June 2022 48° North Digital

34 S AN JUANS HOME SPOT

38 FIBERGLASS IN THE FOREST

JUNE 2022

28 B OAT BUYING ADVENTURE

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FEATURES 28 Head to Wind

A family's learnings from a boat buying adventure.

By Maurisa Descheemaeker

34 San Juan Islands Home Spot

48º NORTH

By Karl Krüger

38 Fiberglass in the Forest

Lessons in backyard lamination while refitting Duracell.

By Matt Steverson and Janneke Petersen

COLUMNS 20 Artist’s View — Secrets of the Salish Sea

Solitary Sandpiper: Uniquely, around our waters all year.

By Larry Eifert

24 Close to the Water

Becoming a sailor: The personal path to knowledge.

By Bruce Bateau

22 Diesel Deep Dive

Are there electrical gremlins in your engine compartment?

By Meredith Anderson

26 Casting Off: Adventures of a New Sailor

Remember the Main! Finding Our Sailing Identity Through a Folded Sail

By David Casey

RACING 42 Vashon Island Race

A typical Vashon ­— wind, no wind, wind again — but with sun.

43 Race to the Straits

Slam-bang Saturday followed by a very light-wind Sunday.

44 Windermere Regatta

Great sailing, lots of laughs, and truly apocalyptic rain.

44 PNW Offshore Race

A zippy Pacific jaunt after a heavy-weather postponement.

ON THE COVER: Shez Tucker’s C&C 39, Red Hot, bounds through big waves along Marrowstone Island during the blustery Saturday of Race to the Straits. Photo by Jan Anderson.

5

Background photo courtesy of Jan Anderson.

CONTENTS

Adventures far afield build appreciation for home waters.

JUNE 2022

06

Editor CHANGE OF WATCH

One of my favorite parts of the maritime lifestyle is what happens between fellow crew members at sea when it comes time to change watch. A watch change on a boat comes with the assurance that those going off watch will be stepping back to the helm in a short while, after taking care of themselves with some food, sleep, and perhaps dry socks.

The watch handoff centers around conveyance of essential information, and it is not always brief. On racing sailboats, two watches may sail together until a new driver has found the rhythm of the waves and new trimmers are in sync.

Navigational considerations for the next watch will be discussed and resolved, along with weather trends and likely sail changes. And then, with a deep breath and equally profound mutual trust, the outgoing watch lets go of control. Still on the team, their off-watch time is their own — to rest and recover, and come back ready to sail once again.

My fellow 48° North crew members, especially fellow editor Andy Cross, and I are in the midst of a landlubberly version of this. I feel privileged and thrilled to be able to spend the next few months on a family leave to look after my five-monthold daughter, Rowan, as my wife returns to work. The 48° North team and I have been working diligently (ok, feverishly) to make sure they have everything they need to deliver 48° North in all the ways you’d expect in my absence. Heck — just like on a boat — they may drive or trim or write with more talent and skill than those of us snoozing below decks. They’re ready, and you’re in great hands.

Andy gets the credit as the first to note the change-of-watch symbolism to what we have been doing. Here’s how he’s been thinking about it: When it comes time to be on watch, nothing takes the place of preparation.

We chat with our crewmates about what happened over the past few hours and what the plan is for the miles ahead. A snack gets tucked in the pocket of our foul weather jackets, and maybe a hot beverage helps kickstart our time on deck so we can be alert and ready.

After putting on my PFD and clipping in, the first thing I do when I come on watch is to note our heading. Which way are we going? Next, I scan the horizon for obstructions. Then, I check the sails to make sure we’re sailing efficiently.

As watch captains of the good ship 48° North, Joe and I have been preparing for a comparable transition. Starting with the July issue, I’ll figuratively climb on deck, note our course, look ahead, check our sail trim, and move forward with the plan to keep our vessel running smoothly. In doing so, I’ll lean on the knowledge and experience of the team around me and will make course corrections when needed.

As with any good on-watch crew, the goal is to run the boat as reliably as possible and to set the off-watch crew up for success when it’s their turn again. Indeed, when we trade watches after the September issue, I’m sure we’ll do so with the same ease as a competent crew at sea.

We’ll see you on the water,

Volume XLI, Number 11, June 2022 (206) 789-7350. info@48north.com www.48north.com

Publisher Northwest Maritime Center Managing Editor Joe Cline joe@48north.com Editor Andy Cross andy@48north.com Designer Karen Johnson karen@level29.com Designer Rainier Powers rainier@48north.com Advertising Sales Kachele Yelaca kachele@48north.com Classifieds classads48@48north.com Photographer Jan Anderson 48° North is published as a project of the Northwest Maritime Center in Port Townsend, WA – a 501(c)3 non-profit organization whose mission is to engage and educate people of all generations in traditional and contemporary maritime life, in a spirit of adventure and discovery.

Northwest Maritime Center: 431 Water St, Port Townsend, WA 98368 (360) 385-3628 48° North encourages letters, photographs, manuscripts, burgees, and bribes. Emailed manuscripts and high quality digital images are best!

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.

SUBSCRIPTION OPTIONS FOR 2022! $39/Year For The Magazine $75/Year For Premium (perks!) www.48north.com/subscribe for details.

Prices vary for international or first class.

Proud members: Andy Cross Editor 48° North

Joe Cline Managing Editor 48° North 48º NORTH

6

JUNE 2022

News from the Northwest Maritime Center >> As most readers know, 48° North has been published by the Northwest Maritime Center (NWMC) since 2018. We are continually amazed by the inspiring and important work of our colleagues and organization, and are excited to dedicate this page to sharing a bit about it with you. This page affirms that 48° North is part of something bigger, and that we think the missionminded efforts of our organization matter to our readers, and are good for this community and publication.

JUNE IS ALL ABOUT ADVENTURE RACES: SEVENTY48 AND R2AK When the Northwest Maritime Center was first taking shape, adventure races were but a glimmer in the organizational eye. Today, these races have become a centerpiece conveying the spirit of the mission, and helping invite ever-more folks to experience the wonders of the sea and the outer reaches of their own capabilities. The pairing of adventure racing with an educational organization that hosts the continent's largest wooden boat festival might have seemed unusual at first, but now it’s all in lockstep — fostering the flames of adventure and discovery, and illuminating transformational experiences on the water.

This month, the human-powered race, SEVENTY48, will bring 129 teams from Tacoma to Port Townsend. Shortly thereafter, the first Race to Alaska (R2AK) since 2019 will begin from Port Townsend. A total of 49 teams will head north, 38 of them with the intent to race all the way to Ketchikan, powered only by wind and/or muscles.

One team of note is a solo voyager who will be participating in both SEVENTY48 and R2AK. Lillian Kuehl is the lone member of Team Interstice. Lillian is already a beacon of inspiration for many, because she is one of only two people to complete all three Northwest Maritime Center races (R2AK, SEVENTY48, and WA360) — a triple crown achievement dubbed The 1,180 Club

for the combined mileage of those three events.

For both SEVENTY48 and R2AK, she’ll be rowing a Chesapeake Light Craft Expedition Wherry — an 18-foot sliding-seat row boat that she built this spring. If she’s able to finish R2AK, she’ll be the first person to complete R2AK solo in a rowing craft.

Though Lillian's accomplishments and her ambitions for 2022 offer inspiration aplenty, she’s racing to raise public awareness for a cause: “I’m trying to leap beyond my social nervousness and use my trip to bring public attention to Missing and Murdered Indigenous Women and Girls, so that more resources go to bringing them home and bringing their killers to justice.” » www.nwmaritime.org

EVENTS CALENDAR » www.nwmaritime.org/events SEVENTY48 Race Start June 10, 2022 Thea Foss Waterway, Tacoma

R2AK Stage 1 Start June 13, 2022 Northwest Maritime Center

Port Townsend Bay Tours Saturdays July 2 - Sept. 3, 2022 Northwest Maritime Center

Hands-on Ship Simulator Tours July 2- September 3, 2022 Northwest Maritime Center

Adventure Race Ruckus June 12, 2022 NWMC and Pope Marine Park

R2AK Stage 2 Start June 16, 2022 Victoria, BC

Adult Sailing Classes May 14 - September 25, 2022 Northwest Maritime Center

Wooden Boat Festival September 9-11, 2022 Northwest Maritime Center

NWMC WISH OF THE MONTH: WARM LAYERS

JUNE 12: JOIN THE RAUCOUS FUN AT RUCKUS!

The team that runs student programs on campus at NWMC in Port Townsend is seeking your retired (but clean and functional) warm layers. Your support enables youth programs to take place outside and on the water in all kinds of conditions, year ‘round.

They need non-cotton warm top layers in sizes adult XS-XXL, warm hats, and warm gloves.

Music, dancing, boats... tattoos!

Let loose like you’re about to set sail for Alaska, with people who actually are about to set sail for Alaska! Give the racers a night to remember before their long, wet journey. The Pre-Race Ruckus is all the spirit of Race to Alaska, 10% of the danger.

» chrissy@nwmaritme.org

48º NORTH

» r2ak.com/ruckus

8

JUNE 2022

REGI STRATI ON OP E N

June 20-24, 2022 l Anacortes, WA www.RaceWeekPNW.com

"Race Week in Anacortes exceeded our expectations in every way."

Spencer Kunath, Navigator TP52 Glory

RACE WEEK 2022 SPONSORS

ANCHOR OUT O

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JUNE 2022

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In an emergency situation, you must contact the Coast Guard or a government agency immediately.

12 All the Power You Need

Letters In Search of Hewitt Jackson Article

Good Day, In May 2001, 48° North published the article: “Are We Living In The Land Of Fou Seng” By Hewitt R Jackson. My internet search does not find this article. Would your archives still have that issue and this article? Its contents illuminated research that shows Chinese sailors may have reached North America a thousand years before Columbus. This article appears to precede the publication of Gavin Menzies' book 1421: The Year the Chinese Discovered America. njoy the wind, be mindful of the wave, be thankful for E the calm, Ralph-Charles Goodwin

Model Shown Beta 38

Response to Editorial: “In Defense of Imperfect Races”

Engineered to be Serviced Easily!

Hello Joe! I just finished reading “In Defense of Imperfect Races.” I'm new to racing, and I must say, it so perfectly articulated some feelings that I have been struggling to understand about what makes sailing and racing so delightful. One weekend you’re high on your horse after coming in first, and the next you’re dead last because of unfavorable ratings and a crummy start.

No two races are ever the same, and I’m learning to find the joy in that simple fact. Funny enough, I took up yacht racing after an unfortunate run-in with a tree on the most perfect pow-day of the season (I’m better).

However, the real reason that I am writing is to say thank you for being inclusive! I noticed you used the pronoun “she” when you referred to a skier. Thank you for switching it up, and being intentional about being inclusive!

I'm getting ready to head down to San Diego in the California Offshore Week, and your musings have given me something to ponder on what’s sure to be a cold and wet voyage down the coast.

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

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

Cheers, Jessica Brownlow

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

A Plea and Some Praise Please darken the print! That and congratulations for a fine issue. I very much enjoyed the pieces on the Deception Pass Race and Rowing the Straits, both well-written.

As for the typeface... M’gawd, you think we’re all 18 with stellar eyesight in perfect reading light?

Deer Harbor Boatworks Deer Harbor, WA 888-792-2382 customersupport@betamarinenw.com www.betamarinenw.com 48º NORTH

Thanks, and steer small, Brooks Townes

12

JUNE 2022

Celebrate your new boat firsts!

First Fed offers a variety of financing options for purchases of new or used boats. Scan to view boat loan rates.

ourfirstfed.com | 800.800.1577 Equal Housing Lender | Member FDIC

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13

First ti m e ta k i ng the b o at o u t at s u n rise

JUNE 2022

low tides >>

News & Events

PNW RACE WEEK RETURNS TO ANACORTES, JUNE 20-24, 2022

Photo by Jan Anderson

Race Week is on the horizon! Sailors throughout the area are looking forward to the summer’s pinnacle sailboat racing event, which will return to Anacortes, Washington, from June 20-24, 2022. With its excellent racing areas and shoreside amenities, it is expected to be another great week of sailing in the Pacific Northwest. While racing is always the focal point, the awesome tradition of Race Week as a regional sailing get-together is back, with the event drawing boats from British Columbia and Oregon as well as from around Washington.

The Race Week epicenter is Cap Sante Marina in Anacortes, where the event has reserved all of C-Dock for participants (as they did in 2021). Moorage and RV campground reservations can be made directly with the Cap Sante Harbormaster’s office using their online reservation system through the Port of Anacortes website. The reservation form requires the Race Week confirmation code in order to process, sent upon registration for the event. Of course, Anacortes also offers a variety of other lodging options to host racers and their families.

Along with the usual racing classes (one design and PHRF), the J/70 Fleet will be conducting their Pacific Coast Championships at Race Week. If you'd like to join in the fun without the intensity of buoy racing, Race Week will once again offer a Cruising Class — which will do one distance race per day, taking crews into some of the PNW’s most scenic cruising grounds.

After last summer's tragic crew overboard incident at Race Week, we're all reminded to review safety protocols with your crews, and arrange for practice drills on board your boats. A fleet

of race committee support boats will be on the course, who can be called in to assist in the event of an emergency — but an understanding of crew overboard basics, as well as a boat’s specific procedures, should be required for anyone who steps on board a boat. A detailed Emergency Action Plan (EAP) will be put in place by event producers that will be shared with the competitors in the Sailing Instructions. Race Week will require that all skippers keep a detailed crew log (including emergency contacts), that accounts for all active crew racing at the event.

With these plans in place, it is shaping up to be a safe and wonderful Race Week in 2022 — continuing the event’s decades-long tradition of summer fun and friendly sailing competition. » www.raceweekpnw.com

CYC TACOMA CRUISING DAY SAIL RALLY, JUNE 11

MARINE SWAP MEET AT OAK HARBOR YACHT CLUB, JUNE 4

A unique approach to a fun and welcoming on-the-water event has taken shape in Tacoma. Corinthian Yacht Club of Tacoma has started hosting ‘Cruising Day Sail Rallies’, and the next opportunity to join is on June 11, 2022.

The Cruising Day Sail Rallies are a fun way to get your crew out on the water to participate in varying challenges, and points are awarded accordingly. Essentially, the events are sailing scavenger hunts that are designed to keep you and your crew engaged the entire time — whether the crew are completing trivia, helping sail towards the next mark, watching for wildlife, or making delicious snacks and beverages.

Get your crew lined up, CYC Tacoma would love to have any boats or clubs come out to participate — even if just to learn how to host something similar at your club. Pre-registration will be required to plan for instructional and rally materials and prizes. Exact time and locations for the next rally will be posted at www.cyct.com. You can also contact club Cruising Captains at: » cruising@cyct.com.

48º NORTH

A marine swap meet co-sponsored by the America’s Boating Club of Deception Pass and the Oak Harbor Yacht Club is being held Saturday, June 4 from 10 a.m. to 2 p.m. at the Oak Harbor Yacht Club. The swap meet will feature nautical hardware, boat gear, and other marine-related second-hand items. The public is invited to buy, sell, or swap. Also for sale will be crab pots, clean and inspected with complete rigging, starting at $25.

There is no charge for those selling their second-hand marine items, but no professional vendors are allowed. Each seller will receive space and will need to bring their own setup materials such as tarps, tents, and tables. Setup starts at 9:30 a.m. and the parking lot must be vacated by 2:30 p.m. The sponsors do not provide payment systems, and there is no Wi-Fi on site. Vendors must bring their own change and decide on their own credit card or check policies.

The Oak Harbor Yacht Club is located at 1301 SE Catalina Drive, Oak Harbor. For more information, contact Shawn Haugen at (360) 632-6181 or Ralph Morales at (360) 929-1991.

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JUNE 2022

low tides >>

News & Events

STATE PARKS CLEAN VESSEL ACT GRANT PROGRAM FUNDS $700,000 IN PROJECTS

Recreational boaters in Washington waters will have an easier time disposing of vessel sewage thanks to more than $700,000 in new federal pass-through grants for boat pumpout and floating restroom projects.

Awarded by the Washington State Parks Clean Vessel Act Grant Program (CVA), the grants focus on sewage disposal systems for recreational vessels and outreach programs that inform boaters about the location of pumpout and dump stations. The new projects will help boaters comply with the Puget Sound No Discharge Zone Law, which has been in effect since May 10, 2018.

In addition to funding new or replacement pumpout projects, the CVA Grant Program also funds the annual operation and maintenance of more than 100 pumpout and dump station facilities across the state. To locate pumpout and dump stations, boaters can visit PumpoutWashington.org, or download the free Pumpout Nav app on the Apple Store or Google Play. » www.pumpoutwashington.org

low tides >>

PORT TOWNSEND POCKET YACHT PALOOZA – LARGEST EXHIBIT OF SMALL CRAFT IN N. AMERICA, JULY 23

Mark your calendar for the free Pocket Yacht Palooza in Port Townsend, Washington, on Saturday, July 23 from 9:00 a.m. to 5:00 p.m. The event is sponsored by the Port Townsend Pocket Yachters and is hosted at the Northwest Maritime Center (431 Water Street, Port Townsend).

Over 50 small (+/- 20-foot), trailerable boats will be exhibited including sail and oar, motor cruisers, kayaks, rowing craft, traditional wood boats, fiberglass, electric, solar powered, cloth on frame — virtually anything a boat can be made of will be featured. New for 2022 will be displays and explanations of various types of sailing rigs, demonstrations of beach anchoring techniques, examples of boats fully equipped for camp cruising, and much more.

After the event, you’re invited to participate in the 2022 Pocket Yacht Crooza, a 3-day group cruise to Puget Sound locations beginning on Sunday, July 24. There is no fee to register. Contact Pocketyachters.com for registration and additional information. » www.pocketyachters.com

In The Biz...

PORTLAND'S WEST COAST SAILING, ALONG WITH ZIM SAILING, NAMED OFFICIAL SUPPLIERS OF THE INTER-COLLEGIATE SAILING ASSOCIATION The Inter-Collegiate Sailing Association (ICSA) recently announced a new 5-year sponsorship agreement with Zim Sailing and West Coast Sailing — two of North America’s leading suppliers of boats, parts, and equipment.

Through this new sponsorship agreement as the ‘Official Suppliers’ of ICSA, Zim Sailing and West Coast Sailing will contribute equipment for use at the various ICSA national championships, including 420/FJ sails at Spring Championships, and complete ILCA boats at Singlehand Championships.

In addition to providing equipment, both companies have created a unique cash contribution plan where 5% of purchases made by college sailing programs will be donated back to ICSA. This will create a direct circle of support for the long term benefit of student athletes and the continued growth of College Sailing.

In 2021, Oregon-based West Coast Sailing joined with Rhode Island-based Zim Sailing and Dwyer Mast & Rigging to form 48º NORTH

Starting Line Sailing. The new company is helmed by West Coast Sailing founder, George Yioulos. By combining forces and creating bi-coastal efficiencies between manufacturers and distributors, West Coast Sailing and Zim Sailing now have even more traction to make good on their promises to enhance service to sailors and programs, and to help more people discover their own passion for sailing.

Both companies are led by, and employ, many alumni of college sailing. Their teams continue to volunteer, donate, coach, and support ICSA, year in and year out. For sailors, programs and supporters of college sailing, this is an opportunity to work with a valued sponsor for all boats, parts, equipment, and apparel needs. Programs can set up accounts for easy online ordering with discounted pricing and individual student athletes can take advantage of 15% off apparel and accessories purchases to get the gear they need to get on the water. » www.westcoastsailing.net, www.collegesailing.org

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JUNE 2022

low tides >>

Products News

» SEASUCKER VACUUM MOUNTS

Vacuum mounts have been around for a while to hold small, light things aboard our boats that we don’t want to move. But these were mere suction cups compared to SeaSucker Vacuum Mounts that, with their incredibly strong holding power, can be used vertically, horizontally, or even upside down. SeaSucker is now partnering with a variety of vendors and manufacturers to create a wide range of mounts for all types of boating applications. Dry boxes, cameras, fishing rods, cam cleats, smartphones, or even chartplotters can be easily affixed without fear of them moving while underway.

SeaSucker's 4.5-inch model secures 120 lbs. to any rigid, non-porous surface for days on end; its 6-inch version, an incredible 210 lbs. Available in black or white with standard or low-profile housings, the UV-stabilized all-weather mounts can be easily adapted to numerous hardware requirements.

Price: Starting at $65 » www.seasucker.com

» GLOMEX WEBBOAT® 4G EVO ANTENNA

Whether you’re updating software, downloading the latest GRIB files, or sending a quick text message, the need for cellular connectivity has become common on the water. The new Glomex weBBoat® 4G Lite EVO US antenna accomplishes that goal in a compact and lightweight unit that receives 3G/4G cellular and WiFi signals up to 15 miles from shore and distributes them throughout the vessel using an integrated router. Engineered for North American waters, a cellular plan is needed for offshore connectivity, but with automatic APN, it's simple to add a single SIM card from any US-based carrier and connect it without any programming.

Up to 24 devices can be securely connected, and if the antenna is using shoreside Wi-Fi and then the boat moves out of that signal range, it automatically switches to cellular data. The antenna can be managed with the Glomex app for Android or iOS, allowing users to configure the device with an encrypted connection, and monitor and control the SIM card. The UV-resistant radome easily fits on a coach roof, radar arch, stern pulpit, or spreader and, at only 2 lbs., it's negligible weight aloft. It has a 10/30VDC power supply with a single lead and draws a mere 500mA at 12VDC. Price: $799 » www.glomex.us

» SHURHOLD SERIOUS SHINE

On our boats, it’s often the small stains and blemishes that are the most annoying and difficult to remove. Shurhold tackles the problem with their new Serious Shine Quick Detailer. This one-step spray quickly removes water spots, dirt, grime — even residue left by other cleaning products — for a sparkling, spot-free surface. Made in the USA, Serious Shine is a unique formula that provides a high-gloss, water- and UV-resistant finish without leaving a greasy feeling. It cleans and polishes virtually any surface such as fiberglass, vinyl, isinglass, and stainless steel. It's especially useful for removing the minerals in sunbaked water spots that can damage gelcoat.

With anti-static properties, it's perfect for multifunction touchscreen displays and other sensitive surfaces. Application is simple: after shaking, Serious Shine is misted onto the surface from 6-8 inches away. Then, it's wiped with a microfiber polishing cloth until the dirt is removed; the cloth is flipped and the surface buffed lightly until the residue disappears.

Price: $17.98 » www.shurhold.com 48º NORTH

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JUNE 2022

Seattle Yachts Sailing Academy American Sailing Association (ASA) Certified Sailing School Based out of beautiful Anacortes, Washington, we offer a complete range of ASA courses from Basic Keelboat 101 through Advanced Coastal Cruising 106, Cruising Catamaran 114, Docking Endorsement 118 and private instruction. We run ASA Instructor Qualification Clinics throughout the year.

Checkout our website @ www.sailtime.com/anacortes/sailing-school Pay online for courses throughout the 2022 season.

Book Now! Courses are filling up fast!

Call us at 360-299-0777 if you want to talk about your sailing future!

Our Location: Cap Sante Marina (boats) 700 28th Street (classroom) Anacortes, WA 98221

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48 N: 3.5417 W x 4.68 H

www.sandiegomarine.com 17

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Crossword and Trivia

18

DID YOU KNOW?

by Bryan Henry

The women’s world record for free diving with no breathing equipment was set by Alenka Artnik, after she dived 374 feet in the Red Sea.

Maya Gabeira, riding a 72-foot wave, set the record for the tallest wave surfed by a woman.

The Moose Peak Lighthouse on Mistake Island, Maine, is the foggiest place on the east coast of the United States, averaging 1,580 hours of fog per year.

ACROSS 1 Ocean swells 4 Timber immediately above the

keel on a wooden ship

8 Part of the hull between the

waterline and the deck

9 Danger to shipping in cold waters 11 Haven for ships 14 Tied to the pier 15 Stumbling expression 17 ______ and jetsam 20 They support the rigging and sails 22 Eject, as molten lava 24 Still in one piece 26 Tied up tightly 27 Fleur-de-__ 29 State that borders the Gulf of

Mexico, abbr.

30 Measure of a cargo ship's capacity 33 Business degree, abbr.

35 Bear’s lair 36 Reef dwelling fish 37 One who guides ships over

dangerous sandbars at the mouth of rivers and bays, 2 words

DOWN 1 Time when a crew member is

on duty

2 Fog or steam 3 Crew 4 Stem-to-stern part 5 Goes with behold 6 Hold a course too long when

 Solution on page 49

From 1886 to 1902, the Statue of Liberty functioned as a lighthouse that was visible 24 miles away.

The world’s smallest island is Bishop Rock off the coast of Cornwall, England. It’s just a rock containing a lighthouse.

tacking

The Bell Rock Lighthouse at Inchcape, Scotland, 1810, is the oldest surviving lighthouse in the United Kingdom.

7 Seasoned 10 Another name for the

helmsman

12 Everyone 13 Speculate 16 Electric current measurement

The characteristic tower of lighthouses that houses the keeper was first designed for England’s Eddystone Light by John Smeaton in 1759.

17 Warship 18 Line used to control the shape

of a sail

Eddystone Lighthouse was depicted on the English penny periodically from 1860 until 1970.

19 __ spumante wine 21 Waterlogged 23 __ Prado, Spanish museum 25 Go up the rigging, for example 28 Night sky sight used in

navigation

31 Trouble 34 Arts degree, abbr.

The world’s first revolving lighthouse was installed at Carlsten in Sweden in 1781.

About 50 lighthouses aid sailors along Lake Superior’s 2,700 miles of coast.

The French erected the first Canadian lighthouse in 1740 at Louisburg on Cape Breton Island, Nova Scotia.

32 Obtain

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Dame Ellen MacArthur sailed nonstop around the world in only 71 days.

Maxim Ivanov, who turned 17 during the voyage, became the youngest person to row across the Atlantic, from Portugal to Barbados, taking 105 days.

In 2019, four women from Antigua and Barbuda in the Caribbean became the first all-Black team to row across the Atlantic Ocean.

18

JUNE 2022

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JUNE 2022

20

Artist’s View

Sketches and story by Larry Eifert

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Many species of sandpipers are common during fall, winter and spring as migrants passing through the Salish Sea, but one — the Solitary Sandpiper — is here all year. I see these birds in alpine meadows and along the shorelines of creeks and rivers at sea level, going about their business of foraging for dinner.

While most birds of this clan are in the Arctic for summer, the Solitary sort stays around to enjoy summer, too. This is a bird that’s easy to identify. Solitary! Not in flocks. Walks along shorelines bobbing their bottoms up and down, stiff wingbeats and flying very low over water.

What I like about this bird is the female domination of the family. She is the queen, and larger than her mate. And she

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breeds with more than one male. She stakes out a territory, prances around to attract a suitable partner. Her nest is on the ground next to water and carefully hidden under logs or deep grass; and here she lays four eggs, then immediately just walks off the job to find another mate. She leaves the ‘kids’ to be raised by dad. This goes on for up to four clutches per season and the last she will raise herself. I guess it’s a strategy that works, because there isn’t a shortage of Solitary Sandpipers.

Finding one of these small birds can make my day, because it’s a bit of wildness to appreciate. This bird might stay around here where you see it, or, by the end of summer it might be headed to South America for the winter months.

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 2022

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22

Close to the Water

BECOMING A SAILOR

by Bruce Bateau

Recently, a reader reached out for advice on getting the back of the hall, I spotted a delegation from the Willamette necessary skills and knowledge for a small boat journey. His Sailing Club standing next to several knee-high vessels. This questions made me reflect on my own history and experience in felt much more approachable.

I learned that the club focused on one-design dinghies and sailing, which lacked charts or maps. When I first got interested in small craft, I noticed that boat owners seemed to possess a offered a US Sailing small boat course covering the basics, with an on-the-water component. (I mysterious aura of knowledge. I could still remember a note in the course purchase a boat easily enough from description stating that participants Craigslist, I realized. But how to know should be prepared to get wet.) I if I was choosing the right one for my signed up and started to discover the particular skills and goals? And how visceral magic of motion that comes would I learn to pilot it? These were from harnessing the wind. It was a solid murky questions indeed. start and showed me that sailing was While looking to acquire a boat, I something I had a passion for. started to wonder if boaters are simply I played in a variety of small fiberglass born fully formed, ready to grab a boats, eventually purchasing a 1973, tiller and go. It sure seemed that way. baby blue Lido 14. Known as a family Bridging the gap between watching a racing dinghy, it was fun but after boat joyfully tacking on the river and learning to hike out, race around the actually getting behind the mast myself At the helm on a beautiful day in the PNW. marks (and indeed, get wet), I wanted felt more challenging than I expected.

I cruised the internet and found opportunities to take classes to go farther, see new places, and have adventures beyond on keelboats; but the idea of starting with something so big and the small patch of my home river where the club raced. Camp expensive was not only financially prohibitive, but daunting. cruising wasn’t part of the curriculum, though, nor was there Taking on a keelboat would be like going from tricycle riding much interest in it from most club members. My career as a small boat cruiser was paused, but not stopped. directly to driving a semi-truck: completely overwhelming.

I looked into a US Sailing basic cruising class, but it assumed I’d Visiting the annual Portland Boat Show, I wandered the convention center’s cavernous halls, passing motorized fishing be operating a 23-32 foot sloop-rigged keelboat with auxiliary craft, bulky pontoon boats, and a towering sailboat high atop power. I was yet to learn that, in addition to the seemingly a specialized trailer. I was starting to despair, when in the very ubiquitous Marconi rig, there were loose-footed lugsails, sprit 48º NORTH

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JUNE 2022

sails, and high-peaked gaff sails, too. Yet, there was no course for a boat with such a rig, nor was there any assumption that oars, sculls, or paddles should be in the class syllabus. Nothing seemed farther from the reality of my 14-foot open boat.

Looking back, if I could have scaled the class outline down to trailer-sailer size, it would actually have covered much of what I needed to know: operating the boat’s rigging and systems, leaving and returning to a dock or anchorage, boat handling, heavy weather sailing, safety, and navigation.

A “messabout” is a great place to see a variety of different craft and meet likeminded boaters.

Instead of taking the class, I started checking out library books about kayak touring, canoe travel, and seamanship, gleaning what I could apply to my own situation. The best thirteen dollars I spent was on Ray Killen’s Simple Kayak Navigation, which taught me how to read a chart and use a compass from a foot above the water. And I experimented. I packed all my backpacking gear into dry bags and attempted to stuff them in my racing dinghy. I sailed far beyond the marks on my home river. I tried moving my boat with a paddle. I bought a small row boat and rowed until I’d built strong core muscles and grown calluses on my hands. I went to Traditional Small Craft Association messabouts. And I asked questions of more The author (right) and a friend enjoy camp-cruising in Puget Sound.

experienced sailors — lots of questions.

Luckily, I stumbled on the community of small boat sailors who post at the online WoodenBoat Forum, where people welcomed me and even responded thoughtfully to my rookie questions. The forum hosted discussions about cockpit tents, correct lengths for oars, and multi-day cruises on boats you could tow with the family car. And of course, there were the inevitable debates about the best anchor, too.

Over time, I did drills to see how fast I could set and strike my sails. I capsized the boat on purpose and figured out how to climb back in and bail it out. I sailed a lot, with the intention of getting to know every inch of my boat, so I could take it apart and put it back together again in the dark. I tried to memorize every knot in the book, eventually settling for intimately knowing five or six that met all my needs.

I learned about tides and currents incrementally, by taking more and more challenging day trips, before working my way up to overnighters, and eventually multi-day journeys. Slow to learn, but methodical, I tried to incorporate something new into each voyage.

Mistakes? There were lots of them: shackle pins dropped into the water, untended oars that abandoned ship, water pouring over the gunwale when I was over canvassed; and several fights against adverse currents, because I failed to read the tide atlas properly.

Any good journey has many routes to a successful conclusion.

Each sailor must evaluate their equipment and skill level, then consider that dreamed-of destination beckoning over the horizon, and continuously work into the unknown. They must seek as many sources as possible to learn more. Finally, every sailor must be willing to push themselves, even if that leads to initial failure. There are no right or wrong directions, only the ones that fulfill, and perhaps get you home again in one piece with the desire to get back out on your next sailing adventure.

Bruce Bateau sails and rows traditional boats with a modern twist in Portland, Oregon. His stories and adventures can be found at www.terrapintales.wordpress.com.

24

Diesel Deep Dive

by Meredith Anderson

ARE THERE ELECTRICAL GREMLINS LURKING IN YOUR ENGINE COMPARTMENT? Working as a marine engineer and mechanic, I have seen and continue to see some of the worst DIY electrical jobs on boats, both recreational and commercial.

Unlike residential situations, the marine world has few requirements for oversight or “inspections” of electrical work enacted by the owner, or even a professional.

The United States Coast Guard and American Boat and Yacht Council (ABYC) has created a list of standards for just about everything onboard your boat, electrical included. However, accessing those standards is nearly impossible unless you pay for them or work in the field as a professional. This is where many folks get into trouble following poor advice, wiring their boats like they would a house, or hiring a “professional” who knows little about why these standards are so important. Understanding some basics will help keep your engine running reliably, and will make your boat safer — but it might also lead you to seek out further information or resources before you start wiring things on the fly.

This article is centered around the electrical elements in your engine compartment, but many of these tips will 48º NORTH

spill into other systems onboard as well.

PROPER CABLE, CONNECTORS, HEATSHRINK Issues with the electrical system are some of the most common problems on recreational vessels. Many fires have taken place due to poor electrical work, aging wiring, bad connections, and corrosion. The circuits in an engine compartment or engine room can be confusing — many appear as a rat’s nest, there is no proper color coding, abandoned wire is everywhere, or there are issues where connections have broken or chafed.

When wiring a circuit, it is critical to use proper multi-strand wire (preferably marine grade tinned copper) as solid strand cable will fracture with vibration over time. Connections should be crimped and never soldered for the same reason. Marine grade lugs and connectors are expensive, but worth the money so you only have to do it once — they will outlast your time on the boat! Heatshrink connectors or heatshrink for covering nylon connectors is also a good idea, and it is not just for the large cabling (starters and batteries). Small wires will

24

disintegrate long before large cabling.

Even if you think it’s a “dry location”… trust me, it’s not unless it is sealed in a watertight container.

CORROSION Corrosion of wire is like cancer, it literally creeps in and does wicked things to cable underneath its sheathing.

Corroded cable will NOT conduct electricity, making the cable’s ability to carry current a fraction of what it was built to carry. Imagine a 2/0 battery cable (about ¾-inch stranded cable) wiring an engine’s starter to the battery 5 feet away that is 50% corroded. 2/0 battery cable can carry about 200 amps comfortably in a 15 foot run. If it is 50% corroded, now it can only carry 100 amps. If the battery and starter are still functioning as intended, they will still try to pull 200 amps through that corroded cable — resulting in a lot of heat and possibly melting the cable or anything around it. Because it is installed in a “engine starting” application, ABYC and the USCG do not require fuses to protect this cable, meaning when the cable begins to melt, there is nothing to stop the entire run from becoming a giant fuse.

JUNE 2022

If you remember nothing more about electricity, remember that corrosion causes resistance, resistance causes heat, and heat causes fire. Make sure to take the time to seal up connections with proper heatshrink connections (electrical tape is a no-no!) and spend the money for the tinned materials as they are much more corrosion resistant over a long period of time.

Wiring doesn't have to be a rat's nest! Organization is especially important in an engine compartment, where wires should be secured every 18 inches or less to keep them from rubbing against the engine.

MAKING GOOD CONNECTIONS An electrical circuit of any sort is only as good as its connections to and from the power source, and to the appliance it powers. Poor connections (corroded, loose, improper connectors, etc.) can lead to intermittent failure, but can also cause damage if ignored. The majority of engine circuits on recreational boats are DC (Direct Current) from a battery source.

Most recreational DC battery systems are 12 volts or 24 volts. In the world of electricity, that is considered extremely low voltage. It is difficult to wire DC for long runs (more than 100-feet), as there is significant voltage drop. Imagine a hose with water running through it. Voltage is the potential for the water to be pushed through the hose — the potential for the water to do “work” in a sense. The physical movement of water through the hose is current. If you were to stand on the hose, you have created resistance in the circuit. Poor connections, loose connections, and corroded connections can cause a lot of resistance to the current flow within the “hose” or cable.

battery or starter and test the starter terminals again, I may only find 11.0 volts. This poor connection has caused significant voltage drop. Corrosion or other damage to the cable or connectors will have the same effect, or compound the connection issue. Even if it is brand new, the starter will not have enough voltage to even try and turn the motor.

You may hear the starter solenoid “click” but that is about it.

Electric motors are very finicky about voltage. If the voltage they are getting from the battery is below their minimum threshold (usually about 12 volts for a 12volt system), they simply will not work.

Many times I get called out to a “no crank no start” issue, where the owner has spent a lot of money on new batteries and a new starter only for it to be a voltage drop issue from a loose wiring connection or the battery cable being so corroded it can no longer carry the load anymore.

MOTORS Onboard your boat, you may have a starter motor, windlass, bow thruster, stern thruster, refrigerator, or some other type of “motor” that requires DC power.

For example, let’s take a look at the starter motor on a diesel engine: this motor requires 12 volts to turn the diesel engine over to start. It takes a lot of amperage (current) to turn an engine over quickly enough to start. If I took a multimeter and tested the battery at its terminals getting 13.2 volts (charged battery), I should have almost the same voltage at the starter terminals on the engine because there should only be minor resistance from the cable run itself.

If I were to loosen the connection at the

WIRE ORGANIZATION In any electrical application, it is always desirable to have it arranged in a neat and tidy way so that it looks good.

But, more importantly, it needs to be easy to work on, service, or diagnose.

Make sure all wiring is secured properly (every 18-inches or so) and that it is not rubbing against the engine where it can cause a dead short and start a fire. If wiring is rubbing, it needs to have some sort of chafe protection to keep it from becoming a problem. Remember, everything on a boat “moves” or vibrates when the engine is running, so keep that in mind when running new cable or replacing old stuff.

Taking the time to label circuits will make your life so much easier if there is

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a problem, but will also save you money if you are paying a professional to figure out the electrical system. Using terminal strips and buss bars are great tools for keeping batteries free of excessive connections. Marine-grade cable is a good investment as it is rated for higher temperatures and is oil resistant, unlike conventional automotive cable. In an engine compartment, keeping wiring away from fuel lines or oil lines is especially important, since you literally do not want to add fuel to the fire if something goes wrong!

Setting up safe, proper, functional electrical circuits is an important task.

If you take the time to do it well, you most likely will not have to touch it again for many years. This is obviously only a cursory introduction to the principles of the electrical systems that make your engine and other components aboard work — so, take the time to research and ask questions about how to wire things properly. Enlisting the help of an expert who can guide you through ABYC and USCG requirements can enable you to continue this type of work safely and properly on your own. While there are many requirements to keep in mind, they are in place for a reason and can protect you if something goes wrong. Spending the extra time and money to do it right is well worth the safety and reliability it provides your boat and crew.

Meredith Anderson is the owner of Meredith’s Marine Services, where she operates a mobile mechanic service and teaches hands-on marine diesel classes to groups and in private classes aboard their own vessels.

JUNE 2022

26

Casting Off: Adventures of a New Sailor

REMEMBER THE MAIN! FINDING OUR SAILING IDENTITY THROUGH A FOLDED SAIL

by David Casey

Laura caught in Ariel’s unweildy mainsail.

“Sailing is 90% boredom and routine punctuated by 10% heart-pumping adrenaline.” Hearing this adage from our sailing mentor had the effect of both assuaging and alarming me and my wife, Laura — both new to sailing. If it were true that even experienced sailors face challenges, then we felt like we were in good company, although it seemed that our percentage of heart-pumping adrenaline far exceeded the 10% mark. At the same time, we worried that no matter how much we improved, there would always be unexpected events that might bring panic into an otherwise pleasant outing.

In the first few months of owning Ariel, our 1973 28-foot Columbia sloop, excitement about being on the water always seemed tempered with uncertainty and concern. Simple frustrations on the boat were followed by apprehensions that often made us wonder about our progress as mariners.

Maneuvering the boat into and out of her slip was one of those concerns initially, made no less worrisome by the advice people offered us when under power: “Move only as fast as you’d be comfortable hitting something.” OK, well, not really helpful, but we had to assume that boats colliding with each other happens 48º NORTH

on occasion and, if it happened to us, we wouldn’t be the first.

Heeding that advice, I learned to shift the motor out of gear well before I approached our slip, coasting in neutral under a slow crawl. Making long, slow turns allowed me time to make any adjustments necessary to my course. As the boat gently approached the finger pier, Laura was able to easily step from the boat and cleat the dock lines. Once the boat was securely moored, the storing of gear and cleanup became routine and comfortable, almost…

The next challenge for us to deal with occurred at the end of each sailing adventure just before we returned to port.

Dropping the almost-new, stiff mainsail proved to be a daunting and frustrating task. Even in a calm breeze, the sail’s massive surface area overwhelmed us, draping itself across the hatch and forward cockpit area. The crisp, rigid, and nearly frictionless fabric was unwieldy in its response to our commands to subdue it. Even when we were able to awkwardly flake it over the boom, its bulges, swale, and rolls obscured our view as we motored into the harbor and, once moored, thwarted our efforts to apply its cover.

Even after untying and reflaking the sail once in port, we rarely ended up with the result we wanted. What we were looking for was a symmetrically uniform and balanced package of Dacron fabric. But what we ended up with looked like a collapsed circus tent with the support poles still inside. We were determined to tame the triangular beast, which had become our white whale, although not because of our drive for perfection. Rather, we felt that its appearance represented our measure as sailors, a sign of competence displayed proudly and triumphantly in full view of our dock mates and onlookers.

As renowned Welsh yachtsman, Roy Williams, often notes, “A tidy boat is a happy boat.” Whether coiling a Flemish Flake on the finger pier or looping a hanging coil onto a winch or cleat, we discovered by experience and through the advice of fellow sailors that we were creating not just a tidy and happy boat, but one whose organization improved the ease with which we

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sailed and, as a consequence, our enjoyment and relaxation. As a more important bonus, we were told that routine procedures create muscle memory that, when needed in an emergency, reduces the time and uncertainty that could potentially turn a small problem into a full-blown crisis.

Eventually Laura and I began to understand that the sail needed to develop its own “muscle memory”, too. Because, while Ariel was an older vessel, her mainsail was practically new, with little or no crease marks — good for sailing, bad for novice flaking. By folding it wrong several times over the course of a few months, we had created a faulty memory for the sail’s pattern and stowed position. The previous owner, to her credit, purchased the new sail about a year before selling her to us, but I have to believe that she hoisted and flaked the sail very few times, which probably wouldn’t have been a problem for experienced sailors. But for us, it meant developing the flake pattern on our own. Was there a wrong way? Would it damage or affect the sail somehow? Not to be beaten by sail cloth, we kept at it, determined to become better sailors and caretakers of Ariel.

We knew that a systematic and streamlined process for flaking the main would be a big part of that seamanship. So we read up on the methods for the task, watched the prerequisite YouTube videos, and studied the way our dock neighbors folded their mains. We even took them up on their offer to demonstrate the process on Ariel while she was moored, although the speed and facility with which they performed the feat nearly lost

us. They made it look too easy, which is not always the best teaching method. Asking for more clarification, we were able to see the relationship between the sail slides and the accordion folds. Then once that alternating pattern was set, starting with the correct first fold, the battens became the focal point for adjusting the trailing edge to help locate its position on the boom, all the while applying tension at the aft point of the boom. Sounded good, in theory.

But our real understanding arrived unexpectedly when we casually invited an experienced racing sailor aboard Ariel for a brief afternoon outing on the bay. After hiring him to tune up our outboard motor, he came along to test it out, and then go for a sail. Offering to give us some pointers on sail trim, he was a fount of knowledge. When we told him that we had trouble

The author makes adjustments to a successfully flaked main.

Happiness achieved after a job well done. folding the mainsail, he kindly offered to show us how, which he did, singlehandedly, in about 10 seconds. “So, that’s how you do it,” Laura and I responded with complete awe and admiration. I think we finally got it!

While we have greatly improved our methods for stowing the sails and docking, the tasks are not yet second nature. We don’t think that we’ll ever match the geometric perfection of the flake that our racing friend achieved. We didn’t sail for the next week or so, motoring so that we could enjoy the beautiful perfection of the flaked mainsail without disturbing it. When we finally hoisted the main and then dropped it again, we were apprehensive. But being conscious, focused, and patient helped produce a folded main that we were proud of.

As we develop our skill in other areas of caring for our vessel and sailing her with confidence, we are reminded by our mentor of the second part of the 90/10-boredom/terror quote: “Good sailors make even the adrenaline part look routine and boring.”

We have a long way to go for that to happen, but now we’re not only proud of the “cut of our jib” but the flake of our main as well.

David Casey is a retired math teacher and semiprofessional woodworker and bass player. He plans on using his retirement to build a small sailboat and a kayak, and to explore the waters of southern Puget Sound.

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JUNE 2022

HEAD TO WIND

by Maurisa Descheemaeker

HEAD TO WIND A FAMILY'S ADVENTURE IN SEARCH OF THEIR FOREVER BOAT

S

ailors’ journeys out to sea, whether for hours or years, begin with the call to turn the boat head to wind and raise the sails. Then, with the sails set, we trim and steer into that magical groove where our boat and crew are in concert with the wind and the water. Invariably, though, lines can get caught up, the seas can get confused, and the skies dark.

Searching for a new boat can follow a similar trajectory, with exciting beginnings, blissful moments of full sails and smooth seas, and plenty of uncertain times. Voyaging and boat shopping are tiresome, serendipitous, and totally worth it. Such was our family’s adventurous search for our fourth and forever boat.

My husband, Mike, and I have owned multiple sailboats and sailed thousands of miles together — the most recent was our beloved Arrow, a 1973 Carter 37. Our kids were 6 months and 3 years old when we bought Arrow. We loved cruising her throughout the Pacific Northwest, and eventually down to Mexico and Panama. The kids are now 8 and 11, and Arrow’s 37 feet began feeling not quite as spacious as it once did. The thought of looking for a larger vessel to sail and call home kept coming up more frequently.

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Like many sailors, we made mental and physical lists of what we wanted in our next sailboat. We set filters to our search and lost ourselves for hours looking at boats for sale on the internet. This past summer while living on land in Washington and Oregon, refreshing our cruising kitty, we decided to take our search to the next level and actually tour boats in person.

We started with a boat that had caught and held Mike’s attention two years prior — a 1980 Skye 51, which is a stout, capable bluewater performance cruiser with considerably more living space than Arrow. For years we had only seen pictures and read accounts, because there were so few of these boats built and they were far away. This summer, we found two on the market and one was close enough that we could actually get aboard for a tour. With mounting excitement, we pulled into the boatyard to the sound of halyards slapping and a rush of salt air. We met the broker and followed him aboard a boat that we thought checked some of our most important boxes: seaworthy, fast, and roomy. In the end, this tour added an important item to our list that we had previously taken for granted — headroom.

Shortly thereafter, we boarded and fell in love with a 1974

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The crew of Arrow enjoys a downwind run.

Olympic Adventure 47, built in the same shipyard in Greece as our Carter 37 — we swooned. From the outside, the OA47 was chubbier than anything we had ever considered. However, this boat took us by the shirtsleeve and impressed upon us the amount of space this hull shape afforded. With 48 feet of length overall and a 14.25-foot beam, the living and working space was incredible. There was an engine room, a work bench, a spacious galley, a generous navigation station, three cabins, lots of storage space, and two heads. The OA47 showed us that we could have space to live, work, and play without going over 50 feet.

All the comforts of home aside, we are dedicated sailors and spent time investigating her sailing capabilities. We found and wrote to other OA47 owners to talk with them about how the boat sails, and ran her numbers on Sail Data comparing the OA47 to a host of boats side by side. By the numbers, the OA47 looked better than we expected. We reached out to her famous designer Ted Brewer, who even wrote us back. He wrote that the Olympic shipyard where this boat was built “did the best job of all his production boats... The vessels performed very well although they were designed as a true cruising boat.”

“Great!” We thought, “Could this boat be the match between performance and liveability we were looking for?” By the calculations, conversations, and theories, she seemed very promising, especially after initially focusing on sportier designs.

“Great!” We thought, “Could this boat be the match between performance and liveability we were looking for?”

The family’s fast and capable 37-foot home, Arrow, rests in an idyllic Pacific Northwest anchorage.

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With bated breath, we put earnest money down on this 47-foot ketch thinking: “She has a new engine, a new generator, new standing rigging, and the beginning of a facelift down below.

She needs some work, though nothing we can’t handle, and has room for our family of four to grow.”

Though we had invested significant time and energy into researching this boat’s sailing capabilities, no amount of data could trump our experience on the water. We were ultimately interested to know how she sailed. Finally, the day of the survey and sea trial arrived. The wind was 10 to 15 knots with gusts in the high teens, the sun was shining, and the sea had a light chop — ideal conditions for the sea trial we were excitedly hoping to

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hang our hats on.

The boat was being run by the owner and the tactics for the sea trial were being called by one of the two brokers. One broker said, “Let’s head up into the lee of the headland, turn head to wind, and raise the sails. Then we can ease out into the bay and see how she handles.” Heads nodded in agreement and the bow rotated. Midway through this rotation the bow met the fresh breeze head on. The other broker said exuberantly from the cabin top, “We are head to wind now. Let’s go.”

From here, the sea trial went downhill quickly. The boat was not rigged to sail efficiently; the mainsail was difficult to raise, the sheet leads were off, and the outhaul was out of commission. We simply could not get the mainsail to trim nicely. Searching for an alternate setup, we lowered the main, pulled out the headsail, and raised the mizzen to see how she handled being sailed by jib and jigger. Pulling the jib out on the starboard side, the sheet leads were such that we again could not properly trim the sail.

Looking to port, we moved the cars along the track for a fair lead, tacked, and set the jib on the port side. We trimmed both sails and turned dreamily towards the San Juan Islands with a collective and enthusiastic feeling of freedom on the horizon.

And then… “BANG!” The backstay to the main mast parted aloft with a sharp and eerie echo, followed by the slow collapse of 50-some feet of braided stainless wire.

The broken toggle at the head of the backstay hit the water aft of the stern before anyone knew what happened. With clambering heartbeats, we counted heads, pulled the backstay onboard, furled the jib, and lowered the mizzen sail. It was time to turn back and park this dreamboat in her slip. This sea trial was over.

We decided this boat was not what we were looking for.

Searching for our new boat was proving to be a very emotional and difficult sideshow to our otherwise full life working overtime and supporting our family. With each boat we pursued, we appreciated more fully what we had in Arrow and what we wanted in our next boat. Our family unanimously agreed, “We have a properly maintained, well outfitted boat that we know, love, and call home. She is a tight but comfortable fit. She is a nimble, fast, and capable sailing vessel.” We questioned whether the search for more length on deck and more room

down below was worth it, or even necessary. But we did not want to move backwards, so we persisted.

Soon, I came across another boat that piqued my interest — a 1985 Alajuela 48 located in Mexico that was for sale by owner.

Informed by recent experience, we moved methodically and at a snail’s pace. I sent the link to Mike, and wrote the owners a few questions that tumbled into much back and forth. With every answer and conversation, we became more and more enthralled.

Above the waterline the Alajuela had traditional lines, and below the waterline she had a more modern fin keel with a

After the “whirlwind” of boat buying, the Alajuela 48 Whirlwind sits at anchor in Mexico.

partially skeg-hung rudder. She boasted three cabins. She was well built, had been sailed, upgraded, and maintained regularly, and appeared to be in excellent condition inside and out. Along with all of that, she also appeared to suit our desires: fast, bluewater capable, and comfortable.

Nestled by the fire in Hood River, Oregon, contemplating this boat and the possibilities, my heart skipped a beat. I said eagerly, “Mike, I think we need to go to Mexico.”

Her name is Whirlwind and we quickly got caught up in one.

The sound, “Whirlwind” is delightful, even whimsical; but as a weather phenomenon it is something you don’t want to endure. “Yikes! What are we doing?” we thought with mounting

“Yikes! What are we doing?” we thought with mounting excitement and trepidation. “The boat looks incredible and we can always change the name. Besides, what’s in a name anyway?”

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excitement and trepidation. “The boat looks incredible and we can always change the name. Besides, what’s in a name anyway?” A lot, it turns out...

It was time to put our heads to wind again to see if this boat was 'The One'. We researched, worked longer hours, arranged an international trip over a long weekend during Covid, and dropped our kids off with dear friends for what was supposed to be 5 days but turned into 7 due to travel lift delays and a missing airplane part.

In Mexico, we met the owners, and surveyed the rig, the boat, even the local tacos. We took her for a sea trial, and knew... this was the boat for our family. From start to finish, the trip to see Whirlwind was the best kind of whirlwind. We began to warmup to the idea of her name as we readied ourselves to be the ones raising her sails indefinitely.

The sellers were her second owners and had her for more than 20 years. They were not too quick to sell her to the first bidder, and we found ourselves seriously wondering if we would be allowed to buy her. Thankfully, they came to trust that we’d do well by her and honor all their hard work. They passed us the torch and the keys to Whirlwind, and we know that owning this boat means being her steward.

Sailing, and the cruising life in general, is not all dolphins, sunsets, and following seas. The challenges, though often remarkably uncomfortable, provide equal rushes of unpredictability and exhilaration. Making the leap from our 37foot Arrow to the 48-foot Whirlwind has been all of the above

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Seeking more space yet an efficiently driven hull was possible, but not easy.

and then some, and not only because of the boat search. We left our boat/home in a distant port, set up a temporary home in our shop on land, and slept in guest rooms in generous friends' homes. We worked overtime constantly. Our only vehicle was stolen, and our house was buried in snow. To finish our jobs and get to Whirlwind, we bought a used van to replace the stolen

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truck. Though it checked out with multiple mechanics, the fully loaded van died on I-5 south of Portland en route to Whirlwind.

Undeterred, we transferred our possessions to a rented van, and then again to a friend’s truck — all to stand with grand excitement alongside Whirlwind.

Many times we reminded ourselves that we did not have to go through all this; we were more than fine with what we had.

And yet we were ready for the leap. Ready to put our heads to wind and raise the sails on a bigger boat. We had set our minds to this and we persevered, but it took a great deal of good humor, flexibility, and determination. And we did it, we made the leap from one boat to another. This, in and of itself, was an unforgettable adventure, and it’s most certainly the beginning of many, many more.

Maurisa lives and sails with her husband and two kids aboard an Alajuela 48 ketch Whirlwind. Their first born was but a peanut when sailing became a family adventure. Boat by boat, they have put many miles under a handful of keels throughout the Salish Sea and down the Pacific Coast to warmer latitudes.

Sailing their new-to-them cruiser has been a joy.

LOOKING BACK:

What helped us through this process?

What did we learn?

• Having Patience: There is a lot involved in the transition, and we were determined not to settle on something. Rather, we held to the fact that we loved the boat we had and knew that the right boat was out there somewhere.

• Making Lists: We made lists, lots of them.

No boat would check all the boxes on these lists, but it was worthwhile

to see what boats checked the most boxes.

• Holding Fast: Throughout the process, we held fast to the premise that checking the most boxes would help us weed through many, many boats.

And it did. But we knew compromises would be needed…

• Compromising: Honestly discussing the potential trade-offs of each boat was crucial. Since we were buying a boat for the long haul, there were things that we were not willing to compromise on and others where we could be flexible in order to stay under a certain length and budget.

• Learning and Reaching Out: We learned a lot while researching and then looking at different boats. We endlessly compared specs, we found and inquired with online groups dedicated to particular boats, emailed designers and owners with questions, and leaned on knowledgeable friends for help.

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• Budgeting “Purses”: Knowing our budget was vitally important and allowed us to tailor our search within reasonable parameters. We brokedown the overall budget into a purse to buy the boat and a purse for post-purchase projects and outfitting.

We changed these purses based on the boat we were looking at, as some boats cost more upfront and less upon purchase, others cost less upfront and more upon purchase.

JUNE 2022

PORT OF BREMERTON MARINAS just 14 nautical miles from Seattle

Bremerton Marina Port Orchard Marina www.portofbremerton.org 48º NORTH

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SAN JUAN ISLANDS

HOME SPOT

by Karl Krüger

Y

ears ago my daughter, Dagny, did a report for school about the marine mollusk species called Limpets. She learned that Limpets have a ‘home spot.’ Their shells are worn to fit a precise location and orientation. They go feed and wander around, but then always return to that precise location. The San Juan Islands are like that for me.

Perhaps it is fitting that this line of thought emerged as I was happily adventuring far from my home waters — as I love to be.

A few weeks ago, I received an email asking if I was available to host a ski charter aboard my 64-foot steel sloop, Ocean Watch,

in Prince William Sound. Of course, the only reasonable answer was, “YES. Hell, Gulf of Alaska in April — what could go wrong?”

As I write this, I am sitting at the nav, drinking a cup of coffee, and motoring across Frederick Sound in Southeast Alaska. We will arrive in Lituya Bay at 1400 hours tomorrow. Another long night ahead. I can smell the glaciers already…

I generally think of home as anywhere on the water, but my Limpet-like home spot is the San Juan Islands. The feeling I get there is not unlike when I pull on my crustiest old pair of leather work gloves. There is a moment of adjustment as everything

Ocean Watch nestled in the ice in Alaska’s Prince William Sound.

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I adore adventuring as far as possible, and I also love the feeling I get when I squirt back south through Seymour Narrows and the Salish Sea welcomes me home again.

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gets reacquainted after an absence, but then things click into place. Close, comfortable, and worn well into every groove, nick, scar, and bump on my hands. Home.

A couple of nights ago, we weathered a breeze in Dixon Entrance that was, to say the least, memorable. Deep in that discomfort, I found myself thinking. A lot. I plumbed the breadth and depth of how I adore adventuring as far as possible, and how I also love the feeling I get when I squirt back south through Seymour Narrows and the Salish Sea welcomes me home again. As we bashed along in that dark, wet, exhausted spin cycle in Dixon, I reminisced about the shakedown cruise I took a few weeks ago through the San Juans. I needed to test a few systems, and I had a weekend to kill.

Departing Bellingham after the installation of a new cockpit enclosure created and constructed by Greg and crew at Oyster Creek Canvas, we were greeted by a group of familiar faces on OC-1s, surfskis, and kayaks. Some of the best paddlers around hang out in Bellingham. Smiles, waves, and jokes were traded quickly as we passed by. I get so much pleasure from popping into different places in the Salish and seeing familiar faces. You never know who you might run into. Or not — there were so few boats out that day, it felt like being up here in Alaska.

From Bellingham I had to decide: go north through Hale Passage? Or south to Cypress? I chose north. I can’t say I had a good reason why, I simply felt like going that way. I raised a bit of sail and slowly angled across the lanes to Sucia. Passing Matia, I saw Vincent tied to a state parks buoy in Rolfe Cove with his trimaran. That guy gets around.

We anchored between North Finger and Sucia. Perfect fit. I

We may tie up in the marina, but the cruising grounds are home, too.

thought of all the times I had been there…in that very place.

So many memories with different people, other boats, other lifetimes. Echoes of times past. I think these are the bonds that form with a place. It takes time. Over generations, it is easy to imagine those connections becoming innate. Baked in. Genetic.

We paddled over to Ewing Island the next morning. It felt amazing to drift along between the sculpted Chuckanut sandstone blobs. The seals were very curious and followed us for miles. Sea dogs for sure. They are every bit as smart as canines and I am fairly certain they remember individual humans. When I lived in Deer Harbor, I frequently paddled out around Yellow Island. When I first started doing that, the seals would explode off the reefs at the west end of Yellow. Then, they would swim

Sandstone blobs in the San Juan Isands are a welcome sign of home.

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around and take a long gander at the two-legger on a standup paddleboard. They must think it is such odd behavior. I would talk to them. Sing songs. Generally do all the stuff I never would with other people around. It didn’t take long — and they would barely lift an eyelid when I paddled past. I should’ve stuck with singing lessons in grade school. While I believe they recognize people, I certainly recognize them as neighbors, friends, who share my home.

We pulled our boards up on the beach and went for a walk across to Shallow Bay. Only one boat anchored out. It was so quiet, you could hear the crackle of the currents outside the entrance to the bay. We visited the China Caves. Again, the sweet melancholy of memories surrounded me. How many glorious days had I spent climbing around in there with Dagny?

I always go visit the tube worm sticking out of the wall on the first layer of caves. Tradition, like some sort of touchstone. I like to kneel in there, and think about the scale of time in that worm’s life, death, becoming entombed, and eroding free so generations of climbers can rub its lumpy business end. Dagny is getting so big now. Perhaps one day I will climb around in there with her kids.

After some more hiking through chest-high salal, we paddled back to Ocean Watch, hauled anchor, and meandered our way to Stuart. I always dream like crazy when we anchor in Reid Harbor.

I have a favorite little spot to drop the hook. Over the years, I am

pretty sure I have dug a hole with my anchor there. One blob of mud at a time, slowly mining it deeper. Being on the northeast side, it keeps the light later in the day, as the sun moves past Tip Top — the birds love that too. There is something settling, comforting, and homey about that nook. Again, we got out for a paddle to Happy Island, also known as “Gossip Island.” The white shell beach is incredible; the volume of goose poop is too.

I enjoy laying on the rocks there and looking down the barrel of Haro Strait at the Olympic Mountains. I always wonder if I should be over there instead…I wonder if there are any waves to surf down there. Maybe it’s my fear of missing out. There are so many good things to do.

That night, we paddled back, made dinner and climbed into our bunks. The next day, we returned to West Sound on Orcas, where I anchor most frequently for my time with Dagny. My thoughts returned to those limpets. Sometimes when I drop the hook in West Sound over by Haida Point, it feels just like that.

Back from another walkabout, scraping algae off the rocks, and here I am again — back in my home spot.

Karl Krüger is one of the PNW's most celebrated adventurers.

He's planning another Arctic SUP expedition, among other voyages. Find out more at www.karlkrugerofficial.com.

Exploring the San Juans offers touchstones, literal and figurative.

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Connections with these waters and shorelines become innate.

Baked in.

Genetic.

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seventhwavemarine@olypen.com JUNE 2022

by Matt Steverson and Janneke Petersen

FIBERGLASS IN THE FOREST LESSONS IN BACKYARD LAMINATION

F

or the past 10 years, I have been a shipwright. My boat repair and building career began with bottom painting at CSR, a boatyard on the Lake Washington Ship Canal in Seattle. Eventually, I started an independent shipwright business, in which I traveled to my client’s boats throughout Puget Sound. For a time, it was a floating shipwright business when my wife and I lived aboard our 39-foot sloop, Louise. We sailed to my client’s boats and stayed in the same marina or anchored out while I worked on their boats. In my work, I’ve done all sorts of projects: from window repair (lots of leaky windows) to digging out rotten decks, from marine systems installation to full hybrid electric conversions. My professional experience with fiberglassing is what brings us to this story, but first some background.

My wife and I reside in a house in Port Townsend now. We moved here a year ago because we love the area and there is plenty of work for a self-employed shipwright like me. Port Townsend is also an ideal town to embark on the most ambitious boat project of my life — The Duracell Project.

I am converting the legendary 60-foot race boat, Duracell, into a fast and comfortable family cruiser. Duracell was built and raced by American solo-sailor Mike Plant. In 1989 during the first Vendee Globe Race, Plant beat the American record for fastest solo circumnavigation (for more about Duracell’s storied past, see the January 2022 issue of 48° North).

It will likely take three years to bring Duracell back to life.

There are so many projects that need to happen: we need a

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mast, we need to build an interior, install all the systems, and pretty much everything else. When we got Duracell a year ago, it was essentially a naked hull — a blank slate to envision and build into our dream cruiser.

Our first major modifications have been to the exterior. I built a new 15-foot long pilothouse that stretches over the future galley. I’m currently in the middle of the stern reconfiguration project which involves taking advantage of Duracell’s reverse (sloped) transom to extend the cockpit farther aft. Duracell’s hull is fiberglass and kevlar with vinylester resin and an airex foam core. Accordingly, these modifications have all involved extensive fiberglassing.

I have a complicated relationship with fiberglass work. It’s amazing what you can build using composites. You can make really strong and complicated parts that are also light — and keeping things light and strong are priorities for all of my Duracell endeavors. I first learned about fiberglassing early in my career. A year after I started at CSR, my boss gave me permission to build my own sailboat — an 18-foot i550 — in the loft of the main warehouse, after hours. I built Honey out of plywood and carbon, using stitch and glue construction. Since then, I’ve done a variety of composite work.

As I’ve gotten older, I don’t enjoy the mess that comes with fiberglass (the sanding dust and the chemicals) — even though I do, of course, wear proper protective gear. I am actually trying to get away from fiberglassing in my work as a shipwright, but I don’t mind doing it for my own backyard boat project. All of

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I’d like to share some lessons learned from the last year of backyard fiberglassing. I hope that my learning will help or encourage anyone embarking on their own backyard fiberglassing projects.

The first thing that is important to explain is that I am building the majority of the parts in panels, which are then “taped” together using fiberglass tape. This is in contrast to production yachts that are built in molds. The mold can then be re-used to build more boats. Since Duracell is a one-off project, I don’t want or need to spend time building molds. The one exception is the hull extension: I did make a mold for that. For my project, building in panels is the fastest and easiest method to create fiberglass structures, with simplicity both drawing out the parts and fairing them.

Matt and Janneke on the bow of their future cruiser, Duracell.

the significant fiberglass work I’ve done on Duracell thus far has been in our garage and in the little clearing in the woods next to the boat.

Many people assume that fiberglassing can only happen in a professional shop. I’m here to tell you that, if you are so inclined, you can do it in your backyard. My professional background with this skill set gives me some foundational understanding, but these processes are more accessible to amateurs than lots of boatfolk expect. However, undertaking this kind of work at home has taught me a lot.

PROJECT MATERIALS: • 2:1 epoxy resin • 5-pound pvc foam for the core • Bi-axial fiberglass for the panels

LESSON #1:

Pay attention to temperature The ambient temperature, the temperature of the epoxy, and even the temperature of the substrate that you’re laminating — in my case, foam — are critical to successful composite work. It’s important to be really familiar with your epoxy, or other resin systems. You need to understand your epoxy’s characteristics

Matt in his garage with a fiberglass bulkhead that will be positioned at the aft end of the pilothouse. It will also support the main traveler bar.

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at different temperatures, and what you can and can’t do at different temperatures. For example, if it’s too cold, some epoxies might be too thick to use or they won’t cure properly.

One of my most difficult and expensive lessons from this past year involved not understanding the characteristics of my epoxy system in relation to temperature. Up until the pilothouse roof, I did all my laminations of the pilothouse pieces (the sides and two bulkheads) in my unheated garage shop. Since it was winter, the temperature was between 35 and 40 degrees. I have a warming pad for my epoxy: warming the epoxy makes it thinner so it’s easier to absorb into the fiberglass and it also gets the chemical reaction going once you mix it. When I put the epoxy onto a cold substrate (the foam) the cold temperature of the substrate kept it from curing too quickly. As fiberglass projects go, this wasn’t ideal — ideal is having a temperaturecontrolled shop where everything is at 65 degrees and you can accurately predict the characteristics of the epoxy. But my backyard system of heating the epoxy and adding it to the cold substrate did work fine.

Where it did NOT work was when I was laminating one side of a very large piece (8 feet by 15 feet) of foam for the new

That’s where things went wrong — the epoxy started curing as I was rolling out the air bubbles. Essentially, the epoxysaturated fiberglass did not adhere to the foam because it was setting up before I could roll out the air bubbles. I ended up with a large fiberglass panel with voids everywhere, big and small… everywhere. It was not a quality job or structurally sound.

To make a long (and painful) story shorter, I did many things wrong. Compounding the temperature mistake, I also made the mistake of doing this large fiberglassing project alone. Which brings me to lesson #2.

LESSON #2:

Get help from friends, especially for bigger projects After the first pilothouse roof debacle, I cut my losses and began again — a total re-do. I did two major things differently for my second attempt. I used a slower curing epoxy, and I got help from my friend Scott. Getting Scott’s help was crucial. The slower curing epoxy and having a friend there to mix the epoxy gave me enough time to wet out the fiberglass and roll out the air bubbles.

The cockpit view of the pilothouse build.

The successful second attempt of the laminated pilothouse roof.

pilothouse roof. It was laid out on the garage floor. Instead of my usual practice of laminating everything in a colder environment, for the pilothouse roof I decided to heat the garage. There was a January cold snap going through and, since I knew it would be a long project, I wanted to be physically comfortable. As I began the lamination, I was blissfully ignorant of how this temperature difference would affect the lamination.

I had everything prepared, all the fiberglass was cut, all the finishing materials were cut and laid out, my vacuum was ready and I had three heaters going in my uninsulated garage. The garage got warmer than I thought it would. I was applying two layers of heavy fiberglass and mixing warm resin two quarts at a time. I wet out the foam so it was saturated, I laid out fiberglass dry onto the foam, then I poured resin on and swept it onto the fiberglass.

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In a professional shop, in addition to a controlled environment, you might have a team available to assist you. In your garage or backyard, that team comes in the form of friends. This time, with these adjustments, the pilothouse roof was a success. (You can view the pilothouse roof disaster and eventual success in episodes 19 and 20 on The Duracell Project YouTube Channel).

LESSON #3:

Be overprepared

Logistically, the bigger the lamination project, the more complicated they become. Visualizing the process before you begin — so you can prepare for every step — helps make the project go more smoothly, especially with the time-sensitive nature of some parts of the process. Doing this work at home

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provides an occasion to think through those steps, because you might be setting up the workspace for composite work for the first time. It is critical to have all the essential materials close at hand, laid out and ready to use.

One worthy bit of preparation involves marking your fiberglass pieces with a number so you know which layer goes on when. Tick marks showing exact positions that they go in work similarly.

Try to plan for all the tiny details. Think about how sticky your hands are going to be when it comes time to get peel ply onto your fiberglass. If you wear two or three pairs of gloves at a time, you can peel off gloves at moments when you need non-sticky hands.

Figuring things out when you have a pot full of resin and sticky hands is not good.

The more you think through all the steps ahead of time, the better it will go.

Sadly, but understandably, the first pilothouse roof eventually broke into many pieces.

REE Ships F S! UP Ground

Learn from your mistakes When it comes to backyard lamination, as with all boat projects, the most important thing is to begin with a willingness to make mistakes and learn.

You’re going to do both. I certainly have.

As Thomas Edison famously said “I have not failed. I’ve just found 10,000 ways that won’t work.” I hope that my backyard fiberglassing experiences can help you avoid some of those common errors. Now head out and build something!

After two years cruising the Pacific, Matt and Janneke are home in the Pacific Northwest. To find out more about the Duracell Project, follow their new YouTube channel where they are documenting the rebuild: www.youtube.com/c/theduracellproject 48º NORTH

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SYC VASHON ISLAND RACE T RI - IS L A ND # 2 A race around Vashon Island can have some pretty high highs and some pretty low lows. Sometimes it’s all of one or the other; and other times, like this year, you get a bit of both in a single circumnavigation. The end result was a quick race and a lovely day of sailing!

The 2022 edition of Seattle Yacht Club’s Vashon Island Race — the second race in the annual Tri-Island Series — brought 36 boats to the water, sailing on three different courses. The cruiser/racer class did a triangle course from Shilshole Bay to Blakely Rock to Duwamish Head and back; the short-course classes sailed down to Point Robinson and back; and the longcourse boats completed the full 48-mile circumnavigation.

The race started in the forecast southerly, and boats played the Magnolia shore before jumping off into Elliott Bay. Eventually, the breeze was predicted to build, and shift west-southwest, but there was quite a bit of east in the morning’s light wind — sending the fleet somewhat directly, if slowly down the course.

The match-racing TP52s, Smoke and Glory, were drawn by the appearance of a bit more pressure over near Restoration Point, while a number of the fastest boats racing under PHRF took the Elliott Bay side of the Sound. When we converged a bit south of Alki, the boats that had stayed farther east had gained.

The gentle, but efficient, beat continued down East Passage, until we reached a transition at Point Robinson. The line of breeze visibly stopped at the point, and what followed was familiar to those who have some Vashon Races under their belts — a held-breath dice roll as navigators and tacticians search for breeze in the glassy waters and debate how close to stay to Maury Island, while trimmers and drivers worked to keep the boat moving with a little apparent wind. In this case, the 52s headed due south toward the Browns Point shore, while the PHRF boats on our heels took the Maury side. This time, the big boats come out a little better in the exchange.

After an hour of twinkle-toed sail changes and exhausting light-air focus, the afternoon southwesterly showed itself funneling out of Commencement Bay. Smoke was rewarded for their smart transitions and then for maintaining their 48º NORTH

lead through the flat calm — and they got to the breeze first, extending. Down went the light kite, up the J1.5, and we were quickly overpowered as the breeze jetted into the teens. Since it was a short leg across to Tahlequah, we just held on.

We thought the breeze would shift south as it snaked into Colvos Passage, and it did…sort of. The biggest puffs were still westerly though, making it interesting to have flying sails up.

Both TP52s wiped-out in this section of the course. It was the most direct route I’ve ever sailed through Colvos, with only a couple of jibes required to navigate the 10-mile pass.

Shooting out into Elliott Bay awash in brilliant sunshine, we had a rip-roaring edge-of-control spinnaker reach in puffy conditions ranging from the low teens to the low 20s. With the breeze being so westerly, any hope of keeping the big sails up AND making it around West Point to the finish forced everyone to work up, up, up any time the breeze dropped. Of course, you must then be ready to burn the speed down for control when a puff came on. White knuckle sailing is always better when the sun is out and, though spicy, it was also remarkably pleasant. A number of short course boats were visible ahead, showing us it might be possible to reach up to the point, and also giving some indication of when a big westerly growler was coming our way.

We saw a few of them wipe out, and even one kite explode. It wasn’t crazy windy, these were just some blazing hot angles.

In the end, the 52s couldn’t quite make the point. Glory had reeled in Smoke through the reach, but Smoke switched to a code zero earlier, found the high lane, and finished their day as efficiently as they had sailed most of it — taking the win.

The battle amongst the PHRF boats in Class 2 stayed tight, with the top four boats finishing within a minute of each other, and Riptide 35 Terramoto correcting out on top. Though it wasn’t without a few slow lows, this trip around Vashon will surely be remembered as one of the good ones!

42

By Joe Cline Photo by Patrick Doran JUNE 2022

LIGHT-HEAVY-LIGHT RAC E TO TH E S TR A ITS 2 02 2

Race to the Straits is one of my favorite races, because it brings out a lot of good sailors and cool boats, and everyone is faced with the challenge of being shorthanded. I also like that everyone plays a little nicer doublehanded. Port-tackers get waved across frequently and everyone lines the dock at Port Hudson Marina to help others land safely (sometimes the hardest part of the race). Getting to Port Townsend feels like a big accomplishment, regardless of your finishing position.

This year, I teamed up with Josh Larsen to sail my family’s Olson 30, Scoundrel. Looking at the forecast, our mindset was to make sure we were in striking distance after Saturday. Josh summed it up perfectly, “You might not win RTTS on Saturday, but you can definitely lose it.”

Saturday was almost exactly as weather guru, Bruce Hedrick, predicted. We had a nice spinnaker run until just before Foul Weather Bluff. Then it got wet and weird. No wind, hail, and an almighty downpour. After a series of sail changes, we were around Foul Weather Bluff with a modest northeasterly breeze.

This race is often about managing the transition zone gracefully.

The breeze built and shifted northwest. The boats to our left picked up some big gains and it was a slugfest from there on out. We changed to the #3 early and we were glad we did. With gusts nearing 30 knots and a strong ebb, that made for some pretty big and confused seas.

The bulk of the fleet finished within 30 minutes of each other in the early afternoon. We were four minutes behind our class leader, Pyramid 30, Scheme. Mission accomplished, we didn’t lose the race on Saturday and anything could happen on day two.

Sunday started in a light northerly and would be a day of big gains and losses. We made the most of the light air and did lots

of reaching with the A2 and #1. By the time we were halfway down Marrowstone, the A2 was pulling hard and we had made up that 4-minute difference on Scheme. However, when we got to the south end of Marrowstone, the breeze started to dry up and the ebb was beginning to kick in. We made a beeline for Kinney Point to find some current relief.

We watched our depth sounder get into the single digits as we short-tacked the beach past Mats Mats and Port Ludlow, hoping that we could then get back across the mouth of Hood Canal using the current to sweep us to Foul Weather Bluff (the new halfway mark for 2022). We passed the Cal 24 Water Street, who had a similar idea; and soon noticed the Moore 24 Petty Theft was also chasing us. We gobbled up tons of ground on the boats outside as we snuck up the beach.

Just past Port Ludlow, we sailed out of our little zephyr and decided to cross the mouth of Hood Canal. We fought hard for almost an hour trying to get across and then around Foul Weather Bluff with almost no wind and ripping current. After consulting the Sailing Instructions and looking at our GPS tracker, we realized that we had reached the halfway point and, thus, the finish! And we managed to win our class.

As it turned out, Hula, the Westsail 32, was the only boat to finish the long course on Sunday, which they did only seconds before the time limit. What an incredible accomplishment by Bill and Darlene Stange. Another great Race to the Straits is in the books!

By Andew Nelson Republished with permission from www.sailish.com Photo by Jan Anderson

Andrew and Josh charging upwind on Scoundrel in Saturday's breeze.

GOOD SAILING, GREAT TIMES, ALSO RAIN

Class winner, Vitesse, with a sharp looking start.

WIN DERM ERE REGAT TA 2 0 22 Anacortes Yacht Club’s Windermere 2022 provided great sailing, lots of laughs with friends, and truly apocalyptic rain.

North end sailors converged on Anacortes for a fun weekend that included several buoy races, a lap around Vendovi Island, and one last hurrah in Fidalgo Bay on Sunday afternoon.

Winds on both days were light to occasionally moderate southeasterlies, with the most wind at the windward mark. At the top end of the course towards Saddlebag Island, we were barely holding on with the #1 genoa aboard the Santa Cruz 27 Wild Rumpus — we should have had a #2, but it wasn’t #3 conditions at all. At the leeward mark, we were often drifting.

On Saturday afternoon, after light rain had burned off and the sun came out, it went northwesterly on the north end of the course and we raced around Vendovi Island for a change.

Sunday, on the other hand, was the rainiest day we’ve had in quite awhile. It was the 100 year flood. Rain came down in buckets and was bouncing off the water right until the start of the last race, when we had a pleasant final Fidalgo lap.

We thought about complaining about the weather, but stopped when we remembered that two of the boats were sailing with young kids on board. The Swackhamer family moved up to a Melges 24, and their Sailing is fun AND relaxing for girls were out racing hard as the kids on the Holcomb family's always on Still Hitched. The Olson 911, Bigg Dogg.

48º NORTH

Holcomb family raced with all three of their young kids, and also recently upgraded their ride, now sailing an Olson 911 named Bigg Dogg. Big props to the family boats, keeping the sport alive!

Shoutouts for performance go to Dave Steffen and crew winning Division 1 on the Beneteau 36.7 Vitesse, followed by the Swackhamers on Still Hitched. In Division 2, it was a close back-and-forth battle — Dave Klingbiel won the weekend on his S2 9.1 Rubicon, followed close by Jim Bottles with his venerable J/30 Celebration. In Division 3, it was the Bradens’ BBQ boat Uff Da sailing to the top spot with race dog Dakota aboard. Honorable mention goes to Jonathan Anderson and crew on his Moore 24 Hummingbird, who came out early on both days and sailed an entire race before the first start — in the rain — while the rest of us drank coffee and shook off the cobwebs. It made us feel a teensy bit old, but we were inspired nonetheless.

The Cruising division was won by John Gunn in his Beneteau 265, Little Annie, and he also won the weekend as master of the Sunday chili dog feast. Yay team!

There were shoreside activities, a delicious salmon and oyster dinner on Saturday night, an auction for the Anacortes Waterfront Alliance youth sailing programs, live music with some dancing sailors in the house, and the aforementioned chili dog feast. It felt like normal life... except very very wet, including all of the sails drying in my living room the following week. Windermere was a great regatta, thanks to everyone who came and all who volunteered.

44

By Stephanie Campbell Photos by John Stocklass and Chad Holcomb JUNE 2022

WORTH THE WAIT

20 2 2 PACIFIC NORT H W ES T O FFSHOR E RAC E

The crew of the author’s Hylas 44, Nordic Sun II.

The 46th running of the PNW Offshore was set to start on Thursday May 12, 2022. This year’s edition once again had the starting venue of Ilwaco, and the finish was in Port Angeles (a springtime deviation from the original destination of Victoria, BC); but the nature and the premise of the event remain — sail from the Columbia River up the Pacific coast of Washington and into the Strait of Juan de Fuca.

On the eve of the race, the forecast for gale force winds had the race organizers contemplating a postponement. The next morning, racers hovered around the hospitality room, waiting for the 7 a.m. go/no-go decision. After the race committee reviewed the bar and wind conditions, they made the call to postpone the start to the following day.

The conditions were better on Friday morning and the race started on time at 10:05 a.m. in an easterly wind. This allowed the fleet to beam reach up the Washington coast, where the Wylie 70, Rage, jumped out to an early lead. On Nordic Sun II, my Hylas 44, which I was sailing in the cruising class, we opted to jib reach up the coast. Most of the race boats were under spinnaker. An hour after the start, the fleet got lifted, which had us putting up our spinnaker. By late afternoon on day one, everyone had headed west in search of breeze and was spread out from 10 to 20 miles offshore. Rage was still in front, followed by J/121 Riva, J/120 Jugo, and J/105 Abstract. The rest of the fleet was close behind.

As daylight decreased, the wind strength increased and we took down our spinnaker. After midnight, the wind really started honking — over 30 knots apparent. With full canvas up, each wave threatened to broach the boat. The off-watch crew was called on deck to double-reef the main and furl the headsail 48º NORTH

about half-way to bring the boat back under control.

A little after midnight, Rage rounded Cape Flattery, averaging more than 12 knots of VMG over the first 10 hours. The next boat made their way into the Strait of Juan de Fuca shortly after 4 a.m. and we managed to make it to the turning mark in just under 24 hours. The last boat rounded around noon on day two.

In the strait, most boats stayed along the Washington coast trying to avoid adverse current, but a few opted to fight the current in the middle of the strait. The wind fizzled as the fleet sailed closer to the finish.

Rage finished first at 9:54 a.m. on Saturday, sailing the course in less than 24 hours. The J/105 Free Bowl of Soup, finished a little less than 9 hours behind Rage and we finished at 9:40 p.m. on day two. The race winners were: Rage (Division A, also first overall), C&C 115 Fortuna (Division B), Bavaria 40 Syrena (Division C), Beneteau 393 Equilibrium (Division D), and Nordic Sun II (Cruising). The Chris White 48 catamaran, Presto, deserves special recognition for being the first ever multihull to compete in the PNW Offshore race. Hats off to the rest of the boats and crews for competing in this crazy and challenging offshore event.

The Ilwaco Merchant Association offered fantastic pre-race hospitality. And I can’t say enough about the race organizers.

They did a fantastic job keeping the racers safe by postponing the race on Thursday, and even provided hot towels and champagne at the inspection dock in Port Angeles.

45

By Greg Larson Photos by Greg Larson and Maria Swearingen JUNE 2022

Photo by Verena Kellner

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WETA 4.4 TRIMARAN 2010 WETA 14'5" trimaran good condition one owner since 2016. Beam 11'6", folded 5'7". Hull fiberglass with foam core, weight main hull 132lb. Fiberglass floats with carbon beam frame, weight 40lb. Carbon mast, rudder and centerboard. Boat comes with custom beach trolley and road trailer. Boat & trolley $3,000 Road trailer $500. » Contact Kevin Riley • kriley5548@gmail.com • (206) 375-1361 • $3,500

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1970 CAL 29 SLOOP, REPOWERED Emerald green, Cal 29 masthead sloop. Complement of sails, including two spinnakers. Repowered with a Yanmar 2GM2OF diesel engine, and folding prop.

6' standing head room. Galley with ice box, hand water pump, sink, alcohol stove. Sleeps 6: V-berth 2, salon table converts to a double, and two aft quarterberths. » Contact Phil Chin • (206) 824-3956 • Beberobertschin@hotmail.com • $6,500

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1984 MERIT 25 Single owner; raced on Lake Coeur d’Alene. Full sail inventory including spinnaker, 2 main, std jib, genoa and storm jib. Johnson sailmaster 7.5 hp motor with alternator. Trailer with 25 foot tongue extension.

Compass, knotmeter, cockpit cushions and boat jack stand. Located in Clarkston, WA » Contact David Gittins • davidgittins1952@gmail.com • $3,500

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CABO RICO 38 Due to health issues and aging crew, I reluctantly am selling my boat of 30 years. You will not find a better cruising sailboat. The boat is located in the Pacific Northwest, a rare find on the west coast. Contact me via email for specification sheet/pictures or answer any questions. » Contact George P Leonnig • (503) 707-6062 • moctobi@gmail.com • $85,000

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1983 UNITED OCEAN (FU HWA) TRAWLER PROJECT BOAT. This classic 38ft trawler has served us well, but now needs a new craftsperson owner who is comfortable with carpentry, ext. cosmetics, and general system maintenance. Vessel has a solid GRP hull, single diesel, full teak interior, and select system upgrades. Inherently capable live-aboard and seaworthy Salish Sea cruiser. $22,000. Anacortes, WA. » Contact Mark Hagen • (360) 378-7676 • AnchorJax22@gmail.com • $22,000.00

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28' WOOD FRIENDSHIP SLOOP Marie Anne, a Friendship Sloop; they originally were gaff rigged fish boats in Maine. Mahogany planking, a two cylinder Yanmar, all sails, interior and cockpit cushions, winches. The owner, now deceased, had to work out of state for eleven years; so the boat was in salt water storage, under cover. She has become shabby in that time. This is a boat for someone who loves a historic type of boat and can fix her up. I believe she is sound underwater, more details by email. » Contact pkeltop@gmail.com • $4,900

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NONSUCH 30 This is a 1985 with low hours. 300 on original Westerbeke 35 h.p. Diesel engine. She is almost brand new! New thing Spring: bottom paint, 3 AGM batteries, oil change, fuel filter, impeller, reef lines, Jack lines, bilge pump, safety equipment. Lots of extras. It also has a Wallas forced air diesel heater. These are hard to find. Let me know if you would like a showing.

Located in Port Townsend. Thanks » Contact Tanner • Tannerdarr@gmail.com • (206) 379-7994 • $34,500

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1979 ALAN MUMMERY DESIGNED CAPE 39 PROJECT BOAT: Custom 39ft sloop was sailed from NZ & served us well in PNW waters for 30 yrs, but now needs new owner comfortable with topside wood projects and bottom refurbish. Dependable eng. Airex core btw think GRP hulls, wood dodger and topsides, heater, teak interior, new running rigging and smart charging. Could be live-aboard.

West Yachts Anacortes, WA. Russ@westyachts.com » Contact vicky@seattleu.edu • 360-299-2526 • $24,999

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1985 NAUTICAT 36 PILOTHOUSE KETCH Nauticats have two helms each with good visibility.

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WESTSAIL 32 New engine, tanks, sails, head, roller furling. Many extras. Motivated seller has reduced price to $35,000 » Contact Dan Thoreson • (206) 290-9660 • Danthoreson@gmail.com • $35,000 0 $ 6 ,0

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THUNDERBIRD #1167 Greybeard, Ontario-built Thunderbird 26 #1167, Extensive race record (1st Toliva Shoals, numerous trophies), fully race rigged, North Sails, 3 chutes, Yamaha 6 hp., Great PHRF rating, cruise equipped…

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42' MONK DESIGNED BLANCHARD MOTOR SAILER 42 ft Monk designed motor sailer. This ketch was built in 1965 of yellow cedar at the Blanchard yard in Seattle.

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48' WORLD CRUISING CUSTOM STEEL PILOTHOUSE Lived on this boat for 10 years and cruised the world. Spent years in Alaska and years in Chile.

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Dive compressor for those tropical lagoons. Are you serious about cruising? Then check out Raynad. » Contact John Totten • sailraynad@yahoo.com.

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1964 Custom Olson Pilothouse Built in California, 64' x 23'5" x 7', Douglas Fir planks, Oak frames, FRP superstructure, 342 Cat main, 311 Cat auxiliary, 8kW & 15kW generators, Naiad stabilizers, bow and stern thrusters, 24-mile radar, AP, E120 GPS, watermaker, 11’ Avon, 25hp OB, 2500W inverter, three staterooms, galley on main deck, asking $299,900. 2500 gal fuel cap.

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25 HP BETA DIESEL MOTOR/SAILDRIVE Must sell, never used, upgrade on alternator and panel. » Contact John Simms • (406) 465-2366 truenorthsailing@gmail.com. $7,000

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50' SLIP - SAN JUAN ISLAND 50' slip available immediately on San Juan Island (Friday Harbor). Hard to find location and slip. Great location, just 5 minute walk from ferry terminal in Friday Harbor. Long-term lease possibility. Photos available on request. First and Last month rent required. $700 per month. » Contact Mark scheerlaw10@gmail.com • (206) 240-6978 • $700.00

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[SHADOW 900 XC]

BRABUS SHADOW 900

[ENDURANCE 60]

[68’ FLYBRIDGE]

[ ENDURANCE 60 ] [PEARL 62]

Seattle | 2288 W. Commodore Way, Suite 110, @ Salmon Bay Marine Ctr. 206 949 2270 San Diego | 2330 Shelter Island Dr. Suite 105, 619 222 9899 Flagship Office NEW LOCATION | Newport Beach | 3101 West Coast Highway, Suite 130, 949 524 3143 Sausalito | 298 Harbor Drive @ Clipper Yacht Harbor, 415 887 9347 Kailua-Kona | 73-4539 Iki Place Kailua Kona, HI 96740, 808 989 8305

JeffBrownYachts.com AXOPAR | BRABUS | HERMES SPEEDSTER | PARDO YACHTS | PEARL YACHTS | SIRENA YACHTS | Y YACHTS

2021 Pardo 38 Island Snow $744,900 48º NORTH

2022 Sundancer 370 $1,149,000

2021 Axopar 37ST Angler $469,000 BRABUS trim, fully loaded

52

bespoke brokerage & yacht sales

2020 Sirena 64 $2,979,000

JUNE 2022

quality yachts from swiftsureyachts.com C’LUV shows “as new.”

She was delivered in 2018 and shipped to the Pacific Northwest where she has been lightly used on protected inland waters.

Total engine hours are 241, and this is saying something in a cruising ground notorious for light winds and current necessitating lots of motoring. In short, she is barely broken in. Highly optioned, she features a full 110v North American electrical system as well as 220v systems, hydronic heat, air conditioning, upgraded generator and electronics packages, backup autopilot, electric furling, winches and davits, hard dodger, solar panels, sun awnings and cockpit enclosure and all the other popular options. With the desirable two stateroom layout in beautiful light oak, C’LUV presents a excellent opportunity – delivered and USA imported without the multiyear wait.

- ryan h e l l i ng

C’LUV 2018 Amel 55 $1.2 million

price reduced

Koopmans 43 • 2000 • $349,000

Outremer 49 • 2011 • $777,000

Hinckley Sou’wester 42 • 1984 • $219,000

Brewer Cutter 35 • 2005 • $229,000

Hunter 41 DS • 2007 • $159,000

Pacific Seacraft 37 • 1998 • 149,000cad

Chuck Paine/Kelly Archer 80 • 2003 • $2.6 millon

Nordic Tug 34 • 2021 • $495,000

Cal 2-46 • 1976 • $175,000

64 Frers

1978

55 Tayana

$275,000 42 Passport

1981

1988

$325,000 41 Hunter 41 DS

50 Bestway

1986

$139,000 40 Pacific Seacraft

46 Swan

1978

$175,000 33 Beneteau First 10R 2007

53 Gorbon PH 46 Dream Boat 46 Ker

45 Sabre 425

45 Jeanneau DS 42 Passport

2008

1928

2006

inquire 40 Ellis Custom

$175,000 34 Nordic Tug

2011

1990 1998

$129,000 $159,000 inquire

$279,000

2021

$495,000

$249,000 32 BHM Downeaster 1998

$85,000

1998 229,000cad 32 Nordic Tug

1980

2007

$250,000 32 Beneteau 323 $150,000 30 Henderson

$89,000

1993

$139,500

1997

$29,000

1993

$75,000

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

SwiftsureYachts

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

NEW SAILING YACHTS FOR WORLD CRUISING 48º NORTH

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JUNE 2022

LIVE THE ADVENTURE

SEA BEYOND

WASHINGTON • CALIFORNIA • FLORIDA • MARYL AND • CANADA • PHILIPPINES ARRIVING SOON

2022 Excess 11 - Here this summer!

Anacortes, WA

IN BUILD

IN STOCK

2022 Hanse 458 San Diego, CA

2023 Tartan 455 Anacortes, WA

IN BUILD

2023 Hanse 388 Anacortes, WA

IN BUILD

2023 Tartan 365 Anacortes, WA

IN BUILD

2023 Tartan 395 Seattle, WA

SELL YOUR BOAT! LIST WITH US! Seattle Yachts

844.692.2487

844.692. 2487 SEAT TLEYACHTS.COM

48º NORTH

54

JUNE 2022

Successfully serving clients for 30 years.

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WE’RE HIRING!

Beneteau Oceanis 51.1

If you are a sales professional wth a passion for boating, give us a call.

Boats are Selling FAST! QUALITY LISTINGS WANTED! 51' Beneteau Oceanis 51.1 '22 ............................ Arriving Sold

45' Beneteau Oceanis 45 '17........................................ SOLD 41' Hunter 41 DS '09 ................................................. SOLD

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41' Beneteau 41.1 '19 .......................................Sale Pending

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46' Grand Soleil 46.3 '98 ............................................ SOLD

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Beneteau Oceanis 46.1

49' Hunter '09 ......................................................... SOLD

Pre-owned Boats

40' Mainship Trawler 400 '05 ....................................... SOLD

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Beneteau Oceanis 38.1 Sp Two r in A r g / S riv um in g me r

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WWW.SIGNATURE-YACHTS.COM

40' Beneteau Oceanis 40.1 '22 ......................... 2-Arriving Sold 40' Beneteau Oceanis 40.1 '22 ..................................... SOLD

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37’ Beneteau 37 '14 .................................................. SOLD

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36' Beneteau 36 CC '98 .....................................Sale Pending

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35' Beneteau Oceanis 350 '90 ................................... $39,900

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38' Hunter 38 '09...................................................... SOLD 47' Beneteau 473 '02 ................. $189,900 44' Gozzard '01 ........................ $294,900 42' Ponderosa 42 Trawler '84 .........$89,000 38’ Beneteau Oceanis 31.1 '22 ......................... 2-Arriving Sold

34' Beneteau Swift Trawler 34 '14 ........................Sale Pending 34' Beneteau Oceanis 34.1 '22 ............................ Arriving Sold

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41' Hunter 41 DS '05 ................. $149,900 38' Sabre 38 MK II '90 .................$99,950 35' Niagara 35 '81 ......................$49,900

SISTERSHIP

33' Hunter 33 '05.............................................Sale Pending 33' Hunter 33.5 '93 ................................................... SOLD 30' Beneteau Oceanis 30.1 '22 ............................ Arriving Sold 30' Beneteau Oceanis 30.1 '22 ..................................... SOLD 27' Beneteau First 27 '22 ............................................ SOLD 24' Seascape 24 '17 .................................................. SOLD 19' Chris Craft Racing Runabout '10 ............................ $44,900

35' O‘Day 35 '86 ........................$29,000 34' Beneteau 343 '06 ...................$89,000 31' Beneteau 31 '10 ....................$89,000 18' Beneteau First 18 '21 ............................................ SOLD

48º

2476 Westlake Ave N. #101, Seattle, WA 98109 • (206) 284-9004 Monday - Saturday 10:00am55- 5:00pm • Sunday by appointment NOpen ORTH JUNE 2022

MARINE SERVICENTER Seattle San Diego Bellingham Yacht Sales since 1977

206.323.2405 619.733.0559 360.770.0180 info@marinesc.com • www.marinesc.com

Arrives July

Dealer of the Year ‘21 • ‘20 • ‘19 • ‘16

Arrives July

Limited Edition

2023 Jeanneau SO 380 #77291: $338,955 • SAVE $28,070

2023 Jeanneau 349 Limited Ed. #76463: $234,822 • SAVE $24,473

Arrives December

Arrives July

2023 Jeanneau SO 490 #77491: $649,873 • SAVE $20,867

2023 Jeanneau SO 410 #76461: $398,813 • SAVE $37,217

Lagoon 42 - Arrives July ‘23

Arrives August

Take Delivery in the PNW, France or Caribbean – Call for Details!

Lagoon Models: 40 • 42 • 46 • 51 • 55 • 65 • 77• 67MY • 78MY Arrives September

2023 Jeanneau SO 440 #76462: $508,460 • SAVE $42,410

Ready Spring 2023

2023 Jeanneau Yacht 51- 6 SOLD! #76709: $798,790 • SAVE $90,374

Ready Spring 2023

2023 Jeanneau Yacht 60 - 1 SOLD! • Inquire Scow Bow Hull & Walk Around Decks!

Ready Spring 2023

Ready Fall 2023

Ready Fall 2022

2024 Lagoon 40 • Inquire

2023 Lagoon 46 • Inquire

2023 Jeanneau Yacht 65 • Inquire Hard Top & Walk Around Decks!

2023 Jeanneau Sun Fast 3300 • Single/Dbl Hand Race LISTINGS WANTED • WE GET RESULTS! See Your Boat On Back Page of 48 North!

47' Vagabond Ketch 47 ‘83 .......... Sale Pending 42' SK Pilothouse 42 ‘06 ................ Sale Pending 40' Caliber 40 LRC ‘06 ...............................SOLD

2018 Jeanneau Yacht 58 • $849,500

Reduced

2015 Jeanneau SO 469 • $378,500

1980 Alden Sky '51 • $135,000

Reduced

1986 C&C 38 • $39,900

2006 Beneteau 51 • $199,900

New Listing

2019 Jeanneau Sun Fast 3600 • $239,000

Dan Krier

Tim Jorgeson

Jeff Carson

Greg Farah

Curt Bagley

Jon Knowles