Marlinspike #10

Spring 2016

Number 10

CLEARWATER Revival

Josh Rowan Doubles Down

Kalmar Nyckel

Shabab Oman 2 Constitution Drydock

$6.95 — about the cost of a Dark & Stormy

Keeping our maritime heritage alive—one story at a time ...

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Call today to receive your discounted $19.95 membership (mention code MS2016) and discover how Sea History brings our maritime heritage to life!

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Huzzah!

MICHAEL RUTSTEIN

I can’t speak for the rest of the country, but here in New England, this winter has flown by. If you picked your spots, there were good sailing days to be had right up to Christmas! And Old Man Winter never did really sink his teeth in; the bilges never froze solid.

Once January rolled around, we had the joint Tall Ships America / STI conference in Quebec to look forward to... then the American Schooner Association’s meeting in February... by the time you read this we’ll be off to the Maine Boatbuilder’s Show... and after we get back, we’ll be cutting away that winter cover and starting uprig!

Huzzah for spring!

Just two housekeeping items to cover this month.

1) If you’ve been getting this magazine because you’re a Tall Ships America member, your subscription will end after the next issue.

You’ll get a letter from us in the mail this summer, asking you to become a regular subscriber. Please don’t throw this letter out! It’s the only one you’re going to get. We’re a small publication without the resources to send out multiple, annoying reminders.

2) In our last issue, we noted the challenge of making our magazine available to those outside the US postal system. Beginning in January, all issues of Marlinspike are now available online via Scribd.

Back issues #1-#9 can be downloaded as a PDF for $1.99, while the current issue, #10, costs a whopping $2.99.

Now even more folks can enjoy the magazine, subscribe to the magazine, and contribute to the magazine!

MARLINSPIKE MAGAZINE SPRING 2016 • NUMBER 10

Michael Rutstein, Editor & Publisher Cover Art: James R. Williamson

Advertising: (978) 561-3020 Marlinspike is published quarterly for $25

by Pennant Publications, Inc., 73 Middleton Road, Boxford, MA 01921.

Postmaster: Send address changes to: Marlinspike 73 Middleton Road, Boxford, MA 01921.

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Fair Winds,

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Michael Rutstein, Publisher

4 b New Life for CLEARWATER 10 b Doubling Down

An interview with Capt. Annika Savio & Jim Kricker

18 b Ship of the Desert

What to do when your 1925 schooner needs a new deck?

20 b Old Ironsides, High & Dry

Ten STI trainees ship out on the new Shabab Oman 2

30 b 32 b 34 b 41 b 42 b 46 b 47 b

Boatyards Calendar Boats, Bars & Beaches Sailing Opportunities Job Listings Show Us Your Tattoo The Focsle

Photos from the historic frigate’s ongoing restoration MarlinspikeMagazine.com

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ALAN THOMAS

Breathing New Life into Clearwater The storied sloop enters the final stages of a three-phase rebuild Clearwater, dreamed up by folk singer Pete Seeger as a way to focus attention on the badly-polluted Hudson River, is undergoing the third phase of a major rebuild this winter. She’s currently sitting on a barge at the Hudson River Maritime Museum in Kingston, NY, getting the work she needs to carry on her mission for another five decades. Marlinspike publisher Mike Rutstein recently visited Kingston and sat down with Captain Annika Savio and boatbuilder Jim Kricker.

Marlinspike: Clearwater was built in 1969, so this is really the latest in a series of rebuilds, beginning when she was just seven or eight years old. Is this the most substantial work that’s been done on her?

AS: Yes, all the floor timbers in that area. We continued to work on the boat in those two winters between the bow and stern projects, but it was more minor. We did haul out and replace some planks — in Norwalk, I think it was.

Jim Kricker: If you group the three phases of the current work together, then I think it’s the most significant.

MS: Is that a typical winter for you, replacing a couple of planks?

MS: The first phase was 2009, when you tackled the bow?

AS: I think it has become typical over the past 15 years, because of the age of the vessel. But after this, it’s not going to be typical — or it better not be!

Annika Savio: Yes, 2009-10 was the bow third of the boat, and 2012-13 was the stern third.

MS: So you did the bow, you did the stern, and now you’re in the middle of the boat.

MS: What exactly was done on the bow?

AS: All of the framing and planking beneath the waterline in the bow third, and also the stem knee, and parts of the cutwater.

JK: A couple of new floors…

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AS: The interior removal on the bow stopped at the focsle bulkhead, and on the stern the interior removal stopped at the main cabin bulkhead. This year, because of both getting the frames in, and having a fairly good butt plan in the bilge stringers and ceiling planking, the work goes from the focsle to the main cabin. It’s more extensive, and all the systems are in that middle section of the boat, so there’s a lot

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that we had to take apart.

We raised up the engine so that we could access the frames underneath it. Once those frames are in, we can put the bedlogs for the engine back in, which is what the engine sits on, and lower the engine back down.

MS: You mentioned having had to replace your shaft many times now, because of the distance between the engine and the prop on this boat. Was there any possibility of changing that setup in the course of this rebuild?

JK: There’s been lots of discussion about that over the years. At some point there was talk of a diesel-electric system going in…

AS: Yes, we’ve talked about a number of options, including replacing the engine we have — a 200-HP Cummings diesel that is original to the boat and dates from 1966 — with a more modern, lower-emission engine.

The shaft section aft of the U-joint is 12 feet, and forward of the U-joint is about ten, and the U-joint itself is three feet long. Then you’ve got a three-bladed prop that measures about 36 inches. Most of the strain is on the aft section, and that’s what we’ve been replacing every seven years.

JK: When we did the stern we built the bearing out for that, so hopefully that will help, lend a little stability there.

MS: So you’ve got a 200 HP diesel pushing a boat that weighs 120,000 pounds, displaces 69 tons… does she power well?

AS: We generally assume we can make about five knots when we’re motoring. But the current in the river is pretty strong, so if you’re going with the flood you might be making eight knots, but if you’re fighting it, more like two!

MS: Tell me a little bit about the centerboard structure and the decision to replace it at this juncture.

AS: Well, we’ve got the hull opened up to replace all the frames — which we really needed to be doing, some of those frames you can stick your hands right through — and while we have it all opened up, now is the time to do the centerboard trunk. It has been weeping for years. We’ve never had gushing leaks, as far as I know, but this is the time for it to happen.

It’s constructed of a lower and an upper bedlog on the port side, and then on top of the keel is the starboard bedlog and a section of the keelson that we’re replacing. The centerboard trunk is offset to port. It’s about 22 feet long, and goes up to the deck level.

MS: What’s the mechanism for raising and lowering the centerboard?

AS: We’ve got a winch. Generally it’s a one-person job, unless we need the board up fast, in which case one person cranks until they’re tired and then somebody else takes over.

If the board is fully down, it takes a while to get it up.

MS: Does the board have a big impact on the sloop’s sailing qualities?

AS: Huge. Our draft is six and a half feet with the board up, and 13 feet with the board down. If you don’t have it down, you’re slipping sideways, heeling over, or both. It’s vital.

We have positions marked — “I need quarter board!”

Quarter, half and full are the markings, and the crew quickly learn what the marks mean.

MS: Are you replacing the board itself?

AS: We’ll use the existing board. It does need to be replaced — I’m not sure how old it is, or whether it’s original, but we don’t have time this year. It’s also made of red oak, I believe, with a steel shoe on the bottom that helps it sink.

MS: You’ve got a dozen people here as we speak, and the work seems to be moving right along.

JK: It is, yeah. We think we’re on schedule, pretty much.

We did a bit of reckoning last week and it looks like we’re doing all right.

MS: What is the schedule?

AS: We hope to be back in the water in the middle of May, and then we’ll need to button things up, and uprig, and train the crew, so we’re scheduling sails beginning in mid-June. Typically we’re sailing in April, so we’re losing two and half months out of our normal sailing season.

MS: Is that going to impact your revenues for this season?

AS: Yes. That’s why I’m saying it’s complicated, answering your question about how much money we need for this project. We know how much the project will cost, but we also need to figure in the lost revenue, the money we would be making if we were out sailing.

MS: The reason I ask is that I guess at the last Clearwater board meeting, someone got up and made some pretty dramatic statements about the need to bring in more money if the boat was going to continue operating.

AS: Yeah. We’re in a hole right now, and we’re reaching out everywhere, doing all different types of fundraising, because if we don’t get $200,000 in the next two months, we

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won’t be able to finish this project. But with all the reaching out we’ve been doing, we’re pretty confident that we will get that money. But you know, you can’t be 100% sure, and it’s pretty stressful!

MS: When you’re done with this work, do you feel like you’ll be in a position where you can coast for a while?

JK: [Chuckles] There is no coasting on a wooden boat of this age!

MS: What are you using as a wood preservative these days? I see you’re painting the new futtocks with Kirby’s Red CLEARWATER Lead.

AS: As we’re doing this project, we keep talking about the topsides project. The topsides have been replaced piecemeal over the years, but I don’t know that they’ve ever been replaced all at once. And the framing never has, I think. We’ll need to do that at some point. We just got a state grant that will start next winter that we can use for that.

It’s $350,000, which would not pay for the whole thing. We’re thinking of doing one side at a time.

And the transom was supposed to be part of this current project, but we’re not going to get to that this year. So… it’s a wooden boat! There’s always more work to do.

MS: What has Clearwater learned about maintaining a wooden boat in a fresh-water environment?

in February

AS: We start by soaking it in Bora-Care, which is a boric acid solution, to kill any rot that exists in the piece already. The red lead is to kill any rot that attempts to move in later...

JK: …and also, to a certain extent, to encapsulate the BoraCare, because that’s water soluble.

MS: What it’s like to sail this boat?

M. RUTSTEIN

JK: Well, for starters, we’re not washing the decks with fresh water, as was done when the boat was new. That led to a lot of the problems they had early on.

MS: How do you get a salt-water washdown in a freshwater river?

AS: We buy water-softener salt, the purest sodium chloride we can get, without additives, and we stir that into a brine barrel on deck. We fill the brine barrel with fresh river water, stir in the salt before deckwash every morning until we get the salinity level you’d find in the ocean, and then use buckets and brushes to clean the deck.

MS: How do you know when you’ve got the salt content right?

AS: I used to taste it! We teach water quality on board, 6

as one of our stations, and we’ve got little hydrometers that we can test the salinity with, and if it’s between 30 and 35, great. That’s been a hugely important thing.

Also, keeping an eye on places where water could get down below and stopping that. Leaks around the top timbers, through the covering board — if you put wedges around the top timbers you can stop those leaks, so you’re not getting fresh water leaking down on top of the frame tops and rotting out those frames.

AS: It’s pretty spectacular.

You know the teamwork of raising a sail together, but when you’re raising a 3000-pound sail, those two-sixes at the end are more powerful… and sometimes they don’t work! And you have to yell at the passengers — sorry, encourage all the passengers — and tell them, “What you’re doing is raising this boom two feet in the air!” The raising of the sail is more impressive than on a lot of other boats, and the actual sailing…

She’s a Hudson River Sloop. It’s a pretty wonderful experience to sail a boat that was designed for the Hudson River, on the Hudson River, having that one tall mast. When it’s not windy, you can set the topsail that will allow you catch just a bit more of that wind that’s coming over the highlands.

MS: What are the river currents like around here?

AS: The floods are usually two knots and the ebbs are usually two and half. We try to time all our transits and dockings with the current. You’ve got know what the current is doing when you come into a dock; you want to dock into the current.

You get to know a lot of the river, sailing this boat. I think it’s pretty great.

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Riverport Wooden Boat School represents an ambitious launch for HRMM It’s evident to anyone arriving on the Kingston waterfront that something’s going on here.

The sounds of power planes, cordless drills, and circular saws indicate that the Clearwater crew is hard at work. But there’s more to it than that.

Clearwater is only here because the Hudson River Maritime Museum, staring at extinction, built a partnership, and a barn, and is piece by piece assembling a critical mass.

The Museum’s guiding lights believe their latest piece, the Riverport Wooden Boat School, will help them cross the line from a small, struggling museum to an impactful, regional center for maritime activities of all kinds.

“We had a nice little mom and pop museum here, but we realized we had to make some changes,” says board member Jack Weeks. “We either had to get bigger, or we had to get smaller. Where we were just wasn’t sustainable.

So we decided we were going to get bigger.”

The Museum went looking for a tall ship to partner with, and landed Clearwater. A couple of years ago, the two organizations combined to build a barn on Museum property that is now ground zero for the sloop’s ongoing restoration.

“That sort of got us going. Then we partnered with the rowing teams and clubs, sailing teams, the ice yacht club — we became more inclusive. We realized that if we were going to survive, we had to get more people down to the waterfront. We said the next step would be a wooden boat school.”

Executive Director Russell Lange picks up the tale from there.

“We were feeling like we’d made tremendous progress, but we really wanted to make the Museum matter more.

We wanted to go from a local facility to something that would be recognized statewide and even beyond that, on the East Coast, as being an entity with a more significant impact. So we looked at different options.

“We looked at perhaps focusing on all the shipwrecks up and down the Hudson… another option was the Cornell Steamboat Company, which was based here in Roundout and was one of the largest tugboat companies in the world.

Maybe we could focus on telling that story. But those tugboats are 80 feet long and incredibly expensive to maintain.

“The other option we thought of was the wooden boat school. This was one of the great centers of wooden boat building on the Hudson. They built sloops and schooners, and then tugboats and minesweepers, right up through the Korean War. We have in our collection tons of tools from the old boatbuilders, their stories and images, and we

thought ‘This is a natural for us, to interpret that.’

“And finally we have the good fortune of having a longstanding relationship with Jim Kricker, a boatbuilder and millwright of some note, and he was looking to do something like this.”

Now, Kricker and his crew have the Clearwater and Woody Guthrie restorations on their plates, and when the two sloops have gone sailing, he and his crew will take on other jobs of all types. Kricker recently bid on building a poop deck for the massive iron-hulled ship Wavertree, currently being restored on Staten Island by South Street Seaport.

But the commercial projects of the school are only part of the plan. Another element will be adult education.The first class, marine carving, is sold out.

“The third phase will be the Youth Build part of it,” says Weeks. “We’ve just started. Yesterday was our second day with BOCES. These are special-needs kids, bright kids, but a lot of them are on the spectrum. They don’t mainstream well in the regular schools, but as far as this kind of thing, they seem to thrive!

“So we have a pilot program with BOCES with the intent of developing a permanent year-long program where you build a boat, a New York pilot gig. Similar to what Rock the Boat does, and the Lake Champlain Maritime Museum. We want to get into that world, where we have a meet here where everyone will bring their boats and race on the creek and have maritime classes.

“And then that Youth Build will be expanded into more of the Kingston schools, not necessarily for special needs kids but for anyone who wants to do this. Our goal is start that full-time BOCES program in the fall, and the Youth Build program in the fall of 2017.

“Yes,” says Weeks, “I’ve been out to Port Townsend, and we’d like to have a school where people come and get certification, and we’d like to have classes that last for a week and people come and stay in the B&Bs, and we’d like to have a regular apprentice program. It’s all going to take time. But we have the potential to do it, if we do it correctly and keep the money flowing.”

Lange believes that the Riverport School will not only to help put the Hudson River Maritime Museum on the map, it’ll improve their bottom line.

“The collection of those three things certainly will contribute — those three things being the restoration of wooden boats, working with underserved kids, and finally adult education. All three of those together will make a net financial contribution to helping support the Museum.” b

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MS: How fast will she sail?

AS: I’ve been on board for ten or eleven knots. I’ve heard she’s gone fourteen.

we going?” “Why are we going backwards?” “When are we going to get there?” No, I’m only kidding about the last one.

JK: Shall we tell him about North River gybes?

MS: [Swears].

AS: Yeah! Hull speed is eleven or twelve. I don’t really like dipping the rail when we have kids on board, though.

MS: You’ve got a big stick in her, and a long bowsprit.

AS: Yeah, the bowsprit is maybe 25 feet? We replaced it in 2012. The jib is 700 square feet. Typically, on a day sail, we won’t set the topsail. We’ll set the jib and the main and we’re good. The jib doesn’t overlap the main at all; it runs on a traveler just forward of the mast. The jib will tack itself when the wind is right, but it also tends to get hung up, so we always have a jib-tender up there. Someone’s up there on bow watch anyway.

MS: How much of a breeze do you need to tack the boat?

AS: Depends. We do some pretty creative things. If you have plenty of water, you can scull the rudder, which doesn’t move the boat forward but helps to turn. And you can use the boathook to back the jib. You can also kind of back the main, although it’s debatable if that is really useful.

MS: Ever find yourself making sternway in a tack?

AS: Definitely. It’s a pretty common sight to see Clearwater drifting backwards down the river, when we’re sailing with passengers, ’cause the point is to have the engine off, right? You either run your engine to keep your passengers happy, or your passengers are asking, “Where are

AS: Oh yeah — that’s a pretty exciting thing. The Hudson was called the North River, by the Dutch. So… you’re running downwind on a starboard tack and you want to gybe. I wouldn’t do this in more than eight to 12 knots of wind, depending on the day and the crew I’ve got on board and if we’ve got passengers and if I feel like the boom is going to break.

But you’re sailing and you put the tiller hard to starboard, and you’re probably going pretty fast, because you’re running, right? And you turn, and the boom starts to swing in, and by the time the boom swings to the other side, the boat has hopefully already turned 90 degrees…

MS: Is she that responsive?

AS: Yeah! I mean, it depends how fast you’re going, but our rudder’s pretty big, and the tiller’s pretty big. So the boom comes crashing across, you don’t tend it or sheet it in.

The sheet-tender just picks up the six parts of the mainsheet and throws them on deck, so they don’t get hung up on the davits and snap them off, or swing forward and take the captain’s head off. And if you make that turn 90 or more degrees, then the wind cushions the blow of the sail swinging over, because it’s already hitting the forward side of the sail by the time you’ve finished your turn.

MS: Sounds intense!

AS: Yeah! You have to leave yourself room to head up, in case you need to chicken gybe, or tack. But that’s a pretty exciting thing to do! I’ve never heard of this being done on other boats, and normally when I tell sailors about it, they’re pretty terrified.

MS: It sounds terrifying! Your boom is what, 60 feet long?

F. H. EBINGER CO. LEATHER FOR TRADITIONAL MARINE APPLICATIONS (978) 356-7300 FREDEBINGER3@GMAIL.COM 8

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AS: Yeah. I think we might have to replace our boom more often than other boats, because it comes under more strain. We just got a new boom, this past spring, because we discovered a crack in the old boom, and I wasn’t comfortable sailing with a crack in the boom.

MS: Thanks for that. I’m going to go lie down now. b

Meanwhile, the Beacon Sloop Club labors to re-launch Clearwater’s companion sloop, the Woody Guthrie Just a few banjo strings from where Clearwater sits on her barge, her pint-sized companion, the Woody Guthrie, is also undergoing a major overhaul.

Built not long after Clearwater and to much the same design, the Woody is operated by the Beacon Sloop Society.

“Our crew and our captains are all volunteers. We take people sailing for free, there’s never a charge,” says club member Alan Thomas.

“We sail for free out of Beacon Harbor five nights a week, on weeknights, and we go to riverfront festivals from Croton to Kingston, on weekends.”

After 35 years of sailing the fresh waters of the Hudson River, the sloop has been hauled for a much-needed rebuild.

“Right now, the Woody is being worked on primarily by volunteers,” says Thomas.

“If all goes according to plan and we’re able to raise the rest of the funds, and assuming the professional shipwrights come back when we hope they will from working on Clearwater, we’d like to be back in the water by August.

Definitely we’ll be back in the water for 2017.

“We just received a significant grant, so we can sort of see the end of the fund-raising, but we still need to raise somewhere in the area of $75,000 to $100,000 to finish the project.”

You might well wonder where a boat that takes people sailing for free comes up with the money for a major rebuild.

“We receive grants, we do fundraising, we run festivals — we run a Strawberry Festival in June, a Corn Festival in August and a Pumpkin Festival in October — where we raise money. A lot of that money goes toward the boat.

“It takes a lot of work. We have 300 people in the club, raising money, a lot of them working at the festivals, work-

WOODY GUTHRIE

M. RUTSTEIN

ing on the boat, and a lot of them help entertain our guests. We have a lot of musicians, as you might imagine! A lot of our sails will feature live music.

“We take out about 1500 people a year, on average. Last year we had people come from 16 countries, 43 states — people from all over.”

Like Clearwater, the Woody is the beneficiary of the critical mass of money, expertise, and facilities that has been accumulated by the Hudson River Maritime Museum.

“We’re very, very happy with this relationship with the Museum. It’s very synergistic,” gushes Thomas.

“We’re getting training for our people, we’re getting the opportunity to defray the costs of the labor, the new boatbuilding school is going to help us acquire the skills we’re going to need to maintain the boat in the future, and we have high expectations that we’re building a long-term support net for the boat.

“We always had people who could sand and paint, but now we’ll have people who can fabricate a rib, and measure the bevels and so forth!

“We’ve got some equipment now. We have our own ship’s saw and planer, and we’re making our own planks!

None of those skills existed in the Club before all this got started.” b

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D Doubling D Down Josh Rowan, operator of HINDU, has purchased a second boat, the William Fife replica BLOODHOUND to allow him to re-deck HINDU without losing business — and keep him sane in the process.

Marlinspike: How long have you owned Hindu?

Josh Rowan: About five years now, but I’ve been involved with her since 2007. I was the first captain hired in Key West by Foggy — Kevin Foley — to run the boat. I was the primary captain for the winter of 2007-8, and Hindu just immediately called to me, unlike any other boat. A real love, a real connection.

But Foggy lost the boat in late 2009 to the bank. The bank offered the boat for sale for a very large sum, and nobody wanted it. Hindu sat and rotted to the point where they were ready to put it into a dumpster.

MS: The boat was in Provincetown?

JR: No, in Key West. It got HINDU seized because it had come back to Florida, where her ownership was still in question.

Anyway, the boat needed a lot of work. And so my dad and I and my ex-wife sat down and crunched the numbers and looked at it with a hard view, looking at the future. Was this what we wanted to do? We all M. RUTSTEIN loved the boat. It meant something different to each of us. My dad decided he was willing to put his retirement account into it, I was willing to put my expertise in woodworking and engineering into it…

MS: What it is about that boat?

JR: I can’t explain it! She’s showing some age — she got really hogged back in 2000-2005 when she sat with four poppets on the hard on the Cape for five years. She had all these planks missing, and no support for her stem or horn timber, and she’s not as pretty as she once was, but she still has this… I don’t know, this soul! You just can’t put your finger on it.

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MS: Tell us about the history of the boat.

JR: She was originally a private yacht, one of the very first boats of her size built with an engine. So she was always powered. She was built by Hodgdon brothers in East Boothbay, Maine and launched in 1925. She’s a William Hand design.

One of the things you did when you owned a sailing yacht in that era, of that size, was race it — that was the gentleman’s sport — to Bermuda. She finished last in that race in 1930. So she’s not a fast boat.

Then in the 1930s the third owner went through the Depression, must have been left with just his boat, that’s what I’m assuming — a rich man who’d lost everything — and he sailed the boat to India.

Comes back, checks into Customs, unloads a cargo of spices — MS: “Spices?”

JR: We don’t know exactly what. Could have been opium.

Anyway, she unloads in Boston, there’s a rumor that she went back to India again, it’s hard to say. That’s when her name changed. She was named Sais Pas at that point. Originally Princess Pat, then Anna Lee Ames, then Sais Pas, then Hindu.

In 1940 she was taken by the US Government and put into the Corsair Fleet, which at the time was kind of laughed at —the Hooligan Navy, I think, was one of the nicknames they had — but they were the defense of the East Coast, all these former yachts. They painted them gray, put battle numbers on the bow. Hindu had a 50-caliber machine gun mounted on her bow and a couple of depth charges mounted aft. She had a fancy sonar system that was put into the boat, an array system, so they could ping U-boats.

The theory was that these wooden boats would sail along silently, pinging, and when the U-boats tried to ping

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The William Fife replica BLOODHOUND was built in California as a private yacht

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them, the hull would absorb the signal rather than pinging it back. They were sort of a stealth fighter!

After the war, the captain of the Ticonderoga — which at the time was still called Tioga — bought the Hindu and brought her back to Provincetown and started the whale watch industry, which up to that point had not existed in the United States.

stronger, safer vessel.

So now you have a boat that is certed after the war, very easy to cert, anyway, and that’s what saved Hindu. If she hadn’t been in the war, Hindu would have shared the fate of a lot of the boats that were laid up during the Depression.

And so she’s taken a couple of million people sailing since 1945. She didn’t miss a season until 2000, when the owner died on his way to yard, and that’s when she was laid up.

MS: Whale watching on an auxiliary schooner.

JR: Yup. There was no trip you could take in 1947, to go out and see whales. There were just Al Avellar’s trips on the Dolphin II and Hindu. People went crazy for it! They loved seeing the whales, and he built an industry that is now the primary employer of Provincetown in the summer, that brings in the most tourists and the most money. There are four or five boats now — 250-passenger boats — running four trips a day.

MS: Did Hindu have a COI at that point? Was the Coast Guard even issuing such a document in 1947?

JR: That’s the thing. Hindu and all the other boats that were taken into the service were modified, at great expense.

They had fire bulkheads put into the engine rooms, they had the very first automatic fire-suppression systems put in them, they had lifelines raised and strengthened to keep the sailors on the boat. And so after the war, it’s no longer a yacht — the interior is broken up by an engine room — but it’s a

MS: I sailed on Hindu in Key West in 2008, and she was definitely a work in progress. I remember the mast boots were made of shrink wrap. When you bought the boat in 2011, what needed to be done at that point?

JR: Well… there was a woodpecker living in the foremast. Not good. The mainmast was OK — it was never great, it was a young tree, but it was standing, and appeared to be pretty healthy.

And at the very end of our survey, right before we got our two hours to decide if we were going to buy the boat or not, we discovered there was extensive rot in the transom.

Just how extensive, there was no way to know. But at some point someone had used red oak to rebuild the futtocks and transom framing, and we ended up having to rebuild the whole transom, and re-plank the boat from the transom to the mainmast.

MS: Who did the work, and where?

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JR: I did the planking in Key West. We sold planks — did a little crowd-funding — and I think we raised about $13,000 selling planks and keel bolts. I did the planking, and I hired a shipwright who had just finished his apprenticeship at Gannon & Benjamin, he came down and he rebuilt the transom, the framing of the transom.

I did some keel frames as well. Hindu was making 4,000 gallons an hour because they’d left her in the water for three years — it had been two years without a haulout already when she was seized — and the worms had got in and turned it into Swiss cheese. I had to replace the starboard garboard and a couple of planks down near the keel and a couple of frames that were so bad, you could just kind of pull them apart.

JR: Well, maintenance is a lot harder in Key West. The crew does eight hours a day of maintenance! We’re varnishing and painting all day, and we have all our projects timed to be finished by the sunset sail. The boat gets a tremendous amount of maintenance — it’s constant.

MS: Is that a function of the condition the boat is in right now, or a function Josh (at wheel) and crew of being an old wooden firing a salute boat down there in the in Provincetown Harbor tropical sun?

JR: A little of both.

When we’re headed up to Provincetown, we get the boat pristine before we go north, and then we use it all summer.

When we get back to Key West, we spend a month in yard, and then the boat is being used again. Most boats are laid up half the year. But Hindu is working yearround, and she just requires an extra umph of maintenance.

MS: You were working with the Key West Coast Guard on this? How were they to work with?

JR: Good! I started with one officer and ended up with another officer who was just about to retire, but known through the East Coast as being one of the hardest officers. But I’m an engineer, he’s an engineer, and we got along really well. We M. RUTSTEIN could explain why we were thinking something and we’d normally agree with each other, even if it was at great cost — which it was, for the most part [laughs].

MS: So you’ve been running Hindu now for five years: Provincetown in the summer, Key West in the winter.

JR: In Provincetown we do as many as six sails a day. In Key West, except for the height of the season, we just do sunset sails, and then during those two months of peak season we’ll do a morning mimosa harbor cruise.

MS: Why just one sail a day? Are there so many schooners in Key West now that you couldn’t fill more trips?

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MS: So what led you to the conclusion that you needed a second boat?

JR: Literally, since my first day working on the boat, the decks have been subpar. She was redecked with northern white pine, a very common practice, but it was third pick. Roseway got first pick, another schooner got second pick, and the dregs went to Hindu, because Hindu’s budget for that rebuild was very small.

MS: This is the rebuild that was done by Kevin Foley.

JR: Yes. Without that deck work, the boat wouldn’t be here today, so I’m happy that it got done. But there’s so much sapwood and so many knots in that deck… I’ve recaulked it twice. We’ve chased so many leaks around… On passages we literally staple plastic to the frames above our bunks, all the way into the ceiling.

What I like to see is a boat like the one I just purchased, that has no deck leaks! And it’s a pleasure to go to sea!

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You’re out there sailing and the decks are wet, but you go below and you get in your bunk, and it’s dry!

MS: Tell us about the Bloodhound.

JR: I met the Bloodhound through a college girlfriend.

She never mentioned that her family had a boat, but there we are in Puerto Vallarta and she says, do you want to go sailing on my dad’s boat? I was like, sure! Figuring it was a C&C 30, I don’t know. But we show up and it’s this amazing William Fife Sr. design of a 40-ton class cutter! She’s 98’ sparred, 12’ wide, and with the jackyard set she’s 98’ high, so she’s like a perfect triangle…

that we’ve built up, which is now finally off and running and has this momentum that I don’t want to lose. If I miss one season, even half of one season, then it’s back to knocking on doors and trying to get your phone to ring again.

So I needed a comparable machine. We have the beautiful schooner Hindu, and everyone’s heartstrings are attached to it, and you want those same returning customers to come back year after year to come sailing with you. But have to give them a venue, and I figure the best venue I could give them was a boat that moves my heartstrings as much as Hindu, and that’s Bloodhound. They’re very different, of course, but both beautiful boats, built as yachts, and Bloodhound will stand in for Hindu while she’s on shore getting new decks.

MS: Built in California?

MS: Is Hindu already having that work done?

JR: Yes, by my girlfriend’s father’s partner in a couple of projects. He built this boat in 1993 at a time when he was doing really well. He was making good money and he was dumping it into this boat. And the man who built the boat for him, Harvey Swindale, it’s unbelievable, the whole stem and horn timber is purpleheart…

MS: Did they modify Fife’s design at all?

JR: Not yet. This is a one-year-plan that started about a month and a half ago.

MS: You still need to get Bloodhound certified. But you don’t anticipate any difficulty there?

JR: No. Having certified two boats, I feel very confident about that. The process of certification is basically, I would say, 60% what’s done in Washington, You send them your drawings —

JR: A little bit. They went to the second rendition that Fife did of the boat. Not the first rendition, which he did in 1872, but to when she was rebuilt at the turn of the century.

The forefoot was cut back a teeny bit. It’s still a 70’ full keel.

MS: Which you have in spades.

They actually found the original drawings of the boat in the attic of some Duke in Scotland. This guy had owned and ★ J. P. URANKER WOODCARVER raced the boat for 25 years, and his descendants had the THE TRADITION blueprints. They had 18 drawings originally to work with, OF HANDCARVED and now I have over 70 amazing drawings that this naval EAGLES CONTINUES architect did. And they are the most perfect and elaborate TODAY drawings: every single collar has a full page to itself, every

mast band, every single little detail! It’s just a wet dream for a guy who likes engineering.

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MS: So you sailed on her with your girlfriend…

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JR: Twice. And my dad and I have been talking about the boat ever since.

MS: What year was this?

TRADITIONAL

JR: 2003. The boat was down in Puerto Vallarta SAILING ADVENTURES because he was hiding it from Uncle Sam. It was SINCE 1936 going into charter, so I knew it was going have a hard NATIONAL life, chartering in Mexico, which is what my family LANDMARK did when I was a kid.

SCHOONERS And then it’s about 12 years later, and the man SIX CRUISE

who built it and is the sole owner of the boat now has OPTIONS WEEKLY cancer. He’s selling the boat.

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JR: — which I have in spades! Then they send back questions or things they want modified. You make arguments; you have shipwrights, naval architects argue your points if necessary. You go back and forth. Then you have your systems, updating systems, that’s no problem, just a matter of applying systems, something I’m pretty good at.

Obviously the one thing it doesn’t have is lifelines, and that’s one thing that you can’t get away from.

MS: What do you think Bloodhound ’s ticket will look like?

JR: I’ll go for the max of 49 because she has the stability for it, and I have the seating, the theoretical seating, for 49 people.

MS: She’s pretty flush-decked right now. There’s not a lot of places for people to park their butts.

JR: This is the genius part! I am putting stanchions outboard of the stanchions.

MS: You mean, clamped to the outside of the hull?

JR: The caprail sits about twelve and half inches off the deck and is about six inches wide. So my plan is stanchions on the outside, and the stanchions itself immediately coming out of the base will have a 20-degree turn to it. So people are sitting on the caprail, leaning back against these ridiculous USCG-certified railings. I’m going to use gray or black V12 Spectra line, and they’ll be removable for racing and for when it’s not being used as a commercial vessel.

We did the measurements for the seats that are available, that are not blocked by running backstays or what have you, and we do have room for 49. However, as we do on Hindu, we’ll cap it at half of what we’re licensed to carry, because we like to provide a high-end, comfortable experience.

MS: At some point, you’ll be finished with the deck on Hindu, and you’ll have two boats.

trip right away to Cuba, and then coming back and doing more inspection stuff — the hull inspection, and if they want me to haul, that’s when I’ll haul.

MS: But you plan to go to Cuba before you have your COI. JR: Yeah. As an uninspected vessel, it’s a lot easier to go to Cuba. As we’re going through the inspection process, we’ll be running to Cuba while the rules are not really set for commercial trips. But as an uninspected vessel, you don’t fall under the same set of rules that you do as an inspected vessel.

MS: What are you going to do in Cuba?

JR: I am going to run the trip that I would want to go on, which is 10-day trip to the south side of Cuba, running all the way down to Cienfuegos. And then to Caya Largo and Isla de la Juventude and then up to Maria La Gorda, basically the most amazing diving and beaches.

It’s the part of Cuba that it isn’t Havana. There is no hustle. You’re experiencing Cuba the way I’ve known it since I was 11. We’ve been going to Cuba every year, twice and three times a year, sometimes, for ten days at a time.

MS: How many passengers do you want to sign up for that trip?

JR: Well, six is all we can take as an uninspected vessel, which is perfect for Bloodhound. And a crew of six.

Bloodhound is not an easy boat to sail.

MS: How big is that mainsail?

JR: Square footage? I don’t know, off the top of my head! Long boom, 56’ main boom that weighs about 1700 pounds, eight-inch diameter, just massive. There are six-part lifts on either side, and it takes two people on either side, four people just to sweat that boom off the gallows!

I’ve raised a lot of different mainsails, including America and Western Union, many big schooner mains, and I’ve never

JR: Yes. Bloodhound is how I stay sane.

Bloodhound is the thing that allows me to continue to do different things, varied programming. We’re running trips this winter with Bloodhound to Cuba, we’ll be going to Antigua to do Race Week. And hopefully this summer we’ll be running Bloodhound in the Great Lakes doing the Tall Ships tour.

MS: What do you need to happen over the next six months for all these plans to come to fruition?

JR: A miracle! [Laughs] No. I need to get Bloodhound through the [Panama] Canal and up to Key West, hopefully by early March, running one 14

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raised a main that makes you gasp as much as this one. It’s fun!

MS: Do you have clients for Antigua?

We’re going to not fake her sheer; we’re going to try and pull her sheer back into her. As much of it as we can. And you can’t do that overnight; that process alone is a threemonth process. That’s why we’re starting before October and finishing in January.

JR: We have some interested parties, no money on the table just yet. And then the plan is to buddy-boat up the MS: Would you consider not having a laid deck on coast at the same time as Hindu, leaving Key West sometime Hindu? before June 1. We will set tracks a mile to three miles apart and run straight up the coast, JR: That has always been stopping in Beaufort or Cape the talk. But I am stubborn — Finn aboard HINDU Charles to refuel. anyone who knows me knows in Provincetown Harbor that. I really don’t like covering MS: And where will things up. I like fixing them up Bloodhound jump in on the Tall and doing it right, or not doing Ships? it at all.

Hindu is not a replica… I JR: Not sure yet. I defifeel like I am just a caretaker, in nitely have a contract available the middle of this, and I want to me for Duluth; I have her to last. I feel like it would another possibility in another upset a lot of people that have port, and a couple others that I known her for a long time, and hope to get — I really enjoy I feel accountable to those peoGreen Bay, and Chicago with ple, I guess. its amazing skyline is a fun place to sail.

MS: So Hindu will not be running out of Key West next MS: And where will you season; Bloodhound will be the be? Running Bloodhound in the boat you run out of Key West Lakes, or in Provincetown with next winter.

Hindu?

JR: Hindu will be in Stock JR: I am going to be on Island. The purpose of having board for a bit of both. In order two boats is that one can fill in to attract the staff I am so lucky for the other while the work to have, I believe in fairness and that inevitably needs to be done reciprocity across the board, so on wooden boats is happening.

M. RUTSTEIN I’m going to be doing Hindu and kind of passing the torch MS: You’re going to be a back and forth to different ports, so that the staff on Hindu very busy guy over the next twelve months. will get to sail on Bloodhound and vice versa.

JR: Yeah, I’m looking forward to it… and I’m also tryMS: When will you start the deck work? ing to savor every minute of free time that I have now!

JR: Hindu’s deck work is going to start in October and is going to go until January. She’ll be back in the water hopefully by February, the end of February at the latest — it all depends on how deep we dive into it, and how much money we have on hand.

We’re not just doing the deck — you can bang out a deck in a month if that’s all you’re doing. But we’re going to pull a couple of planks above the waterline, a couple of planks below the waterline, we’re pulling the shelf clamp, we’ll pull both masts, the doghouses, and we are going to have to recaulk a lot of the boat because we’re going to do basically a sheer forcing.

MS: So does Finn go with you, or stay on Hindu?

JR: That… is a very good question. Every night before I go to bed, I turn on my phone and look at a picture of Finn and I miss her. I can’t take her on this voyage that I’m on right now, because it’s international and it wouldn’t be fair for her to spend all that time in quarantine.

But yes, I’d probably say, Finn’s with me, so whatever boat I’m on, she’ll be there. b At press time, Bloodhound was transiting the Panama Canal en route to Key West.

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A Treacherously Addictive Mix of Sailing, History and Camaraderie Gerhardus van Wilgen

Winter Crew Training at the Kalmar Nyckel Foundation in Wilmington, Delaware is an exercise in anticipation.

Inside the new Copeland Marine Center, a group of 31 trainees and 15 mentors are spending their whole Saturday going through a variety of drills and exercises while the vessel herself, wrapped up for the winter, topmasts sent down, rests in peaceful hibernation.

“Imagine,” one of the mentors says while two trainees are dangling from a practice yard inside the building, “you’re 50 feet up in the air, the sun is setting, the dolphins are jumping your wake!”

The trainees are just trying to hold on.

But their mentor patiently guides these ‘newbies’ through the setting and striking of sail.

He, too, was once a beginner.

A lecture was n and restructure No wonder t

“You cannot teach seamanship in a classroom.”

That was Captain Sharon Dounce’s first thought when she sat in this same class in 2000. no way to teach volunteers seamanship. Dounce, an educator by trade, took it upon herself to join the clan the class. Now the program is hands-on, while the intellectual part takes place at home in between classes. the Kalmar Nyckel Foundation has gained a national reputation. People come from all over the country to learn the ropes on the banks of the Christiana River.

The discipline during crew training is a far cry from the old days.

There is no yelling and very little shouting.

When the class is raising and dousing the sails, raised voices give the commands, but other than that, the trainees quietly move from one exercise to the next.

If someone has a problem or doesn’t understand a knot or the function of a line or a block, Dounce or one of the mentors takes the time to explain it.

Since it’s a beautiful day in February, Captain Dounce decides it would be a nice occasion for a first climb.

How does the belt work?

How to attach the carabiners, how to move over the shrouds?

Now the trainees are able to imagine a little better.

What if the wind was blowing 20 knot What if there were 10-foot waves?

How did we furl the sails again?

The training of muscle memory requires a different approach than learning the capitals of the world. It’s almost like teaching a ritual to a novice. Trainees quietly move around the deck to find a cleat, knighthead, pin or horn kevel, belaying them one by one, over and over again, until they’re able to do them with their eyes closed.

,

it

s?

Sailing, history and camaraderie are a potent mixture. The trainees are told to be selfless, to leave their egos at the door.

Camaraderie is an unwritten contract among students, mentors and staff, kind of like personal hygiene. Everybody accepts each other as they are. There are no outliers.

We all have to make it through this voyage together. Camaraderie doesn’t imply continuous fun; camaraderie means you get through the tough times together.

It is not something you learn; it is something that is instilled, and Dounce has found the magic formula.

At the end of the class, which lasts 7 hours, Captain Sharon rattles down the chore list.

Heads, floors, trash, deck — everything has to be cleaned, vacuumed, scrubbed.

The trainees not only do their jobs without complaint, but with a sense of pride.

That to me is camaraderie, and it’s as dangerous as crack.

More info: http://www.kalmarnyckel.org

Ship of the Desert

This fall, a group of ten STI trainees joined the new SHABAB OMAN 2 for a goodwill tour of the Persian Gulf

by Daniel Dalicsek & Balazs Nemethi The nations of the Arabian peninsula are not notable for their commitment to sail training — with one dramatic exception.

The Sultanate of Oman has operated a sail-training vessel, Shabab Oman, since the 1970s. In recent years, the Sultanate has stepped up its support of Sail Training International by offering scholarships for sailors aged 17-25 to participate in STI-organized tall ship races.

Back in 2014, we received scholarships to sail on board Sorlandet. This year, when the Royal Navy of Oman invited former scholarship recipients to join them for a goodwill cruise aboard the brand-new Shabab Oman 2, our names were put forward by SALT Hungary, and we were accepted.

We’ve been friends for over 10 years now, and know each other from our small sailing club on Lake Velence in Hungary. Our craft are tiny compared to tall ships, and our lake is smaller than some shipping ports. Nonetheless, we learned to love sailing, and it became our passion.

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Some quick facts: Oman is an Arabian sultanate with the land area of Germany and the population of a larger European city. It has mountains, desert and a magnificent coastline open to the Indian Ocean. Oil exports have created a prosperous monarchy with a genuinely welcoming and friendly society.

Sailors may recall that Oman is the country where Tim Severin built his dhow Sohar and then set sail on his Sindbad voyage.

Sultan Qaboos, the sole ruler for the past 45 years, is strongly vested in the nation’s maritime heritage. Not only did he sponsor Severin’s project, but he guided the purchase of a sail training ship for the Royal Navy of Oman in 1977.

This was the original Shabab Oman. The name means ‘Youth of Oman’. It acted as both a sail-training platform and a floating ambassador for the sultanate, and brought the Omani people’s famous hospitality wherever she sailed.

Shabab Oman’s first international voyage took place in 1979, when she visited the countries of the Arabian Gulf.

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Shabab Oman’s first international voyage took place in 1979, when she visited the countries of the Arabian Gulf.

The ship was retired in 2013 and replaced by Shabab Oman 2. Again, the ship’s first official international deployment was to visit the Gulf Cooperation Council (GCC) countries.

This time, as a result of the relationship with STI, ten trainees from around the globe were invited to come along.

Shabab Oman 2 is basically a sister ship of the wellknown Stad Amsterdam and Cisne Branco, but newer and bigger. It was built using only the highest-quality materials and top-ofthe-line equipment.

Tall ship sailors and ship operators will hear with envy that its annual budget, financed from Sultan Qaboos’ personal fund, is “open”. The ship lacks for nothing, and throughout the trip our hosts went to great lengths to ensure that we, too, lacked for nothing.

We arrived on October 17 in Muscat. After being waved through immigration by our friendly naval liaison officers, Abdullah and Abdullah, we drove to the naval base. We passed “Sultan Qaboos’ house” as our driver put it. Its outer wall runs for three kilometres, “putting Buckingham Palace to shame” British trainee Ollie Bowden remarked from the back seat.

The ten trainees came from around the globe: Hungary, the Czech Republic, the United Kingdom, Germany, Uruguay, South Africa, Australia, Canada and the Netherlands. In addition, each GCC country sent two officers from their navies as trainees, and two Omani civilians and musicians from the Omani armed forces’ bands joined as trainees.

The crew has been trained onboard Stad Amsterdam and runs Shabab in a similar fashion, but with a pinch of the Omani Navy and the Arabic spirit of Inshallah! It is yalla instead of two-six, but the English terms for the ship are used. Everybody quickly got the hang of it, as the crew was very inclusive and keen on involving us. Shabab Oman 2 is manned almost entirely by volunteers. They rotate between Shabab and the navy’s other warships. It may sound surprising, but the navy struggles to find volunteers to sail, because for most “it is too much hard work compared to the warships”.

Our first stop was Kuwait, a few days’ sail from Oman through the Strait of Hormuz. Setting sail after a military

ceremony in the 40° C heat, it did not get any cooler out at sea. Sailing past Iran, the Revolutionary Guard paid us an intimidating visit. We later dodged the large oil fields that line the Saudi coast and sailed through the edge of a sandstorm. It is difficult to describe, how it darkens out at sea and suddenly the freshly Brasso-ed fittings foreshadow the next day’s work.

Climbing the rigging is an odd feeling, with sand dust covering the shrouds and sails, making them slippery and getting into our eyes.

Oman was keen to show off their new ship, so we held a function in each port of call.

Sheiks, military attachés and ambassadors flowed in and we were able to meet representatives of wildly different cultures and regions. They were amazed by Shabab. Not many

This issue’s cover artist is James Williamson

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Readers can find over 400 artwork images at:

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tall ships sail into the Persian Gulf.

Kuwait we found to be a land of malls, and our Arab friends were keen on visiting one after the other.

While we sought museums and local sights, the crew went shopping, bowling or just walking around shopping centres.

In truth the malls were simply where social life happened, as any non-air conditioned room was unbearable, especially during the summer months.

The ship was air conditioned, and going from 40° C on deck into 15-20° C below could be a shock.

After Kuwait, we continued on to Saudi Arabia. It was the most strict and closed society we saw, but our welcome in Dammam was friendly and hospitable. Our hosts prepared one of the best and most filling meals we had during the trip. On the ship, the cook was Indian and we ate typical Arab bread, chicken, and fish we caught underway, with various sauces. An inescapable part of Arabic meals was rice. The ship’s company of 76 men consumed some 13-15 kg of rice every single day.

Meals were also a great time to chat in the trainees’ mess and learn about Arabic culture, from eating with hands to camel racing to dealing with multiple wives.

In Manama, Bahrain, we were led into port by the Bahraini training ship. We would get to visit her later on, and we saw the Indian training ship Tarangini leaving port. We danced and sang together with the local traditional musicians in the afternoon heat; this was an essential part of all arrival ceremonies.

Bahrain is home to a large international naval coali22

tion, so British, American and French officers came to visit and take a closer look at Shabab. Our Bahraini liaison, Muhammad, organised a great driver to take us to the local museums and the Great Mosque. At the mosque, an off-duty Port of Manama pilot gave us extensive introduction to Muslim culture.

Muslims pray generally five times a day.

However, when they travel or are otherwise in special circumstances, they pray only thrice.

This was no different on the ship. The imam onboard sang the call for prayer over the PA system, waking up believers and infidels alike with Allahu Akbar at 0500.

This was followed by the wake-up announcement at 0600 and muster at 0700. The next prayer for the crew took place at midday, although none of the prayers were compulsory. The last prayer of the day onboard is at sunset. Some have placed a ring buoy at the end of their prayer mats to ask for safe passage.

As we sailed from Bahrain to nearby Qatar, we met many dhows.

These local watercraft are nowadays driven by engines, but often still carry a mast and are made of wood. They are used for short-haul transport, fishing and pearl diving. Luxurious models are venues for excessive parties; the royal houses of the region have dhows comparable to a royal yacht in Europe. As a maritime archaeologist, Daniel was a blown away to see these boats on the water and them being repaired and constructed in Oman later.

For Balázs, who is an architect, Doha was the real

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treat. Skyscrapers dominate the cityscape and everything seems to be brand new, if not from the future. Although we hosted a reception for diplomats again, the highlight was the reception of the Qatari hosts in their cultural centre Qatara. This place is home to a mosque covered in gold mosaic top to bottom and an amphitheatre of Carrara marble. It is the definition of Oriental luxury.

Qatar is also home to one of the best souks, as bazaars are called in Arabic, and some of us did toy with the idea of purchasing a camel or a falcon. Anything can be bought in these markets.

Our last stop before returning to Oman was Abu Dhabi and the United Arab Emirates. Luckily we got a fair wind, and it was a fun crossing with a lot of traffic on the water. At this point the officers had a lot of confidence in A and filling out the hourly logbook, taking fixes on the us chart or in general navigating under their supervision filled

the time we spent under power.

After two eventful days in Abu Dhabi, where we got to meet two sheiks of the Emirates, we made our final passage to Muscat. We spent the last night at anchor, where medals and prizes for the deployment were awarded.

The next day, we were welcomed by several modern warships, helicopters, and a crowd of officers and officials, including the prime minister. There was also a delegation from Sail Training International there to greet us, led by STI trustee Jonathan Cheshire, STI race director Mike Bowles, and Brian Holmen and Anna Larsson from the Youth Council.

Our arrival was part of a celebration of sail training which included the presentation of the annual Sultan Qaboos Sailing Trophy, awarded every since 2011 to an 7:24 PM Page 1vessel operator or sail training organization for individual, outstanding services to young people in sail training. This year, it was given to the South African Sail Training for Life Skills Association (SALSA).

The media coverage, with a live television broadcast, might have seemed excessive, but the regional media had followed our voyage closely all along. We had several civilian television crews and newspaper journalists for a visit, and armed forces reporters travelled onboard for parts of the voyage.

With the ceremonies concluded, we launched into a busy week of sightseeing. We took the STI crew for a day sail aboard Shabab and explored Muscat and its surroundings. Our 30strong team travelled to Bidiyah in the desert overnight to try our hands at camel riding. We visited the Wadi Bani Khalid before taking a look at the famous shipbuilding and port city of Sur. It was a journey of a lifetime, and not only because we got to sail this magnificent new ship in such a differShenandoah and Alabama ent environment than we’re used to.

The Black Dog Tall Ships Co We were immersed in a new culture, PHOTOGRAPH ©ALISON SHAW learned that there are huge differences between countries that we Westerners tend to lump into one category, and made friends with people we thought we would never meet.

We would like to thank the Royal Navy of Oman, the crew of Chris Richmond | crichmond@allenif.com Shabab Oman 2 and Sail Training International for this opportunity.

To all our friends, shipmates, and | officers, thank you for making this the An employee-owned company with offices in Camden, Rockland, Belfast and Southwest Harbor, Maine adventure of a lifetime! b

Protecting Mariners Since 1866

ENDORSED BY

AllenIF.com (800) 439-4311

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“Sloop Clearwater with Musicians”

By Mira Fink

Old Ironsides, High & Dry Text & Photos by Marlinspike Magazine

USS Constitution is in dry dock for her first major restoration in over 20 years.

This is the 218-year-old frigate’s eighth visit to Dry Dock 1 in the Charlestown Navy Yard. “Old Ironsides” entered the dock in May to start her two-year restoration.

Planned work includes removing the mizzen mast fighting top for refurbishment, removing the copper sheathing, shaping and installing new hull planks and gun deck waterways, restoring the cutwater, and removing and repairing rigging.

The accompanying photos were taken in January.

H To carry out the current restoration work, oak logs are trucked in from NSA (Naval Support Activity) Crane in Crane, Indiana.

White oak trees at Crane were first set aside in 1973, following work on Constitution with lumber purchased from the private sector, which proved to be very expensive.

Crane's forest, the largest contiguous forest under single ownership in Indiana, includes nearly 150 GPS-located mature white oaks set aside for future use by Constitution.

The logs pictured at left were trucked in almost a year and half ago.

“They’re much lighter now than they were when they arrived,” noted Margherita Desy of the Naval Historical Center Detachment Boston, but they still require an enormous crane to hoist them up out of the dry dock and onto the sawmill.

While we watched, an attempt to raise one of the logs had to be postponed when the log turned out to be frozen to the floor of the dry dock.

Meanwhile, many of the planks above the waterline are being replaced with laminates (photo bottom left).

These hot-glued laminates are produced by Sentinel Structures of Peshtigo, Wisconsin. Like Constitution’s more traditional oak planks, they are steamed before being bent to the frames — an hour for each inch of thickness, which is to say four or five hours.

In case the outer ply of the plank cracks when bent, the usual practice is to use a plank that is an inch or two thicker than needed, and which will stand out proud from the hull. If the outer ply cracks, it can be faired with a power plane.

H To conduct Constitution’s ongoing restoration, it was necessary to “clear the decks” in the most literal sense. Her armament of 50+ cannon and carronades has been removed. Without the guns, the frigate’s 43-foot beam gives her spar deck a ballroom quality.

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The enormity of this replica 24-pounder, resting in the Repair Facility, can be seen in comparison to the 55-gallon drum also in the photo. This particular gun has been modified with an aluminum breech to fire salutes.

H Restoration projects are a staple of traditional sailing, and some of those projects are daunting indeed. Still, very few of those vessels combine the size, the antiquity, and the complexity of Constitution.

Given her enormous scale, and her status as a commissioned ship in the United States Navy, it is no surprise that Constitution has an on-site Repair Facility that’s up to the task of both her never-ending maintenance and ongoing two-year restoration.

Note to self: people using power tools are aggravated by flash photography.

H During the ongoing restoration, work is going on both on inside and outside the venerable frigate. Here, on the gun deck, the crew is working on the waterways and on the mainmast partners. Above their heads, the transom is receiving attention.

Incidentally, those openings in the transom are not gunports.

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“There were two round gun ports here originally,” noted Desy. “However, these openings are windows that were cut into the transom when the Constitution was fitted with a poop deck much later in her career.”

The spring months are a great time to visit; the ship is open Thursday and Friday 2:30-4:00 and Saturday and Sunday 10:00-4:00. b To see the USS Constitution Museum’s restoration blog, visit: ussconstitutionmuseum.org/restoration/blog/

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Over time, all sailing ships need their bottoms cleaned and repaired to maintain their longevity, speed and maneuverability. In the days before drydocks, railways, and travelifts, this process involved such archaic and laborious practices as “heaving down” “careening” or even the “Parliament heel”.

A less traumatic solution was placing a vessel in a dry dock, an enclosed basin that can be pumped dry. The advent of dry docks goes back in antiquity. The Greeks employed dry docks for construction and repair of war galleys. There is evidence that China was using dry docks in the 10th century A.D. In the sixteenth-century, European-built dry dock basins of masonry were erected below water level by means of cofferdams and then fitted with watertight gates. They were closed once a vessel entered the dock and then pumped dry as supports were erected to prop the ship and its keel. The first English dry dock was constructed in Portsmouth in 1495 during the reign of Henry VII. The first dry dock built for the United States Navy was Dry Dock 1 at the Charlestown Navy Yard. Shortly after the establishment of the Department of the Navy, Navy Secretary Benjamin L. Stoddert submitted a report to Congress suggesting that dry docks were necessary to repairing U.S. warships, to avoid the tedious, expensive, and sometimes-dangerous operation of heaving down.

The building of the dry dock took over five years and was a significant landmark in American civil engineering. The cofferdam was completed on May 21, 1828. Five days later, excavation work for the dock began, followed by pile driving. The granite for the dry dock came from quarries in Quincy, Massachusetts, which also supplied stone for the nearby Bunker Hill Monument.

By November 1831 the masonry work, along with the jetty walls beyond the dock, was completed. The long-awaited first use occurred on June 24, 1833 when USS Constitution entered Dry Dock 1. Today, the eighteenth-century Constitution occupies a nineteenth-century dry dock while undergoing a twenty-first-century overhaul.

— Louis Arthur Norton

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MAYFLOWER II’s new half-deck beams

PLIMOTH PLANTATION

Mayflower II is back at Mystic Seaport this winter for more restoration work. The above photo shows the newlyinstalled clamps and deck beams for the half deck. All shaping of these beams is being done with an adze.

The fasteners on the clamps are temporary until futtock replacement takes place. This winter, the crew is replacing all half deck clamps, beams, hanging and lodging knees, and the decking itself.

As reported in Marlinspike #8, the 58-year-old Mayflower is undergoing an extensive restoration with an eye toward sailing actively in 2020, the 400th anniversary of the Pilgrims’ arrival in Massachusetts Bay. However, as also reported back in the fall, Mayflower is going to be away from Plymouth Harbor for an extended period starting this fall, as the boatwrights at Mystic Seaport fabricate a structure to support the ship and preserve its shape so under-the-waterline planks, frames, inner keelson and bilge stringers can be replaced.

“We will also be replacing parts of the bow stem area as well as parts of the stern post. Sixty to seventy percent of the oak planking under the water line has to be replaced,” said Director of Marine Preservation and Operations Whit Perry.

Plimoth Plantation is actively seeking a vessel to serve as a stand-in for some or all of the time that Mayflower is 30

away, and particularly for the summer seasons of 2017 and 2018. If you have any ideas, you’re encouraged to e-mail Whit Perry at wperry@plimoth.org.

H The San Diego Maritime Museum’s modern representation of conquistador Juan Rodriguez Cabrillo’s galleon San Salvador has her yards across, and the crew has progressed to setting up the running rigging and building out the interior spaces.

“In a few weeks we’ll be able to notify the Coast Guard that her spars are in and her equipment is on board, so we’ll be ready for our stability test,” says SDMM Executive Director Dr. Ray Ashley.

The results will dictate what sort of Certificate of Inspection (COI) the vessel eventually receives. Ashley said it makes little difference whether the COI is near-coastal or oceans, as San Salvador will be able to run her planned programming equally well with either ticket.

The Museum hopes to have a COI in place by the end of April. Plans for a film collaboration with the National Park Service have been pushed back to the summer.

Work on the San Salvador slowed last month due a storm during which a vessel broke loose from its mooring and drifted down on Californian. The resulting damage temporarily drew resources from the San Salvador project.

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The Museum has also done a lot of work on “HMS” masts themselves,” says Boulware.

Surprise this winter, with more to come. Ashley says that “As we then begin to uprig using the newly-built topwhen the current projects are completed, the three-masted masts and t’gallant royal masts, we’ll have a good, solid ship, ex-“HMS” Rose, will be in as structure that we’re building on top good a shape as she’s been in some of.” time. The Museum plans a very limOver the next five months the ited sailing schedule for the vessel in crew will proceed to uprigging the San Diego Bay. ship, painting the weather deck, the Finally, the recent storm also complete replacement of the poop in damaged the Museum’s Swift Boat, a Douglas Fir planking, and the vessel that enjoys great community replacement or repair of all of the support. When repairs are compete, a joinery associated with the after casshort cruise up the coast as far as tle.

Santa Barbara is contemplated, and a “We’re anticipating Wavertree’s WAVERTREE book is soon to be published that return to the Seaport, after all this gathers veterans’ tales of their Swift Boat experiences. work is complete, in mid to late summer. That’s later than H we had anticipated, but that’s all to the good. We’ve been Under a grey sky and sheltered from 40-knot gusts by a able to add more scope in, and the project is really going trembling shrink-wrap cover, twelve men work to bring the spectacularly.”

18-month rebuild of schooner Ladona (ex. Nathaniel H Bowditch) to a successful conclusion.

The restoration of the Ernestina-Morrissey is well After completely reframing and replanking the 82’, underway up in Maine. As of press time the new keel is 1922 schooner yacht, the crew now races to finish the com- being fitted. Most of the new after deadwood, stern centerpletely redesigned deck structures, cabins, and systems. Coline structure, and transom are built and ready to be set up owners J. R. Braugh and Noah Barnes, in conjunction with on the keel as soon as it is in place. lead shipwright Michael Rogers, are making the inevitable H final adjustments to deck and interior spaces to make sure Planking is complete on the new sail-training briganthe new windjammer is both comfortable for her guests and tine Matthew Turner in Sausalito, although they’re holding satisfies the requirements for New Subchapter T. off on the whiskey plank until the Call of the Sea’s annual Says Barnes, “There are a thousand decisions to make gala on June 18. every day — it’s very exciting. As far as the USCG goes, The goal is to launch by the end of 2016 and be operawe’ve been working closely with the Belfast Safety Office, tional in 2017. and although in many cases it’s clear these regs were not The Matthew Turner shipyard is open Monday-Friday, made with traditional sail in mind, we are all working 9:00-5:00. For a live feed from the boatshed, be sure to together to find solutions for Ladona, and by extension, to check out www.educationaltallship.org. b provide that America still gets to have a commercial sailing industry.”

Got an update for Boatyards?

In the next few months, the Ladona team will tackle the E-mail us at marlinspike1812@gmail.com remaining systems work, deck houses, cabin details, readying the spars, and the innumerable details of finish carpentry.

H South Street Seaport’s Wavertree is back in the water after five months in drydock. She’s completely painted internally, and the steel weather deck is completed.

“Huge strides forward for this massive project,” gushes Executive Director Jonathan Boulware.

The lower masts are scheduled to come out next week. The main lower mast was built in steel on deck of Wavertree in the early 1980s, and the last time the mizzen and fore were out of the ship was the 1970s.

“The removal of the lower masts will provide a Fitting the keel great baseline for the maintenance, repair and strucon ERNESTINA-MORRISSEY tural integrity of the steps and partners and the MarlinspikeMagazine.com

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To be included in future editions of our calendar, e-mail your event information to marlinspike1812@gmail.com.

WEST & SOUTH Los Angeles Maritime Museum, Los Angeles, CA (310) 548-7618 * LAMaritimeMuseum.org The Museum is located on the Main Channel of Los Angeles Harbor. Visitors have a front-row opportunity to see the massive container ships in action and learn about international trade, ship terminology, sailor’s art, and the history of the working people who built Los Angeles harbor into the nation’s busiest container port.

Maritime Museum of San Diego, San Diego, CA (619) 234-9153 * SDMaritime.org April 24. Earth Day on the Bay will take place at and around the Maritime Museum of San Diego from 10 am-4 pm.

Opportunities to go on a bay cruise or sailing adventure with a naturalist aboard will be available for a nominal charge.

Texas Seaport Museum/ELISSA, Galveston, TX (409) 763-1877 * TSM-Elissa.org “It’s a Sailor’s Life!” is a special overnight adventure offered to youth groups ages 9-14. Highlighted by an overnight stay aboard the 1877 Elissa, this experience allows young people to live like sailors. Participants experience the thrill of working together to hoist sails, share the responsibility of keeping a night watch over ELISSA and learn traditional skills required of all seafarers in the Age of Sail.

GREAT LAKES Bayfront Maritime Center, Erie PA (814) 456-4077 * BayfrontCenter.org The Center is designing and building a representation of Erie’s historic Schooner Porcupine. Porcupine’s mission will be sailing as the Schoolship for Presque Isle Bay, a hands-on sailing STEM classroom and historic regional attraction, interpreting her important part in the War of 1812, sailing for the US Coastal Survey Office, being a United States Revenue Cutter, and carrying cargo as the merchant schooner Caroline until 1873.

BaySail – Appledore Tall Ships, Bay City, MI (989) 895-5193 * BaySailBayCity.org BaySail is a private non-profit dedicated to promoting environmental stewardship of the Saginaw Bay and the Great Lakes through engaging shipboard experiences aboard our two schooners, the Appledore IV and Appledore V. Our programs include science education for K-12 school groups, overnight voyaging for youth and adults, public sails, charters, group tours, and port visits.

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Inland Seas Education Assoc., Suttons Bay, MI (231) 271-3077 * www.schoolship.org ISEA's Schoolship program is a half-day science learning adventure aboard the schooners Inland Seas and Manitou. Students from 4th to 12th grade collect and analyze samples from the bay.

Spring programs run from early May–mid June and the Fall programs run from early September–early October.

Erie Maritime Museum, Erie, PA (814) 452-2744 * FlagshipNiagara.org Niagara offers educational sailing experiences to school groups, encouraging students to explore Erie’s maritime heritage and understand the science of sailing. Maximum capacity on-board: 60 day sail students, including teachers/ chaperones. For more information contact Outreach & Education at 814.452.2744 ext. 225 or outreach@flagshipniagara.org.

Michigan Maritime Museum, South Haven, MI (269) 637-8078 * MichiganMaritimeMuseum.org Friends Good Will is available for Educational Sails, Passenger Sails, Dockside boardings, Charters, Weddings, and Conferences.

Wisconsin Maritime Museum, Manitowoc, WI (866) 724-2356 * WisconsinMaritime.org Explore the nation’s most completely preserved WWII submarine, stroll the streets of a 19th-century shipbuilding town, sail a boat down a river and more!

EAST COAST Annapolis Maritime Museum, Annapolis, MD (410) 295-0104 * AMaritime.org March 19. The annual Annapolis Oyster Roast & Sock Burning. Celebrate the spring equinox and the beginning of boating season by burning those nasty winter socks!

Chesapeake Bay Maritime Museum, St. Michaels, MD (410) 745-2916 * CBMM.org May 22. Block Party! Community Day @ CBMM is a party for everyone! Free admission and limited free boat rides, along with lots of family activities, live music and entertainment, regional foods, and more.

Council of American Maritime Museums Councilofamericanmaritimemuseums.org April 25-27. Annual conference, hosted this year by the Kalmar Nyckel Foundation in Wilmington, DE. Cape Ann Museum, Gloucester, MA (978) 283-0455 * CapeAnnMuseum.org The Museum has acquired a collection of 46 portraits of every-

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day Cape Ann people by self-taught artist Earle T. Merchant.

The collection will be featured in a special exhibition opening on April 9, with a public reception from 3:00 to 5:00 p.m.

Graveyard of the Atlantic Museum, Hatteras, NC (252) 986-2995 * NCMaritimeMuseums.com April 14. Honor the anniversary of the sinking of the Titanic with a period tea, movie and tour of our Titanic exhibit at the Museum. Call to reserve a space. The event is free with a donation to the Museum.

Herreshoff Marine Museum, Bristol, RI (401) 253-5000 * Herreshoff.org August 26-28. The Herreshoff Classic Regatta is an annual event drawing participants from around the world. Classic yachts, many of them Herreshoff designs, gather for a weekend of racing and social events.

Historic Ships in Baltimore, Baltimore, MD (410) 539-1797 * HistoricShips.org June 9, 6-9 pm on board USS Constellation. Captain’s Jubilee.

A seated four-course dinner with wine pairings in support of preserving and restoring our maritime heritage.

Independence Seaport Museum, Philadelphia, PA (215) 413-8630 * PhillySeaport.org Opening April 13. Patriots & Pirates. Discover the founding story of the U.S. Navy, and explore a full size model of Schooner Diligence — the 102’ vessel at the center of our galleries, built by Workshop on the Water staff and volunteers.

Lake Champlain Maritime Museum, Vergennes, VT (802) 475-2022 * LCMM.org May 21 is Opening Day; May 26 is Champlain Longboats Launch Day. Long Island Maritime Museum, West Sayville, NY (631) HISTORY * LIMaritime.org May 1. An afternoon with author Eric Jay Dolin, whose latest book, Brilliant Beacons, will be published in April.

Lowell’s Boat Shop, Amesbury, MA (978) 834-0050 * LowellsBoatShop.com April 18-22. A fun week of boat building designed for families.

The cost of the class is $1,950 ($1,850 for members) per family, and includes instructor fees, the pram kit, and everything necessary to build your very own Mischief Pram.

Maine Maritime Museum, Bath, ME (207) 443-1316 * MaineMaritimeMuseum.org Four sessions beginning June 20. Kennebec Explorers Day Camp. Your kids will love this five-day summer camp collaboratively lead by Maine Maritime Museum and the Kennebec Estuary Land Trust. Outdoor excursions and guided activities include hands-on projects, site visits to special locations, boat cruises and kayaking expeditions on the Bay.

The Mariners’ Museum and Park, Newport News, VA (757) 596-2222 * MarinersMuseum.org April 22. Looking for an excuse to take your boat out on a beautiful Friday in late April? Then join the Museum flotilla as we welcome Hokule’a. For more information, contact Anne Marie Millar at (757) 591-7748 / amillar@MarinersMuseum.org.

Mystic Seaport, Mystic, CT (860) 572-0711 * MysticSeaport.org April 2-23. Music of the Sea. Sharpen your musical skills in this four-class workshop while exploring the rich connections between music and the sea. Led by the Museum’s experienced chanteymen, this class will follow the functions of sea music in the work and lives of 19th-century sailors and will include both musical instruction and hands-on work experience aboard ships. The class will culminate in a performance at the Greenmanville Church.

New Bedford Whaling Museum, New Bedford, MA (508) 997-0046 * WhalingMuseum.org May 14-15. Annual Scrimshaw Weekend.

North Carolina Maritime Museum, Beaufort, NC (252) 728-7317 * NCMaritimeMuseums.com Build a Boat in a Day, four classes beginning April 9. Each team assembles a small flat-bottomed plywood boat suitable for paddling. Teams are limited to a maximum of 4 persons, at least one of whom must be an adult. Course Fee: $600. Minimum age: 8. Register in advance by calling 252-728-7317.

Peabody-Essex Museum, Salem, MA (978) 542-1609 * PEM.org July 16-November 6. American Impressionist: Childe Hassam and the Isles of Shoals. This is the first exhibition in more than 25 years to focus on Hassam’s paintings of the Isles of Shoals. The exhibition features more than 40 oil paintings and watercolors dating from the late 1880s to 1912.

US Naval Academy Museum, Annapolis, MD (410) 293-5275 * USNA.edu/Museum Highlights include Oliver Hazard Perry's famous “Don't Give Up the Ship” flag from the Battle of Lake Erie, a piece of USS Monitor, a video and light display illustrating the attack on Pearl Harbor, and the Rogers Ship Model Collection, the largest collection of 17th- and 18th-century models in North America.

USS Constitution Museum, Charlestown, MA (617) 426-1812 * USSConstitutionMuseum.org April 16-24. Join us this April School Vacation Week in celebrating the opening of the USS Constitution Museum’s newest exhibit, Forest to Frigate. This hands-on and interactive exhibit explores the creation of the United States Navy and the early history of USS Constitution — from design to construction to launch. Play games, design your own ship, and try your hand at traditional shipbuilding skills in our family-friendly programs available all week. b To list your event, e-mail marlinspike1812@gmail.com.

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b

PICTON CASTLE off Boston

with JOLIE BRISE in the background

At the joint conference of Sail Training International and Tall Ships America in January, Captain Daniel Moreland, master of the Picton Castle, received Tall Ships America’s Lifetime Achievement Award.

The award is given to an individual who has dedicated his or her life's work to getting people to sea under sail and who has worked to preserve the traditions and skills of sail training.

Receiving the award, Captain Moreland said “I accept this award in the name of the crew of the Picton Castle of the last 20 years.

They often say it’s my dream to sail around the world, but we wouldn’t get off the dock if it wasn’t also their dream, wasn’t principally their dream.”

Moreland began his career sailing sloops and schooners in the Eastern Caribbean, then signed on as mate aboard the brigantine Romance for a world circumnavigation under the command of Captain Arthur Kimberly.

Moreland continued his seafaring career in Europe aboard Denmark’s state training ship, Danmark. After his award-winning restoration of the schooner Ernestina ex Effie M. Morrissey, development of the sail training program aboard Niagara and working as master and mate aboard various sail training vessels, Moreland turned his attention to Picton Castle.

Moreland selected, designed and rigged the ship, with most of the work being done in Lunenburg, Nova Scotia, then proceeded to command her for most of the past 20 years, including six circumnavigations.

Picton Castle’s mission is sail training, provided on long voyages to international and exotic ports. Trainees participate fully in all aspects of shipboard life, standing watches, taking the helm, handling lines and sails, and assisting with the maintenance of the ship.

Through this, they play a part in preserving traditional seamanship skills and develop the skills required to work with others as responsible, resourceful citizens.

H The Virginia Maritime Heritage Foundation is in talks about their schooner Virginia, which has been laid up for 18 months now, looking for new ownership.

No details were available at press time, except that if the talks are successful, “she won’t be going very far.”

Virginia was launched by the VMHF in 2005, providing an educational resource for youth and adults. She conducted sail training voyages, appeared at numerous maritime festivals in the Chesapeake Bay and on the East Coast, and traveled to Nova Scotia, Bermuda, and the Caribbean. Operations were funded by student and adult bookings, appearance fees, donations and public funds.

But according to a VMHF statement released in the summer of 2014, “the 2008 recession led to a substantial drop in philanthropic support and the disappearance of public funding” and the Foundation was unable to make ends meet. The schooner was recalled to Norfolk in August of 2014 and laid up.

Eventually, she was listed with Sparkman & Stephens for $1.8 million. The price was later reduced to $1.5 million.

H Maryland Governor Larry Hogan announced in January that the state of Maryland will launch a new public-private partnership with the Pride of Baltimore II, using the high-profile schooner to promote

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Capt. Dan Moreland received a Lifetime Achievement Award from Tall Ships America economic development opportunities in the state, around the country, and in other nations.

“Pride is a wonderful symbol of the rich maritime heritage of both our state and the city of Baltimore, and the ship generates extremely valuable exposure and goodwill wherever she goes,” said Governor Larry Hogan. “We are pleased to have her help carry our message across the state, nation, and globe: that Maryland is open for business.”

Under a new agreement, the state will commit $1.5 million to Pride of Baltimore Inc., the nonprofit that owns and

operates the Pride, over the next three years.

The organization will use the funds to underwrite the Pride ’s activities and expand its focus on selling Maryland as a strong economic market.

Pride will sail in Maryland during parts of 2016 and has plans to take part in tall ships events on both the East Coast and in the Great Lakes next summer. At each of those events, the ship will share messages about the state. Pride will also continue to offer educational sessions for school children.

“Pride is a great iconic figure of Maryland and Baltimore,” said Maryland Transportation Secretary Pete K. Rahn. “As the Pride travels around our country, it promotes our state and largest city in a positive light.”

Over the past 27 years, Pride has voyaged to more than 200 ports in 40 countries and is one of the best-known U.S. sailing vessels in the world.

“We have an incredible legacy and a tool that can be used for economic development and to spread positive messages of Baltimore, the state of Maryland, our communities, and businesses in national and international media,” Executive Director Rick Scott said. “We think the positive messages that Pride delivers are needed now more than ever.”

H From Rockland, Maine, Capt. Brenda Thomas of the Isaac Evans writes that she is seeking a business partner.

BARS

Ah, Schooner Wharf. A Key West institution for 30 years, this funky open-air bar — located on the site of the old Singleton Shrimp factory — beckons tourists and locals alike with its unique blend of special events, delicious cuisine and great live music.

With anywhere from four to seven schooners tying up in the immediate vicinity, there’s a natural tendency for the crews to gravitate here after hours. Anyone who has worked on the Key West schooners has a Schooner Wharf story. Sadly, decorum prevents them from being repeated here. — MR 36

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“Ideally this partner is someone that has a captain’s license and an interest in getting into the windjamming business but doesn’t have the dough to just buy a schooner.

Or maybe it’s someone with strong sailing skills but not necessarily the business skills to jump right in and run a windjammer.

“I would take care of the office and the promotion as well as taking some trips as captain every summer. The partner would be doing the majority of the maintenance (spring outfitting and fall lay-up) and all of the early-season and late-season trips while my kids are in school.”

Capt. Thomas can be reached at evans@midcoast.com.

H As reported in our last issue, the Harvey Gamage set sail for Key West in December with plans to continue on and run programs out of Cuba.

Greg Belanger, formerly Executive Director of Amistad America and Ocean Classroom, organized the new “Ocean Passages” program for the schooner’s current owner, Phin Sprague of Portland Yacht Services.

The veteran schooner was fresh from a 14-month refit, which included 50 new planks, many new frames and a new larger, more efficient rudder.

Unfortunately, the Gamage ran into difficulties after arriving in Key West. Between the inevitable days in dealing with government red tape, a contract misunderstanding between the crew and owners, and what ownership deemed an inappropriate relationship between an officer and a deckhand, most of the crew that brought the schooner south had walked off the boat by late January.

A new crew was hired, however, and at press time the schooner had departed for Cuba, with Sprague on board. A bare-bones website is now up at www.ocean-passages.org.

H For many years, various members of the American Schooner Association have been collecting information about active schooners in the US and Canada. In 2015 a formal project was launched to organize the information into a database, expand the number of schooners listed, and look into ways of making the information available to the public.

The initial approach was to publish an electronic directory, “The Registry of American Schooners” as a PDF document, on the Association website at AmSchooner.org. The Registry contained three sections indexed alphabetically, geographically and by designer.

Building on that, a new website has been released dedicated exclusively to the Registry, SchoonerRegistry.org. The website mirrors the initial directory structure and presents schooners in three index lists.

The Registry currently has listings for over 500 vessels.

Much of the information has been found using internet searches cross-referenced against the National Vessel Documentation Center database. Additional schooners have been identified by looking at vessels participating in major schooner events around the country.

While the Registry is a copyrighted product of the Association, it is available to all, member and non-members,

I stole this reliable rum-punch recipe from a Moorings calendar, and it’s never done me wrong.

My family and I are big fans of the Moorings and we’ve chartered with them in several different locales.

The boats are clean, the bases are well-organized (by island standards) and when things go south, they are very responsive. Our only beef is that we’d really like to see them take more of a leadership role in protecting the environment! — MR

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Moorings Rum Punch

16 oz. decent rum 24 oz. orange juice 24 oz. pineapple juice 4 oz. lime juice 2 oz. Grenadine Mix in a pitcher of ice and serve with an orange slice 37

as a public resource.

There is still a great deal of work to be done updating and expanding the Registry database. A large number of smaller, privately owned and undocumented boats and Canadian vessels are missing.

The Association needs your help in filling in the Registry’s missing pieces. If you know of a boat missing from the Registry, let the Association know. If you see inaccurate information, let the Association know. The information will be updated as quickly as possible.

While the Registry is currently focused on US and Canadian boats, schooners from any other areas will be added as well.

Contact the Registry at registry@amschooner.org.

H The Gunboat Schooner Porcupine at the Bayfront

Maritime Center in Erie is shaping up nicely. Since our last update in the winter issue, Team Porcupine has attached a lazarette compartment to the stern, completed extensive modifications to the bow, and extended the topsides to give the hull more authentic 1812 lines and sheer.

While the interior will get a few extra layers of fiberglass to meet the American Bureau of Shipping requirements used by the Coast Guard for inspected vessels, the rest of Porcupine’s construction will largely be in wood.

“With a fiberglass hull, a steel keel, and wooden decks, spars and fittings, this is a very out-of-the-box project,” says Project Manager Jamie Trost. “But that’s exactly the kind of work BMC thrives on. Each step of construction is a teambased STEM exercise.”

Using funds from the project’s wildly successful Kickstarter campaign, Shipwright Bob Arlet and Apprentice

for HIGHLANDER SEA

Schooner MYSTIC Three-masted schooner, built 2007, steel hull by Freeport Shipbuilding. Staterooms for 34 guests. Lying Jacksonville, FL. Asking $2.99 million.

Schooner ARABELLA Three-masted staysail schooner, built in 1983, aluminum hull. COI for 149 day sails, 40 overnight. Asking $2,900,000.

Schooner HIGHLANDER SEA Two-masted schooner, laid up since 2011. 1924, oak on oak. Located Gloucester, MA. Asking $2,000,000.

Schooner VIRGINIA Gaff knockabout launched in 2005 for sail training.

Laminated white oak frames with wana planking. 98 GRT. Located Norfolk, VA. Asking $1,500,000.

Schooner HALIE & MATTHEW Bald-headed schooner, built in 2006, fiberglass hull.

Located Eastport, ME. COI for 100 on deck, 50 overnight. Asking $1,400,000.

Schooner AMERICAN EAGLE Bald-headed schooner in the Maine Windjammer trade.

1930, oak on oak. Located Rockland, ME. COI for 56 daysails, 28 overnight. SOLAS and PSSC. Asking $750,000.

Schooner UNICORN Topsail schooner, currently a sail-training ship. 1947, steel. COI 12 daysails, 6 overnight. Asking $375,000.

Schooner VICTORY CHIMES Three-masted schooner in the Maine Windjammer trade.

1900, oak on oak. Located Camden, ME. COI for 50.

Asking $925,000.

Schooner JEANIE B. Gaff schooner, steel. COI 25 daysails, 15 overnight.

Located NC. Asking $375,000.

Schooner HERITAGE Two-masted schooner in the Maine Windjammer trade.

1983, oak on oak. Located Rockland, ME. COI for 30 overnight. Asking $895,000.

Sloop PROVIDENCE Replica of Revolutionary War sloop. 1976, fiberglass.

Located RI. 59 GRT. COI for 40 daysails. Asking $295,000.

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Saona Island lies off the southeast tip of the Dominican Republic and is about the most beautiful place you can imagine — if you like calm, clear water and long beaches of sugary-white sand, backed by tall palms full of chattering birds.

Although it is a government-protected nature reserve, part of Parque Nacional del Este, Saona is deluged each day by tourist boats from the mainland. Hundreds of day-trippers wade shore to be greeted with buffet lunches and open bars.

At the bars and buffets, single-use plastic cups and silverware are the rule. As you might expect, many of these items go unaccounted for. A tour guide assured me that the beach is cleaned daily, but it is hard to see how Saona can maintain its beauty if it continues to be used in this way.

— MR Post a photo of your favorite beach to our facebook page, or e-mail us at marlinspike1812@gmail.com

Nick Rinn have nearly completed the deck frame work, and H have installed the collision bulkhead. With a handful of volIn Connecticut, Amistad has been transferred to a unteers, they’ll be starting the newly-formed nonprofit called interior and engineering over the Discovering Amistad Inc. next month before laying the deck Among Discovering on.

Amistad’s four incorporators, The team plans to have according to The Day newspaper, Porcupine up and sailing in is Len Miller of Essex, CT, who September. founded Soundwaters, a H Stamford-based educational Gene McKeever of Allen nonprofit that offers educational Insurance was honored recently by programs on Long Island Sound.

Tall Ships America, at the annual Amistad has spent the winter winter conference in Quebec. hauled out at Mystic Seaport, McKeever’s work led to Allen where reportedly routine mainteInsurance and Financial being nance and minor repairs are taknamed the only endorsed insuring place. ance agency of Tall Ships At press time, the new Bert Rogers and Gene McKeever America in 2007. The organizaorganization still had not set up a tion honored McKeever with a website or facebook page. special plaque to acknowledge his years of service, “excellent H advice, guidance and friendship.”

Overheard at the American Schooner Association meet“Gene has been a true friend of the fleet,” said Bert ing in February: Columbia will be returning to the Rogers, executive director of Tall Ships America.

Gloucester Schooner Festival this year.

McKeever is retiring in May after working with Allen The festival is held annually on Labor Day weekend. b Insurance and Financial since 1992.

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SUBSCRIBE to MARLINSPIKE Sign up today for the quarterly magazine devoted to traditional sailing vessels, sailors, and programs!

Single issues $6.95 * Annual subscription $25 Two-year subscription $40 — save $10!

Subscribe via PayPal to Marlinspike1812@gmail.com via credit card by calling (978) 561-3020 or mail your check to:

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and be sure to check out our active facebook page!

A select list of sailing programs, summer camps, and passage opportunities open to the public.

Nine traditional sailing vessels offering windjammer cruises on the Maine coast from mid-May through early October.

WEST COAST Grays Harbor Historic Seaport, Aberdeen, WA (800) 200-5239 * HistoricalSeaport.org Two Weeks Before the Mast programs on Lady Washington and Hawaiian Chieftain.

Maine Windjammer Cruises, Midcoast Maine (207) 236-2938 * MaineWindjammerCruises.com Three traditional sailing vessels offering windjammer cruises on the Maine coast from mid-May through late September.

Los Angeles Maritime Institute, Los Angeles, CA (310) 883-6055 * LAMITopSail.org Sail-training for school and youth groups.

Oliver Hazard Perry, Newport, RI (401) 841-0080 * OHPRI.org Week-long summer teen camps; educational programming for students of all ages; sail-training cruises for adults and families.

Schooner Adventuress, Port Townsend, WA (360) 379-0438 * SoundExp.com Overnight programs for teens, adults, seniors, and families.

Schooner A. J. Meerwald, Bivalve, NJ (856) 785-2060 * BayShoreCenter.org Day and overnight Maritime Camp programs for children 13-17.

Schooner Zodiac, Bellingham, WA (206) 719-7622 * SchoonerZodiac.com Windjammer cruises in the San Juan Islands, April-October.

Schooner Alliance, Yorktown, VA (757) 639-1233 * SailYorktown.com Public sails and private charters in Yorktown during the summer; Windjammer-style Caribbean cruises during winter months.

Schooners North, Friday Harbor, WA (360) 378-2224 * SanJuanSailCharter.com Cruises from the San Juans to Alaska on the schooner Spike Africa.

GREAT LAKES Appledore Tall Ships, Bay City, MI (989) 895-5193 * BaySailBayCity.org Day-sails, charters, educational programs, and overnight sail-training opportunities.

Brigantine St. Lawrence II, Kingston, ON (613) 544-5175 * Brigantine.ca Sail-training programs on the St. Lawrence and Lake Ontario.

Traverse Tall Ship Co., Traverse Bay, MI (231) 941-2000 * TallShipSailing.com Education, day-sails, charters, and multi-day windjammer cruises.

US Brig Niagara, Erie, PA (814) 452-2744 ext. 214 * FlagshipNiagara.org Summer 2016 Voyage Programs, for High Schools students, College Students, and Individual Trainees.

EAST COAST Barque Picton Castle, Lunenburg, NS (902) 634-9984 * Picton-Castle.com Currently headed to the Azores, Africa, the West Indies and home. No sailing experience required, just a strong back and willing heart.

Liberty Fleet of Tall Ships, Boston, MA (617) 742-0333 * LibertyFleet.com Windjammer-style Caribbean cruises during winter months.

Maine Windjammer Association, Midcoast Maine (800) 807-WIND * SailMaineCoast.com

Schooner Ardelle, Gloucester, MA (978) 281-0470 * SchoonerArdelle.com Public sails, private charters, and educational programs in conjunction with the Maritime Heritage Center.

Schooner Fame, Salem, MA (978) 729-7600 * SchoonerFame.com Public sails, private charters, and educational programs. Week-long Schooner Day Camp sessions for ages 8-14.

Schooner Mystic Whaler, Mystic, CT (800) 697-8420 * MysticWhalerCruises.com Single-day education programs for youth, overnight cruises for adults.

Schooner Pride of Baltimore II, Baltimore, MD (410) 539-1151 * Pride2.org Port visits, deck tours, charters, day sails, youth programs, private events and overnight guest crew experiences.

World Ocean School, Boston, MA (340) 626-7877 * WorldOceanSchool.org Education programs on board the schooner Roseway.

Schooner Sultana, Chesterton, MD (410) 778-5954 * SultanaProjects.org Weeklong “Chesapeake Adventures” programs for ages 11-14.

SEA Semester, Woods Hole, MA (508) 540-3954* Sea.edu Accredited semester-at-sea programs for college students.

Sea/mester, Sarasota, FL (941) 924-2900 * Seamester.com Semester-at-sea and gap-year programs for college students. b

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CAPTAIN / RELIEF CAPTAIN CAPTAIN Schooner Seaward Call of the Sea is in need of a captain for the 2016 education season. This position starts April 3 and goes till November 13. 100-ton near coastal master’s license with aux. sail required. This is a live-aboard position based in Sausalito, CA. Candidates must have a passion for teaching and working with youth. Candidates should also have excellent sailing and boat handling skills on similar-sized vessels. Position is dependent upon successful operational orientation, teaching, and demonstrated boat handling skills.

Send a resume and three references to: Liza Dean info@callofthesea.org CAPTAIN Sloop Clearwater The Captain of the sloop Clearwater is responsible for the safety and wellbeing of both the crew and passengers, and the safe and efficient operation and management of the vessel. The captain is the ultimate authority on the vessel, commanding respect and attention from all crew and passengers at all times. Clearwater tradition, seafaring tradition and legalities dictate the extent of the Captain’s command.

Clearwater is a Coast Guard inspected vessel. It sails from the tidewater reaches of the Hudson River, including greater New York Harbor, northern New Jersey and Long Island Sound. The sailing season runs from early April through the end of October. The captains work ten days on the boat, then work five office days, and five days off before getting back on board.

The Captain has both Administrative Responsibilities and Boat Responsibilities. These areas of responsibility overlap and are not confined to the locality of the office or the boat.

For a full job description, visit www.clearwater.org.

To apply, email a resume, cover letter to capt@clearwater.org.

CAPTAIN Schooner Spike Africa Spike Africa is a traditionally gaff rigged Schooner. She sails from Friday Harbor, WA, providing day sails, overnight and extended sails in Puget Sound and the Salish Sea, WA. Season – April to September 2016. Position requires 100-ton Near Coastal Masters license with auxiliary sail endorsement. This position is responsible for the safe and sensible operation and maintenance of the vessel, to manage, support and continue development of all crew, and to manage crew interaction with passengers to ensure a positive and informative learning experience.

Housing provided when not on overnight sail.

Reply with resume to: Info@schoonersnorth.com CAPTAIN Maine Windjammer Cruises Sail the Maine Coast with Maine Windjammer Cruises. We offer traditional sailing adventures aboard our fleet of two-masted schooners based in Camden, Maine. Trips vary in length from three to six days and carry up to 29 passengers per vessel. All positions require a commitment to the safety and comfort of our guests. Appropriate experience and licensing required.

Potential year-round employment for the right candidate.

Please apply to: jobs@mainewindjammercruises.com or fill out our online application at www.mainewindjammercruises.com CAPTAIN Cutter Scout Traverse Tall Ship Co., LLC based in Traverse City, MI is accepting applications for the position of captain of the 38' cutter Scout, from mid-May to mid September. This is a full-time, seasonal position. Scout offers private charters for up to 6 passengers on Grand Traverse Bay. The successful candidate must have a 6-pack Great Lakes or Near Coastal license at minimum, and be highly organized and self directed, with top-notch customer service skills. The captain works a five-on, two-off schedule. This is an excellent opportunity for a first command.

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This post is Seasonal.

Apply to: Captain Dave McGinnis (231) 941-2000 dave@tallshipsailing.com www.tallshipsailing.com

MATE / BOSUN / ENGINEER FIRST MATE Schooner Spike Africa This position is accountable to the Captain. Requirements: gaff rig experience, the ability to run a watch, basic navigation and traditional skills required. Diesel engine, electrical and electronics knowledge a plus.

Possession of a 100-ton Near Coastal Masters license a plus.

Responsibilities include: management of crew, oversee deck operation according to captain’s instruction, supervise ship’s maintenance on deck and aloft, manage training and encouragement of crew, direct crew interaction with guests to ensure a positive and educational experience, work with scheduling department to ensure efficient logistics.

Reply with resume to: Info@schoonersnorth.com FIRST MATE Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

FIRST MATE Schooner Dream Catcher Research trip to the Bahamas, May 1-30, 2016, leaving from the Florida Keys. Study habitat destruction, preservation of tern nesting sites. First mate candidates should have a 50-100 ton USCG license, as well as small boat handling, sailing, mechanical, and people skills. Low pay, but great adventure!

Call or email: Captain John Duke / Coastal Sailing Adventures Inc. saildreamcatcher@mindspring.com 305.304.5100 SECOND MATE S/V Denis Sullivan.

The Second Mate is the ship’s maintenance officer (Bosun), and coordinates the maintenance activities and inventories of the vessel. All mates stand as a watch leader for navigational watches and are primary instructors for students. The second mate reports to the chief mate for day-to-day activities and to the Captain for navigational watches.

Minimum three years experience aboard a sailing tall ship and must have been a watch officer before.

Contact:Tiffany Krihwan tkrihwan@dicoveryworld.org SECOND MATE SSV Oliver Hazard Perry The Second Mate is responsible for leading a safe navigational watch, supervising deck operations and assisting the Captain & First Mate in vessel operations, maintenance and instructing students in sail operations. The Second Mate maintains the deck logbook and is responsible for keeping all the navigational and safety equipment in order. Experience aboard square-rigged

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sailing vessels is required. A minimum license requirement for this position is 500-ton Auxiliary-Sail.

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 12 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org SECOND MATE Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

ENGINEER SSV Oliver Hazard Perry The engineering system includes twin 385hp Caterpillar diesel propulsion engines, twin 99kw and one 30kw generator. The ship has full HVAC, water maker, sewage treatment, Ensolve filtration system, etc., etc. The Chief Engineer is responsible for the day-to-day operation of the engineering systems, they monitor fuel and water supplies, maintain the highest level of fuel and energy efficiency and keeps tools and spare parts organized and inventoried. Record keeping is through an online system called Wheelhouse.

Minimum license requirement is a Third Assistant Engineers license, with Basic Safety Training & Advanced Fire Fighting.

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 1-

Authentic Tarred Hemp Marline

MATE Schooner Roseway The World Ocean School is seeking a licensed mate aboard the historic schooner Roseway. Job includes all aspects of tall ship sailing, both coastal and offshore, as well as an ability and desire to work with kids of all ages in both day and overnight programs. Applicant should be an enthusiastic, flexible, and energetic leader. Room and board provided on the ship. Must be willing to undergo a USCG drug test as well as a criminal background check if requested. Must have current STCW and appropriate licensing.

Schedule: Full Time on Rotation Pay: Commensurate with Experience For more information about World Ocean School’s programs and the schooner Roseway, visit www.worldoceanschool.org

American Rope & Tar

MATE Schooner Seaward Call of the Sea is in need of a Mate for the 2016 education season. This position starts April 3 and goes till November 13. This is a live-aboard position based in Sausalito, CA. Candidates must have a passion for teaching and working with youth. Minimum qualifications include the ability to coordinate deck operations such as: sail-handling maneuvers, vessel maintenance and educational programming. Engineering experience a plus. Should be able to serve as Relief Captain for programs while the Captain is off. 100-ton near coastal mates license with auxiliary sail required.

Send a resume and three references to: Liza Dean info@callofthesea.org

8115 River Front Ln. Fair Oaks, CA 95628 877 965 1800

www.tarsmell.com

PROUD HOST OF THE 2016

GLOUCESTER SCHOONER FESTIVAL

MATE / ENGINEER Yorktown Sailing Charters Yorktown Sailing Charters (www.sailyorktown.com) operates the 105foot, three-masted gaff rigged schooner Alliance and the 65-foot, twomasted gaff-rigged schooner Serenity in the York River, Chesapeake Bay, in the summer season. They offer two-hour day sails where the crew educate the public on basic tall ship sailing and the local history of the Yorktown area.

Liveaboard position. Experience with traditional vessel maintenance required.

Apply by email with resume and references to: info@sailyorktown.com Yorktown Sailing Charters P.O. Box 238 Yorktown, VA 23690 ENGINEER Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

SEPTEMBER 2-4, 2016 EXPANDED WEEKLY AND DROP-IN PROGRAMS AT OUR HARBORFRONT CAMPUS 23 HARBOR LOOP, GLOUCESTER MA • 978 281 0470

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MARITIMEGLOUCESTER.ORG

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2 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org BOSUN Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

DECKHAND ABLE SEAMAN SSV Oliver Hazard Perry Able seamen are the core deck crew members working the ship both on deck and aloft. They also lead the trainee crew members (both youth and adult) in all aspects of shipboard operations. Able Seaman is a US Coast Guard issued merchant mariner document. AB/Special/Sail is sufficient (180 days service on sailing vessels of 15 GT or over 65 feet needed to test).

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 12 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org DECKHAND Schooner Spike Africa This position is accountable to the First Mate and Senior Deckhand.

Previous experience is a plus but not necessary. Knowledge as a naturalist is a plus. Responsibilities include: among other duties, handling of running rigging and other equipment on deck and aloft while underway, cleaning and maintenance of the Schooner and her rig on deck and aloft, interact in a positive and informative way with guests, stand watch at anchor. 18 yrs of age or older.

Housing provided aboard.

Reply with resume to: Info@schoonersnorth.com DECKHAND / EDUCATOR Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

DECKHAND / STEWARD American Classic Schooners The schooners Stephen Taber and Ladona are seeking bright, capable, energetic candidates for both deckhand and steward positions. Ideal candidates should have a strong desire to sail the hell out of some very cool schooners, to provide outstanding hospitality to our guests, and to work

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hard with little promise of physical comfort. Bonus attributes include musical ability (we have been known to carry on at the end of the day), a high degree of self-motivation, mental toughness, a sense of humor, a low degree of whiney squeamishness, and a distaste for wondering aloud when breaktime starts. Pay is decent, and we eat like kings. Preference given to candidates who are available for the whole season (April 1 – November 1), but we occasionally hire crew for half seasons.

To join our team, please send CV, references, audition tapes, and any other supporting material to info@stephentaber.com.

DECKHAND Schooner Mary Day Deckhands work long days sailing and maintaining the schooner. Deckhands work with the mate to set, tend and furl sails. Sailing experience along with a working knowledge of basic knots and small boat handling skills is necessary. Deckhands need to be physically fit and willing to work aloft. Deck crew are also involved with daily maintenance of the rigging and work to keep the vessel clean at all times. Small boat handling skills will be expected.

Deck crew must have a strong work ethic and take pride in a job well done. A more complete job description is available.

Capt. Barry King 800-992-2218 schooner@schoonermaryday.com DECKHAND SSV Oliver Hazard Perry Deckhands are the core deck crew members working the ship both on deck and aloft. They also lead the trainee crew members (both youth and adult) in all aspects of shipboard operations.

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 12 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org DECKHAND Maine Windjammer Cruises Sail the Maine Coast with Maine Windjammer Cruises. We offer traditional sailing adventures aboard our fleet of two-masted schooners based in Camden, Maine. Trips vary in length from three to six days and carry up to 29 passengers per vessel. All positions require a commitment to the safety and comfort of our guests. Traditional sailing experience preferred (opportunity for advancement as relief captain if appropriately licensed).

Potential year-round employment for the right candidate.

Please apply to: jobs@mainewindjammercruises.com or fill out our online application at www.mainewindjammercruises.com DECKHAND / EDUCATOR / INTERN Schooner Roseway The World Ocean School is now accepting applications for deckhand educators aboard the National Historic Landmark Schooner Roseway. Job includes all aspects of tall ship sailing, both coastal and offshore, as well as an ability and desire to work with kids of all ages in both day and overnight programs. Applicant should be an enthusiastic, flexible, and energetic participant of the team. Room and board provided on the ship. Tall ship sailing experience and STCW preferred, but crew members will be fully trained once aboard. Must be willing to undergo a USCG drug test, as well as a criminal background check, if requested.

Schedule: One year contract.

Pay: $500/month For more information about World Ocean School’s programs and the schooner Roseway, visit www.worldoceanschool.org SAILING INTERN Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit com-

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munity. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

COOK COOK Maine Windjammer Cruises Sail the Maine Coast with Maine Windjammer Cruises. We offer traditional sailing adventures aboard our fleet of two-masted schooners based in Camden, Maine. Trips vary in length from three to six days and carry up to 29 passengers per vessel. All positions require a commitment to the safety and comfort of our guests. Responsible for preparing all meals on a traditional woodburning stove.

Potential year-round employment for the right candidate.

Please apply to: jobs@mainewindjammercruises.com or fill out our online application at www.mainewindjammercruises.com COOK Sloop Clearwater May 2016 through November 2016 Clearwater is currently accepting applications for the Spring 2016 season.

You will be working with a crew of 10-18 people (some volunteers) delivering Clearwater’s education program to 4th-12th graders as well as occasional programs for adults. Applicants with prior educational/sailing experience are preferred. Applicants should have strong communication skills, an active interest in education and an ability to work/live in a close knit community. Crew members work a 5-day-on, 2-day-off schedule. All crew are required to pass a pre-employment drug test and background check.

Compensation includes room and board.

See detailed job descriptions here: http://www.clearwater.org/the-sloop/crew/.

Send resume with a cover letter to captain@clearwater.org.

COOK Schooner Roseway The World Ocean School is seeking a cook aboard the historic schooner Roseway. Job includes keeping the ship's galley organized and clean, provisioning the galley once a week, preparing 2-3 meals daily for 10-20 crew members with various eating requirements, cooking meals and snacks during offshore transits, standing watches if needed, serving drinks and snacks in the galley during charters and day sails and for special events, and maintaining an enthusiastic, flexible, and energetic disposition. Room and board provided on the ship. Must enjoy being with people and working with kids.

Must be willing to undergo a USCG drug test, as well as a criminal background check if requested.

Schedule: Full Time Pay: $1,500 / month For more information about World Ocean School’s programs and the schooner Roseway, visit www.worldoceanschool.org COOK Schooner Isaac H. Evans The cook is responsible for the planning, purchasing, stowing, and preparation of all the food on board. Three meals a day plus an afternoon snack are prepared on a 1902 Glenwood C no. 7 wood stove for up to 26 people. Applicants should be organized, efficient, hard working, friendly, and versatile with applicable food preparation experience. May through October.

Weekly salary plus room, board, and tips.

Contact: Capt. Brenda Thomas, evans@midcoast.com PO Box 791 Rockland, ME 04841 (877) 238-1325 www.MaineSailingAdventures.com COOK SSV Oliver Hazard Perry Experience preparing and serving three meals daily at sea and in port for up to 49 persons; sanitation and hygiene management of the galley, ordering, stowage will also be duties.

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 1-

2 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org GALLEY COORDINATOR Sch. ADVENTURESS Sound Experience is seeking applications for a half-season Galley Coordinator for Season 1 (April-July 3, 2016). This is a paid position.

Responsible for overall food service on Adventuress. Ability to cook quality vegetarian meals for 12 to 37 people with limited budget and volunteer/donor support. Includes shopping, monitoring budget, inventory, meal planning and maintaining relationships with food donors including farms and bakeries. Interact positively with youth and adults. Include participants in shipboard meal prep. Promote SE programs. Crew must be at least 18, obtain a WA State Food Handler Permit and submit to background check.

Visit our website for detailed job description & how to apply. http://www.soundexp.org/index.php?page=join-the-crew

OTHER POSITIONS DEVELOPMENT COORDINATOR / EVENTS MANAGER Schooner Adventuress Sound Experience sails the historic schooner Adventuress to educate, inspire and empower an inclusive community for the future of our marine environment. Adventuress is the education platform for day and overnight programs for youth (primarily), adults and families operating throughout Puget Sound and the San Juan Islands. As the region’s “environmental tall ship,” programs center on marine education and environmental sustainability, STEM, and youth development with programming in marine trades and other related disciplines. Sound Experience is a nonprofit 501(c)(3) organization which is governed by a dedicated board of directors.

The position of Development Coordinator will report to the Executive Director and will have three key areas of responsibility including: 1) Microsoft Dynamics CRM development and management; 2) Campaign and Event Coordination; and 3) Donor Recognition and Stewardship.

The ideal candidate will be highly organized and passionate about creating efficient systems, be highly detail-oriented and enthusiastic. He/she will have strong written communication skills and proficiency with Office 365/Outlook required. The position can operate remotely, but will require weekly visits to the Port Townsend office (bi-monthly). Work will include occasional nights and weekends for strategic committee meetings or events.

Position will remain open until filled with the perfect candidate. To apply, please submit cover letter and resume electronically to: Catherine Collins, Executive Director Sound Experience PO Box 1390 Port Townsend, WA 98368 catherine@soundexp.org ONBOARD EDUCATOR SSV Oliver Hazard Perry The Onboard Educator will play an important role in the content and delivery of the first season of programs aboard Oliver Hazard Perry, working both as part of and alongside the ship’s professional crew to facilitate the core sail training experience, to coordinate auxiliary courses, and to administrate the camp programs.

SSV Oliver Hazard Perry will run programs for student of all ages during year-round operation initially along the east coast. Our programs include 12 week voyages in partnership with academic institutions, as well as teen summer camps and adult voyages.

Employment Dates: March 21, 2015 – October 21, 2016 Positions are full-time, live-aboard. Room and board provided To be paid, candidates must be US citizens or permanent residents.

Apply by emailing cover letter and resume to jess@ohpri.org b Got a job opportunity you’d like us to include in our next issue?

E-mail us at marlinspike1812@gmail.com

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A few years ago I volunteered onboard Clearwater. It was my first tall-ship experience and it completely changed my life. As my background is in environmental education, I had originally joined for the hands-on teaching experience (and because Pete Seeger is my hero). Little did I know that my experience would spark a new interest in tall-ship sailing. I’m now proudly working as an educator for the South Street Seaport Museum on board Pioneer.

I got this tattoo a few months after Pete Seeger passed away in 2014. It is a reminder of the power of educational organizations like Clearwater, dedicated to making the world we live in a better place. — Casey Dakota Shot

Nothing fancy, but it holds a special significance for me.

“LW” is for Lady Washington, the first boat where the rig was MINE to take care of and my responsibility.

The date is to always remind me how much we on boats rely on each other and how much each of our lives are in each other’s hands. It was a day that I was reminded of that fact in an immediate and terrifying way, and I never want to forget the feeling of terror when I realized that a mistake I made could have put the lives of my shipmates at risk.

And it’s been a daily reminder to me since.

— Jim Strebeck

My first at 36 years old. An appropriate symbol of the start to a new life spent living instead of dreaming. — Scott Doublinsky 46

MarlinspikeMagazine.com

CAPT. M. U. Stang

The Focsle The “forecastle” was a prominent design feature on warships from ancient navies through the medieval age, and seen on vessels well into the gunpowder era.

Its original purpose was to provide a high fighting platform for sea-borne warriors to attack from and to defend their respective ships. Located on the very bows of the vessel, it also balanced the vessel fore and aft with the quarterdeck and so-called poop deck on the stern. Naturally, it did nothing to improve the weatherliness of a ship.

The fo’c’s’le, or more correctly, the sheltered decks immediately beneath it, was also the area where the lower ranks of the crew slept and stowed their belongings. This is still true today.

Due to the physics and dynamics of wind and wave, it is also the most motion-active part of any ship and hence the most uncomfortable. But, in the exclusive hierarchy of both ship and society, it was good enough for the common hands, and that is also still true today. For millennia, if you wanted to move aft, you had to become a skilled specialist such as sailmaker, ship’s carpenter, or sailing master — or be born noble.

Beginning in the 17th century, the need for such a structure for combat waned, and the desire for better sailing qualities gained in importance. The result was a slow but steady reduction of the forecastle in European ship design. But though much reduced, it never quite went away, and remains a feature on many sailing vessels to this day. Now, however, the slightly raised working deck in the bow is referred to as the foredeck and only the “living” quarters beneath it are called the focsle.

Which brings me to the meat of my tale. If one goes to sea under sail today and learns the skills of a sailor, chances are that you will come aboard as a novice and will be assigned a bunk, a berth, or even possibly a hammock in the focsle, and there your real education will begin.

Focsle living is an art in itself. Never intended for co-ed occupancy, the illusion of privacy is carefully maintained although the reality is practically nonexistent. The space is cramped, cluttered, insufficient for any amount of personal belongings beyond what you can stow over and around yourself in your own berth. You will learn how to use every nook and cranny of that space and how to sleep “comfortably” on top of, under and beside everything you own. You will become intimately familiar with the reek of your own and every other focsle hand’s laundry, the equally pungent odors

of oakum, tar and paint, rust, salt, chain locker and the faint bouquet of bilge — and sometimes not so faint.

Your berth, your personal space of dubious luxury and refuge, is usually only slightly larger than a coffin and shaped on its outboard side to conform with the inner surface of the hull. Smallness of stature is a definite advantage here; the tall become less so by necessity. On the plus side, the tight space becomes a distinct advantage when you are trying to stay in your berth in a boisterous seaway.

The coffin analogy carries a darker weight when you consider that your berth is mere inches from the bow of the ship. Should she strike anything as she drives hard through the night, you will be the first to know! But not to worry: the ocean is far less likely to come through the hull than down the hatchway or scuttle which opens on to the foredeck or just aft of it, and where any old sea roaring over the bows will surely spill ample quantities of cold seawater down into the fo’c’s’le. This will happen repeatedly until the storm subsides or the vessel changes course. Crewpersons using said scuttle will bring in their own flurry of salty wet, which is why the experienced hands know to grab the upper berths away from the hatch.

Pray that the deck don’t leak.

The upside of all this is that you will be spending little time in the “folk’s hole”. In fair weather, there are much nicer places to be on deck, and in foul you will either be elsewhere in the ship doing your duty or too damned exhausted to care. Also, at any given time, a third to a half of your fellow foredeck rats are on deck standing their watches and so not occupying space in the focsle. But do not! presume to use any of their space in their absence; you will! be found out and face the consequences. As I said, privacy is a fiercely-guarded illusion.

In all of the ship, your berth in the focsle is the only space you can call your own, and by tradition, the only place on the ship where officers do not go. It is for the plebeians only. And when you emerge from it for the last time as you climb the ladder of your sea-going career you will, in the relative luxury and isolation of your official cabin, think back on your journeyman days with a wry fondness. You will never know friendships as close as those grown in the close dark of that damp smelly hole, and to have “come up through the hawsepipe” is the proud boast of many professional seaman; that is to say, the finest kind. b

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TALL SHIPS S CHALLENGE CHA LLENGE® Gr G eat Lakes 2016

BROC CKVILLE, ON SEPT. 17-18

DULUTH, MN AUGUST 18-21

TORONTO, ON JULY Y 1 - JULY Y3

GREEN NBAY, AY, WI AUG GUST S 5-7

BAY Y CITY,, MI JULY Y 15-17 VA ARIOUS PORTS SEPTEMBER 2-5 CH HICAGO, IL JULY JUL Y 27-31

ERIE, PA SEPT.. 8-11

FA AIRPORT HARBOR, OH JULY Y 8-10

e summer of 2016, Ta all Shipss America will once again bring ring a fleet of hips to the Great Lakes as part of the TALL SHIPS CHALLENGE® h ALLENGE® Great s 2016 race series. Join us as the tall ships race through h all five Great s making port appearances in cities throughout the US and Canada.

* Dates & route are subject to change

For more informa o tion visit www.tallshipsamerica..org

Offficial fi i l Rac R e Sp Sponsor onsor Erie e Insurance Group

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