Modular Dry Dock Design
Northwest Sailing News
See page 5
See pages 9-11
See pages 14-15
VOL. 33 • NO 11 • November 2015
Visit Seattle Finishes Stormy Leg 2 of Clipper Race to South Africa
or the first time since the races started in 1996, there will be a Clipper Race stopover on Puget Sound next spring, when the long, hard leg from Asia ends. In addition, there is also an entry named after the Emerald City. Here is the report on the crew’s experience on their 70' Clipper on the second leg from Rio de Janeiro to Cape Town: Visit Seattle has crossed the Stormhoek Race to the Cape of Storms finish line to make it nine Clipper Race yachts now berthed at the V&A Waterfront in Cape Town, South Africa. Huw Fernie and his crew crossed the finish line and were greeted by other teams, friends and family as they came alongside. Huw says: “It feels absolutely fantastic to finally be here. The race was such a mixed bag. It was strong winds, it was light winds, in the end it was a hurricane. We really had to deal with everything. In the same line as that we were in first position, we were in last position, we covered everything pretty much. For the team it was a complete range of highs and lows. We pulled together and here we are, a fantastic welcome into Cape Town. “The boat really took care of us this race. The start for us was fantastic. We crossed the start line in second place, then from that we were in first place at the first mark so we really hit the ground running this time and did really
The Visit Seattle team is composed of a professional skipper and an international crew of amateurs who are all excited about sailing around the world and making their first visit to Seattle. well for first half of the race. Unfortunately we had a bit of a kite disaster when the spinnaker got wrapped around the forestay and we spent 34 hours trying to fix that problem. But we dealt with it and came back fighting and from that point onwards focusing on our own boat speed and finally coming in to claim ninth out of 12 boats.” “Having such a strong start was a huge boost for the team. Everyone was up there driving hard and everyone wanted to be there as well. It didn’t matter if
you were on the bow getting soaked, despite the fact that it’s still quite warm in Rio it’s something some would still shy away from. This time it was great, really good team spirit. Hoisting the storm sail was good practice for the next race but in fact last night we genuinely needed it because we came through an actual hurricane. It was very unexpected. We were due half of the wind speed that we got but we dealt with it really well and again it gave us that final little push into Cape Town that we were looking for.”
Visit Seattle crew member Tiffany Campbell from Texas, had never sailed before her Clipper Race training and says racing across the South Atlantic Ocean lived up to her expectations: “I am so, so excited. I was very nervous at the beginning about the whole thing so it’s just an amazing feeling. I’d never sailed before this so I’m a novice sailor and this is basically my introduction to sailing. The reason I did it was like doing boot camp, just jump in and do something extreme and it was definitely that.
“After the training, the race itself was exactly what I expected. I think the training did give you a fair idea of what it was going to be like in terms of seasickness, roughness, duties on board, and the manual work. I came in with eyes wide open, expecting to work, so that was my expectation and that was met. “It’s hard to sum it up. We had everything – slow times, rough times, even in the last two days it we went from Force 10 gales and then we came into stills, so it’s extreme.”
Reminiscing with a Centenarian: Cascade Yachts Builder Wade Cornwell at 101 by Marili Green-Reilly The oldest members of any community are among its greatest treasures. Mark Basel and Florence Dickerson recognized this when they placed a Marili bid at a silent auction Green-Reilly for a chance to have lunch with Wade Cornwell. Rose City Yacht Club’s oldest member. He turned 101 on July 5, comes from Oregon pioneer stock, has been sailing since he was a young man, and was one of the founding partners of the company that built the Chinook and Cascade sailboats. “There were originally five
members, including myself, Marili’s dad, and three others who constructed identical fiberglass sailboats in the mid 1950’s,” Wade explained, Tired of maintaining their wooden boats, these sailors invested their dreams in a new material. A couple of “one-off” fiberglass boats had been built back east, he said, so “we got samples to see if it would work.” A Chesapeake Bay design was chosen and the designer, Frederick Geiger, adapted it for fiberglass. It took the five nearly a year to construct a wooden plug, “then we made the fiberglass mold over that, (and) destroyed the wooden plug,” he said. They continued on page 4 Wade, his daughter Mary, and some friends chartered a boat in the British Virgin Islands in 1996.
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LETTERS/E-MAILS/FAXES/CALLS Dear Editor, About 20 years ago, my wife, Dorothy, and I decided that we wanted to be live-aboard boaters. When we bought our first boat and slip we took our little wooden houseboat out for weekends and week long excursions. When we upgraded to our present vessel, a converted 40’ Navy launch, we could stay out longer. We were one of just a few boats that stayed out in the Portland area anchorages and docks. We sometimes overstayed so that I could finish the oil painting that I was working on. I am a narrative landscape painter. We watched over the years as more and more boats began to occupy the Portland anchorages. Then the media and the political reaction came. Property developers, condo dwellers, floating homes, riverside residents, TV stations and Dr. Pamplin started complaining about permanent and semi-permanent boats. Many accused the boats of being exhomeless people with substance abuse issues. So the Mayor, Chief of Police, City Parks Department, the Department of State Lands, and other agencies mobilized. Over the last few years, in their effort to solve this problem, they have removed the cleats from the Duckworth Dock, delayed the Statewide Boating Access Plan, placed a cop at the dumpster, flown weekly surveillance, written a new state law gutting the 1970s Beach Bill, and changed OSMB pump-out regulations to stop ONE boat, the “Waste-Away” boat from servic-
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ing live-aboard boaters. All this, and much, much more just to push around a dozen or two boats in the Portland area. I think it would be better if they all took the action that got the results they want. Although many DO want all live-aboard boaters to go away, what makes more sense, is for boats to be boats, and move around now and then to different areas. I propose that we create the Portland Urban Anchorage, and drop that “ 5 mile, 12 months” thing. The original drafters of the Beach Bill probably knew that “distance of movement” was not an enforceable concept. Twelve months of exclusion over 10 miles of river, is overkill on a statewide level. The DSL could repair the damage they did to the Beach Bill, back off, and refer all boat complaints to the proper anchorage authority. The Portland Urban Anchorage could extend from the Steele Bridge in the north and the Sellwood Bridge to the south. Thirty days in, 30 days out. “Wait a minute!” says Milwaukee. “That just pushes them on us!” Well, yes, for 30 days, as you, Lake Oswego and Oregon City define your anchor zones and enact the same 30 days in, 30 days out requirement. Liveaboard boaters, whether they be on the hook, visiting yachties or locals on extended vacation can zone hop. The movement from one zone to another, distinguishes a boat from a scow house. This zone would be manageable by the Sherriff or the City.
This is better than handling a Portland social problem by taking away boating rights throughout the state. To the north of the Steele Bridge it is industrial; no anchoring. No further restrictions are needed to the north. I’m not sure, but maybe enforcement of this zone con continue over private as well as public submerged land equally. So, Dr. Pamplin can park his little plane. Boats that respond by anchoring just south of the Sellwood Bridge are still in Multnomah County so the Sherriff can still regulate activity there, as he is most familiar with the situation. City Parks Department, quit blocking the $16,712,500 Statewide Boat access Improvement Plan (2011-2017). Just because it provides pump-outs and transient docks that might encourage liveaboard boaters. I don’t think we, as a state, should want to eliminate live-aboard boaters. It is a lifestyle akin to RVing. It is a tradition older than the state of Oregon. Trying to wipe it out for the sake of gentrification, is contrary to the intentions of the Beach Bill and the Oregon tradition. A City or County anchorage is a better solution than unenforceable new State laws. The DSL is not supposed to address Portland urban issues, and the “5 mile, 12 month” exclusion state law, enacted without Legislative input or regard for the opinions of nonPortland Oregonians, is why. And really, a cop guarding a dumpster!? Come on! Phil Fake Portland, Or
Discovery of Invasive Crayfish in the Willamette River Drainage Concerns Biologists Ringed crayfish have successfully invaded many rivers and streams in southern Oregon, but were recently found in Lane County’s Row River. This is the first discovery of this species in the Willamette River drainage. The non-native ringed crayfish dominate the crayfish populations in the Rogue, Chetco and Umpqua rivers, so this is bad news for signal crayfish here in the Willamette system. While on a recreational dive in late September, a U.S. Forest Service employee discovered two ringed crayfish below the falls at Wildwood Falls Park on the Row River. With assistance from the USFS, the Coast Fork Watershed Council, and student volunteers, ODFW biologists conducted a presence/absence survey by placing numerous crayfish traps below and above the initial discovery site and some tributaries of the Row River down into Dorena Reservoir.
Adult ringed crayfish were found below the falls between the park and reservoir. Only native signal crayfish were found in the Row River below Dorena Dam and in sampled tributaries including Mosby, Brice and Sharps creeks. “To find ringed crayfish in the upper end of the Willamette Basin is very alarming to us,” said Jeff Ziller, South Willamette Watershed District Fish Biologist. “Ringed crayfish have been found to out compete our native signal crayfish for habitat and food. Rick Boatner is ODFW’s invasive species coordinator and said it’s illegal to use live, non-native crayfish as bait except in the waterbody in which they were taken. It is also illegal to release non-native crayfish into the wild. Boatner’s experience with these invasive crayfish tells him they were possibly used by anglers as bait or were illegally released into the wild by someone who had them as a pet. He asks people to report any findings of ringed
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Non-native Ringed crayfish were recently discovered in the Willamette River drainage. Photo by ODFW-
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Reminiscing with a Centenarian...continued from page 1
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launched the first Chinook class sailboat in 1956, and “raced against boats down at Portland Yacht Club.” The five took turns sailing it “and did so well that it became well known that we had a good boat.” Local boating writer, Lawrence Barber, featured them in a national sailing magazine, and “Oh, boy!” Wade recalled, “We got all kinds of inquiries.” They had intended to end the partnership after launching their own boats, and two of the partners dropped out, but “Tom Green, Merle Starr, and I made a business of it.” They eventually built 70 of the 34-foot sloops, he said, but “in the meantime people wanted another design and we got Robert Smith, a local naval architect, to design what became the Cascade line. They started with the 29, then jumped to a 42-footer (at the request of Don Laird who had bought the first Chinook), and “later we filled in with the 36. Altogether we made around 800 boats,” Wade recalled. Not knowing how strong the material was, they tested the layup by shooting at it with several different fire-arms. That lay-up included a layer each of 8-ounce and 10-ounce cloth, then eight layers of 24-ounce woven roving. None of the bullets penetrated. “Our boats were extremely strong and safe,” he said and were wellknown for being bullet-proof! The company espoused the idea that if people couldn’t afford to buy a new boat they could build one themselves, a business model that reinforced their own do-it-yourself ingenuity. “They put in a lot of work and saved a lot of money that way,” Wade said. Plans came with the hull, and “if they wanted, they could buy the complete top. We would help them buy the mast and the motor and everything else as they needed it.” From the beginning, each of the partners followed his own strong suit. “I worked for 21 years as purchasing agent at Union Carbide, so I knew the ins and outs of purchasing things at a good price and where to get things. So I was the office man,” Wade said. “I took care of the phone calls and the letter writing. Merle Starr was the treasurer, the cashier, the accountant.” None of them quit their day jobs right away: “Merle taught physics at the University of Portland. “Tom Green was the president. He was a shop man at Hyster, so he liked to guide things out in the shop. We each had our own jobs and everybody was happy about it.” By 1960 they’d sold 15 boats, had moved into larger space, and had two employees. That year they incorporated as Yacht Constructors, Inc. “We finally got up to about seven (employees),”
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Wade Cornwell and his daughter Mary celebrate his 99th birthday at Rose City Yacht Club.
The builders of the original five Chinook class sailboats at the launching of Chinook #1. From left: Henry Morton, Jarvis Gould, Wade Cornwell, Merle Starr, and Tom Green, 1956.
Wade said. “If we really put our minds to it, we could build a hull in a week...One year, I remember, we made 50 hulls and 25 tops.” Customers could bank work hours toward their hull purchase, helping to build the plugs and the molds. “We were a very small company to begin with, and if we had more than about two orders at once, we were in trouble.” Although most buyers were local, “we sold a lot in California,” Wade said. A few went to New York and Florida; “a couple went overseas to Colombia and the Philippines. They were all over the place.” RCYC has “always been a do-it-yourself club,” Wade said. “When I joined in 1948,” he said, an old tugboat, the Defender, served as the clubhouse. “it had already sunk once and been raised,” and after the club moved to a new location it sunk again. The second sinking “was during the time that I was commodore, in 1951,” Wade recalled. “They hired a guy with a truck with a big coil of cable on the back.” They’d punch holes in the hull and run the cables through one 10-foot section at a time, “yank that off and pull it ashore, and then do another section. Finally they got it all ashore (and) burned the whole pile.” “We built our present clubhouse” while Tom Green was commodore in 1953. “That was quite a job,” Wade said. They had the base built “down the river a ways. We were so gung ho that we piled lumber on it and (started) building...while we were being towed up the river. In 1989, two years after Merle Starr passed away, Tom and Wade sold the company. People were no longer interested in building their own boats. “The do-it-yourself thing kind of fizzled out,” Wade recalled. Hans Geerling, a fellow RCYC member, bought the assets and formed Cascade Yachts. You can’t meet with a centenarian and not ask about his early roots, and Wade’s ancestors were among Oregon’s pioneers. “My
mother's parents settled over in the northeast corner of the state in Halfway,” he said. “That's where I was born.” His father’s parents lived in Baker City, where Wade’s father assisted his grandfather with running six-horse teams out to the mines, including the Cornucopia mine beyond Halfway. “They probably stopped in Halfway for the night,” Wade surmises, “and met my mother there.” When Wade was 2-1/2, his mother died and his maternal grandparents cared for him for a couple of years. He never knew his grandfather, Wade Cornwell, Sr., “but I moved in with his wife, Daisy Cornwell, in Baker City, for a couple of years. Then my father remarried just before I was six and we moved to Portland.” When he started first grade in Portland, he said, “I didn't know the alphabet or numbers or anything. I think my grandmother was probably illiterate. Then we moved out near Metzger. I went to a fourroom schoolhouse with pot-bellied stoves for second grade. Then we moved back into Portland.” He’s been here ever since. Wade has always kept busy. “I skied for about 60 years; I sailed for about 60 years. I backpacked, played golf, played tennis: I was active all the time.” As for how he made it to 101, he said “I think it's mainly genes.” But he’s also led a healthy lifestyle. “My stepmother worked for a little while for a health foods store. I don't know whether that has anything to do with it, but ever since I was little, I’ve eaten healthy. I never smoked, I never drank; I never drank coffee; I never drank soda pop.” Whether you want to credit healthy living or good genes, Wade is maintaining a lifestyle many would envy. He still drives and lives independently. He has had to curtail some activities, however: he now arrives at RCYC parties and meetings with Hans Geerling, because, as he recently admitted, he has had to cut out night-time driving.
Local Inventor Introduces Modular Dry Dock Design Ken Dye has spent a lifetime designing and building floating structures, first when working as a salvage diver to raise sunken boats, and later as the foundation for docks and marinas like the Scappoose properties that he built from the riverbed up. This experience also required him to drydock vessels from small sailing yachts up to the 204' Salvage Chief—and overcome the many issues involved in finding the right size dry dock, in the right place, available at the right time. So, he began to develop a design for a modular drydock system, assembled from several small portable sections that can be combined to handle ships of various lengths. The pontoons will have a standard “U”-shaped cross-section, floodable buoyancy chambers, pumps for emptying the ballast water, and two walls that stabilize the structure when lifting a vessel. But each of these identical “pontoons” would take advantage of modern lightweight materials for the floatation tanks and builtin buoyancy compartments/walkways on top of the walls. It will also have lightweight flooring and screens that will protect the envi-
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503-285-3838 • Fax: 503-285-5414 ronment from paint and rust chippings, and an optional roof to keep the project dry. This will increase the efficiency and comfort of the team working on the hauledout vessel. Dye’s modular system will enable a small crew to easily load a single pontoon onto a truck, and several could be quickly launched and connected together at any suitable dock. It will permit a drydock to be installed in shallower water or remote locations, or temporarily to cover local needs for sal-
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vage, marine repairs or maintenance. In fact, in special circumstances, it may be easier to bring the modular dock to the yacht than the yacht to the dock! Dye is looking for local partners to assist in the promotion of the concept and construction and testing of a prototype. For more information: call Ken Dye at 503709-5552
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• Runabouts • Cruisers This crew ran aground on the upper Longbeach peninsula but escaped without injury. The cause was probably relying too heavily on GPS.
Coast Guard crews aided two mariners aboard a 41-foot sailing vessel that ran aground at the entrance to Willapa Bay near Tokeland. The vessel had reportedly experienced electrical issues and lost GPS and radar while sailing up the coast from Coos Bay, Ore. Sector Columbia River watchstanders received a distress call around 6:07 a.m. from the owner of the sailing vessel Ronan after it had gone aground near the Willapa Bay entrance. An MH-60 Jayhawk helicopter crew from Air Station Astoria, Ore., and a 47foot Motor Life Boat crew from Station Grays Harbor launched in response. The aircrew was unable to hoist due to the position and unpredictable motions of the vessel. A rescue swimmer was lowered onto the nearby beach, where he safely escorted the two mariners
from the vessel to the shore. “As unstable conditions grew, the crew of the sailing vessel had the proper survival suits and life jackets to don when it came time to abandon ship,” said Senior Chief Petty Officer Joseph Dalida, command duty officer at Sector Columbia River. “The last place you want to be when you find out you don't have the proper safety equipment is in an emergency.” The weather on scene was reported as an air temperature of 47 degrees and water temperature of 57 degrees, with 10 mph winds. Incident Management Division personnel from Coast Guard Sector Columbia River in Warrenton, Ore., are consulting with the owner to determine the best course of action regarding the grounded vessel.
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85' Schooner Destiny Returns to the NW After Mexican Cruise
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by Peter Marsh The 85' schooner Destiny arrived in Astoria at the end of September and spent three weeks on the east side of Pier 39 at the east end of the city's waterfront. When I inquired about the boat, the pier's owner Floyd Holcom informed me that this was a real classic yacht with an impressive history. A quick web search found that the wooden vessel was built by August Pankey, Wilmington in southern California with 2.5-inch-thick planking for newspaper magnate William Randolph Hearst, and launched Sept. 17, 1934. He quickly sold it on to playwright, screenwriter, and film director Preston Sturgess, and it became part of the Hollywood social scene, hosting many glam-
orous parties and events until World War II intervened and the yacht was commissioned into the U.S. Navy, where it was painted military grey and patrolled the West Coast searching for Japanese warships. The boat was returned to Sturgess in 1946, but he soon sold it to aviation pioneer Howard Hughes, who kept the boat for 20 years. Hughes interest in dating young starlets was well-known in the 1930’s, but he managed to avoid matrimonial entanglements until January 12, 1957, when he married actress Jean Peters on board the Destiny. In 1961, John Wayne chartered the schooner and sailed to Hawaii and back. The latest owners of this illustrious yacht are Mike and Dawn Hilliard who bought her in 2007.
They spent three years in Port Townsend where the boat was completely restored by the Shipwrights, who also installed appliances like a commercial-sized washer and dryer and a full-sized standing refrigerator freezer that can be powered by twin wind turbines or a large solar panel array. The Hilliards also worked on improving the complex running rigging so they can easily handle the traditional sail plan, with a 31' wide square sail on the 81' foremast. Then they spent the last three years cruising Mexico, and told me on the dock that they intend to spend the winter on the Columbia River. The Destiny is 62' long on deck with a 10' draft, so needs deeper water than most local yachts.
Stay Safe This Winter on the Water from the Sheriff’s Office River Patrol by Deputy Scott McDowell
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The boating season is quickly winding down, so it is time for an update from the River Patrol. This summer there were a few big events in and around the Portland Metro area that we participated in, like the “Shell No” demonstrations near the St John’s Bridge Cathedral Park boat ramp. We only had a few minor issues with some of the kayaktavists, the majority who participated did not cause any issues. I think for the majority we worked well together to achieve no injuries or loss of life. We also had the Red Bull Flutag downtown. Although there were a few issues with boaters not observing the navigation channel rule, for the most part were dealt with by the U.S. Coast Guard. For all of you that were out at the Flutag event please remember that by C.G. regulation the shipping channel must remain open for commercial traffic. We all want to see the event, enjoy the music and have a good vantage point, but the rules of the waterways must still be observed. Fourth of July this year went much better than last year on the Columbia River with only a few issues. On the Willamette there were a few more boaters who wanted to get the closest vantage point to the show and were in the navigation channel and a little too close to the fireworks, but they did move when we asked. Overall, we would say that for the River Patrol it went pretty well because there were no injuries or loss of life. This year showed a marked increase in call volume for the River Patrol. June 2014 we had 81 calls for service, June 2015 we had 120 calls. July 2014 we had 65 calls for service, July 2015 we had 130 calls. August 2014 we had 84 calls for service, August 2015 we had 98 calls September 2014 we had 80 calls for service, September 2015 we had 91 calls. In 2014 about 40 percent of our calls were considered by our dispatch center as High Priority calls to 2015 calls being about
65 percent as High Priority calls. Unfortunately we had a few very tragic incidents this year. Let’s all try to eliminate those incidents in the future. Make sure to have all of your safety equipment and wear your lifejacket. I know the weather still doesn’t feel like winter is on the way, but a lot of boaters have already put their boats away for the winter. For all of you that have, try and make sure that they are dry inside and winterized so there will be no problem with mold and mildew come spring time. Also take good care of your motors, so there are no cracked blocks and it will be easier to get them up and running next spring. Registrations are coming due at the end of the year so check and see if yours expires this winter. If it does, please start on the process as soon as possible. The State Marine Board is still behind from the computer system changeover so the faster you can get the renewals in the quicker they will get them back. Also if you renew your registration on-line, I hear they are much quicker with the returns than they are if you mail them in. The website for renewing your registrations is boatoregon.com. Now it is time to get ready for the upcoming Christmas ships detail, Boat Show and Sportsmen’s Show. For all of you who plan to be out on the water recreating, fishing or working this winter, please remember to be safe, plan for any conditions as we know how the weather changes, and make sure that all of your equipment is in working order. If you have any questions or concerns feel free to flag us down out on the water or come by the office. We will have a booth at the Boat Show and at the Sportsmen’s Show again this year. Come by and ask any of those questions that you may have and say hello to the deputies from the River Patrol. Remember: ‘tis the season that it is crucial to have all of your equipment in working order. Have a great Holiday season and always wear your life jacket.
New Ojalla Boat Slide Offers Easy Access to Siletz River For decades, paddlers have parked on the side of the road near the Ojalla Bridge and carried their drift boats or other boats down the bank into the Siletz River, which eroded the bank, increased sediment in the water and posed safety risks. Boaters now have easy access to the Siletz River off highway 229 near Lincoln City, with the recently completed Ojalla boat slide. Drift boat anglers have safe access to prime salmon and steelhead fishing while paddlers (kayakers and canoeists) have year-round recreational use of this section of the river. Boaters and anglers wanted developed access on this section of the river and provided valuable slide design and location input to the Marine Board, ODFW and Lincoln County Parks. This project was a cooperative effort that began in 2010. Keith Andresen from Lincoln County Parks contacted the Marine Board and began conversations with ODFW, who owns the land and leases it to Lincoln County for operation and maintenance. Andresen oversaw every aspect of the project for the county and the sub-contractors to bring the project into focus. This project was a true collaboration since it is the first boat slide project designed by Marine Board engineers, patterned after a design developed by ODFW. The slide is 107 feet long with a 14 percent upper slope and 43 percent lower slope that can accommodate drift boats, canoes and kayaks. The slide structure contains over 60 cubic yards of concrete, 10,000 pounds of steel, and 260 square feet of cedar lumber (with an expected life of 1520 years).
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“The first fall rains typically spark the lower river salmon fishery for both fall chinook and coho salmon and that fishery can be productive into December,” said Derek Wilson, fisheries biologist with the Oregon Department of Fish and Wildlife (ODFW). “Anglers can then go after winter steelhead through March and into June for summer steelhead, so this new slide provides a good eight months of access to excellent fishing opportunities.” Lincoln County received a total of $375,800, ODFW provided $295,575 of U.S. Fish and Wildlife Sport Fish Restoration boat ramp funds and the Marine Board provided $80,225 in state
boater funds toward the project. Lincoln County also contributed $35,000 cash and in-kind services In addition to constructing the new slide, grant dollars also helped pay for environmental work that included extensive bank restoration, plantings and invasive species removal to restore the eroded bank. The site design also included construction of an infiltration basin to collect and treat stormwater. Although the slide is not ADA accessible, the 16 boat trailer spaces, eight single car spaces and a single stall vault toilet are ADA accessible. View a slideshow of the new Ojalla slide and learn different launching techniques on YouTube.
International Order of the Blue Gavel Announces “Save A Life”® Life Jacket Recycling Program International Order of the Blue Gavel (IOBG) District 5, a society of past yacht club commodores, announces a life jacket recycling program called “Save A Life.” “There is a tremendous need for life jackets throughout our area to make boating and water based activities safer for everyone. District 5 IOBG leadership is very excited to expand our life jacket donation program to include recycled life jackets.” said Mike Kondrat, President of the IOBG District 5. “As any nonprofit can attest to, funds are extremely hard to come by year after year. By providing a means to recycle life jackets we can stretch our budget to address more of the community’s needs.” The “Save A Life” program is available throughout the Portland Metro area at participating yacht clubs, marinas and other boating facilities. You can participate in the “Save A Life” program by simply dropping off your gently used life jackets in the marked cardboard box at your participating facility, marina or yacht club. “CRYA is very excited to support the “Save A Life” life jacket recycling program,” said Ken Kudrna President of the Columbia River Yachting Association (CRYA), “We encourage our members to join the program by
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IOBG District 5 Executive Team preparing the first “Save A Life” donation box. providing space for the “Save A Life” boxes in their facilities.” “Support for the Blue Gavel’s Save A Life program enables Safe Kids coalitions in Oregon to provide much-needed life jackets at numerous kiosks throughout the state,” said Karen Ayers, Safe Kids Oregon Director “Together we can provide a safer water experience for a wide variety of people enjoying our parks and waterways.” In the last two years, the IOBG Organization has provided over
$8,000 in life jackets to Safe Kids coalitions throughout the State as well as to kiosks at the 42nd St. ramp, St. Helens public dock and to the Daughters of Neptune. As a non-profit organization donations are deductible to the full extent of the tax law. You can use our “Go Fund Me” account at: www.gofundme.com/Life-jackets Contact Mike Kondrat , President of IOBG District 5 at 503819-2775 or email@example.com
Small Ferry for Grand Coulee Fish Farm Was Pre Fabbed in Coos Bay by Peter Marsh As most freshwater boaters know, you can navigate the Columbia upstream to the Tri Cities and then the Snake to Lewiston, Idaho, but the upper Columbia is landlocked, so boating above the Grand Coulee Dam on Lake Roosevelt is only open to trailerable boats. That doesn’t deter lots of people from enjoying the waters of the lake, which extends over 150 miles almost to the Canadian border. But it wasn’t that simple when Pacific Aquaculture needed a new boat for its steelhead fish farm on Rufus Woods Lake, which flows into the Columbia 20 miles downstream from Grand Coulee Dam. They wanted a boat big enough to ferry a large truck and a load of up to 50 tons of supplies out to the net pens and return with tanks full of fish on the return trip. The owner of the farm, Pacific Seafoods, turned to a commercial boat builder in Charleston on Coos Bay that maintains its saltwater fleet of large fishing boats. They sketched out a plan to prefab a powered barge about 75 feet long and 30 feet wide. This would be constructed in three sections, each 75 feet by 10 feet., loaded onto three long-bed trucks and transported almost 600 miles to NW Washington. The plan was passed to naval architect Bruce Culver of Tacoma, who does most of the engineering for Giddings regular work enlarging and upgrading steel fishing boats. Culver had the final version computer faired, and the steel was CNC cut at American Steel in Portland. Work began in May on the first part, and I saw welders connecting the framing on the second part in June. The steel hull has
After a 600-mile road trip from Coos Bay, this 75' X 30' truck ferry now supports a steelhead farm on the upper Columbia River.
a depth of 5 feet, with the outer hulls both containing a complete propulsion system in the stern compartment, with a Cummins 300 hp QSL-9 diesel, with ZF 325-1 reduction gear, 3” shaft and 40” diameter prop, and rudder. The engine coolers are recessed into the hull sides. The center hull houses a generator room with a John Deere 65 kW and a bow ramp. Forward of the three engine compartments is a freshwater ballast tank, and an 879 gallon fuel tank. A 300 cubic foot insulated fish hold was installed in the center hull. The three sections were assembled in the yard in August to check the fit,
then loaded onto flat bed trailers. A fourth vehicle carried the aluminum wheelhouse, crane etc. and the convoy set off across Oregon and Washington. The journey went smoothly and only took two days. A temporary boat yard was set up on the shore of the lake where a 100-ton rented crane from a Spokane company lifted the hulls off the trucks and onto a base of large timbers. A crew of seven men worked for the next week to align the three hulls and weld them together permanently. With the aid of several heavy construction vehicles, the vessel was launched into the freshwater lake that will be its perma-
nent home. Its first trial was a spin around the lake unladen, when it demonstrated good handling and a working speed of 8 knots. But the serious test came when it arrived at the company dock and a truck was carefully driven on board over the bow ramp, operated by a hydraulic winch. Once this was proven, the test was repeated with a load on the truck, which brought the barge down to its level trim. After a couple of month’s use, John Bielka, the on-site manager at the farm, reported that everyone was pleased with the design, which was a great improvement over the previous work boat.
Corps of Engine Will Sign MoA on Willamette Falls Locks
ENJOY Our local waters..They’re great!
After close to two years of federally mandated discussions between the Portland District Corps of Engineers and the many stakeholders who support the re-opening of the Willamette Falls Locks, an October 12 meeting at USACE offices offered hope of a signed memorandum of agreement by the
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the National Trust for Historic Preservation, the Confederated Tribes of Grand Ronde, the Clackamas County Historical Society, Hooley & Naito, PGE, the City of Wilsonville, the Willamette Falls Heritage Foundation, and the One Willamette River Coalition. Those organizations make up just a slice of the many groups and local governments up and down the Willamette Valley that have joined forces to call for returning the canal and locks to public service. In a related effort, Clackamas County Commissioner Tootie Smith and PGE’s Annette Matson are leading a Clackamas County Willamette Falls Locks Working Group that has opened conversa-
tions with the COE about a potential future transfer of the facility out of federal control. A signed MoA is viewed as the next step towards both eventual re-opening and any potential future transfer of ownership. The efforts of the County Working Group are expected to fold into and support the work of a new Legislative Task Force on Willamette Locks, established in the recent Oregon legislative session through Senate Bill 131. Members of that Task Force, which will be staffed by Oregon Solutions, are still being appointed. For more information please contact One Willamette River Coalition coordinator Sandy Carter, at 503-655-0649.
USS Portland Commissioning Committee Now on the Web
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end of the year. The agreement would help counteract the "adverse" effects on navigation caused by the unexpected December 2011 closure of the 1873 navigation canal and tandem locks but would not repair and re-open the canal, which provides the only water-based way around the 45'-high Willamette Falls. The meeting, latest in a series of consultations required of the USACE by Section 106 of the National Historic Preservation Act, moved the Corps and Locks’ advocates a significant step closer to final approval of a draft MoA. Attending were representatives of the State Historic Preservation Office, METRO, Clackamas County,
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The USS Portland Commissioning Committee is pleased to announce the activation of the USS Portland (LPD27) website. This ship is a 684’ San Antonioclass amphibious transport dock ship Navy; the keel was laid down on August 2, 2013, at the Ingalls Shipbuilding yard in Pascagoula, Mississippi. It will be the first US Navy ship named in honor of the
city of Portland, Oregon. The website address is www.ussportlandlpd27.org. This is the preview website and will morph into the permanent website as we finalize committee organization, specific events and activities. Much has gone on behind-thescenes over the last few months. With the website up and running the group will be ramping up its
activities over the next few months. Another meeting will be held soon. In the meantime, they are soliciting recommendations for committee leadership, potential endorsers and sponsors and any other ideas to make the ship’s commissioning week in late 2017 memorable and successful. Please send your recommendations to email@example.com.
NW SAILING NEWS
Broad Reachings by Eric Rouzee Hood River sailor dodges storms in North Pacific Crossing I’ve always marveled at those sailors who’ve bitten off significant ocean voyages, wherever they happen to take place. My brother Mike has bagged two Atlantic crossings on board his custom-designed Crealock 44. Closer to home, we’ve had our share of circumnavigators from the Pacific Northwest, and on a personal note, I have several friends who’ve raced to Hawai’i (and one to Tahiti) in the TransPac and Pacific Cup races—and then sailed back to boot. And here’s another one: on Friday, October 16, Tracy Hollister, a 42-year-old carpenter and homebuilder from Hood River, Oregon slowly rounded the breakwater at the West Basin in Astoria on board Ingrid Princess, his Ingrid 38 ketch. Actually, a lot of boaters come around that corner every day, but not many of them do it having just finished a 49-day singlehanded Pacific crossing from Japan to the Oregon Coast. Hollister did. Hollister described seeing the mouth of the Columbia River in an interview with the Daily Astorian like this: “It was an out-ofbody experience.” And I guess that makes sense. I myself have crossed the Bar on a number of occasions with crew mates who were having an out-of-body experience at the time. Usually it was breakfast that was coming out of their bodies, but you get the idea. Anyway, back to what Hollister accomplished. He set out from Chichijima, Japan on August 29 with two months’ worth of food, water and stores, figuring he’d be able to make the crossing in around 40 days. However, if you’ve been following the Pacific hurricane season, then you know that it’s been an unusually active storm season, attributed to a strong El Nino year. All of this means that Hollister ended up dodging five strong storm systems as he worked his way across the North Pacific And this is my favorite quote from Hollister: “At one point, I could have gotten stuck in a supertyphoon. Fortunately, that did not materialize. The worst I experienced was 50 knots of wind and 25-foot seas, and that wasn’t that bad.” A quick trip to the NOAA website yields the official definition of a super typhoon as, “typhoons that reach maximum sustained 1-minute surface winds of at least 65 meters per second.” That’s around 130 knots, or 150 miles per hour, which sounds like lots of fun. As it was, Hollister dealt with the aforementioned 50knot gusts and 25-foot seas, so my hat’s off to the man, especially when he describes a two-and-a-
half story wave as “not that bad.” Hollister stayed busy on the crossing by working on Ingrid Princess (presumably, being a carpenter, he has more than his share of skills), reading, writing and playing (I swear I’m not making this up) Candy Crush on his smartphone, which sort of makes me rethink that game. It wasn’t all beer and skittles though. Hollister maintained contact with the outside world, including weather forecasts, using his single-sideband radio. It worked great right up until somewhere around the International Dateline, when his electronics went down, including his chartplotter. As a responsible ocean sailor, he had celestial capability as a backup, which was great, except that the sun and stars refused to show themselves. So Hollister resorted to dead reckoning and paper charts, with one back up GPS to give him an initial fix. Not bad, Mr. Hollister. As Hollister and Ingrid Princess approached the Columbia River, he described the experience. “I felt like I was dreaming,” he said. “All day Friday felt like a dream, until I woke up Saturday morning and realized I’m not dreaming… I have been on watch for the last 50 days, and needing to be ready for anything. It’s got me worn out.” I imagine it did. When Hollister pulled into the West Basin, waiting for him were friend Brian Thom (who had actually joined Hollister for a run from Mexico to Polynesia, but that’s another story) and Michelle Hollister, Tracy’s wife. I’ve had a few warm receptions in that very ma-
Ingrid Princess cruising in Glacier Bay in 2007. Photo Credit: Skip Masters
rina from my wife Diane, most notably after a most interesting Bar transit in 2008, but I can’t imagine they were any more exciting than the one Tracy received from Michelle. Also waiting for Hollister were two previous owners of Ingrid Princess, Skip Masters and David Rankin. Rankin had purchased the very capable boat in 1984 and circumnavigated her with his wife Diane. After Masters bought her (the boat, not Rankin’s wife), he sailed her for eight years between Oregon and Alaska. In other words, you probably won’t find a tougher bluewater boat than an Ingrid. And you could probably say the same thing about Tracy Hollister. Well done, Mr. Hollister! And speaking of big jumps... Here’s another jump that some continued on page 10
Photo Credit: Tracy Hollister
NW SAILING NEWS
Broad Reachings...continued from page 9 of you may have seen, but for those who haven’t, it bares repeating. On Tuesday, October 20th, the Shell Oil icebreaker Tor Viking II responded to a distress call in the Gulf of Alaska, about 350 miles southeast of Dutch Harbor. Seems that a French sailor, Manu Wattecamps-Etienne, was in distress aboard his 30-foot sailboat La Chimere, having apparently lost his rudder and rigging in 20-foot seas. Tor Viking II was bound for Seattle, escorting Shell’s Polar Pioneer drilling rig (yeah, the same rig that generated multiple protests in Seattle and Portland) when they received the Coast Guard’s call for help from any vessels in the area. When Tor Viking II arrived on scene, Wattecamps-Etienne was clinging to the forestay and wearing a large backpack. And here’s the interesting part (well, one of the interesting parts): he also had his cat stuffed inside his jacket (I’m assuming the cat was not totally happy about the overall arrangement). After Tor Viking II performed some decidedly difficult maneuvers to get close, Coast Guard video shows the man taking a SERIOUS leap of faith over the pulpit of his yacht, and onward over the railing of the Shell tug, miraculously making it to safety. And I’ll reiterate: I’m pretty sure the cat wasn’t happy with that effort either, even though it undoubtedly saved its life. The video has made the rounds on social media, but in case you haven’t seen it, you can go over to httpwww.opb.org/news/article/stranded-sailor-makes-life-saving-leap-onto-shell-icebreaker/ and have a look. And I can honestly say it’s the first internet cat video that’s truly held my attention. Anyway, kudos to the Coast Guard and the crew of the Shell icebreaker for providing a happy ending to this drama.
by Dale Waagmeester
Long Range Planning for a Cruise This past month, I have had three customers bring in sails for repair and/or check-over before they took a long cruise. One was going to Mexico, one to Dale Alaska, and one to Waagmeester Hawaii. OK, so far so good. It is always a good idea to get your sails checked over before you go on a cruise. It’s like getting a tune-up and oil change on the family station wagon before heading off for a vacation. The problem is that in each of these cases the sails were well past their usable life; read that “shot.” They were much better served to be made into duffle bags than to be used on a boat taking a major cruise! The Mexico-bound mainsail was rotten, and badly in need of repairs everywhere. The sail was so bad that it really didn’t make sense to put hundreds of dollars into repair work when it was due for an appointment with the dumpster. The Alaska-bound main was also rotten; so much so that the web that was used to sew on the slides was rotten and the slides were falling off. The fabric tore with the consistency of a medium weight construction paper. Sadly, the year before I had told this customer that his mainsail needed to be replaced before he took on any ambitious cruising with the sail. I guess that he didn’t believe me... Now there was “no time” to get a new sail before departure. The Hawaii bound headsail had a large tear in it. The sail itself looked pretty good unless you pulled against the tear. Then it tore further without much pressure applied. The sail had been wrapped too loosely and/or wrapped backwards on the roller furler, so the leech had been exposed to the sun and was completely rotted by UV. One good blow and this sail was likely to explode. It never ceases to amaze me how bad some people’s sails are when they are planning a big cruise. New sails are expensive. I get that. But how much are you going to enjoy your cruise to
Hawaii if you blow up your mainsail three days into the trip? There are not too many sail repair shops between here and Hawaii. I guess that hand-sewing sail repairs gives you something to do on the long trip, but repairs on rotten fabric aren’t all that reliable. As I often tell people, you can sew a piece of sheet metal to a piece of paper and the repair would only be as strong as the paper. If your sail is rotten your repair is only as strong as the rotten fabric. Literally--I use pattern paper that is stronger than some of the rotten sails that I have had come through my shop. I ask people if they would drive from Portland to Chicago in their car if the tires were bald and thin. Of course the answer is, “No!” Yet they will sail to Hawaii or Mexico with sails that are completely rotten. Go Figure! It is not uncommon for us to see 25-30 year old sails come in to our shop for service, and often the owner says “This sail is old but it is like NEW!” I am sorry to burst anybody’s bubble, but these sails are NOT like new. Even if they haven’t been used much, the cloth is almost certainly rotten. If the cloth is rotten, the stitching is most probably rotten as well. All of this leads to a sail that has a very good chance of failing during the rigors of a long offshore cruise. For some reason many sailors don’t seem to think that there is anything wrong with a 25 year old sail if there are not a lot of repairs on the sail and the fabric feels “crispy.” Once I even had a guy call the loft who wanted to sell me a 25-30 year old Lightning sail, figuring that it was an “antique” and worth lots of money. He didn’t believe me when I told him that nobody was going to pay him much for a 30-year old sail... I think that just about any sailmaker would agree that if you want to take a long cruise and your sails are 10 years old or more, you should probably buy new sails; at least replace your primary sails (main and headsail). Any sail older than that risks the chance of self destructing during a gale or in rough seas where the sail can collapse and fill violently
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or flog itself to death. Here are the things to look for to see if your sails are getting a bit long in the tooth. Is the cloth rotten? Without actually checking the tear strength of the fabric, this is sometimes a difficult thing to ascertain. If you have a rip in the sail, pull on the fabric on either side of the tear in an effort to tear the sail a bit more. If the fabric is rotten the sail will tear quite easily. Compare the tear strength of the fabric to a new piece of cloth and sometimes you can be quite surprised how far your old sail has deteriorated. If you don’t already have a rip in the sail you don’t have the luxury to try this. Quite often a customer will let me put a small tear in their sail (in a non-conspicuous and easily repaired area) so they can see for themselves how easily torn the fabric is (or isn’t). Sometimes you can put a small hole in the fabric with a pin and listen to the “pop” the fabric makes when the pin goes through. The sound of the “pop” can sometimes be telling. Also, if you fold the fabric over itself and rub the two surfaces together you can get a tell-tale “squeaky” sound if the cloth is rotten. On the other hand, the old original Hood Dacrons made this “squeak” when the fabric was brand new. As you can see, these last two methods can certainly be subjective and aren’t the most accurate methods of checking the sail cloth, but they can help you become suspicious enough to want to actually put a tear in the sail to check the tear strength of the fabric. If the fabric is rotten it is a pretty good bet that the stitching is rotten as well. This is particularly so for the stitching on a UV edge for a furling sail. UV edges should be re-sewn every 5 years or so in the Northwest climate— more often than that in sunnier climes. I usually test the stitching by scraping my thumb nail against it. If the stitching is rotten it will just open up and come apart as you scrape it. Particularly check your UV edge in the area where the spreader hits the leech when you tack. This is usually the first stitching to go bad on a UV edge. If your furling headsail has reinforcement webbing straps on the corners that are on the outside of the UV edge (i.e. exposed to the sun) check the stitching AND the web carefully. Eventually the clew, head, or tack ring will pull right off due to the web and/or stitching being rotted by UV. Usually this happens in a good blow, leaving the sail to flog in the breeze while it further self destructs. Finally, an area that is often very tender on furling genoas is the 12” or so that lies just inside of the UV cover. If the sail is rolled too loosely on the furler or if the protective UV edge is just a tad too small (leaving the rolled up sail to look like a peppermint stick where the white fabric is peaking out from behind the Sunbrella cover), the sail is exposed to the ultraviolet rays 24/7, making this area highly likely to become rotten. If your UV cover is white like the sail, it is difficult to see the “candy stripe” so the owner is less likely to try to take care of the problem. The result is that the sail is even more likely to get expocontinued on page 11
In the Galley with Capt. Sandra Thoma How to Not Be the Entertainment While Mooring Roy and I were delighted to have our friends Randy and Susan aboard for our last weekend in the San Juan Islands. The weather was stunning, and as an added bonus there was a blustery 15 knots plus of wind — enough to give me pause to carefully consider my sail tactics and seamanship as we headed out of the harbor. I wanted our friends to have a good time, and not scare the heck out of them! We sailed out of the harbor on an easy close reach. “Want to sail the boat?” I asked Randy. “Sure,” he replied. He had a huge grin on his face. We tacked between islands, then out to open water. Tranquility heeled on her shoulder. Foamy water washed the grunge off the rails and splashed up over the bow. Everything that was not well stowed down below found its way to the cabin floor with a crash. “This is work,” Randy said. Tranquility was overpowered, but manageable. Susan eyed the mayhem down below. “Oh my,” she said shaking her head. “We can reef the sails,” I said. “No way,” Randy replied, “this is a blast.” The wind continued to build. I
took over the helm so Randy could make lunch. I nervously watched him, as he wedged himself between the companionway steps and the stove for balance. He was having the full-meal-deal experience of cooking while standing at an angle. His head appeared in the companionway a short time later, and to my relief, he was still smiling. “That was quite an adventure,” he said, handing up bowls to the crew. “I love the gimbaled stove.” In my experience, if the captain’s not calm, no one is calm. When the gusts started coming so hard the jib was dipping in the water, I didn’t feel so calm. “Time to reef the sails,” I said to Roy. “Let’s do it by blocking the jib.” It’s a maneuver we’ve practiced. Turn downwind, let out the main, surf down swells, careful don’t jibe, haul in the jib, turn back upwind, haul in the main. Our practice showed. The still smiling faces of our crew told me we’d made it look easy. Roy cleated off the furling line and turned to check in with me. “All set?” “All set,” I smiled at him. Tranquility was making 6 knots and
Randy and Susan.
Dale’s Corner...continued from page 10 sure, rotting the fabric as time goes on. Some boats have white UV edges on their headsail and a Hood Line Drive furler. A lot of Catalinas came from the factory with this setup. The Line Drive furler has a continuous furling line so that the sail can be furled either clockwise or counter-clockwise, depending on which way you pull the line. Without having a colored sun edge visible when the sail is furled, it is common to see these headsails constantly furled backwards since the sail looks pretty much the same no matter which way it is furled. Unfortunately, if you furl it one way the sail is protected but if you furl it the other way the sail is exposed to the sun. If the sail has been rolled backwards for any length of time, the entire leech, clew and foot are likely to be rotted and the sail is deemed virtually worthless for any heavy use. One good breeze can blow the sail up into pieces. Of course, we aren’t even covering the subject of whether the sails are blown out and are shaped more like a burlap feed bag rather than like an airfoil. But that is another thing altogether… .I guess that the lesson here is that you should get your sails checked over and perhaps replaced if you plan on making any long cruises. Before leaving for their big adventure, many sailors get their engine completely overhauled and add a bunch of new navigational electronics but ignore their sails. I might suggest that you bring your sails in to see your sailmaker a year or two early, before the big cruise, and find out if they are up to the job. If the sailmaker says that they are not, most likely they are telling you the truth. Then you have time to budget in some new sails before you take off for points North, South, or West! Or you can take your chances... Six-Pac Facebook Page Long time Portland sailor Kevin McAllister, who now resides in El Dorado, California, is making a Facebook page dedicated to the memories of that great old regatta called Six-Pac. He would like pictures of some of the dock parties in Astoria or some of the log raft gatherings, or some group photos of some of the boats competing. If you happen to have any good pictures like this, please send them to me at firstname.lastname@example.org and I will forward them to Kevin.
bouncing off three-foot swells, when we approached our destination – Shallow Bay on Sucia Island. Normally we would take in sail before motoring through the narrow cut in the reef that formed the entrance to the bay. As it was, I cringed at the thought of the sails flogging in this wind. I studied the red and green entrance buoys. “We’re going to sail in,” I said. “We’ll take down sails inside where it’s protected.” Roy looked at me with knitted brows. “There’s not much room in there, you know.” “We’ll work fast,” I said. Tranquility charged between the buoys, making seven knots and heading straight for the rocks on the beach. Roy was right. It’s called Shallow Bay for a reason. I signaled to him with a circular motion with my forefinger. “Heading up,” I called. “Ok, haul in the sails!” Roy gave Randy instructions for hauling in the main, while he furled the jib. Our crew seemed to be enjoying the snappy action and the only thing that might have indicated tension was Roy’s glance back at me. His eyes were the size of dinner plates. I think I’m the only one that noticed, thankfully. The same wind that had us charging in the bay was also kicking up a good chop over all of the mooring balls. Roy took over the helm and I headed up to the bow – our usual stations for mooring-ball-catching. I used our usual hand signals to guide him to the ball, reached out to fetch it, then quickly pulled my hand away as the bow speed past. I looked back at the cockpit. Roy was waving his hand in a whatthe-heck gesture. Something was wrong. We are never the couple that provides the entertainment. I went back to the cockpit to consult. “I can’t see a thing,” he said. I looked at the bow, and realized that Randy, who had come up to help,
Sandra enjoying a meal cooked for her.
was standing in his line of sight. “We know how to do this,” I replied, and winked at him, to break the tension. It was as much for my benefit as for his. I gave Randy a different place to stand on the deck, and pointed out the ball with the boat hook. On the next pass, Roy figured out the wind, I looped the ring, and gave Roy the signal for ‘made’. Back in the cockpit, I overheard Roy say to Susan that we weren’t usually that entertaining. Susan wasn’t paying attention, however. Whatever shenanigans Roy and I were up to was boring compared to the waving of arms, and scratching of heads and butts happening on the boat trying to catch the mooring next to ours. After their fourth attempt, the crew of six fellows gave up and drove out of the bay. Susan smiled at us and waved her thumb at the departing boat. “Now that was the entertainment.” That evening we rowed to shore with a bottle of wine Randy brought to enjoy the sunset. We held our glasses up in a toast, the fading sunlight glowing in the lovely red wine, red on the water, and red in the clouds. We all smiled, and it was very, very easy. Sharing our boat is a gift given and received. We’ve found that when we bring the boat, our friends are
Dining by the Water Delicious deals and a feast of savings!
more than willing to bring the food. Randy and Susan have been experimenting with pasta sauces since their recent trip to Italy. It made for the perfect meal after a day of bouncy, wet sailing. Here is the recipe as I remember it:
Randy’s Amazing Pasta Cut one large spaghetti squash in half Seed, brush with olive oil Set in a 375 degree oven to bake for about 30 minutes. Coarsely chop: One sweet onion, one red bell pepper, 2 zucchini and 4 whole tomatoes Grate 2 carrots Dice 2-3 cloves garlic, and one bunch basil. Set aside. Using a heavy skillet, heat olive oil till just smoking Sauté the vegetables, except for the garlic and basil, until just soft Add everything to a food processor, along with a tablespoon of sweet vermouth Puree for 2-3 seconds, until smooth, but still a bit chunky. Add ground pepper to taste. Scrape the spaghetti squash out of the shell into a bowl. Serve with the pasta sauce and grated Romano cheese. Best served with a slightly dry red, and good friends in the warm salon of your boat. Fair Winds and Bon Appetite!
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26’ to 36’ slips on the Columbia River opposite PDX Airport. Avoid I-5 congestion. Secure card lock parking. Call Bill at Rodgers Marina 503-287-1101 COVERED One 50’ and one 35’ slip $120 per mo. BEAUTIFUL CHANNEL ISLAND MARINA. SECURED GATE, WATER, RESTROOMS, SHOWER. ELECTRIC BILLED SEPARATELY. UPPER MULT. CHANNEL INFO CALL 503-805-4660 or 503-446-8692 1979 Capri 21’ Sloop sailboat, w/5 ½ hp Mercury long Shaft, 2 stroke motor, extra sails, fixed racing keel, w/trailer $2,200.00. 360-430-2615 52 ft 1988 BoatHouse With Apartment $38,500 Loft bed, kitchen, full bath, living room, washer/dryer, new stringers, deck, fire-walk, truss hoop, heat pump, gutters/downspouts, door track & rollers, CRYC water rights. Irwin Y.S. 503381-5467
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68’ Custom Boathouse 1985. A total float restoration ($35,000.00) that included new stringers, floatation, exterior decking all around, etc., was completed in December 2011. Overall dimensions are 68' X 30' w/electric roll-up exterior door. 2 X 6 construction. Includes Water Rights ownership in Columbia River Yacht Club (2144 sq. ft.) and Membership Application is required.. Reduced to $75,000. Irwin Y.S. 503-381-5467. 73 ft, 1975 Hargraves boathouse, $75,000•Portland Yacht Club • Log float-Aluminum Building• 60' x 18' x 18' Electric Door • Stringer-Floatation Maintenance• Desirable End Space Location • Newer Lighting • Lockable Storage Room • Extra Outlets • Overhead Rail-hoist • Taxes only $300/year. Irwin Y.S. 503-381-5467
47' Hargraves 1980 w/upgrades-- O/A 47' X 21' w/40' X 13'6" X 12' well. Some stringers and exterior decks R&R'd and new door 2011. Electrical inspection and heat-smoke-fire alarm system 2012. 2108' sq. ft. of Water Rights in local yacht Club. $40,000. Irwin Y.S. 503-381-5467
53’ Custom remodeled boathouse with complete living area including a kitchen-living roombathroom w/tub & shower and a sleeping loft above the main floor. Completely furnished and ready to move into as a weekender or vacation spot while not out enjoying your boat. . 28' wide X 53' long and the boat well is 35' X 15' X 12' high. 1540 sq. ft. Water Rights in local Yacht Club. $50,000. Irwin Y.S. 503-381-5467
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Waterfront Living • Floating Home & Waterfront Properties Time to Sell!!
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BRIDGETON ROAD - $179,000. 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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NEW LISTING - Jantzen Beach Moorage. Cute as can be 2 Bdrm, 2 BA, wood floors, Grt Rm, Open Kitchen with eating bar, SPA like Bath. Swim Float, Slip Ownership, $234,000 MLS 15632663 Call Susan Colton 503-936-0161
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To Advertise… • • •
Waterfront Living Space Stuff To Sell Notices & More
34326 NW Johnson Landing D-1
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6901 SE Oaks Park Way #19 2bd/1.1ba Waterfront property at its best! Custom designed home has spectacular river views in prestigious OYC. Flr to ceil windows, vaulted ceil., great updates. Gas frpl, granite cntrs, Slip ownership w/3 swim floats incld. Kayak, sail, fish. $648,000 Call Jane
17537 NW Sauvie Is. #47 Spacious Large, 2 bed/ 1 ba Unobstructed river views! Vaulted, Gas fireplace in Livingrm leads to covered deck. Master has deck and gorgeous views! Second floor open deck with rustic cabin for fun. On green desirable Sauvie Island—close to downtown! $249,000. Call Jane.
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1849 N. Jantzen Ave.
Super charming barge, high rounded beamed cedar ceilings thruout, large 1 bedroom. Utility room w/stackable W/D. Wood stove. $115,000 Call Sue.
34326 Johnsons Landing B-10
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1837 N. Jantzen Ave. 1BD/1BA 740 sqft. Cute, cozy, & immaculate, this home has been totally remodeled in ’06 & updated in ’09. Quality and attention given to the details. Exceptional home for a get-away or fulltime living. Slip ownership & lrg swim float included. Low HOA. $210,000. Call Jane.
19609 NE Marine Drive L21 2BR/2 full baths. Brand new in 2014. Kitchen stainless, granite and hickory cabinets. Warm koa flooring. Master Suite. Vaulted Great Room. Plenty of Storage & full attic. $269,000 Call Sue.
27448 N.W. St. Helens #478 2bd/2ba Spacious home, outside slip. Great views.Liv Rm w/Gas firpl, open kitch, Mstr suite w/gas firepl.Separate tender. Slip included! $329,000. Call Jane.
1939 N. Jantzen 2BR/2BA Vaulted living rm w/gas frplc exits to lrg deck. Upper Master w/full bath & walk-in closet. Main flr has 2nd bedrm for guests/roommates. Gated moorage w/SLIP OWNERSHIP. Priced to sell at $169,000. Call Sue.
559 NE Bridgeton Rd #1 2BD/1BA Light & bright cottage w/open ceilings, skylights; loft w/extra storage. Lrg swim float. In desirable Bridgeton area. Small/private moorage. $168,000. Call Jane.
19609 NE Marine DR H-1 2BD/2BA Outside slip with lovely views.. Hdwd flrs, gas firpl, New kitchen w/high end appli, custom cabinets. Many updates including logs & stringers. Huge 45’ boatwell w/ storage & wkshop. Pristine, gated moorage. $174,900. Call Sue.
173 NE Bridgeton Rd #20 173 NE Bridgeton Rd #20 2Bd/2Ba Lovely home w/large light-filled rooms. Open kitch, dini & liv rm flr plan w/hrdwd flrs. Wood stove. Newly updated kitch w/gas appli & heated cork flrs. Lrg Mstr suite w/spacious closets and huge deck. Desirable Bridgeton area. $249,000. Call Jane or Sue.
27448 NW St. Helens #400 3 bd/2ba plus large utility, enclosed boatwell, plus separate tender with workshop below and office above. 35 ft outside mooring. Fabulous views in all directions. Slip included! Private gated moorage. $425,00. Call Jane.
DESCRIPTIONS ARE NICE Full descriptions generate the best response. The more you tell, the better it will sell.
BE CLEAR AND CONCISE Don’t overlook the essentials. Year, make, model, size, equipment and condition are all selling features.
1845 N Jantzen Slip for Sale at private gated moorage. Close to amenities. Low moorage fee; water, sewer, garbage paid by moorage. Gas and electric hook-up. 2 parking spots, can tie up boat! 25 x 60. $95,000. Call Jane.
23666 NW St. Helens U-72 1BD/1BA/ & office. Remodeled with love, this charming home is on a terrific outside Mult Channel slip. Liv Rm w/fireplace. French drs to large swim float. $175,000. Call Sue.
ALWAYS PUT THE PRICE! Studies show more than half of classified readers won’t respond to an ad without a price.
DON’T PUT CALLERS ON ICE Give your phone number and the best time to call. If it’s too difficult to reach you, buyers may give up.
THROW THE DICE! You can’t sell anything until you place the ad!
1815 N. Jantzen Ave. Nice sized slip (31’x64’) in lovely location for sale. Build & bring in, or buy a home and move it to this desirable gated & private moorage. Low HOA covers water, sewer, garbage, parking, security & more. Conveniently located near shops. $110,000. Call Jane.
1635 N. Jantzen 2Bd/2Ba Great room w/fireplace. Lots of windows provide great views. Upper level Mstr Suite w/balcony. Located in desirable gated community. Room to moor boat. Slip ownership. $265,000 Call Sue.
3939 N. Marine Drive #17 2Bd/2Ba Custom home features lrg kitchen; LR w/gas fireplace. Huge upper Mstr Suite w/balcony & skylights. 2 office spaces. Slip ownership. Quiet, private location is in a desirable moorage. $319,500 Call Sue.
18525 NE Marine Dr. D-2 4BD/3BA Custom built by Marc Even. State of the art : simple elegance. Floor to ceiling windows. Gleaming wood flrs, Openness throughout. Multiple balconies & decks, including 3rd fl sunning deck. Slip ownership in premier Moorage. Moor 40’ boat. $575,000 Call Jane or Sue.
17877 NW Sauvie Island #13 2Br/2 full bath. 1100 q ft.Winner of Natl. Design Awards. Completely remodeled in 2014. Stunning views. Ample storage. New decking/flotation to code. $325,000. Call Sue.
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