Chesapeake Bay Magazine March 2020

CHESAPEAKE BAY MAGAZINE

Jenn Kuhn Reshapes Maritime History

MARCH 2020

Beneteau’s Oceanis 46.1 Makes a Cruising Convert

Getting to Know Our Dolphin Population

Women

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PUBLISHER

John Stefancik

MASTERWORKS SERIES

EDITOR IN CHIEF Joe Evans

Managing Editor: Chris Landers Cruising Editor: Jody Argo Schroath News Director: Meg Walburn Viviano Multimedia Journalist: Cheryl Costello Editors at Large: Wendy Mitman Clarke, Chris D. Dollar, Ann Levelle, John Page Williams Contributing Writers: Rafael Alvarez, Laura Boycourt, Dick Cooper, Ann Eichenmuller, Henry Hong, Marty LeGrand, Emmy Nicklin, Tom Price, Nancy Taylor Robson, Karen Soule

CREATIVE DIRECTOR Jill BeVier Allen

Contributing Photographers: Andy Anderson, Mark L. Atwater, Skip Brown, André Chung, Dan Duffy, Jay Fleming, Austin Green, Jameson Harrington, Mark Hergan, Jill Jasuta, Vince Lupo, K.B. Moore, Will Parson, Tamzin B. Smith, Chris Witzgall

PRODUCTION MANAGER Patrick Loughrey

SENIOR GRAPHIC DESIGNER Mike Ogar

CIRCULATION & ADMINISTRATION Amy Mahoney a.mahoney@ChesapeakeBayMagazine.com

ANNAPOLIS SYMPHONY ORCHESTRA

Robert DiLutis, clarinet Haydn | Copland | Beethoven

MARCH 20 & 21, 2020 • 8PM Maryland Hall

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ADVERTISING Senior Account Manager Amy Krimm • 410-693-8613 amy@ChesapeakeBayMagazine.com Senior Account Manager Lisa Peri • 310-968-1468 lisa@ChesapeakeBayMagazine.com Senior Account Manager Michael Kucera • 804-543-2687 m.kucera@ChesapeakeBayMagazine.com Account Manager Emily Stevenson • 410-924-0232 emily@ChesapeakeBayMagazine.com

Publisher Emeritus Richard J. Royer CHESAPEAKE BAY MEDIA, LLC Chief Executive Officer, John Martino Chief Financial Officer, Rocco Martino Executive Vice President, Tara Davis 601 Sixth Street, Annapolis, MD 21403 410-263-2662 • fax 410-267-6924 ChesapeakeBayMagazine.com Editorial: editor@ChesapeakeBayMagazine.com Circulation: circ@ChesapeakeBayMagazine.com Billing: billing@ChesapeakeBayMagazine.com Chesapeake Bay Magazine (ISSN0045-656X) (USPS 531-470) is published by Chesapeake Bay Media, LLC, 601 Sixth Street, Annapolis, MD 21403. $25.95 per year, 12 issues annually. $6.99 per copy. Periodical postage paid at Annapolis, MD 21403 and additional offices. POSTMASTER: Please send address changes or corrections for Chesapeake Bay Magazine to 601 Sixth Street, Annapolis, MD 21403. Copyright 2020 by Chesapeake Bay Media, LLC— Printed in the U.S.A.

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March 2020

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contents

CBM

Fixing History p. 52

Features

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52

Present photo by Mark Hergan

60

Natural Resource

Where We’re Headed

60

Marc Castelli paints watermen at work, but first he had to earn their trust— Nancy Taylor Robson

52

Archival photo by H. Armstrong Roberts

18

46 An Immersive Artist Hands of Time

On the Cover:

46

Jenn Kuhn leads the restoration of Bay craft and beyond—Wendy Mitman Clarke

Native son Tom Horton is one of the Bay’s most stalwart defenders—Rafael Alvarez

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March 2020

52

St. Michaels, Md.

46

Chestertown, Md.

60

Hebron, Md.

14

Baltimore, Md.

18

Annapolis, Md.

87

Virginia Beach, Va.

ChesapeakeBayMagazine.com

CAROLINE PHILLIPS

March 2020—Volume 49 Number 10

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CBM

contents

March 2020

Columns

36

On Boats: Oceanis 46.1

41

Chesapeake Almanac: Tide Goes in, Tide Goes Out The rising

22

A cruising sailboat wins a convert— Joe Evans

and falling of the Bay is more complicated than you think—Capt. John Page Williams

82

Jody’s Log: Uninvited Guests Capt.

Jody Argo Schroath doesn’t mind a Coast Guard inspection. The dogs on the other hand. . .

87

14

If you can pick only one hero, make it Rachel Carson—Jody Argo Schroath.

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14 18 22 26 30

From the Editor Bay Calendar

Advertising Sections

Wild Chesapeake: Trophy Hunters Capt. Chris D. Dollar finds out

what it takes to catch the big ones.

96

Talk of the Bay

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March 2020

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March 2020

from the editor

by Joe Evans

E

arly in 1981, Congress floated an authorization to President Regan to proclaim the second week in March of that year to be Women’s History Week, which in retrospect seems pretty lame.

In 1987, they upped the sentiment to an entire month of that year. Every following year so far, the congressmen, the president, and the steadily increasing number of congresswomen have renewed the proclamation.

On this 100th anniversary of the ratification of the 19th Amendment, Governor Larry Hogan has declared 2020 to be the Maryland Year of the Woman. (For the record, Maryland did not ratify the amendment until 1947.

Virginia lawmakers stalled on the issue until 1952.) The premiere event is shaping up to be the WOW (Women of the World) Festival on March 7 at the Columbus Center, Inner Harbor, Baltimore—presentations, music, mentoring, marketplace, food trucks…

In this issue, we acknowledge quintessential Chesapeake women, beginning with a profile of Chesapeake Bay Maritime Museum’s Shipyard Programs Manager Jenn Kuhn, who we have gotten to know through the museum’s Apprentice for a Day Program (Heavy Metal – July/August 2019 issue).

CBM editor at large Wendy Mitman Clarke, a bona fide Chesapeake Woman in her own right, does the work on this one with her usual style and power.

Also in this issue is Rafael Alverez’ profile of Christine Cleary, a Bay pilot-launch captain and roller derby queen—an unusual but somehow appropriate Baltimore juxtaposition. We also have an article from Ann DeMuth on George Washington University Potomac-Chesapeake Dolphin Project creator and lead scientist Janet Mann, Ph.D.. I would be remiss in not mentioning our intrepid cruising editor Captain Jody Schroath (See her note on

Rachel Carlson – Stern Lines page 96) and one of our most steadfast contributors, author, publisher, and former tugboat captain Nancy Taylor Robson (see her Artist Marc Castelli profile page 46.)

Meanwhile, we are looking out for other remarkable Chesapeake women to celebrate. They are not hard to find: There’s Ida Hall, who works an 85-pot crab license out of Jarvis Creek on Virginia’s Northern Neck while advocating for clean water and fishing access.

Further up the Bay is Captain Rachel Dean, a waterwoman with two kids and an education doctorate (Ed.D.) who teaches high-school English from fall to spring, and then joins her husband Simon on the water to harvest seafood, which they market through their Patuxent River Seafood Company.

They also run Solomons Island Heritage Tours, which provides guests opportunities to experience the Bay from the waterman’s and women’s perspective.

Super chef Amy Brandt is keeping the flame burning under the Eastern Shore of Virginia foodways revival with heirloom ingredients and new-era presentations–Bay and farm to table.

Annapolis has the benefit of two forces for nature—Elvia Thompson and Lynne Forsman, who formed Annapolis Green in 2006 to bring together the various individuals, businesses, agencies, and families on common environmental grounds.

This magazine, our Bay Bulletin news service and the Bay Weekly newspaper wouldn’t happen without the tireless leadership of women.

We could go on; and we will, thanks to the women in our lives.

joe@chesapeakebaymagazine.com

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Accessible Boating Program Wins US Sailing Award

Pamunkey Tribe, Norfolk Agree on Waterfront Casino Resort

Chesapeake Region Accessible Boating (CRAB), a program that puts people with disabilities at the controls of specially adapted sailboats, has been honored with a national award.

Read about it at chesapeakebaymagazine.com/award.

A key port and a regional Native American tribe have come to terms on the purchase and development of land that could become the state’s first casino. Read about it at chesapeakebaymagazine.com/casino.

u Read more and sign up for the Bay Bulletin, CBM’s free weeky e-newsletter online at chesapeakebaymagazine.com/baybulletin.

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March 2020

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talk of the bay

Bump and Go Delivering Bay pilots and roller derby hits

by Rafael Alvarez

COURTESY PHOTO

T

14

he ship on the other end of Christine Cleary’s binoculars could not be more different from the one upon which she earned her sea legs three decades ago as a newly graduated college student hankering for adventure.

The ship is the Thamesborg—a 14,695-ton freighter flagged in the Netherlands—and it had just unloaded a cargo of aluminum at Sparrows Point.

It is being nudged from the dock by the tug April Moran on a mild and beautiful morning in the last week of 2019.

Cleary, 50, is at the wheel of the 43-foot launch Maryland, owned by the Association of Maryland Pilots. She idles the boat’s twin 300 horsepower engines nearby, waiting for the tug to shove off when the ship enters the channel near Fort Carroll.

The April Moran peels away, the cue for Cleary to perform a bit of water ballet somewhat more graceful than the hard-knocks she employs as “Chris Crafty,” a skater for the Hampden Hons roller derby team. (“I’m not cool, but I like myself,” she said later with a chuckle.)

Pulling alongside the 564-foot moving freighter, Cleary steadies the boat as the apprentice who guided the Thamesborg into the channel clambers down a rope-and-wooden ladder. Once on board, Cleary will ferry him to a waiting car at the Dundalk Marine Terminal, a routine she fulfills in shifts, seven days on/seven ChesapeakeBayMagazine.com

March 2020

days off, year round, for the 70 or so pilots (predominantly men but also a few women) who shepherd ships in and out of the Chesapeake Bay. The apprentice is Kyle Hudgins, a third-generation mariner and son of a tug captain. The Thamesborg is his last job of the day after handling three ships. He greets Cleary warmly, says that seafarers from around the world look forward to her smile when the launch comes alongside, and, most importantly, that he and his colleagues feel safe when she is on the job.

“We put our lives in her hands every time we go up and down that ladder,” said Hudgins, 31, at the end of his two-year apprenticeship. “You don’t want to have to think about it.”

On a day like December 28th of last year—the harbor was “flat-ass calm,” she said, virtually no wind with temperatures in the mid-50s— Cleary’s job was a lollipop. But that day was something of a winter’s gift, a singular morning of out of 365 in the famously fickle weather of the Chesapeake Bay. “You have to safely put that boat alongside the ship when the ship is moving, something [laymen] tend to forget,” said Gregory Lukowski, a former tug captain and retired Bay pilot whose family has worked the Baltimore waterfront since the early 20th century. “You’ll have days when the spray turns to ice as soon as it hits the boat with 40-knot winds with two-to-three-foot seas, just shy of a gale.” (Thus the Maryland’s heated handrails, which run off of the Cummins diesel engines.) ”Sometimes you’ll climb that ladder with a white knuckle grip,” said Lukowski, one of the few pilots who has seen Cleary work the bump-and-bruise of a roller derby queen. “But that was never the case when Christine was driving the launch.”

in tight situations she was unshakable…”

—Gregory Lukowski, retired Maryland Bay Pilot

C

leary lives in the Morrell Park neighborhood of southwest Baltimore with her husband, Brad Fleury, a cabinetmaker she met through his work on the U.S.S. Constellation and their shared affection for wooden ships.

Born in Boston the year the Beatles broke up, Cleary is the daughter of a sheet metal worker named Paul and the former Eleanor Nichols, a homemaker who returned to college and became an administrative assistant at Tufts.

“The theme here is leaving home,” she said. “My parents tried to persuade me to stay close to home, and I always wanted adventure.”

With the Maryland Pilots since 2003, Cleary holds a 100-ton “near coastal” master’s license from the Coast Guard and previously ran a Baltimore water taxi, docking and undocking all day, answering questions from tourists and telling kids to stop running.

Her journey from SUNY Stonybrook, where she played Division I soccer, to respected sea dog began in 1993 when she heard a public service announcement on the radio.

The 125-foot, double-masted schooner Spirit of Massachusetts— then an educational vessel and now a floating restaurant in Kennebunk, Maine—was looking for volunteers.

With only a degree in political science

on her resume, Cleary was accepted.

She stood watch on a six-day trip to the Pine Tree State (for which she paid a fee) before signing on for the rest of the summer.

FRANK MITCHELL PHOTOGRAPHY

“Christine proved early on that

Then came the Lene Marie, a ketch-rigged tall ship built in 1910 before foundering in a Baltic Sea storm during World War II. Said to be haunted, the ship was raised by the U.S. military only to sink for good in 1996. By now, Cleary had found her life’s work, signing onto tall ships between Maine and the Caribbean as the seasons dictated, each gig about a four-to-six-month contract.

In the spring of 1999, the sea brought her to Crabtown and the Pride of Baltimore II to help rig the clipper for a tour of the Great Lakes while working on deck and as an assistant engineer. Cleary sailed the Pride for the next five years, working

Cleary (“Chris Crafty”) leads the Charm City Roller Derby pack.

March 2020

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talk of the bay

her way to chief mate for voyages that included a trip from Norway to Baltimore by way of the Canary Islands, before going to work for the Pilots.

“I miss sailing with a capital S— it’s like a religion,” she said. “But the nomadic nature of working on schooners is an intense existence.

You live and work in this 100-foot boat with anywhere from a dozen to 30 people with no personal space except your bunk and the head.”

After a half-year of that, she said, no matter how alluring the adventure, “you’re done.”

And, by about noon on December 28—the pilot on his way back to the office, the Thamesborg well beyond the Key Bridge—Cleary was done for the day.

As she steered the Maryland toward a bulkhead at Canton Waterfront Park, a black crow settled on the bow railing, sitting in the breeze as the launch moved through the dark brown water of a “mahogany tide” algae bloom.

In her time working the harbor, Cleary has found a dead manatee wedged beneath a pier and now and then scoops turtles from the shallows of Colgate Creek to give them healthier homes. Seagulls will do anything they please and, while the boat is tied up, crows often perch on the railings.

But a black bird worthy of Poe alighting in the headwind like a living figurehead?

“Never seen that before,” she said.

Rafael Alvarez is the author of Basilio Boullosa Stars in the Fountain of Highlandtown, a collection of short stories of Baltimore’s ethno-urban experience. He can be reached via orlo.leini@gmail.com.

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THE MONTH OF THE MONTH OF

M RCH MA ARCH I N AAN NN A IN A PPOOLLI SI S

A sense of culture and tradition permeates Annapolis throughout March. It’s a time when

A sense of culture and tradition permeates Annapolis throughout March. It’s a time when the city is looking forward to springtime, celebrating the coming warmth with food, art, and the city heritage. is looking forward to springtime, celebrating the coming warmth with food, art, and Whether you’re visiting for a day or a week, there’s no better way to experience heritage. Whether you’re visiting for a day or a week, there’s nocity better way to experience Annapolis’ culturally-diverse offerings than a visit to the in March!

Annapolis’ culturally-diverse offerings than a visit to the city in March!

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talk of the bay brightwork, and preparations for a luxury cruise on the Bay. And, we imagined they were impressed by our obvious good fortune.

The thing was, she’s not our boat.

Joe Evans (my photographer for the day and CBM editor on other days) and I don’t own her, and we don’t belong to the club, but we were happy to play along as though we did. And that’s the point of Barton & Gray Mariners Club, which was keen to host us and some social media-based food and fashion influencers on a jaunt to sample rum in St. Mike’s, while experiencing the amenities and the luxe yacht life without actually owning a half-milliondollar yacht or lifting a finger, except to raise a glass of wine. All we had to do was step aboard.

How it Works

A Lease on Luxury Barton & Gray Mariners Club provides the yachting life without the headaches. story by Laura Boycourt / photos by Joe Evans

have a really nice boat,” she said as we lounged on the cockpit “Youcushions.

The server from Sam’s on the Waterfront ogled the sleek power yacht and passed platters of shrimp and charcuterie to our captain, who carefully arranged the spread on the varnished settee in the salon and returned to his preparations for our cruise to St. Michaels.

She was right; this was a sweet, sweet boat. Miss B Haven, a flag-blue Talaria 44, might as well have been plucked from an Annapolis postcard, gently bobbing in her slip at Chesapeake Harbour Marina under a late-afternoon summer sky. Dockside diners seemed to be smitten with her classic lines,

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March 2020

By way of initiation and annual fees, members have access to the club’s 30-vessel fleet of Hinckley Talaria 40 and 44s, Picnic Boats, and Classics based out of an expanding roster of high-end ports. Club members can do what they want, when they want, and how they want, within reason and safety requirements, of course. Fancy a Potomac River cruise to see the monuments or to invade the shops and casino at National Harbor? Done.

Interested in drinks and a crab feast on board while taking in a regatta before heading over to Oxford? Order up.

How about blasting up to Baltimore for a concert? Let’s go. Whether you’re on the Bay or visiting another B&G port, serious amenities and adventures are at your disposal.

Annapolis is Barton & Gray’s newest location and joins a roster of harbors including Washington D.C, Boston, Chicago, Charleston, Sag Harbor, East Hampton, Greenwich, Nantucket, Martha’s Vineyard, Palm Beach, Newport, New York City, the Hamptons, Miami, Naples and so on.

u Learn more about the yachting life at bartonandgray.com.

Of course, there’s a Barton & Gray-branded Lyon Rum.

The club is happy to make itinerary suggestions and they strive to cater to members’ every whim.

There are four levels of membership beginning with a $15,000 initiation fee. The Ensign level at $29,500 a year gives members access to 36-foot picnic boats in every harbor and allows guests to make unlimited reservations, up to two at a time. The Lieutenant and Admiral levels follow, with respective annual price tags of $39,500 and $59,000. The higher the level, the more reservations members can make, the greater access to all of the Hinckley fleet, and some additional upgrades and perks.

Fleet Admiral, the highest tier, is a membership so exclusive that only two are issued each year.

It seems pricey, but when you consider the accumulated costs of owning a significant yacht such as this and the lifestyle it beckons, it’s a relative bargain. Tally up the cost of buying, insuring, dockage, and maintaining such a yacht, then add the cost of employing a professional captain and the wide range of locations covered, and it begins to make a lot of sense.

Posh Passage The instant we stepped aboard, we were offered beverage choices. Our captain rattled off a list of top-shelf enticements, and it seemed a nobrainer to begin with the Barton & Gray GROG, a members-only branded lager brewed by Cisco Brewers of

Nantucket. In the salon/pilot house, which boasted ample seating room, large windows, and stylish cushions and appointments, we helped ourselves to the tasty buffet.

We charged across the Bay toward Bloody Point and the Eastern Shore as our Coast Guard-licensed captain carefully monitored vessel traffic and cut no navigational corners (as we local navigators might), and the Severn River Wednesday night sailboat racers faded into the distance. We did nothing more than enjoy the ride, the sights, and the GROG as the sun began its golden decent to the horizon behind us.

We didn’t have to concern ourselves with electronic GPS scribbles, what other boats might do, where the shoals might be, crab pot buoys, flotsam, jetsam, upcoming docking arrangements, or if we had brought enough to drink and eat.

Barton & Gray handles all of that including a pretty boss soundtrack.

It was easy to begin feeling royal.

The Barton & Gray Hinckley Talaria awaits our return from a Lyon Rum session in St. Michaels.

March 2020

ChesapeakeBayMagazine.com

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talk of the bay

Good Taste After a quick passage through Eastern Bay, we throttled down for a no-wake cruise up the Miles River to St. Michaels past the Chesapeake Bay Maritime Museum. We eased into a slip at the St. Michaels Marina next to Foxy’s Harbor Grill where St. Michaels-based Lyon Distilling Company founder and cocktail master Jaime Windon welcomed us to a full, portable bar and put on a show and comprehensive tasting experience. So, we put our beers down to switch gears to awardwinning rum drinks.

As we learned the nuances of making rum and sampled various effective concoctions—the authentic Cuban daquiri and mojito, a black rum dark & stormy, straight shots of overproof rum, sweet Rock & Rum, white rum, amber rum, darker rum, Curacao rum, and we forget what all—tourists stopped to listen in and perhaps snag a beverage at this apparently open exhibition. But no; This bar was available only to Barton & Gray people, and all it would take to participate is a $15K initiation, about $30K a year, and then you could do things like this all of the time. Or you could write for Chesapeake Bay Magazine, be an influencer, and get to go for it once in a while. It’s a perk.

And as things got a little woozy, we felt extra special, because, for the moment, we were.

Feeling excellent and a bit like Cinderella before the clock struck midnight (was this a dream, and would our Hinckley turn back into a city dock mallard), we said goodbye to Jaime and waddled back to the boat. As we headed out to Annapolis in the twilight, we shared a toast and agreed that we could get used to this.

Laura Boycourt is an Annapolis native, Bay sailor and cruiser, educator, writer, and mom to two young adventurers.

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talk of the bay

Dolphins Everywhere

by Ann DeMuth

F

or the past 33 years, Janet Mann, Ph.D., Professor of Biology & Psychology at Georgetown University studied the bottlenose dolphin population in Shark Bay, Australia.

“I’d been traveling halfway around the world for over 30 years, studying dolphins, and the day we closed on our house on the Northern Neck, there were dolphins in the backyard,” she says. Visits to her Virginia cottage, which were originally going to be a break from work, soon took on a new focus, and the Potomac-Chesapeake Dolphin Project was born.

After rounding up funding, a boat, and cameras, the Potomac-Chesapeake Dolphin Project launched in 2015. In just 14 initial days on the water, the team identified 193 dolphins (including 27 mother-calf pairs) in a 37 square kilometer area, an extremely high density compared to the Shark Bay observations, which has one of the highest bottlenose dolphin densities in the world. The mouth of the Potomac had more than twice as many as the same sized area in Shark Bay. Chesapeake and Potomac dolphin populations had been the least studied on the Atlantic Seaboard. Adding some urgency to that study, a 2013 outbreak of cetacean morbillivirus on the Mid-Atlantic coast that killed thousands of

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dolphins was thought to have started in the Chesapeake. By studying the southward spread of the virus, scientists hope to understand migration patterns and interactions between populations.

Two hundred dolphins were identified the first year, 500 the next year, and now, over 1,200 have been sighted. Dolphins are identified by their unique dorsal fins—various shapes, knicks, notches, scars and pigment help identify the individuals. The researchers name the dolphins after “significant environmental, political, and social leaders since we’re in such a rich historical area,” Mann says. The roster includes such notable Americans

u Join the Chesapeake Dolphin Watch—chesapeakedolphinwatch.org.

as Ben Franklin, Grover Cleveland, Alexandria Ocasio-Cortez, Woodrow Wilson, Betsy Ross, Samuel Adams, John Jay, Nancy Pelosi, Aaron Burr, Madeline Albright, Frederick Douglass, Abraham Lincoln, JFK, Mamie Eisenhower, Hillary Clinton, Standing Bear, and Megan Rapino.

Dolphin society is complex, and they change group memberships often. Throughout the day, a dolphin may travel alone, in pairs, or in various-sized pods. Mann and her research crew in Australia found that dolphins may change who they are swimming with as often as six times an hour. Group memberships and the circumstances that lead to them sometimes create strong bonds. “This can lead to some funny, bipartisan affiliations,” Mann says. “Dolphins

Joe Biden and Newt Gingrich are often seen together, and G.W. Bush, Jimmy Carter, and Zachary Taylor seem to hang out a lot.”

The Potomac-Chesapeake Dolphin Project contributes and compares data and images of dorsal fins with other scientists up and down the Atlantic Seaboard through a central database of dorsal fin images (OBIS-SEAMAP). With the dolphins identified, scientists can determine where the dolphins are coming from and going to. According to Mann, they’re in the Chesapeake and Potomac about six months out of the year. The University of Maryland Center for Environmental Science Chesapeake Biological Laboratory’s Dr. Helen Baily collaborates with the Potomac-Chesapeake program

through the lab’s largely crowdsourced Chesapeake Dolphin Watch effort, which attracts bay-wide sighting information from boaters through a smart-phone app— chesapeakdolphinwatch.org.

With over 1,200 dolphins identified, and the PotomacChesapeake Dolphin Project still relatively young, it will be interesting to see what new knowledge will be found. In Australia, Mann and her research crew found diverse foraging techniques in the Shark Bay dolphin population. One unique method is sponging, only seen in Shark Bay, and even there, in only about four percent of the population. In this activity, a dolphin uses a sea sponge as a tool by using a conical sponge on its beak as protection from the rough sea floor

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substrate while searching for fish. The sponging method of hunting is primarily handed down from mother to daughter, and Mann has witnessed four generations using it. She saw the dolphin Demi get a sponge when she was two and still nursing. Now Demi’s grandchildren are sponging.

Foraging traditions go by family.

Other dolphin families in the Shark Bay studies use the beaching method whereby forage fish are herded to the water’s edge where the dolphins will swim onto the beach to catch them, risking becoming stranded.

On August 17 last year near the mouth of the Potomac, Mann’s research crew witnessed an apparent dolphin birth, something that has only been documented once before, anywhere. Graduate student AnnMarie Jacoby noticed pools of blood in the water. She and the crew went to investigate, and a tiny dolphin calf popped up. The mother was named Patsy Mink after the first nonCaucasian U.S. congresswoman, so they named the calf after her daughter Gwendolyn. Later that day, Patsy and Gwendolyn swam by Mann’s backyard, and she saw them together again in October.

The Potomac-Chesapeake Dolphin Project maintains an identification library of images at pcdolphinproject.org where you can check to see if a dolphin you have seen is on the list. If you spot a dolphin and you are close enough to take a photograph without disturbing the animal, please email the location, time, activity information, and images to pcdolphinproject@gmail.com. Or, even better, join the Chesapeake Dolphin Watch— chesapeakedolphinwatch.org.

Ann DeMuth lives in Virginia’s Northern Neck, and along with writing, does woodworking and website design. www.anndemuth.com

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The original Tom Price aboard Lark, his classic Six Metre.

Dad’s Six How wood, caulk, varnish, time, and a classic wooden sailboat define a life.

by Tom Price

L

ark was my Dad’s last boat before creeping Parkinson’s sister-framed his musculature into rigidity. She was the vessel he dreamed of and never thought he’d own—an embodiment of the Montague Dawson painting that he and my mother purchased as newlyweds. (I grew up thinking it was a wonderful painting, later to find it was a nicely-framed print on canvas).

Lark was a 36-foot International Six Metre yacht built in 1928 in Finland in anticipation of the 1932 Los Angeles Olympics. Like all metre boats, designed in this case to the 1907 class measurement formula, she is narrow, long ended, extremely heavy, and spectacularly beautiful to look at and sail. In their heyday, they were the world’s most prominent international racing class. They are having a classic revival now, primarily in Europe—6metre.com.

He owned Lark with my uncle, Ben Coster, who, although not a real uncle, was as much a part of my life as any of my parent’s siblings. Uncle Ben flew a Vought F4U Corsair off of carriers in WWII, which made him a hero to me. He was an excellent craftsman and Dad’s best friend, a partner in crime for serial wooden boat purchases and projects over the years. Dad had been a shavetail (newly commissioned second lieutenant), 90-day wonder (graduate of the three-month Midshipman School), Ensign JG on a Liberty ship that crept along at 10 knots from the East Coast to the Pacific. Together they were truants from their wives while they were with their boats, and as a kid, I’d tag along and help where I could.

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Years later, before we married, my bride-to-be and I purchased Flicker, a 1936 International One Design. Always a project, but serviceable, she (the boat) slowly improved with the constant help from my father and Ben, who enjoyed coming down to caulk or fasten planks, but mostly to just sand.

This made it easy for me to coax them into buying the tired yet lovely, needle-nosed, Six Metre that was languishing in a Hanover Street marina in the backwaters of Baltimore City. By squinting your eyes, it was easy to imagine her as beautiful and fast, heeling over and tearing through the Chesapeake. Eyes wide open, she floated all right, but needed deck work and maybe a lot more. A perfect project for Dad and Ben to keep me company with wooden boat work.

They renamed her Lark, for the whim of owning such a vessel.

They bought her cheaply, with a convincing argument to Mom that the scrap value of her lead ballast alone would easily match their offer. The boat had to be moved from the Baltimore marina to Harry Young’s yard alongside the Bethlehem Steel plant down the Patapsco to Jones Creek, where I was working on my boat. Young’s was a haven for similar wooden boat projects. Mr. Young was accommodating and, I think, interested by the pair of father and son race boats.

It was a short 12-mile sail, but the early spring was volatile. She hadn’t been sailed for a while, and her condition was uncertain. We picked a brilliant March day with a favorable breeze, but it was forecast to blow hard late in the day as a front moved through. We had a 5-hp, side-bracketmounted outboard in case of any upwind work, but we relied on an easy sail under jib alone, broad reaching down the Patapsco to the turn at Jones Creek. After that, it would be a simple one-mile beat upwind to Young’s.

Dad steered while I watched the tall rig and counted the screws as they rained down from aloft. She had a complex rig with twin headstays, double lower shrouds, double spreaders and jumpers at the hounds along with a pair of running backstays leading to an interesting reel winch turned by what looked like a steering wheel. I was nervous and cautious as is my nature, but I recall the look of pure joy and satisfaction on Dad’s face captured in a photo that I treasure.

I thought we just might beat that front as the hard cloud line crept over the city skyline to the Northwest. The boat slid along sweetly, and soon we were at the turning mark for that last mile. Sheeting in, we heeled and had a sense of the raw power of a Six Metre yacht on the wind. But short-tacking up Jones Creek took time and the front came on strong. Though a wide piece of water, it was shallow and the channel was fairly narrow. We started the engine, and it just about got us there when the bracket sheared off. I held it in place, and we reached the pier, dead upwind, where Ben was waiting to catch our lines.

Over the weekend, we took the rig out, although her deep draft made

Flicker, Lark and Marcarle, an R-Class sloop at Sandy Point for Chesapeake Appreciation Days circa 1983.

getting into the rigging slip difficult.

We literally plowed her in through the soft mud and planted her under the legs of the crane. It was a self–help operation, but Mr. Young literally showed us the ropes. Later that day, after sliding her back out of the muddy groove we created, Young hauled her out on the railway. We had a little over a week on the railway to get the work done, so Dad and Ben dug in, surveying her and finding that little was needed in the way of fastening or planking. Some bottom scraping,

Lark and her owner on the Young’s Boat Yard railway in 1982.

caulking, painting, and rejiggering her rudder heel so it wasn’t so stiff were the major projects in addition to spar varnishing and securing her rigging.

The finer work could be done in subsequent haul-outs. She drew a lot of attention there on the railway. Like an iceberg, there was much more of her below her waterline than above.

And she was a beauty, with the slack, deep bilges of a metre boat and narrow beam with slight tumblehome in her topsides. Her profile was striking, with her long ends and a low, cambered deckhouse ending in a point just aft of the mast.

After the initial flurry of boat work, every year she got better, though her original steel keel bolts were always questionable, a substantial challenge left un-met but always lurking. Sometimes I’d haul my boat, and we’d work on the boats together.

Visitors questioned our sanity in owning a pair of 50-year-old wooden boats, but I think, they envied the evident joy and satisfaction we had while working, and our dirty hands, ripped trousers, and wild hair. Dad and I always had something to talk about, and I think that the warm relationship between my wife and my mother was cemented in resistance to the steady March 2020

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talk of the bay

“The ice pulled some caulking and she filled...

It appeared that the ice was holding her up.”

flow of boat conversation between the “boys”.

Lark, like most old project boats, was never really finished, which is part of their nature. Consequently, she remained a great source of stories.

Soon after her relaunching, I sailed out with Mom and Dad to see the massive Queen Elizabeth II sail into Baltimore.

We met her at the mouth of the Patapsco and were thrilled to see her sheer size and effortless speed. The QE2 came on at what I’m sure was her slowest steerable speed surrounded by large power yachts at full throttle, making huge waves. We reached into this maelstrom and pitched our bow under and through a particularly steep wave. With a horrible crunch, the genoa track pulled up 10 feet of the leeward side deck, beams and all, leaving a mere three-quarter inch of planking between us, the Bay, and the act of sinking! Considering the gross tonnage of a Six Metre yacht, you can imagine how quickly she’d go down.

Fortunately, the way home was on the other tack. By then, Mom was sure that this kind of thing happened regularly, and she was pretty cool about it.

Later that summer, Mom endured a long, Friday-evening sail with Dad to

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March 2020

deliver Lark to Gibson Island for a race the next day. An unexpectedly strong, thunderstorm blasted through as they beat down the Bay, and then came a near miss with a tug and tow as the captain shone a spotlight on the barge in a heart-stopping moment, which inspired Mom to quietly ask if there were life jackets aboard. Then, as they approached the Magothy River, the wind died leaving them cold, tired, and hungry before finally tying up at 0300. Topping off the adventure was a sour reception by my brother and his troublesome pal Mark who were committed to be the shuttle-ride home. As they expected the Lark and crew to be in around sunset, they passed the time drinking themselves into silliness, and my Mother, a complete and outspoken teetotaler, fumed in the front seat all the way home as her worst son and his friend were prostrate in the back seat, belching and reeking of booze.

Mishaps happen in the off season too. The photo tells the story. Left in the water for the winter, Lark was frozen in during an extreme cold spell, and with the snow, the power went out. Without a working bubbler, the forming ice pulled some caulking and she filled. When we got there, it

appeared that the ice was holding her up, with just inches of freeboard left!

I jumped aboard, risking being the final straw that would sink her, and hand bailed, waist deep in the freezing water while Ben and Dad went in search of a gas-powered pump. Once we had her bailed out, we found the leaks and messily caulked her from the inside as best we could with some cotton and 3M-5200 adhesive.

There were good times too, such as the day three of the loveliest sailing boats on the Chesapeake met at Sandy Point for Chesapeake Appreciation Day. Lined up in the Classic boat division were Flicker, Lark, and Marshall Duer’s exquisite R Class sloop Marcarle. Sometimes the fetching looks of a classic racing sailboat makes it all worthwhile.

We sensed something was off in Dad’s normally athletic gait and his energy. When we received the fateful diagnosis we realized that working on the boat was too much. He and Ben decided it was time to sell Lark. My own longtime friend and occasional boat partner Doug Loup had long admired the boat, and he purchased her. He replaced the questionable keel bolts and day-sailed her with his young family, having his own adventures, until the racing bug replaced the classic boat fever.

She was sold, and by all accounts, still resides somewhere on the Eastern Shore.

Sometimes, especially when recalling our time together with him and those years of long-ended wooden boats, I’ll call up Google Earth and scan the boatyards and creeks from high above in the heavens, searching for her elegant and unmistakable outline to reappear.

Tom Price is an instructor, model-builder, and mentor at the United States Naval Academy. He sails dinghies and one-design racing sailboats.

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talk of the bay

Springhouse Community School students wait for the wind to test the results of their sailboat building curriculum.

Blue Ridge Boaters Mountain kids take on the Chesapeake’s wide waters story by Ann Eichenmuller / photo by Eric Eichenmuller

COURTESY PHOTO

T

30

he students crowd the dock, excited voices echoing across the creek as the truck backs down the ramp. There is a brief hush as the trailer submerges, a communal hold of breath, and then a cheer goes up as the Wanderer floats free.

It wasn’t just that the students, aged thirteen to seventeen, had built the boat themselves. It wasn’t even that this would be her maiden voyage. No, the really amazing thing about today was that for most of them, this was their first time on the water…any water.

Floyd, Virginia, home to the school, is three hundred miles and a world away from the Chesapeake Bay. The creeks there are ankle deep. Most of these kids had never seen a boat before this year, let alone stepped foot on one. So how did students from a mountain community known for its Blue Ridge views end up on Dividing Creek?

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March 2020

“It’s a long story,” says Head of School Jenny Finn.

It begins with Springhouse Community School’s unique integrated classes for students in grades seven through twelve. Core subjects are taught not by discipline but holistically, through project-based learning, and driven by the students’ own interests. The year is divided into trimesters, and each culminates with a field experience in which students apply the knowledge they have gained.

“We study a phenomenon through all of these different lenses,” she explains. “Our students learn by doing.”

This year they were doing sailing.

The boat project began with “a feeling” Finn had prior to the school year that one of the three annual field experiences would involve getting students out on the water. Then prospective teacher David Reece walked through the door, looking for a job. It turned out he had a passion

for sailing and experience building boats. Working with other instructors, they developed a project that would include the physics of motion, scaling and algebraic equations, chartplotting, and a study of the history and culture of sailing through music, art, and literature. And, of course, the construction of a boat—four of them, in fact.

They began with PD or Puddle Duck racers—squat, stable boats that are relatively easy to build and forgiving for first-time sailors. But Reece wanted to do more. He wanted to build a vessel similar to the Phillip Bolger-designed Pirate Racer, a fourteen-foot sailboat popular with clubs in California.

“I liked the simplicity, but it wasn’t big enough,” he says. “I wanted something I could put a rig on that was suited to a large group of kids, something that would keep them busy. I needed lots of smaller sails.”

He scaled the design up by a factor of 1.5, providing space for a crew of eight, and reworked the sail configuration to allow for three masts and a jib. The Floyd community got behind the project, donating money and building materials, and New England Ropes dåonated most of the running rigging. The students did the work—from learning to build to scale to pouring their own molten lead for the weighted rudder. They even created a unicorn figurehead for the bow. Along the way, they learned about buoyancy by setting up a pool, constructing a large plywood box, and determining how far the box would sink based on the weight it held.

“At one point the whole class got in the box,” Reece laughs.

Students also chose to investigate topics based on personal interests or

questions, like Tatiana Alba, who researched navigation.

“The Chesapeake is this big body of water,” she explains. “So, for me, I wondered, how do you know where the heck you’re going?”

According to Reece, the big takeaway for all the kids is the immersion in the nautical world— something they wouldn’t normally experience. Student Jarrah Callister agrees.

“I’ve learned so much about so many things,” he says. “It was extremely fun.”

But learning about boats and building them wasn’t enough—the students needed a place to sail them, too. For that, the Northern Neck Sail and Power Squadron (NNSPS) stepped in to help. The organization helped find a rental house for the students, provided a cookout complete with oyster-shucking lessons, and a farewell crab feast.

“Their community supported them getting here, and we wanted to support them once they were here,” says Squadron XO Jim Wray. “We wanted to do everything we could to make sure the kids had fun and to keep them safe on the water.”

And so, under the watchful eyes of NNSPS members, students clambered aboard the PD racers and onto the deck of the Wanderer.

Then the wind caught the sails, and the creek was filled with the sound of sea shanties as the kids from the mountains steered their boats toward the wide waters of the Chesapeake Bay. Ann Eichenmuller is a freelance writer and the author of two nautical mystery novels. She lives along Virginia’s Rappahannock River where she and husband Eric sail Avalon, a Morgan Out Island.

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2/7/20

Open House: Thursday April 16th 6:30-8pm.

w y e r i ve r u p p e r s c h o o l . o r g

12:28 PM

Open House Friday, March 6 9am -11am

CBM

bay calendar

film fest is a great chance to take advantage of off-season downy

MARCH 5-8 Ocean City Film Festival

Mike’s will be showcasing chocolate-inspired dishes at this two-

14 Maryland Fly Fishing and Collectible Tackle Show Join fly fishing enthusiasts from around the Mid-Atlantic

ocean with films scheduled at different venues around town. The

day chocoholic’s dream. Wash them down with local wine and

for a day of tackle, talk, review, demonstrations, clinics, shopping,

offerings range from feature films to local documentaries, with

beer, then stay at one of the area b&b’s or inns. St. Michaels, Md.

and seminars. West Commons Conference Center, Towson, Md.

workshops and panel discussions in between. Ocean City, Md.

stmichaelsmd.org/chocolatefest

marylandflyfishingshow.com

The OC

ocmdfilmfestival.com

7 Made in Maryland Expo

7-8 St. Michaels ChocolateFest

The chefs of St.

13-15 National Capital Boat Show

Over 18

20-22 Maryland Day Weekend

Maryland Day is

dealers from Maryland and Virginia will haul their boats to

March 25, a legal Maryland State holiday celebrating the arrival

things in Maryland (and the things they make) at this one-day

Chantilly for this weekend’s indoor boat show, with experts on

of the first Europen settlers in the province at St. Clements Island.

extravaganza featuring clothes, food, spices, beverages, and

hand to answer questions about marinas, financing, insurance,

The celebrations occur the prior weekend at dozens of historic

basically everything. Can you live entirely from things you get

boat maintenance and repair, and boating safety. Chantilly, Va.

locations, especially in the Four Rivers Heritage area of Annapolis

at this show? Find out! Howard County Fairgrounds, West

nationalcapitalboatshow.com

and southern Anne Arundel County. marylandday.org

See the best makers of

Friendship, Md. madeinmdexpo.com

21 Poquoson Boating and Fishing Flea Market Seasoned or new boaters, anglers, and bargain-seekers will

MARCH 7 Bull & Oyster Roast

find treasure at this annual Kiwanis Club charitable event. 8-2, The Baltimore Museum of Industry hosts this annual

party to raise funds for its excellent educational programs. It’s a chance to enjoy fresh oysters, pit beef, local beer and wine, live music and a silent auction in a harbor-front setting while keeping Baltimore’s

COURTESY PHOTO

industrial history alive. 6-10, Baltimore Museum of Industry, Baltimore, Md. thebmi.org

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ChesapeakeBayMagazine.com

March 2020

Poquoson High School, Poquoson, Va. poquosonkiwanis.org

u To find more fun events around the Bay, visit chesapeakebaymagazine.com/events.

Collection

The Chesapeake Bay Maritime Museum is exhibiting images from the collection of Morris and Stanley

Rosenfeld all month (exhibit ends April 5), and this is a great chance to see a selection from the Rosenfeld’s one-

21-22 Rappahannock River Waterfowl Show

million-image collection curated by University of Delaware Sociology professor Emeritus (and Stanley Rosenfeld’s daughter-in-law) Margaret L. Andersen Rosenfeld. cbmm.org

Artists and carvers from up and down the East Coast will gather

COURTESY OF CBMM

THROUGH APRIL 5 On Land and on Sea: A Century of Women in the Rosenfeld

to show off their paintings, photography, sculpture, and decoys.

A seafood lunch will be available, and attendees will get a color

35

print by the show’s artist of the year. All to benefit the White

watershed like a wild sock fire. Celebrate the Eastport version with

31 Angler Night

Stone Volunteer Fire Department. Saturday 10-5, Sunday 10-4,

oysters and The Eastport Oyster Boys. 12-4, Annapolis Maritime

specials, conversation, probably a brief but enlightening address,

579 Chesapeake Drive, White Stone, Va. rrws.org

Museum, Annapolis Md. amaritime.org

a fishing film and more beer. Presented by Chesapeake Bay

21 Annapolis Oyster Roast & Sock Burning

25 Maryland Day at St. Clement’s Island

Annapolitans date the origin of the sock burning to 1978, when

the water taxi to St. Clement’s Island for a ceremony marking

Annapolis. Happy hour 5–7 p.m., film 7 p.m. 410-216-6206;

a fed-up boatyard operative (Bobby Turner) gathered his crew

the anniversary of the settlers’ first landing in Maryland. Enjoy

boatyardbarandgrill.com

together to ceremonially burn their socks in defiance of a cold

guest speakers, dignitaries, and a wreath laying. Clement’s Island-

winter and to celebrate the spring equinox. The tradition has

Potomac River Museum, Coltons Point, Md. 2 p.m. 301-769-2222;

evolved into an annual event, and it has spread around the

visitstmarysmd.com

ChesapeakeBayMagazine.com

January/February 2020

Enjoy happy-hour food and drink

Magazine, endorsed by the Coastal Conservation Association, Catch

and hosted by Dick Franyo and the Boatyard Bar and Grill,

March 2020

ChesapeakeBayMagazine.com

35

CBM

on boats

u Learn more about the Oceanis 46.1 at beneteau.com.

The Oceanis 46.1 A transformative sailing experience

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F

COURTESY PHOTOS

ull disclosure—I admit to a long-standing disdain for cruising sailboats. I grew up racing dinghies, and for the life of me, I couldn’t Beneteau Oceanis 46.1 understand why anyone would choose a sailboat to LOA: 47' 11" (with sprit) simply get from one place Hull Length: 44' 9" to another. And, if you did, Beam: 14' 9" wouldn’t you want to go in Draft Options: 5' 9", 7' 9", or 8' 8" a boat that performed Air Draft Options: 66' 8" or 69' 11" well? Occasional trips on Fuel Capacity: 53 gal cruising sailboats bored Engine Options: Yanmar 57 hp or me, and I was certain that 80 hp Common Rail Diesel there were more effective Available through Annapolis Yacht ways of getting Sales—annapolisyachtsales.com. somewhere and back.

Decades later, I found myself in the business of building presumably state-of-the-art “racer/cruiser” sailboats, notably a line of Bruce Farr-

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designed boats intended to bring home the silver by fooling the handicapping rules without totally omitting essential performance elements—a disappointing suite of compromises. The work was fulfilling, and the Farr-boats won more than their share, but my sailing preference remained racing around buoys in small, finely tuned boats without such extraneous baggage as stovetops, cockpit seats, cushions, marine toilets, showers, refrigeration, diesel engines, staterooms, dinettes, mattresses, linen, curtains, televisions, and such.

It might be a sign of advancing age, but a brisk November trip out of Annapolis on Beneteau’s Oceanis 46.1 cruiser changed my thinking. Let’s begin with the fact that there were just three of us onboard—Annapolis Yacht Sales’ director Chris Humphreys, Chesapeake Bay Magazine publisher John

Stefancik and myself—and the boat was squeezed bow-to-stern with the crush of boatshow boats along the dock with no apparent way of escaping. No worries— Humphreys simply hit a blast with the bow-thruster to nudge us out a bit, and then he bumped the 57-hp Yanmar diesel into gear while Stefancik and I lounged in the cockpit and gawked. We were quickly away, smooth as silk.

We emerged from the Severn River into a gusty 12- to 18-knot northwest breeze, ideal conditions for a test. Setting the in-mast, roller-furling mainsail was effortless, as was the roller-furling jib, which led me to my first experience with self-tailing power winches, of which there were four Harken two-speed 40.2s mounted within easy reach of the twin helms. The halyards, sheets, outhaul, vang, and furling lines lead to banks of clutch cleats at the helm stations, which suggests that the all of the trimming could be handled by the skipper. And it can, presumably leaving the crew the freedom to wrangle cocktails and charcuterie. While grinding is an option if someone wants the exercise, it’s not necessary. I believe there was a winch handle on board somewhere. This is the point where I began to warm up to the cruising concept, even in the absence of some attractive

destination. Sailing in this way is a piece of cake.

But, does this accommodation to easy going come at the expense of performance?

Well, for starters, the mainsail just looked wrong to me since in-mast roller-furling requires a sail without battens and therefore no roach (the yardage of effective performance material outside of a straight line from the head to the clew). And the boom is quite high, wasting sail-power space while providing plenty of headroom for the basketball players on the guest list. Beneteau and designer Pascal Conq apparently accommodated this loss of power simply by going up with the rig. The proof was clear as we beat our way toward the Bay Bridge, and she heeled nicely into the chop and responded to the puffs with a pinch of helm pressure, much like a lively racing boat would. So far, so good, which leads us to the twin rudders and helms.

Dual-wheel steering with all of the rigging and alignment required to make it work is a significant boatbuilding challenge.

Outboard rudders make sense, particularly upwind as a boat heels and the leeward blade goes vertical. The theoretical benefit is a smaller blade with more bite, less drag, and less load. Twin wheels also open up the March 2020

ABOVE: (L) The foredeck hatch provides ample dropin space into the foward cabin for gear and crew.

(R) Sail controls lead through banks of clutch cleats and locking cheekblocks to port and starboard pairs of powered Harken two-speed 40.2 winches within easy reach of the helm, which makes short-handed sailing an easy push-button affair.

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on boats

cockpit and give the helmsman a better view. But everything must be precisely lined up, or you’ll have one rudder arguing with the other over what direction the boat wants to go.

Additionally, the system must be free of any slack that would numb the connection between the helmsman’s grip and the boat’s attitude.

This day, the touch was as light and responsive as a traditional tiller and post steering system would be.

Delightful.

I’ll note that she liked the waves and took to the notorious Chesapeake chop with aplomb. I think that her wide beam and unique false chine along her hull provides traction on the wind, while her flat wetted aft sections allow her to easily

scoot downwind, even surfing a bit.

Whatever; it worked for me.

The nearly 15-foot beam and ample freeboard allow for an abundance of cockpit room and an amazing amount of living space below. The transom folds down with powered block and tackle to become a swim platform with a neat, swingout propane grilling station behind the helm station; and there are clever telescoping davits for handling a dinghy. At this point of the demo, I was prepared to swear off racing altogether. In fact, I have.

She is available in five interior configurations. What I recall of our test boat’s accommodations is a lot of natural light pouring through eight hull and cabin windows and three

clear hatches, bright wood paneling and cabin sole, excellent joinery, a substantial galley, two full heads with showers, three cabins, and a stateroom large enough to entertain everyone onboard and the folks from the boat anchored next to you.

As we nestled back into our dock space, thanks again to the unracelike thruster, I asked Humphreys if we might go for another cruise in the spring, just for fun. He said, “sure.”

Joe Evans has a forty-plus year career in sailing, sailmaking, boat building, sport fishing, boat sales, publishing, and communications in his wake. He's the CBM editor in chief.

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chesapeake almanac

Tide Comes In, Tide Goes Out… Many things affect the Chesapeake tides.

Here’s what we know.

by John Page Williams

"O

r is it,‘comes up, goes down’? Either way, what more is there to know?” asked a land-lubbing friend.

Well, quite a lot actually—including forces millions of miles out in the cosmos and the varied shapes and bottom characteristics of the Chesapeake’s rivers and creeks. Many elements act upon the Chesapeake’s waters. Some are remarkably regular and predictable, producing the 12-hour and 25-minute lunar cycle that gives us two tides each day here. Other influences, such as storms, are episodic. Some occur over a period of hours; others years. Some effects are puzzling, like the fact that the water level may drop for two hours after high tide at the Chesapeake Bay Bridges off Annapolis even though the flood-tide current is flowing in (north), and there can be a half-hour lag in tide changes on opposite sides of the Bay along a straight east-west line at any point, say Reedville versus Onancock.

Those effects add up to three-dimensional water movements that affect every living thing in the Chesapeake system, including paddlers, sailors, and Bay pilots bringing a ship to Baltimore. There’s quite a lot to think about if tide sense is important to you.

The technical side of what follows comes from reading NOAA physical oceanographer Steacy Hicks’ 83-page Understanding Tides, published in 2006.

Consider the following from Hicks: “The tide and tidal current are both integral parts of one major phenomenon...

Tides should be thought of as being in the form of waves... Their crests are the high tides, their troughs, the low tides, and the horizontal component of the water particles that make up the wave, the tidal currents. To complicate the matter, these waves combine to reinforce or interfere with each other in varying amounts, partially contributing to the wide differences in tidal characteristics as actually observed.

CBM

“The tide is fundamentally caused by gravitational interactions between the sun, moon, and earth These interactions of the gravitational forces are the same as those causing the moon and earth to remain in their respective orbits. It is often said of science that the ability to predict a natural event is indicative of understanding. Since tides are one of the most accurately predictable natural phenomena, it follows from the axiom that the tide is truly understood. Nothing could be further from the truth.”

In fact, tide-generating astronomical forces are not the same as observed tides. In the first place, NOAA’s oceanographers who develop the data to compute tide tables track the interactions of no fewer than thirtyseven influences, including relationships between multiple orbits, moon stages, tilt of axes, and Coriolis forces generated

by Earth’s rotation. Then, consider some other factors that affect what we see on the water: • Waves grow taller as they move into shallower water, and the Bay is quite shallow as bodies of water go.

Imagine shrinking our watershed down to the size of a football field, and that you are standing in the end zone at Virginia Beach looking north for 100 yards toward Cooperstown, March 2020

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NY in the far end zone (actually about 500 miles away). At this scale, the Bay is a puddle extending about thirty-five yards by maybe six yards wide in front of you. The average depth in the puddle then would be the thickness of two dimes. Our Bay is a very shallow pan, and friction between the bottom and the moving water slows down every tide’s wave.

• The channels, bars, and flats, and the variations in its material—rocks, smaller stones, gravel, sand, mud, and man-made obstructions and wrecks create more bottom friction and turbulence.

• In an estuary like ours, land forms the edges of the waterways through which tides must travel. Points, small bays, and coves complicate the paths through which Bay

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water must flow in response to the astronomical and geophysical forces.

• In particular, the overall shape of a tidal river systems such as the York or the Nanticoke causes the waves generated in the tides to reflect from the shore as they move upstream into ever-narrowing basins, and to reinforce or damp out previous tide waves reflected back downstream. The results are variations in vertical tide change from place to place.

• Surprisingly, the two highest vertical tides in the Chesapeake are upstream in a couple of river systems—at Walkerton on the Mattaponi River, about seventy miles above the mouth of the York, and at Suffolk on the Nansemond River,

about fifteen miles above its confluence with the James. Both are about four feet; and five feet on full and new moons.

It makes you wonder how NOAA’s National Ocean Service scientists can provide accurate tide measurements and timetables at so many locations.

Over the years, after crunching nearly two centuries’ worth of observations from all over the United States, researchers have been able to develop correction numbers (a constant) for each location to consistently predict what the tides will do under normal conditions. Today, NOAA’s National Ocean Service’s Center for Operational Oceanographic Products and Services provides daily water-level tidal predictions for more than 3,000 locations around the country— tidesandcurrents.noaa.gov.

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chesapeake almanac

NOAA constantly monitors the accuracy of these predictions, since storms, erosion, sediment deposition, land subsidence, and engineering projects like dredging and breakwater construction can alter tide flows enough to require a new constant. One spooky example that won’t surprise readers in Hampton Roads is a relative 4.48-foot sea level rise at Norfolk’s Sewells Point for the period 1950-1999.

But what is normal, especially now, when we seem to be encountering more and more extreme weather conditions? Arguably the most important weather factor in the Chesapeake is the wind. Have you ever witnessed a blow-out tide driven by a couple of days of a strong northwester and a sky-high barometer on your walk along the shore? On those occasional winter days, the wind seems to expose

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the Bay’s bare bones, and we learn things about our home waters that we never knew before. The converse is a summer storm with low barometric pressure that brings a couple of days of southerly wind to hang up the tide so it never really goes out. The extreme example of this phenomenon is a tropical storm or hurricane like Isabel in 2003 that pushed a dangerous nine-foot storm surge up the Bay and its rivers. Add in unusual rainfall like that of 2018, which drove large quantities of fresh water down the rivers that feed the Bay, running against the flood tidal currents. These episodic, unpredictable factors cause major differences between observed and predicted water levels.

Confused? Don’t be. Just read the tide and current tables for your home waters and watch how weather

modifies what you see on the water.

Tide is a long-period wave with 12 hours and 25 minutes between crests. Visualize how the water level drops as the crest passes a given point like Smith Point Light or the Bay Bridge, even as the current continues flowing north. That puzzle about tidal differences from east to west? That’s the Coriolis effect acting at right angles to tidal currents. Study the theory as much as you can stand, but most of all, watch the water and ponder.

Chesapeake tide sense is a valuable asset, well worth cultivating.

CBM Editor at Large John Page Williams is a fishing guide, educator, author, and naturalist, saving the Bay since 1973. In 2013, at the urging of CBM's current editor-in-chief, the state of Maryland proclaimed him an Admiral of the Bay.

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MARC CASTELLI 46

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Mystery on our Hip / Island Blossom 15x22, watercolor

An Immersive Ar tist B Y N AN CY TAY LO R RO B SO N

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T

he big-screen-sized watercolor of slate-blue waves crashing onto a rocky Icelandic shore is not typical of artist Marc Castelli’s work. It’s the same meticulous attention to detail and inherent drama, but the subject is unusual for him. While his work has included Japanese warriors, Afghanistan scenes and individual commissions such as a finely-wrought portrait of a client’s horse that he is now finishing, Castelli is primarily known for his depictions of the most iconic elements of the Chesapeake Bay—over-canvassed log canoes, restored buyboats, abandoned, back-sprung batteaus, and working Chesapeake watermen.

Yet, he didn’t start out to be an artist. The son of a West Pointer, Castelli had assumed he’d enter the military until he encountered an “incredible” art teacher in high school who fired Castelli’s sense of himself as an artist. His father encouraged him, helping him land his first paid art gig.

“It was illustrating a book for the library at the Air Force Academy, the Alferd E. Packer Wilderness Cookbook,” Castelli notes, adding wryly that Packer was convicted of cannibalism during the Gold Rush. “There’s an aphorism at West Point,” Castelli says. “God grant me the strength to choose the harder right than the easier wrong.” Becoming an artist may well have been the harder right, but it was a choice his father supported. Instead of West Point, Castelli went to the University of Colorado where he earned an art degree. After graduation, he moved to Michigan to take advantage of the sailing, and, like many artists, support himself with various jobs while painting and drawing on the side.

“I fit artwork around other work,” he says.

Then he met and married Phyllis, who gave him a gift that he has never in 38 years taken for granted. She said she would earn a living for the family. “She said not to think about selling or about how much time I spent at it, but to think about the work itself.”

They moved to Philadelphia where Castelli immersed himself in his work and taught drawing, which is how he met awardwinning Eastern Shore artists, Ken and Pat Herlihy.

“I don’t know why they were there,” he says now. “They certainly didn’t need it.”

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The Professor and the Learning Curve 15x22, watercolor

Come and Get Me 22 X 30 , watercolor

“ T h ey ' re su sp ic io u s o f o u tsid ers.

B u t o nc e [ w a termen] tru st th a t y o u resp ec t b o th w h a t th ey d o a nd h o w th ey d o it, y o u ’ re in. ”

Widow Makers/ Triple Threat 16.25x30, watercolor

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Looking for Holes That Aren't There 22x30, watercolor

The Castellis became frequent weekend houseguests of the Herlihys on the Sassafras River, an introduction to the area and the Bay’s traditional boats that prompted the Castelli family’s move to Chestertown. He began photographing racing log canoes, then painting from the photos. Many of those images now illustrate a 2016 book, Tradition, Speed and Grace: Chesapeake Sailing Log Canoes, by Judge John North, who has owned and raced the majestic beauties for decades.

“I’m very proud of that,” says Castelli, whose work also illustrates a 2017 book on the 1968 replica schooner Sultana.

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But it’s his vibrant watercolors of watermen at work, an up-close-and-personal window into a beleaguered way of life, that has been his consuming passion for two decades.

“What got me was the character of these men,” he says. “They are all owner/operators, very independent.”

At first, he was painting “still lifes of waterman’s tools, sometimes without knowing how the tools worked or what they were used for.” But he knew he needed to experience the work to bring it alive on paper.

“They go out in all kinds of weather, and I

wanted to photograph and do paintings from all of that,” he explains. “[So] I went down to Long Cove [off the Chester River] on a cold, foggy day, and there was a knot of watermen standing in the fog,” he remembers. “I went to talk to them with a camera in my hand and they called me a chicken-necker.” But Castelli explained he wasn’t in competition with them. “[Waterman] Gerry Creighton was there, and I gave him my phone number and asked him to call me next time he went out.”

It was a turning point, one that produced a much more intimate and vivid portrayal of the struggles and blessings of watermen’s lives. Over time, Castelli was accepted into this insular community.

“They’re suspicious of outsiders,” he says.

“But once they trust that you respect both what they do and how they do it, you’re in.”

He has sold and given paintings to his subjects—affirmations of their lives and livelihoods that the recipients treasure. When Rock Hall waterman, Willy Beck’s house was afire, the only thing he ran in to save was the Castelli painting of him and his father oystering on Renegade. “When he came back out with it, he told the fire company they could let the house burn now!” Castelli chuckles.

For nearly fifteen years, Castelli’s been going out with Robbie and Sam Joiner, waterman father and son.

“They let me work alongside them.

They’ve taught me so much. I can’t just be there observing and taking pictures,” Castelli says, holding up a wrist that several weeks ago was messily stabbed with a catfish spine, which landed him in the ER. He spends about 100 days a year on the water—“It’s a blessing if I don’t have to go out on the water and a blessing if I do,” he says, grinning. For the past ten years, Castelli has also been advocating for the watermen— talking with legislators, writing letters, testifying at committee hearings and serving on panels. “I’ve always championed the underdog,” he shrugs. “What happens if Maryland loses its watermen?”

Starry Shoals 22x30, watercolor

Simmering / Promise 30x22, watercolor

Nancy Taylor Robson is one of the first American women to earn a USCG coastal tug license. When not writing books, the Eastern Shore author gardens, sails, and swats mosquitoes.

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THE HANDS OF TIME Jenn Kuhn leads the traditional Chesapeake Bay boatbuilding tradition in St. Michaels.

STORY BY WENDY MITMAN CLARKE PHOTOS BY CAROLINE J. PHILLIPS

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Jenn Kuhn at work on the historic tug Delaware

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Jenn Kuhn—Boatbuilder and Chesapeake Bay Maritime Museum Shipyard Education Programs manager.

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F

irst, it’s the handshake, an all-in, no-BS, Vise-Grip-quality press of the flesh. Inevitably this draws your attention to her hands— unadorned, solid, even rugged. You get the feeling that there isn’t a whole lot they—and the person they’re attached to—can’t do, and so there’s a natural symmetry in the idea that at the Chesapeake Bay Maritime Museum, Jenn Kuhn is the master of hands-on.

As the Chesapeake Bay Maritime Museum Shipyard Education Programs Manager, Kuhn is in charge of developing the programs that encourage and invite people to roll up their sleeves, don their leathers, pick up a hammer, a drill, a hand plane—whatever it takes to experience everything from traditional boatbuilding skills and lofting to blacksmithing and metal casting. At times, it’s something she herself has always wanted to learn that complements the museum’s programming mission.

“I don’t know how to do everything, nor does everyone want me to teach everything. That’s not keeping up the diversity, and it’s really great to collaborate with other people. That’s really fun, and so is learning these new skills alongside someone if we have a visiting master come in,” she says. “I’m also trying to not get too set in one way. I try to keep things fresh.”

TOP TO BOTTOM: Delaware, a 108-yearold river tug under restoration at CBMM; The boatshop welcomes guest workers open to learning, even if only for a day.

A good example is last summer’s first-ever iron pour at the museum, led

by Christian Benefiel, a metal master who teaches sculpture at Shepherd University in Shepherdstown, West Virginia. Among the visiting students and museum shipyard workers who clad themselves head-to-toe in protective leathers to get up close and personal with a fire-breathing, 2,800-degree furnace was Kuhn, first to jump in and hold the “live end” of the bar that carried the bucket of molten iron, carefully guiding the pour into a variety of molds.

“I’ve always wanted to learn metal casting, and it just goes hand-in-hand in what we do here,” she says. “If I have an idea for something, or I meet somebody who has a cool idea, I am all about bringing it here.”

That fundamental urge to learn is what helped her end up at CBMM nine years ago. Born and raised in Emmitsburg, Md., just over the Mason-Dixon Line by the Pennsylvania border, Kuhn went to college for two years, studying education and art before she took a break and joined AmeriCorps, the national service program. In Baltimore, she matched up students in inner-city schools with adults in assisted living and retirement facilities. Then came a chance to move to Seattle to develop programs with an alternative high school there.

Eventually, she completed her bachelor’s degree and began studentteaching. But she still had vouchers through AmeriCorps that could be used for educational credits, so she started taking “random classes, night classes, anything I was interested in, and I ended up taking this night class to restore this old wooden boat.”

“I didn’t even know it was a thing you could do,” Kuhn says. “I had waterskied as a kid. But I didn’t grow up sailing. Nobody in my family sails.

There’s no carpenters in my family, at least not back then. But I’ve always enjoyed working with my hands. And I love the way a wooden boat looks; I’ve March 2020

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always enjoyed that. And I thought, You can choose tracks in carpentry, would be something I would end up well, you know, this is kind of a cool cabinet making and architectural doing, actually.” opportunity. I’m just going to try it out woodworking, construction training, After graduating, she worked in a just for the heck of it.” and boatbuilding and repair. few shipyards in Seattle and enjoyed the And just like that, a door opened.

“I picked marine carpentry work, but when the economy tanked Through the class she learned that because I was like, if I can build and she found herself missing family there was a whole back east, she program in which decided that next “I like restorations because it’s kind of like surgery; you could learn time she visited, boatbuilding skills she would check you’ve got to figure out how to take something out that could turn into a out the maritime trade. She put her museum she’d without destroying what was there and not changing name on a waiting heard about in St. list, and eight Michaels. “I hear things because you think it’s better.” months later they they have an called her up. apprentice “They said, program, maybe ‘Your name came up, are you a boat, I can do something that has I’ll just apply for that and see,” she interested?’ I’m like, yup. So, I turned right angles. And boats are cooler, thought. Despite being born a around and gave my notice at work.” they float, you can play with them, Marylander, she knew next to nothing The fulltime program, through the they’re functional but beautiful. All of about Bay boats. “I didn’t know what a Wood Technology Center at Seattle these things,” she says. “I didn’t skipjack was, or any of that stuff.”

Central College, is, at 80 years old, one have any idea at the time that it was When she visited the museum, of the oldest of its kind in the country. going to change gears or that this she met Richard Scofield, who had

“I like the large timber stuff...

It’s really fun” —Jenn Kuhn

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started the apprentice program—at the time a kind of master’s program for people who already had shipwright skills—and decided to “come here for a year and try it out and see if I wanted to be back on the East Coast.”

That was 2011, and she ended up staying for a year, then another. Then came the opportunity to assume the lead in the shipyard’s small boat program, in which people would come and build a boat from scratch over six to seven months. While she loved the boatbuilding, it wasn’t long before she wanted to expand the program to encompass a broader array of boatrelated topics and skills. This grew into Apprentice for a Day (AFAD), which includes multiple programs within workshops, demonstrations, and visiting masters events such as the iron pour.

Now, with the museum’s shipyard going full bore building the new Maryland Dove, Kuhn is once again refocusing AFAD, this time toward the Dove—for instance, two-day workshops on building traditional wooden blocks, which will be used on the Dove—and the restoration of the 108-year-old river tug Delaware, built in Bethel, Delaware, by William H. Smith.

“I think she’s adorable, number one,” Kuhn says. “When I was an apprentice, I actually worked on her.

We were getting her ready for her 100th anniversary, so there was a lot of planking below the waterline that needed to be done.” Now the tug is in need of a stem-to-stern restoration, and through AFAD, Kuhn is giving people a chance to have a hand directly in that monumental, engrossing task.

“I’m going to incorporate the fundamentals of boatbuilding into the restoration of the Delaware, which I’m super excited about, because small boats are great, but I really like the larger timber stuff personally. I think it’s really fun,” she says. “And I like restorations because it’s kind of like surgery; you’ve got to figure out how to

TOP TO BOTTOM: Jenn Kuhn worries out a rail-cap plank on the river tug restoration project; The Delaware (1912) as she was in her working days; Kuhn addresses keel issues on the Delaware.

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take something out without destroying what was there and not changing things because you think it’s better, because that’s not our job.”

Kuhn is also in charge of the museum’s four-year apprenticeship program, newly accredited by the U.S. Department of Labor. Collaborating with the manager of the floating fleet, the apprentices also will be working on the Delaware restoration, even as they help build Maryland Dove.

“It’s a world of difference where we are now,” she says of when she started at the museum nine years ago.

“We have 17 people in the shipyard, it’s a flurry of activity, and it’s really awesome to see how everything has changed.”

The accreditation gives the apprenticeship program a new emphasis and validation. Instead of bringing in people who already had shipbuilding skills—as it was when

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Kuhn entered the program in 2011— the apprenticeship now is open to those who are learning more or less from scratch. Over four years, they gain 8,000 hours of training, including certifications in skills like welding through Chesapeake College, and time toward their U.S. Coast Guard captain’s licenses. Ultimately, they graduate with traditional boatbuilding skills that are helping keep those skills alive, as well as certifications that make them highly employable in the marine trades.

Kuhn says her dream is to see some of the youngsters who are in the museum’s after-school Rising Tide program transition into the accredited apprenticeship program.

“They can finish high school and then they can roll right into our apprenticeship program. That would be the best situation, I think. We’re giving back to the immediate community here, and we’re hopefully

getting some of those kids to stick around and create a skill that helps the workforce here.”

It’s a dynamic moment at the museum, with the shipyard growing as never before.

“My favorite part is that every day is different, and that really works well with my energy level and my attention span and the way that I’m wired. I love that I get to interact with different people,” Kuhn says. “And it’s wonderful to be on the water every day, and the camaraderie we have in the shop is really special. We have a such a great group of people, we all get along really well. It’s a really neat, special time.”

Still, she’s looking forward to laying her hands on the Delaware this year. Working with the public is undoubtedly fulfilling—“Being able to teach other people to do things or facilitate that happening is really special”—but the woman who loves to

Essential gear: chisels, tough hands, finglerless gloves.

work with her hands, whether making stained glass or hefting an adz to shape a beam, will always come back to that home.

“I kind of miss building a boat to be honest,” she says. “It will be really

nice to be back to it.”

Wendy Mitman Clarke is an awardwinning writer, author, poet and a CBM editor-at-large. She is also the director of media relations at Washington College.

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Natural

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Resource Born on the Eastern Shore, Tom Horton chronicles the Bay

story by Rafael Alvarez with photos by David Harp

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T

he final pump and pedal of Tom Horton’s marathon bike ride of 2019—six weeks through 11 states, from the Western Continental Divide to the Wicomico River and finally up the driveway of his Salisbury home—took place not far from the spot where his grandfather taught him to ride a tricycle.

“Just a couple of hundred yards and 70 years away,” said Horton, a reporter, author and filmmaker who has spent the last five decades explaining the Chesapeake Bay to the rest of the world. “Somehow that was a real good feeling.”

It was a feeling in which many of the threads of his life were braided. At 74, he’d returned to his Eastern Shore birthplace in late September on a blue-green Rivendell Atlantis touring bike with memories of his three-year-old self on a tricycle; a teacher of nature writing at Salisbury University envisioning his kindly “Grandpa,” Thomas Jefferson Caruthers, a dean of education and the school’s acting president during the Great Depression, who showed him how to handle a three-wheeler.

In the near distance at ride’s end stood Grandpa’s old house, 303 West College Avenue, now part of the university’s art department. Knowing that the good feeling that bathed Horton was akin to the meditative nature of the trip itself in which he enjoyed, “a lot of nice sunrises and a lot of quiet.”

Only twice did bicycles not convey Horton and his riding partner—retired prison counselor David A. Schultz, a decade younger than Tom—from there to here.

The first was a 45-minute train ride from Hermann, Missouri to the banks of the Father of Waters in St. Louis, having diverted from their bike route to see friends and the botanical gardens of St. Louie.

“We pedaled across the Mississippi at St. Louis on a wonderful pedestrian/bikes-only bridge that was part of old Route 66,” said Horton, noting that the rivers crossed or followed on the trip included the Wabash, the Missouri, the Ohio, the Youghiogheny, and the Potomac.

“I recall pacing a stick floating down the Missouri at Atchison [Kansas],” said Horton, who took almost no notes on the journey. “It was high water, moving about six mph.”

Approaching the ride’s end at Annapolis, the pair put their bikes on a rack and crossed the Chesapeake by automobile.

On the last day, September 26th, Horton and Schultz “parted company with a rolling handshake” on Maryland Route 54. Schultz headed east to his home in Delmar and Horton turned south into a hot wind to home.

“This was the longest trip by far for both of us,” said Horton, noting that he and Schultz only suffered one flat each, victims of a thorn bush. “Dave was a great companion, unflappable. And he can fix bikes better than me.”

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Tom Horton pauses on his six-week, 11-state bicycle tour from the Great Divide home to the Chesapeake Bay.

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That evening came a feeling different from the one occasioned by memories of a tyke on a tricycle when Truman was in charge.

“It was odd,” said Horton, settling in after the ride of a lifetime, from the Western Continental Divide to the Wicomico River. “I guess I’m back.”

So he hopped on the bike, went out for a beer, and slept well in his own bed.

Huck Finn from Hebron In a journalism career nearing 50 years, Tom Horton has published eight books of non-fiction, covering subjects from Smith Island to tundra swans; made a handful of short films about the great outdoors; and reported from the Amazon rainforests, the coral reefs of Australia, and droughtravaged Sudan.

Horton’s many accolades include the somewhat amusing title “Admiral of the Chesapeake” awarded by former governor Martin O’Malley in 2015 for “extraordinary commitment to the conservation and restoration” of the Bay.

Horton takes in the sunrise from the Chesapeake Bay Foundation’s Fox Island Education Center dock.

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A friend, he said, has collected “two or three of them.”

“What I was really proud of was my Coast Guard captain’s license which I had to get when I went to work for the Chesapeake Bay Foundation and moved to Smith Island” in 1987, said Horton. “That was a bona fide hard test. I didn’t ace it, but I did pretty well.”

Admiral of the Chesapeake?

Huck Finn formerly of Hebron would be more appropriate. And given his many and varied adventures, you would think that Horton might be content just to paddle the rivers of the Shore, mulling over whatever it is that a man who reads English poetry and annual crab harvest reports with equal fascination mulls.

Why did the affable septuagenarian—as good a storyteller in person as he is in print—submit to such a demanding test?

Well ...

When George Mallory was asked why he simply had to reach the summit of Mount Everest, the world’s highest mountain and the place that claimed his life, the Englishman is said to have answered: “Because it’s there.”

Willie Sutton was equally succinct when questioned about his passion for robbing banks, quipping, “That’s where the money is.”

And Horton, still trim, hale, and hearty with years of serious cycling and kayaking to his credit and a clear eye for how quickly vibrant friends can be hobbled by age, answered, “You can’t depend on feeling this good forever.”

Horton lost his wife, the former Cheri Morin, a social worker/therapist and the mother of his children, Tyler and Abigail, to cancer in 1997. She was 49.

Their first date was the fall of ‘72, not long after Tropical Storm Agnes tossed the rookie reporter into the deep end of around-the-clock newspaper work.

“I took Cheri out from Hooper’s Island with a bunch of commercial netters who left the dock at 4 a.m.,” said Horton, remembering that the boat came back loaded with striped bass and a tasty, blowfish called Northern Puffer. “Maybe that’s why she waited two years to say ‘yes.’”

The fickle nature of health hit him hard again not long ago with the abrupt death of his friend and former Sun editor John S. Carroll, dead at 73 in 2015 from a fleet, degenerative brain disease. It was Carroll who had coaxed Tom back into the pages of The Sun after Horton left the paper to live with his family on Smith Island in 1987, launching the “On the Bay” column that ran for a dozen years on a handshake.

For the duration of the bike trip—from Walden, Colorado, the “Moose Viewing Capital of the World” to the Shore— Horton felt fine. “The bike and I both held up well,” he said, aside from banging his leg in a shower at the border of Indiana and Ohio.

Whatever aches and pains troubled his 6-feet-5-inch, 190-pound frame were soothed by daily, essential doses of Aleve each morning and some CBD/THC candy at day’s end.

The goody-goody gum-drops, in modest measures recommended by a biologist friend, “generated a pleasant buzz and provided some relaxation when wine wasn’t available,” he said.

Leave it to Tom Horton, a most curious documentarian, to get marijuana advice from a biologist.

Catching Chickens

In addition to 34 years as a Baltimore Sun journalist, Tom Horton has published nine books including these, and Bay Country, Turning the Tide, Water’s Way, and An Island Out of Time—a Memoir of Smith Island and the Chesapeake.

Thomas Wade Horton was born on June 25, 1945 and grew up in a log cabin—noting that he’s not quite old enough to have been born in one—in the once-bustling Caroline County town of Federalsburg.

“I know very little about my ancestors beyond my grandparents,” said Horton. “I never knew Grandad Horton, who left home when my Dad was young. But he always sent me an interesting Christmas presents like dried jackrabbit ears, great treasures for a boy.”

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Horton is most often somewhere in the Chesapeake marsh in a kayak or his trusty open skiff.

Tom’s father, Herbert E. Horton (1912-2005), hailed from Ardmore in southeast Oklahoma— growing up picking cotton and shooting squirrels for dinner—and came to Maryland after World War II upon his discharge from the Navy in Virginia Beach.

On the Shore, then in the midst of an early expansion of the poultry industry, Herb decided that raising chickens was a good way to go, having given up on beef before the war after getting stiffed for his labors on a Texas cattle drive near Amarillo during the Depression. The elder Horton raised chickens and also ran processing plants.

“My early chicken experience was being with Mom when she pushed the feed bin through the chicken house to feed the flocks,” said Horton. “She’d dump me in the steep sided bin of feed to keep me from crawling off. To this day, the odors of chicken houses conjure warm memories for me.”

Mom was Imogene Caruthers Horton (1914-2002), who held a master’s in journalism from the University of Missouri and is believed to have been the first female reporter on the Eastern Shore. She wrote for the Salisbury Daily Times in the 1930s. She and Herb married in 1944.

“My mother never pushed me to write,” said Horton, whose indifference in school troubled his parents, although he was accepted at Johns Hopkins University out of Colonel

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Richardson High School. Tom said he is certain that Herb had him, “catching chickens” (grab ’em by the feet, five or six in each hand) at age 15 to “to impress upon me what awaited those who ‘did not become educated.’”

After Hopkins waived the requirement of freshman English, Horton received a D in senior English before graduating high school. Years later, the teacher who had given him the near-failing grade showed up at a Horton book signing at a downtown Federalsburg drug store.

As her former student signed the retired teacher’s copy, “She conceded that perhaps I was not challenged enough. I conceded that I must have been a real snot.”

The self-deprecation is typical Horton humor, the attitude of a man who knows he’s very good at what he does but doesn’t take himself too seriously.

A snot is not what William F. “Billy” Schmick III—the son and grandson of Sun publishers and City Editor in 1972 after years as the paper’s Rome correspondent—encountered when the 27-year-old Horton came for a job after leaving the Army.

“Tom had a very open quality about him,” said Schmick, now 78 and living in Ruxton. “The more we talked the more I realized how authentic and curious he was. A good reporter needs to be able to talk to people and get along with them.

Tom had that.”

“I never gave a thought to writing when I was a kid. I wanted to be a chicken mogul…”

What Horton didn’t have was experience, having only written a handful of articles for a military publication while stationed with the Army (serving from ’68 to ’72) at an American spy base in the Eritrean Highlands of Ethiopia.

There, as a Specialist 5 in the Army Security Agency, he monitored radio communications conducted in Arabic.

(While other soldiers were fighting the Viet Cong in a protracted war covered for The Sun by his future editor John Carroll, Horton taught the Ethiopians the art of raising chickens on a large scale. The project was successful for a few years until civil war hit Ethiopia, toppling the rule of emperor Haile Selassie in 1974. The coops were looted, the loot devoured.)

About a month after interviewing for The Sun job, Horton was told he’d gotten the job when he called Schmick from a payphone on Hoopers Island (where his father had a fishing cabin in the 1960s) during a break from casting for rockfish.

According to Horton, it went something like this: “Schmick said, ‘You still want to work here?’ I said ‘Yeah,’ and he said, ‘Okay,” and I said, ‘Okay,’ and that was it.”

The pair wound up getting along so well that they sometimes went goose hunting together. Rare is the editor who will brave the darkness before dawn with a reporter carrying a shotgun.

“He was hard to miss in the newsroom,” said Antero Pietila, another former colleague now best known for his 2010 book Not in My Neighborhood: How Bigotry Shaped a Great American City. “He drove a banged-up pick-up truck everywhere, even his honeymoon.”

“Horton,” said Pietila, a native of Finland well acquainted with the American outsider, “was different, an exception at a time when the middle-class sameness of the suburbs was pushing out socio-economically diverse journeymen reporters

of the old, with consequent impoverishment in the breadth of coverage.”

With the nation’s Watergate obsession about to launch a new generation of journalists, Schmick wanted to push The Sun out of the tradition-bound ideas of his forebears and into the “good read” world of the New Journalism. He began establishing coverage by subject—transportation, poverty, prisons and the environment among them—in addition to the customary beats of cops, City Hall, courts and the State House.

It was as though Horton, who’d dropped out of Hopkins to bum around the country and returned later for a liberal arts degree with a concentration in economics, had been preparing for the job all his life.

In his contribution to the 2016 anthology The Life of Kings: The Baltimore Sun and the Golden Age of the American Newspaper, Horton writes: “My Eastern Shore boyhood devoted to Writer Tom Horton, producer Sandy Cannon-Brown, and photographer hunting and fishing, Dave Harp have collaborated on four marsh-mucking, notable environmental films under the auspices of the Bay Journal. dipping spring-run herring in the creeks, and grabbing bullfrogs by hand from old gravel pits at night, complemented” the beat he would forge and make his own.

Less than two months later after his hiring, Horton and Maryland would be swamped, he said, “by the biggest environmental story I’d ever cover.”

Its name was Agnes, not even a hurricane but a tropical storm in which 122 people died, and it seemed like the wrath of God, “an incredible immersion in the power of nature,” Horton wrote.

“Agnes,” he said, “struck the Chesapeake a massive blow,” setting the stage for a better, more comprehensive understanding of the Bay by future environmentalists.

By 1974, Horton became the paper’s first full-time environmental reporter, a beat which didn’t exist in great numbers around the country then and barely exists in today’s March 2020

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post-newspaper culture. Today, Horton’s writing most regularly appears at bayjournal.com which also carries films he has made with his longtime photo partner David Harp and producer Sandy Cannon-Brown.

“Tom genuinely listens to the people he interviews,” said Heather Dewar, who joined the paper as an environmental writer in 1997, her time overlapping with Horton’s “On the Bay” column after he’d left the full-time staff.

In 2000, Horton, Dewar and current NPR London correspondent Frank Langfitt won an Overseas Press Club Award for best international environmental reporting in any medium for a Sun series, “Nitrogen’s Deadly Harvest,” which took them around the globe.

“Tom knows,” continued Dewar, “that at any moment, just about anyone may bust out with something unexpected [and be] amazing, honest, thoughtful, tender-hearted, funny, or contrary. People see that openness and respond to it.”

Dewar, who marvels at Horton’s talent and his ability to get editors to greenlight assignments that others might dismiss as indulgent, said that, unlike many reporters, Horton “is not afraid to wear his heart on his sleeve, to show the depth of his love for the natural world.”

The true writer, she pointed out, knows the difference between sentimentality and love, and Horton works hard, despite his affection for fowl, to keep schmaltz out of his prose.

At 74, with a grand and grueling adventure newly behind him, one that he may or may not write about, Horton figures that he may have another decade of work in him. As this story was going to press, he and Harp were making a short film in New Jersey about rising sea levels. Essays and reporting flow steadily into a range of publications both print and electronic.

But what about another book?

“I’ve often thought,” he said, “that maybe I’d do one on chickens.”

author’s note Tom Horton and I have been friends from about the time I landed on The Sun City Desk in 1981.

I helped him connect to one of my father’s tugboat buddies who owned a troubled marina in South Baltimore and, for another story, accompanied him to Greektown as he sought the owner of a former gas station near O’Donnell and Ponca streets.

Tom once brought a bushel of oysters to a New Year’s Eve party at my house. I have spent Thanksgiving weekends with him on Smith Island, where he introduced me to the legendary Frances Kitching of cookbook fame, and we have watched each other’s children grow up.

I greatly like and admire him. As a reporter, Tom considers himself, “more nature writer than muckraker, more educator than investigator.”

I see him as one of the great storytellers—in person, in print, and on film—this nation has produced.

And I believe any literate person who has spent more than an hour with his work would agree. —R.A.

Rafael Alvarez’s most recent book is a history of World War II through 1,400 letters to-and-from Baltimore. He can be reached via orlo.leini@gmail.com.

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Special Advertising Section

Finance Tips

by Vera Sohovich

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The written agreement should include:

B O AT B U Y PIN DOWN THE DETAILS

G IN

HEN T D N A

S

E HAK

HA

S ND

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Accurate legal names of the buyer and seller having the legal authority to buy or sell.

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If either is a business entity, it must identify the legal authority for that entity to buy or sell.

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The buyer’s and seller’s signatures and dates in the appropriate locations on the P&S.

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Accurate and legal description of the vessel including the vessel name, hull identification number (HIN), federal documentation number, state registration number, and copies of documents used to define the vessel for the buyer to review.

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The purchase price, amount of deposit/escrow, and where and by whom the deposit will be held in a dedicated deposit escrow account.

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Detailed terms and conditions of the transaction including who is responsible for what and who pays for what, such as who prepares the vessel for survey and what costs are the responsibility of the buyer and seller in making the vessel ready for survey and trial run.

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The disposition of funds held in deposit/escrow accounts.

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When and how the closing will occur.

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A boilerplate “Time is of the Essence Clause” to establish that all dates are absolute and must be met unless extensions are requested and granted, which must be agreed to by both parties in writing via an addendum to the original P&S.

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HOW A PROPER SALES AGREEMENT AVOIDS TROUBLE.

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The essential elements of a recreational boat purchase should always be carefully defined in a formal, written Purchase and Sale agreement (P&S), which must include the terms and conditions of the transaction in as much detail as possible to eliminate confusion or conflicting interpretations of the intent and obligations of the parties.

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Special Advertising Section

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Details of buyer’s due diligence rights, survey, trial run, finance, insurance contingencies, etc.

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A clear definition of the buyer’s acceptance or rejection process, terms and conditions of the vessel, and the disposition of deposit funds if the vessel is rejected.

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A definition of what constitutes default of the P&S by buyer or seller and the remedies in that situation.

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A definition of dispute resolution whether mediation or arbitration in the event that either buyer or seller defaults or if a dispute arises during or after the transaction.

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Any changes made to the original P&S must be done in writing as an addendum to the original P&S and signed by the buyer and seller.

•

And, that the P&S is defendable in a legal proceeding.

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MARK ANDREWS 410-267-8181 annapolisyachtsales.com Mark is the current President of Annapolis Yacht Sales and strives to make the boat buying and selling experience and exceptional one for all of our clients. Mark has over 20 years of both Marina and Marine Service Management as well as Boat Brokerage. With experience in both sail and power boats, Mark possesses the passion for the marine industry combined with the skills and experience to help maintain Annapolis Yacht Sales’ position as one of the regions premier Yacht Sales, Brokerage and Service providers.

KEITH MAYES 310-503-4634 annapolisyachtsales.com In 2012 Keith joined Annapolis Yacht Sales as a Broker. He has a great knowledge of boats and a passion for sailing, and with more than 30 years of sales experience, Keith understands the importance of meeting and exceeding clients’ expectations He is committed to making every sale, whether new or used, a fun and enjoyable experience for his clients.

DEANNA SANSBURY 410-629-9186 annapolisyachtsales.com Deanna is a Certified Professional Yacht Broker with Annapolis Yacht Sales. She has experience with many brands of boats especially Beneteau and Lagoons, winning the Beneteau Top Gun award in 2017 for the most sales in North and South America. Prior to becoming a full time Yacht Broker, Deanna and her husband decided to live aboard a Lagoon 410 and cruised along the ICW landing the in the Keys and the Bahamas.

MATT WEIMER 410-212-2628 annapolisyachtsales.com Matt joined the Annapolis Yacht Sales team with more than 30 years of marine experience on his resume. A born and raised Annapolitan, he earned his 100-Ton Masters Coast Guard License and delivered boats up and down the East Coast, Bermuda, Caribbean, and transAtlantic. He joined AYS in 2014, as the After Sales Coordinatorand in 2018 he was honored with the Outstanding Marine Wizard Award.

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CARL BEALE 757-287-2007 bluewateryachtsales.com Carl Beale is originally from Smithfield, Virginia and grew up in Hampton Roads. He graduated from James Madison University with a degree in Finance and is certified by the FINRA as a Financial Advisor.

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DAVID BLACK 443-944-6122 bluewateryachtsales.com Captain David Black was born and raised in New Castle County, Delaware.

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Special Advertising Section

JUD BLACK 757-846-7909 bluewateryachtsales.com Jud Black is a partner in Bluewater and has spent nearly every working hour in the boat business since age 15. He joined Bluewater in 1988 to run their small boat division selling Whaler, Seacraft, Zodiac and Evinrude outboards. This division was later consolidated into Bluewater Yacht Sales, where he joined the ownership and management team. Jud is currently on the Board of the Virginia Beach Billfish Tournament. He has been honored as one of the country’s top salespeople by Johnson Outboards, Regulator Marine, Hatteras Yachts and Viking Yachts over the years. His recreational interests are, not surprisingly, sportfishing and boating, plus the occasional camping trip. He has been lending his extensive experience to Bluewater clients for over 30 years.

SCOTT JAMES 757-570-3944 bluewateryachtsales.com A lifelong resident of York County, VA, Scott started fishing the Mid-Atlantic Coast with his father and grandfather at a very young age and fishing crab pots from his own boat while in his early teens. He acquired his Coast Guard Masters License and eventually left the electric utility business to make a living on the water. Over ten years ago, Scott started selling and brokering boats and yachts and has developed lasting relationships with boat manufacturers, marinas and customers, many of these customers in overseas markets. The move to Bluewater Yacht Sales in the fall of 2012 was a natural progression. He is always eager to share his love for the water with customers and friends.

HANK SIBLEY 804-337-1945 bluewateryachtsales.com Hank began in the boat business working with his father at the boatbuilding firms Gloucester Yachts and Chesapeake Powerboats in the mid 1980’s.

He has since worked in sales capacities in the construction and marine supply businesses, and prior to joining Bluewater in 2011, he sold new and brokerage boats in Virginia Beach. Hank is a long time sportfisherman and has known the Chesapeake since his youth.

Recent years have found him offshore as well as part of Team Marlin Maniac. He and his wife Beverly have two boys, and make their home in West Point, Virginia. His boatbuilding and fishing background is a valuable asset in matching clients to their perfect boat.

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MARK CONNORS 757-406-1673 bluewateryachtsales.com Born in Winston-Salem, NC, Mark Connors got his start in the marine industry in 1993 while living in Annapolis, MD. After attending HampdenSydney and Washington College, he began his career in Annapolis working for the Annapolis Sailing School and Powerboat School.

Afterwards, Mark formed Connors Marine Services where he ran a busy yacht delivery and maintenance service before becoming a broker and subsequently manager for Baker Marine. Mark was recruited by Jarrett Bay Yacht Sales in 2006 as Broker-in-Charge of their Virginia office. A long-time member of the Norfolk Yacht and Country Club, Mark is as much at ease with his cruising customers as he is chasing billfish offshore.

SCOTT MACDONALD 703-307-5900 bluewateryachtsales.com Scott MacDonald brings a lifetime of boating experience and a passion for fishing to our Grasonville office at Mears Point North Marina. Happiest far from shore in the canyons, he still loves chasing native brook trout in Vermont, watching smallmouth hammer a topwater bait or seeing a blue marlin explode out of the water. Scott is a career sales professional and former business owner. His 35 years of domestic and international sales experience assures that he can quickly assess the needs of his clients and use his experience to find the right boat at the right price and to market his client’s boats to maximize their returns. He is a licensed Florida broker and a USCG Master Captain.

TROY WALLER 804-878-9097 bluewateryachtsales.com A graduate of East Carolina University and Old Dominion University, Troy came from the Sports Industry, where he served in various roles including sponsorship sales, facility management, and game day events. Later, he expanded his sales career by selling and promoting spirits. He became the State Manager at Republic National Distributing, and most recently worked with Zing Zang drink mixes in the positions of CEO and Sales Director. He joined the Bluewater Yacht Sales team in 2017 and has seen a track record of success in his endeavors.

His interests include boating, fishing, and watching all types of sports. He has been a boat owner since he was 14 years old and he looks forward to representing his clients that share the same passion he holds for boating.

CHRIS HALL, JR. 757-509-0742 bluewateryachtsales.com Chris Hall Jr. claims he has 48 years in the business with all 48 at Bluewater Yacht Sales, and well, who can argue? Father, Chris Hall started Bluewater when Chris was a year old. He began his career washing boats, has worked in service, run the parts department and run the marinas among other jobs leading up to his role as a sales professional. An accomplished sailor, diver and fisherman, Chris has also raced inboard hydroplanes under the family name. Having experienced most aspects of the business from production and service to sales, Chris has a unique perspective of the industry which helps him in his position at Bluewater.

CHUCK MEYERS 703-999-7697 bluewateryachtsales.com Chuck acquired his Coast Guard Masters license at age twenty and after graduating from Catholic University of America, and he made the decision to turn his passion for yachting into a full-time career. In 1994, he went to work managing a large marina and boatyard on the Potomac furthering his skills in both maritime management and the yacht service fields. In 1999, Chuck started a career in yacht brokerage and has since established a loyal base of clients who have entrusted him with the sale and purchases of their vessels. Chuck joined Bluewater/Jarrett Bay Yacht Sales with the opening of their Maryland office in 2005 after working for several years with two other national yacht brokerages.

P.J. CAMPBELL 410-820-8689 campbellsyachtsales.com Campbell’s Yacht Sales has over five years of experience in the yacht sales industry. It was started as a branch of Campbell’s Boatyards and Custom Yachts, which has been a vibrant business for over 25 years. P.J. Campbell has sold boats ranging in size from a small power boat to large power and sail boats. Their office is located at the Bachelor Pt. facility in Oxford, Talbot County, Maryland. In addition to the YachtWorld site, Campbell’s Yacht Sales also promotes their boats on their website, in many print publications, and social media sites to get the most publicity for the boats they have listed!

JAKE BOULAY 410-827-8080 Whalertowne.com Jake Boulay has been a member of the Chesapeake Whalertowne sales team since 2015. Prior to moving into sales, Jake handled logistics and service management. During his tenure he has gained an in depth knowledge of the Boston Whaler and Mercury Outboard brands. Jake’s lifetime of experience on the water gives him a true understanding of the best boat to fit your needs.

BRENDA WILMOTH 410-687-2000 baltimoreboatingcenter.com Baltimore Boating Center is a full service marina and successful Yacht Brokerage on Middle River in Baltimore County. Family owned since 1965 - Brenda Wilmoth is at the helm and has helped to introduce thousands of people to the boating lifestyle on the Chesapeake Bay, along with 3 full time brokers in the office.

Very blessed to enjoy a life of working and playing in boats!

TAYLOR WILLIAMS 410-745-4942 cbmm.org/boatsales The Chesapeake Bay Maritime Museum’s Charity Boat Donation Program, run by director Taylor Williams, has made donating and buying boats straightforward and easy for more than 20 years. From luxury boats to dinghies, CBMM accepts and sells donated boats all year-round, and offers long-standing boat sales and lease/ charter operations, as well as the Charity Boat Auction each Labor Day weekend. Whether you donate or buy a boat, 100% of the proceeds go toward supporting the children and adults served by CBMM’s education, curatorial, and boatbuilding programs.

RICK BOULAY JR 410-827-8080 Whalertowne.com

BART HILTABIDLE 410-827-8080 Whalertowne.com

Rick Boulay Jr has been a member of the Chesapeake Whalertowne sales team since 2006. Since joining the sales team Rick has become one of the highest volume sales producers for Boston Whaler nationwide and an expert within the Boston Whaler Yacht program. Whether you are looking for Brokerage Services or New Boat Sales Rick can help you get the boat you are looking for (or looking to sell) quickly and for the best value. Rick is the General Manager of Chesapeake Whalertowne and also a member of the Boston Whaler Design Team.

Bart Hiltabidle is one of the most recognized names in the Annapolis boating community. Bart has helped shape Boston Whaler’s legacy in the Annapolis area. Whether you are in search of a 13’ Super Sport or the flagship Boston Whaler 420 Outrage, Bart has the knowledge and expertise to help narrow your search to the perfect boat. Chesapeake Whalertowne opened a new and exciting location in downtown Annapolis in 2018 featuring waterfront access and an indoor showroom at the base of Ego Alley.

GORDON INGE 860-227-9190 DYCBoat.com

JASON HINSCH 410-507-1259 curtisstokes.net

Gordon Inge, Chesapeake Yacht Sales Yacht Broker, has years of experience in boating, service and sales. CYS and Deltaville Yachting Center, located on Broad Creek in Deltaville, Va. has been owned/operated by Lew and Onna Grimm for 18 years. Named ‘Best of the Bay’, ‘Best Place To Buy A New Boat’ and ‘Best Boating Facility’. CYS is a dealer for new Catalina Yachts from 12’ to 55’. With a large inventory of preowned power and sailboats onsite, or by doing a professional search, Gordon will get you in the right boat for your needs.

A native of Miami, Florida Jason grew up around boats and boating. He started sailing at the Coconut Grove Sailing Club at the age of 8 and got his first boat, a sunfish, at 11. He worked for his father, a professional yacht captain, 7 summers running from the age of 14; working out of Jones Boat Yard and Richard Bertram Yacht Yard, maintaining Trumpy, Burger and Feadship motor yachts.

A long-time resident of the Annapolis and an Eastport Yacht Club alumnus, Jason cruised the Chesapeake for 10 years aboard his Columbia 10.7, and is now avid racer on the Bay.

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Special Advertising Section

MIKE TITGEMEYER 410.269.0939 crusaderyachts.com Crusader Yacht Sales is a dealer / broker in Annapolis, conveniently located at Port Annapolis Marina on Back Creek and at Spring Cove Marina in Solomons. Specializing in cruising sail boats and downeast / traditional power boats, CYS brokers are experienced boaters and passionate about sharing their experiences and expertise. CYS are dealers for Tartan Sailboats & Legacy Power Boats while also offering complete brokerage services for sail and power. Contact any of the CYS brokers for a professional and personal sales experience!

CORI WILLIAMS 804.366.8461 oystercoveboatworks.com Whether you are looking to sell your boat, buy a new/used boat or service your existing one, OCB is here to ensure a smooth, effortless & enjoyable experience. With almost 10 years of sales experience let Cori put her skills to work to find you your next boat. She treats everty customer like they are the only one she has and works from start to finish to ensure they are getting the best price, condition and value for the money. With knowledge, enthusiasm and a love for the water let Cori help you with your next boat.

JOHN KAISER 443-223-7864 yachtview.com John Kaiser, Jr. maintains a 100-ton USCG Master license since 1985. Growing up in a boatbuilding family (Kaiser Yachts in Wilmington, DE), John has been directly involved in the construction, design and chartering of the highest quality yachts. Founded in 1988, Yacht View Brokerage, LLC located in Annapolis, MD, has been successfully listing, selling and co-brokering listings with many of the finest yacht brokers locally and around the country. Yacht View even offers customers complimentary dockage (for up to 80’ feet) in a beautiful, secure setting on the Severn river.

With a target listing to sale time of less than 90 days, John and Jackie are a true power/sailing couple on the Chesapeake Bay.

Thinking of buying a yacht or boat?

Your best online search option is

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Worldwide Yacht Sales | Yacht Charters | New Yacht Construction Annapolis, MD • St. Michaels, MD • Delaware City, DE • Deltaville, VA • Woodbridge, VA Telephone: 410.919.4900 • Email: info@curtisstokes.net

877.269.3021 Maryland

BLUEWATERYACHTSALES.COM Virginia

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80' Hatteras 2004 - Call Clark: 919.669.1304

70' Princess 2007 - Call Clark: 919.669.1304

62' Princess 2020 - Call Today: 877.269.3021

58' Hatteras 1977 - Call Jud: 757.846.7909

58' Grand Banks 2004 - Call Mark: 757.406.1673

55' Bluewater 1987 - Call Chuck: 703.999.7696

55' Neptunus 1997 - Call Scott: 757.570.3944

54' Hatteras 1990 - Call Scott: 757.570.3944

53' Elco 1937 - Call Jud: 757.846.7909

53' Carver 1998 - Call Troy: 804.878.9097

53' Hatteras 1980 - Call Chuck: 703.999.7696

52' Cheoy Lee 1981 - Call Scott: 757.570.3944

52' Hatteras 1993 - Call Scott: 757.570.3944

49' Grand Banks 1993 - Call Joe: 252.241.1316

48' Sabre 2016 - Call Chris Jr: 757.509.0742

48' Sea Ray 1999 - Call Chris Jr: 757.509.0742

46' Sea Ray 2000 - Call Roger: 410.456.3659

46' Maxum 2000 - Call Hank: 804.337.1945

45' Princess 2001 - Call Clark: 919.669.1304

45' Formula 2010 - Call Roger: 410.456.3659

44' Sea Ray 2006 - Call Chris Jr: 757.509.0742

43' Silverton 2005 - Call Harry: 757.912.6784

43' Grand Banks 2014 - Call Chuck: 703.999.7696

41' Back Cove 2016 - Call Chris Jr: 757.509.0742

BOATING’S BEST BRANDS (New model representation varies by territory)

BLUEWATER HAS EVERY VALHALLA, REGULATOR, JUPITER, SABRE & BACK COVE MODEL IN STOCK OR ON ORDER!

FULL SERVICE MARINA FULL SERVICE BROKERAGE BEST PEOPLE TO LIST WITH & BUY FROM!

54’ 2015 Riviera - Belize 54 DayBridge .. $1,150,000 53’ 2004 Oyster 53 CC ..................................... $439,000 54’ - Belize 54...............................

DayBridge .. $1,150,000 53’ 2015 2014 Riviera Jeanneau 53 DS $345,000 53’ 2004 Oyster 5353 CC ..................................... $439,000 53’ 1971 Hatteras MY ................................ $139,000 53’ 2014 Jeanneau 53 DS ............................... $345,000 52’ 2009 Sabre 52 Sedan ............................... $799,000 53’ 1971 Hatteras 53 MY ................................

50’ 2009 1988 Transworld - Fantail 50 ................. $139,000 $240,000 52’ Sabre 52 Sedan ............................... $799,000 50’ 2011 Jeanneau 50 DS ...............................

50’ 1988 Transworld - Fantail 50 ................. $239,000 $240,000 49’ 1997 Taswell 49 CC .................................... $295,000 50’ 2011 Jeanneau 50 DS ............................... $239,000 48’ 1990 Ocean Yachts 48 MY ....................... $115,000 49’ 1982 1997 Taswell 49-CC .................................... $295,000 44’ Cape Cod Mercer 44 ...................... $73,000 48’ 1990 Ocean Yachts 48 MY ....................... $115,000 44’ 2009 Tartan 4400 ........................................ $429,000 44’ 1982 Cape Cod Mercer 44 ...................... $73,000 44’ 2001 Carver 4400 444.......................................... $189,900 44’ 2003 2009 Tartan ........................................ $192,000 $429,000 43’ Saga 43444.......................................... ..............................................

44’ 2001 Carver $189,900 43’ Tartan ........................................ $569,900 43’ 2018 2003 Saga 434300 .............................................. $192,000 42’ 2001 Catalina 42 ......................................... $148,000 43’ 2018 Tartan 4300 ........................................

42’ 2001 2003 Catalina Hunter 426 DS .................................. $569,900 $129,000 42’ 42 ......................................... $148,000 42’ 2002 Comfortina 42 .................................

42’ 2003 Hunter 426...........................................

DS .................................. $165,000 $129,000 42’ 2009 Sabre 426 $288,500 42’ 42 .................................

42’ 2002 2018 Comfortina Legacy426 42 ...........................................

- IPS Drives.................... $165,000 $659,000 42’ 2009 Sabre $288,500 42’ 2001 Island Packet 420 ............................

42’ 2018 Legacy 42 - IPS Drives.................... $239,000 $659,000 41’ 2001 Hunter 410........................................... $99,500 42’ 2001 Island Packet 420 ............................ $239,000 41’ 2001 Hunter 410........................................... $99,500

55’ VIKING $249,000

48’ OCEAN YACHTS $194,000

40’ BAJA $109,900

37’ CRUISERS YACHTS $119,000

36’ JUDGE $189,900

33’ REGAL $89,900

31’ SPORTSMAN $199,900

28’ PARKER $119,000

Featured Brokerage Featured Brokerage

40’ 1985 Tartan 40 ............................................ $107,900 40’ J Boat -40 J /............................................

120 .................................. $107,900 $120,000 40’ 1998 1985 Tartan 40’ 1977 ............................. $120,000 $119,000 40’ 1998 JGulfstar Boatc -Seacraft JHood / 120 40 ..................................

40’ 1998 Pacifi 40 .......................... $240,000 40’ 1977 Gulfstar Hood 40 ............................. $119,000 40’ 2015 Marlow Hunter 40 ..................................

CALL 40’ 1998 Pacifi c Seacraft 40 .......................... $240,000 39 2021 Tartan 395 - Order /..................................

August ................

CALL 40’ 2015 Marlow Hunter 40 CALL 38’ 2006 C&C 115 .............................................. $159,000 39 2021 Tartan 395mk - Order / August ................

CALL 38’ 1988 Sabre 38 II ..................................... $89,000 38’ 2006 C&C 115 .............................................. $159,000 38’ 1999 Island Packet 380 ........................... $169,900 38’ 2006 1988 Beneteau Sabre 38 mk ..................................... $89,000 37’ 373II380 ...................................

38’ 2005 1999 Island Island Packet Packet ........................... $100,000 $169,900 37’ 370 ........................... $239,000 37’ 2006 Beneteau 373 ................................... $100,000 37’ 3700 ccr .................................

37’ 2008 2005 Tartan Island Packet Packet 370 ........................... $285,000 $239,000 37’ 1995 Island 37 .............................. $111,000 37’ 2008 Tartan 3700 ccr ................................. $285,000 37’ 2016 Beneteau 37 ...................................... $179,900 37’ 1995 Island Packet 37 .............................. $111,000 37’ 1998 Pacifi c Seacraft Clealock 37 ...... $119,000 37’ 2016 Beneteau 37 ...................................... $179,900 37’ 1998 2006 Tartan 3700 ................................................

CALL 37’ Pacifi c Seacraft Clealock 37 ...... $119,000 37’ 2006 2013 Tartan Jeanneau 379 ........................................... CALL 37’ 3700 ................................................

CALL 37’ 1979 Tartan 37c ............................................ $47,500 37’ Jeanneau 379 ...........................................

CALL 36’ 2013 1986 Tartan Monk 36 Trawler ................................ $47,500 $79,500 37’ 1979 37c ............................................

36’ 2008 Hunter 36Trawler ............................................ $79,500 36’ 1986 Monk 36 ................................ $79,500 36’ # 2 - Annapolis ........... $355,000 36’ 2020 2008 Tartan Hunter365 36 ............................................ $79,500 36’ 2020 Tartan 365 # 2 - Annapolis ........... $355,000

27’ REGAL $49,900

36’ 2019 Legacy 36 # 8 - Annapolis ........... $575,000 35’ 2019 2016 Legacy SeaRay 36 350# SLX ................................

36’ 8 - Annapolis ........... $219,500 $575,000 35’ 2016 1984 SeaRay Wauquiez ......................... $49,000 35’ 350Pretorien SLX ................................ $219,500 35’ 1993 Tartan 3500 .......................................... $89,000 35’ 1984 Wauquiez Pretorien ......................... $49,000 35’ 1978 Pearson 35 Classic Refi t ................. $75,000 35’ 1993 Tartan 3500 ..........................................

34’ 1978 1990 Pearson Pacific Seacraft Crealock 34........... $89,000 $89,000 35’ 35 Classic Refi t ................. $75,000 34’ 2021 Tartan 345 Order / August .................

CALL 34’ 1990 Pacific 34 Seacraft Crealock 34........... $38,500 $89,000 34’ 1988 Tartan 2 ........................................

34’ 2021 Tartan 345 Order / August .................

CALL 33’ 2014 Marlow34Hunter 33 ............................. $95,000 34’ 2020 1988 Tartan - -2Order ........................................ $38,500 32’ Legacy 32 /.............................

June .....................

CALL 33’ 2014 Marlow Hunter 33 $95,000 32’ 1995 320 ....................................... $34,900 32’ 2020 Catalina Legacy 32 Order / ...........................

June .....................

CALL 31’ 31- Trawler $89,500 32’ 1997 1995 Camano Catalina 320 ....................................... $34,900 31’ 2017 Hanse 315 .......................................... $139,900 31’ 1997 Camano 31 Trawler ........................... $89,500 31’ 2015 Ranger Tug ..........................................

- Command Bridge...... $249,900 31’ 2017 Hanse $139,900 30’ 2015 2015 Ranger C&C 30315 ................................................

31’ Tug - Command Bridge...... $139,500 $249,900 28’ 1990 Custom - Bingham 28 ..................... $65,000 30’ 2015 C&C 30 ................................................ $139,500 28’ 1983 Shannon 28 ........................................ $68,000 28’ 1990 Custom Bingham 28 ..................... $65,000 28’ 2009 Mckee Craft 28 CC .......................... $67,900 28’ 1983 Shannon 28 ........................................ $68,000 27’ 2009 1992 Mckee Nor’SeaCraft 27 .......................................... $49,000 28’ 28 CC .......................... $67,900 24’ 1987 Pacifi c Seacraft Dana 24 ............... $44,000 27’ 1992 Nor’Sea 27 .......................................... $49,000 23’ 2019 Ranger Tug R23 ............................... $124,500 24’ 1987 Pacific Seacraft - Dana 24 ............... $44,000 23’ 2019 Ranger Tug R23 ............................... $124,500

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Yachtview.com

Here you’ll find six editor-favorite Chesapeake destinations, from Chesapeake City in the north to Portsmouth in the south.

These are locations we just know you’ll want to explore.

Get your copy today at: chesapeakebaymagazine.com/shop

ChesapeakeBayMagazine.com/wow

CBM

jody’s log

If Only Bindi Were a Bunny!

Thoughts on getting boarded by the Coast Guard

by Capt. Jody Argo Schroath

COURTESY OF U.S. COAST GUARD

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one. Not at all. Zero. Less than zero. Minus 5 million billion. That’s how much I’ve been looking forward to the day when Moment of Zen is invited by the U.S. Coast Guard to stop for a “courtesy inspection.” It’s an invitation you can’t refuse. Once they decide it’s your turn, there is not a thing you can do about it. Zero.

Less than zero. Unlike any other form of law enforcement, the Coast Guard doesn’t need a reason. They can come aboard, look under your bunks and inside your cupboards. They can even count your silverware, if they want to. Which, of course, generally speaking they don’t. But they could.

Mostly of course, they come aboard because they want to make sure you are

ChesapeakeBayMagazine.com

following the environmental and discharge rules, have all the required safety equipment, all for your own good, and that you have a current registration and/or documentation, or are not in imminent danger of sinking.

They also board you in order to give embryonic Guardspersons the experience of toodling up to a moving boat and getting onboard without anything untoward happening, which I’ll leave to your imagination or a search on YouTube.

Now I’m not worried about the inspection or the number of salad forks I have. I know my bilges are clean, my overboard waste discharge is locked shut, and I have all the required safety equipment and then some. I also know where it all is, which in my case is saying a lot. It would be pretty sad for the cruising editor of a major boating magazine to fail a Coast Guard inspection. No, that’s not the reason for my dread. I have, in fact, two reasons.

One is named Bindi and the other one is named Sammy. When it comes to boat security, my boat dogs take a back seat to no one. It’s just that they get a little,

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March 2020

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shall we say, over-enthusiastic. Don’t get me wrong. They wouldn’t hurt a human on a bet. But oh good grief, what a fuss they make! I may have mentioned this before. To them, anyone boarding the boat is either an interloper or their best friend they haven’t seen since middle school. There is no middle ground. I’ve tried everything, but the bottom line is—I’m a failure at this. We’ll leave it at that. So that is why, when I got stopped by the Coast Guard this fall, my heart fell. “They are going to be sorry they ever picked out Moment of Zen,” I said to myself. But I pulled back the throttles and gave them my best impression of a welcoming smile.

“Do you mind if I put my dogs down below first? They get a little noisy,” I said in an award-winning piece of understatement. The Coast Guard nodded agreeably. “You’re agreeable now,” I thought, and quickly I left the

helm and tethered the dogs down below. While I was there, I grabbed the notebook that has all of the registrations, documentations, insurance certificates, and my mother’s aunt’s maiden name (okay, no, but you get the idea). I could at least start out on the right foot.

I returned to the cockpit with the book and welcomed my guests. “Come on aboard,” I said, realizing suddenly I had already lost my flimsy façade of professionalism since I was still wearing my pajamas plus a comfortable but thoroughly unassuming zippy flannel shirt. I have to say here in my defense that while I know this sounds appalling, I’d left the anchorage before first light, it was cold and I planned to anchor out that night, thereby being seen by no one and yet conveniently ready for bed.

Come on, don’t tell me you wouldn’t do it too, under the right circumstances.

“Where’s your bilge?” asked the first of three to board, a young man who looked as if might recently have graduated from 8th grade. Bilge? I thought, taken aback. I hadn’t been expecting that. I would have to send him down into the dragon’s lair. I told him there were two access points down below, one in the sole of the head compartment, and the other in the galley area. He put on a brave face and went down to look. The dogs, tethered to the saloon table where their beds are, went mildly berserk with a mixture of joy, apprehension, and demands for surrender. Sammy, the navigator trainee, said essentially: “You, sir, you have no business here! But if you come here and pet me, I’ll let you pass,” Security chief Bindi kept it simple: “Bark, bark, bark, bark, bark.” After some time, the young Coast Guardsman re-emerged and said, “The bilges are

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jody’s log

COAST GUARD COURTESY INSPECTION

1.

documentation, if it’s a documented vessel. This needs to be current, of course, and you’ll need to have a current state registration sticker on the hull.

What the Coast Guard will want to do and see when they board your boat depends on the crew and the occasion, but here are the highlights:

2.

First, they will hail you on channel 16 and probably ask you to switch to a working channel. They will ask you to slow down, but hold your course, as they come alongside your boat. At that point, they will either tie up to your boat and all but two come aboard, or they may put several members on your boat and then drop back and follow. The first question will be “Do you have a weapon onboard?” They just want to know whether you do and if so, where it is. They may also ask for your permit. After that, the procedure can vary. Usually, though, they will want to see some or all of the following:

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Vessel registration, including Coast Guard

Your bilges. They want to be sure they do not contain oil, fuel, waste or anything else nasty that is going to end up in the water. Also, that your bilges are not filling with sea water, which of course would make the vessel unsafe and would probably lead them to escort you off the water.

3.

Your waste overboard through-hull. They want to be sure it is demonstrably closed off, for example by a lock or labeled strap.

4.

Waste, garbage and oil disposal plaques. These must be placed in an accessible and logical location. For example, the oil plaque near the engine and the garbage plaque in the galley. You can get them at a marine store.

5.

Emergency flares. You’ll need ones that work both day and night, and they need to be within the expiration date.

6.

A sound-making device. Anything like a whistle or air horn will work, as long as it’s nice and loud.

7.

Life jackets. These need to be Type II, the uncomfortable ones, or they can be inflatables, which you must be wearing at the time to have them count. Many of us keep both, with the intention of using the inflatables in an emergency, but having Type IIs so we don’t have to wear the inflatables all the time. I keep my inflatable right next to me at the helm. And I always wear it when I go forward. Either way, the PFDs need to be sized for those on board, and you need to have enough to go around. Sammy and Bindi, of course, have their own.

8.

Throw cushion. This is a Type IV and has handles. Use it to

throw to someone who’s fallen overboard until you can get something better to them.

9.

Fire extinguishers. These need to be B rated for fuel fires, but the best plan is to get extinguishers rated for AB and C fires, which includes wood, fuel, and electrical. Make sure the indicator is in the green. Get as many as you can find room for. I keep two in the cockpit, one in the galley, and one in each of the three berths. You should be able to get to one wherever you happen to be. They don’t last very long, so the more you have the merrier, um, if “merrier” is the right word.

The required number depends on the length of your boat.

You can look that up.

I think that’s pretty much the lot. There are a few other things they might think of, like the permanently affixed vessel number, but, by and large, if you can produce all these items, you’ll be fine. And if you have well-behaved dogs or, better yet, a cat or a couple of quiet little bunnies, you’ll be even better.

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fine.” I thought he was already looking a little the worse for wear. It was going to be a long afternoon.

Meanwhile, the second trainee, who looked as if he hadn’t reached junior high age yet, began poring over the ship’s papers, copying information into his book, and asking the occasional question. Is this information correct? Is this diesel or gas? What’s your mother’s aunt’s maiden name? The third officer, a more mature man possibly in his senior year of high school, went over the location of throw cushions, life jackets, sound-making devices, and fire extinguishers. I pointed this way and that, steered the boat, answered questions and tried to keep the canine crew from having apoplexy. Whenever I left the helm to point something out, Zen, not to be outdone, immediately aimed for the shallows. It was pretty entertaining in a strained sort of way.

Finally, we got down to placards, the ones for oil and waste and so forth.

“All down below,” I sighed. “They’re excited, not angry, right?” the high school senior asked, reaching for the door.

I sympathized. “Here,” I said to the 8th grad looking one, “You take the wheel while I go below.”

I went down and stood in front of my security team. “Oil placard is inside the door to the port engine. The waste placard is inside the door of the third lower cupboard in the galley. There is another oil placard on the door of the generator, which you’ll find behind the dog food container, the fan, the heater, the laundry basket, and the shopping trolley.” They gave that one a miss. “We only need to see one.”

Sammy, by this time, had given up barking and was just trying to get someone to pet him. But Bindi didn’t get

to be security chief for nothing. “Bark, bark, bark, bark,” she said.

Finally, back in the cockpit, I relieved the 8th grader at the helm, while senior studied his list. “That’s it,” he concluded finally and not without relief. “Congratulations, you have no violations at all.” I know, I know, I thought to myself.

Senior signaled for the boat, which had dropped behind us, and they counted themselves back aboard. I steered Zen back onto the channel, while my crack security team, exhausted, immediately fell asleep. The Coast Guard? They went off to find a boat without dogs.

CBM Cruising Editor Jody Argo Schroath, with the help and not infrequent hindrance of ship’s dogs Bindi and Sammy, goes up and down bays, rivers and creeks in search of adventure and stories.

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Tony Gower Jr. with his 466-pound Virginia State Record swordfish, caught in August 2019.

The Trophy Hunters

by Captain Chris D. Dollar

I

s it better to be lucky or good? That’s a tough call because you definitely need to be both in order to land a trophy fish. One of the great things about sportfishing is that you never truly know all that swims below you. It matters little if you’re fishing the deep ocean, the Chesapeake, some tidal creek, or a freshwater river or pond, part of the magic of fishing is not knowing when or if something special will hit your line.

You also never know when you might land the fish of a lifetime—a state or even world record. At CBM, we always love a good fish story, especially when they involve trophy fish and state records, and 2019 was a pretty good year for record-setters.

Virginia saw three state records established in 2019: one in freshwater—a five-pound, 15-ounce brook trout landed by Thomas Garth—and two saltwater marks—a 466-pound swordfish landed by Tony Gower Jr. of Virginia Beach and a 70-pound, 11-ounce true albacore tuna decked by Wendy Brockenbrough, also from Virginia Beach.

CBM

In Maryland waters, eight state records were established last year— four from the Atlantic Ocean (hake, dolphinfish, tripletail, triggerfish), two from the Chesapeake (Florida pompano, longnose gar), and two from freshwater (bullhead catfish and fallfish).

All of these record-setters have good stories to tell, but with limited space, we winnowed it down to these.

We also added tips from experts on what it takes to find, catch, and land a trophy game fish. Who knows? Maybe your name will be added to the record books in 2020.

Kristy Frashure of Pasadena, Maryland, knows the thrill of breaking a state record. Her monster, 74.50-pound bull mahi had the sport fishing word buzzing this past August.

She and five friends were fishing the Poor Girls Open tournament aboard the sportfisher Haulin’ N’ Ballin’, owned by Bay area residents and hardcore anglers Kristen and Aaron Jezierski.

“I was lucky enough to have a world class captain [Captain Howard Lynch of Delaware] and first mate [Burro Gonzalez, Costa Rica]. They put us on the fish,” she said. “Utilize the invaluable knowledge of your captain and mate. Take every piece of advice and feedback they give you and modify your technique as needed. It’s a big ocean out there!”

Frashure’s mahi kicked Jeff Wright’s 72.8-pound dolphin from the top slot, which he caught less than a month prior. Not only does Frashure’s mahi sit atop the list of the state’s best-ever for that species, it also ranks high among the all-time largest mahi ever caught anywhere. The world record mahi is an 87-pounder.

“When in doubt, just keep reeling,” she says. “It truly is a team sport! As a group of anglers whose primary objective is to have fun and make

COURTESY PHOTO

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March 2020

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Kristy Frashure (far left), her 74.5-pound Maryland State Record mahi,

COURTESY PHOTO

and her Poor Girls Open Tournament teammates.

memories, we never set out to catch a trophy fish during the tournament. You never know when that monster fish is going to bite, so you always have to be prepared for anything.” She says the

experience of landing a “state record trophy fish was made even more special because it drew worldwide attention to the Poor Girls Open tournament and its cause, breast cancer research.”

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Dr. Ken Neill of Seaford Virginia knows a thing or three about record fish. The angling dentist has seen ten all-tackle world records and five Virginia state records come over the gunwales of his sport fishing boat, the Healthy Grin. When it comes to world records, the International Game Fish Association (IGFA) is the global gate keeper. Dr. Neill is an IGFA representative for Virginia. He’s also a past recipient of the organization’s Conservation Award.

“First and foremost, if you want your name in the record book, clean [gut and rinse]the rest of your catch but keep your trophy on ice until you are sure that you do not need to keep it anymore,” Dr. Neill says, adding that “Many records have been denied because the fish was cleaned or lost weight because of being improperly kept before it could be certified.

Remember, ice is nice! As a fish dries out, it loses weight.”

The IGFA maintains categories including junior records for girls and boys, line-class records and fly-rod tippet-class records that are kept separately for men and women. The ultimate is the all-tackle world record.

“The main theme is that the angler must catch the fish in a fair and sporting method.” Neill says. “The IGFA has a wonderful website [IGFA.org] that is full of information including everything you need to know about applying for a world record,” He adds that, “For line-class records, one common problem is line which over-tests. Most lines will break at a higher strength than what is listed on the spool. If you are trying for a particular line-class record, you should pre-test the breaking strength of your fishing line.”

Frashure can relate to that. “My advice to any angler going after that trophy fish would be to have your line weight pre-tested,” she told me. “The dolphinfish caught that day did break a Maryland state record and was a potential world record. Unfortunately, when tested by the IGFA for the line class world record, the [30 lb. test] line did not break as it should, and therefore, negated the world record.”

What about double rigs with two hooks? Dr. Neill offers this clarification.

“I have had anglers say that they have been told they should not enter a record if the two hooks can reach each other. That is not what the rule says.

The rule implies that the second hook should not be able to snag the fish.

When you drop down and hook up to a four- to five-foot grouper, that’s pretty hard to do,” Neill explains. “This is one of those occasions where the spirit of

the rule is the important thing. It is not sporting to snag fish. We went out one trip and caught two snowy groupers, each weighing more than the current all-tackle world record. One was caught on a single hook rig, the other on a standard double-hook rig. We filled out record applications for both and sent the rigs in with the application. Both records were approved. We have not had a problem with record fish caught on two-hook bottom rigs.”

His advice is to apply for your record, provide all required information honestly and anything else the IGFA needs to determine whether to accept your record fish or not. What do you have to lose?

Captain Chris Dollar is a fishing guide, tackle shop owner, and all-around Chesapeake outdoorsman with more than 25 years experience in avoiding office work.

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Celebrating Why We Live Here The Hidden History of the Bay’s Favorite Spice

A Local’s Guide to Centreville, Md.

Winter Crab Count Predicts Bay Harvest

Young Ospreys Spread Their Wings

A Mystery Beneath the Chester River

Slow Your Roll With Seakeeper

MAGAZINE June 2018

rating Our Iconic Bivalve

Young Ospreys Spread Their Wings

MAGAZINE August 2018

Good Gear

Summer’s in the Bag

The Cocktail Class Tiny Handmade Racers with a Twist

Crevalle 26 Bay A Littoral Standout

“I put Old Bay on my Old Bay.”

plus

BLUEWATER BOUNTY

Chasing a Catch in the Open Ocean

Butter Pat’s Cast Iron Pan Richard Scofield’s 33 Years Tending Bay Treasures

Fast Food at the Hard Crab Derby

National Folk Festival Debuts in Salisbury

The St. Michaels Concours d’Elegance

what’s a coddie? p. 28

The BOAT SHOW Issue

MAGAZINE October 2018

MAGAZINE September 2018

Enjoy the View From the Top of the Bay

FIRST LOOK—p.88

Life Finds a Way On the Chester River

Ed Farley Keeping Oyster Traditions Alive

Preserving a Historic Easton Neighborhood

MAGAZINE November 2018

JAY FLEMING’s

MURDER AT THE Holland Island Light

PRIVATEER

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Following the Trail of

Turning Science Into Chesapeake Gold

Star Class Champions

HELMSMAN 38E

TENDING YOUR

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HARRIET TUBMAN

OF SURF FISHING

SET SAIL IN OXFORD

THE INS AND OUTS

HOOPERS ISLAND OYSTER COMPANY

Makes Its Marque

Planning Makes a Practical Cruiser

plus

GUIDE TO MARINE SERVICES

RANGER TUGS R-27 A New Breed of Outboard Cruiser

p. 70

plus

PILOT BOAT DAYS

Remembrances of Ships Past

Winter’s Freeze Brings Iceboat Dreams

Eastern Shoreman’s Call of the Wild

Whalertowne Comes to Annapolis

MAGAZINE January /February 2019

Tiny Christchurch School Takes Down the Sailing Titans—p. 32

TILGHMAN TO THE STARS A Chesapeake Bugeye’s Space Shuttle Ride

THE OTHER SHELLFISH

Bringing Back Bay Scallops

DORCHESTER COUNTY’S

Muskrat Love

WATCHING FOR WHALES A Maritime Mystery plus

GEARING UP AT THE BALTIMORE BOAT SHOW p. 74

MAGAZINE March 2019

Waterman Nat Jones’ Life on the Bay

D.C.’s Fish Market Navigates a Sea Change

MAGAZINE April 2019

BEYOND THE BAY

Trout in the Tributaries

CHESAPEAKE BAY RETRIEVERS

Who’s a Good Dog?

Rye Whiskey

ORIGINS p. 28

plus

BAY STORM POCKETS Where to go when the Weather Blows—p. 65

plus

CHESAPEAKE CHEF

Woodberry Kitchen’s Cast Iron Rockfish—p. 28

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Are remodeling and building different on waterfront properties than inland properties?

T

he answer is yes and no. Yes, as to the regulations, permits and actual construction practices and materials. But not in the way we think and plan design.

With regard to the regulations, permits and construction, there are many restrictions when it comes to waterfront properties, because the design has an affect on our Chesapeake Bay. Items to be aware of are established wetlands, land disturbance, containing soil runoff, first floor elevations due to flooding, and rising sea levels.

When building on the waterfront it’s important to select the correct materials that can withstand the harsh weather elements, especially during a major storm like a hurricane or nor’easter. Due to the salt content, stainless steel screws and nails are used. I also suggest insulation higher than regulations require, especially facing the water, as well as higher wind rated roofing shingles.

It’s subtle, but the weather can be relentless on the waterfront even on beautiful days.

Each county can be different but all have property line setbacks from the water for new structures. Hire a professional that specializes in building on the water who knows all of the regulations before starting to design.

When designing, we use the same process whether on the water or inland. However, instead of focusing on a view of a green valley or a scenic mountain, it’s all about the water view.

The important part is to carefully review not only what you want to design, but why.

Why do you want the kitchen off of the family room? Why do you want a place for the kids to hang their book bags? Reviewing the “why is something important” will help you prioritize the desired improvement. I suggest a “must have” list and a “nice to have” list.

Then as you start the process of designing your new home or renovation, you have a clear direction of what you want, why you want it, and how it will improve your lifestyle and family living.

“John August” Johnson 410.867.0407 john@remodelthebay.com

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$1,275,000

garrett Realty Partners presents

COASTAL VIRGINIA’S finest $875,000

$1,100,000

WILLIAMSBURG WATERFRONT

Unlimited views of James River!! Luxurious riverfront living with formal rooms, open kitchen and family room with cathedral ceilings. First floor master suite with sitting area. Bulkhead, pier and boat lift.

$675,000

YORK COUNTY WATERFRONT

One of the BEST waterfront peninsulas in Hampton Roads with approx. 2 acres of privacy, 162’ of living shoreline to prevent erosion on Chisman’s Creek. An incredible dock, owner says 5-6’ of depth at the pier.

$599,000

OLD PORT COVE WATERFRONT

Deep Water Access!!! Birch transitional w/ dock & boathouse (currently holding a 33’ Formula Sport Cruiser). Enclosed back porch has plenty of natural light. BIG deck and LARGE master bedroom.

$529,900

$569,000

BENNET CREEK POINT WATERFRONT

Boatable waterfront (approx. 2’ at low tide) with huge yard in nice subdivision.

Extremely large backyard. Some of the best schools in Virginia! Mostly first floor living with three total master bedrooms.

PORT HAYWOOD WATERFRONT

MILLERS LANDING WATERFRONT

DEEP WATER!! - 8.6 ACRES of Privacy in Gloucester! Approx. 1200’of water frontage on Halls Creek with a dock, boat slips and 2500’ of patios and deck! Large finished walk out basement, back up generator!

757-879-1504 s 1-800-GARRETT

OLD PORT COVE

This gorgeous 4 BR, 4 FULL bathtraditional style home has TONS to offer!

This home features TWO master suites, an office space and even a BONUS room. Back deck is perfect for entertaining!

$419,900

$499,000

Waterfront close to the bay! 4900+ sqft. on 3.54 acres!! Large 12’ x 37’ deck overlooking the water & private dock with built-in benches perfect for entertaining or a day of fishing & crabbing!

SEAFORD WATERFRONT

PERKINS POINT! Waterfront custom home built by Almond Contracting with open floor plan - 1st floor master suite offers sitting room and private porch.

SEAFORD WATERFRONT

WATERFRONT W/ DEEP WATER ACCESS!!! Located on a navigable canal, just minutes to the Bay! Open floor plan.

greg@ggrva.com

Greg Garrett

Are you ready to live on the water with your boat docked at YOUR pier?

Call Bragg & Company To Make It A Reality

CORROTOMAN RIVER

CORROTOMAN RIVER

INDIAN CREEK

CARTER’S CREEK

HENRY CREEK

GOLDEN EAGLE

320 Overlook Drive Lancaster, VA 22503

11 Mariner’s Watch Ln, Kilmarnock, VA, 22482

41 Crabshell Ln Kilmarnock, VA 22482

B o B ra g g (804) 436-7337 Bo@braggco.com

1000 Queenstown Rd Lancaster, VA, 22503

598 Glebe Road Irvington, VA 22480

255 Cottage Ln Irvington, VA 22480

Ba r b a r a B r ag g Real Estate Brokerage | Development | Construction www.braggco.com • 400 South Main St. Kilmarnock, VA 22482

(804) 436-6787 Barbara@braggco.com

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WWW.FORMULAX2MIDATLANTIC.COM January/February 2020 ChesapeakeBayMagazine.com

March 2020

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stern lines

If you can pick only one hero, make it Rachel Carson.

T

he next time you want to thank someone for the eagles and osprey that soar with ferocious grace above our Bay, for the comic-opera herons that patrol our shores with the patience of Job, for the butterflies and songbirds that dazzle our eyes and fill our hearts with joy . . . all of that plus a hundred other things, including your own good health, thank Rachel Carson. Her landmark book, Silent Spring, awoke the world to the destruction caused by the overuse of the pesticide DDT. Her resolve in the face of corporate scorn and disinformation saved the osprey, the eagles, songbirds and more from virtual extinction. Carson began her career with the U.S. Fish and Wildlife Service, writing about life in and around the Chesapeake. For the Baltimore Sun, she chronicled everything from frog song to the sex life of eels. Later, dying of breast cancer, she risked her fame as a best-selling author of books such as The Sea Around Us to raise the alarm about DDT. Her refusal to back down led to the banning of the pesticide and the establishment of the Environmental Protection Agency.

by Capt. Jody Argo Schroath / photo from Linda Lear Center for Special Collections and Archives, Connecticut College

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March 2020

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