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JULY 2020

FEATURES 16 Tributes to Brion Toss

Remembering the renowned rigger and pillar of the community.

By Scott Wilson, Ian Weedman, and Carol Hasse

48º NORTH

Four keys to being a good neighbor on the water.

By Andy Cross

SOUTH SOUND SPOTLIGHT 28 The Ultimate Weekend

A brief escapade to Carr Inlet for Seattle-based cruisers.

By Mark Aberle

36 Five Easy South Sound Stops

State park island gems of the beautiful South Sound.

By Lisa Mighetto

40 PNW Hero: Sarah Hanavan

The young leader behind a youth sailing explosion in Olympia.

By Joe Cline

COLUMNS 20 Close to the Water

The end of a six-week cruise brings desires for the next.

By Bruce Bateau

22 Galley Essentials with Amanda Kayaks and curry on Posey Island.

By Amanda Swan Neal

24 Tech Talk with SeaBits

Choosing an onboard Internet system.

By Steve Mitchell

26 My Boat: Farr 50, Great Expectations

Jake and Molly share the story of their big, fast liveaboard.

RACING 44 More Than Enough: Windermere Regatta

Fun, shorthanded sailing—and just what everybody needed!

By Stephanie Campbell

Background photo courtesy of Andy Cross.

CONTENTS

32 Anchoring Etiquette

ON THE COVER, The Baltic 39, Pangea—recently featured at 48north.com as a part of the “My Boat” series—reaches under spinnaker during the Windermere Regatta in Anacortes. Photo by 15-year-old Arden Rathkopf.

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06

Editor LOOK TO THE WATER

Volume XXXX, Number 11, July 2020

This month, I’ve decided to share some writing published at 48north.com a few weeks ago.

I have been reflecting on the notion of privilege recently. It’s leading to ruminations and realizations, both uncomfortable and worthwhile. One thing I’ve found helpful is thinking about how that word—privilege—is used in a maritime context.

In right-of-way rules, “privileged” and “stand-on” are sometimes used interchangeably (though modern definitions clarify distinctions between the two). Such as: a vessel being overtaken is the most privileged vessel. In this context, privilege is the allowance to continue on your course unaffected, while others must make way for your passage.

Pretty standard stuff for boaters. It’s also sensible and in-line with some societal definitions of privilege—the ability to live life generally as you wish, unaffected, with some others altering course to give you an easier pathway forward.

Here’s where it gets interesting: to which boat is privilege given in the right-of-way scenario? Sometimes it’s just the rules (starboard rights over port, for example). Yet, in most cases, it is the less advantaged vessel.

The vessel constrained by its draft in a narrow channel is less able to move without running aground than smaller boats. The overtaken boat may have fewer options for speed and maneuverability. Power-driven vessels give privilege to sailboats, whose mobility is limited by conditions and the nature of their propulsion. And, when two sailboats are on the same tack, it is the leeward boat—the one with less access to the wind, and thus less speed and maneuverability—that receives privilege.

It is, of course, more complicated than that, but you get the point. There is inherent fairness and virtue in the principle that boats with more options and ability can, and therefore should, make accommodations for those with less.

The maritime definition has been helping me process my own sense of privilege, and has given me a template with which to think about how I might reframe certain definitions and priorities in pursuit of a more just and equal world.

As a white man, I have been the recipient of incalculable structural privilege. I am the figurative stand-on vessel far more often than not, and I have enjoyed these advantages without asking for or earning them. This moment hurts, as I feel shamefully exposed for mistakes I’ve made in taking this reality for granted.

Conversely, there are a host of disadvantages and an infinitely deeper hurt that my neighbors and friends of color have endured, and continue to endure.

Boating and sailing are often broadly associated with societal privilege. Optimistically, water-borne enthusiasts hope to increase accessibility and diversity on the water, and lots of us talk about that. Realistically, too little has been done to take steps toward this attainable goal; and these activities we love presently have disappointingly homogenous audiences.

I believe the vast majority of boaters and landlubbers alike aspire to be instruments of peace, equality, and justice. Yet in spite (and because!) of those good intentions, we have a lot of work to do. What actionable form this change can take isn’t clear to me today, but this is the overdue beginning of a long conversation in which I welcome help to learn and discern what we can do to help foster more inclusiveness in boating and equality everywhere.

As a starting point—like sailors always do for inspiration—we can look to the water.

Whatever your experience of life, the maritime right-ofway rules remind us that privilege can and should be given to the disadvantaged, not the other way around. Be more like boats.

In humility and solidarity,

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 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.

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OPEN

8

Letters

Response to ”Look to the Water” (published at 48north.com and also on page 6 of this issue) Great read, Joe,

Port of Port Townsend’s 3 Lifts are at Work

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You have a refreshing and highly appropriate (for the times) perspective on the intersection / cross purposes of the Nautical Rules of the Road versus “rules” for life in our inflamed society... very, very well expressed.

That said, while your use of the term “privileged” may be more appropriate / understandable for your target audience, I might suggest a gentle transition to current lawful language.

The current Rules of the Road (for the last 10+ years) has not used the terms “privileged” or “burdened”, but rather shifted to the more proper (and lawful) expression of the relationship between “stand-on” and “give way” vessels, as defined in the International Rules of the Road.

The change presents profound requirements for the “standon” vessels to actually take action to avoid collision, that the “privileged” vessel never had. The result is far more positive (fewer collisions, shared responsibility, etc.).

Sorry to nitpick, but when it comes to the Law of the Sea, we hear of more reports where seasoned mariners (in our classroom!) thought they were doing the “right thing” in a confrontation with another vessel, yet collided anyway.

Nice analogy, but careful ... your “coaching” is well recorded as such.

Very Respectfully, Skip Anderson Flagship Maritime

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Joe, Your analogy is apt. It’s essential that the more maneuverable, more advantaged vessel, make allowances for the less maneuverable. It’s common sense.

I’ll add this. What would it look like if boaters all just grabbed what they can, where they can, ran roughshod over their neighbors, as some people seem to think people should in society. That kind of social Darwinism just wouldn’t work on the water. I get it, some boaters are always going to have the megayacht and some the 14-foot outboard. But the megayacht owner shouldn’t be able to run over the guy with an outboard just because he’s bigger and faster.

And I’ll add another. I was taught that when a fellow mariner is in trouble, and you can help, you do help. It doesn’t matter what kind of boat or what kind of boater it is, you help. You don’t make a big deal of it, you just do it. When talking to non-sailors about our sport, I point to that proudly. In general, sailors and power boaters understand why that’s important and practice it.

Translated to white privilege and racism, even outside

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sailing, our responsibilities are fairly obvious. First and foremost respect everyone. Secondly, make allowances for those without the same maneuverability. Finally, if someone’s in trouble, you help.

We sailing writers often find truth in sailing, and you uncovered a great lesson.

Kurt Hoehne www.sailish.com

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Joe, I liked your rules-of-the-road article. I have had long conversations in my head since I got into boating regarding accessibility and it being heavy on privilege. If my first experiences weren’t very basic and low-budget—but rather on expensive, high-tech boats—the lesson I might have gotten was that boating was inaccessible and beyond my means.

Thanks. Good job.

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Hey Joe, Thanks for sharing the tribute to Brion Toss. I think I was about 12 when I met Brion Toss at my first Seattle Boat Show.

As I recall, he was doing some sort of knot tricks and asked for a volunteer from the crowd. After volunteering, I remember being so enthralled that my folks asked if they could leave me there while they walked around the show and Brion said yes.

I don’t remember how many books of his I left there with, but that day I was sure I was going to be a rigger when I grew up.

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Dear 48° North, Excellent article by the Wilkens. My only question revolves around using the glow plug on my Yanmar, as I believe it states to turn it on for a max of 5 seconds so as to not damage it?

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Answer from author, Alex Wilken: I always defer to the manual of the particular product, but I was taught to turn glow plugs on for 10 seconds and that’s what I typically do. It is true that glow plugs don’t like to be on for very long—they start to overheat and can do damage. It changes a bit with ambient temperature—if it’s colder, the entire engine block is colder, and you’re heating up glow plugs that are in the middle of it all. When in doubt, though, follow the manufacturer’s recommendation.

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low tides >> News & Events SERIOUSLY COOL COLLABORATION Throughout the pandemic lockdown, boat work has mostly continued since boatyards were among an early group of approved essential businesses. Things that happen in boatyards range from very exciting to somewhat mundane, but seldom does a boatyard provide the venue for something as fun and unique as the graphic installation that was recently completed at CSR Marine in Ballard.

Elliott Bay-based charter sailing business, Sailing Seattle, had a new vision for their venerable 70-foot Sparkman & Stephens sloop, Obsession. But their dream could not have been realized without enthusiastic cooperation not only with the artist, but also with local marine businesses like CSR and the life-long boaters from Prism Graphics, who printed and installed the epic graphic (a massive project by any measure).

Photo by Joey LaMarche That’s not to gloss over the graphics, though, which are noteworthy on their own—the product of talented Bay-Area graffiti artist, Sean Griffin, also known as Griffin One. The graphic depicts the mighty orca whales so central to our marine ecosystem.

Joey LaMarche of Sailing Seattle said of their choice to feature orcas, “As sailors, we share the water with these magnificent creatures. Our dock at Pier 56 on the Seattle waterfront was the first place an orca was held in captivity. We wanted to bring whales back to the waterfront and Elliott Bay, in a much more humane way. Orcas are an important and beloved symbol of the Pacific Northwest, and we hope to raise awareness about the declining population of Southern Resident Killer Whales in the Salish Sea.” sailingseattle.com

MARINE SERVICENTER SELLS BOATYARD PORTION OF BUSINESS TO SEATTLE YACHTS

YACHT CLUBS CAUTIOUSLY RETURN TO SHORTHANDED EVENING RACING

After 43 years in the boatyard business, Marine Servicenter—your PNW Jeanneau, Lagoon, Four Winns and Island Packet dealer—has decided to concentrate solely on selling new and used boats. Jim and Jeanna Rard, founders of Marine Servicenter, have sold the Anacortes boatyard portion of their business to Seattle Yachts, but have retained the boat sales offices in Anacortes and Seattle.

“We will continue to offer the same great after-sales service to our clients by contracting yard services, yet continue to manage the details and quality,” said Jim Rard.

“We are excited to be able concentrate 100% of our company efforts on matching new and experienced boaters with just the right boat!” said VP Dan Krier.

Jim and Jeanna have had a boatyard for 43 years, both in Seattle and Anacortes. “We are grateful that Seattle Yachts has decided to retain the same crew that our boating clients have been accustomed to in Anacortes” said Jeanna. “It should be a very smooth transition.”

Marine Servicenter will remain strong and stable with top notch sales staff, a new boat service manager and offices at 2442 Westlake Ave N in Seattle and 700 28th St. in Anacortes. marinesc.com

As the state moves toward phases of reopening, sailboat racing organizers are looking for safe, compliant ways to help their audiences to engage in the activity they love.

From the South Sound to the San Juans, racing is getting underway again with crew limitations according to the phasebased reopening plan.

Corinthian Yacht Club of Tacoma has in their racing kickoff announcement: “It is the responsibility of all skippers and crew to abide by the phase that Pierce County is currently in at the time of the race. Need more than five crew outside your household? We will see you in Phase 3.”

Corinthian Yacht Club of Seattle recently announced the following: “With the news that King County has formally moved into Phase 2 will be restarting racing. Following our two-week restart clock, we will resume modified racing on Tuesday, July 7th. As previously announced, racing will resume with doublehanded and single crew only for a limited restart.”

As you might imagine, organizers have been grappling with the right ways to approach racing for some time now. It is good to see them being both cautious and enthusiastic about the ways some racing can safely happen. cyct.com and cycseattle.org

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RIGGER, HUSBAND, TEACHER, FRIEND …

by Scott Wilson & Ian Weedman HONORING THE LIFE AND MEMORY OF THE EXTRAORDINARY BRION TOSS It’s cliche to say that they just don’t make them like that anymore, but it’s been something we’ve heard often and from many sources in the days since Brion Toss passed away.

Brion was a Renaissance Man, with talents and interests ranging across the spectrum of human endeavor. Walking into his eclectic rigging loft beside Point Hudson Marina in Port Townsend on any given day, you might indeed find him fabricating standing rigging and tucking splices for a customer’s boat, engaged in the traditional business of rigging. But you might equally find him working on lightweight, fire-safe ways to secure helicopter seats for the U.S. Navy, or drumming up a storm on odd bits of hardware with staccato and hypnotic rhythms he came up with himself, or demonstrating a manual of arms with his katana, or paging through the latest science fiction thriller.

He did all of it with wit, wisdom, keen insight, and speaking 48º NORTH

and writing skills that put professional speakers and writers to shame. And all while serving as the most devoted husband on the planet; his love for and dedication to his bride, Christian, were the stuff of legend. There was no surer way to see a smile on that bearded face than to ask him for a story about her—and he had many.

Sometimes, it seemed entirely unfair to the rest of us that all that love, wisdom, talent, and knowledge be fused in one mortal soul.

And it makes it that much more unfair that mortality has now reached out and reclaimed that soul and all those talents.

But underlying all those things, Brion was one other thing: a teacher. And because of that, those gifts will live on.

He reached many people through his books, such as The Rigger’s Apprentice or Chapman’s Guide to Knots, or his famous

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rigging workshops; but the teacher in him just never switched off, even in the most stressful of circumstances.

One freezing February day in Port Hadlock, with the northerly whipping down past Kala Point along the fetch of Port Townsend to smash up against the sliver of beach next to Port Hadlock Marina, Christian’s family boat, the 98-foot, hundred-year-old, M/V Lotus, broke her mooring and went aground.

Boat groundings are a bit like barn raisings in that the whole community turns out to pitch in with the salvage effort, and with a nearly hundred foot vessel ashore, that help came from all over: students from the Northwest School of Wooden Boat Building, the crew and captain of the Adventuress, various local marine tradesmen and sailors. And, of course, Brion, enlisted to the all-important task of building the system of bridles and tow lines to evenly distribute the massive forces that the tugs would impart on those old wooden bones.

Around one in the morning, the tide inexorably rising, hammers and pumps sending up a clatter along the icy beach, a crowd formed around Lotus’s pitched over fantail. From the center of it, braced against the stern post, Brion’s stentorian tones emerged as he expounded on the relative merits of esoteric sling techniques like yippies and whoopies and their applications in modern cordage as he worked. Even under such stress, in such trying conditions, Brion’s most ingrained impulse was to share his knowledge with the community.

Like many great teachers, he was also an avid learner. Brion came to rigging through knots. His fascination with puzzles drew him to the simultaneous complexity and simplicity of splices and knots, and his range of curiosity pulled him into the systems that could be built from them. But he was always sensible of having come into a larger and longer tradition, and respectful of his place in it. He learned it well; improved it where there was room; and shared it with others as best he could. Sharing it became integral to his conception of how to improve it, creating something unique that changed the rigging world forever.

He apprenticed under Nick Benton, whose First Rule of Rigging was firmly underlined by The Rigger’s Apprentice. While working with Nick, he once showed someone else how Nick had taught him to do something. Nick was upset that Brion had passed along what Nick had felt was a trade secret. Brion told him, “But if we share this with people, we get more work!”

His business reflected that mindset as well, a virtuous loop of teaching that led to more clients and more interesting problems to pit his mind against. He once wrote, “All of this activity makes 48º NORTH

for a rich and complex working environment that is, as far as I know, unique among rigging shops. I love it because it provides not just opportunities for interesting technical challenges, but also for interactions with some truly fascinating people, our clients.”

Even as the cancer progressed, he never stopped working.

He would be the first one in to the shop and never failed to engage with clients and visitors and to bring all his passion for the business of rigging and all his other interests.

Brion with long-time apprentice, friend, and business partner, Ian Weedman.

Brion was still teaching, both in the rigorous and mathematical subjects of his chosen profession, but also in the larger, metaphysical realm. He never shied away from the reality of his diagnosis, but right up until the end, he spent his days full of the same passion and engagement as every other day of his life. He was showing us how to live a full and meaningful life even as his was fading.

He might have learned this from watching his friend and fellow legend in the sailing community, Freeman Pittman, pass away from ALS in 1996. Afterward, Brion wrote of him: “…imagine the most gracious, dynamic, caring, intelligent, and attentive friend you could ever have, and then somehow try to imagine that friend staying that way, while losing everything.”

But he might just as well have been describing himself.

That loss, for us, will only be for as much of him as we allow to fade. The tradition at Brion Toss Yacht Rigging will continue in Ian Weedman and his crew’s capable hands, “following the loads,” as Brion always said—making sailing safer and easier for sailors around the region.

Well-thumbed copies of The Rigger’s Apprentice stand on a thousand shelves aboard a thousand boats around the world. Brion left us with hundreds of pages of his beautifully articulated thoughts, thousands of sailors and riggers he trained or influenced, and many, many friends inspired by his warmth, passion, and courage.

In his honor, those of us who knew him, however briefly, carry the lessons he taught us and pass them on, and on, and on.

Photos courtesy of Brion’s beloved bride, Christian Gruyere.

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BRION TOSS

Rigger, Writer, Raconteur, Inventor, Innovator, and Educator

Brion Toss slipped his earthly mooring on June 6th, surrounded by loved ones at the Port Townsend home he shared with his beloved wife, Christian. A massive circle of friends, family, and colleagues will miss his indomitable,

by Carol Hasse risible, and kind spirit!

The weeks since he passed have seen an outpouring of love and grateful remembrances from offshore sailors and customers from Dubai to Tasmania; and from the editors of Sail, Cruising World, Wooden Boat and Practical Sailor magazines to which he contributed. It’s all a testament to his legacy and renown, and the many gifts he’s given to the marine trades and anyone lucky enough to know him.

Brion’s accomplishments in his 69 years are awe-inspiring.

He was devoted to his family, community, and chosen craft; and to sharing the knowledge, humor, and delight he found every day in his Point Hudson rigging loft, on the waterfront, or at his writing desk.

Brion’s itinerant radio announcer father and remarkably outgoing mother settled in Seattle in the late 1950s with their four precocious children. Brion’s siblings include a poet, a painter, and the engineer of the propulsion system of Paul Allen’s submersible. Brion and his brother Keith, who later trained as an opera singer, shared ballet lessons as children.

A 1969 graduate of Wallingford’s Lincoln High, Brion had “turned hippie” and eschewed college to chart his own course.

He refused to sign up for the draft and spent time protesting the Vietnam War and marching for civil rights, playing the drums, and building stages for rock festivals.

For Brion, it was Ashley’s Book of Knots that proved most inspirational to his life’s work. The elegance, strength and specific utility of knots—and Brion’s natural ability to understand, replicate, and create them—led to self-employment selling and demonstrating fancy rope work at street fairs, Seattle’s Center for Wooden Boats, and Port Townsend’s first Wooden Boat Festivals.

In the heady days of the mid-70s renaissance for Northwest marine trades, sailmaker Emiliano Marino, boat builder David Jackson, and Brion Toss started businesses in Anacortes.

Though setting-up shop on the other side of the water, it was at Port Townsend’s second Wooden Boat Festival in 1978 that Brion met his mentor: Rhode Island traditional rigger, Nick Benton. Nick inspired Brion to pursue tall ship and yacht rigging, where Brion’s prodigious knotting and splicing skills 48º NORTH

and experience (including long splicing a Seattle apartment building’s elevator cable) would serve well, and hopefully take him around the world.

Brion met his first wife, Maine sailmaker Robin Lincoln, when she was staffing a Wooden Boat magazine booth at the 1980 boat show at the King Dome. They married in Brooklin, where Brion set up a rigging shop.

Brion’s ensuing six years included four months rigging the three-masted barque Elissa in Galveston, and six months rigging and sailing the great tall ship Sea Cloud in Greece. In Maine, he rigged Arctic explorer schooner Bowdoin and local windjammers. He wrote articles, taught rigging classes for Wooden Boat magazine, and performed as “Mr. Knot” in the PBS TV series “Under Sail.”

There were pilgrimages to Nick Benton’s rig shop and to meet one of Clifford Ashley’s daughters at the New Bedford Whaling Museum. Brion wrote much of his acclaimed first book, The Rigger’s Apprentice, during this period. He had accomplished so much, but his marriage was on the rocks. Following participation in the 1986 NYC Parade of Sail, Brion returned to the Pacific Northwest and set up his rigging shop in Point Hudson.

Brion’s business and brilliant apprentices have contributed enormously to Port Townsend’s marine trades’ renown, economy, and to Wooden Boat Festivals over the last 34 years. Brion wrote three more books, not including his nearly finished How to Rig Your Boat, and created more than 10 instructional DVDs. He held hands-on seminars in his shop and lectured at Annapolis, Oakland and Seattle Boat Shows, and in Wooden Boat Festivals in Port Townsend, Homer, and Hobart.

Dearest to his heart was his bride, Christian Gruyere. She had hoped to apprentice with him, but instead became his wife of 26 years, an active part of the business, and constant companion on rigging jobs and lecture tours from Florida to France, and Alaska to Auckland.

Brion’s most recent tallship projects included rigging the schooner Sugartime in Hawaii and the full-scale replica of the Columbia Rediviva at Disneyland.

He attained a second degree black belt in Aikido, learned to play the marimba, entertained all with puns, and “Aye” was a dedicated keeper of the traditional nautical lexicon.

The uncertainty of Brion’s health inspired his local Northwest Maritime Center and Wooden Boat Foundation community to honor him with its first Maritime Hall of Fame award. It was bestowed with family and friends in his shop in early August, and again at Port Townsend’s 2019 Wooden Boat Festival.

Brion leaves a big void on the working waterfront, and in the hearts of his family and friends. But what we will miss most is his melodious booming laughter—the sound of his true delight wafting across the harbor, often from a masthead. Thank you for your many gifts, Brion Toss. Fair leads.

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Close to the Water

THE ROAD

Home

by Bruce Bateau

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After a heart-thumping crossing of the Strait of Georgia and end of my trip. I had become captivated with the meandering arrival in Nanaimo, the path toward Anacortes and the end of my nature of the past six weeks, with moving at the pace of my own journey was straightforward. But after five weeks meandering desires and as the weather allowed. I had become fully present south along the Inside Passage, I knew that voyages like this in the moment—yet all that would change in one short hour of happen on their own timelines. sailing, when the ferocious pace of land-based life would sweep In real life, I’m a doer—happiest with a goal, an agenda, a me up once more. planned activity, ceasing only when exhausted. Being on a The achiever in me, eager to accomplish the final crossing, cruise is a sort of un-training for me. Over time, the rhythm of battled with the unhurried cruiser I had become, who saw no the present overtakes the need to achieve. So now, on this last need to forge on. The latter won, and I was soon tied up at the portion of my trip, I was fully prepared to let go. dock on James Island State Park for the night. A curious sailor Heading south to the Gulf Islands, I had to choose between from a motor yacht invited me aboard for dinner. Relaxing in his the busy and wake-churned Dodd Narrows, or False Narrows, wood-paneled cabin, storytelling, laughing, and drinking, I knew which my cruising guide described as running at half the speed I’d made the right choice to wait. of Dodd, but is shallow, full of kelp, and best left to the locals.

Come morning, the fog had cleared and it really was time to With Row Bird’s one-foot draft, that was good enough for me. go home. Catching a favorable tide beneath still skies, I made Pulled along by a mild current, completely alone, aware that a thankfully dull crossing of Rosario under oars. As arranged, a other sailors were jostling for position at Dodd, I smiled as I friend met me at the dock with Row Bird’s trailer and pulled her rowed towards the well-placed range markers that made the to the parking lot. I watched the water drip past the green slime passage a breeze.

It was past Labor Day, and as I entered the Gulf Islands, I found that cruising here now was like being in an amusement park after closing time. I loitered in places I’d only traced my finger over on the charts, relishing experiences I could only pull off with a small boat: going ashore on the white shell beach of Pirate’s Cove Park, watching whales from a kelp bed, and cutting through the narrow channel separating North and South Pender Islands.

I went with the flow, catching tidal currents, scooting between islands, and watching for the right weather window to cross back to the San Juan Islands. When that window opened, I sailed slowly but steadily towards Haro Strait, mindful that a ship or errant powerboater were equally potent dangers as the immense sheet of moving water beneath me.

I’d been looking forward to clearing customs at Roche Harbor, where for the The author peers through the fog while gliding over a glassy pane of water. first time I would cross the U.S. border in a human powered craft. “You crossed Haro Strait in that?” I on her hull, my feet leaden. Slowly, I set about preparing the imagined the agent would say, impressed with my derring do. boat and myself for the road home.

Instead, all she could see of Row Bird were the masts, poking up I’d tasted the depth of a true cruise, rather than the nine-toabove the tall dock. And rather than admiring my seamanship, fiver’s escape that lasts only a week or two. And I was hooked. the woman interrogated me. I was suspiciously pale after The pace and length of the voyage, its physical and mental supposedly sailing for five weeks, she remarked coolly. Where challenges and delights, had exceeded all my expectations. had I really been all this time? What was my true intent in With a week left of my sabbatical, I should have been crossing the border? Relenting somewhat after I produced a preparing to go back to work. Instead, I started sketching out tube of SPF 40, she consented to allow me back into the States— my next journey. after a scolding for my disorganized paperwork.

A week later, I had reached the eastern edge of the archipelago and found myself caught in a fog at Rosario Strait, a mere three Bruce Bateau sails and rows traditional boats with a modern miles from the terminus of my voyage. Yet as I drifted in the mist, twist in Portland, Ore. His stories and adventures can be found at I was aware of more than a physical gulf separating me from the http://www.terrapintales.wordpress.com 48º NORTH

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Galley Essentials

KAYAKS & CURRY

ON POSEY ISLAND

by Amanda Swan Neal

Posey: A small bunch of cut flowers. I’d never really given the name of tiny Posey Island in the San Juans much thought. But with the arrival of warmer weather and the need for adventure, I’d started to review local cruising guides for interesting places to explore. At one acre in size, this marine state park is close to home for me and I frequently kayak to it throughout the winter.

Originally called Spit or Split Point, as you can walk to it from Pearl Island at extremely low tides, the locals called it Posey Island after the wildflowers they’d gather there.

We set off from our home in Roche Harbor at 5 p.m., our kayaks loaded with firewood and a campfire dinner. Two sets of standup paddleboards passed us heading into the marina, big grins on the paddlers’ faces, while a wetsuit clad owner of a smart Fisher motorsailor surfaced from his underwater scrubbing mission.

Sunlight danced on the calm water out in Spieden Channel; and on rounding the eastern point of Pearl Island, we surveyed the rocky shore with hopes of viewing otters on the scamper. It was then an open vista paddle to Posey Island Marine State Park through bull kelp strands and curious seals.

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At Posey Island, I gently glided ashore on the fine gravel beach and after pulling the kayak up after me, I dashed to the far side of the island to see if mother goose had hatched her goslings.

She was off her nest of eggs but was nearby with her partner and their loud honking warned me to stay away. Meanwhile, back at the campsite, a fire was underway, and dinner was being warmed up.

Our meal was a joint effort and preparation had been done at home: two salads with dressing, chicken jalfrezi, naan, and cookies delightfully washed down with San Juan Island cider.

As the sun slid slowly towards the horizon, we expressed our gratitude to mother nature and to whoever had the foresight to include this little gem in the Cascade Marine Trail.

Amanda is currently enjoying boating adventures in the San Juan Islands and is getting set to lead sail-training expeditions in the Pacific Northwest later this summer. www.mahina.com.

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CHICKEN JALFREZI 1 tablespoon coconut oil 2 onions - sliced 3 garlic cloves - crushed 1-inch piece ginger - grated 2 red chilies - finely diced 2 teaspoons cumin seeds ground 2 teaspoons coriander seeds - ground 3 teaspoons garam masala

2 teaspoons turmeric 1½ lbs. skinless chicken breast - diced 1 red bell pepper - sliced 1 green bell pepper - sliced 14 oz can chopped tomatoes salt and pepper to taste 2 tablespoons chopped fresh cilantro

Sauté onion in coconut oil for 3 minutes. Add garlic, ginger, chilies, cumin, coriander, garam masala and turmeric; cook 2 minutes. Add chicken then peppers and tomatoes. Bring curry to boil then simmer for 15 minutes or until the chicken has cooked through and the sauce has reduced to your liking. Stir occasionally. Garnish with cilantro and serve with raita, rice, and naan.

NAAN BREAD 2 cups whole wheat flour 1 1/2 teaspoons active dry yeast 3/4 cup lukewarm water

1 teaspoon sugar 2 tablespoons yogurt Salt to taste

In a large mixing bowl, combine flour, sugar, salt and yeast. Add yogurt and a little lukewarm water at a time while kneading to make a smooth dough. Knead well for 5 minutes. Cover dough and allow it to rest in a warm place for 2 hours. Punch dough down and knead for a couple of more minutes. Make 8 portions and allow this to rest for another 10 minutes. Dust flour on a working surface and roll dough into circles. Cook each naan, both sides in a heated skillet until brown spots come on the top and the naan puffs up.

GINGER SESAME DRESSING This dressing goes well with a tossed green salad. Add croutons to the salad; they’ll absorb the dressing and provide an extra kick.

1/2 cup extra-virgin olive oil 2 cloves garlic - crushed 1/4 cup balsamic vinegar 1 tablespoon honey 2 tablespoons low-sodium soy sauce 2 tablespoons minced ginger Juice of 1 lemon 1 teaspoon toasted sesame oil Combine all the ingredients in a blender and process until smooth.

WHOLE WHEAT CHOCOLATE CHIP COOKIES 2 cups old-fashioned rolled oats ¾ cup whole wheat flour ½ teaspoon ground cinnamon 1 teaspoon baking soda ½ teaspoon salt ¾ cup coconut sugar ¼ cup dark brown sugar - packed

4 tablespoons coconut oil 4 t ablespoons unsalted butter - softened 1 large egg 2 teaspoons vanilla 3/4 cup semi-sweet chocolate chips

Preheat oven to 350⁰F and line two baking sheets with parchment paper. In a medium bowl, combine oats, flour, baking soda, and salt. In large bowl, using an electric hand mixer, cream together sugars with butter and coconut oil. Add egg and vanilla. Add oat mixture to wet ingredients. Mix in chocolate chips.

Drop rounded tablespoon balls of dough on prepared cookie sheets, leaving 3 inches of space between cookie dough. Bake 8-10 minutes. Allow cookies to cool on baking sheet for 1 minute before transferring to wire rack to cool completely.

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Tech Talk with SeaBits

CHOOSING AN ONBOARD INTERNET SYSTEM

by Steve Mitchell

More than ever, people need to stay connected while on their boats, but figuring out where to start when setting up a system can be daunting. Many purpose-built boating systems can be complex and cost a lot of money, and most provide very lackluster results.

Using home equipment can result in frustration, and end up only solving part of the problem.

In light of the array of options and challenges, let’s focus on sailors who want internet access while cruising and anchored, and look at both ends of the spectrum in terms of internet usage. I won’t address offshore access (yet) because of cost and complexity. The goal will be to keep the choices as simple as possible to help guide you to one general area.

HOW DO YOU USE THE INTERNET? Understanding how you want to use the internet is important in choosing a system. This has to do with the types of activities you use the internet for, how many people will be aboard, and how much data or traffic you will be generating.

If you are only checking weather reports and email, sending texts, and making an occasional phone call; and there are two people or less aboard—you’re likely a “normal” user. Normal users have a lot more flexibility in what they can choose because their requirements demand less capacity and the system will most likely be less expensive.

If you have more than two people aboard, are watching videos online, streaming Netflix, doing Zoom calls, and have a lot of devices—then you’re considered a “high-end” user. High48º NORTH

end users will need to invest in a better system to handle the traffic and the number of people using it. Many people try the smaller or cheaper options, and end up being frustrated or having a system that won’t handle the activity or number of users. A family of four can have significant requirements—two devices for each person and perhaps a TV with streaming capabilities can be a demanding setup.

CHOOSING A SYSTEM The two most common internet systems to choose from are a hotspot device or a dedicated cellular router.

Hotspot devices are small, about the size of a stack of credit cards, and have a cellular connection and WiFi router all built in a compact package. Cellular routers are purpose-built devices that usually are much larger, can run directly off of DC battery power, have a bunch of antennas, and are meant for more devices and traffic.

If you are a “normal” user with only a couple of people and pretty simple needs, a hotspot device will likely work fine for you. Combine this with a cellular booster (see my article in the March 2020 issue of 48° North for details on boosters) if you go to remote locations, and you have a flexible system that can be easily upgraded. Hotspots are usually only a couple hundred dollars at most, and are easy to replace when technology is updated. Phones also have hotspots, but they are far more limited in range and capability than a dedicated device, although they may work for simple use cases.

Hotspots usually have small screens

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Netgear Nighthawk M1 Hotspot device. that allow you to see connection information, battery level, and other useful details. They have a simple web interface or app you can use from your phone to control them, and usually only work well with one cellular provider. The downside of a hotspot is that cell phone providers limit the number of devices that can connect to a hotspot, and the range of the WiFi network the hotspot creates is limited. Sometimes these limits can be very low, so carefully check the device and plan to make sure there are enough even for simple use cases. Hotspots also do not typically have physical ethernet ports, if you have devices that require that.

If you are a “high-end” user with multiple people aboard streaming videos and need excellent connectivity, you’ll likely need a cellular router. Cellular routers are more specialized than your average home router and cost quite a bit more, but they have the benefit of being able to connect to the internet and create a local WiFi network that is very powerful.

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Peplink MAX Transit cellular router. and features that can help manage your connection, and connect to remote WiFi networks and wired devices as well.

Cellular routers can also be combined with a booster, but more often they have dedicated outdoor antennas and cabling which allow the cellular and WiFi signals to be more powerful. This also adds cost, and can bring installation difficulty with cable space and outdoor mounting challenges, especially on sailboats.

Cellular routers can be expensive, and are harder to upgrade two to three years in when technology changes, and are usually more complex to set up.

Nonetheless, if you need the power they afford, they are the best option.

FINDING A CELLULAR PLAN The final hurdle is finding a cellular plan that will accommodate your usage. This is the single biggest challenge in getting internet on board, and can be frustrating, so be patient. For a normal user, most plans should work fine. For a high-end user, you will need an unlimited plan, or one with very high data allowances, usually represented in gigabytes (GB) per month. Cellular companies used to have unlimited plans that were excellent for boats, but most have been retired.

Just adding a new “line” to your existing plan won’t always work, since many plans share an overall maximum and you can go through that in a weekend of busy activity on a boat, which can slow things down both on the boat and on other associated devices as well.

Many smaller companies will sell you a month-to-month plan with very high data usage that you can use during the boating season, and have little contractual limits—look for plans tailored for boats or RVs. The larger carriers usually rely on these companies to deal with what they consider to be non-mainstream users

such as boats.

One final thing to consider is roaming.

This is what happens when you leave the U.S. and travel into British Columbia, or vise versa. Essentially, your devices move over to a compatible carrier while you visit, and severe limits are placed on your plan. Most plans will not work well when roaming, if they do at all. You may wish to consider purchasing a monthly plan from a local carrier in the country you’re visiting and use that instead.

Getting a reliable internet setup aboard is a bit more complicated with today’s cellular providers, but if you consider how you want to use the internet, how many people will be aboard, your budget, and the space on your boat, you should be able to get a good start with one of the two paths above.

Steve is a long-time sailor, musician, and tech nerd who loves working on challenging problems. He is the editor of 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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My Boat

FARR 50 Great Expectations THE STORIES OF YOUR BELOVED BOATS FROM AROUND THE PACIFIC NORTHWEST When you’ve got a solid background in sailboat racing, it stands to reason that buying a thoroughbred race boat to live aboard would be an appropriate option. Enter Jake Newton and Molly Howe’s 1985 McConaghy-built Farr 50 Great Expectations (GE).

Before meeting, Molly and Jake were raised racing and cruising on the coast of Maine with their parents. Jake owned various boats growing up including an Islander Excalibur and an International 110.

They met in 2011 while attending Maine Maritime Academy where they were both on the sailing team and raced on the dinghy, keelboat, and offshore teams. Since moving to Seattle for work in 2015, they have been sailing and racing as often as possible—most of which has been on Moore 24s and their Melges 24, Millennial Falcon.

Molly and Jake bought Great Expectations in 2016 and have been living aboard and cruising her since. They have slowly been getting GE back into casual racing trim and will hopefully be mixing it up soon from their homeport of Shilshole Bay Marina.

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ABOUT GREAT EXPECTATIONS Tell us about your boat’s name.

She was launched as Great Expectations in 1985. In 1988, she underwent a refit and was renamed Yeoman XXVII. She retained that name until 2016 when we purchased her. For two 20-somethings buying a boat this big, the name Yeoman 27 didn’t resonate, but her original name did.

Tell us the story of how you found your boat and what makes it special to you.

In 2016 as our lease ended, we were looking to move out of West Seattle. We quickly realized buying a house in the area was beyond our level of commitment. We joked about buying a boat and living aboard. Jake, a serial classifieds browser, got right on it.

While at work, he would send Molly multiple ads a day, most of which could be filed under “outlandish and unreasonable”.

The Farr 50 in Lake Union somehow found its way out of that folder and we went to take a look. Jake grew up racing on a mid 80s Farr 43, so this era Farr spoke to him. Despite the four

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spreader (plus jumpers) runner dependent fractional rig, a 24 foot boom and the seven massive three-speed winches, it only took stepping aboard; it was over, the boat was sold. Something about her felt right, this is a special boat.

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

Great Expectations is a Bruce Farr Custom 50 (design #155) launched at McConaghy Boats in Sydney, Australia in December of 1985. She was commissioned by Olympic Gold Medalist David Forbes of Sydney. Her design brief included a full interior in a boat that could race at a Grand Prix level, no small task.

She is constructed using a vacuum bagged Kevlar/epoxy layup with Divinycell core, and finished with a lightweight but very comfortable and complete interior.

Ultimately, Mr. Forbes decided he wanted an all out racer and had GE’s step sister, Great News built (design #155m) using the same hull design but carbon layup, a more traditional deck layout and, a stripped out interior. Great Expectations sailed to Hawaii and raced in the Pan Am Clipper Cup where she raced against Great News. It was then sailed back to Sydney for more local racing. She was sold to the Aisher Family of Yeoman fame in 1988 and was refit by Hamble Yacht Services, Overseas Division that spring and christened Yeoman XXVII (27).

In 1989 Yeoman XXVII had an unsuccessful bid for the British Admirals Cup team, and was chartered to Team Norway that same year. While in Team Norway’s care she was called Elkem Yeoman and had, admittedly, disappointing results. In her defense, by the late 80s she was considered an old lady in the IOR 50 fleet. The new boats had seen five years of competitive development resulting in boats that were as close to perfect as IOR would allow.

As with most race boats—as their days in the spotlight wane, and they become less competitive in their original fleet, Yeoman found herself on the hard in Florida awaiting a new life.

Sometime in the early 1990s, a few local Puget Sound sailors found her, purchased her and brought her through the Panama Canal and up the west coast to Seattle. She raced around Puget Sound for a handful of years before more or less retiring to cruise Mexico to Alaska. (If any locals have more details or info about her days racing in the Sound please reach out, we would love to hear about it). The owners we purchased her from loved this boat and took meticulous care of her until health issues got in the way and ultimately forced the sale of the boat.

What do you like best about your boat?

Beyond her amazing sailing characteristics, Great Expectations seems to bring people together. Her unique cockpit layout is wonderful for both entertaining and racing. In the few Duck Dodges we have done, she has quickly become a hub at the raft up.

What do you know now about your boat that you wish you’d known when you bought it? Would that have changed your mind?

The one thing that really sticks out as a physical “wish we had known” is the condition of the standing rigging. Shortly after buying the boat we had the rigging inspected—it was not good.

Many months and dollars later, she has all brand-new rod rigging.

There are many other things about Great Expectations that we wish we had realized before buying her, most of them are faults 48º NORTH

in our line of reason, not in the boat itself. We recognized the fact the boat has a complicated rig for a cruising boat, but we didn’t fully appreciate the hassle a runner-dependent rig would cause under full sail while double handing. Generally speaking though, her systems have been working great since purchase. Would a more thorough inspection of the boat and our goals stopped us from buying her? Probably not. Maybe, but probably not.

What’s your favorite story involving your boat?

There have been multiple occasions when Great Expectations has been used as the support boat for other racing adventures aboard the Millennial Falcon. Notably, the 2018 Around Bainbridge Race where half the team raced the Falcon to Bremerton on Saturday and the other half brought Great Expectations. We had a wonderful night of good food, company, and accommodations. On Sunday the crews switched. We all had a great day on Puget Sound making our way back to Shilshole. It sure helps to have friends you trust.

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

A few summers back, while heading up to the San Juan Islands to meet some friends, we had the great idea to fly the asymmetrical spinnaker for the second time ever. Double handed.

“We did at Duck Dodge that one time, it should be fine.”

All was well until it was time for the take down; as in classic Puget Sound form, our leisurely downwind sail was rapidly changing to a challenging upwind mission. With one person driving and the other trying to wrangle the kite, and handle the halyard and sheet, the kite found the Sound and let’s just say we were lucky not to catch any salmon.

Again, Great Expectations was not at fault in any way and did her best to keep us in one piece. Both people and the boat came out unscathed, the kite needed a trip through the sewing machine, but was far from ruined. After a few deep breaths, the jib went up and off we went, Great Expectations doing her thing making 8 knots upwind with one hand on the wheel, cast iron pans banging around the galley.

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

We haven’t had a dream destination yet for our boat because of getting our careers in order and the boat’s major projects taken care of. Right now, it’s just getting beyond the San Juan and Gulf Islands. We would love to cruise Alaska and beyond.

If you could have any other boat, what would it be and why?

Something in the 45-foot range that is easily cruised doublehanded, has PHRF of sub-20 with comfortable liveaboard accommodations, and is aesthetically to our liking. There are not many boats that fall into those parameters. The Club Swan 42 comes to mind.

What didn’t we ask you about your boat that you wish we had?

Q: Is she for sale?

A: Probably not. Maybe, but probably not.

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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THE ULTIMATE

WEEKEND

by Mark Aberle

A BRIEF ESCAPADE TO CARR INLET Weekend adventures are the ones that many of us live for. Friday evening to Monday morning—that magical window is all ours, and the effort to get out is always a worthwhile investment. Weekend-long jaunts may represent the bulk of our on-the-water experiences and usually deliver lots of rich rejuvenation. There’s no wrong way to do it, and definitions of ideal differ based on personal preferences and methods of enjoying the water. Across that spectrum is the shared goal of making the most of it—to have the Ultimate Weekend.

Check the fairway, ease the boat in reverse, Leigh throws the bow line on Cambria and steps aboard. Pulling away from the dock at Shilshole is always a special moment. The beginning of a cruise. That feeling of heading out. Destinations may change, 48º NORTH

but with fenders and lines stowed, there is no set path, no narrow strip of trail or concrete to follow. Life’s concerns melt away and are replaced by the routines of sweeping the horizon, monitoring engine instruments or, if I’m lucky, trimming sails.

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This year marks my 50th year on the water mucking around in boats. Since my first cruise as ‘skipper’ (age 13, speedboat camping on Jones Island) to the present, being on the water has brought me much joy and more than a few humbling learnings.

Cruising and racing sailboats to Alaska, circumnavigating Vancouver Island, trips up and down the Inside Passage, and a few voyages down the coast, experiencing Northwest waters has been immensely gratifying.

Through my years as a liveaboard, I’ve developed an appreciation for those who frequently get off the dock. Some endlessly prepare for the big cruise, but rarely leave their slip.

Books are read, systems are enhanced, all with aspirational dreams of far off lands that may or may not come to fruition.

After decades of boat-based adventures large and small, it is the simple act of just getting out there that appeals to me most—for a day, a night, or especially for a weekend. It has always been a great source of fulfillment and enjoyment over the years.

My most recent Ultimate Weekend was a trip to Carr Inlet in the South Sound. With limited time and a cruising speed of 6 knots, balancing relaxation, exercise, and destinations can get tricky. It’s technically possible to ride currents north to the islands and back within the confines of a weekend, but I prefer a more relaxed pace and destination.

Carr Inlet is about 35 nautical miles away from our home port of Shilshole, with Blake Island providing a convenient stop along the way. Stitching together a stop at Blake, then continuing south to one of the three main anchorages in Carr Inlet makes for an easy, rewarding getaway. If currents are well timed, the return trip puts you back in the central Sound on Sunday afternoon or evening.

Weather and tidal current get votes in the planning stage.

If there is a strong southerly Saturday morning followed by a northerly Sunday afternoon, I just might rearrange my trip to head north instead of south. Yet, on this weekend, light northerlies were forecast Friday and Saturday with a front and the associated southerlies on Sunday. Tidal exchanges were significant, making current planning important, but easy.

Our itinerary called for anchoring off Blake Island Friday night and then heading down Colvos Passage Saturday and getting to the inlet Saturday evening. I find that managing expectations is important, for both me and my mate. Do conditions require a first-light departure to hit a favorable current on Saturday morning? Or a more leisurely mid-morning departure. Food preparation factors in as well. In calm weather with a late morning departure, Saturday’s breakfast could be a virtual feast. A first light departure or heavier weather calls for a different approach.

With weather and currents determining elements of schedule and expectations—and plans communicated to all parties—we set out from Shilshole. Trips to Blake are usually uneventful, but I like to check AIS to see if any container ships are headed up or down the Sound. The southbound Seattle ones aren’t bad.

They’re slowing and their wakes are usually (but not always) ok. The north or southbound ships to or from Tacoma are the ones to look out for. A smooth day of motoring or sailing can turn briefly and unexpectedly violent with a steep, sharp wake.

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Blake Island’s 3.8-mile perimeter trail is perfect for a hike or jog.

Thinking ahead for traffic and wake helps us plan if and when to get out snacks or refreshments in open containers.

A Friday afternoon hop over to Blake offers a respite from the news and social media. There’s good cell coverage, but we try to resist the urge. Enjoy the present. As the crow flies, boaters are less than 8 nautical miles away from Seattle, but quiet views await on the west side of the island. After setting the hook, it’s happy hour. Time to sit in the cockpit, chat and connect.

Sunsets can be spectacular from that side of the island. It isn’t wilderness, it isn’t a grand adventure, but it doesn’t need to be.

Within the friendly confines of a weekend, it’s what you have.

Savor it.

We usually anchor, but there was an empty mooring ball on this particular evening, so we grabbed it. In front of us were two fellows in a small sailboat relatively new to sailing and a few boats over was a couple on a Sceptre 41 that I knew had sailed the South Pacific—a perfect mix. We ate dinner in the cockpit as the sun set. Snuggled against the western shore of Blake, the island went from shades of green to gray, then black as lights twinkled on the opposite shore.

With the Saturday morning slack at Tacoma Narrows around noon and a building flood afterwards, there was no need to set the alarm and leave at dawn. In our case, this made for a leisurely morning with exercise. Sailing is great, but on my Maple Leaf 42, it’s not all that aerobic.

Whether you walk, run, or stroll, Blake Island’s fabulous perimeter trail is roughly 3.8 miles in length. Leigh runs this trail every chance she gets, and I huff and puff trying to keep up with her. We’re both 63, so it’s a good and much needed workout. On this cruise, we kayaked to shore and took a morning run around the island.

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Back on board, we cast off from the mooring buoy and began the 17 nautical mile jaunt south to the Tacoma Narrows Bridge, with Carr Inlet about 11 miles beyond—in total, it is usually a 4- to 5-hour trip.

Colvos Passage on the west side of Vashon Island is usually quiet and scenic in its own way, and I often think about its namesake while passing through. According to Washington State Place Names by James Phillips, Charles Wilkes bestowed the name during the United States Exploring Expedition (which formed the basis for the Smithsonian Institute) after a midshipman on his expedition, George Colvocoresses. Wilkes believed that Colvocoresses was too long for geographic honors, and truncated it to ‘Colvos’.

Unexpectedly, the intrigue in Colvocoresses’ story extends far beyond his involvement in Wilkes’ expedition, even beyond his later command of the USS Saratoga during the Civil War. Born in October of 1816 on the Greek Island of Chios, Colvocoresses endured childhood trauma when he was kidnapped and other members of his family were killed by Turks during the Greek War of Independence in 1822. His father was eventually able to pay the ransom and buy back his freedom. After the ordeal, he was sent to Baltimore, Maryland, and became the adopted son of Captain Alden Partridge, founder of the American Literary, Scientific, and Military Academy. Colvocoresses had quite the career, but his life ended as violently as it began when he was killed in Bridgeport, Connecticut in 1872. A 2014 article in the Hartford Courant—“Murder Mystery: A Sea Captain Meets His Fate on a Bridgeport Street”—points to multiple theories ranging from murder to suicide to faking his own death to sail off to the South Pacific. That’s a lot of drama tied to the quaint channel through which we made our way south!

We arrived at the Narrows near the peak flood. Largely keeping to the center of the channel, Cambria stayed above 11 knots over the ground most of the way, peaking at 13.8 knots!

Not bad in a just-shy-of-7-knot boat.

Rounding the south end of Fox Island, there are three primary choices for anchorage in Carr Inlet. Over several weekend trips to the inlet, we’ve anchored in each of them. Our order of preference is: Mayo Cove (Penrose State Park), Rosedale, and Horsehead Bay. Mayo Cove can hold quite a few boats, and is home to both Penrose State Park and Lakebay Marina. Shore access is easy and it’s a great place to go ashore with either kids or dogs. Don’t want to cook? You can get take out from the Lakebay Marina.

The bay formed by Raft Island near Rosedale provides good anchorage, but shore access is limited to a small strip near the church. We didn’t go ashore, but the Rosedale Market offers breakfast and lunch. During our visit, we kayaked around the bay with running architectural commentary on the waterfront homes.

Horsehead Bay provides good anchorage, but is entirely ringed by private homes. There is a launch ramp on the eastern shore that provides shore access. We kayaked around the bay and “Private Property, No Trespassing” signs proliferated. Our evening there was quiet despite a southwest wind gusting over 20 knots.

The South Sound has a different aesthetic than the San Juan 48º NORTH

Islands or British Columbia. High-speed passes from water skiing and jet skis are common. In Horsehead Bay, ski boats zipped in and out. I glared at the first two that bombed past at 30 plus knots. These were ski boats; their wake was no more than a ripple and we hardly felt it. After the third boat whizzed by, we started waving and received friendly waves in return.

This was their inlet and we were guests. When in Rome…

The flip side of a leisurely Saturday morning waiting for the flood was an early Sunday departure to catch the ebb home.

We had the anchor up shortly after 7:00 a.m. to retrace our route, hitting 11 knots northbound through the Narrows and maintaining 8 to 9 knots up Colvos Passage.

Our return trip was so efficient, in fact, that it put us back in the central Sound a little too early to head to the slip. Instead, we found dock space at Blake for another jog around the island and came across the only other couple on the trail, fellow Sloop Tavern Yacht Club members, Mike and Karen, walking around the island in the opposite direction. It is endlessly fun to encounter friends randomly when out cruising!

Leigh paddles around Horsehead Bay In a weekend with accommodating conditions, Carr Inlet is easily accessed from the central Puget Sound, and a stop at Blake Island (or Gig Harbor) is an excellent way to break up the trip. Pristine and untouched may not be words many people use to describe the area, but we enjoyed all the trappings of an escape: we sailed, read books, relaxed, jogged, and kayaked.

Traveling that many miles might not be everyone’s idea of an ‘ultimate’ weekend, but for us, it offers a terrific destination and a great chance to get out on the boat.

Want to share your “Ultimate Weekend” with 48° North readers?

It doesn’t matter what size or type of watercraft you have, we want to hear about your adventures. Email andy@48north.com to get started!

Mark Aberle lives aboard in Seattle, WA. He is an avid sailor, an R2AK finisher, and has written for 48° North, Three Sheets NW, and other publications.

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ANCHORING

Etiquette: 4 KEYS TO BEING A GOOD NEIGHBOR ON THE WATER

by Andy Cross

Whether it’s the most popular bay in the San Juan Islands, a quiet cove in south Puget Sound, a tiny nook in British Columbia or a mountain-flanked fjord in Alaska, anchoring your own boat to bask in the solitude of your surroundings is one of the most rewarding parts of cruising. But the ability to anchor and appreciate that perfect spot you’ve chosen comes with a responsibility to those with whom you share the water.

While many boaters understand and adhere to the common 48º NORTH

Yahtzee, the author’s Grand Soleil 39, anchored in magnificent Thumb Cove near Seward, Alaska.

norms of anchoring etiquette, it’s always good to review your own practices—especially as summer brings full anchorages, and pandemic restrictions motivate folks to anchor out more than they typically might. Though the topic can be a hot button issue for boaters, with some understanding and a helpful attitude, it doesn’t need to be.

Here are four keys to being a better anchor neighbor, no matter where you drop the hook.

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FIRST TO SET THE HOOK, FIRST TO SET THE TONE Google “Anchoring Etiquette” and nearly every article starts with a variation of this theme, and for good reason. Proper anchoring starts with understanding the basic protocol of who goes where. The bottom line here is that the first boat to enter the anchorage, and then subsequent boats after that, set the precedent for anchoring procedures. The last boat (or boats) into the anchorage, especially in tight anchorages, need to adhere to the general setup of those who already have their hooks down.

But what does that mean, exactly? When you enter an anchorage, observe how the wind and current are setting the boats and how far apart they are spaced. Are any boats stern tied to shore? Are there boats with multiple anchors deployed?

Or, how much chain or rode do boats appear to be using and where are their anchors set?

The problem with the last two questions is that the answers can be difficult to discern. In order to gain as much information as possible, it’s not uncommon to slowly approach another boat and politely ask about how they’re set up, where their anchor is and how much rode they have out. Throughout our years of cruising, we’ve always had friendly and grateful responses to such inquiries. And in congested anchorages, I always appreciate the consideration when someone takes the time to ask a few questions before hastily plopping down their anchor.

Recently, when we were the last boat coming into an anchorage, we found most boats were anchored with a single hook from the bow. But, upon closer inspection and a word with another skipper, it was revealed that a J/46 had a stern anchor set so they wouldn’t swing too close to a rocky shoreline. With that information, we were able to avoid anchoring too close to them and instead set our hook behind every other boat that was already anchored.

Setting the precedent then leads us into one of the most important elements of anchoring; that of spacing between boats.

DON’T BE A SPACE INVADER Anyone who has anchored even a few times knows that one of the most aggravating cruising experiences is when a boat comes in and anchors too close. It’s just plain awkward, and most of the time it’s completely unnecessary and avoidable.

The question of ‘How close is too close?’ is dictated by how many boats are in the anchorage, what their anchoring setups are, and how much space is available. In tight anchorages with less room, it’s a natural consequence for boats to anchor closer together. Conversely, in larger anchorages, boats have room to spread out. Ideally, you can look at how far apart boats are spaced and then try to match this distance or give even more room.

Similar to our personal bubble ashore, we have an anchoring bubble that, when invaded, causes a bit of discomfort.

Anchoring too close is rarely done on purpose. A common cause of getting into another boat’s bubble is dropping the hook in front and then settling back on top of them. Don’t be that boat. Anchor behind, or well in front if space allows, and try to stagger your spacing to one side or the other to avoid being directly off someone’s bow. Of course, that alignment 48º NORTH

may change as the boats swing with the wind or current, but the spacing should remain consistent.

The important thing is: If you’ve set your anchor too close to a boat that was there before you, the onus is on you to move first.

As a fellow cruising friend says, “If you think you might be too close, you probably are. Move.”

Another cause of being too close is using a different scope than another boat, thereby creating a larger swing room than your neighbors. Boats that carry all chain typically anchor with a 3- or 4-to-1 chain to depth ratio, also known as scope. If the

Anchored boats with good spacing in Howe Sound, BC. wind is calm, they will likely be sitting with the chain dropping straight down and then swing around that because the chain is heavy. Boats with mostly rope rode usually go for a 7-to-1 scope and, because the rode is lighter, will tend to “walk” around the anchorage with the wind and current. That can be a problem when anchoring near each other.

This has happened to us on numerous occasions in the Pacific Northwest, with the most memorable being in Bedwell Harbour, BC. We were anchored with four or five other boats that were all using chain and a 20-something-foot cutter came in and anchored with A LOT of rope rode amongst us. They then proceeded to walk around the anchorage in a big circle coming precariously close to us, then another boat, then another boat, over and over.

Since they were the last boat in, they were politely asked to move—which they obliged. Had they noticed they were anchoring near boats with all chain, they may have saved themselves the hassle and anchored farther away to begin with.

On the contrary, had they been the first boat in, the boats with all chain would need to see their rode and anchor farther away to accommodate for the walk.

AVOID THE “HERD MENTALITY” From the South Sound to the grandeur of Alaska, one of the great things about cruising the Salish Sea and Inside Passage is the opportunity to find a pristine spot and be the only boat in an anchorage. But sometimes that serene spot can get spoiled

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It is best to offset your position to one side of other boats; and if given a choice, anchor behind a boat that is already there rather than in front of it, as Journeyman did here in Prevost Harbor on Stuart Island. by even one other boat. As we say, “Two boats can be a crowd.”

Sometimes referred to as the “magnet effect”, what I call the herd mentality is when you’ve found that peaceful spot by yourself and another boat comes and anchors right next to you.

Inevitably, another will then do the same. In small coves with limited room, this is to be expected and shouldn’t cause any ill will. But in larger bays with plenty of room to anchor, there is generally no need to anchor right next to someone who is already there.

Simple anchoring etiquette suggests that if you come into an anchorage with only one or two other boats and there is plenty of room, anchor far away. This sort of harkens back to the idea of having an anchoring bubble, the closer you get to someone, the more uncomfortable it’s potentially going to be.

While some boaters’ bubbles are larger than others, it is a good general rule to presume that people would like the maximum amount of space and privacy available.

BE A GOOD NEIGHBOR Most of the following should go without saying, but a gentle reminder from time to time doesn’t do any harm. Please be courteous to one another and think about how your actions may affect those anchored around you. This is especially true when lots of boats are trying to share a single anchorage and its adjacent shoreside attractions and amenities.

When entering an anchorage, do so at an appropriate speed so as not to create an excessive wake. The same goes for 48º NORTH

using your dinghy. It’s great that you can go fast, but you don’t necessarily need to buzz close to nearby boats every time you go to and from shore.

Remember that, particularly in calm conditions, sound travels better over water. That being the case, the incessant barking of a dog, loud music, excessively boisterous conversations, and dreadful generator noise will all feel amplified to your neighbors.

Being a good neighbor in the anchorage doesn’t just apply to the other boats around you, it also extends to your time ashore. Respect private property; utilize pumpout and garbage facilities; leave your dinghy in the appropriate place; keep your dog on a leash at the dinghy dock and in parks and spaces where it’s required, and please pick up after them. It’s simple stuff that helps to ensure enjoyment and continued access for all of us.

Overall, anchoring etiquette comes down to being a courteous and spatially-aware boater. Everyone is out on the water to have a good time and experience the things that make boating in the Pacific Northwest so incredible. By being respectful and conscientious, we can all share and enjoy one of the best parts of spending time on our boats—peacefully swinging on our own hook.

After spending nearly three years cruising Alaska, Andy and his family sailed south for warmer climes and have been in Mexico since fall 2019.

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FIVE EASY PLACES: ISLAND GEMS OF THE SOUTH SOUND My husband and I could keep our boat Murrelet almost anywhere. It is a trailerable MacGregor 26x with a swing keel, so our options include a friend’s dock on Lake Washington, a cousin’s yard in Skagit County, and a marina in our home port of Seattle, among others. Over the years, we have moored at Shilshole, Friday Harbor, and various locations on Vancouver Island—all of which provided a jumping off point to celebrated destinations.

This might surprise you, but our favorite place to keep 48º NORTH

the boat is the South Sound. Why? Because we prefer the cruising grounds around Olympia. Five Washington State Parks in particular offer the quiet beauty and rural charm that characterize the region, along with public access to appealing anchorages. These are places to view the natural world up close, remarkable for their opportunities for solitude as well as for their stunning scenery. Sailors who venture here will find relatively uncrowded beaches and trails—and, as a bonus, remnants of island and maritime history.

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by Lisa Mighetto

HOPE ISLAND Hope Island Marine State Park has always been special to me.

Located nine miles north of Olympia at the juncture of Squaxin Passage and Pickering Passage, this 132-acre state park is reachable only by boat and is part of the Cascadia Marine Trail that extends to the San Juan Islands.

My personal connection to Hope Island began because it was the destination of my first overnight sail on Murrelet, and where I discovered the pleasures of the cruising life. I learned to snag 48º NORTH

a buoy here, for instance, with a boat hook and a line. The first attempt required several passes; but now my husband Frank and I can usually accomplish this task in a single swoop, with one of us on the bow and the other at the helm, using polite and efficient hand gestures instead of hollering into the wind.

Over the years, we have tied up at all five of the park’s buoys— and during the winter, we often have the place to ourselves, sometimes watching moonrises and meteor showers from our cockpit. In spite of its proximity to Olympia and Tacoma, Hope

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nearby Boston Harbor or Carlyon Beach, sometimes staying the night on shore, while powerboats and sailboats use the buoys or anchor out. Once, when we were walking on shore and our boat was tied to a buoy, Frank and I witnessed a loose raft of boats from a local sailing club drift by, caught in the swift current. We heard that the club soon after held a seminar on rafting and anchoring for its members. We have also encountered wine and cheese parties, some planned and some impromptu.

Hope Island has something for everyone, and I cannot think of another place I would rather take my boat.

Murrelet on a buoy at Hope Island.

Island is an excellent place to see the night sky.

Wildlife is especially abundant at Hope Island. Guillemots, grebes, scoters, and other seabirds are easily spotted in the water, while eagles soar overhead. We have spent many twilights listening to the call of loons—a sound that evokes the essence of wildness. Seals are a common sight, and their snorting around our boat always seems humorous by day and unnerving at night. On several occasions we saw orcas—and once, gray whales—traveling north into Pickering Passage.

What I like most about Hope Island is its human connections.

The heavily-forested area to the east is home to the Squaxin Island Tribe, serving as a reminder that native peoples have occupied the waterways of the South Sound for many centuries.

Visitors to Hope Island can explore the vestiges of farming that took place decades ago. In the early 20th century, Louis Schmidt (brother of Olympia Brewing Company founder, Leopold Schmidt) bought the island and planted an orchard and a vineyard, using cuttings from locally developed grapes called “Island Belles.”

Today, a windmill, house, and several farm implements stand in a clearing in the forest, along with apple trees and gnarled grape vines, all within easy walking distance of the shoreline.

Hikers along the island’s trails can look among the Douglas firs for furrowed ground, logging activity, and other traces of its early occupants.

Hope Island is not always quiet. Summer weekends are busy, attracting every imaginable type of watercraft and exuberant outdoor activity. Kayakers and canoers make the trip from 48º NORTH

JARRELL COVE AND STRETCH POINT Located on the northwestern tip of Harstine Island, Jarrell Cove State Park currently offers 15 mooring buoys and a state park dock. Typically, we reach Jarrell Cove by heading north through Pickering Passage, cruising under the Harstine Island Bridge at low tide. Larger sailboats will want to approach this state park from the east side of Harstine Island, as the bridge’s mean high water vertical clearance is 31 feet.

Pickering Passage, which leads to Jarrell Cove, is the South Sound at its scenic best: a narrow waterway lined with Douglas firs, cedars, maples, alders, and madrone trees, with charming houses and gardens peaking through. One spring, I brought a visitor from England through Pickering Passage on my boat.

“I’ve never seen so many shades of green,” he remarked—a striking comment from a resident of a country known for its verdant landscape. I assured him that this waterway is equally colorful in autumn.

Even so, the dominant feature here is water—above and below. It rains more here than in the Central and North Sound and several winding inlets converge in this area, creating spooky currents and swirls.

The history of the region is tied to water. The Charles Wilkes Expedition explored and named Pickering Passage in 1841, passing by the Lushootseed clans living along its banks—the ancestors of the Squaxin Island Tribe, known as “People of the Water.” Historically, few roads have crossed this area; most early occupants traveled by boat and settled near the shore. Before construction of the bridge in 1969, a series of ferries carried passengers from the mainland to Harstine Island. Oysters flourished in this area, drawing rich nutrients from nearby Hammersly Inlet and Totten Inlet and encouraging commercial farms in the 19th and 20th centuries. Oyster cultivation is still visible along the waterway, along with remnants of old docks.

Tucked deep into the recesses of Pickering Passage, Jarrell Cove can feel remote. But chances are you will have company there, as it is one of the most visited marine parks in the South Sound. In addition to the boating facilities, the park offers car camping on the bluff above the emerald water. Scattered apple trees remind visitors that the camping area now sits on what was once an early farmstead.

Several times, Frank and I sailed Murrelet to Jarrell Cove, meeting friends who had pitched a tent on land. We shared a meal over a campfire, playing guitar and singing before returning to the water and the seclusion of our boat. Timing is everything—visitors are less likely to encounter crowds on

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weekdays and in fall and winter. In the 20 years we have been cruising to Jarrell Cove, we have always been able to get a buoy or space at the dock.

Visitors wishing to extend their experience can cruise north and east to Stretch Point State Park, a satellite unit of Jarrell Cove. Located on Stretch Island in Case Inlet, Stretch Point is only reachable by boat and offers a large beach and several buoys for day use. To the east, sailors can also visit Vaughn Bay or cruise down scenic Case Inlet. Sailing south through this waterway is one of my favorite boating experiences. Dall’s porpoises are frequently spotted frolicking in these waters and lucky mariners can be rewarded with spectacular views of Mt. Rainier.

MCMICKEN ISLAND & HARSTINE ISLAND STATE PARK These state parks, located in Case Inlet on the eastern side of Harstine Island, offer a typical South Sound experience: lovely beaches and hiking trails through forests of Douglas firs, dense ferns, and salal brush, with wildflowers in spring. McMicken Island, a 222-acre park, includes several buoys and anchorages for overnight stays. Nearby Harstine Island State Park can be reached by dinghy, and its beach and trails through the forested uplands are for day use.

Two unusual features make visiting these parks especially enchanting: noticeably clear water and a tombolo, which is a bar of sand connecting the island to the mainland (in this case, Harstine Island) at low tide.

The real fun here is exploring by small vessel, close to the water. Circling the island in my kayak, I have watched all kinds of fish and sea creatures by peering over the side, straight down to the bottom. On one particularly memorable evening Frank and I joined friends at the island for a dinghy ride through bioluminescence, with sparks flying like magic from our oars.

The tombolo, visible from both park units, inspires imagination. According to Jo Bailey, author of the classic guide Gunkholing in South Puget Sound, the small house and outbuildings that remain on the southern shore of McMicken

were constructed in part using materials hauled across the tombolo in the 1940s. Use of the house is restricted to the original residents by agreement with Washington State Parks, which owns the island. Observant visitors can still see ruts and tire tracks from early activities connecting this shore to nearby Harstine Island—a testament to determination and ingenuity. Extreme caution should be used when approaching the tombolo, to avoid getting stuck on the wrong side or being surprised by a rapidly rising tide.

Humans are not the only creatures to use the tombolo. One night at anchor, Frank and I heard the eerie yipping of coyotes close to our boat. In the morning we noticed a dead fawn on the tombolo, which became submerged at high tide. Even creepier, we spent one October evening on a buoy here reading the novel The Woman in Black—a story about a lawyer trapped by himself on a haunted island when its land connection to the mainland was cut off at high tide. He spent an uncomfortable night tormented by a restless spirit. Fortunately, my experiences at these two state parks have been far sunnier.

These islands represent a small sample of the gems available in the South Sound. Sailors who venture to this corner of the Salish Sea will not be disappointed and, just may discover a few special places of their own.

Staff at Washington State Parks advise checking with the agency’s website for updated information on visiting policies, facilities available, fees, and more: www.parks.state.wa.us/ Please note that the number of buoys at marine parks, as well as access to docks, can change without advance notice.

Lisa Mighetto is a historian and sailor who lives in Seattle (and keeps her boat in Olympia). Her writing has appeared in Pacific Yachting, Cruising World, Sailing Magazine, and other publications.

Image courtesy of the National Oceanic and Atmospheric Administration.

48º NORTH

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PNW Hero

SARAH HANAVAN Around the Pacific Northwest, heroes come in many forms—from unsung to ubiquitous, in every generation, making significant contributions across a wide spectrum of boating activity.

48° North is excited to honor some of them in a new series of interviews.

by Joe Cline 48º NORTH

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48° North: Tell us about your entry into the world of sailing.

Sarah Hanavan: I grew up on Bainbridge Island. My mom signed my brother and me up for parks and rec classes—your generic summer sailing camps. The parks and rec camps on Bainbridge are wonderful. There wasn’t really a racing component to them, just the exposure going sailing in Eagle Harbor every summer. I was able to do that through a scholarship program. My mom is a single mom, so it wasn’t something she would have been able to afford if she hadn’t been able to use that program.

From there, I got interested in racing competitively. It didn’t work to do it full-time with the Bainbridge Island High School team, because I was doing Running Start. But in college at Western Washington University, I joined the Western Sailing Team. And from there, I just never looked back.

You are one of many influential sailors to have roots with the Western Sailing Team. Can you share more about that experience?

The Western Sailing Team is so special. There’s something about that team in particular that has a soul that is hard to describe. Over my four years of being on the team, we had a core group of 10-15 competitors who were pushing for things as lofty as doing well at Nationals and seeking careers in sailing.

I was captain for two years; running the team, hosting regattas, and corresponding with other programs and their coaches. A lot of that experience—both with my friends on the team and with team management—has helped me become a well-rounded adult, and built skill sets to do management and organizational work. When you’re in college, you don’t realize how valuable those things are.

We had a team member who took his own life when I was a junior. That was very emotional and really changed the tone and focus of the team for the next year. It turned out to be a pivotal moment for me as a young sailor, because it could have either been a moment when I walked away from the sport, or really buckled down because I had the sport and the team to get through experience. It made me fall in love with it on another level. So yes, the Western Sailing Team had a huge impact on my life.

Can you talk a little bit about your transition from being a college sailor to working in sailing professionally?

When I was in college, I had worked summers in California at the Treasure Island Community Sailing Center. It was a great experience to coach in California—to see what they were doing competitively and also in terms of community programming— because the scale there is so much larger than what we have in the Northwest. When I graduated, there weren’t any apparent full-time opportunities in the Northwest. But, there was a seasonal Sailing Director position at Bainbridge Island Parks and Rec, where I had learned to sail.

Bainbridge Parks and Rec was really open to making that position more sustainable and I think it could have become more of a “real” job than it was. However, living with your parents and in the community you grew up in gets old. I found a job in Thailand doing bareboat charters—a different route in sailing 48º NORTH

that I was really excited about. One week before my flight, there was a military coup in Thailand. My visa was revoked and the charter operation shut down. The carpet was pulled out from under my feet.

Jobless, I moved to Olympia, where my partner, Casey, was living. It was really depressing moving to a new place without a job or direction. Casey encouraged me to volunteer with Olympia Yacht Club and their little sailing program. I had a negative attitude about it because I knew the program wasn’t very robust—no full-time staff and maybe three or four kids sailing. I thought it was beneath me a little bit, which is a terrible mindset.

I eventually did start volunteering for them. Of course, I loved it. Working with the kids again was exactly what I needed. That summer, they were able to start paying me when they were bringing in revenue from their classes.

Olympia High School at the Mallory Cup Nationals (Fleet Racing).

Olympia broke a NWISA record and placed 11th among the top 20 teams in the country.

During this time, I had a heart-wrenching conversation with a 17-year-old sailor who told me, “I want you to stay on as a coach all through my senior year. I’m afraid you’re going to leave like all the other volunteers have.” Her parents and a handful of others in the program worked with me to do a massive recruiting effort all summer. And it happened! We went from 4 kids to 30 that fall; from two days of coaching per week to five, because now we had to do middle school and a high school program. It just exploded and we never looked back. The program has doubled in size since then.

In retrospect, I wish that younger Sarah had a better attitude about what was possible in the beginning. I try to talk about that with recent graduates from the Western Sailing Team and other programs. While there might not be perfectly minted jobs out there to apply for, there are so many great communities to connect with where you could create opportunities for yourself if you have the vision.

How do you describe your professional sailing involvement now, with Olympia Yacht Club and other organizations?

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I’m the Director and Head Coach of the Olympia Yacht Club’s program. That involves managing a summer staff of 12 to 14 instructors.

I’m also an Instructor Trainer for US Sailing, so I teach Level One certification courses. The training that I’ve done with US Sailing has connected me with that organization on the national level. One of my mentors at US Sailing suggested I apply for an International Olympic Committee (IOC) year-long Masters Coaching Enrichment Program. I was accepted and that’s been amazing because that program isn’t just about sailing, but is about sports coaching on a global plane. I was able to do a project about women’s coaching in particular and—with the help of US Sailing, the IOC, and local partners—we were able to run the first-ever Women’s Coaching Clinic this winter in Seattle. It was just awesome.

I know that’s not your only effort to empower and increase activity for women and girls in sailing...

I’m an officer with the Northwest Interscholastic Sailing Association (NWISA), which is the regional body that governs all the High School Sailing events. We’ve run three years now of Northwest High School Girls Championships, and we hosted the most recent one in Olympia. As a district, we try to have those events run by an all-female Race Committee to create that atmosphere where female sailors really feel empowered— giving the subconscious impression that there are possibilities

for women at all levels of the sport and the community. They can take on either role in the boat (skipper or crew), they can be a 360 sailor, an athlete, or take on other leadership roles.

Generally, the more competitive the events get, the more you see male skippers and female crews. At Nationals, you could count on one hand the number of teams that have female skippers. It was just dismal. And that’s in all youth sailing events, unless it’s an event specifying female skippers, like Leiter Cup. It starts with the coaches and sailing instructors, with the 16-year-old staff members. Are they reinforcing gender stereotypes with their own biases, not even knowing they’re doing it? Are they putting the boys on the helm more than the girls?

I was very aware of this when I had the opportunity to run a team from square one. That first big fall season, 90% of the kids didn’t know anything about sailing. So, I consciously chose to make all the girls that signed up skippers, because nobody knew any different. I’m seeing the dividends of that now four years later. I have all these incredibly strong female skippers on my team, and a really balanced breakdown of female and male skippers. Now that’s our team culture. You’re not going to diminish the boys’ experience by propping up the girls to skipper more initially; because if some girl starts skippering and ultimately decides the crew position is where she feels most comfortable, at least she’s perfectly sound at steering the boat and confident to do so if she has to. A lot of people who

Capital High School Seniors and Coach Sarah at the last regatta they were able to sail this year.

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crew wind up with only 50 percent of the skill set required to sail. I can’t count the number of times I’ve come up to a boat in trouble and you can’t put the crew on the helm because they don’t know how to skipper.

That this is still considered somewhat progressive is crazy to me. Now, there’s a lot of conversation about diversity. That’s really where I would love to see us go—to start having events that are about diversity. If doing it for women first is how we get used to the idea of breaking up the norm, that’s great. But the next step is to get a little more crazy.

What aspects contribute to the success of the programs you’ve been a part of?

To start with: sailing sells itself. In the big picture, kids and teenagers are all the same. It’s not that the kids in Olympia just happen to love sailing way more than the kids in Poulsbo or Everett. It’s just about getting a person that has the knowledge, skills, and motivation to get somewhere and get people excited about it. From the community that develops to the adventures kids have—it’s just about providing that structured framework and doing the hard work of creating the place for it to happen.

Here in the Northwest, we’re producing sailors that can do this and we have communities that are ripe for growth and potential. It’s not about finding a material person who is already uniquely qualified, it’s more about finding a passionate person who probably still has a lot to learn and needs to do a lot of their own growing. But they need to have fertile soil in which to grow. So, organizations need to be able to say, “YES!” And stop saying, “no.” It’s the most frustrating thing to me and it is really insidious because organizations and groups don’t realize they’re doing it. We all have to be open to doing something new and exploring. What I’ve realized is that a lot of people who say no drift away really quickly. They’ll be strongly negative at the onset, but if you just keep being the positive, persistent voice— you will outlast them. There’s always a way to make something happen, I truly believe that.

How do you personally like to go sailing today?

A downside of coaching professionally is that you’re coaching regattas on weekends instead of sailing in regattas, and summers are your busiest time. But Casey and I own two Tasars and one Star. One bizarre silver lining of coronavirus is that I have been sailing more recently than I have in a long time.

We primarily sail the Star just for fun, there’s a little fleet here in Olympia. Casey and I weigh maybe 300 pounds together, so we’re not ever going to have a competitive campaign in our future, but that’s a great boat.

We bought the Tasars because it’s a fun, strong class in the Northwest. The North American Tasar Fleet is hosting Worlds at Shilshole next summer. That would be our first Worlds event.

We want to do it for fun, and to try to sail together without wanting to kill each other.

Who is someone you consider one of your sailing mentors and why?

I have a lot of them, but I often point to Andrew Nelson, who 48º NORTH

is the Youth Sailing Director at the Sailing Foundation.

He was a senior and the captain of the Western Sailing Team when I joined as a freshman. He’s a really big personality— funny and gregarious. I was shy and awkward. My first fall season on the team, I was out of sorts—transitioning to college life, having a lot on my plate with school, and having all these other things going on. I didn’t know if I wanted to keep with sailing. When I told my mom I was thinking about quitting for a while and just focusing on school, she asked, “Well, what is Andrew going to say?” I don’t want it to sound like I was afraid of Andrew, he was just such a good captain and so passionate.

I just didn’t want to tell him that I was having doubts because I really respected him.

We’ve been able to stay friends and collaborate since then.

He’s the one who got me in touch with US Saling when I was right out of college. Even to this day we talk, sometimes on a weekly basis, about sailing and stuff. I just would not be anywhere I am without Andrew Nelson being a good friend, a good teammate, and just being a person dedicated to the sport of sailing in the Northwest.

Sarah and Casey sailing their Tasar in Olympia.

What should I have asked you about?

I love talking about the kids on my sailing team. Each individual kid is just such an amazing person. Our team is a collective of the high school varsity program, the junior varsity program, and our opti racers who are as young as third grade.

All three are active year-round. I miss them so much not being able to run regular practices and be on the water with them. I’m doing Zoom chalk-talks twice per week with all age groups, and to have them still engaged and asking questions, week after week after week without getting to go sailing—it makes me so happy, but also so sad that we can’t do our thing right now.

I love them so much, and I’m so proud of them for so many other reasons than just sailing—the way they treat each other as teammates, the dedication they give to something they’re passionate about, the amount of hard work they put in. It just blows my mind.

As great as this interview already is, this is only part of what Sarah has to share. See the interview in its entirety at 48north.com.

Joe Cline is the Managing Editor of 48° North.

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MORE THAN ENOUGH WINDERMERE REGATTA

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indermere Regatta 2020 happened! Yes, we actually had a regatta, and it was just what we all needed in our lives. Everyone involved put forth extraordinary effort to be there and have the pieces come together, and it felt unanimously worth it. Signing up meant you were willing to get your boat there, and most likely by yourself, and then race shorthanded.

Until just a week before the event, we were still in “Phase One” and you could only race with people in your bubble. For many of us, that meant you were on your own. I personally know the struggle of singlehanded buoy racing without an auto-helm, and a weekend with several races is just straight-up Type Two Fun. Fortunately, we made it to Phase Two only a week before the regatta, and things changed. Boats were allowed a crew of up to five, and many made the switch. However, there were skippers who were already sold on the idea of single- or double-handed racing, and some who just weren’t ready for a crew of five. We

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had a little bit of everything.

Knowing that we were racing with shorthanded boats, with races run by a shorthanded race committee, choosing courses with longer legs was a priority. We needed to keep fleets away from each other, and running multiple laps was a no go. We took the regatta out of Fidalgo Bay and included some islands, rock groups, and channel markers north of Guemes Island for marks.

It was a new experience to find out in the five minute sequence before the start which island you were going to race around. Normally you’d come up with a navigation strategy for racing around an island. Nope! We were building the plane as we flew it. Some of the races on each day used set marks, but our favorites were definitely the island races. Because the baby San Juan Islands, sunshine, and sailing are hard to beat.

Both days featured a 10 to 15 knot southerly, with plenty of shifts and micro-shifts to keep you thinking. There was current, and there was eel grass, but enough breeze to make it work.

Saturday morning started damp and light. However, by the time

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we rounded Vendovi Island a short time later, we were hanging out on the top rail and passing around the sunscreen and ice cold beverages.

Each day we got some sunshine, wind, and smiles. Bookended by dumping rain on Friday and Monday, we were smiled upon for sure. All fleets got in four races on Saturday and three on Sunday, more than enough.

In the Singlehanded Division, four hardy sailors finished all seven races. There were lots of kites that went up. We cheered for them every time we sailed past because they didn’t have crew to cheer with them. Sometimes they had enough time to smile and wave, and sometimes they were just too busy. No autopilots allowed here, folks!

Vince Townrow won the division on the J-105 Kinetic. He made us tired just watching him hoisting sails and dousing the big asymmetrical kite while running back to straighten the wheel. Hats off to all the singlehanded racers, especially the trophy-toting Vince.

In the Doublehanded Division, five boats made it to the race course and one more decided to race with the Crewed Division.

Those five boats came in all shapes and sizes from big racercruisers to little sport boats and a San Juan 24. We hear there was no rest for the wicked, and as soon as they finished a race, they were off again. In a hard fought battle of the little boats, first for the weekend went to Gavin Brackett and Alyosha StrumPalerm on the Vance Custom Off-Kilter.

Six boats and one rogue trimaran raced in the fast Crewed Division. Keeping big boats moving with just five or fewer crew proved to be challenging enough, and surely some trimmers were feeling tired on Sunday night. That being said, the performance of the weekend went to Justin and Christina Wolfe of Orcas Island with their new J/111 Raku. Sailing doublehanded in a crewed division in good breeze is just rock star effort. They made it look easy—well, most of the time. They won the crewed division racing doublehanded. The fun loving crew of the Melges 24 Scruffy traveled the farthest and almost had it.

The little Crewed Division had the closest rating band, with a tight fleet of old friends and close competitors. Three Martin 242s had a close regatta, with positions changing within each race and over the course of the weekend. However, the top

Dave Steckman’s San Juan 24, Juan Solo, readies for another race on their way to 2nd place in the Doublehanded Division. two spots went to former Seattle rivals that have met again up north. Greg and Barb Siewert and their family crew finished second for the weekend on their S2 Avalon, and the win went to Ben and Jennifer Braden and crew (which included Dakota the super doggy) on their Moore 24, More Uff Da. Of course, a big thank you goes out to the volunteers of Anacortes Yacht Club. It’s nice to be part of a club that is willing to welcome fun in a well planned event. Also big props go out to Orcas Island Yacht Club and the North Sound Party Circuit— working together to keep the fire lit up north. They provided sponsorship with great swag, a Race Committee boat for the weekend with inflatable marks, and the cheerful energy that anything is possible. Thank you also goes out to our title sponsor for the event, Windermere Real Estate. It takes a village, and it couldn’t happen without support.

In the end, this was just what we all needed. There was an overall feeling of goodwill and happiness to be out and together. We had a protest committee ready, but right away it was easy to see that protests weren’t going to be part of the weekend. We were there to compete and nobody was cutting anyone slack, but there were more smiles.

It was just great to see friends, whether six feet away or across the water; and even if they tacked on us. Thank you for the compliment, friends. Life is good, even when it’s hard—and undoubtedly parts of this regatta were more challenging than usual. Nonetheless, a fabulous time was had in Anacortes. Next up in the party circuit is Round Orcas on June 20th, followed by Northern Century on August 14-16. PITCH finishes the series on Labor Day weekend. Come up and join us!

By Stephanie Campbell Photos courtesy of Arden Rathkopf

Corsair F-31 Son of Raven, J/111 Raku, and Baltic 39 Pangea line up off the start.

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Crossword and Trivia

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DID YOU KNOW?

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by Bryan Henry

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A pescevino is a wine that pairs with fish.

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A pescephobe is someone who dislikes or is afraid to eat fish.

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15 Toward the sky 16 Making a hole in the hull of a vessel to sink it deliberately 19 Sweep with binoculars 21 Puget, for one 22 Type of wind blowing from the sea to the land 23 Bring back to former condition 26 R on a Marine VHF radio 27 Leave 28 Banner or flag 29 Downward measurement, measured in fathoms

Fish and seafood account for about 16 percent of the animal protein consumed by the world’s population.

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Butterflyfish have long snouts for picking tiny prey from crevices in coral.

1 Expected response of a vessel to control mechanisms 2 Lowest deck of a ship 3 Rope leading to the side of the vessel 4 Approximating suffix 5 Observe 6 Motion of a vessel which causes the fore and aft ends to rise and fall 8 Arrange, 2 words 12 Turn the bow of a vessel into the wind, 2 words 13 Lengths of line used to form a ladder on a vessel 14 Rectangular staysails at the front of yachts 16 Moves swiftly, as clouds in the sky 17 Is able 18 Eyelet in the edge of a sail 19 Therefore 20 On a lower deck 21 Rise or move upward as a wave 24 Very very long time 25 ___maran 26 Regret

Solution on page 50

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A prominent item on menus in high-end restaurants and seafood markets is Chilean seabass, which is neither seabass nor Chilean but is simply a marketing term for the fish’s not so appealing real name—Patagonian toothfish. Ditto for orange roughy, a New Zealand fish whose real name is slimehead.

The world’s largest fishing boat is the Atlantic Dawn. It is 473 feet long and has nets the size of soccer fields.

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1 By the side of a ship or pier 7 Jibs, mizzens, etc.

9 Order to a crew to free a boat from being stuck in mud without damaging the hull, 2 words 10 America’s Cup competitor 11 Kind of penguin

A pescetarian is a person who supplements a vegetarian diet with fish.

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All goldfish are descended from the gibel carp of China. There are about 300 varieties, and some have sold for tens of thousands of dollars.

Genghis Khan killed his brother in an argument over a fish.

Dried cod was the fourth most valuable export from the American Colonies before the Revolution.

The nation’s first gold rush was prompted in 1799 in Cabarrus County, North Carolina, after twelve-year-old Conrad Reed found a 17-pound rock while fishing that was identified as gold.

Sigmund Freud’s first published scientific paper didn’t concern psychology but rather fish—“Observations on the Testes of the Eel”.

The clownfish is also known as the anemonefish.

By munching on coral and discarding it, some large parrotfish can produce more than 800 pounds of sand a year.

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CLASSIFIEDS Image by: Michael Schwarzenberger

GREAT SAILING SANTANA 27' 1971, 27' Santana Sloop – a GREAT, FAST and RESPONSIVE sail! Hull speed of 6.36kn, and PHRF racing average handicap of 201. Internally-mounted rudder and fixed-fin keel. 4' draft. Roller-furling head sail; double-reef mainsail; both in good condition. Sleeps 4-6; ice-box; alcohol-stove; head; 15-gallon fresh water & waste tanks. Moored in Friday Harbor. Contact (503) 780-8269 or pamelascurtis@msn.com. $5,000.

CT 41 KETCH-LIVEABOARD OR CRUISER Classic CT 41 KETCH (1974) Liveaboard on Multnomah Channel in Portland. Very comfortable ocean sailing vessel. Good fuel and drinking water capacity. Propane stove and very adequate galley. Lots of storage. FRP hull, Teak decking, 75 hp Volvo Penta diesel (low hours), Aluminum Masts, Windlass, shower, Radar, VHF, Five Sails. $32,000. Call Bob at (503) 309-3097 or AEALLC@Comcast.net

36' JOUET MOTORSAILOR Great sturdy, dry, NW cruiser with good visibility and light. Built in France 1983. Sailed to many places in NW and Mediterranean. Has berths for 6+. New Vetus diesel and rebuilt saildrive. Solar panels. New sail and wheel covers. GPS, VHF, Radar, DS. Cruising spinnaker. Newer dinghy w 2HP motor. Will sell outright or consider a 1/3 or 1/2 partnership. Elliot Bay Marina. $29,950.00 Scott (425) 802 4120.

1966 CAL-36 Cal-36 racy boat set for cruising, 3 cyl diesel, 2-8D batteries, 1000W inverter/charger, H&C presswater, LPG stove/oven & BBQ, LPG sniffer, 140 furling genoa, main w/2 reefs, E-Z jacks, S/L windlass, 35# Bruce w/150' chain & 200' 3/4 rode, Danforth stern anchor w/rode, autopilot, radar on swing mount, VHF & DSC & GPS, holding tank, diesel bulkhead heater, dodger (206) 409-0114. $19,900.

PASSPORT 40 1983 World Capable Cutter Rigged Passport 1983 Refurbished at $20K in 2018. Newer equipment: Heat exchanger, transmission, cutlass bearing, stove/ own, refrig/freeze, watermaker, autopilot, radar, water heater. Large sail inventory, icom hf, vhf, gps.

Located Orcas Island, Wa. $130,000 For more info call (360) 632-8896.

NEWPORT 33 1982 Isolate yourself on this gorgeous red hull with black canvas and full cockpit enclosure! Extensive sail inventory for racing. New depth/speed, lifelines, bottom paint. Live aboard ready with minor upgrades. Has refrigeration, heat, radar. Solid Universal 25 HP diesel. $22,500 More info/photos at bainbridgepropertysales.com/boat On Bainbridge: David (206) 714-4300 davidparker@windermere.com

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APEX 11’ RIGID INFLATABLE Like new condition. APEX 11" rigid inflatable boat, fiberglass hull, 20 HP Tohatsu Outboard w/power trim, GARMIN chart plotter/fish finder, full boat cover, EZ load trailer. Located in Longview, WA $8,500. Contact Bob for more info: (360) 636-3988.

1994 16' POULSBO 16’ Poulsbo boat with trailer. Epoxy/glass over cedar strip. Beta marine diesel 13.5 hp. Interior and engine installation professionally done. About 150 hours on engine, wintered in garage. $12,000. Contact Erica: erica.pickett@comcast.net or (360) 293-6264.

THE PERFECT CRUISING SAILORS PACKAGE 1993 Pacific Seacraft 34, with full offshore setup located in the best condominium moorage in Anacortes. Live-aboard moorage included in price.

Call or email for more information: wassail34@aol.com (360) 298-8416. $320,000.

RESTORED THUNDERBIRD Over $50,000 invested. Amazing fiberglass hull # 1002, Thunderbird sailboat. This boat is set up to race and cruise and has everything restored and brand new. It was completely restored in 2017. Originally Built in 1972. Brand new full set of Ullman Sails (Spinnaker and Jib never used). New wiring and electronics package.

New paint and hardware throughout the vessel. $13,995. tracy@anchorbaymtg.com

1995 NONSUCH 26 SAILBOAT 1995 Hinterhoeller Nonsuch 26' Classic with freestanding carbon fiber mast. North Spectra racing sail, dodger with handles and other extras. Located on Lake Coeur d’Alene in Idaho. Yanmar 2GM-2-cylinder diesel engine, well maintained. Two cabins sleep 4 comfortably. More details on request. $35,000. upwindsailor@comcast.net / (509) 993-1732.

ARGONAUT II With her unique hull design, beautiful varnished teak wheelhouse, and fascinating history, Argonaut II attracts attention wherever she cruises. Built in 1922 in Vancouver BC this beautiful classic custom-built wooden yacht is a joy to cruise and a wonderful live aboard.

The 1940 Gardner diesel engine cruises comfortably at 7.5 knots. $175,000. For more information: www.argonaut2.com chris.hec@gmail.com

SOLID TEAK CLASSIC! CUSTOM BUILT ‘63 CHEOY LEE ROBB! 36' long/10' beam. Teak hull and ribs. Full keel draws 4'10". 200 hrs on Universal 35B diesel/prop/shaft. New standing/running rigging, Lewmar mast winches, Wallas Diesel stove/heater-in 8/2018. Dinghy w/new Honda motor. Owned since 2000. Well cared for! Will consider partial trade for 40-42’ boat! Moored in Gig Harbor, WA $34,900. Conatct: GDunlap@DiamondGroupPro.com

1996 VANCOUVER 42 Professionally built cold molded hull. Heavily built for offshore cruising, but would be a beautiful live aboard vessel, fully insulated. Sails in excellent condition, roller furled headsails. S.S. keel, all tankage in stainless.

Excellent 2019 survey, haul out 2020, ablative antifouling and zincs. Will consider smaller boat as part payment. $36,900. Doug (250) 746-5257.

CAL 31 SAIL “The Lapworth designed Cal 31 was one of the best designed and better executed 31-footers…Her interior is remarkable…[feels like] a 40-foot interior.” Home waters for this sail #73 (1979) was in So. Cal for 30 years, now Port Townsend. New dodger & cockpit canopy.

Refreshed brightwork. AIS, radio, etc. See Craigslist for more details. Leslie@roubalmapping.com. $18,000.

18 FOOT CAPE COD CATBOAT Sanderling model, built by Marshall Marine in 1966. LOA 18'2". Beam 8'6". Draft 19" board up & 44" board down.

Sail Area 253 square feet. Displacement 2200 lbs.

Ballast 500 lbs. Gaff Rig. 2014 5HP Mercury Outboard. $10,000. Email: anthony.john.wilson@gmail.com

TRINE W9 - RARE CLASSIC WOODEN RACER/CRUISER Built in 1941, Trine has been fully restored, upgraded with modern equipment and lovingly maintained since relaunched in 2008. Showcased in the Norwegian American www.norwegianamerican.com/boats-arealive/ Now available to the discerning sailor who doesn’t mind people interrupting to say “She is the prettiest boat in the harbor”. Email geoboggs@gmail.com for description and inventory. $86,500.

34' TOLLYCRAFT TRICABIN Twin gas engine, Kohler 7.3 KW genset, bow thruster, Hide-a-Davit dinghy lift, Portland Pudgy dinghy w sail kit, Garmin 12" chart plotter + auto pilot. New windows all around, teak and holly floors in aft and main cabins.

Continually maintained and upgraded for last 18 yrs.

Located in Olympia WA. $45,000. For more information call (360) 636-3988.

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BOATS FOR SALE

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(360) 371-0440 • semiahmoomarina.com Email calla@48north.com 1967 ISLANDER 21’ Complete refit/refurbish 2010. New Honda 5 2019 (2hrs). Roomy V-birth and nice little cabin w/ galley.

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Cal 2-29 Cruising Sailboat The Cal 2-29 is both comfortable and stable while being relatively quick, but with upgrades to make her more comfortable for cruisuing.

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WESTSAIL 32 New engine, tanks, sails, head, roller furling. Many extras. $45,000.00 For more info call (206) 290-9660.

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

In town rental slips w/security gates, mini storage, full service boat yard, fuel dock & pump out on site.

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CHARTER

Full service rig shop serving the Puget Sound

6327 Seaview Ave NW Seattle, WA 98107

Cliff Hennen - (206) 718-5582

Phone (206) 789-7350 Fax (206) 789-6392 www.evergreenrigging.com - (360) 207-5016 email jen@48north.com

32' Kloshie Bay Trawler Yacht - $65,000 CLUBS

Professionally built on Vancouver Island in 1986, Kloshie Bay was the personal boat for the founding family of a tugboat and timber company. She is heavily built in oak and fir, modeled after North Sea fishing boats and West Coast workboats. Her custom design reflects the workmanlike attitudes of her owners in terms of durability and ease of maintenance to her systems.

(360) 503-8874 kris@nwmaritime.org 48º NORTH

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

V E SS E L M OV I N G

1.5too inchbig, =$60/month No ocean no trip too small, Classified no shipBusiness too large, no mast ad too tall, Marchweissue sail 2016 or power, movePROOF them all!!!

When you are ready, give us a call.

Professional service since 1967.

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FREE unlimited day sailing on the club boats.

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

206-782-5100 www.seattlesailing.com info@seattlesailing.com 7001 Seaview Ave NW Suite 130 (Shilshole Bay Marina in Port of Seattle Building)

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CLUBS 1945

MARINE EQUIPMENT EQUIPMENT MARINE 2020

The Best Racing in the Northwest • On the Lake or Sound • Active Cruising • Reciprocal Rights Corinthian Yacht Club of Seattle 7755 Seaview Ave. NW, Seattle, WA 98117 Phone (206) 789-1919 for information www.cycseattle.org

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

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

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

KEEPS MATTRESSES CLEAN & SANITARY–ALWAYS STAYS TUCKED

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CHEAPER THAN CUSTOM SHEETS–FORM FITS ANY MATTRESS

2442 NW Market St. #94, Seattle, WA 98107 “Established in Ballard since 1976” $90 Annual Dues - Reciprocal Moorages High quality sailing at the lowest cost For more info call Mike at (206) 265-9459

MOORAGE INSTRUCTION

social distancing

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

Imagine yourself cycling

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out over the water with a

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self propelled pedal propeller drive, or a

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

free enterprises pedal powered hydrofoil www.freeenterprises.net/selfpropelled

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CLUBS CROSSWORD SOLUTION

Tethys

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Offshore Sailing for Women

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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

“HANA HOU” Fast and sleek cruiser with new electronics, new main and jib, new sail covers, dodger and bimini as well as many upgrades.

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31' HALLBERG-RASSY ’01 ���������������������� $119,900

“SUDESTADA” This boat has benefitted from two exceptional owners who have left no stone unturned in out fit ting and maintenance. She is ready to head offshore!

38' PEARSON INVICTA II ’66 ���������� $75,000 “JIGGER” Rejuvenated classic. New Yanmar engine, new standing rigging, custom companionway, interior upgrades.

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' YOUNG SUN BLUEWATER ’86 ���� $63,500 “DULCE VIDA” Given loving care for more than 20 years. Enjoy having this sweetheart vessel as your own.

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5 3' J BOAT S J160 ’97 ��������������������� $399,500

44' NORSEMAN 447 ’84 �������������� $169,500 “MANDARIN” A great cruising vessel with ample storage for liveaboard or blue water crossings in comfort. In Monterey.

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“AVENIR” Absolutely beautiful vessel. Constantly maintained to exceptional standards. Major refit in 20 08. Successfully cruised by two.

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63' MASON ‘82 ���� $249,000

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32' ERICSON 32 ’72 �������������������� $18,900 “QUERIDA” Constantly upgraded including diesel engine, total rewiring, all ports replaced and all new canvas covers.

30' FREEDOM 30 ’86 ������������������� $33,500 “ELAN” Ideal short-handed sailing vessel.

Meticulously updated and maintained. This one is a must see!

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quality yachts from swiftsureyachts.com Le rêve is proof Le rêve • $379,000 2017 Beneteau Oceanis 45 positive that a

modern cruiser, loaded with amenities, can be both a luxurious cruiser and a race winner. This 2017 Beneteau Oceanis 45 was purchased and outfitted as a Pacific Northwest cruiser with all the meaningful upgrades. The Beneteau Oceanis series makes a superb cruising platform with abundant interior and deck room, a huge drop-down stern platform and an arch to keep the cockpit clear.

The owner, however, also had an eye on racing, so gave her a competitive North Sails wardrobe plus a carbon spinnaker pole. The result is proof that a modern cruiser with powerful aft sections that provide both extraordinary room and sailing performance, works. In keeping with the way she was originally outfitted, Le rêve has been maintained to an exacting standard. The owner has shifted his focus to national level one design racing.

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Perry Eden 50 • 1998 • $399,000

Outbound 46 • 2011 • $499,000

Tayana 48 • 2001 • $315,000

Morris 45 • 2000 • $499,000

Baltic 50 • 1999 • $475,000

Outremer 55 Light • 2002 • $375,000

Able Apogee 51 • 2000 • $375,000

Waterline 48 • 1997 • $335,000

Valiant 50 • 2001 • $325,000

Waterline Frers Simonis Hylas C&C Custom Chris White Atlantic Garcia Exploration Island Gypsy Fox Nauticat Beneteau Oceanis Sceptre Jeanneau Sun Odyssey

1997 1978 2001 1994 1973 2010 2015 1983 2006 1983 2009 1986 1999

$295,000 $325,000 $495,000 $350,000 $217,000 $565,000 $549,000 Inquire $139,000 $139,000 $133,900 $135,000 $112,500

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Beneteau Oceanis 390 Valiant Grand Bank East Bay 38 HX C&C 115 Islander Ralph Stanley Sweden Jeanneau 349 Back Cove J/100 Ranger Tug SC Herreschoff Herreschoff 12½

NEW SAILING YACHTS FOR WORLD CRUISING

1989 1997 2000 2007 1974 1967 1985 2016 2008 2005 2017 2005 2007

$59,900 $169,000 $209,000 $169,900 $42,000 $25,000 $75,000 $159,000 $249,900 $85,000 $129,000 $55,000 $36,000

FIVE LOCATIONS TO SERVE WEST COAST YACHTSMEN Seattle (Main Office) Sidney, BC

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37' BENETEAU 2012

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

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

50' Herreshoff Caribbean 50 Ketch 1977

44' Spencer 1330 1979

44' Kelly Peterson 1975

41' Ericson 1968

40' Mariner Ketch 1978

38' Ingrid Ketch 1978

37' Beneteau 2012

35' Ta Shing Baba 1979

34' Catalina 1986

33' Wauquiez Gladiator 1983

32' C&C 1980

31' Cape George Cutter 1981

72' Monk McQueen 1977

46' Nielson Trawler 1981

39' Mainship 2000

37' Lord Nelson Victory Tug 1983

34' PDQ Catamaran 2003

34' Pursuit 3400 Express 2000

30' Osprey Long Cabin 2002

26' Cascade Nor’easter Lobster 2002

26' Nordic Tug 1982

26' Nordic Tug 1981

26' Tollycraft 1979

24' Maxum 1995

(360) 299-2526 • www.west-yachts.com

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MARINE SERVICENTER MARINE SERVICENTER Serving Northwest Boaters since 1977 Serving ServingNorthwest NorthwestBoaters Boaterssince since1977 1977

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45'Jeanneau Jeanneau SODS ’06..........$199,500 45' SO ’06..........$199,500 42' SK 42 Pilothouse ’06.......$124,500 45' 45 ’08........$250,000

44' Bruce Roberts 44 ‘80........... .......... $65,000 44' ‘80. $65,000 41'Bruce IslandRoberts Packet Cruiser ’07$299,000 44' Jeanneau 44i44 ’11 ���������� $194,500

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49'Trans TransPac Pac49 49’86.............$169,000 ’86.............$169,000 49' 44' Bruce Roberts 44 ‘80. .......... $65,000 47' Bowman 47 ’97.............$175,000

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35'Trident Trident Voyager ’78..........$59,500 35' Voyager ’78..........$59,500 37' Swan 371 33' Hunter 33‘81...................$59,500 ’11..................$99,900

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38' HansChristian Christian MK ’80.....$72,000 41' & Crouch ‘63....$69,500 35'Burnham Trident Voyager ’78..........$59,500 38' Hans MK ’80.....$72,000

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44'Spencer Spencer 44‘73................$40,000 ‘73.............$40,000 44' Spencer 44 ‘73.............$40,000 44' 44 38' Hans Christian MK ’80.....$72,000

49' Jeanneau SO 49 ’05...........$284,500 49' SO 49 ’05...........$284,500 45'Jeanneau Jeanneau SO 49' Jeanneau SO 49’06..........$199,500 ’05...........$274,500

62'Lagoon Lagoon620 620‘20...................SOLD ‘20.....Arriving SOLD 62' 58' Jeanneau Yacht ‘18..............SOLD 61' C&C ‘72.............................

SOLD 50' Jeanneau 50 DS ‘11...Sale Pending Quality Listings Wanted.

58' ‘18..............SOLD 49'Jeanneau JeanneauYacht 49p ‘07 .........$349,500 49'Jeanneau JeanneauYacht 490 ‘15..............SOLD '19....Sale Pending 53' We Get Results!

46'Lagoon Jeanneau ’15................SOLD 50' 500469 ‘12 ������������������SOLD 46' Lagoon 46 ‘20.......Arriving SOLD 49'Island Jeanneau 49p ‘07..........$349,500 41' Island Packet Cruiser ’07$299,000 42'SK SK42 42Pilothouse Pilothouse’06.......$124,500 ’06.......$124,500 41' 43' Wauquiez Amphitrite ’84 $132,500 $132,500 42' Packet Cruiser ’07$299,000 43' ’84 42' SK 42 Pilothouse ’06.......$124,500 37'Wauquiez Swan 371Amphitrite ‘81...................$69,000 45' Jeanneau 45 DS ’08............SOLD 49' Jeanneau 490p‘20.....Arriving ‘21..Arriving SOLD 44' Bruce Roberts PH ‘93 .....$38,500 62' Lagoon 620 SOLD 62' Lagoon 620 ‘20.....Arriving SOLD 46' 46Yacht ‘20 ��������������������SOLD 44'Lagoon Jeanneau 440 ‘20.................SOLD 58' Jeanneau Yacht ‘18..............SOLD 58' Jeanneau ‘18..............SOLD 41'Bruce Jeanneau 410 ‘20 2 Arriving SOLD 50' Jeanneau 50DS DS ‘11...Sale Pending QualityListings ListingsWanted.

Wanted.

44' Roberts ‘80.....Sale Pending 50' Jeanneau 50 ‘11...Sale Pending Quality 41' Passport 41 ‘89....................SOLD 49'Bruce Jeanneau 49p ‘07.........$349,500 .........$349,500 49' Jeanneau 49p ‘07 44’ Roberts PH ‘93......$38,500 41' Burnham & Crouch '63....$69,500 49'Jeanneau Jeanneau490 490'19....Sale '19....SalePending Pending WeGet GetResults!

Results!

49' We 44' Jeanneau 440 ‘20 ���� Sale Pending 40' Beneteau 40 ’11..................SOLD 46'Jeanneau Jeanneau469 469 ’15................SOLD 46' ’15................SOLD 43' Jeanneau 43‘20.......Arriving DS ‘05 � Sale Pending 40' J/40 ‘90...............................SOLD 46' Lagoon 46 SOLD 46' Lagoon 46 ‘20.......Arriving SOLD 40'Jeanneau Jeanneau 409 ‘13................SOLD ‘20 ������������6 SOLD 37'Catalina Swan371 ‘81...................$69,000 33' 45' Jeanneau410 45DS DS ’08............SOLD 38'Wauquiez Hans Christian MK ’80.....$72,000 Gladiateur ’81...$35,000 41' 34' 34‘81...................$69,000 ’86..................$22,500 40' J/120 ’371 01......................$154,500 37' Swan 45' Jeanneau 45 ’08............SOLD 40'Jeanneau Lagoon 40 44' Bruce Roberts PH‘93 ‘93 .....$38,500 41’ 410‘19....................SOLD ‘20 ���� Sale Pending 44' Bruce Roberts PH .....$38,500 40'Jeanneau Nauticat 440 PH ‘85 ............ .....SOLD 44' Jeanneau 440’07 �����������������SOLD ‘20.................SOLD 44' ‘20.................SOLD 41' Island Packet 39'Jeanneau Jeanneau410 39i‘20 ‘07/‘08........2 SOLD 41' Jeanneau 410 ‘20 ArrivingSOLD SOLD 41' 22Arriving 40' SO 40.3 ‘07 ���Sale Pending 38' Jeanneau 389 ‘20...Arriving SOLD 41'Jeanneau Passport 41 ‘89....................SOLD 41' Passport 41 ‘89....................SOLD 38' Island Packet 380 ‘00...........SOLD 40' Lagoon 40 ‘19....................SOLD 41'Burnham Burnham&&Crouch Crouch'63....$69,500 '63....$69,500 41' 37' Island Packet 370 ‘08..........SOLD 40'Beneteau Beneteau 40’11..................SOLD ’11..................SOLD 38' Island Packet 38 ‘92 ������������SOLD 40' 40 34' Jeanneau 349 ‘20... ..............SOLD 40' J/40 ‘90...............................SOLD 40' Jeanneau J/40 ‘90...............................SOLD 38' 389 ‘20................SOLD 34'Jeanneau KMV Grambling ‘74........$24,900 40' Jeanneau 409‘13................SOLD ‘13................SOLD 40' 409 33' Wauquiez Gladiateur ’81...$35,000 37' 34' Catalina 34 ’86..................$22,500 36' Bavaria 36 ‘03 ���������������� $83,900 33' Hanse 371 ’01 ��������������������SOLD Gladiateur ’81...$35,000 34' ’86..................$22,500 35'Wauquiez TridentSB3 Voyager ’78..........$59,500 29' Island Packet ’91.................SOLD 33'Catalina Nauticat34 MS ‘85................$79,900 20' Laser ‘08.................. $19,500 40' Lagoon 40 ‘19....................SOLD 40' Lagoon 40 ‘19....................SOLD 37' Packet 370 '08..........SOLD 40'Island Nauticat PH‘85 ‘85............ ............ .....SOLD 40' Nauticat PH .....SOLD 37' ’02............SOLD 39'Jeanneau JeanneauSO 39i37 ‘07/‘08........2 SOLD 39' Jeanneau 39i ‘07/‘08........2 SOLD 38'Catalina Jeanneau34 389 ‘20...Arriving SOLD 34' ’86 ���������Sale Pending 38' Jeanneau 389 ‘20...Arriving SOLD 38'Island IslandPacket Packet 380 ‘00...........SOLD 38' ‘00...........SOLD 34' Jeanneau 349380 ‘20.............4 SOLD 37'Island IslandPacket Packet370 370‘08..........SOLD ‘08..........SOLD 37' 34' KMV Grambling ‘74 �������$22,500 34' Jeanneau 349 ‘20... ..............SOLD Dan Krier Tim Jorgeson 34' JeffJeanneau Carson 349Jim Rard Patrick Harrigan ‘20... ..............SOLD 33' 33 ‘11 ���������������������SOLD 34'Hunter KMVGrambling Grambling ‘74........$24,900 34' KMV ‘74........$24,900 ‘08... . ...............

33' Wauquiez Gladiateur ’81...$35,000 29' Island Packet ’91.................SOLD 33' Nauticat MS ‘85................$79,900 20' Laser SB3 ‘08.. ................ $19,500 33' C&C 99 ‘05.........................SOLD 29' Island Packet ’91.................SOLD 33' Nauticat MS ‘85................$79,900 20' Laser SB3 ‘08.................. $19,500

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Seattle Sales Office 206.323.2405

46' Hunter460 460 ’01 .............$160,000 46' ’01 43'Hunter Wauquiez Amphitrite ’84 $132,500 45' Jeanneau SO 45.............$160,000 ’06........$199,500

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36'X-Yachts Bavaria 36 ’02................$93,500 36' Bavaria 36 ’02................$93,500 38' 38 ’96............$63,500 33' C&C 99IMX ’05....................$82,000

51'Trans AldenPac Skye ‘80.............$129,500 51' Alden Skye 46' Hunter 460 ’01 .............$160,000 49' 49‘80.............$129,500 ’86.............$149,000

47' Vagabond Ketch ‘83......$184,000 47' Vagabond Ketch ‘83......$184,000 44' Spencer 44 ‘73.............$40,000 45' Hunter 450 Passage CC ’98..$139,500

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40' Passport 40DS ’84.............$149,900 41' ’14.........$225,400 36'Jeanneau Bavaria41 36 ’02................$93,500 40' Passport 40 ’84.............$149,900

53' Jeanneau Yacht 53‘83......$184,000 ’15....$389,500 53' Yacht 53 ’15....$389,500 47'Jeanneau Vagabond Ketch 51' Alden Skye ‘80.............$129,500

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44' Nauticat MS’80............$185,000 ’80...........$185,000 ...........$185,000 44' Nauticat MS ’80 44' 40'Nauticat PassportMS 40 ’84.............$149,900

2020 Island Packet 42 Motor Sailer SAVE $70,000 2020Jeanneau Jeanneau349 349#74880: #74880:$192,490 $192,490---SAVE SAVE$14,482 $14,482 2021 2020 Island Packet Motor Sailer ::SAVE $70,000 2020 SAVE $14,482 Island Packet 4242 Motor Sailer : SAVE $70,000 2021 Jeanneau #74883: 49' Trans Pac 49 ’86.............$169,000 51' Alden Skye ‘80.............$129,500 49' Jeanneau SO 49 ’05...........$284,500

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47'Vagabond Bowman47 47’97.............$215,000 ’97.............$215,000 47' Bowman 44' Nauticat MS ’80‘83......$184,000 ...........$185,000 47' Ketch

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53' Jeanneau Yacht 53 ’15....$389,500

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61' C&C ‘72Cyclades .......................$153,900 61' C&C ‘72 .......................$153,900 47'Beneteau Bowman 47 ’97.............$215,000 51' ‘06 ���������$199,500

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2020 Jeanneau 490 #73974: $524,869 SAVE $29,702 2020 Jeanneau 490 2021 Jeanneau 410#73974: #74884:$524,869 $338,347---SAVE SAVE$29,702 $14,550 61' C&C ‘72 .......................$153,900

2020 Jeanneau 349 #74880: $192,490 - SAVE $14,482

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2020 Jeanneau 490 #73974: $524,869 - SAVE $29,702

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33'Hunter C&C99 99 ’05....................$82,000 34' 34’05....................$82,000 ‘84..................$29,000 33' C&C

33' Nauticat MS’11..................$99,900 ‘85................$79,900 33'Hunter Hunter33 33 ’11..................$99,900 33'

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