June 2020 48° North

32 RESTARTING BOATING SEASON 36 C RUISING GENEROSITY

JUNE 2020

40 A BOAT, LOST & FOUND

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1998 J/120 $155,000

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2020

JUNE 2020

FEATURES 28 My Boat: Small World, a Westsail 42

This sturdy sailor is the first boat for cruisers, Craig and Krystle.

By Craig McMaster

48º NORTH

Stories of the partial-but-joyous reopening of day-use boating.

By Joe Cline

36 Cruising Generosity

The kindness of strangers makes cruising special.

By Andy Cross

40 A Boat, Lost and Found

A Midwest sailor is reunited with his father’s boat on Vashon.

By David Egger

COLUMNS 21 Artist’s View – Secrets of the Salish Sea

Tube-dwelling Anemone: these animals build their own homes.

By Larry Eifert

22 Three Sheets Northwest

Cruising in place until further notice.

By Marty McOmber

24 Lessons Learned Cruising

Cruising in the 2020 Salish Summer.

By Behan and Jamie Gifford

26 How-to: Cam Cleats and Clutches

Recognizable to most any sailor, how do their functions differ?

By Alex Wilken

RACING 42 Racing Rules with Charlie Macaulay What does it mean to keep clear?

By Charlie Macaulay

44 Unsanctioned and Socially-Distanced

Victoria’s grassroots single-handed and family-only series.

By Don Sargent

46 Prepare to Win

Consistency on the race course begins with preparation.

By Peter Nelson

Background Photo courtesy of Joe Cline.

CONTENTS

32 Restarting Boating Season

ON THE COVER, The Vancouver-based Valiant 40, Erramus, sails outside of Victoria, British Columbia, sharing the water with Victoria’s grassroots single-handed/family-only casual racing event.

Photo by Andrew Madding.

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06

Editor RESTARTING BOATING

Volume XXXX, Number 10, June 2020

Sailboat racers, especially those who sail Puget Sound, are familiar with the notion of a “restart.” In these circumstances, convergence zones, wind holes, or other unsteady conditions consolidate a formerly-spread-out fleet into a cluster of boats making little, zero, or negative progress in one area of a course. After some time (often an excruciating amount), a zephyr touches down and moves one or two boats ahead in slow motion. Before you know it, the fleet is once again moving and spreading out across the race course.

Restart situations don’t come around because conditions are ideal. When it is blowing dogs off chains or we’re enjoying champagne sailing conditions in a warm summer thermal, you’ll be hard-pressed to find a restart.

However, when it’s white-knuckle sailing for the wrong reasons—light and fluky breeze, the dreaded “variable” forecast, or when fast-moving cells bring cycles of wind and rain—restarts are a part of the game.

The thing about a restart in racing is that those who went into it looking strong don’t often come out of it on the path to glory. By its very name, it is an equalizer; an opportunity for lead changes and for some to go zeroto-hero and vice versa. Restarts are as trying and tedious as anything in sailboat racing. Uncertainty abounds, and it is genuinely difficult to know whether anything you’re desperately trying on your boat is making any difference whatsoever. Yet, persistence and patience will always deliver, and the payoff seems to be found most frequently by those who stay focused and attentive to the task at hand.

So yes, we’ve been in a kind of “restart” on and off the water. We’re in this situation because things have not been optimal, and we’re feeling for our friends who are experiencing the worst of this. Even for those least affected, it has been difficult.

By now, we are all starting to see a little wind on the water. Our stalemate is breaking, and many of us have the opportunity to move again, albeit slowly.

It feels important to remember that—just as with a race restart—we won’t all come out of this on the same footing. Some will be heeling in that new breeze, blissfully making miles toward their destination. Others will be frustratingly stuck in the wind hole for a while longer.

Whether you’re enjoying some of those enviable early-summer trips out on your boat or sheltering in place until further notice, we’re sending you our best and keeping fingers crossed that a steady breeze settles in so all of us may happily make way once again. In the meantime, I hope you’ll boat safely, respectfully, and joyfully; keeping in mind just how lucky we are that our passion is available to us, even in comparatively small bites.

I’ll see you on the water,

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.

SUBSCRIPTIONS NEW Subscription Options for 2020! $39/Year For The Magazine $75/Year For Premium Subscription (perks!)

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

Prices may vary for international or first class.

Proud members:

Joe Cline Managing Editor 48° North 48º NORTH

6327 Seaview Ave. NW Seattle, WA 98107 (206) 789-7350, fax (206) 789-6392 www.48north.com

6

JUNE 2020

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N O R T©H JUNE 2020 7

OPEN

8

Letters What Some Yacht Clubs Have Done to Bridge the Gap

Dear Joe, During these extraordinary times, some people in the boating community have come up with unique ways to bridge the gap until they can all be back together on the water again.

Seattle Singles Yacht Club is one of these yacht clubs that has found ways to stay connected to each other off the water.

SSYC members have decided now is a good time to become better boaters and even better friends. On Mondays, you will find thirty or so of us winding our way through a Virtual Boating Trivia game, led by our Commodore. It is specifically designed to increase the club’s nautical knowledge. To feel more connected to boating and each other, we also share “sea stories” from past adventures and recent news about our lives.

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On Fridays, we toast each other in a weekly virtual Happy Hour, where the free-for-all atmosphere and technical difficulties lead to conversations ranging from interesting to hilarious, all creating deeper connections. The ladies of the SSYC also do a weekly women’s-only Virtual Happy Hour of our own, where we can discuss issues unique to the ladies.

Ro Berkley, the club’s Happy Hour chair, helped put the community dynamic into context, “Our club is unique in that we are single and 25% of us own boats, and the balance of the club acts as crew.” Similar to all of us as individuals, SSYC has been through some other extraordinary times—the Great Recession, 9/11, and of course lots of boating adventures.

As the skippers prep their boats and go through their solo shakedown cruises in advance of the 2020 boating season, the club reminisces on their many hours of happy days gone by and the good times still ahead. Past or future, it’s the amazing friends we have made that make it so special. We look forward to getting back on the water with some new nautical knowledge and even stronger relationships with one another.

Be well!

Georgia Selfridge and Catherine Lenox Seattle Singles Yacht Club

48º NORTH

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JUNE 2020

Remembering Doug Fryer

Editor’s note: Andy Schwenk shared these thoughts in light of the passing of his friend—sailing legend Doug Fryer—on April 17, 2020. We used this as a forward when recently republishing Andy’s biographical article about Doug that ran in our February 2019 issue. Sail on, Doug, you will be missed.

Dear Joe and Pacific Northwest Sailing Community,

BOOK YOUR LATE SUMMER DAYS IN THE SAN JUANS!

From the moment I met Doug Fryer in Victoria at the start of the 1984 Vic-Maui race, we became fast friends. As the years went by and my father passed, Doug and men like him played an important role in my life. His ability to see simple truths and the beauty we sailors understand is unmatched.

Here I am delivering a boat north out of California as Doug did aboard Adventuress in the late 1950s. Differences are many. He was a teenager, and endured winter weather, gales, flooded berths, and the like. The sails were carried away early on and they never shut down the engine. Now, I write this aboard a vessel with gadgets he likely never dreamed of— an alphabet soup of GPS, EPIRB, AIS, DSC, and the like. Doug spotted Cape Flattery and, as the sole occupant still standing, brought her home safe. Of course, all of us wish the same for every mariner.

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Doug was one of a kind. I sailed with him aboard Night Runner waist-deep in white water through Race Rocks as the 1.5oz spinnaker blew up. Doug directed me forward with the 2.2oz with wire luffs. Soon, we were back underway and headed for victory.

Doug had a clan that followed him. A crew jacket was his armor, always black, always salt-stained with equal parts sweat and seawater. Captain Fryer was at the helm in a courtroom, in a yacht club or social gathering, and certainly aboard his beloved Night Runner. Pour yourself a spot of Lemon Hart 151 rum, a touch of honey, and a splash of hot water from a battered teapot. Take your time. Tell your crew how special they are to you and how lucky each one of us is. Put your hand on the galley rail and thank the designer and builder for bringing the clan in safe. That was Doug’s way. ~ Andy Schwenk

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JUNE 2020

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low tides >> News & Events THE 13TH COAST GUARD DISTRICT INTRODUCES i911 TO ASSIST MARINERS IN DISTRESS IN THE PACIFIC NORTHWEST Across Washington and Oregon, mariners can provide vital location information to Coast Guard rescue crews from their smartphones without having to download an application. In addition to common life-saving devices known to mariners, such as Electronic Position Indicating Radio Beacons (EPIRB’s) and VHF radios, the Coast Guard now has the i911 system as an additional tool to provide lifesaving information from a mariner’s cell phone.

The i911 system is a free service developed by Callyo Incorporated. It provides fast and accurate location data to the Coast Guard in a simple web-based interface. If a mariner has recently or is actively connected to a cell-tower, the user’s smartphone could provide Global Positioning System information—potentially up to 20-nautical miles offshore.

The Coast Guard has the ability to send a text message to the mariner’s cell phone requesting permission to access the GPS location information. All the mariner needs to do is enable location information in their smartphone settings and click the link provided in the text message. The Coast Guard can then utilize the provided positions to direct search assets to the mariner’s location.

This new technology is highly effective, but mariners are advised that i911 should not replace channel-16 on standard VHF radios.

“While VHF radio remains the most reliable form of distress communication, this tool gives the Coast Guard another avenue to rapidly locate mariners in distress utilizing smartphone

technology,” said Lt. Cmdr. Colin Boyle, the 13th District’s command center chief. “In addition, the location sharing feature is only utilized during an active search and rescue case and can be turned off by the mariner at any time.”

This tool is readily available to first responder agencies across the country, including the Coast Guard. The Coast Guard ran a pilot program from May – November 2019, in which the new application was instrumental to resolving several search and rescue cases in the New England region. It has been authorized for Coast Guard command centers across the entire country as of March 20, 2020.

For any questions regarding i911 please visit their website at www.i911.zendesk.com

OIYC ROUND ORCAS RACE IS HAPPENING, WITH CHANGES

ANACORTES BOAT & YACHT SHOW CANCELED The Anacortes Boat and Yacht Show­—originally scheduled as an in-person, in-water show for June 25-28—has been canceled. However, at press time, the Northwest Marine Trade Association (NMTA) and the Anacortes Chamber of Commerce were planning a virtual, live event to take its place; one that would not only showcase boats but also connect dealers, brokers, and boaters in real time, for a live interactive experience. For more details, keep an eye on: www.anacortesboatandyachtshow.com and www.48north.com

June 20, 2020 While racing has been effectively closed this spring, Orcas Island Yacht Club will run this special race with a few alterations. This year, Round Orcas will be a pursuit race to help ensure social distancing on the start line. Fleets are shorthanded (single or double-handed) and household (3+ from the same household).

If Washington state (or San Juan County) moves to Phase 2 of Reopening, which allows groups up to five people, by early June—the household division may be opened to mixed crews. No social is planned for after racing and the awards ceremony will be on Zoom with awards mailed after the race.

For more info and registration: www.oiyc.org/Sailing/race_book/RoundOrcas/roundorcas

48º NORTH

OPEN FOR BOATING WEBSITE LAUNCHED Meanwhile, on May 13, NMTA launched openforboating.com with resources to help boaters find the latest information about boating and fishing during Covid-19 restrictions. www.openforboating.com

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JUNE 2020

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JUNE 2020

low tides >> In the Biz ALLISON LEHMAN JOINS SWIFTSURE YACHTS, NEW PRESENCE ON SAN FRANCISCO BAY Allison Lehman has joined the Swiftsure Yachts team, giving the Seattle-based yacht brokerage a full-time presence in the San Francisco Bay area.

“We couldn’t be happier that Allison is officially joining our team,” Swiftsure partner Ryan Helling explains. “We have collaborated with her over the years on a number of sales and have always felt that she would be a good addition to our team.”

Lehman has been a broker in the Bay area for 23 years, working with both sail and power boats. During that time, she co-founded Golden Gate Yacht Sales. Lehman’s love for sailing

is purely organic, discovering the joy of sailing while racing on the Bay and then restoring and cruising her own Islander 28.

She became a yacht broker shortly after purchasing her boat.

“Here was a job where I could interact with people on a daily basis about a product that I felt passionate about. Yacht sales turned out to be my perfect job.”

Lehman has sold boats and sailed all over the world, including Turkey, New Zealand, Fiji, Tahiti, Hawaii, Mexico, England, Grenadines and New England. Lehman and her husband cruised their Sabre 426 on the West Coast from the Broughtons in British Columbia to the Sea of Cortez and back.

“Allison is...an experienced offshore sailor dedicated to finding the right boat for clients,” Helling continued. ”This also enhances our presence on the Bay. We find a lot of Bay area customers looking to Seattle for excellent yachts and vice versa.” www.swiftsureyachts.com

SIGNATURE YACHTS WELCOMES DAN O’CONNELL TO THE TEAM

COUNCIL OF BC YACHT CLUBS AND BC MARINE PARKS FOREVER SOCIETY INVITE BOATERS TO EXPERIENCE SERVICES AT THEIR NEW WEBSITES While movement is presently restricted, hopes remain strong that international cruising will soon be available to boaters all over the region.

In the mean time, two time honored associations in British Columbia— Council of BC Yacht Clubs and its subsidiary, BC Marine Parks Forever Society —have launched new websites to serve boaters that may visit the BC cruising grounds sometime in the future. With new content, links, and rich information for boaters, these new sites will serve local and cruisers visting from afar. Did you know that recreational boating contributes over $2.3 billion to the BC economy?

Through its member clubs, the Council of BC Yacht Clubs advocates for all recreational boaters in British Columbia. Since 1990, its subsidiary, the BC Marine Parks Forever Society has donated over $2 million to BC Parks for Marine parks. www.cbcyachtclubs.ca www.bcmpfs.ca

48º NORTH

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Dan and his wife, Denise, moved from Winter Park, Colorado, where he has been building custom homes, skiing professionally, and raising their two children. Dan has hands-on sailing experience having grown up on the lakes in Wisconsin and sailing on the high mountain lakes of Colorado. Dan has promised to bring his beloved E Scow Beth here for some fun.

“My goal was to become involved with the sailing community here and I could not have achieved that in any better way than getting the opportunity to be a part of the Signature Yachts family.” I look forward to continuing to provide exceptional service to our customers. www.signature-yachts.com

JUNE 2020

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Books

AROUND THE WORLD IN A DUGOUT CANOE:

STRESS-FREE NAVIGATION:

THE UNTOLD STORY OF CAPTAIN JOHN VOSS AND THE TILIKUM

ELECTRONIC AND TRADITIONAL

by John MacFarlane & Lynn J. Salmon

by Duncan Wells

Anticipating fame and wealth, Captain John Voss set out from Victoria, BC, in 1901, seeking to claim the world record for the smallest vessel ever to circumnavigate the globe. For the journey, he procured an authentic dugout cedar canoe from an indigenous village on the east coast of Vancouver Island.

For three years, Voss and the Tilikum, aided by a rotating cast of characters, visited Australia, New Zealand, South Africa, Brazil and finally England, weathering heavy gales at sea and attracting large crowds of spectators on shore. The austere on-board conditions and simple navigational equipment Voss used throughout the voyage are a testimony to his skill and to the solid construction of the NuuChah-Nulth vessel.

Both Voss and his original mate, newspaperman N.K. Luxton, later wrote about their journey in accounts compromised by poor memories, brazen egos, and outright lies. Stories of murder, cannibalism and high-seas terror have been repeated elsewhere without any regard to the truth. Now, over a century later, a full and fair account of the voyage—and the magnitude of Voss’s accomplishment—is at last fully detailed.

In this groundbreaking work, marine historians John MacFarlane and Lynn Salmon sift fact from fiction, critically examining the claims of Voss’s and Luxton’s manuscripts against research from libraries, archives, museums and primary sources around the world. Including unpublished photographs, letters and ephemera from the voyage, Around the World in a Dugout Canoe tells the real story of a little-understood character and his cedar canoe. It is an enduring story of courage, adventure, sheer luck and at times tragedy.

All boaters, whether under sail or under power, need to be able to navigate safely on the water, both to keep themselves and their crew out of trouble and to avoid endangering others. Yet navigation has often been presented almost as a black art— complicated, full of tricky math, and with alien concepts to get your head around.

“Mr. Stress-Free” Duncan Wells—whose specialty is revealing boating skills with a focus on keeping it accessible and managable—now turns his attention to navigation. The book covers the basic introductory elements clearly and simply for novices, and progresses through more advanced techniques for experienced navigators, so that there is something for everyone, whatever their skill level.

Diagrams, quick-reference tables and flowcharts, explanatory step-by-step photographs, box features, top tips and QR codes—giving access to explanatory videos--are all features that have been much appreciated by readers of Duncan’s other topselling titles.

BARBARIANS ON AN ANCIENT SEA, A NICHOLAS FALLON SEA NOVEL

by William Westbrook Barbarians on an Ancient Sea is awash in spectacular battle scenes so vivid and concussive that the smell of spent gunpowder hangs about the reader. Bahamian pirates work in tandem to attack salt ships convoyed by Rascal; a French frigate appears within a snow squall like a deadly apparition; a dead American lieutenant is found adrift in a ship’s boat, condemned to death by a ruthless pirate who must be lured from his lair and made to pay; and, finally, the armed galleys of the dey of Algiers attack Rascal on the high seas searching for something more precious than the gold ransom she carries.

All Fallon’s courage and strategic brilliance are called into play in this exciting tale–a worthy follow-up to The Bermuda Privateer and The Black Ring. Author William Westbrook has a modern storyteller’s voice and a sure knowledge of the sea and the men and women who brave it.

48º NORTH

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JUNE 2020

SUBSCRIBE TODAY!

PREMIUM 48° NORTH SUBSCRIPTION Become a part of the 48° North crew! In addition to your magazine each month, with this exciting new subscription offering, you’ll also be supporting 48° North in a more meaningful way. But, warmed cockles are far from the only benefit.

Others include: • Discounts at Fisheries Supply Co. • One free three-day to the Port Townsend Wooden Boat Festival ($40 value) • 10% off of Northwest Maritime Center classes excluding Sailing Club • Discounts on registration fees for events • Cool bumper sticker and decals.

• $75/year (additional fees for First Class forwarding or International) JUST THE MAGAZINE, PLEASE: Our standard subscription gets you 12 months of 48° North and its associated special publications (SARC, Setting Sail, and the Official R2AK Program).

• $39/year (additional fees for First Class forwarding or International) Subscribe today online: 48north.com/subscribe 48º NORTH

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JUNE 2020

low tides >>

Products News

SIRIUS SIGNAL C-1002 TWO COLOR DISTRESS LIGHT Electronic flares have been around for several years, and all of them have one thing in common: A one-color light (usually white). But, as it turns out, two lights are better than one. A USCG study showed that a two-color (red-orange/cyan) combination SOS flash pattern is more visible, especially against background shore lights, than a single-color solid or flashing light. Accordingly, Sirius Signal has come out with the red-orange/cyan electronic C-1002 SOS distress light that is USCG approved. The C-1002 is five times brighter than any other approved device on the market and incorporates 13 LEDs. The light includes the Sirius Signal App for iOS & Android cell phones that includes float plan notifications, One-touch Check Me during trips, and instantaneous SOS notification and location to first responders, towing services and other designated contacts. Price: $299.95. www.siriussignal.com

ONYX IMPULSE A-33 IN-SIGHT Onyx Outdoor has recently updated their line of PFDs with the new Impulse A-33 In-Sight with Harness Automatic Inflatable Life Jacket. The low profile PFD has a secure front zipper closure and built in sailing harness with soft harness loops and lay-flat design. All contact areas are built with air mesh fabric for comfort and breathability, and the vest’s dual adjustment straps include “webbing locks” to manage excess webbing. The innovative “Secure Pull” handle clips to the life jacket and allows for quick release when pulled for inflation.

When auto-inflated via CO2, the Quickburst® zipper opens in seconds and is easy to repack. Other features include a hanging loop for drying, marine whistle, SOLAS grade reflective material and light attachment on the inflation chamber, and 1.5-inch buckle and body belt. The A-33 is a USCG approved Type V PFD. Price: $339.99. www.onyxoutdoor.com

PYI HOSE CLAMPS Ahh, the noble hose clamp. Besides having fewer cuts on our knuckles, boaters can hardly live a quality life underway without them. But not all hose clamps are created equal. Knowing this, PYI, Inc of Lynnwood, Washington has recently come out with a new line of 316L stainless steel non-perforated worm-gear clamps for all marine applications. Less susceptible to corrosion and pitting than their 304 counterparts, the clamps provide greater creep resistance and a stronger stressto-rupture and tensile strength at elevated temperatures. Having rolled edges, the clamp won’t cut into and damage the hose when tightened and the absence of perforation means even the softest of hose won’t get chafed. The clamp utilizes a durable double locked screw cage design that is machined from a single piece of 316L stainless steel that is capable of withstanding high tightening torque and internal hose pressure. PYI Clamp Jackets can be used on the ends to protect users from cuts and scrapes. Price: From $3.20 per clamp. www.pyiinc.com

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JUNE 2020

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Crossword and Trivia

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In July 2003, a 28-year-old British female graduate student in Antarctica became the first human known to have been killed by a leopard seal.

About 700 species of seaweeds have been discovered in Antarctica.

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One specimen of the Antarctic sponge, Cinachyra Antarctica, was estimated to have been 1,500 years old.

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ACROSS

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1 The ship’s entire company, 2 words 5 Strong tidal current 9 Experienced mariner, 2 words 10 Time on duty 11 “Shucks!”

12 Zig-zagging toward the wind 16 Popular

17 Width of the vessel at its widest point 19 Catches, as a fish 20 Fish mover 21 Center of a storm 22 Small lines connecting the upper corners of the largest sails to the yardarms 25 Tried, 3 words 26 Join lines together 29 “___ what?”

30 ____scope, used in navigation systems 31 Junior naval officers

13 Long curving wave breaking on the shore 14 Touching the sea bed while afloat 15 Great grades 17 Two way 18 Flag showing nationality 20 Flexible bumper used to keep boats from banging into each other or the docks 23 The ___: all the cordage 24 Gushes 25 Rough scrubbing brush for cleaning the ship’s bottom under water 27 Conduct the steering of a ship 28 Exist

1 By the side of a ship or pier 2 Way up or down in a ship 3 Toward the stern 4 Morse code symbol 6 Toward the stern 7 ____ sounding 8 Clear of the sea bottom, as an anchor

Scientists have identified 122 species of Antarctic fish.

Unlike in other parts of the world’s oceans, Antarctic fish are uncommon in surface waters.

The majority of Antarctic fish are less than 12 inches long, but some grow to more than five feet long and weigh more than 100 pounds.

In 2007, four new species of octopus were discovered in Antarctica.

Antarctica is ringed by the 13,000-mile-long Antarctic Circumpolar Current, the world’s largest ocean current.

Except for orcas, which are the largest dolphin member, hourglass dolphins are the only dolphins that live in Antarctica.

Antarctic orcas hunt in teams, herding prey together, and also tip over ice floes to knock off penguins and seals.

The only river in Antarctica is the Onyx River, which only flows for about 60 days in summer.

Solution on page 50

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Antarctica receives more sunlight than the equator, but the ice sheet and sea ice surrounding the continent reflect the heat back into space.

Fierce winds of 200 mph, called katabatic winds, dominate Antarctica’s weather, making climate inhospitable to humans.

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by Bryan Henry

Antarctica is larger than the United States and Mexico combined, and has ice shelves as large as Texas. It is twice the size of Australia.

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DID YOU KNOW?

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Artist's View

You’ll find this flower-like anemone just beneath your keel in sheltered mud-bottomed bays. While some anemones have characteristics more like plants, this one is an animal. It looks more like a tube worm, but this creature is actually related to jellyfish. This might seem confusing, but to me it just shows the complexity of the underwater world we rarely see. It’s one reason why I enjoy writing this page.

These animals appear to have stout tubes below their tentacles waving in currents as they search for bits of food to snag—in reality, they are actually soft and vulnerable. To protect themselves, they burrow into the mud and generate a fibrous string-like material that they weave around themselves, almost like they’re knitting a sock. This can extend from above the surface down beside them into the mud as deep as three feet. It’s a woven structure they live in, safe from predators.

Sketches and story by Larry Eifert

When one threatens, the anemone quickly pulls itself down into the protective tube.

While many anemones have stout fans of tentacles and large bodies holding them up into the current, this species relies on the mud substrate and a house of its own making.

When its main predator, the giant nudibranch, grazes on the anemone’s tentacles, it also lays its eggs right on the outside of the anemone’s tube, putting the young’s first meal close at hand. You might think this would mean the end of the anemone, but nature has provided tentacles aplenty, so both species survive. The anemone commonly lives up to 10 years and often congregates in colonies that resemble flower-filled meadows, the tentacles waving as blossoms in a gentle breeze. Flowers they are definitely not, animals they certainly are.

Larry Eifert paints and sails the Pacific Northwest from Port Townsend. His large-scale murals can be seen in many national parks across America, and at larryeifert.com.

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JUNE 2020

by Marty McOmber

‘CRUISING IN PLACE’ UNTIL FURTHER NOTICE IN THE PACIFIC NORTHWEST

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n a gloriously warm and sunny weekend in early May, we trooped down to the marina to spend some time onboard our Passport 40, Meridian. Over a glass of wine in the cockpit our conversation turned to summer cruising plans. Would it be the San Juans? Or maybe farther north to the Gulf Islands, or even a return to the Broughtons?

And then reality hit us. We have no idea what we will be able to do on our boat this year.

The coronavirus has upended everything. We don’t know if the border to Canada will be open for travelers like us. We don’t know which marinas will be open for transients, or which fuel docks and pumpout stations will be available.

We don’t know if services and shops ashore will be open.

And quite frankly, we don’t know whether many of those waterfront communities we love to visit will want visitors at all, which is completely understandable.

By the time this piece is published, everything could change for the better, or for the worse. We just don’t know.

As cruising boaters, uncertainty is something we’re accustomed to. We rely on information to keep us safe: weather forecasts, charts, tide and current tables, cruising guides. But while the virus won’t impact meteorological forces, it has completely destroyed the predictability we have come to expect when we cruise in the Pacific Northwest.

The nature of this pandemic means not knowing what the future will be like. Not knowing, not being able to anticipate or plan or think through scenarios—it runs counter to our basic instincts as safe and responsible boaters.

We understand just how fortunate we are to even have the luxury of worrying about how we will use our boat this summer. Many, many people right now are more worried about vastly more important issues, such as their health or the health of their loved ones. Some have buried family members or lost friends. Others have lost their jobs or are in danger of becoming unemployed. Many are struggling just to pay bills or put food on the table.

We haven’t experienced those

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Bell Harbor marina on a quiet spring day. challenges yet. We can work from home and both of our jobs are safe for the time being. Our family members remain healthy at this point. And so we can indulge in making use of a boat that we have poured countless hours into fixing up and that holds our dreams of travel and escape for the future.

But how do we use the boat now? It is a question not just of where we can go and where we will be welcome, but also of our responsibility as boaters to not risk the possibility of unknowingly spreading the virus or needing to use medical facilities in smaller communities with fewer resources.

As we write this column, the San Juan Islands Visitors Bureau has a very polite but clear message for folks like us in boats—stay the hell away. Citing the governor’s stay-at-home order, the bureau is asking boaters not to visit the many local communities dotted across the islands. And if you do show up and drop a hook in one of the many cherished bays and gunkholes, they want you to stay on the boat. No shopping. No eating.

No long hikes followed by cold beers at that great little pub.

The website optimistically says that they hope to have some tourism-related activities and supports open by midJune. But the key word there is “hope.”

And even if they do begin to reopen by then, the question remains whether many of the people who call the islands home will want a bunch of boaters, many

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from the hardest-hit areas of the state, spending time in their communities. I wouldn’t if I were them.

At first glance, a boat seems like the perfect way to escape during this pandemic. You can isolate yourself from others while still being out in nature.

But that is not really the case. Because travelling, even close to home, is a twoway interaction. There is the visitor and the visited. And it requires that both parties are happy with that arrangement.

So for us, we are taking a wait-andsee attitude about this summer. We are, maybe for the first time, contemplating hauling out in August — rather than the colder, rainier times of year — to work on some much-needed repairs to the hull.

When we do take the boat out, we will provision with enough food and water that we will not have to step ashore — especially in places where we aren’t wanted. And we will likely stay pretty close to home, no more than a day’s sail back to our homeport. We consider ourselves under a self-imposed “cruising at home” order until further notice.

It’s not ideal, but given the circumstance, we are incredibly fortunate to have it as an option.

Marty McOmber is a longtime Pacific Northwest boater and the co-founder of Three Sheets Northwest with his wife Deborah. You can find them sailing their Passport 40 around the Salish Sea. JUNE 2020

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Lessons Learned Cruising

by Jamie and Behan Gifford

CRUISING IN THE 2020

SALISH SUMMER Coronavirus forced rapid changes to the landscape of many lives, both ashore and at sea. Totem and crew are out of the mainstream, but not out of the turmoil: our plans have changed frequently during the last few months in response to evolving conditions. I should be writing this article at the bottom of lush, rugged mountains in the Marquesas; instead I’m shaded by the Sierra Giganta in Mexico.

Speculating on what will happen this summer may seem premature given how quickly life under Covid-19 changes.

Yet in the rapid-fire shifts of our own planning, I feel we’ve learned valuable perspectives about how to make decisions about routing.

The pace of shift in Totem’s plans is humorous in hindsight. In the last days of February during a trip to Vancouver to speak at the Bluewater Cruising Association, we rhapsodized about soon returning to the South Pacific.

Nothing could stop us! In the first week of March, we considered a worst case scenario would require routing a longer 48º NORTH

distance from Mexico to Tahiti (if French Polynesia centralized clearance). Barely a week after concluding that option, we abandoned South Pacific plans for 2020 entirely.

When we made the decision not to go, the French Polynesia border was open, boats were clearing in, and movement between islands was unrestricted. We could have gone, and plenty did: it just didn’t seem like the right thing to do.

First, the virus trajectory, while uncertain, presented a clear risk. Second, our crew of five had the potential to carry and asymptomatically pass the virus over the longer passage; it was plausible we might bring it to the islands. And third, what if we got there and needed aid?

The destination islands have limited facilities, and limited resources, and increasingly compromised supply chains.

Similar thinking informs our view about how to make summer cruising plans for the Salish Sea. No doubt there’s been a hearty welcome to the re-opening of recreational

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boating in Washington. As “stay home, stay healthy” has been the obligation of Washingtonians for many weeks — the mental strain of confinement is real.

Nowhere is the sailor more free, more at ease, than harnessing wind to move over water. No doubt, summer plans are percolating. The highlight of our summers in the Pacific Northwest was sailing to the Gulf Islands, with dreams of reaching beyond; the next year, maybe, we’d make the Broughtons… or our ‘someday’ goal, Haida Gwaii. No doubt, many other Sound sailors look wistfully beyond their watery backyards.

As I write this, Washington’s waters have only just officially reopened for day-use boating. Canadian waters remain closed to Washingtonians, so it’s not an option to sail north of the border. This will change, eventually. The closure means northbound boats cannot transit territorial waters, so a Washington to Alaska route today would necessarily be at least 12 miles offshore from Vancouver Island.

JUNE 2020

Amid this uncertainty, how can PNW boaters make summer cruising plans? The baseline is to stay informed about what is allowed (see: Resources, sidebar). It is reasonable to assume the risk of illness or transmission risk will exist through this summer cruising season; this is the first filter on your lens for making plans.

The next is to consider the potential impact to the destinations you have in mind. The trump card is to seek the tone in those locations: an open marina is not the welcome mat of a community.

In Alaska, some communities require mandatory 14-day quarantine for all arrivals; even the most self-sufficient boaters take on additional risk if fueling and provisioning aren’t available. Along the BC coast, others have determined to close themselves off. It is their only defense in the face of that great “what if” — an unknowingly infectious visitor could be devastating to the limited resources of a small community, or to

the community itself (vulnerable elders in some coastal First Nations are the last fluent speakers of their language).

Staying closer to home is sensible, but may need tempering. Canada Coast Guard puts it plainly: “Did you know that each call our search and rescue and environmental response specialists respond to puts them at risk of exposure to COVID-19 and requires them to use precious supplies of Personal Protective Equipment? Think about it. Together apart.”

This played out for a friend who recently changed from a liveaboard slip from one marina to another. She’s in Maryland, which was then closed to recreational boating; so she made a few calls to make sure her transit would be OK and any boxes that needed checking were done in advance. It felt a little silly, but...fine. Along the way to the new marina, they heard transpire an event that put another reason to respect

recreational boating restrictions into focus: a boat had capsized, there were crew overboard, and multiple agencies were now involved in a rescue—putting their personnel at additional risk, and possibly adding an unnecessary burden to available health care resources.

Just like deciding not to sail for French Polynesia when we could, boaters in Puget Sound should think carefully about what they should do—despite what they could do. With a filter for the greater good, we’ll get through this as a boating community with the least collateral damage.

Staying closer to home is a sweet consolation prize.

Puget Sound’s watery nooks and narrows offer endless opportunities to explore in close range.

When everyone fled to the San Juan Islands in the summer (which, in early May, remain closed despite the state reopening of recreational boating), we learned boating with small children that the South Sound offered quieter anchorages, fewer crowds, more wildlife, and—imagine this—better sailing!

And at a time when getting safely out on the water allows us the return to joys and normalcy, we hope for a prudent path to enjoying summer in the Sea.

RESOURCES Waggoner Guide COVID resources: waggonerguide.com/covid-19/ Boating BC: facebook.com/BoatingBC/ Salish Sea Pilot: salishseapilot.com/ Washington State Parks: parks.state.wa.us/ Recreational Boating Assoc of Washington COVID resources: rbaw.org/COVID-19-RESOURCE-CENTER

Rafting up is one of cruising’s great joys, but it may not be the right choice this summer.

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Behan and Jamie Gifford set sail from Bainbridge Island in 2008 and are currently aboard Totem in Mexico. Their column for 48° North has traced Lessons Learned Cruising during a circumnavigation with their three children aboard and continued adventures afloat. Follow them at www.sailingtotem.com JUNE 2020

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How-to

by Alex and Jack Wilken

MOVING ON TO MOVING CLEATS

CLEAT COLLEGE, PART THREE Combining the recent partial reopening of outdoor recreation, including day-use boating, with some seriously summery weather, the call of the water has been strong. Many of us have been feeling the urge to go sailing. No doubt, going sailing is a synergistic marriage of many moving parts and variables. Some of those essential “moving parts” help us keep sheets, halyards, and control lines from moving at all: cleats and clutches.

Over the last few months, we have been covering the different kinds of cleats. Until now, we have been mostly looking at cleats with no moving parts. This month’s cleats are the type that secure the line with moving parts. There are at least three varieties of these: cam cleats, rope clutches, and jammers. Each works slightly differently and therefore is better at a specific job. Let us go over how each works and which is best for each application.

Cam cleats hold the line between two spring-loaded cams, and they’ll be easily recognizable to any sailor. To engage it in the cleat, a line must be either pulled through the cams, or pressed downward into the cams with a slight pull toward you (away from the working end). The line can be pulled through the cleat by hand to adjust it, and can be released by pulling the line up out of the cams (Figure 1). Some have a fairlead (Figure 2) to keep the line close to the cams for ease of re-locking.

Cam cleats work well for lines that you can pull and adjust by hand. If you need a winch for the load, cam cleats become difficult to use and are not ideal—then you probably need a rope clutch. The sheets on small boats and sailing dinghies are often held with cam cleats. The mainsheet still uses it on bigger boats because purchase of the rigging tackle reduces the load.

Halyards on sailing dinghies can also be held by cam cleats.

The problem with heavier loads is that the higher the load on the line, the harder it is to release it. In order to get the cams to disengage, you need to pull the line through the cleat slightly as you pull it up out of the cleat; and, the higher the load, the tighter the cams clamp on the line. This requires more force to pull it out.

Rope clutches come in many varieties (Figure 3) and have been evolving to meet higher and higher loads. They work by clamping the line between two surfaces with a lever controlling the clamping pressure. The surfaces, and the mechanisms that actuates the clamp, differ from model to model. Some are flat plates, and some have teeth to bite into the line for a stronger grip. The more the cleat bites into the line, the harder it is on the line; which can mean the line will need to be changed more frequently as it starts to chafe.

Rope clutches allow you to release the line under load by lifting the lever. You can also pull the line through the clutch to add tension, but they can let some of that tension slip back through before engaging and may have a harder time holding a 48º NORTH

heavy load. Each rope clutch is designed to work with a range of lines—10 to 12 mm or ¼ to ½ inch for example—the rope clutch will generally have a better holding power on the larger size it is rated for than the smaller sizes. You can splice a larger diameter line into the line where the rope clutch will hold it so that you can use a lighter line with smaller diameter for the rest of the length to save weight and still get the maximum hold.

Jammers seem the same as rope clutches because they hold the line in similar ways and are also typically lever-controlled (Figure 4). The similarities end there, however, as they are specifically designed to handle heavier loads. For this reason, they can not be released or tensioned under load. In order to release a jammer, you must take up some of the tension on a winch to be able to unlock it.

So, which cleat is best? If the line you wish to cleat off is constantly being adjusted and is under light load (able to be held and adjusted by hand), then a cam cleat is clearly the way to go. This is why most mainsheets use them. For medium loads and lines that need to be adjusted frequently, a rope clutch is usually best; unless some type of mechanical advantage reduces the load before the line gets to the cleat, in which case you may still use a cam cleat. For heavy loads such as halyards on larger, high-performance race boats, or for lines that can’t be held by rope clutches and don’t need to be adjusted frequently, a jammer may be the best option.

How to install? Now that you have selected the best cleating solution for your line, installation is a similar process to what we covered in our January 2020 article, “Installing a Horn Cleat.” However, the lead of the line coming into the cam cleat, clutch, jammer is much more important and has less tolerance for deviation compared to many fixed cleats.

If the angle of the line leading into the cam cleat deviates to one side or the other, cam cleats will not grip the line evenly and not function well. With clutches and jammers, they will grip the line just fine, but it will increase the friction and chafe on the line, as well as begin to put a side load on the hardware, for which they are not designed. Too much of this can pull them out of the deck.

If the angle of line that is led into the cam cleat rises above the plane of the cams, it will become less secure, to the point where it will not hold at all. On the other hand, if the angle of the line is below the plane of the cams, the cleat will function well.

You only need to worry about chafe on the line. With clutches and jammers, a little up or down angle for the line leading into the hardware will work (down is better), but it will also increase chafe. Sufficient up-angle can be as bad as a side-load.

In short, it is better to have the line leading as straight as possible into the cleat, clutch, or jammer to get the maximum performance and minimum friction. You may need to use

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Figure 1: (A) Line pulled through the cam cleat and locked in place. (B) Line pulled up out of the cam cleat to release it.

Figure 2: (A) Cam cleat on fairing block. (B) Cam cleat mounted on purchase to control mainsheet traveler. (C) Cam cleat mounted to purchase to control mainsheet. (D) Fairleads mounted on cam cleats to keep the line near the clam cleats.

fairleads and or fairing blocks to ensure the proper alignment (Figure 2). And, as always, with mounting hardware use appropriate backing plates.

Controlling the various lines on boats is a core fundamental of sailing. From the simple cat-boat sailing dinghy in which you just hold the mainsheet by hand but the main halyard is secured using a cleat; to the large cruiser or racer that will employ dozens of cleats, clutches, or jammers at any given 48Âş NORTH

Figure 3: (A) A couple of different rope clutches where the lever actuates a clamping surface that is held against the line with springs to apply more clamping pressure to hold the line and allow it to be pulled tighter through the rope clutch when closed.

(B) Simple pivoting rope clutch that holds the line in place when closed.

Figure 4: Jammers. Able to handle heavier loads than rope clutches, but they need the tension taken off to be able to release them.

moment—we all need cleats. This is why there are so many kinds of cleats for all the jobs we need them to do. And we are still inventing more...

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

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JUNE 2020

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My Boat

Small WORLD: WESTSAIL 42

THE STORIES OF YOUR BELOVED BOATS FROM AROUND THE PACIFIC NORTHWEST

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Small World: Hear that phrase and a few things come to mind.

First might be the expression used when, in an unexpected place, you discover that someone knows a person you also know.

Second is probably Disney’s whimsical yet slightly creepy boat ride past a jubilant confection of audio-animatronic singing children from around the globe.

Third, apparently, could be because you’ve played the board game, Small World, in which competitors vie for conquest and control of a world that is simply too small to accommodate them all.

Turns out, it’s also the name of Seattle sailors Krystle and Craig McMaster’s 1974 Westsail 42. Fittingly so, Small World makes a great name for a boat.

Though Small World is Krystle and Craig’s first boat, they both got started sailing aboard the 135-foot brigantine Robert C Seamans while studying with Sea Education Association (SEA). Krystle spent three months on the ship sailing from Tahiti to Hawaii and back. Craig’s class sailed from Honolulu to San Francisco.

Once they found their way to Seattle, they got their sailing fix through club membership, rail meat opportunities on other people’s boats, and while serving as volunteer crew aboard the schooner, Adventuress.

They bought Small World in 2013 and, after three years of living aboard at Shilshole Bay Marina and cruising the Salish Sea, chopped the dock lines in 2016. Krystle, Craig, and Small World spent two glorious years sailing down the California coast, throughout coastal Pacific Mexico, and into the northern Sea of Cortez. Small World is currently on the hard in Puerto Peñasco, Sonora, patiently waiting for them to drop her back in the water.

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

Krystle gets the credit for finding Small World. To break from her reality of spending eight [semiconscious] hours of the day sitting at a desk in a cubicle, she would peruse online listings for used boats and send me the ones that she liked. I still have the email saved from when she found Small World declaring, “I want this boat.”

Knowing that both of us were fully committed to finding and buying the boat that was right for us was a huge factor in turning our dream into a reality. Small World was the boat that got us to act on our Big Hairy Audacious Goal (shout out to Janna Cawrse Esarey!), and that makes the old gal incredibly special.

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.

Small World is famous—she’s hull number 1 of the Westsail 42s! The 42 was designed by Bill Crealock and laid up with that thick, 1970s fiberglass construction in Costa Mesa, California.

Although Small World hasn’t had any famous owners (other than Pg 28, clockwise: Small World has brought Craig and Krystle from the Salish Sea (top), down the West Coast, to Pacific Mexico.

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Well-traveled Small World is Westsail 42 hull #1.

Krystle and me, of course) Walter Cronkite owned a Westsail 42 for many years. And he was the most trusted man in America— just sayin’!

Small World spent many of her years plying the waters of the U.S. East Coast and was even used as a sail training vessel at one point. When we found her for sale, she was in South Florida and on her way to the British Virgin Islands.

What do you like best about your boat?

Small World represents a dream realized. The boat is the physical thing that connects us to a wonderful community of people, inspires us to care for and protect the natural world around us, and serves to teach us things about ourselves and our relationship with each other. I like that when I step aboard I have a flood of memories that are rooted in hard work, happy times, lessons learned, growth, adventure, and that feeling of anticipation of what’s to come.

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

It was about a month after getting Small World to her slip at Shilshole Bay Marina that I turned to Krystle and said, overwhelmed, “I’m not sure I can do this.” The projects were being added at a jaw-dropping rate and my practical experience with managing the systems of a 42-foot boat was severely deficient. We didn’t have enough tools, or really even know which ones we needed, and were uncertain if money would run out while we chased this crazy dream to go cruising.

Being very green at boat ownership and looking at the learning curve—which seemed near vertical in some places— was humbling, concerning, scary, and uncomfortable. If a crystal ball had shown me that moment of doubt, I might have backed off the idea to buy a boat and sail away. If instead the crystal ball showed me the friends we would make, the things we would see, the places we would go, the joy we would experience, or the ways we would rise to the challenge, then I would have forged on ahead.

What’s your favorite story involving your boat?

One story I will never forget was the day Small World arrived in Seattle. The process of buying a boat in the BVI and then having it sailed from Tortola to Houston, disassembled for ground transport, and then loaded on an 18-wheeler and driven to Seattle was…expensive, nerve-wracking, and rather dreadful overall. (Listen people, fall in love with a boat in your own backyard. There are plenty of great boats in the Pacific Northwest!)

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Small World represents a dream realized.

It should be no surprise that we had remained in close contact with Daniel-The-Trucker as he made his way from Houston. The favorite story part really starts with a phone call from Daniel letting us know that he would be coming over the I-90 bridge in one hour. We assured him that we would be standing on the bridge to watch him pull our beautiful blue boat down the freeway. Important to note here that Krystle is very trusting, and maybe crazy, considering we just spent our life savings on a hunk of fiberglass that she had never seen in person.

So there we were, standing on the bike path of the floating bridge, our hearts pumping out of our chests, waiting for Daniel to drive by. From the moment his big white truck came into sight we were uncontrollably screaming and jumping up and down. He honked the big air horn as he drove by and I watched as Krystle ran down the bridge yelling at the top of her lungs “THAT’S MY BOAT! THAT’S MY BOAT!” I’m honestly teary-eyed just remembering that feeling. It was one of the purest moments of joy I can recall.

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

Our intended destination was La Paz. The weather had other plans for us. After an overnight sail from Mazatlán we were motor-sailing and nearing daybreak when wind speeds almost instantly increased from 5 knots to touching 30 knots.

It’s rough to try to wake up, get out of a bunk, put on pants 48º NORTH

in the dark, and climb into the cockpit when a boat is overcanvased and hard on her ear, but Krystle was in the zone from the second I asked her to come on deck to help. We managed to balance the boat for the conditions (love that cutter ketch rig!) and avoid the lee shore of Isla Ceralvo. With the unfavorable wind direction, we decided La Paz was no longer an option for landfall so we set our sights 50 miles north toward Isla San Francisco.

The wind was unrelenting for hours, and our confirmed love of the Hydrovane was further deepened. Despite more green water on deck than we had ever seen before, Small World continued to make miles northward. Rotating cockpit naps, fruit snacks, and a thermos of hot cocoa were helping pass the time, but then a tanker ship on a collision course appeared over the horizon. Needless to say, things got a little spicy.

With repeated hails in English and Spanish having gone unanswered, our tCPA creeping below 10 minutes, and our CPA hovering around 0.1nm we made the call to jibe. Small World’s canoe stern gives little concern to a following sea and it was pretty awesome to watch the boat effortlessly move through the maneuver. Collision avoided, we put the boat back on course and resumed watching the mesmerizing (Craig’s word choice) terrifying (Krystle’s word choice) display of wind and waves.

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

Prior to the Covid-19 pandemic, our plan was to return to the boat in October and spend the 2020-2021 cruising season exploring the Sea of Cortez. At this point, who knows when we will make it back to Mexico.

When it comes to dream destinations I think we’ve learned a lot about taking our time and being content. It took us 15 months to sail from Port Townsend to Ensenada and I’m certain we could have slowed down even more. We made lifelong friends, tasted delicious local beers, had the most incredible experiences, earned money, and found our cruising groove all because we adopted the philosophy that our destination was wherever we already were.

Our goal has always been less about getting to a specific location and more about actually following through with our dream. It’s a big deal to buy a boat, get it ready to go, finance the whole ordeal, leave jobs, redefine normal, etc. We’ve always tried to remember how lucky we were to even get to the point of making the Big Left Turn.

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

In all reality, we are really satisfied and content with Small World. Over the past seven years, we’ve worked hard to make the boat what she is today and starting that process all over again sounds a bit like insanity. If and when our cruising days come to a close, it would be a blast to have a little daysailer to run around on. If it’s an open checkbook kind of situation, then an Alerion 28 would do just fine.

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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DONATE YOUR BOAT

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

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

JUNE 2020

SIMPLE Pleasures REOPENING RECREATIONAL BOATING IN THE PNW

by Joe Cline 48ยบ NORTH

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I

would venture that many boats around the Pacific Northwest went longer without a visit from their owners during the past few months than during even the gloomiest stretches of a typical winter. Following the partial reopening of dayuse recreational boating by Washington Governor, Jay Inslee, on May 5, 2020—and a similar announcement from Oregon Governor, Kate Brown—many in our community are joyfully casting off for revitalizing local adventures afloat. The stories and activities are humble by normal boaty standards, but the happiness, relief, and freedom of returning to the water have been extraordinary.

Boaters in our region, myself included, are relieved to have been given clarity as to what exactly is approved. Up to this point, it’s fair to say that there was some variance of interpretation about whether recreational boating was officially banned when closures of boat ramps, recreational fishing, and transient moorage facilities all over the state of Washington were paired with Governor Inslee’s “Stay Home, Stay Healthy” order.

Many boaters chose to stay ashore because of these orders.

Were there still boaters on the water? Yes. Were most of them socially distant, day sailing locally on their own boats, and generally conducting themselves with abundant caution and responsibility? Yes. Was there understandable concern and contention from some boaters and other stakeholders about whether they should have been out there? Yes, to say the least.

Are we glad to put that ambiguity behind us? I know I am.

It’s not as if the designated reopening is carte blanche—clear parameters are given to boaters to stay as local as possible, to boat with their immediate households only, to practice social distancing at boat ramps and marinas, to minimize touch points in general, and to respect jurisdictions that haven’t reopened yet (like San Juan County). However, even without customary levels of access, the reopening gives a framework to waterborne enthusiasts, and allows all of us to feel good about celebrating responsible activity on the water once more.

Clear approval of local, day-use boating activity in this pandemic era would have been enough to send most in the boating community beelining for their vessels. That the first weekend of the reopening afforded boaters 80-degree temperatures and summery sunshine… well, that was almost too much to bear.

Images above and left: Owners of the J/40 Heron, Genevieve Livingston (left) and Jarod Fisher (above), sail to keep spirits high.

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My pal, Scott Galbraith, keeps his Kendall 32, Shaula, in Brinnon, WA. During the first weekend after reopening, he reports that he enjoyed “a daysail on Sunday when it was in the 80s! To say it felt great to be on the water would be an understatement.” While conditions were lovely, he says that it was “pretty chill in Hood Canal. The parks were nuts, but it was quiet on the water, other than a few jet skis.”

While things were blissfully tropical and quiet in the Canal, in certain parts of the region, sailors, SUPers, powerboaters, fisherfolk, rowers, and everything in between—all took to the water in shorthanded droves. Instructions from government officials stipulated that travel far from home was discouraged and overnight stays at docks or mooring buoys wasn’t allowed.

The majority of folks on the water abided by these guidelines.

There were a few taking further liberties, but at least in the venue of the Washington Marine State Parks, they were met with directives to vacate and, in some cases, fines.

Steve Ramsey’s observation of signage at Sucia with conflicting messages about overnight buoy use.

48° North reader, Steve Ramsey, was among the daytime visitors to Sucia Island State Park. He told us in regard to the sunny first weekend after reopening that “EVERY mooring ball, dock, and linear tie was full last weekend at Sucia.” He indicated that some signage could have been confusing to visiting boaters, even though the state-wide restrictions were widely reported. On that first open weekend of May 9 and 10, there were signs referencing overnight use of mooring buoys as permitted. On Monday, May 11, bolder signs were posted clarifying that no overnight use was permitted, even on buoys.

But for the most part, boaters understood what was allowed and acted accordingly. And it was simply glorious. The joys of a day on local waters felt as novel and revitalizing as a grand adventure. It’s all a matter of context, isn’t it?

For liveaboards, Genevieve Livingston and Jarod Fisher, small-bite sailing on their J/40 has been even more essential since they aren’t able to be out racing the way they normally would be. Gennie told me, “Sailing has helped us stay sane and get some fresh air. It keeps our spirit high! Knowing sailing is approved is a relief, but we miss racing for sure. Ready for better times ahead!”

One segment of boaters not particularly aided thus far by the reopening are non-boat-owners. While sailing clubs are planning their cautious reopenings, folks who tend to crew for others have a more obscured path to local waters. Yet, instances

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“I know that I’m happiest when I get some time on the water, even if it’s by myself.”

- Stephanie Campbell

of borrowed boats are popping up. In Port Townsend, liveaboard Josh Wheeler could sail the 20-foot Flicka he calls home, sure.

But he’s been offered a someday-soon position as a skipper on a local Thunderbird belonging to an owner with multiple boats.

So, Josh’s day sailing since the reopening has actually been aboard a borrowed boat. On behalf of the boatless crew of the region, I hope other boat owners may feel similarly generous in granting occasional solo use of their boats for close friends without a boat of our own.

On Sunday, May 10, Josh wrote: “Today was my second solo, singlehanded, social distancing, sail . . . on a Thunderbird sailboat named Kolus. Say that three times fast. I am starting to get the hang of it. The wind was fantastic, and we were going over 6 knots upwind . . . I am learning more about trimming these sails and the backstay adjustment. Compared to a Flicka, it is obviously faster and lighter, but with that fin keel, you can’t leave the helm for a second without the boat immediately veering off in one direction or another. So it is way more challenging and way more work by yourself.”

48° North’s regular racing columnist, Stephanie Campbell, is deeply grateful for the opportunity to be sailing. “Being on the water is just something special. It makes life normal again, for the time being. Something about sailing just soothes my soul. I go out a couple times a week, just in the Fidalgo Bay 48º NORTH

area.” Sharing the view from her neighborhood, she says, “In Anacortes, not much changed on May 5. The same few boats are out, with a few more boats fishing. The lakes have some boats now, but it’s still pretty quiet.”

It’s not as if there aren’t some evident compromises.

Stephanie says emphatically, “I miss my sailing friends!” She acknowledges that it has been, and will continue to be, tough to navigate these uncharted waters. “We’re all muddling through this. We have to work together.”

Steph also highlights an important aspect of this cautious reopening, elaborating, “We need to be self-sufficient and stay in our bubble on the water. Not everyone is ready to sail singlehanded. You might need a family member to help. When I kept my boat in dry storage, one son helped launch and the other helped haul out. I know that I’m happiest when I get some time on the water, even if it’s by myself.”

As a boating community, the official reopening means more of us are able to participate in the activities we love. And, as long as we retain the priorities of boating respectfully and responsibly, we can all stay hopeful for progress ever-closer to normal. Or whatever the new normal ends up being.

Joe Cline is the Managing Editor of 48° North.

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PROTECT WHAT YOU LOVE: Green Boating in the San Juan Islands

The San Juan Islands are an internationally acclaimed boating destination and each summer our waters fill with local and visiting boaters. Stunning landscapes and a rich marine environment provide extensive recreational opportunities such as wildlife viewing, fishing, and crabbing. This amazing group of islands in the Salish Sea, where boaters find wonder and joy, are also critical habitats where fish and wildlife find food and shelter.

Sensitive eelgrass habitats are nurseries for juvenile Chinook salmon as well as spawning areas for Pacific herring - small schooling fish that support seabirds, big fish, and marine mammals. Eelgrass damaged by boat anchors can take years to recover. To help salmon and the endangered Southern Resident orcas, avoid herring spawning grounds, anchor out in waters deeper than the eelgrass, or use a mooring buoy when staying outside a marina.

Protect marine mammals by keeping your distance, reducing speeds, and turning off fish finders and echo sounders when not in use. Keep marine waters clean by using pump outs, keeping your boat in good working order, and quickly cleaning even small spills.

Use the detailed and site specific information provided by Friends of the San Juans in their boater guide found at SanJuans. org/greenboating to plan ahead and ensure your boating experience in the San Juan Islands is safe and enjoyable for people and nature!

ANCHOR ANCHOROUT OUTOFOFEELGRASS EELGRASS Help Help recover recover salmon salmon andand orca orca by by avoiding avoiding sensitive sensitive eelgrass eelgrass andand herring herring spawning spawning habitats habitats when when boating boating in the in the SanSan Juan Juan Islands.

Islands.

OrcasOrcas Island Island

ShawShaw Island Island

San Juan San Juan Island Island

LopezLopez Island Island N

Herring Herring Spawning Spawning Habitat Habitat

N

Anchor Anchor out ofout eelgrass of eelgrass or useor mooring use mooring buoysbuoys to protect to protect herring herring spawning spawning grounds. grounds.

Shallow Shallow Eelgrass Eelgrass Habitat Habitat

Anchor Anchor deeper deeper than 15 than feet15(at feet low (attide) lowto tide) to avoid avoid eelgrass eelgrass in these in these areas.areas.

Eelgrass Eelgrass Habitat Habitat Friends Friends of the of the San San Juans Juans â—€ PAID ADVERTISEMENT â–ś

Anchor Anchor deeper deeper than 25 than feet 25(at feet low (attide) lowto tide) to avoid avoid eelgrass eelgrass in these in these areas.areas.

This mapThis not map intended not intended for navigational for navigational purposespurposes

CRUISING

Generosity

by Andy Cross

Porter snags a salmon from a friendly fisherman in Kodiak, Alaska.

REMINISCING ON THE GRACIOUSNESS OF OTHERS

F

rom the Salish Sea north to Alaska, down to California and now in Mexico, our family has been continually humbled by the generosity and hospitality of others. We have been graciously taken in, given thoughtful gifts, and nourished by more meals than we can count, none of which we’ll ever forget.

Reflecting on years and thousands of miles of cruising, we are immensely grateful for all those we’ve met along the way.

And we recognize, now more than ever, how important these connections to other people and communities have been.

Seeing examples of selflessness and generosity throughout society as Covid-19 gripped the world has reminded me of the gifts—tangible and otherwise—given to our family by the special people we, as cruisers, have had the good fortune to encounter on such a regular basis. It’s an uplifting feeling to think back on all those blink-of-an-eye moments when strangers instantly became friends.

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I hold out hope that we can soon give our customary thank you and goodbye hugs again, but I am certain that the world doesn't have to return to “normal” for us to find ways to offer and receive such kindness. In that positive light inspired by those who are helping and giving so much in these uncertain times, here are a few stories from our adventures about those who have shared so much with us.

A DREAMCATCHER GIFT IN GIG HARBOR Anchored in the tranquil waters of Gig Harbor, the sun was about to set on another beautiful Pacific Northwest summer day. Sitting in the cockpit, I held our oldest son, Porter, who was just a few months old, and watched the goings on of other boats around the bay. A few boat lengths west of us, I noticed our neighbor climb into her rowing dinghy with something in hand and, to my surprise, start rowing towards Yahtzee.

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I greeted her at the starboard rail and Jill came up top to join the chat. After exchanging pleasantries, the woman explained that her and her husband, both in their 80s, had cruised the world over and gathered many mementos along the way. She held up a small dreamcatcher that had been crafted in British Columbia and offered it to us. Accepting the gift, and holding it up to look at its intricate design through the last of the day’s sun, I listened as she said something I didn’t expect. “My husband and I love seeing your young family out here. While our cruising days are waning, yours are blossoming. And we want to give you this dreamcatcher to remind you to always follow your dreams.

They’re worth achieving.”

In the moment, I was positively stunned and incredibly grateful for the thoughtful gesture. The dreamcatcher quickly found a place hanging in Yahtzee’s cabin and hasn’t moved since.

DRYING OUT IN COFFMAN COVE It was blowing a steady 35 knots, gusting to 40 and raining sideways when we rounded Whale Point and rolled into Coffman Cove in search of shelter from a strong spring low. The small hamlet sits on the east side of Southeast Alaska’s Prince of Wales Island and boasts a population of fewer than 200 inhabitants. With the help of the only other cruiser on the dock, and against the raging protests of the building gale, we finally got Yahtzee wrangled to the pier and set out to stretch our legs with the boys.

At the first house we came to above the marina, a friendly middle-aged couple came out on their front porch to greet us and invited our family in for shelter from the heavy rain and driving wind.

After sharing our story with them, they explained that they had a guest apartment upstairs and that we were welcome to stay there to take showers, do laundry, and relax. Our answer was a genuine, “Thank you for your kind offer, but we’re fine on the boat.” That answer didn’t fly with them, though, the wind and rain wasn’t supposed to let up for a couple days. At their insistence, we were staying.

Much obliged, we basked in the warm confines of the apartment, ate dinner with a friendly neighbor who shared her own sailing stories, and sipped hot cups of coffee in their cozy living room. The sun was finally shining on the day we left, and it was with big hugs and smiles that we said warm thank yous and goodbyes to our hosts.

The generosity of others never ceases to amaze.

entirely true. I knew there would be fishermen. Lots of them.

That’s exactly what we found at the city marina. With nary another cruising boat in sight, we tucked into a slip amongst the local fishing fleet and found ourselves warmly welcomed.

Shortly after our arrival, a captain aboard a well-worn salmon seiner called young Porter over to look at their particularly large catch. My son stood looking in awe at the silver piles of fish. Taking notice, the weathered captain called for a deckhand to give Porter a fish and he beamed with pride as he brought it home to Yahtzee cradled in both arms.

We were in port on-and-off over the next couple weeks and the fishermen sort of took us in under their wings. Though their daily lives were filled with work preparing boats and gear, they also found time to exchange pleasantries and share tips on weather and anchorages. And they had a special affinity for the boys, as many of them had children of their own that they didn’t often see during the busy fishing season.

On our last day in town, the captain on the boat next to us handed me a huge sockeye salmon they’d caught just that morning. “This is the freshest fish you’ll get anywhere,” he said with a crooked smile and cigarette hanging from his lips. He was right, it was delicious, and kept us delightfully and gratefully fed for days.

SALMON FISHERMEN IN KODIAK Pulling into remote Kodiak Island after a 550mile passage across the rugged Gulf of Alaska, I wasn’t quite sure what to expect. Well, that’s not A final goodbye to our new friend Dawn in Coffman Cove 48º NORTH

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A CAR IN SAUSALITO One of the difficult parts of the cruising life can be how to quickly and easily get groceries. This was particularly true in the San Francisco Bay area where stores weren’t often near anchorages or marinas. Part of the adventure, then, can be walking or taking public transportation to obtain the things we need. But that doesn’t always work.

In Sausalito, we needed to go to the chandlery for several larger items and wanted to get groceries at the same time. It was shaping up to be a challenging mission: dinghying to shore before continuing on foot with a 4- and 6-year-old, especially when the stores weren’t an easy walk away. Enquiring with a friend of a friend who was a liveaboard at a local marina about logistics and where to leave our dinghy, we were surprised when she simply said, “Leave your dinghy in my slip and take my car. No worries!”

Wow. “Sure!” we stammered in disbelief. In the hours we had the car, we were able to get more done than we would have in weeks. Yahtzee was fully stocked and we were able to purchase and haul everything we needed for several boat projects.

Profoundly appreciative, we left the car with a full tank of gas and some hand-me-down clothes for her youngest child.

watermaker broke and a new part wasn’t available for weeks, we suddenly found ourselves needing freshwater in a place where it has to be brought out to our anchored boat in 5 gallon jugs. Easier said than done in a small dinghy with no outboard engine.

Fortunately, we’d made friends with a couple in a small beach town and, through our broken Spanish and their broken English, we were able to work out a system to get water. I’d row into town in the dinghy and then he’d help me get the water in his truck. We’d then take it to his house where he has a panga and we loaded it up and drove it out to Yahtzee. He stood by while we transferred the water to our tanks and then I rode back with him to return the jugs and fetch our dinghy.

When this system proved efficient and effective, the gracious couple offered to help us with other chores like getting laundry done and filling up gas tanks for friends on another cruising boat. They always seemed genuinely happy to help and we, of course, rewarded them for their efforts and kindness.

In the times we’re living in, it’s inspiring to see people helping people—even in the smallest ways. In our experience as cruisers, acts of generosity from others creates a profound sense of connectedness that we all need now more than ever.

HELP IN MEXICO Similar to cruising in other places we’ve been, it’s not always convenient to get everything you need in one location. When our

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

Our new friend Manuel helps fill Yahtzee’s tanks with fresh water.

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JUNE 2020

A BOAT: LOST & Found

by David Egger

M

y father was a renaissance man. He enjoyed the ancient sports of archery, fencing, sailing, ice boating and fly fishing. He constructed his own bows, fletched his own arrows, built bamboo rods and tied flies to catch trout. He also had a passion for wooden sailboats.

When he was transferred from Fort Wayne, Indiana, to a job in Holland, Michigan, in 1953, he got serious about boating and bought and restored older boats on which he would sail Lake Michigan from the port of Holland and Lake Macatawa.

When he got tired of repairing and re-building neglected boats, he decided to build his own. He chose a Herreshoff designed 28-foot ketch (H-28), the plans for which could be purchased from Rudder Magazine. The design, as modified by a Japanese naval architect to allow for added headroom below deck, was actually 32-feet long.

Having a close friend that had built an H-28 and who sailed with my family each summer encouraged him. He lofted the boat in the basement of our home and built the Marjory Jane from the keel up over a four-year period in the late 1960s—first in the basement, then later outside in our backyard.

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He carved the fittings for the boat and had them cast at a local foundry, had the lead keel cast at that same foundry, located the all-important stem piece of oak (18-feet long, 12-inches wide and 4-inches thick) and sawed it to shape with a small Delta bandsaw fitted with roller skates.

I was a student at Michigan State University in East Lansing at the time and remember hitchhiking home to help him steam and bend the 2-inch by 2-inch oak ribs and screwing them into place. The hull was built with 1-inch by 1-inch mahogany strips screwed into the ribs and nailed into the mahogany strip below.

When the task was finished and the Marjory Jane peaked around the end of the house drawn in her cradle on a flatbed by a local driver, the neighbors exclaimed, “Where did that come from?”

Marjory Jane was splashed at a local marina on the Grand River and we celebrated at a local lunch spot. Upon returning, we found the launch slip empty and my father’s first thought was, “Oh my God, it has sunk!” Fortunately, it had not, the marina needed the space and moved her to an adjacent slip.

Over the next 10 years, our family sailed her across Lake

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Michigan to Milwaukee and Door County; as well as up and down the lake past Muskegon, White Fish Lake, Pentwater, Manistee, through the Manitou Passage past South and North Manitou Islands and Leland and on to Charlevoix and Beaver Island, among other ports of call.

When my father was transferred to a job in the south, he chose to sell the boat before moving away from the coast of Lake Michigan. It was purchased by Dr. Phillips, who trailered the Marjory Jane, renamed the Captain Phillips, to Seattle.

Over time, we lost track of the Marjory Jane/Captain Phillips as she passed from owner to owner on the west coast. Then, 35 years later, my daughter challenged me to find out what had happened to her. I wondered, “Well, how do I do that?” She rolled her eyes and said, “Dad, have you heard of the internet?”

I had heard of it and put it to work.

First, I contacted the Herreshoff Marine Museum in Bristol, Rhode Island, who specialized in Herreshoff designed wooden sailing vessels, and they referred me to 48° North.

My letter to the editor of 48° North in October 2006 was published and bore immediate fruit, as I was contacted by the then-current owner, Kyle Maxwell in 2007. The boat was later sold to Mike Murray of Vashon Island who undertook the task of restoring the Marjory Jane to former glory.

Mike Murray, no novice regarding wooden sailboats, berthed her at a local marina and rebuilt the Marjory Jane over the next few years. He removed years of neglect with his careful and thorough renovation. Our communication resulted in an invitation to Vashon Island to meet him and his wife, Kathy Larsdotter, and to re-connect with the Marjory Jane. Mike had re-named the ketch Maggie Jane.

In August 2015, my wife, Julie, and my daughter, Meleia, and I flew to Seattle and ferried to Vashon Island. Mike met us at the ferry dock and drove us to the Maggie Jane at her marina slip, where we were met by Kathy. When we stepped aboard, I felt the years melt away and I was back on Lake Michigan on the Marjory Jane. We celebrated with a gin and tonic.

I’m grateful that Mike and Kathy invited us, sight unseen, into their home and into their lives. I am sure there were uneasy feelings on both sides as we knew little about each other except for our mutual connection, a wooden sailboat built in the late 1960s.

Mike and Kathy are kind, interesting people who were perfect hosts. They cooked for us and even gave up their bedroom to give us a place to stay! The connection was immensely positive.

We spent three wonderful days with them getting reacquainted with the boat my father built.

Mike and Kathy took us out on the nearly completed ketch for a fine sail on Quartermaster Harbor on a day with light breezes.

As we sailed back into port at the local marina with me at the helm, I brought the Maggie Jane gently into her slip with a perfect tack—no motor needed.

It was a fitting end to a perfect journey, one that started in 1965 with my father and wouldn’t have come full circle without the encouragement of my daughter’s query, “Why don’t you find out what happened to Grandpa’s boat?” Fifty years after he built her, I did; and I feel fortunate that it brought me to sail the waters of Puget Sound with such wonderful people.

David Egger lives and sails in Madison, Wisconsin.

The author and his family with Vashon Islander, Mike Murray, aboard the boat that connects them.

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KEEPING

Clear

by Charlie Macaulay 48ยบ NORTH

Photo of Whidbey Island Race Week courtesy of Jan Anderson.

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Does Yellow Keep Clear?

Wind – 12 kts.

C

B

A

C

RC

A B

What Does it Mean to Keep Clear?

Rules 10, 11, 12, and 13 are the basic Racing Rules of Sailing (RRS). Rules 10, 11, and 12 also apply when cruising since they are incorporated into the International Regulations for Prevention of Collisions at Sea (COLREGs) as Rules 12 and 13.

All of these rules require a boat to keep clear of another (or “keep out of the way” in COLREG terms).

So, what does it mean to keep clear? The RRS provides a concise definition. First of all, a boat keeps clear of a right-ofway boat when the right-of-way boat “can sail her course with no need to take avoiding action…” In other words, the right-ofway boat need not alter her course to prevent contact with the other boat. That’s pretty simple and easily understood.

But there is a big ‘AND’ right after that. It says that when boats are overlapped, the keep-clear boat must stay far enough away from the right-of-way boat that the right-of-way boat can “change course in both directions without immediately making contact.”

Note the maneuvering part of the definition applies to the right-of-way boat, not the keep-clear boat. So if you’re in a Melges 24, you can get pretty close to weather of an old 6 Meter, but the old 6 Meter needs to stay further away from the Melges 24. It may not seem fair in some respects, but that’s reality. If you’re sailing in a boat that has responsiveness limitations, you need to take avoiding action earlier than if you’re in a sport boat. Similarly, a semi-truck needs to act earlier to avoid a collision than a motorcycle.

RRS 11 requires an overlapped windward boat to keep clear of the leeward boat. This rule is most often broken as boats approach the start line—especially dinghies. We have all seen the crowds at the favored end where boats are a bit early and 48º NORTH

luffing sails to stay below the line. Since the boats are not making way at that point, most boats are complying with the requirement to keep clear. A boat that is not making way can’t turn quickly, so moving the helm results in minimal change in direction. But the instant sails are sheeted in at the gun, the situation changes completely. As an on-the-water judge, it is very rare to not see a violation of RRS 11 at a competitive dinghy start.

One of the unwritten rules of sailing is that we tolerate this condition as long as it does not hurt our competitive position.

This means that when the windward boat is behind the leeward boat, there is very rarely a protest as long as there is no contact.

But if you are windward, close aboard, and get ahead of a leeward boat at the line, watch out!

Another common situation with boats maneuvering at the start (usually with a less crowded line) is shown in the diagram above. We see two J/109s sailing along overlapped for many boat lengths. At Position C, Yellow’s port quarter is less than 1 foot from Blue’s starboard bow. Did Yellow keep clear?

Yellow can claim that Blue changed course at Position B and did not allow time to keep clear per RRS 16. But when did Yellow’s obligation to keep clear begin? It began at Position A, when the overlap was first established. So any maneuver Yellow made (or didn’t make) that allowed the boats to get closer than at Position A is on her. If Blue protests with these facts, she will prevail.

Charlie Macaulay owns the Farr 39 ML “Absolutely”, is a US Sailing Judge and Judge Instructor, and is a member of the Board of PHRF-NW.

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Unsanctioned, SOCIALLY-DISTANCED, AND SAFETY-FOCUSED

VICTORIA’S GRASSROOTS SINGLEHANDED AND FAMILY-ONLY SAILING SERIES Around the globe, and certainly in our region, people have named, The Invitational Quarantine Singlehanded Race. The faced quarantine protocols for several months. In British rules of the race included social distancing before, during, Columbia, we have government guidelines, not laws, that and after the race and were in the spirit of the guidelines determine suitable behavior during the pandemic. We are established by both British Columbia’s government and public free to leave our homes, but must maintain social distancing health officials, as well as the specific parameters in place at (2-meter rule) while out and about.

Royal Victoria Yacht Club (RVYC).

Sailor that I am, it became evident to me that we could Though many of the participants, myself included, are successfully singlehand our boats and maintain all guidelines. affiliated with Royal Victoria Yacht Club, this racing series is not With this in mind, I made a suggestion to some of my more sanctioned by RVYC. We observe and respect RVYC’s guidelines, avid sailing friends: we should have a singlehanded race, aptly but this is a casual community opportunity, created and run 48º NORTH

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horns or flags. The course is sent online the day before the race.

The race format is best described as reverse/pursuit.

All boats, regardless of rating or configuration, start at the same time, and follow a set outward course. When the first boat reaches the furthest mark, all boats turn simultaneously, retracing their course back to the start line. The inbound leg becomes a pursuit race. In a perfect world, the entire fleet should cross the finish line at the same time.

The first priority of this event is to ensure that what we are doing is safe and allowable. Clearing that bar, the focus is entirely on fun and the joy of being able to go sailing and (distantly) share the water with friends.

Boats of a wide range of sizes and designs race together. Photo by Andrew Madding.

by Don Sargent Photo by Andrew Madding.

by individuals looking for a venue to safely enjoy sailing and racing in a time of pandemic.

On our first day of the series, we ended up with about 25 boats coming out. Because singlehanded racing is uniquely demanding, the following week’s race restrictions were relaxed slightly and allowed skippers to bring crew, as long as all parties lived in a single household. The following week there were 35 boats on the start line. Thus, the Pandemic Race Series was born.

At RVYC, we have a fixed start line just off of our main docks, plus a series of permanent racing buoys sprinkled throughout our local shores. The races have a fixed GPS start time, but no 48º NORTH

In keeping with the fun-focus, we do not keep results; and protests are to only be heard when there is a Covid-19 vaccine available. A handful of other light-hearted rules are in place, too. For example, the Notice of Race indicates, “Each boat is required to bring wine, beer or spirits, and offer a drink to Neptune as you pass by. Spilling valuable alcohol overboard is the expected practice. This should guarantee a full year of safe boating.”

The official race documents also specifically welcomes even those who don’t wish to race to come sailing. We race every Sunday with first starts being at a very civilized noon. There are generally two races, about one hour apiece.

Specific instructions for social distancing are given for the event, beyond requiring shorthanded crews from a single household, including bringing their own food and water. The instructions even quote some BC’s Restart Guidelines, ensuring participants have and follow the best practices when they aren’t involved in the Pandemic Race Series.

Uncertainty remains about when more familiar racing formats will be deemed safe and prudent. Yet given the circumstances, this community is scratching the sailing itch in the safest possible ways in our local waters.

Don Sargent owns and sails the J/80 Xcitable, and is a member of Royal Victoria Yacht Club.

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Photo by Jan Anderson.

PREPARE TO Win H

ave you ever noticed how the same boats always seem to be at the top of the results sheet? That’s because nearly all of them have given themselves a real shot at a pickle dish before they even leave the dock. The most consistent boats do this by preparing their vessel and crew, and managing both efficiently on race day. Here are a few tips I’ve picked up over the years that can help you join (or stay in) that elite club.

THE BOAT Boat preparation is key, and it begins with keeping the boat clean. Most crew like a clean boat, and I’ve never met a skipper who didn’t. A clean boat not only works better, but it positively affects the mindset of all aboard. Having clean topsides is good, but having a clean bottom is even better; it has a measurable impact on boat speed, especially in the light airs of summer on Puget Sound. Regular scrubs on a hard, fast bottom paint is preparation 101.

Next up, it’s important to invest in the right equipment and maintenance. Don’t do a “band-aid” fix and expect your crew to pick up for your lack of investment. As sailmakers like to remind us, “Nothing goes upwind like money!” Equipment isn’t just

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sails, however, it’s the hardware, too. Consistency on the race course doesn’t only come from being fast, it also comes from avoiding poor results from equipment failure—parted halyards, non-functioning winches, or fouled up mainsheet rigging can all keep you off the podium, even if your sails are brand new and perfectly trimmed.

Then there’s boat set-up. Whether you are expecting it to blow the oysters off the rocks that day or you’re planning to play connect-the-puffs, rig tension is an essential consideration.

However it works on your particular boat—using the tuning guide and Loos Gauge to adjust the shrouds, pumping up the rig with a hydraulic jack, or putting an extra turn or two on the forestay—the best sailors tend to be very adept at rig tune for the given conditions.

THE CREW The investment in your crew is often even more important than your boat (if you do it right). In my experience, the best boats have a crew pool two to three times the size of their typical race day crew. It is important to have a core of this pool that can commit to nearly every race. You need consistency and familiarity with one another if you are going to win. Great crews

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have a sixth-sense about how to approach a maneuver or solve a problem. It’s seldom because of magic or talent, this comes from practice and time on the water together.

All of your crew doesn’t need to be rock stars to have top-tier finishes. However, at a minimum for most racing keelboats, the positions of helm, mainsail trim, pit, and foredeck should know how to sail, race, and win. You can then fill in the other positions. Headsail trimmer can be a great entry-level position for introducing new crew to the program, especially if a tactician or another crew member can be attentive to helping this person adjust sails to make the boat go fast.

If your crew calls you “Old Yeller,” you may need to take a look in the mirror. Ninetynine percent of the crew out

by Peter Nelson there are doing this to have fun, first and foremost. And for most of us, it’s not very fun being yelled at. You can be either super-competitive or completely laid back, and still be a likable captain. Your crew will respond better to measured instructions than the barkier alternative. This is especially important in the beginning when you aren’t winning. Everybody likes to win, and it’s easier to recruit when you are on top. Yet, not winning can still be a great experience, especially if the skipper is a nice guy or gal, and brings a rising-tide mindset to investing in the improvement of each person on the boat. Tell your crew you appreciate their effort and commitment.

Have confidence. Fake it till you make it! To paraphrase legendary Seattle sailor, Jonathan McKee: Every race gives you the opportunity to sail it perfectly; you start at perfection and deduct your mistakes. In the spirit of that mindset, it’s good to enter every race with positivity. While it is critical to be open to learning and change, that approach must be balanced with being a confident leader. If you are a crew, try to be an exemplary member of the team. Tell your skipper when he/she is doing a good job. Building confidence is important in a team sport, and positive reinforcement usually goes further toward that goal than criticism.

Be organized, strategic, and observant of strengths and weaknesses. I don’t recommend crew rotation. In the early going, you may need to rotate crew to find what people are 48º NORTH

good at. Give everyone a job and stick to it, every race. Rotate on deliveries and other non-race occasions so people can learn the other functions of the boat. Put people where they have a chance to succeed. Put your tallest crew at the mast; your multitasker on the bow or pit; Brutus on the pedestal; and look for someone with uncanny focus for trim. In my experience, crews with a multigenerational mix of men and women have the most fun and are every bit as successful as the old notion of the “boys club.”

Returning to the principle of preparation, I like to send out an email a couple days before the regatta with a list of crew positions. That way everyone knows in advance what they will be doing and who will be aboard, so all parties can start getting excited and be thinking about their role.

THE DAY OF THE RACE Preparation continues in the window of time immediately before leaving the dock. Have “dock call” two hours or more before your start time (excluding delivery time to the race course); and know that, typically, some crew will be late. This leaves ample time to adjust the rig tension, rig the boat, catch up on life, and get ready to shove off.

On windy or variable days, there’s often extra rigging to complete at the dock. Perhaps you need to locate and prepare changing sheets for potential sail changes. Check or rig the reef line. Prepare a sail stack that gives you the easiest access to the next sails you expect to use, and orient it in the right place (fore or aft) to help your boat trim if your class allows. Perhaps you even need to run jacklines for tethers—this is something that is best completed before you are underway.

I like to have a briefing of expected wind and weather conditions at the dock. Review everyone’s duties and invite questions; discuss any equipment changes; and remind the crew of safety protocols including lifejacket use, hydration, one hand for the boat and one for yourself, and crew overboard.

Get out to the race course with time to warm up with some tacks. Set the kite and do a couple jibes and a douse. Keep it clean, go slow, and build confidence in the day’s crew. After the kite is down, ready it for racing and tidy up the boat. Check in with the committee boat and run the start line. Get an initial data-point for line orientation, current, and wind pressure on either side (this will be re-evaluated in your sequence). Then give the crew a rest to grab a drink of water or a bite to eat before racing starts.

All the while, observe conditions relative to the forecast. Don’t rely on predictions, they are nothing more than hypotheses.

Clouds can be important indicators. Check the current in various locations—the ebb is always stronger after heavy rains.

Ultimately, the key is routine. Establish a routine that breeds consistency and confidence with those who sail with you. Now go out there and prepare to win!

Peter Nelson has been sailing boats, large and small, in the Northwest for decades. He’s a Hobie 18 North American Champion and founder of the Multihull Youth Sailing Foundation (MYSAIL).

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CLASSIFIEDS

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

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 windless, 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, tranmission, 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.

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CATALINA 36' SLOOP Tall Rig, year 1989, foresail on roller furling, 25 HP Universal diesel engine with approx. 2500 hours. Very clean inside, hardtop dodger with new canvas and sail cover. Comes with an 8' inflatable and a 2 HP Honda outboard. Moored in Tacoma. For more info, please phone or text Fred at (253) 223-6934. $29,500.

CATALINA 36' SLOOP 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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Arriving at Wright Yachts docks in Seattle early June!

Call or email the team at Wright Yachts today to schedule an in-person viewing.

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SwiftsureYachts

206.378.1110 info@swiftsureyachts.com www.swiftsureyachts.com facebook.com/swiftsureyachts

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2020 Jeanneau 410 3C/2H #74565: $319,948 - SAVE $24,680 2020 Jeanneau 410 2C/1H #74656: $334,282 - SAVE $14,556

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Order Order Order Yours!

Yours!

Yours!

2020 Island Packet 42 Mo

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

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2020 Lagoon 4042-- Order Order Yours! $528,730 SAVE $7,300 2021Lagoon Lagoon40 #57127 $654,328 : SAVE $18,000 2020 Yours! :: $528,730 -- SAVE $7,300

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

2020 Lagoon 40 - Order Your In sid Ne eS w te er Mo in g, del G all ! ey U p

2020 Jeanneau Jeanneau 410 410 3C/2H 3C/2H #74565: #74565: $319,948 $319,948 -- SAVE SAVE $24,680 $24,680 2020

2020 Jeanneau Jeanneau 410 2C/1H #74656: $334,282 SAVE$21,752 $14,556 2020 Jeanneau410 440 #74671: $419,812 - SAVE 2020 2C/1H #74656: $334,282 -- SAVE $14,556

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2019 Jeanneau Jeanneau 490 440 #73974: #73995: $524,869 $379,985 -- SAVE SAVE $62,958 $62,958 2020 $29,702 2019 440 #73995: $379,985

CenturyLink + + S. S. Lake Lake Union Union CenturyLink NORTH AMERICAN

JAN. 24 24 FEB. DEALER OF--THE YEAR JAN. FEB. 11 2019 & 2016

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2019 Jeanneau 440 #73995: $379,985 - SAVE $62,958

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MARINE SERVICENTER MARINE SERVICENTER Serving Northwest Northwest Boaters Serving Boaters since since 1977 1977

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45'Wauquiez JeanneauMS SO’80............$185,000 ’06..........$199,500 43' Amphitrite ’84 $132,500 44' Nauticat 45' Jeanneau SO ’06..........$199,500

44'SK Bruce Roberts44 44‘80............

‘80. ..........$39,900 $65,000 42' 42 Roberts Pilothouse ’06.......$124,500 44' Bruce 44' Bruce Roberts 44 ‘80. .......... $65,000

Quality Listings Wanted.

We Get Results!

41' Island Island Packet Packet Cruiser ’07$299,000 40' Jeanneau 409Cruiser ’12..........$199,500 41' ’07$299,000

62' Lag 58' Jea 50' Jea 49' Jea 49' Jea 46' Jea 46' Lag 45' Jea 44' Bru 44' Jea 41' Jea 41' Pas 41' Bu 40' Ben 40' J/4 40' Jea 40' Lag 40' Na 39' Jea 38' Jea 38' Isla 37' Isla 34' Jea 34' KM 29' Isla

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62' Lagoon Lagoon 620 620‘20...................SOLD ‘20.....Arriving SOLD SOLD 62' 620 ‘20.....Arriving 58' C&C Jeanneau Yacht ‘18..............SOLD ‘18..............SOLD 61' ‘72...................Sale Pending 58' Jeanneau Yacht 50' Jeanneau JeanneauYacht 50DS DS‘18..............SOLD ‘11...Sale Pending Pending Quality Listings Listings Wanted.

Wanted.

58' 50' 50 ‘11...Sale Quality 49' Jeanneau JeanneauYacht 49p ‘07 ‘07 .........$349,500 49' 49p .........$349,500 53' ‘15..............SOLD 49' Jeanneau 490 '19....Sale Pending We Get Get Results!

Results!

49' Lagoon Jeanneau 490 '19....Sale Pending 50' 500 ‘12........Sale We 46' Jeanneau Jeanneau 49p 469 ’15................SOLD ’15................SOLD 46' 469 49' ‘07..........$349,500 46' Jeanneau Lagoon 46 46 ‘20.......Arriving SOLD 46' Lagoon ‘20.......Arriving 49' 490p ‘21..Arriving SOLD Wauquiez Gladiateur ’81...$35,000 34' Catalina 34 ’86..................$22,500 33'46' 45' Jeanneau 45 DS ’08............SOLD ’08............SOLD 45' Jeanneau DS Hunter 46045 ’01......................SOLD 44' Bruce Bruce Roberts Roberts PH PH ‘93 ‘93 .....$38,500 .....$38,500 44' 46' Lagoon 46 ‘20.....................SOLD 44' Jeanneau Jeanneau 440 440 ‘20.................SOLD ‘20.................SOLD 44' 44' Bruce Roberts PH ‘93......$38,500 41' Jeanneau Jeanneau 410 ‘20 ‘20 22 Arriving Arriving SOLD SOLD 41' 44' Jeanneau 410 440 ‘19................SOLD 41' Passport Passport 41 ‘89....................SOLD ‘89....................SOLD 41' 41' Jeanneau41 410 ‘20.............6 SOLD 41' Burnham & Crouch '63....$69,500 41' Island Burnham & Crouch '63....$69,500 41' Packet 40' Beneteau Beneteau 40 ’07..................SOLD ’11..................SOLD 40' ’11..................SOLD 40' Lagoon 4040‘19....................SOLD 40' J/40 ‘90...............................SOLD 40' Island J/40 ‘90...............................SOLD 38' Packet ‘92....Sale Pending 40' Jeanneau Jeanneau 40938‘13................SOLD ‘13................SOLD 40' 409 33' Wauquiez Gladiateur ’81...$35,000 20'38' 33' Gladiateur ’81...$35,000 34'Wauquiez Hunter 34 ‘84..................$29,000 33' Nauticat MS ‘85................$79,900 Laser SB3 ‘08.. ................ $19,500 Jeanneau 389 ‘20................SOLD 40' Lagoon 40 ‘19....................SOLD 40' Lagoon 40 ‘19....................SOLD 37' 371PH’01..........Sale Pending 40' Hanse Nauticat ‘85............ ............ .....SOLD .....SOLD 40' Nauticat PH ‘85 37' Packet '08..........SOLD 39' Island Jeanneau 39i 370 ‘07/‘08........2 SOLD 39' Jeanneau 39i ‘07/‘08........2 SOLD 37' SO ’02............SOLD 38' Jeanneau Jeanneau 389 38937 ‘20...Arriving SOLD 38' Jeanneau ‘20...Arriving SOLD 34' Catalina 34 380 ’86..............$14,500 38' Island Packet ‘00...........SOLD 38' Island Packet 380 ‘00...........SOLD 34' Jeanneau 349370 ‘20.............4 SOLD 37' Island Island Packet Packet 370 ‘08..........SOLD 37' ‘08..........SOLD 34' Grambling ‘74...Sale Dan Krier TimPending Jorgeson Jeff Ca 34' KMV Jeanneau 349 ‘20...

‘20... ..............SOLD 34' Jeanneau 349 ..............SOLD 33' ‘05.........................SOLD 34' C&C KMV99 Grambling ‘74........$24,900 34' KMV Grambling ‘74........$24,900 30' 30 ’86...................SOLD 29' Catalina Island Packet Packet ’91.................SOLD 20' Laser Laser SB3 SB3 ‘08..

‘08.. ................ $19,500 ‘08................... .................$19,500 29' Island ’91.................SOLD 20' $19,500

Anacortes Boatyard 360.293.8200 oeo asers o aeon uuc t

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Anacortes Sales Office 360.293.9521 RRe e

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Seattle Sales Office 206.323.2405

42' SK 42 Pilothouse Pilothouse ’06.......$124,500 41' Jeanneau DS ’14.........$225,400 37'SK Swan 37141‘81...................$69,000 42' 42 ’06.......$124,500

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35' Voyager ’78..........$59,500 37'Trident SwanChristian 371 ‘81...................$69,000 38' Hans MK ’80.....$72,000 37' Swan 371 ‘81...................$69,000 lli i NNe e s w

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43' Wauquiez Wauquiez Amphitrite ’84 $132,500 $132,500 41' Burnham &Amphitrite Crouch ‘63....$69,500 38' Hans Christian MK ’80.....$72,000 43' ’84

35' Trident Trident Voyager ’78..........$59,500 35' 34'Trident Catalina 34’11..................$99,900 ’86..................$22,500 35' Voyager ’78..........$59,500 34' Catalina 34 ’86..................$22,500 37' Swan 371 ‘81...................$69,500 ’78..........$59,500 33' C&C 99 ’05....................$82,000 33' HunterVoyager 33 u

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36'X-Yachts Bavaria IMX 36 ’02................$93,500 ’02................$93,500 36' Bavaria 36 38' 38 ’96............$63,500

36' Hans Bavaria 36 ’02................$93,500 38' Hans Christian MK ’80.....$72,000 ’80.....$72,000 40' J/120Christian ’01......................$154,500 38' MK

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40'Jeanneau Passport 40 40 ’84.............$149,900 ’84.............$149,900 40' SO 40.3 ’07........$149,500 Passport

44'SK Spencer 44’84.............$149,900 ‘73.............$40,000 42' 42 Pilothouse ’06.......$124,500 40' Passport 40 44' Spencer 44 ‘73.............$40,000

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44' Jeanneau Nauticat MS MSDS ’80’05.........$184,000 ...........$185,000 43' 43 44' Nauticat ’80 ...........$185,000

44' Bruce

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49'Vagabond Trans Pac PacSO 49 ’86.............$169,000 45' Jeanneau ’06..........$199,500 47' Ketch ‘83......$184,000 49' Trans 49 ’86.............$169,000

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46' Hunter 460 ’01 .............$160,000 44'Spencer Spencer460 44‘73................$40,000 ‘73.............$40,000 44' 44 46' Hunter ’01 .............$160,000

49' Jeanneau SO 49 ’05...........$284,500 46' Hunter 460 .............$160,000 47'Jeanneau Bowman 47’01 ’97.............$175,000 49' SO 49 ’05...........$284,500

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51'Jeanneau Alden Skye Skye ‘80.............$129,500 47' Vagabond ‘83......$184,000 49' SOKetch 49 ’05...........$274,500 51' Alden ‘80.............$129,500 Rle NN lidsi ewe

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47'Jeanneau VagabondMS Ketch ‘83......$184,000 44' Nauticat ’80’06........$199,500 ...........$185,000 45' SO 45 47' Vagabond Ketch ‘83......$184,000

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47'Hunter Bowman 47 ’97.............$215,000 45' 45047 Passage CC ’98..$139,500 47' Bowman ’97.............$215,000

53'Trans Jeanneau Yacht 53 ’15....$389,500 ’15....$389,500 47' Bowman ’97.............$215,000 49' Pac 47 49 ’86.............$149,000 53' Jeanneau Yacht 53 dduu uucc cceee dedd d

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61' C&C ‘72 ‘72 .......................$153,900 51' C&C Alden Skye ‘80.............$129,500 61' .......................$153,900

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2020Island IslandPacket Packet42 42Motor MotorSailer Sailer:::SAVE SAVE$70,000 $70,000 2020 Jeanneau 490 #73974: $334,282 $524,869--- SAVE SAVE $14,556 $29,702 2021 2020 Jeanneau Jeanneau 349 349 #74883: #74880: $192,490 $192,490 -- SAVE SAVE $14,482 $14,482 2020 2020 Island Packet 42 Motor Sailer SAVE $70,000 2020 $524,869 $29,702 2020 #74880: 2020Jeanneau Jeanneau 490 410 #73974: #74656: 49' Tran 61' C&C ‘72 .......................$153,900 53' Jeanneau Yacht 53 ’15....$389,500 51' Alden Skye ‘80.............$129,500 49' Jeanneau SO 49 ’05...........$284,500

info@marinesc.com | www.marinesc.com

33' Hunter C&C 99 9933’05....................$82,000 ’05....................$82,000 33' ’11..................$99,900 C&C

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

33'Wauquiez Nauticat MS MS ‘85................$79,900 33' Gladiateur ’81...$35,000 33' Nauticat ‘85................$79,900

Seattle Sales Office Anacortes Sales Office Anacortes Boatyard Seattle Sales Office Anacortes Sales Office 206.323.2405 360.293.9521 360.293.8200 206.323.2405 360.707.0180

info@marinesc.com | www.marinesc.com

Dan Krier Krier Tim Tim Jorgeson Jorgeson Jeff Jeff Carson Carson Greg Jim Rard Rard Patrick Patrick Harrigan Harrigan Dan Farah Jim