Freshwater News | April 2016

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Northwest Fishing News

Northwest Sailing News


See page 6-8

See pages 13-15

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VOL. 34 • NO 4 • April 2016

The Squeaky Wheel Gets the Funding

Spring Has Arrived!

If funding goes away, cruises to RiverPlace will go away too.

by Ken Tennefoss As this year’s boating season nears, the conversations on the dock once again turn to cruising to RiverPlace this summer. According to Andy Meyer, Executive Vice President of Columbia River Yachting Association, local area yacht and boating clubs have eight cruises to RiverPlace scheduled throughout the summer season. In interviews with cruise directors and fleet captains from various clubs, most indicated they had heard the issues such as, derelict boats, security on the docks and boat wakes had been addressed by the City of Portland, Parks Department in conjunction with the Multnomah County Sheriff’s River Patrol and other agencies, and had improved. While only a small portion of the entire summer’s cruising destinations are to RiverPlace, (for comparison, local clubs have 22 cruises scheduled to St Helens), the increase in cruising activity scheduled for this summer is in response to the improvements mentioned above. As improvement continues, more and more clubs will feel comfortable scheduling their cruisers to Portland’s downtown destination. The key is, as long as conditions improve, clubs will increase their visits to RiverPlace and downtown Portland. If the situation reverts back to before, boaters loose a great destination, restaurants and stores loose business and the city and its officials have a bunch of ticked off voters. So it’s in everyone’s best interest to keep improving conditions on the dock and surrounding areas. Last year, the city entered into an agreement with the Multnomah County Sheriff’s River Patrol for increased enforcement of existing rules as well as deputies working with park rangers and area merchants to address the problems that had plagued the area. By most accounts, the results were very positive. Local boaters and other visitors began to return to spend their money at

restaurants, bars and stores and residents were once again proud of their neighborhood. The time has come for a renewal of the agreement between the city and the sheriff’s department. While the general opinion is that the agreement is working and results are positive, it seems no one at the city is willing to step up and fund the program for another year. At a recent Community Safety Forum put on by the City of Portland, attendees were told that funding for the patrols was not in the 2016 budget for the Parks and Recreation Department. The current funding ends on June 30 of this year and if the city does not approve additional funding, the patrols will end. Officials from Parks and Recreation, deputies with the Sheriffs River Patrol, local merchants, area residents and visitors to the area all want to see the program continue, but only the Mayor and the City Council can make it happen. In a recent letter sent to local yacht and boat clubs, the Columbia River Yachting Association urged members to write and call Portland City Council members and Mayor Hales urging them to pass funding to continue the progress that has been made. It was pressure from boaters and other groups that got funding and it will be the same groups that keep it in place. Call or write City of Portland officials and tell them you want the Sheriff’s Patrols to continue. Send an email to: Charlie Hales: Dan Saltzman: Nick Fish: Amanda Fritz: Portland Parks Commissioner Steve Novick:

With current funding, the River Patrol keep these derelicts off the docks during cruises.

It’s time to get your boat ready for Opening Day. See page below Photo by Deputy Scott McDowell

Local Yacht and Boat Clubs Gear Up for Opening Day of 2016 Yachting Season It’s that time of year again to throw up that boathouse door, pull back that tarp, and wake the boat up from a long winter’s rest. Yes, it is the beginning of that boating season known to most clubs as Opening Day. Opening Day is the “official start” of the boating season” and this year, it is on Saturday May 7, and the theme is “Excessive Celebration.” Every year, this traditional regatta brings together many of the yacht clubs and boating groups on the Columbia River in the largest annual gathering of power and sailboats in the region, all decorated to reflect a different theme every year. The host club this year is Columbia River Yacht Club (CRYC). Participants will begin lining up east of the I-5 Bridge heading up river (going east) at 1200 hours. The parade start time is 1230 hours, when the Portland's historic fireboat David Campbell (built in 1927) will begin pumping a rainbow of colored water into the air at the amazing rate of 15,000 gallons per minute. Each group will take their place in the parade and continue past the review vessels around the Gleason Boat Ramp (42nd Street), from where they will return on the Washington side of the river. This event is coordinated by the Columbia River Yachting Association (CRYA), which was founded 82 years ago to “encourage sailing and racing yachts on the Columbia River.” Today CRYA represents 19 clubs with over 2000 members as a water-ways user’s group. Viewing the fleet will be best on Marine Drive around the 42nd Street boat ramp, and Hayden Island

(please be aware of private property). Or you can grab a bite to eat and view from Sextant Galley and Salty’s on the Columbia. If you want to view from your own boat, please stay outside of the patrol boats, buoys, and on the Washington side of the Columbia. With more than 100 vessels in the parade, the channel becomes very busy. There are two categories of clubs: over 60 members and under 60 members. Participating yacht clubs decorate their boats to theme and parade along a three-mile stretch of the Columbia River. They are then judged on the following six criteria: 1) Participation within their club 2) Seamanship 3) Appearance 4) Best Decorated Boat 5) Best Decorated Club 6) Vessel Safety Checks The judging results will be announced after the parade at Columbia River Yacht Club, at 1700 hours. Daughters of Neptune Daughters of Neptune are Ambassadors of each club that make up CRYA. The young ladies' (ages 14 to 17) goals are to share education and the importance of the proper use of lifejackets, and to promote boating and water safety. Throughout the year, each receives a Boaters Safety Card, and learns the proper use of PFDs and serves at different functions like Portland Boat Show, Starlight Parade, Opening and Closing Days Ceremonies. continued on page 4



APRIL 2016



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APRIL 2016

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CONTRIBUTING WRITERS Sandy Carter, Trey Carskadon, Frank Colistro, Adam Fry, Peter Marsh, James Farrell, Hobart Manns, Marili Green Reilly, Eric Rouzee, Sandra Thoma, Jourdan Trudeau, Walter Valenta, Gleb Velikanov, Dale Waagmeester Freshwater News is a trademark of Island Creative Services, LLC. Copyright 2016, all rights reserved. No part may be reproduced in any form without the prior written permission of the publisher. Postmaster, Send address corrections to Island Creative Services Printing & Publishing at 4231 S.W. Corbett Ave., Portland, OR 97239. Freshwater News is published monthly and printed in the U.S.A. and distributed through selected outlets and by subscription. Subscription rates are $30.00/year sent via Standard Mail. Freshwater News welcomes letters of inquiry and manuscripts from readers. All materials should be submitted via email to Any materials submitted by mail should be accompanied by a stamped, self-addressed envelope. Manuscripts and photographs should be marked with the name and address of the author or photographer. While every care will be taken with unsolicited photos and manuscripts. Freshwater News does not assume responsibility for them.







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APRIL 2016

Opening Day 2016...continued from page 1

The Role of the CRYA

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Dr. Diesel

by Marcus Halsell

Dear Dr. Diesel, I might have a stumper for you — I have a 2006 Regal 4460 Commodore, equipped with the optional twin Yanmar 480’s. Returning from our last cruise, the engines started slowing down. The boat turned to port, then turned more sharply when I tried increasing throttle. My port engine display showed “pwr reduction.” I punched some buttons, but only got a new screen with "pwr reduction" highlighted. I had to throttle down to keep her in a straight line, limping back home at about 1800 rpm on my starboard display. Now, when restarting the engines, my port engine takes longer to start and is smokier than usual. Also, the port display still shows “pwr reduction.” STRIPER 200 Walkaround Hardtop Special Pricing $59,799


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Signed, Powerless in Portland Dear Powerless, You haven’t managed to stump me yet! Let me try to explain what probably happened. Your 2006 Regal is equipped with twin Yanmar inline 6-cylinder 5.8 liter 6LY3-ETPs that are turbocharged, electronically-controlled and mechanically-injected, topping-out at 480 mhp. When you first noticed your engines slowing down, the 6LY3’s electronic control unit (ECU) was au-

tomatically “derating” one or both engines. “Derating” is a failsafe mode on some modern diesels that automatically reduces engine speed when the ECU detects any abnormal engine conditions. Your boat's turn to port indicated only the port engine was in derate mode. Your port engine display verified this by flashing a “pwr reduction” alarm. The other symptoms — lack of other engine alarms, derating to 1800 rpm rather than to idle, hard starting, excessive exhaust smoke — point to a problem in one or more of the ECU circuits, not an engine mechanical problem. Specifically, these combined symptoms point to failures in either the engine speed sensor circuits, the injection timing control/ solenoid circuit, and/or rack position sensor circuit. (Most circuits consist of a sensor, a wiring harness, and the ECU.) To determine which of these circuits have failed, you will need to access the engine’s on-board self-diagnostic display. (The industry calls this "pulling codes."). To do so, navigate through the menus on the port engine digital display to the Diagnostic Trouble Code (DTC) readout. The DTC readout will list any active and inactive codes with an alpha nu-




merical code and short description. The camshaft speed sensor fa u l t c o d e , f o r ex a m p l e , i s “P0340.” W h e n r e s e a r c h i n g 6 LY 3 codes, I noted this engine is equipped with two engine speed sensors — one on the crankshaft and a second on the camshaft. Also, either a speed circuit failure or a rack position sensor circuit failure will prevent the ECU from controlling injection timing, causing the engine to default into fully retarded injection timing and the ECU to log one or more injection timing fault codes. A camshaft speed sensor failure will show, for example, both a “P0335/4” and a “P0216.” Once you have determined which circuits are showing a failure, the next step is to troubleshoot the indicated circuits. The exact procedure generally follows the approach of: (1) Checking the appropriate component i.e. sensors, actuators, etc. (2) Checking the wiring harness connecting the component to the ECU. (3) Testing the ECU. To check a component, unplug the wiring harness from the component and jumper the harness sockets. If the component is bad, the displayed code should read “INACTIVE.” This indicates an inadvertent open circuit in the component. If the component is OK, then perform a continuity test on the wiring harness. Marine wiring harnesses often suffer corrosion, vibration, etc., which can cause either an inadvertent open or a short. The wiring diagrams will give you the proper ECU pinouts. If the wiring harness is good, then you will need to check the ECU for proper operation. Bad ECUs are not common; if they are bad, they’ll simply need to be replaced. Questions for Dr. Diesel? Send your question to or to Dr. Diesel c/o 4231 S.W. Corbett Avenue, Portland, OR 97239. “Dr. Diesel” is written by Marcus Halsell, a Portland-area ABYC Master Marine Technician (diesel, electrical, and corrosion) who holds ASE certifications for light, medium, and heavy-duty diesel engines. He is also a member of the AERA Engine Rebuilders Association.

APRIL 2016

Invasive Quagga Mussels Stopped at the Border Quagga mussels once again were prevented from entering Oregon and potentially causing millions in damage to our state’s water systems and ecosystems. Yesterday, Oregon Department of Fish and Wildlife technicians at the Ontario boat inspection station intercepted a Quagga mussel infested boat last used in Lake Havasu, Arizona which is plagued with these invaders. The station just opened March 3. This is the first vessel of the 2016 inspection season found infested with the invasive mussels. “In six days of being open for inspection, it’s alarming we already found a boat carrying these mussels. Zebra and Quagga mussels have caused billions in economic damage around the U.S., and we don’t want those kinds of problems here in the Pacific Northwest,” said Rick Boatner, ODFW Invasive Species Coordinator. Boatner praised the driver for pulling in for inspection. Motorists hauling boats in Oregon are required to stop at inspection stations to have their watercraft checked for aquatic invasive species under a 2011 Oregon law. Failure to stop at an inspection station could result in a $110 fine. Although the boat was decontaminated at Lake Havasu, it was obviously contaminated and encrusted with a high number of Quagga mussels in the around the propeller shaft, engine, and trim tab. Technicians decontaminated




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the boat by scraping and then washing it with 140 degree hot water and high-pressure. According to the Columbia Basin Bulletin,the Pacific Northwest, including Alaska and the Canadian provinces of British Columbia and Alberta, is the “only region in North America” unaffected by the Zebra and Quagga mussel invasions that have devastated ecosystems and local economies. The U.S. Geological Survey has a Quagga and Zebra mussel distribution map on its website. In addition to Quagga and Zebra mussels, inspectors look for aquatic plants and New Zealand mudsnails. Boat owners need to always practice ‘Clean, Drain, Dry’ before launching their boat: Clean the boat completely, pulling off any plant material, an-

imals or mud. Drain – completely drain any areas that could hold standing water by pulling all drain plugs and soaking up any standing water. Dry – allow the boat to dry before launching again. Anglers should also clean and disinfect their waders, boots and fishing gear to prevent spreading aquatic invasive species such as tiny New Zealand mudsnails and aquatic invasive plants. Aquatic Invasive Species Prevention Permits are required to boat in Oregon for motorized boats, paddle craft and non-motorized vessels 10 feet and over. The permits can be purchased online at the Oregon Marine Board website or anywhere that sells Oregon Fish or Hunting licenses.

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Trophy Trout Program Getting Bigger Thousands of extra-large rainbow trout will be released in several Oregon fishing holes this spring as the Oregon Department of Fish and Wildlife rolls out an enhanced “Trophy Trout” program created under a 2015 legislative directive. More than 10,000 rainbow trout ranging in size from one to three pounds will be released at five locations around the state started on March 7 and continuing through May. The trophy trout program isn’t new. ODFW has been releasing large trout for years into many lakes around the state. However, during the 2015 legislative session, Representative Greg Smith (R-Heppner) and ODFW came together to discuss the creation of a Trophy Trout Pilot Program that would select a handful of reservoirs to stock with trout in the one


to three-pound range. The goal is to help boost economic development opportunities for regions that rely heavily on hunting and fishing tourism. For 2016, ODFW raised an additional 10,500 large trout that will be will be released in the following five locations: Phillips Reservoir in Baker County, Willow Creek Reservoir in Morrow County, Timothy Lake in Clackamas County, Trojan Pond in Columbia County, and Garrison Lake in Curry County. Releases will start the week of March 7 and take place periodically until June. ODFW plans to further expand trophy trout fishing opportunities next year by producing 25,000 of the larger trout and releasing them in more locations (not yet determined). “This is a great project that is not only perfect for the Willow

March April May June Total Garrison Lake ................................600...........400 ............. ................ ................................1000 Trojan Pond ...................................... ............1500 ............ ................ ................................1500 Willow Creek Reservoir ................... .............750 ..........750.............. ................................1500 Timothy Lake.................................... ................ ...........2500............. ................................2500 Phillips Reservoir ............................. ................ ...........2000.........2000.............................4000 Creek Reservoir, but the other locations as well,” said Rep. Smith. “I appreciate ODFW’s leadership and willingness to think outside the box in creating and sustaining economic opportunities in rural Oregon.” “Fishing has been and continues to be a favorite recreational activity for many Oregonians,” said Curt Melcher, Director of ODFW. “The Trophy Trout Pilot Program will allow us to support the industry, support rural economies, and provide something new and exciting to generate enthusiasm.” Trophy trout, which ODFW defines as those weighing one

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pound or more, comprise a small portion of the 2 million trout catchable trout that ODFW releases in more than 300 locations around the state every year. The vast majority of these are referred to in the agency’s trout stocking schedules as “legals” — which are released as soon as they are 8 inches long and meet the legal

Hood, Deschutes Rivers Open for Spring Chinook in 2016 The popular spring chinook fisheries on the Deschutes and Hood rivers will open this spring.

Deschutes River According to Jason Seals, ODFW fish biologist, managers are predicting over 4,000 adult hatchery fish will return to the Deschutes, which is well above management goals to obtain hatchery broodstock and other management needs. “If the run comes back as predicted, chinook salmon fishing on the Deschutes should be excellent,” he said. “The Deschutes River fishery below Sherars Falls is extremely popular because it offers a great chance to catch a Columbia River spring chinook from the bank,” he continued. “In recent years, as many as 10,000 anglers have participated in the fishery annually.” Here is a summary of the tem-


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porary rules for the Deschutes River adopted by ODFW: • Open for adipose fin-clipped chinook from May 1 through July 31 from the mouth of the Deschutes at the I-84 bridge upstream to Sherars Falls. • The catch limit is one adult adipose fin-clipped salmon per day, and five adipose finclipped jack salmon per day. • All non-adipose fin-clipped chinook salmon must be released unharmed. • It is unlawful to continue to fish from Sherars Falls downstream to the upper railroad trestle after taking a daily bag limit of one adult chinook salmon. Hood River

Managers are predicting far fewer adult fish returning to the Hood River—about 970 hatchery fish. According to Seals, the Hood River offers another good opportunity to catch a spring chinook from the bank but in conditions that are much less crowded than on the Deschutes. In addition, the removal of Powerdale Dam in the summer of 2010 expanded the legal angling area and offers anglers considerably more room to spread out. Here is a summary of the temporary rules for the Hood River adopted by ODFW: • Open for adipose fin-clipped chinook from April 15 through June 30 from the mouth to mainstem confluence with the East Fork, and the West Fork from the confluence with the mainstem upstream to the angling deadline 200 feet downstream of Punchbowl Falls. • The catch limit is two adult adipose fin-clipped salmon per day, and five adipose finclipped jack salmon per day. All non-adipose fin-clipped chinook salmon must be released unharmed.

APRIL 2016


The Fisherman’s Gift


by Marili Green-Reilly Though S/V Tamara is back in her own slip, my heart is still cruising in Mexico. For four years we made Pacific Mexico our Marili home, and it was a Green-Reilly world away from the rhetoric that colors America’s airwaves today. The Mexican people we met were friendly, generous, and accommodating. A particular moment from our early trip south along the Baja peninsula stands out in my mind. After a few overnight stops and some very pleasant sailing, we reached Bahia Magdalena, about 700 miles south of San Diego. Puerto San Carlos at the head of “Mag Bay” is both a port of entry and the last refueling stop before Cabo San Lucas. Because it can be tricky to reach the port, “La Capitanía de Puerto” (port captain's office) frequently offers to bring fuel while checking in cruisers. We planned to head straight to Barra de Navidad from there, a five-night passage, so we wanted to take advantage of that offer. After dropping anchor in Man of War Cove late on a Friday afternoon, we radioed for la capitanía. Another boat at anchor was also hailing the port office on both Friday and Saturday, and when neither of us received a response, we decided the office was closed until Monday. By Saturday afternoon we had talked ourselves into an adventure. The 12-mile channel from the greater body of Mag Bay to the commercial port winds through a broad expanse of shoals – think Cathlamet Channel on a grand scale. There was little wind or current when we prepared to weigh anchor at 1:30 pm, so we indulgently left our sun shade in place. As soon as we came out of the protection of the bluffs, however, we found ourselves bucking a strong current. A stiff wind was blowing across the low, narrow isthmus that separates Mag Bay from Santa Maria Cove on the outside, and soon the sunshade had us reaching like we'd never done before! Fighting it down, we dialed up our speed against the current. The guidebooks assured us that the ship channel was maintained to a 20-foot depth, but the shoals on either side were already visible below the ebbing tide. W h e n w e f o u n d t h e fi r s t lighted buoy jauntily marooned on a sandbar, we crossed our fingers and hoped the channel hadn't meandered. On the short southeasterly second leg we got a little help from the current, but at the last turn we were still pushing to maintain 5 knots and beginning to doubt we would arrive before dusk. Fortunately the flood caught up to us, giving us a final lift into the anchorage area near the commercial dock. Choosing a spot just outside the channel, I sighted along the deepening red horizon to hold the boat against the wind and Dave dropped the anchor. We had barely put our feet up to relax when an unlit fishing panga roared out of the darkness toward us. Probably unused to seeing a

sailboat anchored this far up the bay on a Saturday night, the panguero veered away at the last minute. Hastily hanging a lantern in the cockpit to supplement our masthead anchor light, we considered ourselves ready if another skiff came by, but we were quite alone the rest of the night. There was only a remote chance we'd find fuel on a Sunday, but Dave loaded two jerry cans into our inflatable dinghy and headed over to the pier first thing in the morning. He nosed around among the fishing boats and other commercial vessels looking for a place to land, and was soon waved in by a local man who took the dinghy alongside then led him to a small office on the pier. With his limited Spanish, Dave stood by as someone made a phone call and several other locals hatched a plan that met with the with the others’ hearty agreement. A local fishing vessel captain carried off the fuel cans before D ave c o u l d o b j e c t , t h e n a taxi driver suddenly materialized, continued on page 8


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Our Outstation is just 12 1⁄2 miles downstream from the PYC Clubhouse and located inside a bay on the east side of Sauvie Island. The Outstation offers docks, a large enclosed patio float with kitchen, seating for meals or parties, restrooms and a shower. A recent expansion program has added more docks, all with water and 30-amp power.

Contact our Events Manager, Jenna Levitta, for more information! 503-285-1922 ext. 221.

The PYC dining room serves members and guests from our all-new kitchen and barbeque, and opens to a large patio that overlooks the moorage. The moorage is undergoing a complete conversion to concrete docks and many other state-of-the-art moorage upgrades. Currently, there are several boathouses offered for sale by retiring members as well as open moorage available.

Visit our website at or give us a call at 503-285-1922 Ext. 229 Portland Yacht Club • 1241 NE Marine Dr., Portland, OR 97211



APRIL 2016

The Fisherman’s Gift...continued from page 7 whisking him off to a small, wellstocked tienda (shop) a mile and a half away. When the driver returned him to the pier, the jerry cans were filled and waiting for him. Several men stopped their work to help pass them across the fishing boats to the tender, but though Dave tried to pay him, the owner refused to take any money. Returning to Tamara after only 90 minutes, Dave was still somewhat astonished by the royal treatment, and I was impressed by the generosity he had been shown. More confident of our anchorage, we stayed another night and left for Man of War Cove on the morning’s more favorable tide. The Port Captain came by on his rounds soon after we anchored, and we

were pleased to see that his panga contained about 20 empty jerry cans and a small hand pump. As we signed his book and provided him with a copy of our papers, we made sure to thank him for making the fuel services available. We left Mag Bay on Tuesday, still buoyant from our experience. True, we had felt some trepidation during Saturday’s adventure, but the weekend had shown us the best side of the people we encountered. There would be many more times during our cruise when we would be welcomed with a similarly generous attitude from the locals. The Mexicans we met certainly weren't erecting walls to keep us out, and I would never hesitate to welcome such generous, hardworking people into my own hometown.

Current can be very strong through the narrow N-shaped channel between the main body of Bahia Magdalena and Puerto San Carlos. The entrance to the Bay is south, outside the bottom of this picture.

World’s Longest Ocean Race Heads for World’s Largest Ocean

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At 0100 UTC on 21 March, the Clipper Round the World Yacht Race fleet began the ninth of 14 races as it heads across the Pacific Ocean to Seattle, USA from Qingdao, China. The Seattle Pacific Challenge will push the twelve teams to their limits in the longest single ocean crossing of the entire circumnavigation. Clipper Race Founder and Chairman Sir Robin Knox-Johnston has sailed the Pacific Ocean many times, including when he became the first person to sail solo and non-stop around the world in 1968-69. “The Pacific is a huge ocean and this leg is a long one,” says Sir Robin. “The feeling of isolation is probably the biggest challenge our crew is about to face because they’ve already seen the sort of weather they’ll get. In that respect it’s rather like the Southern Ocean with big seas and strong winds. So I think it’s going to be the length of time they’re isolated from the rest of the world that is going to be the hardest thing for them to cope with.” The crossing is estimated to

The twelve identical Clipper 70 yachts provide some of the most competitive ocean racing ever seen, with tight starts and finishes separated by only minutes after thousands of miles in all weathers.

take one month with the arrival window in Seattle from 15-20 April and Sir Robin’s remarks about feeling isolated are compounded by the fact that at times, the teams’ nearest neighbors could be those on the International Space Station some 300 miles above them. After the Parade of Sail in China’s Sailing City on Sunday,

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the fleet motor-sailed approximately 130 nautical miles offshore to a virtual mark in order to avoid the high volume of fish traps and nets. With Daniel Smith of Derry~Londonderry~Doire, nominated to be Lead Skipper, he coordinated the Le Mans start at 0100 UTC (0900 local time) and reported back: “We postponed the planned start by one hour due to large numbers of fishing boats and tankers covering our AIS screen which is why we started racing at 0900 rather than 0800. “As the Clipper Race fleet picked its way between fishing boats, nets and tankers a space opened up in front of us allowing us to line up all twelve yachts and motor south-east for 10 minutes without being disturbed. This is what we needed in order to set up our Le Mans start line. “At 0900 the race began and after 0910 teams were free to change their sail plan and course. LMAX Exchange and Unicef ducked away to the south under spinnakers while others held their course with white sails. “The wind has now gone aft and the fleet is heading south-east in light breeze under spinnakers, dodging fishing nets and waving away curious fishermen as we go.” Race Director Justin Taylor highlights the main tactical and meteorological points of the crossing: “We took the decision to continued on page 9

APRIL 2016

World’s Longest Ocean...continued from page 8 start the race offshore in order to ensure the safest conditions for the teams because outside Qingdao there are so many fishing vessels and so much fishing gear that there are simply too many obstacles that could hamper the start. “Now that the race has begun, the first key milestone will be off the southern tip of Japan. Then tactics come in to play again as Skippers are faced with the ageold dilemma: take the shortest or great circle route and risk headwinds or take the southern route which is longer but with following wind. “The crew will also have to contend with finding the strongest part of the favorable Japan Current. Depending on the wind direction the sea state could be very difficult if it is northerly, with steep waves that have no backs to them, meaning the yachts will be airborne as they drop out of them. “As the fleet reaches the latitude of Tokyo the teams will start to head offshore more and start to find huge Pacific rollers that pick up a yacht and allow it to surf at 30 knots down into the trough ahead. Positioning of the yacht will be crucial. Ideally looking for the gap between the top of the near stationary North Pacific High and the bottom of the low pressure systems relentlessly marching eastward,” added Justin. Keeping a competitive focus, preserving kit and looking after crew morale will be a constant challenge. For Visit Seattle, this

race is a homecoming for the team and Skipper Hux Ferren is looking forward to the reception after what promises to be a long and arduous leg. “If I were to sum up what I think this race will be like, I’d say cold, wet, windy and challenging. It’ll be light at the beginning but then the nitty gritty of this race starts, so it’s just head down, Plusch through it and get to Seattle! “The duration of this race is phenomenal. The length of it lets you get your teeth into the challenge. We had some very tough conditions to get through in the last race from Da Nanga, Vietnam, to Qingdao, but it took us two weeks. Now we are going to have to face tougher conditions for twice as long. That is our biggest challenge.” Approximately 3000 miles and 15 days into the race, another milestone will occur when the teams cross the International Date Line, crossing from the eastern hemisphere to the western hemisphere, resulting in living another day in the calendar and earning the right to have a golden dragon tattoo. In the closing stages, the variable conditions off the American coast can prove to be frustrating in the final push before crews step onto dry land for the first time in a month. Ralph Morton, Executive Director, Seattle Sports Commission, a partner of the Visit Seattle



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yacht, added: “The City of Seattle is defined by a seafaring history that goes back to the native Americans and continues today with mariners and the surrounding waters playing an important part of our culture. “The sea is what connects Seattle to the world, as an important member of the Pacific Rim community. The Clipper Race honors the many courageous voyagers who have sailed and crossed the mighty Pacific Ocean. From Australia to Asia to the Americas, the Clipper Race unites many nations and many sailors who grew up on or near the Pacific Ocean. “On March 20, a new set of adventurers will set out to cross the world’s largest ocean in a test of nature, skill and fortitude. They’ll take on this challenge as a part of a team, as well as a larger community of twelve yachts. As they set sail, Seattle salutes Qingdao, China and is poised for a great welcome of the Clipper Race crews as they enter the Puget Sound on their way to the Emerald City,” Ralph concluded. This is the first time in the race’s 20 year history that the fleet will visit Seattle. From there the teams will race to Panama, New York, Derry-Londonderry in Northern Ireland, Den Helder in the Netherlands and on to Race Finish in London on 30 July.

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APRIL 2016

A Letter From Sundance Marina Dear Sundance Customers: As you know, we had a massive fire in our dry storage at Sundance. The dry storage building was completely destroyed, along with all of the boats inside. Watching part of my family business burn was painful not only because of the family and professional history, but because of the knowledge that so many of our good friends, family, and customers' boats were inside. I want to express my deepest sympathies and condolences to those who lost their boats. I know very well how much our customers enjoy boating, and how painful the loss of their boats will be. Many customers are asking what to do next. The first step is to contact your insurance company and notify them that your boat was involved in the fire. Your insurance company will need to see your boat and verify the condition, which can happen when the fire investigators release the building and allow entry. I have been told that will happen in several weeks. This is a timeline that is out of our control. At this point we still do not know the cause of the fire. I feel extremely fortunate that our floating marina and smaller building with our offices, show-

room, and service shop did not burn. There will be some clean up before we can move back in, but we will be able to continue our work as a Prestige Yachts, Jeanneau, and Cutwater Boats dealer, as well as a service shop and floating marina. The community support has been overwhelming, and I am so grateful. The outpouring of support from friends, customers, businesses, and others in the community has been nothing short of amazing. I would like to thank everyone who has offered their support, you have no idea how much you have helped us through this. Our generous neighbors at Salpare Bay Marina have let us move in temporarily to their office just about 100 yards from our building. This has allowed us to get back to work quickly, and will allow us to help our customers in a more timely manner. We are transferring phone and internet to the temporary office this week. Some of you may have had your credit cards charged on the 1st or 2nd if you were on auto-pay. We went to great efforts to prevent this from happening, but we were not able to get our computers back up

Almost 400 boats were destroyed an, estimated $24 million in damages. Photo: Capt. Ron Micjan Columbia River Marine Assistance

in time so we believe most or all of these charges were processed to some stage. If you were charged, you absolutely will get a refund. We expect to be able to start reversing these charges from our end this week. Looking forward, I can't say exactly what the future holds for us but we are optimistic. We intend to

rebuild, and are working on that with our insurance company. We will have all of our employees back to work by Thursday, some working at another location. I would like to thank the Portland Fire community and other fire departments who responded for their incredible bravery, professionalism, and skill. They are solely re-

sponsible for saving our smaller building. Without them the damage would have been much worse. Thank you for your support, understanding, and patience as we progress through this process. Most sincerely, Rick Buck Sundance Yacht Sales & Marina

BoatUS Fire Facts: Claim Files Show Six Ways Boat Fires Happen


from our readers North Portland Harbor Entrance Must be Dredged The recent fire at Sundance Marine was a strong reminder of the risks facing the owners of floating homes, boats, marinas and businesses in North Portland Harbor. On this busy portion of the Columbia River system, the east entrance to North Portland Harbor serves as the main conduit for the hundreds of boats that ply these waters every day, but especially the Portland City fire boats that serve to protect the lives and property of everyone on or beside this waterway. While there were many fire trucks at the scene of both the Sundance and Thunderbird Hotel fire four years ago, the fire boats were a critical part of the response. This is especially true when a fire spreads into a marina or floating home moorage as often it is only the fire boats that can get close enough to avert a

complete disaster. This brings up a critical point — access. The last time the Army Corps of Engineers dredged the North Portland Harbor entrance channel was over 10 years ago, and it has been filling in since then, as well a moving downstream from the range. In last year’s extreme low water in late summer and fall, the channel’s charted depth of 10’ was reduced to half of that. While the Fire Bureau and the Corps have both taken soundings to confirm the situation, there is not even a plan to address this issue. This is a public safety issue that all property owners on the harbor should be aware. Please share this information and tell your elected representatives to demand action from the respective public agencies. Concerned Oregon Boater

This shore power pedestal inlet and cable aren’t that far away from sparking a major boat fire.

As we have learned recently with the Sundance fire, fire protection is as important for neighboring boats because marina and storage fires can spread so quickly. Fire ranks number five among all boat losses according to the BoatUS Marine Insurance Program claims files. Dig a little a deeper, and those claims files also tell you the six specific areas that lead to most reported boat fires. If every boater paid attention to these

six things, over a third of all fires aboard boats would be prevented. So what are the top six ways boat fires happen, and some lessons to take home? 26% of fires are due to “Offthe-boat” sources: Over a quarter of the time, a BoatUS member’s boat burns when something else goes up in flames – the boat next to theirs, the marina, their garage, or even a neighbor’s house. It’s every boater’s responsibility to prevent fires, but when all else fails, having a good boat insurance policy is the last backstop. 20% of fires are due to “Engine Electrical”: For boats older than 25 years, old wiring harnesses take a disproportionate chunk of the blame here. A good electrical technician can put one together for you as most boats of this age had relatively simple electrical systems. 15% of fires are due to “Other DC Electrical”: The most common cause of battery-related fires is faulty installation of batteries reversing the positive and negative cables or misconnecting them in series (when they should be in parallel). So take a picture. Label the cables. Use red fingernail polish to

mark the positive lug. By gosh do everything to hook it up right the first time. 12% of fires are due to “AC Electrical”: Most AC electrical fires start between the shore power pedestal and the boat’s shorepower inlet. Inspecting the shore power cord routinely (connector ends especially) and for boats older than 10 years, inspecting or replacing the boat’s shorepower inlet, could prove wise. 9% of fires are due to “Other Engine”: This one is all about when an engine overheats due to blocked raw water intake or mangled impeller, the latter of which can also happen after experiencing a grounding or running in mucky waters. Be sure to check the engine compartment after getting underway and replace impeller every other year. 8% of fires are due to “Batteries”: This fire fact is for the outboard folks to pay attention to. On older outboards, by far the most common cause of fires is the voltage regulator. At 10 years of age, failure rates on these important electrical components begin to climb. Once it hits 15 years old, it’s time to replace.

APRIL 2016



News from the CG Tows Fishing Vessel After Rogue Wave Smashes Wheelhouse Two 47-foot Motor Lifeboat crews from Coast Guard Station Depoe Bay escort the three crew of commercial fishing vessel Ms. Nicani, which was reportedly disabled after a rogue wave broke the vessel's windshield and destroyed electronic equipment on board during a coastal storm near Oregon, March 10. Waves in the area were reported to be between 25 and 30 feet the time of the call.

The first MLB towed the vessel approximately 15 miles to the Yaquina Bay entrance where the second crew relieved the watch around 3 p.m. They continued safeguarding the vessel and riding out the storm near shore for more than 12 hours since 2 a.m., unable to cross the Yaquina Bay bar as 20-foot seas continue to thrash the Oregon coast. “Other than a little fatigue,

everybody is doing well,” said Petty Officer 1st Class Matthew Sprague, a surfman at Station Depoe Bay and coxswain of the first Motor Lifeboat on scene. “We pushed our crews and our boats to the limits in the storm, but we are committed to getting the Ms. Nicani to safe harbor.” Photo courtesy of U.S. Coast Guard Sector North Bend

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The 623-foot motor vessel Sparna, after briefly running aground and sustaining hull damage a couple days prior, is escorted towards a pier in Kalama, Wash., March 23, 2016. The Sparna suffered multiple fractures along its hull, but no pollution was reported coming from the damaged areas. (U.S. Coast Guard photo by Petty Officer 1st Class Levi Read.)

Coast Guard Rescues Four from Overturned Boat in Newport The Newport Coast Guard was busy again March 12, and rescued four people from an overturned boat near the entrance to Yaquina Bay in Newport. A 47-foot Motor Lifeboat crew from Coast Guard Station Yaquina Bay, pulled the four people, who were not wearing lifejackets, off the hull of the overturned 18-foot aluminum boat and transported them to the nearby Coast Guard station where they were met by emergency medical services. At the time of the incident the entrance to the Yaquina Bay was not restricted to recreational vessels and was experiencing 2 to 4foot swells with an occasional

6-foot swell. By 12:15 p.m., the restrictions to the entrance to Yaquina Bay was updated to a restricted status for recreational vessels 40-feet and under due to 8-10-foot swells with an occasional 12-foot swells. “The Coast Guard advises all mariners, especially recreational boaters, to check current and expected sea and weather conditions before crossing the bar,” said Katie Brown, operations unit, Sector North Bend. “We also remind boaters to wear their lifejackets at all times while underway.”

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APRIL 2016

Adventurer Completes Global Sea and Summit Quest with Clipper Round the World Yacht Race by Peter Marsh When American adventurer Martin Frey reaches Seattle after the gruelling North Pacific leg of the Clipper Race, he will become the first person ever to climb the seven continental summits and sail the “Seven Seas.” Martin, a technology angel investor, 56, from Utah, USA, will achieve the feat after an eleven year journey spanning 35,000 nautical miles and more than 14.5 vertical miles of climbing. Amongst his biggest achievements as part of the 14 challenges, Martin has summited Everest and sailed around the world with his family. Martin is crossing the world’s largest expanse of water with a race team for the first time, with the Visit Seattle Clipper 70 yacht racing to its home port in Washington State — 5,768 nautical miles from Qingdao, China, to Seattle. Martin joined the Visit Seattle team 23,000 nautical miles into the 40,000 nautical mile circumnavigation in what is the world’s longest ocean race. He will be sailing against more than 200 interna-

Martin Frey

tional crew members and fellow adventurers, many with little or no previous sailing experience before setting out on the comprehensive training programme. Martin said: “I love the team camaraderie that develops when you take on a big challenge and work together through the hardships to accomplish it. Joining the Visit Seattle team racing home on arguably the toughest leg of the circumnavigation is such a fitting end to my adventure. “I get sea sick very easily and this will be a big personal challenge during the race. Being con-

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Martin Frey, in blue, during Everest summit.

tinually wet, cold, physically worn down and sleep deprived from being on watch every four hours, all while the boat pounds through big waves at a 40 degree angle will be a huge mental challenge," Martin admitted. Martin’s quest began in 2005 with the Seven Summits. By 2012, he had climbed the highest peak on every continent and set his sights on sailing the Seven Seas. Discovering the Clipper Race after its Pacific crossing from China to San Francisco four years ago Martin’s groundbreaking venture follows a more than 30-year business career that included 13 years in Silicon Valley as a senior director for Cisco, where he ran a global support organization for Cisco’s top service provider customers. The Clipper Race was established in 1996 by Sir Robin KnoxJohnston, the first person to sail

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solo non-stop around the world in 1968-69. His aim was to allow anyone, regardless of previous sailing experience, the chance to embrace the thrill of ocean racing; it is the only event of its kind for amateur sailors.

To learn more about Martin’s journey and see the full list of seven seas and seven summits Martin will have accomplished, visit:

Boatbound Moves its Offices to Seattle Posted by Trade Only Today

Peer-to-peer boat rental company Boatbound recently relocated from San Francisco to Seattle. Boatbound moved its offices in December because the company is growing, according to an article in the Seattle Times. The company needs to hire engineers and other staff, according to Boatbound cofounder and CEO Aaron Hall. Seattle’s lower cost of living makes it less expensive to hire there, and the talent pool and boating scene, he said, are just as strong, the article said. The tech perspective Hall was used to in San Francisco — networking, culture, mindset — was similar to that in Seattle, he said.

The company’s database contains 12,000 boats available for rental, from sailboats to megayachts. The Seattle Times profiled the company after the move was announced, saying Hall has boated with his family since he was a boy growing up in central California. When the family traveled, they would rent boats. In 2012 they tried to rent a boat at a Texas lake, but found that most people who rent boats don’t have websites or reliable ways to find them. Hall figured there needed to be a place where people who wanted to rent a boat could find one. Such a place could also help boat owners who wanted to rent their boat, the article said

BoatUS Offers Services to Increase Membership of Local Yacht Clubs Community boat and yacht clubs offer critical access to the water and significantly add to the quality of life for local boaters. However, growing membership is a challenge today. To help with the issue, Boat Owners Association of The United States (BoatUS) offers two new resources – a five-minute video and comprehensive BoatUS Magazine feature – that can help clubs grow membership. “Much has changed in the world in the last few decades and boat clubs need to change as well, and that includes how they grow membership,” said BoatUS Vice President of Public Affairs Scott Croft. “Our video and BoatUS Magazine story share new ideas, tips and proven techniques to help any club increase membership.” Croft, who is also a long-time boat club member and volunteer board member of an association of community boat clubs says these new resources “will get your members thinking about new ways to recruit and retain boating families.” Video: “Growing Boat Club Membership”:With some up-todate tips and ideas to help clubs

grow, this short, five-minute video is great for showing to membership at club meetings, or emailing a link to club members to create a discussion. Go here to view: BoatUS Magazine article “Building Up America’s Boat Clubs”: Why are some clubs struggling, while others are successful? To view or download a PDF copy to post to your club’s bulletin board or to share via email with members, go here: In addition, BoatUS is offering half-price BoatUS membership for $15 instead of the regular $30 dues to members of a boat or yacht club that has a BoatUS Cooperating Group affiliation. In addition to the range of membership benefits that helps club members get more out of boating lifestyle, the Cooperating Group program offers members discounts at hundreds of marinas, fuel docks, repair facilities, bait/tackle shops, sail lofts, and many other marine related businesses. To sign up or learn more, go here: membership/group.

APRIL 2016




Broad Reachings by Eric Rouzee Almost Time for a Graveyard Bash What’s the coldest you’ve ever been in your life? For me, years ago it was probably on the old fixed grip Hood River Meadows double chairlift up on Mt. Hood, where a 20 minute ride headlong into whatever was blowing off the top of the mountain was a true character builder that, as often as not, precluded any sort of verbal communication with your chair mate, and quite often made me long for a hot buttered rum down at the bar in the base lodge. Then I reported on deck for the midnight watch in my very first Oregon Offshore race, and the experience completely skewed the sliding scale of my body heat index. Perhaps I’m exaggerating just a touch, but truth be told, there’s nothing like a brisk wind at 0200 when you’re off Destruction Island to slap you in the face and yell at you to “Wake up!” And it works. Every time. Which leads to another truth: there are easier ways to stay comfortable than by riding the weather rail when you’re bashing through the Graveyard of the Pacific. Case in point: a few years ago, while crewing on that legendary rocket Rage, I simply couldn’t find a way to stay warm during my night watch, despite all my efforts to layer up with the appropriate... well...layers. The wind was squarely out of the northwest, so particularly on a port tack, pretty much everyone on deck was taking the breeze head-on. It also pretty much resulted in a thermal Catch-22; if I remained sitting upright on the windward rail, the wind, with its laws of convection, conspired to blow my body heat in the general direction of Forks, Washington. So I tried to get out of the wind by lying down on the deck. Unfortunately, all that accomplished was to allow the cold surface, with its laws of conduction, to suck my body heat in the general direction of Rage’s keel. In hypothermic terms, I was screwed, and nothing short of moving the Oregon Offshore course to somewhere around St. Maarten was going to change that. So I hunkered in and counted the minutes until the fresh watch came on deck and I could head below and wrap myself up like a burrito. Believe me, in the pantheon of long night watches, that one was head and shoulders above the rest. But here’s the truth. The REAL truth. I love this race, and have from the first time I got involved. Compared to other sailors out there, I haven’t done that many, but I’ve sailed a few, and each one has had its own personality, to be sure. The near-gale bash in 2007. The downwind screamer in 2011. Last year’s drifter, when we managed to coax Rage to her “only boat to finish in Victoria” sweep. There isn’t one that I wouldn’t do all over again, no matter how cold and wet I might

get. And believe me, the champagne and warm towels at the docks in Victoria somehow make it all worthwhile. As was proved to me yet again last year during one heck of a post-race boat party. Anyway, if you feel the same way, you’ve got time to get your entry in for this year’s race, which will mark the 40th anniversary of this classic Northwest challenge. You have until April 18 to get your race entry submitted (or at least postmarked with that date). You can also show up at the Oregon Offshore Kickoff Party and turn your entry in there. This event takes place Monday, April 18 at Kells Irish Restaurant & Pub in downtown Portland (112 SW 2nd Avenue). While you’re there, don’t forget to purchase this year’s Offshore tee shirt, sure to be the hottest fashion trend this summer…

To Tether or Not to Tether Since we’re on the subject of the Oregon Offshore, it seems appropriate to bring up the subject of wearing a tether when sailing offshore. Personally, this was one subject that I NEVER imagined would elicit controversy, which goes to show you exactly what I know. Anyway, back in November of last year, Practical Boat Owner published an article written by Ben Meakins in which they ran a series of trials to first test the survivability of going overboard and not drowning while attached to the boat, and secondly testing the fastest possible means for slowing the boat and thus improving the odds of recovering a live person who’s wearing a tether. I don’t have nearly the space here to go into full detail on the trial results, but the basic bottom line was that a tether is fine unless the boat is traveling so fast that the victim

can’t keep their head above water. If you want to read the entire article, you’ll find it here at But having never been shy about offering up an opinion (also referred to as “occasionally in error, but never in doubt”), here’s my two cents worth: I certainly understand the hazards of getting dragged so quickly that you can’t get a clean breath of oxygen, which would undoubtedly be a lousy way to drown (as opposed to a fun way to do it). And I think there’s some validity to the test, particularly from the standpoint of the best way to stop a boat quickly and affect a quick recovery. It’s important to point out that the “victim” in the trials was a Fred, a weighted rescue dummy, the idea being twofold, that Fred would act in a fashion similar to an incapacitated sailor, and that an actual person wouldn’t be sacrificed in the name of improved safety. Whether a conscious victim could keep their head above water at speeds up to and including six knots is subject to debate, I suppose. From a personal standpoint, I’d certainly give it the old college try. One final observation, and then I’ll leave it to everyone to make their own decision: if I ever go over the rail, particularly at night, I’d just as soon stay with the boat and hope my crew members could get me back on board before I drowned. The alternative being to watch them sail away while I float in the ocean, firmly inhabiting a space somewhere in the middle of the food chain, hoping they’ll somehow manage to find me in the dark. Which of course assumes they want to in the first place. Choices, choices, choices.

Just another Offshore bash. Photo Credit: Gary Peterson

Hanging around during the 2006 Offshore. Photo Credit: Jeff Michael

Fred, our weighted dummy, submarining at six knots. Photo Credit: Practical Boat Owner



APRIL 2016

Dale’s Corner

by Dale Waagmeester

Can I Make My Symmetric Spinnaker Into an Asymmetric? As a sailmaker, I get this question about 2-3 times a month. In fact, I was just asked about this two days ago, which gave me the idea for this month's column. Dale Asymmetric spin- Waagmeester nakers have come a long way from the early version of a cruising asymmetric, which was known as a “Flasher.” The name “Flasher” became the generic name for a cruising asymmetric for many years, being the trade name for the one particular sailmaker who introduced the cruising chute to the masses in the 1980’s. These “Flashers” were nothing more than a flatter cut radial head spinnaker. In those early days of computer design, the mid-girth of the sail (width half way up the luff) was controlled by the length of the radial head panels. The Flasher had extremely long head

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radials, sometimes more than 80 percent of the luff length. This kept the shoulders of the spinnaker very narrow and the head angle very small, thus making the sail very easy to control. The corner of one side of the bottom crosscut panel was raised in order to make the leech shorter than the luff, giving the sail a definite clew, unlike a symmetric spinnaker where the tack and clew are interchangeable depending on what gybe you are on. This higher clew made the sail much better for reaching, and combining this with the narrow shoulders made the Flasher a screamer when reaching. Still, the only thing that was truly “asymmetric” about this sail was that all three sides were different lengths. The cross sectional shape was still the same as a symmetric spinnaker in that the maximum draft was designed to be in the middle of the sail, just like a standard spinnaker. Today’s asymmetric spinnakers are a completely different animal than those early versions. They can be broad shouldered for running, or cut with extremely small shoulders for close reaching or specialized for just about any point of sail. This amount of specialization is due to advances in computer sail design; the biggest difference being that the cross sectional shape of these sails is now truly asymmetric. In other words, they are shaped more like a headsail, where the draft is forward of the middle, unlike a symmetric spinnaker or the early versions of an asymmetric. This is a really big deal for high performance as the rounded, draft forward luff makes the sail more stable, easier to trim, and gives it more forward drive with less sideways thrust. The flat leech reduces heel, particularly in a good blow, which further reduces sideways forces. So, now that we have established that there are many different types of asymmetric spinnakers, let’s assume that the average customer wants to have their symmetric spinnaker made into a

cruising version of an asymmetric. This is understandable. With its smaller girth, narrower shoulders, shorter leech (raised clew), and reduced head angle, the cruising asymmetric makes a lot more sense than its symmetric brethren for the cruising sailor, and the elimination of spinnaker poles, downhauls and topping lifts certainly simplifies sailing for the shorthanded sailor. So, can we cut your old symmetric into a cruising asymmetric? The answer is a half hearted “Yes”, but with some reservations. First of all, the only way that we can make your old spinnaker into a true asymmetric would be to take all of the panels apart and shape them so that we can give the sail a draft forward (asymmetric) shape. This is hardly feasible economically. Take a look at Figure 1. This picture shows a regular symmetric spinnaker with an outline of a cruising asymmetric drawn over it. Note that the raised clew of the cruising asymmetric outline throws the thread lines of the radial clew panels off so that instead of the panels radiating out of the heavily loaded clew, the panels are spread across the foot; in some cases putting the foot right on the bias of the panel, which allows the fabric to stretch. Not good. Also, if you check the shoulders of the sail, you will see that the narrower shoulders of the cruising asymmetric cross the head panels in the upper shoulders of the symmetric spinnaker. Again, having a high load area of the spinnaker (such as the luff or leech) running off the main thread line of the fabric is a BAD idea. You are just asking for fabric distortion. In almost all cases, re-cutting a symmetric spinnaker into an asymmetric will take a good sail and ruin it by trying to turn it into something that it is not. Better to sell it on the used market and put that money towards a new cruising asymmetric. If you mess it up by re-cutting it, you will most likely reduce the value of the sail con-

Figure 1

siderably, without increasing the performance much, if at all. Better to just fly the old symmetric as if it were an asym. I have seen this done a lot, with reasonable results. Certainly the performance is not optimal, but you aren’t wasting your money to completely screw up a perfectly

good sail with an ill-advised recut that won’t improve the performance much if at all. For all of these reasons, I always recommend against re-cutting a symmetric spinnaker into a (pseudo) asymmetric.

Race To Alaska (R2AK) Deadline For Race Entries April 15 PORT TOWNSEND, WA— the Northwest Maritime Center’s Race to Alaska ( is now in its second year and the entry deadline is April 15. Starting in Port Townsend, Washington, and finishing in Ketchikan, Alaska, the 750-mile race through the Inside Passage challenges entrants with squalls, killer whales, and tidal currents that can reach 20 miles per hour.

Any boat without an engine can enter and there are no classes or handicaps. First prize is US$10,000. Second prize is a set of steak knives. Over 35 teams have already entered, ranging from large racing sailboats to daysailers, paddled craft, and one guy on a stand-up paddle board. Organizers are expecting a swell of applicants as the deadline for entries nears. Application forms are located on the official race website, (Note that there is an undisclosed maximum number of teams that will be allowed to enter.) Based on the hardest kind of simplicity, R2AK is entirely selfsupported, with no supply drops, and offers nothing in the way of a safety-net. Prospective racers will also find detailed information about the course, last year’s race, and other daunting facts about this all-in, slightly bonkers race unlike any other in the world. For more information about the Race to Alaska, please contact our esteemed Race Boss, Daniel Evans, at

APRIL 2016



In the Galley with Capt. Sandra Thoma Some Peppers to go with that Engine Service The engine service on Tranquility, our Catalina 36, is done every March. So it was on a recent wet, stormy weekend, Roy and I found ourselves trundling down to the dock with a dolly loaded with tools and parts. I have done the engine service myself since Tranquility first came in to our lives. When I say myself, I mean with the encouragement of the local chandlery owner, the Universal M35 owner’s manual, Nigel Calder’s book of boat systems, and notes from the diesel engine maintenance class at the boat show university. When we first bought TQ, changing the oil was as mysterious to me as open heart surgery. I could do it myself, I was assured by the chandlery owner. Sure, I could. If only I could figure out how an oil filter was supposed to come off, and how the oil gets out of the engine so the clean oil can go in, and how do I get those little nut-thingies off the back of the raw water pump so the impeller can be changed, and why does the new impeller come with a thin little bit of paper instead of a rubber gasket? Sure, I worked on particle accelerators in my younger days – but a boat engine?? That was an entirely different matter. And this is where my wonderful boyfriend-now-husband, Roy, the Jedi Mechanic comes in.“I’m going to do the engine service myself,” I announced one spring day, a year after we’d bought TQ. Roy looked at me with both eye-brows raised. “You are? Do you want help?” Roy is all about empowering and enabling, so when he says “help”, that is what he means. “Uh, yes, sure. But just provide guidance. Don’t actually do it. I’m

going to do it.” By that I meant, please get the frigging darn oil filter off because I can’t”...and, well, you get the picture. Over time, Roy helped me figure out the just-right tools to get the job done, and I have become more confident about caring for our iron jenny. This year I warmed up the engine, removed the cover, organized my tools and set to work. I glanced over my shoulder. There was Roy, standing next to me. His designated maintenance day task was replacing lights in the V-berth. “Do you need help?” he asked I sat back on my heels and pursed my lips at him — he was nudging in on my job. I opened my mouth to speak, then thought better of it. He wants to be involved, to be needed – that’s it. It’s what we all want. I held up the filter wrench. “Yes, in fact, look at what I’m doing, and tell me if there is an easier way.” Roy knelt down next to me, and talked me through the oil change. There were things I would have missed, like the outer rim of the new filter is not, in fact, the gasket that gets rubbed with oil. Next up was the fuel filter. The fuel system has to be bled after the filter has been changed, which really is a two person job — one person in the cockpit with the key turned and the other down below looking for little pink drips to come out the bleed valve. Roy was the designated key turner person. Tick, tick, tick...Nothing! Several cycles of the fuel pump tick, tick, ticking and still nothing. “This isn’t right,” I said. I pulled out the owner’s manual. “There’s another bleed valve on top of the filter,” I hollered up to the cockpit. “Can

Dining by the Water

you help me get a wrench on it?” After the nut was loosened we traded places. “Ready?” I called down to Roy who I assumed was poised next to the engine with a drip rag. I heard something that sounded like a mutter of assent. I turned the key. “STOP, STOP!” Roy hollered up. “STOP NOW!” I turned the key off, peeked down below, and stared at my husband in dismay. Pink diesel fuel was sprayed across his face, hands and sweatshirt, and he was glaring up at me with that “I love you but I want to kill you right now” look. “You have to let me know when you’re going to turn the key,” he said calmly. “Like this? CLEAR PROP?” “Yea, like that. Just not in my ear.” He shook his head, and grinned. “Ok, I think it’ll work now. Fire ‘er up.” Unlike boat systems, I can usually hold my own in our “One Butt Kitchen” — aka the galley. Roy really likes to help there too, and sometimes I just need to follow the muse and be creative. I recently found some lovely, deep green pablano peppers in the market that I thought I could turn in to a warm maintenance-day lunch on the boat. They made for a fun kitchen adventure, and a perfect take-along lunch for engine maintenance day:

Stuffed and Roasted Peppers: • 2 – 4 Pablano or Anaheim Peppers, sliced length-wise and seeded • 1 red bell pepper, sliced in to 1” strips

Stuffed peppers, ready to eat!

Stuffed pepper ingredients.

• 2 – 4 green onions sliced length-wise • 1 beet, peeled and sliced thin • 2 – 4 pieces of pepper jack cheese Arrange all the ingredients except the cheese on a baking sheet and spray with pan spray or brush with avocado oil. Roast in a pre-heated 425 degree oven for 7 to 10 minutes, or until the pepper start to get soft

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and the skin bubbles a little. Remove from the oven. Let cool for a few minutes. Gently open the peppers and layer the inside with the other ingredients. Add the slices of cheese. Return to the oven. Roast for about 5 minutes, or until the cheese is melted and the skin of the peppers is dark brown and bubbly. Serve with a salad and warmed tortillas. Fair Winds and Bon Appetite!

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APRIL 2016



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APRIL 2016






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APRIL 2016



Waterfront Living • Floating Home & Waterfront Properties PUBLISHER’S NOTICE:

Time to Sell!!

Susan Colton, Broker Working and Living on the Island Visit my web site Direct: 503-270-4582 Mobile: 503-936-0161

1815 N Jantzen Ave. Slip for sale (31 x 64) in lovely location. In gated private moorage, Low HOA covers water, sewer, garbage, parking security and more. Near shops & restaurants. $110,000. Jane BettsStover, Broker Oregon Realty Co. 503-422-3340, 503-254-0100 Floating Home Spaces Size Moorage 50’x55’ $700 30’x55’ 564 40’x55’ 650 Boathouse 35’x55’ $350 Rocky Pointe Marina - 503-543-7003 -

All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, disability, familial status or national origin, or an intention, to make any such preference, limitation or discrimination.” Familial status includes children under the age of 18 living with parents or legal custodians, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of dis- crimination call HUD toll-free at 1-800-6699777. The toll-free telephone number for the hearing impaired is 1-800927-9275.

BRIDGETON ROAD - $176,500. Move in ready fresh paint and Carpet! 1100 sf , Great room plan, Large Kitchen with maple cabinets, Eating Bar, French doors, all appliances, Large swimfloat for Entertaining. MLS 15603735 501 NE Bridgeton E4. Nice water views, Call Susan Colton, Broker, 503-936-0161



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Coming In June 2016

Hayden Island – 3 Condo’s with boat slips priced at $349K- $364,900 & $399,000. All about 2000 Plus Sf, 2 & 3 bedrooms. Priced based on Upgrades & Views. RMLS #16642250, 16178178 & 15699875 See More at Susan Colton 503-936-0161 RE/MAX equity group

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Lotus Isle – Located on Hayden Island $569,900 a gated community. Magical & Immaculate – move in ready! Private back yard with View of the harbor, oversized deck, South Facing, professionally Landscaped. Beautiful inside 2650 sf, Awesome Kitchen remodel with high end appliances, 2 fireplaces, maple floors, Wall of Windows to enjoy the view. Photos Call Susan Colton 503-936-0161 RE/Max equity group


503‑283‑2733 4231 S.W. Corbett Ave. • Portland, OR 97239


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1845 N Jantzen Ave. Slip for sale (25 x 60) at private gated moorage near shops & restaurants. Slips are rare; move in a home or build! Low Moorage fee, covers water, sewer, garbage. Can moore a 25 ft boat! $95,000. Jane Betts-Stover, Broker Oregon Realty Co. 503-422-3340, 503-254-0100




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Full descriptions generate the best response. The more you tell, the better it will sell.

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Scappoose Moorage offers covered and uncovered moorage slips; covered up to 50 feet, and uncovered up to 60 feet. Occasionally we can take up to 80 foot boats for outside uncovered moorage, when available. We also have live aboard space, based on availability. Enjoy our community gym, community garden area, library/meeting room, laundry facility, storage space, public restrooms and shower facility.






Located on the Multnomah Channel 50900 Dike Rd., Scappoose, OR



For Space availability or questions contact Ken Dye @ (503) 709-5552