BOAT FOR

DREAM CHASING

I

t was April when I consciously admitted it: I’d made a mistake buying that old Rawson 30 I called Tortuga. It would be 10 years before I could set off to circumnavigate the globe solo in that piece of work (a dream I began writing about for 48° North in December 2018). It had so many problems, including its shot engine that needed total replacement, which looked particularly dire with the jagged rusty aluminum of a partially cut-out fuel tank towering beside it.

I’d done hundreds of hours of work on that boat, and I’d have to do several thousand more before she could be trusted in heavy weather. And here I was, puttering away, snatching two to three hours per week to paint the cabin white with red accents. I

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was taking a break from structural work, like re-coring decks, to do an aesthetics-based “peace of mind” project.

The wood was in such terrible shape it harmed my state of mind just to glance at all the carelessly drilled holes, the lack of corner edging to separate the bulkhead from the adhesivecaked fiberglass where its moldy vinyl wall coating had been partially ripped off. There was a stark line of discoloration along the bottom of the settee and companionway stairs, indicating the boat had once flooded.

Most of all, I was sick of driving several five gallon buckets of stinky, greasy water to the hazmat station every time the four massive, inaccessible, potholed cement bilges filled with rain

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Ingrid 38s. One seemed to be in great condition with a beautiful new Beta Marine engine, but was severely underpowered. Deal breaker! The other had gorgeous interior woodwork but reeked of big projects: the three potable water tanks were fiberglass painted white inside, with undrinkable water, and could not be removed from the keel. The bilge had black oil in it. The engine was a giant Mercedes from the 1960s — too old. And being a kit boat, who knew if the bulkheads had been tabbed correctly.

Seeing them in person, I realized a boat of that size was too much for me anyway. I wouldn’t be able to handle it without significant mechanical advantage; and both multi-speed winches and higher slip fees would add cost. Every problem would be a bigger problem to fix, which could add years to my departure timeline.

I tried to buy a Wauquiez Gladiateur 33, a fast, fin-keeled French bluewater boat. It had a spotless 2005 Volvo with sail drive and the keel bolts were shiny stainless. I loved the beefy brass sink fixtures and the spacious galley. I wasn’t sure how I could store stuff in the open cubbies behind the settees without it flying all over, but whatever — a small issue that must have a quick fix, like bungee cord or netting.

Before I could get a survey, the financing fell through. Though disappointed, I was putting away money so fast I could just afford to pay cash for something really nice in less than a year anyway.

Like many people have done, I fell in love with the idea of the Pacific Seacraft Dana 24. It had a symmetrical open plan layout, it was so fat and beamy, and they all had Yanmar 2GM20Fs, which I was familiar with from my first boat. It was utterly charming that this tiny, heavy tank was a serious bluewater boat. Why do I need bigger? It was an expensive little gem — $50k on average — but for a boat in the 35 to 40-foot range the same price would get me something older and in worse condition. Quality over quantity, I decided.

I listed my layout preferences: the bookshelf with cabinets on both sides of it, the same on both sides of the cabin; I could hold out for a post-1989 Dana, with a dedicated propane locker in the cockpit and a hull laid with vinylester resin instead of polyester. I found a photo of a partially built Dana that showed all the storage compartments, and with my Apple Pencil I superimposed a list of where all my essential gear would go, to make sure I could fit everything.

I began sailing with a new friend, Carol, who owned a Dana 24 in Olympia. The boat tracked beautifully, it was incredibly course-stable and heavy like a ship, while not being noticeably too slow. It seemed fast compared to Tortuga, which was slower on the PHRF scale — 268 to the Dana’s 243.

A few months passed and I sold the Rawson for $5,000 two days after I listed it. To answer a question I am often asked, I do not regret asking so little. It would only have been a few thousand more and not worth the headache of longer time on the market — potentially the entire winter. I had removed all the higher end gear that wasn’t essential to basic functioning, but I did leave that almost new outboard I installed when my pink Volvo had failed at Seymour Narrows.

In September, while recovering from a major surgery, I watched hundreds of episodes of YouTube sailing channels.

water from the leaks I had no time to locate. Even the professionals in Tyvek suits were beginning to grumble that they had to whiff that putrid rainbow sheen again. No matter how many times I went at the bilge with a steam cleaner, it made little difference.

I was working 80 hours per week between two-and-half jobs and, to avoid paying rent, I lived in my childhood bedroom. I had money coming in but nearly zero time; and I would much rather buy a better boat than slave away on this one. I wouldn’t even be in love with Tortuga if she were fixed up. No amount of fixing would mean I could sit up in the V-berth while sleeping at port.

Alas, I set out on my quest for the right boat by scouring YachtWorld, Craigslist, Facebook and 48° North. I looked at two 48º NORTH

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I yearned to get out on the water soon and I wanted a nice boat that could get me there. These channels led me to the conclusion that the Dana was more hyped up and expensive than necessary, and it would still take me two years to afford. I could find a good boat for less that would do the job just as well, with maybe a bit more space.

I had been eyeing a Hallberg-Rassy Monsun 31 on YachtWorld since May, located at McCuddy’s Marina in Portland. It was a renowned bluewater model. One man had singlehanded his around the world three times, including Cape Horn. Others were currently sailing one through the pack ice of the Northwest Passage. They were built to withstand any environment and even running aground, with one-inch-thick fiberglass in the keel. And yet they were light for full keel boats, with a PHRF rating of only 201! It was like the best of both worlds.

The Monsun on YachtWorld had started at $40,000, and now it was down to $35,000. I had managed to save $20,000 since March. My mom said if I could find a nice boat that was a little out of my budget, she would loan me $10,000-15,000 from the family savings — but she urged me to try to offer low.

I drove down to Portland in thick smoke from the forest fires, careful to use only recycled air and to close my car door quickly after getting out at the rest stop. When I got to the boat, one of the first things I discovered was that, not only could I sit up in the V-berth, I could also look out the skylight at the stars.

It had the most gorgeous interior woodwork of any boat from the 1970s I’d ever seen: hand rubbed mahogany, treated to a silk finish. It had the cabin layout I’d sought in the Dana 24 with the bookshelf wedged between cabinets on both port and starboard. The storage was well organized. The wardrobe had both shelves and a hanging locker, and the chart table had lots of little drawers so I wouldn’t have to pile stuff in a deep locker.

Best of all, in the engine room there was a shiny Universal 25XP from 2008, with less than 100 hours on it. And the transmission had been installed new in 2018.

A bookshelf between cabinets behind each settee was a perfect part of the layout.

I offered $27,000 and the seller countered $31,000. I appreciated that he was trying to meet me in the middle, and since it had started at $40,000 I accepted. The survey process began and I vowed to do everything right this time. I hired Pat from A. Mazon and Associates to do the survey because they have a solid reputation in the Portland area — feared by brokers 48º NORTH

With quality finish work and space to spare, the interior of the HallbergRassy Monsun 31 had all the author was looking for and more. and loved by buyers. When the sea trial revealed a mystery of fluctuating RPMs, I even got a separate engine inspection. The inspection showed no major issues and the RPMs were steady, meaning it was probably debris that had been stirred up in the 35-gallon diesel tank encapsulated in the keel. All the older Hallberg-Rassys had them; but then, all the newer HRs had teak decks — a trade off I guess. I accepted that I might just have to go in and clean that tank under the engine one day. Meanwhile, it would be easy to put in a day tank. I would want to do that even if the main tank were clean, since I’d like to have a 60 gallon capacity for ocean crossings.

The whole closing process took about two months. After that, I had the boat trucked to Olympia — where I did the bottom paint — and then I sailed it to Seattle. It sure was fast for a full keel boat! In spite of the iron ballast, she was going 6.5 knots on the mainsail alone for most of the day.

The first thing I did when I arrived in Seattle was put on the nearly new full winter cover to protect that teak cap rail and the teak slatted cockpit grating during the rainy season. Since I have a 36-foot slip, I plan to store my 13-foot MiniSail racing dinghy in front of the boat so I can sail the MiniSail while I prepare the Monsun for liveaboard. Those preparations include finally using the Wallas forced air diesel heater I purchased that has been waiting to be installed on the right boat for more than three years. I also need to upgrade some components of my propane stove system. Then in March, when the winter cover comes off, I can switch over to sailing the Monsun more.

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I plan to attempt a solo trip around Vancouver Island again in the summer of 2022. I can’t take any major trips until I finish paying my mom back — which will hopefully be around the end of this summer — and I don’t want to be in a rush. Part of what sabotaged me with Tortuga was just that: the rush to buy a bluewater boat, without an official survey, thinking I’d have the energy to fix everything myself in a timely manner. That rush to get going by a deadline in August 2019 made me cut corners installing things right, such as putting my exhaust thru-hull too high, which caused my engine to flood with water. It’s the same mentality that would cause one to forget to clip in a tether one day while singlehanding offshore, because they just had to go take care of something on deck right that second. And then a rogue wave hits.

I finally have a nice boat, and I am going to protect it and myself. I will patiently add to it until I feel relaxed and ready to go. When I can afford to take time off from my jobs, I will seek out opportunities to get that heavy weather ocean sailing experience I still lack. A crew spot on a yacht delivery to Hawaii, maybe? We’ll see. Regardless, I’m a lot closer to my dream today than I was at this time last year.

Sarah Scott is settling into life aboard her new boat. She is still enthusiastically pursuing her goal of becoming the first Black woman to circumnavigate the globe solo. Follow Sarah's activities on her YouTube channel: www.youtube.com/c/sarahscottsailor

Sarah happily at the helm of her new cruising boat, a place she plans to spend a lot more time!

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by Rob Hodge

WHO RESCUED WHOM? REFITTING A LIGHTNING FOR CRUISING AND ADVENTURE RACING

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W

hy does one take on a boat project? Why make a difference in an at-risk boat’s life? I've asked myself that many times. And yet, the answer eludes me.

For all the time and effort I've put into my Lightning dinghy, Lady Jane, I could have bought a much newer, more modern boat that was ready to go. I could have been on the water, enjoying this other hypothetical boat instead of spending my spare moments scraping, painting, and working to bring a wooden hulk back from the dead.

So how did this happen? How does one decide to adopt an at-risk boat?

The Lady Jane came to me through a Facebook group. The previous owner had purchased her 20 years prior; she had been intended as a bonding project for his newly minted son-in-law.

Once a grandkid came along, these plans fell by the wayside and she was relegated to sitting in a barn. He was getting older and looking to clear out the barn, but also wanted to see her back on the water. He'd tried to rehome her, but every wooden boat organization, non-profit, and boat building school in the area had passed on her. As a last resort, a volunteer at one of these organizations floated a post on Facebook. I was the only one to reach out.

make sure I'd be able to haul it away when I showed up. It was a wreck. the bottom had been roughly sanded to bare wood with an angle grinder. The mast was in pieces, destroyed by dry rot.

All the cockpit trim, rub rail, benches, and other random pieces were in a pile in the cockpit. A later inspection would reveal a split bottom plank, a mast step in need of replacement, five broken half ribs spanning from the centerboard trunk to the chine, two broken full length ribs, and a myriad of other issues in need of repair. I had thought I'd be sailing the boat in a year. It took two-and-a-half years until it saw the water. In three, it was finally comfortably set up.

The Lady Jane is a Lightning class one design; she carries sail number 6724 as issued by the class association in 1959.

Designed by Sparkman & Stephens in 1938, the Lightning class is a 19-foot, three person dinghy. Originally drawn for wood construction, the class has transitioned to fiberglass hulls and aluminum spars. With more than 15,000 built, the class is active and still supports those who own boats from the wooden era.

From class records and what I have been able to research locally, it is my belief the boat was originally built in 1959 and 1960 by a pair of individuals in a garage on Beacon Hill in Seattle. She was raced into the early 1970s on Lake Washington. Early records

This is what the Lightning looked like when the author picked it up. His sock monkey crew looks worried.

I was fresh off of a failure in the first leg of the 2017 Race to Alaska (R2AK) that had opened my mind to looking for a dinghy with better sailing characteristics than the plywood brick my other boat had been. My wife was receptive to the idea, especially since a refit project would keep me busy with a boat on the hard, rather than being out on the water (or in it, as had been the case for a short portion of my 2017 R2AK attempt).

After a string of emails back and forth, my bid to take ownership was accepted. It is often said that the most expensive boat is a free boat; this went beyond free. Upon realizing that one tire was flat, the owner ran out to buy new tires for the trailer to 48Âş NORTH

list her by just her sail number, though she was briefly named Fascination. I have no record giving her the name Lady Jane, however that is what was on the side of the boat with mailbox stickers when I got her. While I can find no record of her ever winning a race, I have found a picture in a Corinthian Yacht Club of Seattle scrapbook of her racing on Lake Washington in 1965.

When I began work, I wasn't exactly sure what to do with her.

Old wooden Lightnings aren't typically competitive amongst more recent builds; and even if they were, the local Lightning fleet went defunct over 40 years ago, leaving the nearest active fleets to be in Canada or Portland. My sailing trends towards

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cruising anyway, and I loved to dinghy cruise with my old boat — sleeping at anchor in the tiny cabin on my 12-footer. Tent camping on a boat is a poor substitute for a cozy cabin, so it seemed that this boat, as designed, might be a phenomenal day sailer but would not be suited for longer trips. Work progressed slowly.

Inspiration came in the form of three grainy pictures, cellphone snapshots of pages from an old book. The photos were taken and sent to me by Lee Bjorklund, a member of the board of the Center for Wooden Boats in Seattle. These three pictures showed conversions done to Lightnings, adding a cabin to enclose the front half of the cockpit and underneath the foredeck. Further research turned up references to the “Gypsy” design — a variation on the Lightning design offered by a famous builder of wooden Lightnings. The Gypsy included a cabin, though not even the experts at the Lightning class could say much about this variation with much certainty.

newer fiberglass Lightning located out in Ocean Shores.

Design of the cockpit was done by eye, and by feel. I clamped boards to the boat in specific places to mock it up, and then inspected the resulting shape from all angles. Early on, a straight up-and-down side to the cabin was ruled out, and the sides became angled in — this looked more appropriate and true to the design. I did sit-down and lay-down tests in between each adjustment, getting inside my cabin mock-up and testing to see how comfortable the result would be. Over the course of a few days, the design started to come together. I'm quite happy with the aesthetics of the result, and feel it has just enough curve and just enough straightness to fit in with the hard-chine design of the original boat.

Far deviated from one-design rules at this point, other considerations led to further modifications. The Lightning is originally set up as a boat for windward/leeward buoy races, with a fractional jib and a symmetric spinnaker with a pole. In an effort to modernize, simplify handling, and improve reaching performance, I added a bowsprit to be used with an A1.5 asymmetric spinnaker and reaching Code Zero on a roller furler.

While I keep the pole on board and rigged to hoist the symmetric, it is also rigged to fly the asymmetric spinnaker for downwind runs. All halyards are led aft to the cabin top to Spinlock PXR clutches, and the ball bearing jib cars are adjustable from the windward rail, as is the double-ended vang. Spinnaker and jib sheets are endless, and all halyards and sheets are high-tech and tapered to save weight. Though 60 years old, the boat has more in common with modern sport boats than with other wooden Lightnings.

More adjustments were required to accommodate these further modifications. The companionway needed a particularly clever solution, as a typical sliding companionway hatch would interfere with the boom vang. The solution was to create a fourpiece telescoping companionway hatch. Each board slides in its own groove, and has a small cleat on the bottom of the aft edge and the top of the forward edge. When closed, these collapse into a 6-inch long doghouse at the front of the hatch. When closed, each board slides forward, pulling the one above it to

Hull work and plank replacement in process. More than 500 new fasteners were required.

Influenced by these ideas, I hatched a conversion plan.

Watertight compartments were added fore and aft after studying the capsize and stability study of wooden Lightnings on the class association's website. The boat was divided up — flotation in the bow, seven feet of lay-down space in a cabin, five feet of cockpit, and four feet of flotation in the stern. I altered the mast step, adding a few inches in mast height to make more room for the cabin top. I cut the original mahogany benches down to fit the smaller cockpit.

These modifications complemented the less visible repairs. I refastened the entire bottom, replacing about 500 deteriorated brass screws with bronze screws one size larger and ¼-inch longer. The spilt plank was replaced. I found a replacement mast and rudder on Craigslist in Wenatchee, of all places; as well as a modern-profiled stainless steel centerboard from a 48º NORTH

A unique jib sheet routing system was required as the new cabintop is in the way of the traditional sheeting route.

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The addition of a bowsprit enables use of an asymmetric spinnaker and a Code Zero. create a stepped hatch 24-inches from front to back. While it is relatively water tight, the hatch design also includes an internal gutter to collect any rain that gets through, routing it out of the cockpit to keep it dry inside.

Jib sheet routing also required some creativity — with the cabin making direct sheeting common on most Lightnings out of the question. The solution ended up being to run the sheet through an anodized fairlead at the front of the cabin, back to a foot block for a 90 degree turn into a PXR clutch. The sheet is endless; each end attaches to the sail and forms a loop through the cockpit and deck hardware. Because of this, the lazy sheet can be used to retrieve the active sheet without moving from the rail, and adjustments can be done easily.

On a Friday at the end of August 2020, I hit a huge milestone.

After at least 20 (and maybe as many as 40) years ashore in various venues, I hauled the Lady Jane to a boat ramp on Lake Union and the boat felt the water once again. There were definitely a few leaks, but I said at the time, “It’s sinking, but at an acceptable rate.” Being a wooden boat, those leaks diminished in the coming days. I sailed it proudly in the light air, impressed by the easy way the boat moved. Friends from the Center for Wooden Boats joined me on the water to celebrate and take photos.

My design changes have worked well. The deck and running rigging layout is a tad unconventional in places, however the result is that much of the sail trimming can be done on the fly without moving from the upwind rail and affecting the weight distribution. The boat sails beautifully, and is remarkably well behaved. When the tiller is locked down with the tiller comb, the boat will sail upwind without any input clear from Shilshole to Point Jefferson. The cabin is surprisingly comfortable, and I have spent several nights aboard and even done some overnight trips with my son.

There are further modifications planned. Currently, I am adding an electrical system with a 60Ah lithium battery at its core. This will power navigation lights and a basic electronics package, as well as a crash pump. I plan to do some experiments with a trapeze setup once the donated set of hardware materializes. My eventual goal for this boat is to attempt the R2AK again; though exactly how far out that is is uncertain at this point.

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The boat is moored at Shillshole now. Every day when I leave or return to my liveaboard, I see it. It's ready to sail whenever I want, and I take her out as often as my hectic life allows. Three years of work and uncounted dollars later, and I still ask, “Why?” I know every detail of the boat — where every broken screw lies, every bad cut hidden with epoxy, every place the wood soaked in a drop of blood. Some see it as a thing of beauty, unburdened by that knowledge. But, I remember my son handing me screws as I lay on my back installing replacement ribs. I remember the afternoon friends and strangers from online wooden boat groups came over to help me pull her off the trailer and lean her against the tree to work on the bottom.

I remember the many days of polishing the original bronze fittings to a mirror shine, and being impressed and relieved when they looked like I hadn't touched them a month after I put them on the boat.

It has been a long voyage before we ever left a dock, and I've arrived at this conclusion. Many memories, many stories.

A kinship with an inanimate object. I still can't tell you why someone would decide to take on a project boat. I can't tell you why one decides to make a difference in an at-risk boat's life.

But I can definitely tell you you'll be glad you did.

Rob enjoying his maiden voyage on the refit Lightning in August 2020.

Rob Hodge lives aboard and sails the Lady Jane out of Shilshole Bay Marina. Further details about the rebuild and his adventures are available at www.h2ak.com.

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DUWAMISH HEAD RACE

LIGHT & SHIFTY, Fun & Sunny On Puget Sound, the first big race of the new year is Three Tree Point Yacht Club’s Duwamish Head, which is the second race in the South Sound Series. Duwamish Head 2021 offered a beautifully sunny day on the water and a great day of racing, if you could tolerate some cold and light air. Heading down to the boat, there was ice on the docks and lots of other surfaces, but the sun made it feel warmer than it was. Though it would be a battle with light and shifty breeze for most of the day, there was enough for most competitors to keep their boats moving.

The race started in a light southerly, and the forecast called for a light northerly to replace it later on. With a downwind start, the cruising classes began first — those with spinnakers hoisting them across the line. The faster boats watched, noting the easterly component in the southerly as the spinnaker boats trended farther and farther west before dousing and heading up under white sails.

I was sailing with Annapurna, Iain Christenson’s new-to-thearea Farr 36, in the PHRF class with the fastest boats, including three TP 52s and several other Farr designs, among others. We 48º NORTH

started under spinnaker too, but soon thereafter the wind just evaporated and we pulled the kite down. Off the line, the TP 52s made better progress than the rest of our fleet, perhaps indicating more breeze up high that was helping boats with taller rigs.

Making our way north toward Alki, most of the other smaller boats in our class played the shore for both breeze and current benefits, and we followed suit. This worked really well for much of the day, with the inside lane paying dividends. Westward fliers hurt pretty much every boat that tried it. Even the TP 52s were near the beach by the time they progressed towards Alki.

There was one point as we sailed along West Seattle when the northerly filled to 5-7 knots and looked to span the Sound all the way to Bainbridge Island. Seeing this, I thought, “Man, we might actually finish the whole course today.” The Farr 36 really impressed me in this wind — at times matching wind speed and boat speed and accelerating quickly out of tacks. The racing was particularly tight then, and we found ourselves in some tacking duels for clean air along the shore.

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Soon after that hopeful moment, however, we began to wonder why the TP 52s hadn’t reappeared after rounding the mark and heading back our way. As we turned at Alki and looked into Elliott Bay, we saw why: three TP 52 sticks stood straight up in glassed off conditions that would have been perfect for waterskiing.

We’d all have to sail through the hole to get to the mark.

As the breeze dwindled, we lost pull in our light #1 jib, and put up a windseeker. That didn’t do much for us, so we tried the Code Zero. Yes! In no time, we had built our apparent wind and were able to make as much as 3 knots of boat speed as we connected the zephyrs, walking away from most of our fleet.

Especially in that final stage of the race, it was really a race for boat speed whisperers as much as tacticians. Keeping the boat moving was everything, and really helped you connect the dots.

The Henderson 30, Sabrosa, with Alex Simanis at the helm was the most successful boat on the course in this effort — we were moving well, but just couldn’t catch them.

The race committee made the prudent choice to finish everyone at the Duwamish Head mark. This allowed most boats to finish, though there were a few retirements from those who got stalled out in zero breeze and wound up sailing slow circles to nowhere.

At the end of the day, the real highlight for me was just how much fun we had being out there. The competition was really good and it was great to be on the water and sailing. The Annapurna crew is just a tremendously fun group too — we had tunes playing all day but still had excellent communication, and

Mark Anderson's Thunderbird, Greybeard, was able to fly the spinnaker off the start, but soon the northerly filled and all the kites came down. we sailed to a podium finish in our class. Getting back to the marina, I didn’t want to get off the boat… so I didn’t! Instead, I helped Iain and crew bring the boat back through the locks so we could keep the good times rolling. Toliva Shoal is the next in the series on February 13. See you there!

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LIGHT AIR CHESS

SHILSHOLE BAY YACHT CLUB SNOWBIRD SERIES After a summer full of competition, many racers pack up their gear and head home for the winter, impatiently waiting for the arrival of spring and racing to begin again. There is, however, one race series in Seattle that braves the elements and keeps the competition alive on a monthly basis from November to March: the Snowbird Series put on by Shilshole Bay Yacht Club.

The Snowbird Series has been running every winter since the 1980s and has gained some popularity in recent years. All types of boats participate, from cruising boats to pure racing boats — both spinnakers and non-flying-sails boats are welcome and attend regularly. No matter the boat or level of experience there is a place for everyone to participate.

Winter weather conditions are unpredictable and add excitement to the race. Though Snowbird history has many tales of gales, the current series has had light wind, creating a battle of tactics and sometimes plain luck depending on where puffs of wind appear.

For the first Snowbird of 2021, 22 boats turned out for what turned into a light-air chess match, battling with tactics and wits to drift their boat around the course a whisper faster than

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the competition. What “breeze” there was became confused and lightly puffed from many directions.

In the highly competitive J/105 class, Erik Kristen on More Jubilee managed to push through the finish line ahead of two other J/105s. Erik was racing singlehanded against experienced crews, and had an advantage without the additional crew weight.

As is common in light air, the deltas in elapsed times bely how tight the racing was; except perhaps for Paul Kalina’s Pocket Rocket 22, Perfectly Strange, whose light air brilliance built a lead of nearly an hour in both elapsed and corrected times!

Light-air racing is a great equalizer, but in the end, everybody enjoyed a great day on that water.

Do not hang up your racing gear yet! Break the monotony of winter and challenge yourself to new racing conditions. If you are interested in participating, head over to the SBYC website at www.shilsholebayyachtclub.org.

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By Ben Lobaugh Photo of December 2020 Snowbird by William Langford

FEBRUARY 2021

Photo by: Mike Giles

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WaterLine homeport for helmsman trawlers ®

boats

WLB Brokerage -

boatshedseattle | boatshedtacoma boatshedeverett | boatshedporttownsend

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

DONATE YOUR BOAT

SUPPORT PROGRAMS 1987 NORDZEE KOTTER 52 LRT

2004 KADEY KROGEN 39 PILOTHOUSE

The Northwest Maritime Center is seeking tax deductible donation of vessels in good programs. condition to raise money for our programs We will consider boats of all types and sizes, though most appealing would be fiberglass boats on trailers or ones with a proven track record for cruising.

2005 REDUCED JEANNEAU SUN ODYSSEY 49

1968 REDUCED ALBION BOAT WORKS 37

SEATTLE - 206 282 0110 | PORT TOWNSEND - 425 246 5101

Contact Kris Day at kris@nwmaritime.org or 360.503.8874 Looking for a few good boats.

MAHINA

OFFSHORE SERVICES

Ocean 2021 Sail-Training Expeditions 7-9 days May-Sept in the Pacific Northwest

www.mahina.com/2021 48º NORTH

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With offices in Canada, Washington, California, Florida, & the Philippines

info@seattleyachts.com

844.692.2487

www.SeattleYachts.com

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

2021 HANSE 458 - On Order to Seattle, 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

2017 Elan E4 - In Stock

2020 Tartan 345 - In Stock

2016 Fountaine Pajot 58' $1,350,905 Tom Mowbray 415.497.3366

2018 Hanse 548 54' $746,498 Kenyon Martin 858.775.5937

2016 Jeanneau Yacht 54' $599,999 Patrick Harrigan 360.982.8682

Alameda, CA

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 Seattle, 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 Ze New al an d

40' HUNTER LEGEND 40.5 ’93................. $83,995

“SEA OTTER” Great blend of comfort, performance and shorthanded sailing capabilities.

Furling headsail and mainsail with Dutchman system.

60' MARINER ’78.......................$375,000 “ONO” Explore New Zealand, head offshore or have a place to stay and a front row seat for the 2021 America’s Cup!

46' WARWICK CARDINAL 46 ’82 ....$134,500 “SIRENA” A wonderful all-around sailing vessel. Easy to handle! Totally refurbished 2012 thru 2014.

45' COREL 45 ’98 ....................... $45,000 “HEARTBEAT”High performance vessel. Very competitive in PHRF and ORR. Deck layout makes her easy to sail shorthanded.

40' WILDERNESS 40 ’81 ...................$34,900 “FALCON” Upgraded from a stripped out racer to a functional and comfortable interior without hindering performance.

39' FREEDOM ’85 ............................$59,000 “ENTROPHY” Sturdy lightweight hull for great performance. Sail this cat ketch rig with minimal crew. Call to see.

37' HUNTER 37.5 LEGEND ’94 ........ $79,500 “DRE AMQUEST” Absolutely the best maintained Hunter 37.5! Owner has spared no expense on upgrades and maintenance.

35' SCHOCK SANTANA 35 ’79 ............................ $15,900

“JABBERWOCK” PHRF racer/ c r uis e r w i t h a n e x t e n si v e complement of sails. Make an offer and get a great performance boat at an economical price.

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33' FLYING TIGER 10M ’07 ...................... $32,0000 “RUCKUS” Well-equipped for racing. New sails. Autopilot.

Come join this exciting fleet and be competitive in handicap fleets as well!

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

Jeanneau................................................. 56

Scan Marine/Wallas.............................. 17

Ballard Sails............................................ 45

Mahina Expeditions.............................. 50

Schooner Creek Boat Works ���������������� 29

Beta Marine West.....................................9

Marine Servicenter.........................11, 56

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

CSR Marine............................................. 23

Milltech Marine..................................... 19

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

Drivelines NW........................................ 19

Northwest Rigging................................ 23

Seventh Wave Marine.......................... 29

First Federal........................................... 15

NWMC Donate Your Boat.................... 50

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

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

Port of Bellingham................................ 17

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

Flagship Maritime................................. 50

Port of Friday Harbor ���������������������������� 39

Ullman Sails........................................... 19

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Rubicon .................................................. 15

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Gateway Yachts..................................... 10

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

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

Geico........................................................ 13

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

Yachtfinders/ Windseekers................. 52

Iverson's Design.................................... 23

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48º NORTH

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FEBRUARY 2021

quality yachts from swiftsureyachts.com When it comes to creating an efficient, practical, and modern production cruiser, it is difficult to top Hanse. Built in Germany to exacting standards, the Hanse 445 benefits from the design talents of Judel/Vrolijk combined with the production know-how of Hanse. The 445 has the cutting edge look of short overhangs, tremendous beam, a massive fold-out swim platform and non-overlapping headsails. Most importantly, the German (continuous doubleended) mainsheet system and jib sheet are led to the helm where they can be easily controlled.

Below decks, the beam gives the three-cabin layout a feel of spaciousness and privacy, with twin aft cabins and a forward island double berth. Wild Hare has had extremely light use (125 hours on Volvo Penta D2-55) and the owners are simply moving on to other adventures. Wild Hare is equipped with retractable bow thruster, electric winches, electric toilets and much more.

– ke n monaghan

Wild Hare 2013 Hanse 445 $325,000

two hylas 49 models

Cabo Rico 42 • 2001 • $295,000

44 Island Packet 445 • 2005 • $328,000

Hylas 49 • 2001 • $420,000 (pictured) Hylas 49 • 2003 • $435,000

Baltic 50 • 1999 • $399,900

45 Morris • 2000 • $450,000

Chris White Atlantic 48 • 2010 • $565,000

Perry Far Harbour 39 • 2010 • $139,950

Hylas 46 • 1996 • $265,000

Lowland Kotter 48 • 1983 • $187,000

64 Frers

1978

$325,000 42 Perry

1980

$99,000

48 Waterline

1997

$299,000 40 Bavaria Vision

2010 229,000CAD

46 Outbound

2007

$425,000 39 Swan 391

1983

$125,000

45 Pederson Cutter 1975 95,000CAD 38 Ohlson

1984

$125,000

44 Wylie/Kernan Fox 2006

$94,000 37 Najad 373

2001

$199,000

42 Valiant

1997

$215,000 34 Cabo Rico

1995

$129,000

42 Hatteras

1980

$87,500 32 Seaward

2013

Inquire

NEW SAILING YACHTS FOR WORLD CRUISING

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

43' IRWIN MARK III 1987 West Yachts is Selling Boats!! Quality Sail and Power Listings Wanted.

SAIL:

50' HERRESHOFF CARIBBEAN 1977

44' KELLY PETERSON 1975

50' Herreshoff Caribbean Ketch 1977 47' Beneteau 2004 45' Hardin XL 1983 44' Kelly Peterson 1975 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 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!!

46' Nielson Trawler 1981 43’ Ocean Alexander 1983 36' Grand Banks 1989 34' C&C Nelson Tayler Design Admiral's Lauch 1982 24' Maxum 2400 SCR 1995

44' SPENCER 1330 1979

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

(360) 299-2526 • www.west-yachts.com

Successfully serving clients for 28 years

Beneteau First 27

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Pre-owned Boats

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WWW.SIGNATURE-YACHTS.COM

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51’ Beneteau 51.1 ‘21 ...................Arriving Sold 48' Beneteau 48 ’13 ................................. SOLD 46' Beneteau 46.1 ’21 ...................Arriving Sold 42’ Beneteau 423 ’08 ....................Sale Pending 42’ Catalina 42 ’87 ........................Sale Pending 41’ Beneteau 41.1 ‘17 ...................Sale Pending 47' Beneteau 473 ’02 .................................$179,000 43' Beneteau 43 ’09 ...................................$139,000 42' Catalina 42 ‘93 .....................................$113,500 40' Beaneteau 40 ‘09 ....................Sale Pending 40' Fountaine Pajot Lavezzi 40 ‘04 ........... SOLD 38' Beneteau Oceanis 38.1 ‘21 ......Arriving Sold 38' Hunter 386 ‘02 ................................$77,900 35' Beneteau 35.1’21 ....................Arriving Sold 34 Nordic ‘87 ........................................$59,900 CHB Trawler ‘94 ....................................... SOLD 31' Beaneteau 310 ‘92 ............................. SOLD 41' Hunter 40.5 ‘93 ......................................$99,000 41' Beneteau 411 ‘00 .................................$110,000 39' Beneteau 393 ’06 .......................................... Call 32' Catalina 32 ‘97 ........................Sale Pending

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

SEATTLE · JANUARY 28-31

RSVP TO VIEW!

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2022 Jeanneau 349 #75458 : $198,642

2021 Jeanneau 410 #75454: $348,855

2022 Jeanneau 440 #75456: $419,846 2022 Jeanneau 490 #75822: $529,786

IN PERSON, COVID SAFE, APPOINTMENT ONLY EVENT Showings on the hour, sanitizing between showings, immediate family members

JANUARY 28-31 • MARINE SERVICENTER 2442 WESTLAKE AVE. N.

RSVP REQUIRED: 206-323-2405 or info@marinesc.com Missed the big event? Call or email for a private appointment / showing MARINESC.COM | JEANNEAU.COM