Marlinspike #3

Summer 2014

Number 3

Back in the Black

South Street Seaport Colonial Navy, Inc. The Way of the Windjammer

The Cook’s Mate

$5.95 — about the cost of a Painkiller

Offshore Risk Management Marine Insurance Brokers & Intermediaries Satisfied client S/V Mandalay

Your boat is unique. Your business is unique.

You need a Specialist Insurance Broker, not a part-time agent that knows little about your needs.

Marine insurance is our only business.

We provide all types of marine insurance worldwide from dinks to dreadnoughts, Watersports, Pleasure, Charter, Cargo, Service providers, Marina & just about everything else.

We have the experience and the underwriters who want to help. Since 1972.

CALL or CLICK (305) 743-7711 or visit www.offshorerisk.com

Offshore Risk Management Marine Insurance Brokers & Intermediaries

An Investment

MICHAEL RUTSTEIN

There was great news this spring for those of us who sometimes despair of making government officials see the value of tall ships and sail training.

Twenty-four years after the rebuilt US Brig Niagara’s first sea trial on Lake Erie, Pennsylvania Governor Tom Corbett has announced that the brig will get a $4.8 million, state-funded overhaul designed to make her seaworthy for another quarter-century.

The work will be done at Niagara’s berth at the Erie Maritime Museum, and will essentially be “a huge attraction, a huge exhibit” for the duration of the 15to 18-month project, said Niagara Captain Billy Sabatini. Work is expected to begin no later than 2016. The ship will miss one sailing season, Sabatini said.

On tap is a complete rebuild of the ship’s hull, increasing her draft by 20 inches and adding about 16 tons of internal ballast, to improve stability. The added draft will also mean more headroom below decks.

Aging equipment, components and systems will also be replaced, and Niagara will receive new, larger fuel and water tanks.

At the formal announcement in Erie, Governor Corbett — a Republican who is currently running for re-election — was effusive about the impact of Niagara on the local economy, calling the state expenditure “a good investment.”

At a time when high-profile vessels such as Pride of Baltimore and Virginia are being asked to carry on their important work without the government support they’ve received in the past, it is nice to see that Pennsylvania, at least, recognizes the value of sail-training, and appreciates the economic impact of tall ships and tall-ship events.

With the Tall Ships Challenge headed back to the East Coast in 2015, let’s hope that politicians up and down the Atlantic seaboard are paying attention.

MARLINSPIKE MAGAZINE SPRING 2014 • Vol. 1, No. 3

Michael Rutstein, Editor & Publisher Cover Photo: Mikael Carstanjen Advertising: (978) 561-3020 Marlinspike (ISSN, USPS pending) is published quarterly for $20 by Pennant Publications, Inc., 73 Middleton Road, Boxford, MA 01921.

Periodical postage paid at Boxford, MA, and additional entries.

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

Copyright 2014 by Pennant Publications, Inc. All rights reserved.

Phone (978) 561-3020 E-Mail Marlinspike1812@gmail.com

Fair Winds,

MarlinspikeMagazine.com

Michael Rutstein, Publisher

4 b Back in Black

8 b The Seaport Struggles Forward The knockabout schooner Virginia is sailing again

12 b Colonial Navy, Inc.

A Q&A with interim president Jonathan Boulware

16 b The Way of the Windjammer An ambitious plan to build a sail-training fleet

20 b Log of the Picton Castle

A spring cruise aboard the ketch Angelique

Log entries from the barque’s haulout in Fiji

26 b The Cook’s Mate

Laura Fung finds herself in the galley of Sorlandet

28 b Boatyards 30 b Calendar 33 b Sailing Opportunities 34 b Boats, Bars & Beaches 40 b Tools of the Trade 42 b Job Listings 46 b Parting Signals

MarlinspikeMagazine.com

3

Ba After a recession-related rough patch, the black-hulled knockabout schooner Virginia is sailing once again

PHOTO: MIKAEL CARSTANJEN

4

MarlinspikeMagazine.com

ack in the Black The schooner Virginia, operated by the Virginia Maritime Heritage Foundation and based in Norfolk, VA, was launched in 2004 and offers educational programs for both students and adults while sailing between the Caribbean, Bermuda, and Canada's Maritime provinces. Captain Hank Moseley spoke to Marlinspike fresh from a weekend sail to Cape Charles, Virginia at the beginning of June.

sources of funding through charters, program fees, and private donations. We’re very pleased to be able to once again offer experiential education programs to youth and adults.

Marlinspike: I got my first look at Virginia at the Gloucester Schooner Festival in 2007 and I was blown away.

Tell us how it came about that the schooner was built and what her intended use was.

HM: We had to become leaner than we were, and we had to learn to maximize the resources at our disposal.

Fortunately we have a lot of great volunteers, a lot of people in the area who love us and love what we’re doing, and who go out of their way to help us.

It’s all about learning to use the resources we have available to us and building partnerships with friends and supporters. For example, when we go to Cape Charles, as we just did, we can’t put a whole lot of money into marketing.

One of our staff will go over there and make the rounds of the local businesses, put up posters, talk with local supporters. Our friends at Tall Ships Cape Charles helped us get the word out and we partnered with Southeast Expeditions, a local kayak company, to offer a package deal for a getaway weekend.

One thing that we’re learning to do better is the corporate sponsorship aspect of it. We’re very actively searching for corporate partners, and not just in the Norfolk area. We want people to understand that this isn’t the schooner Norfolk, this is the schooner Virginia. We’re out there letting people know who we are and what we do, and seeking sponsors from across the state. We need to bring the schooner to every port in Virginia we can possibly get into. We’re homeported in Norfolk and this year we’ve been to Alexandria, Deltaville, Cape Charles, and Portsmouth; and we’ll return to those ports again.

At the same time, Virginia was built to go offshore, and we’ll do that a couple of times each year. We’re heading to Bermuda later this month on a program called “Shooting the Stars”, teaching celestial navigation, and we have a nearly full boat of participants from Virginia.

Hank Moseley: Virginia is a replica of the last all-sail vessel built for the Virginia Pilots Association. The original ship was built up in Staten Island in 1916-17 and held station off Cape Henry until 1926.

Her mission was twofold; to bring the pilots out to arriving ships, of course, but also to serve as a training platform for apprentice pilots. Even though steam had taken over the industry, the Pilots Association still saw the value of sail training. They specifically asked for a sailing vessel, because they knew that was the best way to teach seamanship, leadership, teamwork and navigation to the next generation of pilots.

The genesis of the re-creation was that there were a number of folks here in the Norfolk area who were looking for a tall ship to build. They met with the pilots, who showed them photos of the old pilot schooners, and this one caught their eye: “That’s what we want to build!” So a group got together and formed the Virginia Maritime Heritage Foundation and hired Tri-Coastal Marine to build the vessel. Virginia was built right on the Norfolk waterfront.

MS: Where did they raise the money to build the schooner?

HM: Virginia was built with money from the Commonwealth of Virginia, transportation grants from the federal government, and a lot of private support from both corporations and individuals.

She was launched in 2004 and began programming in 2005. It was always our vision for the schooner that she would run educational programs. When the recession hit, funding for the schooner dried up, just as it did for many non-profits across the country. We’re now operating without financial support from the state and developing our own

MS: How difficult has that been, to alter your business plan in order to make up for the absence of government funding?

MS: Virginia was laid up for a couple of years there.

What got you up and running again?

HM: It was a combination of things. Our board did a great job of consolidating our debt from the construction of the vessel. There were some hard decisions that had to be made. It was hard to bring the schooner home in 2010 and

MarlinspikeMagazine.com

5

pull the plug on the programming we had planned, but it was the right decision. The board consolidated our finances, and did a great job of going out there and finding support locally. That foundation allowed us to move forward and get the schooner operating again when economic conditions improved and the timing was right.

No small part of that was the Ocean Classroom Foundation chartering the schooner. OCF approached us looking for a second vessel to run their four-month high school program in 2013. Our volunteers had kept the vessel clean and well-maintained to the point where it did not require a gigantic effort to put her back into commission, so we were able to seize that opportunity.

That charter spurred us into getting moving again, and we were able to maintain the momentum after that. There are a lot of great events in our area in the fall. You have the Philadelphia Seaport Festival, followed by the Great Chesapeake Bay Schooner Race, followed by the Cambridge Schooner Rendezvous, and finally what I consider one of the best Tall Ship events in the country, the Chestertown Downrigging Weekend. So putting together a schedule for the fall, following the OCF charter, was very easy for the ship.

MS: Tell us about the programs you’re running this summer.

HM: Our programming, this summer and for the foreseeable future, includes Virginia ports in the spring and trips to New England with our youth sail training programs in the summer.

Anyone who’s spent time in the Chesapeake knows that in the summer, the weather is very hot and humid and the winds are less than favorable for good sailing. Getting up to New England not only gives us a chance to use our sails more than our engines, but also allows our students to experience other places with maritime significance.

Even when we’re in New England during the summer, most of the students sailing with us are from Virginia. Many of them are receiving scholarships that have been provided through our Foundation.

In the fall, we’ll return to the Chesapeake for those events that I mentioned, and the programming just flows from weekend to weekend. Just as the Great Chesapeake Schooner Race is wrapping up, for example, we’ve got the Wine Festival going on right here in Norfolk. So, the Sunday after the race we’ll slip lines and head over there so we can get some more exposure in our homeport.

But we’re not opposed to looking at other opportunities that come up. If there’s a school that’s interested in sailing with us and they have a plan, we’re open to that, but for the next two or three years I think we’ll be sticking with this schedule. You know, our brightwork looks really, really good right now, and that’s because of the maintenance work we were able to do over the winter.

6

MS: Tell us more about the adult and youth programs you have during the summer.

HM: We’ve got a number of great one-week programs.

The youth programs are primarily for 13- to 17-year-olds to come on board the schooner and work side by side with the crew. They do everything from going aloft to navigating to cleaning the heads. Those programs start at the end of June and run through the end of August. We start in the Chesapeake to begin with and then move up to New England to run out of ports like New London, Portland, and Newport.

MS: I noticed the celestial navigation programs for adults that incorporate some blue-water sailing.

HM: Our adult programs are designed to fit into the periods when it’s difficult to get students on board. After Labor Day, for the next couple of weeks it’s tough to get students on board because they’ve just got back into school and they’re not ready to start taking field trips yet. We’ve had a lot of success with those adult programs, and some of them are very exciting offshore programs like the celestial navigation program that you mentioned. This year the adult celestial navigation trip is planned down the East Coast and in the past, we’ve sailed to Bermuda and back. I hope to continue that in the future.

We also this year created a number of events here in the Chesapeake Bay that I am really excited about. One is the Chesapeake Bay Seafood Sail, a five-day sail at the end of our season in November, from Chestertown back home to Norfolk. The focus is not only on tasting great seafood from the Chesapeake Bay, but also learning about the heritage of those fisheries, pulling into St. Michaels to see the museum there, talking about the oystering and crabbing industries, and learning about the health of local populations of crabs and oysters.

We’re offering a Virginia Winery Sail, a Virginia Brewery Sail, and another sail that will likely show up on our schedule in the next few weeks is a photography sail. That’s an event we hope to do in conjunction with the Pride of Baltimore II; it’s something that we’ve been talking about for a long time. It would be an opportunity for photographers to get on board the two ships, switch back and forth during a three-day package, photograph both ships under sail, and of course an opportunity for the two vessels to get out and play together.

The two ships just love sailing together. There’s a great rivalry, but also a lot of love between the two ships. Many of our crew have sailed on both vessels, and we end up sailing together frequently, so there’s great camaraderie there.

MS: Who’s faster?

HM: Well, as you know, that all depends on where the wind is.

MarlinspikeMagazine.com

I won’t lie, there’s pressure on me as captain of the sails out, whereas Virginia sails downwind really nicely.

Virginia to beat the Pride. But it’s always a surprise to people to find out that Pride, on the wind, blows Virginia away.

MS: Tell us about your staff and crew. Who’s running You wouldn’t think that would be the case, but on the wind, the boat these days? she just walks away from us. It’s astounding to watch her carry that square topsail as close to the wind as she does.

HM: We have a great crew with experience in sailing a She’s a great sailor and Jan Miles and Jamie Trost both variety of other ships. Right now it’s myself as captain, know that ship about as well as captains can know a ship, I Stefan Edick will be doing some relief work for me, and my think. chief mate is Whitney Ciancetta, a longtime OCF sailor Now, off the wind? who sailed for me on the Virginia has the ability to Spirit of Massachusetts back in beat Pride. We still hold the 2010. record for the Great Ryan Moore is our secChesapeake Bay Schooner ond mate; he worked at Race. We knocked the socks Hinckley and then for OCF. off Pride. We took the line Christine McCormick is our and never looked back, in third mate. She’s sailed on 2007. In 2008 we had a Lynx, Pride, Roseway, and great race against Pride. some other vessels as well.

They came across the line Our deckhands come first, and we spent five or six from a variety of backhours catching up. It was a grounds. Aaron Thal sailed see-saw race all night — like on Sultana and Quinnipiack, the two vessels were conand we’ve got Starbuck nected by rubber bands, as Derderian who sailed on Jan described it. We’d take Niagara and Pride. Duryea the lead, they’d take the lead, Griffith was on the OCF we’d take it back, until we spring trip last year and is broke our main gaff. We back as a deckhand. kept sailing, but of course Our cook is an old without our mainsail Pride friend of mine, Dani Settle, just walked away from us. who sailed with me on Tole Jan is a great sailor and a More back in 2001 and sailed great strategist, and I must for years on Amistad, and our say that I sail Virginia much engineer, Tanner Tillotson, MIKAEL CARSTANJEN better now, having sailed for sailed on Lynx and Roseway Jan as chief mate in 2012, as well as the LAMI boats VIRGINIA and PRIDE playing together than I did back in 2008. I out on the West Coast. at the Gloucester Schooner Festival learned a lot from him.

I want to mention our I always look forward to volunteer corps, which is opportunities to sail against Pride, but these days I feel less small but mighty. A lot of them have been around since the pressure to beat Pride than I do to sail Virginia well. That’s keel was laid, and predate my own involvement with the what I focus on — creating an environment where the crew ship, and I have a lot of respect for them. knows how to sail Virginia as well as we possibly can.

We are a small organization — especially our office staff, which is a lot smaller now than it was in 2009 — and we MS: Why do you think Pride has the edge to windward really rely on the support of this dedicated group. They’re while Virginia can beat her off the wind? talented folks. Mechanics, shipbuilders, people who have been in the Navy, worked as pilots. They help us with the HM: Part of it is that Pride carries a lot more canvas scraping and sanding and pretty much everything else you than Virginia, but more important is the knockabout design can think of. It’s a wonderful thing to return to the schooner of Virginia and her cut-away forefoot. Virginia and Pride can after being away for two or three weeks and find that they’ve point about the same, but Virginia makes more leeway, and solved problems that I was working on for a month or two! tack upon tack that ends up making a significant difference.

It’s a great group of people we have here, and we try to Pride’s square topsail also makes a big difference, with take care of them. We take them on board and take time out her ability to carry it so close to the wind. But off the wind, of our schedule so that they can come sailing with us and the extreme rake of her masts makes it difficult to keep the really enjoy the schooner and the fruits of their labor. b MarlinspikeMagazine.com

7

South Street Seaport Struggles Forward

Our Q&A with interim president Jonathan Boulware Jonathan Boulware has served as Master, Mate, Director of Marine Education, and on the Board of Directors for numerous vessels and programs, including day environmental education, multi-week team building and leadership, and long-term adjudication. He holds a 500-ton USCG license. He is currently a member of the Tall Ships America Board of Directors, and the Interim President of the South Street Seaport Museum.

Marlinspike: As interim head of the Seaport, you’ve probably got the most challenging tall-ships job in the country. Why did you take this position?

Jonathan Boulware: Because South Street Seaport and its museum are more than just a place, more than a tourist destination or a historic district in New York. They’re America’s front door.

In the middle of the nineteenth century, more than a third of the tonnage being moved in the world was being moved through South Street. New York’s deepwater harbor, and the construction of the Erie Canal with its connection to the heartland of America... these things combined to give New York its pre-eminent place in the growth of the United States. The Seaport, with its street of ships, is a monument to that story.

Wavertree is exactly the sort of ship that you’d have seen every day of the week here at South Street. Ambrose was the first lightship to mark the entrance to the newly-opened Ambrose Channel in 1908, ushering in a new era of everlarger ships into the port.

And it’s not just the history. Pioneer and Lettie Howard sail with students and the public on a regular basis; we have 8

big plans for Wavertree. These ships live because of their people; the students, the volunteers, the public who come aboard to maintain these ships, to sail them.

We’ve got to find our way out of this thicket; we’ve got to forge a new South Street Seaport Museum. And if we’re successful, it’ll live and thrive on the energy of our members, volunteers, students, staff, and neighbors.

I’m not here because it’s easy, that’s for sure. I’m here because I think this is important work.

MS: The Seaport weathered the recession, only to be hit with Hurricane Sandy, which caused an enormous amount of damage on the New York waterfront. Where do things stand now?

JB: Until Sandy hit us, our principal concern in the event of a storm was always the ships and the piers. We were worried about high winds, chafing gear, and so on — and we were prepared for those things. Our staff and volunteers did a great job of allowing us to weather the storm in that respect. But on shore, what nobody forecast was the unprecedented storm surge that inundated the streets and the buildings. The greatest impact of Sandy on the Museum was felt there, and to this day we are still not back to preSandy conditions. We have elevators that are not working, escalators that need replacement, electrical systems that need replacement, and many of our basic systems are still compromised.

But we’re working to move forward. I wouldn’t be here if I weren’t optimistic that we could solve the very real problems that we’re facing. In the short term, we have our opera-

MarlinspikeMagazine.com

tions principally on the piers and on board our ships. Peking and Ambrose are open to the public, and there are exhibitions on both of those ships. Pioneer is sailing, conducting both educational and passenger trips. Lettie G. Howard is sailing actively again for the first time in four years in collaboration with the New York Harbor School, and our army of volunteers continue to work on the preservation of the ships, both active and static, and on the piers.

MS: Real estate is always part of the puzzle at the Seaport. Just now the Howard Hughes Corporation is tearing down the Seaport District’s most prominent shopping area, Pier 17. How will that impact your operations?

JB: In the short term, what we’re seeing is less traffic in the area, because Pier 17 is closed.

There are just fewer people around.

In its early years — in the 1980s and early 1990s — Pier 17 was a pretty robust spot, and a big draw for the Seaport neighborhood. But it had fallen on hard times, for whatever reasons, and it became really crummy in later years. So I think the rebirth of Pier 17 has the potential to be a good thing for the Seaport. Certainly the demolition has given us unbelievable views of the Brooklyn Bridge!

To the extent that the Howard Hughes Corporation is able to pull this development off successfully, it could be a real boon to the Seaport, an anchor for the entire district — but it remains to be seen how that will all turn out.

something that with a little extra effort could be made right, they went ahead and did it. So Lettie is in very good condition right now.

Of course, when she returned to New York there was still a lot of work to be done to get her ready for re-certification, and that’s where the Harbor School students and staff chipped in, repitching her decks. There were about a dozen Harbor School students and staff who gave up their February vacation to work on the deck.

There’s a lot of energy around Lettie right now. This is exactly the kind of thing we get excited about when we talk about sail training. What entices a 17-year-old to give up their vacation to spend a week in February under a plastic cover, pitching the deck? Why would they do that? Irving Johnson would call it some sort of hypnotism.

MS: Tell us about the relationship between the Seaport and the Harbor School.

JB: That relationship actually goes back to the founding of the Harbor School. The school was founded by Murray Fisher, and its first offices were at the Museum, so there’s been a very close relationship for a long time — over a decade now.

Lettie was an early platform for the Harbor School, and to this day students who graduated years ago still speak in reverent tones of their experience aboard the Lettie. Murray Fisher and I were looking for a good way to employ Lettie, and the School was finding that the experience SOUTH ST SEAPORT of its students aboard the Lettie was something that they just An artist’s rendering of the new MS: It’s great to see the were not able to replicate elsePier 17 mall; AMBROSE as seen Lettie Howard is sailing again, as where. They wanted to get back you said, after having her keelto that. It was a logical and from PEKING’s rigging son replaced up in Portland. entirely sensible partnership for us to re–engage with the Harbor School on the platform of JB: Probably 80% of her keelson was replaced. It was a the Lettie Howard, and that’s what we have done. big piece of work, requiring a $250,000 capital campaign.

We have a lot of individual donors to thank for that.

MS: We were all impressed at the Tall Ships Conference Roseanne Cash did a benefit concert for us. And that in San Diego this February by the Harbor School students enabled us to send Lettie up to Portland, Maine to David that Aaron Singh brought with him.

Short, the same shipwright who did her major rebuild, which was so justly acclaimed, back in the 1990s.

JB: They’re impressive kids, no question. I’ll have the He and his team replaced 80% of the keelson, along with honor of speaking at the Harbor School commencement in lots of associated joinery, and as they went through the a few weeks and that’s one of the things I’ll be talking about schooner they didn’t miss any opportunities. If they saw — what a great bunch they are!

MarlinspikeMagazine.com

9

PIONEER

SOUTH ST SEAPORT

MS: Getting back to the Seaport’s fleet of vessels: perhaps the most physically impressive is Peking, a 1911, fourmasted barque. But the Seaport is looking for a new home for her.

JB: Yes. It’s a strategic necessity. Peking is one of our two big square-riggers, and she is the one that does not have a connection to New York.

Peking was built for the nitrate trade, carrying guano from the West Coast of South America to Europe and back out with general cargo. She was built for that trade only, and no P-Liner ever went to New York until Peking was purchased and brought to the Seaport in the 1970s, really as a placeholder. She was brought here to stand in for Wavertree at the Seaport Museum on the Street of Ships during OpSail 1976. It was never envisioned that she would be here for 40 years!

With ships of any size, you buy and maintain them by the pound. And we have two massive square-riggers. There isn’t any other museum in the country that has two ships like this. It’s an unsustainably large maintenance burden for a museum that, as we talked about, is struggling in a number of ways. Another issue we’re facing is that we don’t have pier space for both ships. We’re actually occupying more pier space right now than we really control on the waterfront.

Since Wavertree is the type of ship you would have seen on any day in the late 19th century along South Street, and since Peking has no similar connection to New York, 10

Wavertree is the logical choice to focus our efforts on.

We’re looking for a better home for Peking.

Conversations are ongoing with Hamburg, Germany, where she was built. That remains a possibility, but it has not happened yet. But in any case we are looking for a reduced fleet that is more manageable and which allows us to move forward on the Wavertree Project and other initiatives.

Better to have one ship in usable condition than two that are not — and by usable I mean that students can do overnights on board, students and trainees and staff can go aloft and set sails at the pier, and conceivably, al la Star of India, the ship can get underway every now and then and do a ceremonial sail. But in order to accomplish that, we need to be leaner on the waterfront.

MS: Tell us what exactly the Wavertree Project entails.

When I was last at the Seaport in the spring of 2012, Wavertree was in rough shape.

JB: I’m not going to say she’s in great shape. She certainly needs the work. But we have a funded city project that’s out for bid right now that will do major stabilization work in the ship. All told, it’s more than $7 million in city funding. That will pay for a thorough dry-docking, a bunch of plate replacement below the waterline, reinstallation of the tween-decks — which were removed when she was converted to a sand barge in Buenos Aires — the replacement of the weather deck and the installation of the cathodic protection, and so on. Stabilization with a capital S.

MarlinspikeMagazine.com

It’s a very big project that will get Wavertree to the point where she can then be managed by volunteers and waterfront staff. We hope that by the end of 2014, she’s going to be in shipyard for the beginning of the stabilization work.

Part of this process involved the first complete survey Wavertree had had in very long time. And the conditions we found, although not great, were much better than they could have been. There was no question in the minds of the surveyors and marine engineers that she is completely repairable and preservable. So we’re heading into this phase of stabilization with a lot of confidence.

MS: Tell us what’s going on with Pioneer, the other active sailor in your fleet.

JB: Pioneer remains a workLETTIE horse and a real gem of the Seaport fleet. She’s been sailing at HOWARD the Seaport Museum for many decades. She was recognized by Tall Ships America as the Sail Training Program of the Year in 2012, and that award wasn’t given for the program of students that come aboard, although she’s been recognized for that as well. That award was given for the training program of volunteers and professional crew that’s been going on for many years.

We have captains of Pioneer who’ve been sailing the schooner for 30 years out of the Seaport Museum! We have people who’ve been involved in the boat for that M. RUTSTEIN long. It’s hard to find a boat that has launched or furthered as many careers as Pioneer has.

She has nurtured so many deckhands and mates and masters throughout the fleet, in her unpretentious workhorse schooner kind of way. She’s not a yacht, she’s a real-deal commercial schooner from the late 19th century.

What I’m most proud of is that Pioneer continues to have this devoted, vibrant community of people who love her. For her entire life she has worked for a living. She started out carrying sand, and now she carries students and the public. But she is still working for her living in a very appropriate and classic sense of the term.

MS: You talked about getting leaner and reducing the load on the museum’s limited resources. What will happen to the Seaport’s fleet of smaller vessels, such as the tugs and the little chandlery lighter, the Marion M.?

JB: The Marion M. has been transferred to the Chesapeake, where she’s being restored by an individual there. We’ve already made some fleet reductions, and that’s

one of then. The Helen McAllister, a 1900 tugboat, is another.

With respect to the other vessels, we don’t have any other specific fleet reduction plans in place, but we’ll continue to look at the best way to allocate our limited resources.

Ultimately we have to consider the question in terms of our mission. If we have sustainability for x tons of vessels, and we are telling this story — the story of the Seaport’s role in the rise of New York as a port and in the growth of the United States as a nation — what are the vessels most appropriate to that mission?

MS: Jonathan, we wish you luck; you’ve got your work cut out for you.

JB: Yes. But as I said, I feel it’s important work. I know there’s a lot of waterfront scuttlebutt, a lot of people wondering what’s happening with the Seaport. The truth is that the Seaport Museum has had a very broad impact throughout the country and the world. There are sailors everywhere who started their career here, or passed through the Seaport at some point in their careers. It’s not just an important historical site; it’s also an important institution in the sail-training community.

Fortunately there are many people who are strongly committed to this museum, and to its collection of ships and artifacts. We’re going to get through this and start a new chapter.

This is a very, very challenging time. There’s no other way to put it. But we’re not dead yet.

I think there is a real future for this museum, where we’re able to effectively tell the story that we must tell, using the kind of active, engaged programs that only happen on ships.

That’s sometimes hard to explain to folks ashore, but those of us who have worked in sail training understand it very well.

MS: How long do you picture yourself working at the Seaport?

JB: I don’t have any specific plans. I am very, very much engaged in this effort. I have a lot of skin in the game personally. It’s an incredibly challenging thing I’m trying to pull off, balancing the needs of my family and of the museum.

But it’s so very worthwhile.

Whether I eventually manage a transition to someone else who will take the Seaport to the next level, or whether I’m still here in ten years, I don’t know. But I’m in it to win it. b

MarlinspikeMagazine.com

11

Tall Ship veteran John F. Millar is envisioning the return of

The

Colonial Navy

But is the East Coast ready for a fleet of cold-molded sail-training vessels?

PHOTO: MAGGIE WALTON

John F. Millar was the driving force behind the construction of two Revolutionary War replica vessels, “HMS” Rose and the Continental Navy sloop Providence, back in the 1970s. He was one of the late Barclay Warburton’s co-conspirators when he founded the American Sail Training Association (ASTA) in 1973. He also helped draw up plans for the Lady Washington in the 1980s.

More recently, he became aware of the availability of an unfinished steel hull on the Canadian side of the Great Lakes, “and I made sure my friend Capt. Richard Bailey knew all the details, so that has now morphed into the almost-finished Oliver Hazard Perry after a lot of work by a lot of people.”

But Millar laments the loss of Rose to the West Coast and is seeking to replace her with a fleet of smaller replica vessels, coldmolded by Covey Island Boatworks in Nova Scotia, offering week-long sail-training cruises open to all ages. Marlinspike spoke to Millar recently about his Colonial Navy, Inc. project.

Marlinspike: John, tell us first how you got started in sailing.

John F. Millar: I’ve been sailing ever since I was old enough to say, “Daddy, it’s tipping!”

My father was British, so I sailed on both sides of the Atlantic. When I was 15, in 1960, he had an International One Design and there was a whole class of them at Cowes, England. He told me, “I’m not going to be able to campaign the boat this summer,” because he was working so hard on 12

his aerospace business, “so I want you to skipper my IOD, and good luck!”

And I won my class that summer. The rest of the IOD owners — I think there were about 18 altogether — were pretty ticked to be beaten by a teenager!

Then in 1964 when I was at Harvard, I had made friends with the Hovey family of Marblehead, which owned the 12-meter Easterner. They weren’t thinking of campaigning Easterner for the America’s Cup that year, but I told them I had inside information that Easterner ’s towing-tank results were superior to any other 12-meter, including Constellation and American Eagle, that had both been built that year. I told them they owed it to the boat to give her another chance.

The Hoveys said, “OK, how are you going to help us do that?” I told them I had a nice house in Newport where the crew could stay and which they could use as their base. And so they did.

They didn’t put any money into the program at all — no repairs, no new sails, no new gear, nothing. As a result, we had a lot of breakdowns. But there were also times when we were sailing to two feet to their one against the other boats.

Finally, a forestay let go and the Hoveys said “Look, it’s quite obvious our boat can’t compete,” and that was that.

Very disappointing.

However, right about that time I had heard the famous J-boat Endeavor was sitting in a mud bank over in England, so I asked her owners if they might be willing to sell her,

MarlinspikeMagazine.com

and they said yes! It was something like $5000 — not much.

I bought her, had her hauled at the Camper & Nicholson yard and surveyed, and she was in better condition than anyone thought. I tried to raise more money to bring her back to Newport with the intention of building an America’s Cup museum around her, but I couldn’t find any more money.

Eventually I had to sell her to a British preservation trust, which in turn sold her to someone who was going to cruise her in the Caribbean, which was a pretty stupid idea, and she started rusting out badly. But she was eventually bought by Elizabeth Meyer. Elizabeth had her almost completely rebuilt at a shipyard in the Netherlands, and she’s now a showpiece of world yachting, sailing all over the place, which is nice to think about. I was only 19 or so when I had my small part in her story.

MS: Tell us about your involvement with Barclay Warburton and “HMS” Rose.

over the world and they said, sorry, that’s about a $2 million ship. I had just about given up, when Smith & Rhuland in Lunenburg, Nova Scotia said they could do it.

They really wanted the work, wanted their crew to have something to do. They said, “If you don’t need us to provide engines, and gearboxes, and propellers, and life-support systems, all those expensive systems… If you can find the ropes, the sails, the cannon… then we can build the hull for a quarter of a million.”

I said, “Done!” And I went back to the bank to collect the money. They were very surprised to see me — they thought they had given me a polite but effective brush-off!

I got a rope company to donate the five miles of rope, and a sail-making company to donate the 13,000 square feet of sail. I had to pay a little bit of the cost of the sails, but not much. I bought the cannons out of petty cash. But if anyone had asked “What are doing about operating capital?” I would have said, “What’s that?”

JM: I graduated from Harvard in MS: What was your business plan for 1966, and right about then Barclay took Rose at that point? an old shack on Bannister’s Wharf in Newport and turned it into a restaurant JM: There was no such thing as a that he called the Black Pearl, after his business plan. The idea was that she yacht. So I hung out with him a lot. I should be open to the public on the was a folk singer, and I sang in the tavern waterfront in Newport. I had arranged along with lots of well-known musicians with some people who were building a he brought in from time to time. hotel on the Newport waterfront to keep Barclay and I got to talking, and some the ship there, but they ran into some of our talks ended up with the Rose being delays and it turned out to be a while built in 1970. The Bicentennial was combefore the hotel was built and opened up, ing, and nobody was doing anything useand in the meantime they told me sorry, ful about it. I thought that since Newport PHOTO: TALL SHIP SLOOP PROVIDENCE the ship couldn’t be at their dock. So I was essentially where the American Navy had to scramble around to find another Providence continues to place. Rose ended up the next summer in was founded, we ought to have some sail as Rhode Island’s copies of ships from that period for peoBoston, that was 1971, and she came Official Flagship and Tall back to Newport in 1972. ple to see.

I went to the bank to borrow the Ship Ambassador money, and they thought the idea was MS: That was right about the time terribly funny. The loan officer laughed when I told him I that Barclay Warburton founded ASTA. wanted enough money to build five Revolutionary War vessels. He called in the entire staff of the bank. They all JM: He had just sailed the Black Pearl to Europe to take crowded into his office, and he said, “Now tell them what part in a sail-training rendezvous. It was a great success, and you told me.” So I did, and they all laughed. they asked him to found an American sail-training organizaWhen they stopped laughing, I blurted out, “Do we have tion, and he asked my advice on how to do it. anything to talk about at all?” And he suddenly stopped laughing because he realized he had been rude to a cusMS: And you told him..? tomer. Not just any customer, either. I didn’t know this at the time, but my grandfather had founded the bank. That JM: Well, the basic template was already set up by the wasn’t cool, to be rude to the grandson of the founder!

STA in England. Meanwhile, I was also on the Rhode He then said, well, maybe we could do one ship. I Island Bicentennial Commission, which didn’t look as if it picked the biggest of the five, the Rose. If you’re going to be was going to accomplish much, for lack of state funds. But a museum and you expect people to stop and get out of their we started thinking big about bringing tall ships to Rhode cars, something big is better than something small! And he Island during the summer of 1976, and Barclay was brought said for that, we could lend you a quarter of a million. in on that, too, so it all gelled.

I thought that was a fortune, but I went to shipyards all Barclay arranged with his opposite numbers in other MarlinspikeMagazine.com

13

countries that they would sail to Newport for the Fourth of July, but the State Department was outraged because they had told New York City that THEY could have the tall ships on the Fourth. Since almost all of these European tall ships were government-owned, the State Department was able to pull rank. We had to scramble, and what we came up with was a plan for the tall ships to come to Newport first.

We had a race from Bermuda up to Newport, and then about four days later the fleet went to New York for the Fourth.

Originally, the European ships had all told Barclay they were relieved to be coming to Newport instead, because that meant they didn’t have to go to that dreadful place — New York! — where their crews would be mugged and where there was all kinds of flotsam and jetsam in the harbor. They didn’t want to go to New York; they were talked into it by their governments.

JM: As soon as Rose was established in Newport, I had set up a non-profit organization to build the other boats I had planned on building, and eventually to take over Rose from me, at cost.

The first of those vessels was Providence, the first ship of the American Navy and the first to land the US Marines. At first I thought the thing to do was fill up our board with retired Navy and Marine Corps officers. They didn’t know what they were doing, but they had plenty of time on their hands… [Laughs] An Admiral was the guy they picked to head it up. He concluded that we couldn’t have the First Ship of the American Navy built in Canada, for goodness sake, so we’re going to have to build it here, even though it’s going to cost anywhere from four to eight times as much!

So they set out to raise the money and brought in a pro-

MS: I take it that the Rose at this time was primarily a dockside attraction. When did you develop the business plan of doing short sail-training cruises up and down the eastern seaboard?

JM: That was never part of my plan. I sold the ship in the early 1980s.

I had moved to Virginia to do graduate work at William & Mary, so I sold the ship to a marina in Bridgeport, CT. And one of my crewmembers, Richard Bailey, showed up in Bridgeport a little bit later and said to the new owners, “I don’t know if you heard about this, but Congress has just changed the rules under which ships like this can operate.

We can now take people sailing, and charge them a lot of money!”

Sail training now became the business plan. The new owners raised the money to repair the ship, which was in pretty bad shape at the time. This was 1984-85; she was just repaired enough to take part in the centennial of the Statue of Liberty.

And then Rose went on to have a 16-year career as a sail-training vessel with the capacity for 31 paying crew, up and down the Eastern seaboard, down to the Caribbean, and one glorious summer in Europe.

MS: But before you left Newport, before you sold Rose, you had been able to get another Revolutionary War ship built, the sloop Providence.

14

Let Us Protect Your Investment Chris Richmond crichmond@allenif.com

ENDORSED BY

Flagship Niagara

An employee-owned company with offices in Camden, Rockland, Belfast and Southwest Harbor, Maine.

AllenIF.com | (800) 439-4311 MarlinspikeMagazine.com

2013

Millar envisions a wide variety of rigs set upon cold-molded hulls built by Covey Island Boatworks.

Rose, which took several years.

MS: Around that time, you were contacted by the group in Washington State that eventually built the successful brig Lady Washington.

fessional fundraiser. He told us, “This first meeting is free, and after that I charge you through the nose.” He went on to say that although he was called a fundraiser, he didn’t actually raise funds — that was OUR job; his job was to tell us how to go about it. And then he explained that when it comes to filling non-profit boards, you must obey the Three Gs, which means that you either GIVE money, you GET other people to give money, or you GET off the board!

We took that to heart. We shook up the board, and eventually went out and raised the million and half dollars that it took to build the Providence [out of fiberglass] in Rhode Island.

JM: That’s right. They wanted to build both the Columbia and the Lady Washington. They said, “We heard that you built the Rose and Providence, and would you please draw up plans for us?” I told them I wasn’t a naval architect, but I could draw some preliminary plans and then they could take them to a naval architect; I recommended Ray Wallace of California to them. We had a good working relationship.

I told the group that if they were going to build the Columbia and the Lady Washington, it was important to build the Columbia first, because you can always raise money for a smaller ship second, but the other way won’t work. But they said, “No, we know what we’re doing,” and they built the Lady Washington and then ran out of money, and the Columbia never got built.

The second thing I told them was that if they used traditional building techniques, with local wood, the vessel would have a lifespan of anywhere from five to 25 years, maybe fifteen years on average, and then they’d have to replace much of the hull. I suggested instead that they go with cold-molded construction, but they said “No, we can’t do that. We want to have people watching us build the vessel here.

That’s part of raising the funds for it, and cold-molded construction is not fun to watch.” Maybe so, but they’ve had to substantially rebuild Lady Washington twice since then.

MS: Tell us about your Colonial Navy project.

MS: And what was the plan for Providence?

JM: The idea was that sometimes she could be at the pier, charging admission, and other times she could be doing day sails, and other times she could carry week-long trainees. We ran into a lot of problems where the board wanted to do things one way and I wanted to do them another, and they also changed their tune on Rose. They were having a good time with the Providence; she was less expensive to own and to operate and they balked at the idea of owning and maintaining the much larger Rose, which was made of wood, so they backed away from taking over Rose.

They also decided that they didn’t need those other ships that I had hoped to build, and so we parted ways at that point. That’s when I started looking for someone to buy the

JM: Rose was sold to Twentieth Century Fox at the end of 2000, and now she’s in San Diego as “HMS” Surprise, and she’s not coming back. And yet for 16 years she carved out this niche of a historical vessel offering weeklong sail training cruises up and down the coast. The Oliver Hazard Perry will fill some of that niche, but not all of it.

Ever since Rose left, I‘ve been thinking, how do you to fill those shoes? Another Rose would cost $10 million and only carry 31 people — probably not a paying proposition.

Providence and Lady Washington are a much better size: 65’ on deck, 20’ beam, you can carry 12 paying trainees, and you can put any rig that’s ever been invented on that size hull —

MarlinspikeMagazine.com

Continued on page 45 15

The Way of the

Windjammer Dennis Gallant and Candace Kuchinski (left) are the proud new owners of the steel ketch Angelique, a windjammer out of Camden, Maine.

As you might expect, neither of them are newcomers to the trade. Both worked on Maine windjammers earlier in their careers. Marlinspike chatted with Candace in late May and sent intrepid reporters Dick & Melissa Meyer out on an early-season cruise aboard the ketch.

Marlinspike: Was owning a windjammer a goal that you and Dennis had cherished for a long time?

Candace: It was a goal, a long-term goal. Dennis had known for a long time, ever since he started working on windjammers, that this was something he wanted to do for a living. And so we’ve been looking at other boats, trying to buy windjammers, and Angelique just worked perfectly.

Dennis had been mate on it for ten years, and he knew the boat, inside and out.

MS: How has the windjammer business changed since you started out as deckhands in the 1990s?

CK: We’re offering shorter trips. It used to be primarily six-night trips, but to accommodate people’s busy schedules, we’ve instituted three- and four-night cruises. Our guests are often combining other activities in Maine with their cruise, and they want to hit Boothbay Harbor, Bar Harbor, AND do a windjammer cruise.

generation of owners turning over the vessels to younger folks. But a couple of schooners had difficulty weathering the Great Recession and the slow recovery; they got themselves into debt that they couldn’t service. Was that something that concerned you when you became owners?

CK: No. Actually, that was happening at the time we were taking over on the Angelique, but honestly because Angelique has such a good reputation, and the previous owners had run such a good business, we weren’t worried.

MS: What’s the most satisfying part of owning Angelique?

CK: Seeing our guests relax and enjoy the scenery, and hearing what a great time they’ve had.

MS: What will your winters look like? Will you take the boat south, or will you lay her up?

CK: The boat’s not going south. It’s going to do what it’s always done, which is stay in Camden Harbor for the winter, get covered up, and we’ll start fit-out in April.

Other boats have tried running a winter season somewhere south. But then you’re running all the time, and these boats need maintenance! It’s really hard on these boats, to run a summer and a winter season and get their maintenance in.

Now, if any boat could do it, it’s the Angelique. She’s very seaworthy, and she’s made of steel. But we haven’t really felt that need. I think it’s in her best interest not to.

MS: What do you see as the biggest challenge in running a successful windjammer operation these days?

MS: How do you market your business?

CK: We’re part of the Maine Windjammer Association, which handles a lot of the PR and advertising. That’s where a lot of our guests hear about us. But word of mouth continues to be very important. That hasn’t changed.

MS: A large number of windjammers have been on the market this past year. Mostly it’s a function of the older 16

CK: Getting the word out that these windjammers exist and they’re doing a wonderful cruise on the coast of Maine.

That’s one of the reasons we work together on marketing, so we can extend our net a little farther. We need to let people know we’re here, that it’s a unique thing to do, it’s a great value and a darn good time, because we are competing with other vacations that people could take. b See page 18 for an account of Dick & Melissa’s May cruise.

MarlinspikeMagazine.com

ANGELIQUE, tearing through Penobscot Bay

© CAROL LATTA AT AMAZINGMAINE.COM

Resting at anchor as the crew prepares a lobster bake ashore

Passengers and crew haul together RICHARD A. MEYER

RICHARD A. MEYER

Veteran sailors Dick & Melissa Meyer enjoyed an earlyseason cruise aboard Angelique. Here is their report.

You may have heard that sailing a windjammer is exciting and fun. It is — and so much more.

Aboard the Angelique, we experienced a coming together of a community, passengers and crew, which restored our faith in the goodness of people when thrown together, even for a short time. How did the crew accomplish this? In many ways, but mostly through the way they welcomed and integrated us, and yet respected our individuality. Those of us who had sailed before learned much we did not know. The novices were soon hauling lines and making sense of the language. ‘Downstairs’ quickly became ‘below’.

Our experience began in Camden. We had signed on for three-day wildlife cruise in late May. We slept aboard the night before our cruise began, and the next morning was the first time we met the entire crew and the passengers. Captain Dennis introduced everyone at breakfast, and gave a short history of the boat and the crew. He told us one of the most important things these trips provided for him was the opportunity to “share the Angelique”. Dennis knows every island, gunkhole, and harbor in Penobscot Bay. His stories about the people and boats of the Maine coast are endless.

At 1000, the crew backed the Angelique from the dock, with first mate James aboard the yawl boat. Once out of Camden Harbor, the raising of the sails began.

At the time, it appeared simple, with teams of passengers hauling halyards, crewmembers calling instructions, and lines being made off. In retrospect, the deck crew managed to shake out and set the two topsails (tack lines, halyards, sheets), teach untried passengers to set the mizzen and the main (throat halyard, peak halyard and sheet), and

RICHARD A. MEYER

18

AMERICAN EAGLE

RICHARD A. MEYER

then raise all three headsails (outhauls, halyards, sheets) quickly and without fuss.

We’d learn the lines and the sequence of events over the course of the voyage, through the patient coaching of the crew. One passenger, who had sailed on the Angelique many times, had taken photographs of the many pin rails, and challenged us to name the lines. It was a while before we could do it.

In a 10-12 knot southwest breeze we sailed through the Oak Island passage, where we saw seals and their babies sunning themselves on the rocks. Our destination was Hell’s Half Acre, a small island with a beach ideally suited to a lobster bake. As evening approached, we rowed ashore in the eight-oared launch. The crew steamed lobsters in a bed of seaweed, and many of us managed to eat at least two.

Sitting on a beach watching the sun go down and toasting s’mores led to more stories, and we began to appreciate and respect the diverse backgrounds and experiences of both passengers and the crew. Back aboard, we enjoyed panacotta by Hoppy, our chef, and guitar with Captain Dennis and a talented passenger.

Coffee on deck at seven, watching the fog slowly disperse, is a great way to start a day. Passengers and crew found time to talk, away from the distractions of our electronic world. As we waited for the wind to rise, we motored over to Stonington where we stretched our legs and explored the town.

Out of Stonington, we raised the sails, led by James.

We were by now a slick team. With a strong southwest wind we made over eight knots up the bay. For lunch Captain Dennis turned us north and we enjoyed fish tacos with a following breeze, warm and sunny.

As we resumed our passage up the bay, Captain Dennis spotted the American Eagle, a windjammer out of Rockland. As Dennis said, “when two boats are on the water, it’s a race.”

With our topsails up — American Eagle is bald-headed — we had a boat speed advantage. Dennis later explained that the topsail not only adds sail area aloft, but also serves as a vang, keeping the gaff to which it is sheeted up to

MarlinspikeMagazine.com

windward.

That evening we dined in Gilkey’s Harbor on braised beef with pecan gramolade. The crew joined us at table, and we learned more about their experiences and ambitions. Emily said, “I’m working my way to deckhand by doing dishes,” and afterwards several passengers pitched in to give her a hand.

After dinner we congregated in the deckhouse for pumpkin mousse and good storytelling. An old hand among the passengers told us, “It always happens. After two days out the whole boat comes together, passengers and crew. And always on the Angelique.” It is what brings her back year after year.

The next morning, after coffee and breakfast were shared, we slipped the hook and set sail for Camden. The mess hands were all over the boat demonstrating mastery of new skills. We attribute this teamwork to the support of the captain and the mate.

Sailing on a windjammer isn’t just exciting and fun. It is also a great place to learn about traditional sailing, and

RICHARD A. MEYER

about what’s important: making friends, sharing gourmet meals, and working together. It was a trip to remember. b The Maine Windjammers have been voted “Best Value in New England” by the Society of American Travel Writers. You can book your vacation on one of eight different vessels, including Angelique, by visiting www.sailmainecoast.com

Meet the Crew Captain Dennis has many years experience sailing the Angelique and other boats. He has made numerous transatlantic crossings, and makes custom wooden surfboards in his spare time.

Dennis

Sean

James, the mate, has sailed the Angelique and other windjammers for a number of years. He can rally the passengers and the crew with his enthusiasm, and whips the sail-raising teams into shape with patient authority.

Sean, the deckhand, has sailed the Liberty Clipper in Boston and Nassau before joining the Angelique.

He has a 100-ton offshore license.

James

Ruth Ann

Amanda, the other deckhand, has her captain’s license and as worked on classic schooners in Casco Bay. Hoppy is the head chef. He hails from Seattle where he worked with several renowned chefs. He plans the menus, provisions the boat, and lead the mess team in preparing sumptuous meals in very tight quarters.

Amanda

Ruth Ann is a mess hand with a love of cooking, horticulture, hiking, and teaching.

Hoppy

Emily is a mess hand with experience in small boat sailing.

She is “working her way to deckhand by doing dishes.”

MarlinspikeMagazine.com

Emily 19

From the logbook of the

Fiji

By Capt. Daniel Moreland The Picton Castle swings at anchor placidly here in the northern end of Suva Harbour. The ship sailed in from Tonga ten days ago, and so ends an amazing voyage through much of the South Pacific Ocean, putting in at many storied islands — tales to be told by this crew for years to come. My relief for a few months, Captain John Beebe-Center, and Chief Mate Dirk Lorenzen left the ship clean and in excellent order. In the early mornings, mists

MarlinspikeMagazine.com

21

cover the lower regions of the distant mountains, making for a beautiful and serene tableau. The waters of the bay are still, with many white fishing vessels at anchor in rafts of five or ten. Pretty big ships come and go from the main piers from time to time. On the VHF radio, we hear occasional chatter in what we believe to be Korean or Chinese.

Around dawn we see the occasional dugout canoe with a lone fisherman quietly paddling.

Our skiff landing takes place at the Royal Suva Yacht Club just at the north side of the city of Suva. The club has transitioned from a gated bastion symbolic of the British Empire to a delightful, open gathering spot for yachties, visiting vessels, and locals of all sorts and ages; very much a fun and active nautical community centre. There’s even a grassy area by the water with a fine playground. We expect to be doing some serious sailmaking at the yacht club soon.

A walk into town reveals that Suva is still that bustling, loud, crowded Indian/Fijian metropolis full of tropical noises and smells, all of which are welcome. Bollywood movies are on the cinema’s marquee downtown; they really are quite entertaining.

Just now, between long voyages and now headed into shipyard mode we have about six crew aboard. Sails are sent down, bunk areas have been cleaned up and work lists organized. Soon carpenters will be clambering aboard to start replacing some quarterdeck planks and a few other things. The crew have been scraping and painting the yards.

Soon they will be slushing all the wire stays. New trainees arrive by July 1st, and we sail July 15th.

Anyway, we are doing pretty well, content to be back in the ship after the short work-packed, period ashore, but here we are and all is as it should be. Looking forward to getting on with the ship’s work for the next month and a half.

— May 12, 2014 Captain John Beebe-Center and his salty crew sailed the Picton Castle into Suva Harbour from Tonga a couple weeks ago, set her big starboard anchor, furled and then sent down all her sail. Then, after some celebration, most crew from our amazing voyages throughout the South Pacific packed their sea-bags to head home or set off on new adventures.

The voyage was done. That will do the watches.

With a small crew, we have been at anchor here in this big bay working on the ship and also getting ready for drydocking. We dry-dock every two years. Both regulation and good practice dictate this cycle.

Dry-docking consists of hauling the ship out of the water, in this case on a marine railway, pressure-washing the hull to remove all the weeds and barnacles that have made a home on her in recent months in warm tropical waters, and doing various inspections of the hull, the zincs, through-hull fittings, the rudder, the propeller, and then carrying out any maintenance or repairs required. Also the hull will get paint-

SAIL THE WORLD Fiji, Vanuatu, Bali, Reunion, Madagascar, Cape Town, St. Helena, Africa, Caribbean, US East Coast Ocean Passages, Rigging, Sailmaking, Navigation

picton-castle.com +1 902 634 9984 22

MarlinspikeMagazine.com

get after too. ed with both anti-corrosive paint and then antifouling paint Time to wire-brush and slush the wire stays, paint the to prevent or reduce the growth on the hull over the next yards, tar the rigging, overhaul two years. blocks, clean and paint living comThe zincs will be replaced, tolerpartments —much easier to do with ances on the propeller shaft and the no one living in them, no? We’ll rudder bearings will be checked and renew or reinspect much of our safety the big bronze through-hull fittings gear under the supervision of our thoroughly inspected. If anything is Marine Authorities. And plenty else found wanting they will be removed besides. and taken to the machine shop for All is calm at anchor; the calm overhaul. We haul tomorrow, is the before the storm. This stands to plan. change as we haul out in our hot For the last few days at anchor tropical shipyard in bustling downwe have been under a long extended town Suva tomorrow. The harbour front which has been drenching us in pilot is scheduled for 0830. The cartorrential tropical rain day and night. penters said they will come early and Today is all nice and clear though, help with the anchor. and we can proceed with other projShould be a long day. ects. We are replacing the steel bed — May 20, 2014 b under the teak taffrail that passes Picton Castle’s circumnavigation around the quarterdeck. We want a will continue in mid-July as she returns few new planks in the quarterdeck to Lunenburg by way of Vanuatu, the too and we have a good gang workPICTON CASTLE Solomons, Bali, Reunion, Madagascar, ing on that as well. We are looking Mozambique, South Africa, St. Helena, after some rustbusting that is unpleasant to do at sea as it is so noisy, but nice to get done. Senegal, Cape Verde, and the islands of the Eastern Caribbean.

And we have various rigging and sailmaking jobs we want to For more on the Picton Castle, visit www.picton-castle.com

BURNHAM BOATBUILDING

Photo: Mikael Carstanjen P. O. Box 541 / Essex MA 01929 (978) 290-7168 * haburnham@gmail.com

Indigenous, traditional vessels designed and built to pay for themselves.

Readers can find our cover photo and over 70 other images at: FineArtAmerica.com search for “Mikael Carstanjen”

schooner.org in business since 1997 schoonerfame.com in business since 2003 schoonerardelle.com in business since 2011

Artwork available on paper, stretched canvas, acrylic and metal * Also available as greeting cards *

Our customers are our best sales team:

MarlinspikeMagazine.com

23

The CHARLES W. MORGAN sailing to Newport on June 15, 2014 Photo Courtesy of Mystic Seaport

The

Cook’s Mate

By Laura Fung

When people ask how I got started on tall ships I tell them it’s because of Google. And it’s true.

In the winter of 2013 I was dreaming about summer days and making plans and wondering if there was a tall summer. Cooking for a crew that included lots of hungry ships festival in my area that year. There was a festival, and teenagers, phrases like, “100 dozen eggs, is that enough?”

I kept clicking links and found out you could actually sail on started to sound normal. As did making 190 cookies in one some of these magnificent ships, not just tour the deck at a go. I got really good at multiplying, as any recipes we used festival. How fantastic would that be? were written for home use, not to feed 50!

I chose to sail on Sorlandet, a fully-rigged tall ship from My first time making pancakes, I estimated I’d need to Norway, on her voyage down the St. Lawrence. The rest, as multiply the regular recipe by 15, which went fine until I they say, is history. I absolutely loved life on a tall ship and tried to combine the wet what was supposed to be a 10and dry ingredients. What day journey as a trainee I hadn’t worked out was ANDET L R O S turned into a twowhether we had a bowl big f o n io ss My first impre month position as a volenough to hold a 15x unteer. When I still batch! We didn’t. That hadn’t had my fill of morning, each batch of ship life, I signed on as pancakes was slightly difcook’s mate with Class ferent as I added the wet Afloat, a high school and dry together in about program run on a tall five different editions. ship.

Provisioning in the My first night on Caribbean was a little Sorlandet I found myself different than in North hanging out by the galley America. “Cheddar chit-chatting with the cheese” seemed to cook, who took advantage mean American cheese of an unsuspecting newslices everywhere we went. When we comer. Before I knew it I requested flour tortillas, we got flour to make tortillas! The was working in the galley for my first meal on board. From sweet potatoes we received were like nothing we’d seen then on, the galley was one of the spots I felt most comfortbefore (and may never see again) but turned out to be quite able. While learning about work on deck was fun, it was very tasty. They got cooked up with cream and nutmeg and were foreign to me and the galley was a place where I felt compedelicious as scalloped potatoes. With mozzarella being in tent. Doing dishes, chopping vegetables and feeding people short supply, we used parmesan on our pizza and were pleaswere familiar tasks — unlike deck work such as furling sails, antly surprised with the results! helming and deck scrubs. On deck, the learning curve was Life in the galley provides many challenges — such as steep. Still, I loved that almost every day I had a new “first”: trying to motivate teenagers to work before 7 AM! They first time up to the royal, first time helming under a bridge. made up for it with genuine appreciation and comments like, That summer on the Great Lakes I fell in love with life “that was a splendiferous snack!” One of our biggest daily on the sea: being outside, watching the sunset over the challenges was cooking for a variety of allergies and dietary water, standing night watch (and midday naps!), quiet needs. I learned a lot about cooking and baking gluten-free, evenings after a day of work and an amazing group of people and how easy it can be to cross-contaminate, particularly to share my adventures with. I wasn’t ready to give it up and when working with flour in an open galley with the wind I returned to Sorlandet as cook’s mate for a journey through blowing through! the Caribbean and across the North Atlantic.

During our Atlantic crossing, winds were gusting to 60 Working in the galley full-time meant I had more knots and waves were crashing over the main deck with such insight into planning and provisioning than I had in the regularity and force that the captain closed it for a day and a 26

MarlinspikeMagazine.com

Above: Spaghetti! Top right: making Pad Thai Bottom right: Almond Butter & Jelly sandwiches for 40 half. Did I mention the galley is on the main deck?

Normally having the food storage located two decks below the galley is a pain, but in this case it was great — we were able to access dry stores and the fridge without venturing outside. But the only cooking equipment we had access to was a microwave… which lasted for about four quesadillas before deciding to go on strike. So cold food it was!

Salads, bread, cereal, cheese, crackers, hard boiled eggs, veggie sticks, and fruit. I raided the fridge and made salads out of leftover potatoes and pasta as well as making green salad, chopping vegetables while we tried not to slide about and crash into each other.

The students on galley that day were rock stars. They got the food out and the dishes washed in very challenging conditions. When the galley reopened I don’t know who was more excited — the crew to have warm food again, or us to be able to cook!

One of the best moments of the semester came at anchor in Panama. We had a surprise day to explore a nearly deserted island and made up bag lunches for crew to take ashore. We finished just as the first tender was about to leave, but the galley was still a mess. As we were taking a breather before heading back for cleanup, the cook and I

heard one of the students call out to the others to come help clean the galley and take the second tender. A swarm of students showed up, and in record time the galley was clean and we were free to head ashore.

What a day! Being on a tiny island covered in palm trees and swimming in the clear blue water was an incredible time. I am so thankful that Google led me on such an adventure! b

MarlinspikeMagazine.com

27

Eastern Shipbuilding’s steel replica of the 1923 Essex-built fishing schooner COLUMBIA

PHOTO: EASTERN SHIPBUILDING

This spring, even as work shifted into overdrive on the Oliver Hazard Perry, it became apparent the Rhode Islandbased tall ship would not be ready in time for the summer season.

Organizers moved quickly to charter the large threemasted schooner Mystic, which was laid up in Connecticut, and she will be standing in for the Perry this summer.

Jessica Wurzbacher of OHPRI says the Perry should be finished early this fall, but will still need to go through crew training and Coast Guard certification before she can begin running programs. In the meantime, Mystic will undertake the ambitious summer sailing schedule laid out for the Perry, including visits to ports from Baltimore, MD to Portsmouth, NH, as well as week-long voyages to and from Bermuda in September.

As of mid-June, the Perry was out of the water in Newport, where her 17 through-hulls had recently been installed and inspected. Up at New England Boatworks in Portsmouth, the masts and spars lay ready while a team of 18 riggers worked to worm, parcel and serve the wire standing rigging.

H The San Diego Maritime Museum’s full-scale replica of Spanish conquistador Juan Rodriguez Cabrillo’s galleon San 28

Salvador is now expected to be launched in October. An exact date has not been announced.

Construction of the 200-ton galleon began at Spanish Landing Park near the San Diego airport in February 2011.

The $6.2 million vessel — built almost entirely by hundreds of volunteers — is behind schedule but within its budget, according to museum officials.

San Salvador will serve as a floating classroom. Groups of students will sail daily, conducting science experiments

OLIVER HAZARD PERRY

MarlinspikeMagazine.com

along the way.

During construction, the shipyard at Spanish Landing Park is open daily from 11-4.

H Jake Stevens of Eastern Shipbuilding in Florida, reports that the first of the company’s two Columbia replicas should be launched in early August. Sometime in July, the hull will be rolled out of its shed and the masts stepped.

Brian D’Isernia, the firm’s owner, “had this dream of building a replica of Columbia,” according to Stevens, and found the lines for her at the Essex (MA) Shipbuilding Museum. He had Jack Gilbert convert the lines into plans for a steel hull.

A second hull is being built to the same specs. The sections of the second hull will be joined as soon as the first Columbia hits the water.

On deck, Columbia mixes the traditional and the modern. There are both chrome winches and wooden belaying pins. Below, photos show a stunning, traditional schooneryacht interior with modern amenities. The schooner will have both staterooms and a traditional focsle capable of sleeping 12. There will be 27 berths overall.

D’Isernia plans to have the vessel classed by Lloyd’s and to bring the finished schooner to the Fort Lauderdale Boat Show in October, where he will promote the schooners to the luxury charter market. He hopes to eventually sell one or the other of the two hulls. First, however, he may spend some time cruising the initial Columbia hull himself.

H Planking has begun on the traditionally-built reproduction of Maine’s First Ship, the pinnace Virginia.

Virginia, the first ship built in North America by English colonists, was constructed in 1607-1608 at the mouth of the Kennebec River. During her lifetime, Virginia crossed the Atlantic at least twice.

Fitting the garboard on VIRGINIA

SAN SALVADOR

MATTHEW TURNER

The 51-foot replica of Virginia will be built to USCG Subchapter T standards. When the pinnace is complete, middle school and high school students will participate in programs that teach operating and maintaining a traditionally-rigged sailing vessel. Students will learn to handle Virginia and will participate as crew members and interpreters for the ship during educational and sightseeing sails, working with younger students and the public.

For more info, visit www.mfship.org.

H The Sausalito-based nonprofit Educational Tall Ship continues to make progress on their sail-training brigantine, Matthew Turner.

In June, the laminated sternpost and stem were set up on the keel, which was laid back in October.

For a live feed from the boatshed, be sure to check out www.educationaltallship.org. b Got an update for us? E-mail us at marlinspike1812@gmail.com

MarlinspikeMagazine.com

29

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

WEST & SOUTH GulfQuest National Maritime Museum, Mobile, AL GulfQuest.org Eight years in the making, the $56 million museum is hoping to open this winter with exhibits that include a full-size replica of a container ship.

Maritime Museum of San Diego, San Diego, CA (619) 234-9153 * SDMaritime.org The Museum’s full-sized, historically accurate replica of Cabrillo’s flagship, San Salvador, is nearing completion. The boatyard at Spanish Landing is open from 11-4 daily.

Texas Maritime Museum, Rockport, TX (361) 729-1271 * TexasMaritimeMuseum.org H20dyssey Camp, held in June and July, is a weeklong day camp that has everything to do with water, its uses and properties. Campers learn about this amazing element and the ways people have used it, fought it or changed it by focusing on art, engineering, chemistry, and physics. Each day concludes with water games. Current grades K through 5th may attend.

GREAT LAKES Inland Seas Education Assoc., Suttons Bay, MI 231-271-3077 * www.schoolship.org July 26. Summer Celebration and Reunion. ISEA is inviting former staff, crew, volunteers, students and the general public to gather for a grand celebration. The event will start early in the morning with a small-boat race and run until 5:00 PM. There will be children’s activities, Coast Guard safety demonstration, schooner tours, food, sea chanty music, classic boats on display and a demonstration on how to build a Native American birch bark canoe. Free and open to the public.

Erie Maritime Museum, Erie, PA (814) 452-2744 * FlagshipNiagara.org Day Sails throughout the summer and early fall on the U.S. Brig NIAGARA. Accepting Individual Trainees onboard the NIAGARA, through October 15th. July 21, Third Annual Flagship Niagara Open Presented by Erie Federal Credit Union — 18 holes of golf for a great cause.

Michigan Maritime Museum, South Haven, MI (269) 637-8078 * MichiganMaritimeMuseum.org The popular Solo Canoe Building Class is sold out for July, but there will be a second class August 20-22. Cost is $550.

30

Wisconsin Maritime Museum, Manitowoc, WI (866) 724-2356 * WisconsinMaritime.org For the second year in a row the Museum, in conjunction with the City of Manitowoc, YMCA, Manitowoc Marina, Festival Foods, Yacht Club, etc, are hosting Fourth on the Shore 2014!

Events include a kayak and canoe paddle, Operating Model Steam Engines, a smelt fry, $4 museum admission, and more.

EAST COAST 10th Maritime Heritage Conference, Norfolk, VA SeaHistory.org September 17-21. Hosted by Nauticus; sessions held at the Norfolk Waterside Marriott. A wide variety of speakers and sessions related to global maritime heritage.

Annapolis Maritime Museum, Annapolis, MD (410) 295-0104 * AMaritime.org The Museum's Summer Camp engages campers with the ecology of the Chesapeake Bay and the maritime history of Annapolis. At our waterfront location, campers will explore Back Creek and Annapolis through activities, games, crafts and songs. For more information contact Sarah Krizek at program@amaritime.org Chesapeake Bay Maritime Museum, St. Michaels, MD 410-745-2916 * CBMM.org The Museum’s Kids Club is a week-long, half-day Chesapeakethemed camp for ages 4-7. Through hands-on activities, campers explore the Bay’s people, animals, and watercraft through activities, stories, games, and crafts. For more info, contact Helen Van Fleet at hvanfleet@cbmm.org Herreshoff Marine Museum, Bristol, RI (401) 253-5000 * Herreshoff.org The 2014 Herreshoff Classic Regatta will be held Aug. 22-24.

Historic Ships in Baltimore, Baltimore, MD (410) 539-1797 * HistoricShips.org Daily live cannon firings on board USS Constellation at 12 & 4 PM. Learn about the ship’s guns, their force and accuracy. The presentation culminates with a live firing of the ship’s Parrot Rifle. Also, live demonstrrations throughout the day: Brace the Yards, Food in the Navy, and Anchors Aweigh.

Independence Seaport Museum, Philadelphia, PA (215) 413-8630 * PhillySeaport.org Six themed week-long camp sessions beginning July 7. Themes in chronological order are: Patriots and Pirates; Monsters & Myths of the Sea; Eco-Squad; Aquapalooza!; Navy Boot Camp; and Flora, Fauna & Foul Play.

MarlinspikeMagazine.com

Lake Champlain Maritime Museum, Vergennes, VT (802) 475-2022 * LCMM.org On the 200th anniversary of the final year of the War of 1812, the schooner Lois McClure's 2014 tour will focus on the British invasion of the US via Lake Champlain. In addition to concluding the War of 1812 trilogy, the 2014 program will carry information about environmental stewardship and the incredible historic canal system that is still operational today. An important aspect of interpretation will focus on the shipwrecks of the War of 1812.

Long Island Maritime Museum, West Sayville, NY (631) HISTORY * limaritime.org Come for a sail aboard the restored 1888 Oyster Sloop Priscilla, a National Historic Landmark.

Lowell’s Boat Shop, Amesbury, MA (978) 834-0050 * LowellsBoatShop.com 2014 Summer Youth Programs at Lowell’s Boat Shop begin on June 30 and run through August 13. Participants will be taught traditional rowing commands, learn how to plan a trip on the water, basic marine safety, basic navigation, teamwork, and how to appreciate the nature, wildlife, and history that surrounds them. Programs begin and end each day at Lowell's Boat Shop in Amesbury and are geared toward teaching proficiency on the water, self-reliance, and confidence.

Lunenburg Wooden Boat Reunion, Lunenburg, NS (902) 634-4794 * LunenburgWoodenBoatReunion.com July 26-27. Boatbuilders and related trades folk will offer displays and demonstrations. Saturday features the Nova Scotia Schooner Association’s 8th Annual Heritage Cup for schooners and other sailing races, while Sunday is the putt-putt race for boats powered by vintage “make and break” engines.

Maine Maritime Museum, Bath, ME (207) 443-1316 * MaineMaritimeMuseum.org Beginning June 14. “Eye Sweet & Fair: Naval Architecture, Lofting and Modeling” traces the evolution of naval architecture from mould loft floors to computer desk.

The Mariner’s Museum, Newport News, VA (757) 596-2222 * MarinersMuseum.org Opening October 25, 2014: The Paintings of James Edward Buttersworth. This collection of Buttersworth paintings will feature a number of recent donations to the collection.

Mystic Seaport, Mystic, CT (860) 572-0711 * MysticSeaport.org The whaleship Charles W. Morgan undertakes her historic 38th voyage this summer to historic ports of New England, engaging communities with their maritime heritage and raising awareness about the changing perception of whales.

New Bedford Whaling Museum, New Bedford, MA (508) 997-0046 * WhalingMuseum.org

New Bedford Homecoming, June 28- July 6, will feature the Charles W. Morgan. The whaler will dock at State Pier and will open to the public daily. The city is planning nine days of concerts, programs, regattas, whaleboat races and parades, a whaling history symposium, public ceremonies and more.

Peabody-Essex Museum, Salem, MA (978) 542-1609 * PEM.org Through September 1. The first US exhibition of Joseph Mallord William Turner’s maritime paintings. Turner & the Sea features more than 100 works spanning the 50-year career of one of Britain’s celebrated painters. Encompassing oils, watercolors, prints and sketches from the 1790s to the mid-1800s.

Penobscot Marine Museum, Searsport, ME (207) 548-0334 * PenobscotMarineMuseum.org Fish, Wind and Tide: Art and Technology of Maine’s Resources is one of seven exhibits which begins a season overflowing with events including sailing tours of Searsport Harbor, craft demonstrations, the Maine Boatbuilding Forum, twice weekly children’s activities, and the Historic Photography and the Thursday Night Lecture Series.

Strawbery Banke, Portsmouth, NH (603) 433-1100 * StrawberyBanke.org September 23 at 7:00 pm: Herbs, Food and the War of 1812.

Cookbook author Katie Barnes Moose lectures about the period leading up to the War of 1812 including foods and herbs consumed at the time and how they were provided. She will give a cooking demonstration with foods typical of the period.

US Naval Academy Museum, Annapolis, MD (410) 293-5275 * USNA.edu The Rogers Ship Model Collection is the largest collection of 17th- and 18th-century ship models on public display in North America. More than 70 models illustrate 200 years of developments in warship design. The adjoining Beverley R. Robinson Collection features an exceptional collection of prints illustrating famous ships and naval scenes from the last 500 years.

USS Constitution Museum, Charlestown, MA (617) 426-1812 * USSConstitutionMuseum.org The Museum has a wonderful collection of material related to USS Constitution that tell too many stories for its galleries — so they have put some online for you to explore!

In the Zenith of His Glory: Pardon Mawney Whipple, USN: In 2006, Mrs. Norma Adams Price generously donated an earlynineteenth century letterbook to the USS Constitution Museum.

The tall vellum-bound volume is the copy book of Midshipman Pardon Mawney Whipple, who served from 1813-1815.

National Cruise Scrapbooks, 1931-1934: On July 2, 1931, USS Constitution and a crew of 81 sailors, officers, and Marines set off on a three-year, three-coast tour around the United States.

This National Cruise was a public “thank you” to the men, women, and children who, from 1925-1930, helped raise over $985,000 to completely restore the ailing ship. b

MarlinspikeMagazine.com

31

Traditional Products for Shipwrights and Riggers Refitting & Outfitting Classic Yachts and Working Sail

Blocks, hardware aloft and alow, cordage and rigger’s supplies of all descriptions

Toll Free: 1.855.556.1535

Email: gord@nwmaritime.org Fax: 1.360.385.1552 www.woodenboatchandlery.com

PROUD HO OST OF THE 2014

GLOU UCESTERR SCHOON NER FESTIVALL

Augus gust 29– 9 31, 3 20 2 14 MARITIME EGLOUCESTER.ORG 32

MarlinspikeMagazine.com

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

Accredited semester-at-sea programs for high school students.

WEST COAST Grays Harbor Historic Seaport, Aberdeen, WA (800) 200-5239 * HistoricalSeaport.org The 2014 Expedition Voyages Family/Youth Camp is scheduled for July 21-25.

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

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

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

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

GREAT LAKES Schooners Appledore IV and Appledore V, Bay City, MI (989) 895-5193 * BaySailBayCity.org Overnight programs for teens and adults.

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

Schooner A. J. Meerwald, Bivalve, NJ (856) 785-2060 * BayShoreCenter.org “Sailor for a Day” programs in summer; overnight Maritime Camp programs July 7-11 and 21-25 for children 13-17.

Schooner Alliance, Yorktown, VA (757) 639-1233 * SailYorktown.com Windjammer-style Caribbean cruises during winter months.

Schooner Fame, Salem, MA (978) 729-7600 * SchoonerFame.com Schooner Camp. Week-long summer day camp sessions for children ages 8-14. July 14-18 and August 4-8.

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 Passages ranging from two to 46 nights.

Schooner Roseway, Boston, MA 340-626-7877 * www.worldoceanschool.org Single and multi-day education programs for youth, and offshore voyages for adults.

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

US Brig Niagara, Erie, PA (814) 452-2744 ext. 214 * FlagshipNiagara.org Sail training on an authentic wooden square-rigger.

Schooner Virginia (757) 627-7400 * SchoonerVirginia.org Variety of sail-training programs for teens and adults.

EAST COAST Barque Picton Castle, Lunenburg, NS (902) 634-9984 * Picton-Castle.com Ongoing world voyage, divided into passages, open to all.

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

Ocean Classroom, Damariscotta, ME (207) 563-3266 * OceanClassroom.org

Oliver Hazard Perry, Newport, RI (401) 841-0080 * www.ohpri.org Week-long summer teen camps; sail-training cruises for adults in the fall.

Schooner Wendameen, Portland, ME (207) 766-2500 * PortlandSchooner.com Overnight trips for up to 14 passengers on Casco Bay. 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 Accredited semester-at-sea and gap-year programs for college students aboard SSV Argo and SSV Ocean Star. b

MarlinspikeMagazine.com

33

b

b

The bark EUROPA is home from one ambitious voyage and planning another. She’ll vis 34

MarlinspikeMagazine.com

sit the Antarctic next winter.

The bark Europa has availability on her nine-day summer cruise July 14-23 from Fredrikstad in Norway back to her home port of Amsterdam. There will be port calls in Kiel and possibly Copenhagen.

“This sailing voyage will introduce you to the breathtaking scenery of Scandinavia with its beautiful and sometimes rough nature, the blue sea, the numerous islands and rugged coast,” says the bark’s website. “You will learn what it is like to sail on a square rigger and you will enjoy her in full glory! The serenity [of the] high seas, countless stars in a clear sky and the impressive sunrises and sunsets will probably leave an unforgettable impression.”

Probably!

The cost is €950 to berth in a 4-6 person cabin, and €1100 in a two-person cabin.

After this summer, Europa will be heading south, sailing to Lisbon, the Canaries, Brazil, the Cape Verdes and finally Punta Arenas, in Chile. From there she’s jumping off for an expedition to the Antarctic.

For more information, visit http://www.barkeuropa.com H The 136-foot gaff topsail schooner Bill of Rights has a new home. The non-profit South Bayfront Sailing Association has purchased her and is sailing out of the Chula Vista Marina at the southern end of San Diego Bay. Currently she is conducting eighthour sails on the weekends for the bargain price of $50 per person.

Bill of Rights was built in South Bristol, Maine in 1971 and spent many years plying the East Coast and Caribbean with students and tourists aboard. In the 1990s she was acquired by the Los Angeles Maritime Institute for their youth programs. When the Irving and Exy Johnson were put into service, Bill of Rights moved to Channel Islands Harbor, where she sailed for the American Tall Ship Institute.

Lewis Brackett of the SBSA reports that “it takes a lot of wind to make her fly, but by then nothing can catch her... She was designed for the North Atlantic, where it often takes three men to hold one man’s hair down.”

For more information, visit http://schoonerbillofrights.com.

H The Long Island Maritime Museum is again offering their “Bay Days” summer camp program for children 6-11. Camp sessions begin Monday, June 30 and continue for eight weeks, through midAugust.

Typical activities include a visit to the CERCOM (Center for Estuarine Research and Coastal Oceans Monitoring) research facility and the Blue Points Oyster Hatchery; a field trip to Sailor’s Haven and a walking tour of the Sunken Forest on Fire Island; and on-the-water adventures including a sail on the 1888 oyster sloop Priscilla.

For more info, contact www.limaritime.org.

H This year marks the 10-year anniversary for the Michigan Maritime Museum’s sloop Friends Good Will.

The original Friends Good Will was built in Michigan in 1810 as a merchant vessel. In the summer of 1812, she was chartered by the federal government to take military supplies to Fort Dearborn, a small military and trading post at what is now Chicago.

MarlinspikeMagazine.com

35

She was returning with furs and skins when she was grade students,” explained BaySail’s Shirley Roberts. “Most lured into the harbor of Mackinac Island. The British, hav- people in the region are aware of our educational programs, ing taken the island just days before, were flying false colors but a lot of people don’t realize we offer a variety of opporabove the fort ramparts. The British confiscated the vessel, tunities for individuals and families to come aboard the cargo, and crew, renaming her Little Belt. She was armed, Appledore IV and create their own tall ship adventure right taken into service, and fought with in the heart of the Great Lakes.” the Royal Navy until September of Individuals and families can 1813, when she was recaptured at enjoy a narrated cruise on Legends the Battle of Lake Erie. of the Saginaw trips offered most Within an hour after the guns weekends from June to September. fell silent, the victorious Oliver Popular BBQ and Dinner Sails Hazard Perry mentioned her in his feature an evening of sailing and a now famous dispatch, “We have catered meal aboard the ship on met the enemy and they are ours: select dates July through August.

Two ships, two brigs, one schooner Once a month from June through and one sloop.” That sloop was August, Family Ecology trips proFriends Good Will. vide interactive experiences for “This is a very special year for grandparents, parents and children the Museum, and quite frankly the to learn about our ecosystem and FRIENDS GOOD WILL community of South Haven,” says the Saginaw Bay Watershed, while Executive Director Patti Reinert. “Friends Good Will is a Plein Air Art Discovery Programs will feature artist educadraw for thousands of visitors every year and has truly tors guiding participants to integrate art and nature by capbecome an icon for the City. Even a Children’s Splash Pad turing the images they see along the banks of the Saginaw Park in her honor is on the drawing aboard as we speak!”

River.

H On two occasions, BaySail will offer an opportunity to The steel-hulled schooner Appledore IV is a very busy sail under the night sky with a live program presented floating classroom in the spring and fall, delivering educaonboard by Delta College Planetarium & Learning Center tional programs for K—12th grade students. But the fun astronomers. The Moonlight Sail explores the phases of the doesn’t end when school lets out for the summer. moon and moon legends (July 12) and the Stargazer Sail “Our core program is Science Under Sail, an awardfocuses on constellations, star legends and celestial navigawinning environmental education experience for K-12th tion (August 23).

BARS

Portland, Maine is a great place to indulge in many different activities both on and off the water. One of these is drinking. While attending the Maine Boatbuilder’s Show this past March, we visited Fermentation & Distillation at 250 Commercial Street in downtown Portland. As you might guess from the name, it’s not just a top-shelf restaurant — they are brewing and distilling their own wonderful beers & spirits. Stop by for a beer sampler and an appetizer, or stay for a full meal. You won’t be disappointed by the food, the drinks, or the beautiful copper-topped bar.

36

MarlinspikeMagazine.com

For those seeking a bit more adventure, BaySail offers Windward Bound, a sail training program for trainees aged 12 to 18 who learn teamwork and self-reliance while voyaging on Lake Huron for three to five days. The Windward Bound Scouts program is a new three-day program that combines sailing to and from Tawas Bay with two nights of camping and exploring parks along the shore of Lake Huron.

For more information, visit www.baysailbaycity.org H This August, the Cape Ann Museum in Gloucester will unveil its $5 million top-to-bottom redesign and expansion.

While Cape Ann is known for the quality and beauty of the natural light that infuses its rugged shorelines and wooded uplands, it is also known for another kind of light.

Located half a mile off the coast of Rockport, Massachusetts, Thacher Island with its twin lighthouses, originally erected in 1771 and rebuilt in 1861, is one of Cape Ann’s most iconic and treasured landmarks. Each of these famed lights was powered by a massive Fresnel lens that stood over nine feet tall and more than six feet in diameter. A single beam from the lens could be seen 22 miles away at sea.

The continuous band of light emanating from Thacher Island illuminated the coastline and protected fishing fleets for nearly 120 years.

When the Cape BILL OF RIGHTS Ann Museum reopens this August, an original First Order Fresnel Lens from Thacher’s South Tower will be displayed in its own gallery, along with a Funck Moderator Float Lamp (c.

1883) and a Barbier, Renard and Turenne Fourth Order Fresnel Lens which was made in France in the mid-19th century.

H Ocean Classroom Foundation’s schooner Spirit of Massachusetts was successfully trailered to her restoration site at the new Portland (Maine) Yacht Services facility on the morning of April 9. Her show-stopping trip down Commercial Street in Portland was well-covered by the local media.

The schooner, which has a sparred length of 125 feet, was built in 1984.

“This will be the largest traditional ship restoration done in Portland in decades,” said Greg Belanger, OCF’s executive director. “It will employ professional shipwrights as well as students and apprentices from boat building programs throughout Maine.”

Ocean Classroom also operates the schooners Harvey

BOAT DRINKS It is a known property of rum drinks that, no matter where imbibed, they have the power to transport the drinker to a well-found ship, resting on a secure mooring, with a balmy breeze blowing through the rigging.

This is even true of rum drinks consumed in thirdrate Chinese restaurants, which are plentiful here in Massachusetts. The first mate and I have been introduced to one such establishment — not far from Ipswich Bay — which offers a Mai Tai that disrupts both time and space.

We have no idea what’s in them, apart from a lot of rum and multiple fruit garnishes. We do know one thing. Every time we go there, we solemnly promise not to order a third round of Mai Tais.

That third Mai Tai is a killer.

Mai Tai

* Way too much rum * Something from a pre-mixed bottle * More rum

MarlinspikeMagazine.com

37

Gamage and Westward, and in recent years has chartered the schooners Virginia and Amistad.

H How do you find the material to repair a 216-year-old frigate? Just ask the folks at Naval Support Activity Crane in Crane, Indiana.

Naval Support Activity Crane is home to more than 53,000 acres of trees, including the white oak. The oaks are periodically harvested and used to repair the iconic USS Constitution. This timber will play an important role in the dry-dock period scheduled to begin in early 2015.

“We jumped on board in 1973 to begin to be the sole

BOATS

for

provider of the hull planks and the non-laminate material that goes on the ship,” said Trent Osmon, a forester with Naval Support Activity Crane.

White oak was chosen for the overhaul because the tree offers similar properties to the original southern white oaks used in building Constitution in the 1790s.

“White oak has special properties that make it more waterproof and rot-resistant than other trees,” said Osmon.

The oaks go through a long process of getting selected to be harvested for the ship, and not every tree makes the cut.

“When we are doing our normal routine of forest man-

SALE

Schooner VICTORY CHIMES Three-masted schooner in the Maine Windjammer trade. 1900, oak on oak. Located Camden, ME. COI for 50.

Asking $1,200,000.

Schooner NATHANIEL BOWDITCH Two-masted schooner in the Maine Windjammer trade. 1922, oak on oak. Auctioned in February, opening bid $250,000, received no bids. Asking $350,000.

VICTORY CHIMES

Schooner TIMBERWIND Engineless two-masted schooner in the Maine Windjammer trade. 1931, oak on oak. Located Camden, ME. COI for 20.

Asking $410,000.

Schooner HIGHLANDER SEA Two-masted schooner, formerly a yacht and a sail-training vessel.

1924, oak on oak. Located Gloucester, MA. Asking $2,000,000.

Schooner AMERICAN EAGLE Bald-headed schooner in the Maine Windjammer trade. 1930, oak on oak. Located Rockland, ME. COI for 56 daysails, 28 overnight. Asking $750,000.

Schooner UNICORN Topsail schooner, currently a sail-training ship. 1947, steel. Located Lunenburg, NS. COI 12 daysails, 6 overnight.

Asking $495,000.

Sloop PROVIDENCE Replica of Revolutionary War sloop, travels to tall-ship events and appears in films. 1976, fiberglass. Located Newport, RI. 59 GRT. COI for 40 daysails, 6 overnight. Asking $795,000.

Schooner PIRATES LADY Bald-headed two-masted schooner running sunset sails and Boy Scout trips. 1984, steel. Located Marathon, FL. 40 GRT. COI for 28 daysails. Asking $295,000.

Schooner HERITAGE Three-masted schooner in the Maine Windjammer trade. 1983, oak on oak. Located Rockland, ME. COI for 30 overnight. Asking $995,000.

38

MarlinspikeMagazine.com

There is nothing like relaxing on a beautiful beach after a long passage. But at the risk of being a party-pooper, I see too many young crew on boats and on beaches allowing themselves to get sunburned. They see this as no big deal — a temporary inconvenience, the price they must pay.

I see it differently, because two skippers from my home port of Salem, MA have died recently from skin cancer.

They were both lifelong sailors, and they both died well before their time.

No sailor can avoid the sun. It’s an occupational hazard. But sailors can avoid burning.

They can wear broad-brimmed hats and UV-blocking sunglasses.

They can use a broad spectrum (UVA/UVB) sunscreen with an SPF of 30 or higher.

They can re-apply sunscreen every two hours, or immediately after swimming or excessive sweating.

They can examine their skin head-to-toe every month, and they can see their physician every year for a professional skin exam.

Enough preaching? OK. But be smart. For more info, go to www.skincancer.org — MR Post a photo of your favorite beach to our facebook page, or e-mail it to us at marlinspike1812@gmail.com

agement and we come across a stand of really good white oak, we will GPS that site,” said Osmon. “We keep a database of more than 150 white oaks just waiting to get that call.”

The white oaks in question may grow to 100 to 120 feet, and require heavy equipment to load them onto trucks.

“Once they cut the tops of the logs, they’re still anywhere from 15,000 to 20,000 pounds,” said Osmon.

The logs are shipped to Boston in lots of five or six trees at a time and are milled to shape only after they arrive.

A special saw mill has been produced just for Constitution which is capable of cutting the logs into 30- to 40-foot hull planks, six inches thick.

H CORRECTION. In an interview which appeared in Marlinspike #2, a rigger on the project stated that the existing rigging of the Charles W. Morgan was not galvanized and that the new rigging materials were being provided by Langman.

Mystic Seaport informs us that the Morgan’s existing standing rigging was indeed galvanized, and the vendor for the new running rigging is Lippman German Ropes in Hamburg.

Lippman “have been very good to the Morgan project and deserve the recognition in the sailing community,” stated Mystic Seaport Director of Communications Dan McFadden. b Do you have news for Boats, Bars & Beaches? Send it to us at marlinspike1812@gmail.com

MAINE MARITIME MUSEUM

Wyoming, the largest wooden U.S. sailing ship, contained 30 tons of iron and steel. Why?

Find out August 16 when the Kenneth D. Kramer Blacksmith shop opens at MMM. Free admission, blacksmithing demos and other shipbuilding demos will be featured.

Also new this summer: 䡵 The BIW Story trolley tour 䡵 historic Bath architecture tour 䡵 Naval architecture exhibit 䡵 historic boat collection tour 䡵 Maine wooden surfboard exhibit Visit MaineMaritimeMuseum.org to explore all the interesting things going on at MMM this summer!

 Washington Street • Bath, Maine • -- www.MaineMaritimeMuseum.org

MarlinspikeMagazine.com

39

of the Sailing on Picton Castle, Virginia, and Niagara, Isaiah Young saw his share of rigging projects and rigging tools. It soon occured to him that the tools used by sailors to rig these grand ships are not readily available.

Many are handmade, and the quality and performance vary greatly.

Prior to his six-year career as a professional mariner, Young was a machinist.

He’s now combining his skills as a rigger and a machinist to design and produce quality rigging tools.

Marlinspike: Isaiah, tell us how you got started making and selling your own marlinspikes.

Isaiah Young: I’ve been a tall ship sailor for the last several years, up until last summer. I’m taking a break right now. Before that I was a machinist. That’s the family business and that’s what I return to between trips.

While I was sailing on one of my earlier voyages, on Virginia, I recognized the need for marlinspikes. They’re kind of hard to come by. There’s not a lot of quality spikes being made and it wasn’t immediately apparent how to get hold of one. Even internet searches weren’t coming up with a lot of choices.

So when I was home for Christmas that season, I made one for myself. And then I decided to make 30 or so, and when I came back to the ship, there was a demand for them.

People started buying them, trainees and guest crew. They’d walk away with one of my spikes, and have a souvenir to show for their time on board.

So I began doing that regularly. Whenever I was home between trips, I’d make up a batch of spikes in my dad’s shop. And they’d disappear pretty quickly over the next few weeks!

MS: Tell us more about your spikes — the design and the size of them.

IY: Well, the first spike I ever made was actually before I went sailing — before I’d ever used one. I was looking at a book, I forget which book it was, which stated that a 12” spike was a good all-around spike, but when I went sailing I 40

realized that was little on the big and heavy side to be carrying on your hip, which is what most people are doing. So then I made an 8” spike and after that a 7”, and those are the sizes I’m making now to sell to people.

MS: What do you make them out of?

IY: They’re 17-4 grade stainless steel. It’s a really tough steel, both to machine and to bend later on. It goes through a unique hardening and tempering process, like age hardening. Unlike high-carbon steel, it has to be heated to about 900 degrees and that’s held for about an hour. Over that time it hardens and strengthens and tempers.

Other types of steel might be stronger, but I was going for a grade of steel that wasn’t brittle. I wanted something that was stainless, so it would be rust-resistant in the marine environment, but also something that wouldn’t be as prone to the tip breaking off. I’ve seen a lot of spikes that people have gotten elsewhere with their tips broken off.

I chose 17-4 stainless because it’s a good balance of all those things. It’s corrosion-resistant, it’s very strong, very tough, hard to bend, and even if it did come under enough pressure to bend, it wouldn’t break easily.

MS: What do you carry yourself?

IY: I carry the 8” that I make. I notice that some smaller people prefer the 7”. They’re both the same design. I worked for the flagship Niagara and a lot of the big rigging projects we would do in the ship might require the big 12” spike or even larger, but as far as the spike that I carry around, I just

MarlinspikeMagazine.com

use the 8”.

MS: Tell us a little more about the vessels that you’ve sailed on.

IY: My first trip was on the barque Picton Castle. I sailed from Newport to Halifax on the Tall Ships Challenge in 2007. That was my first sailing experience on a tall ship.

Then I went to Niagara, where I was a trainee for three weeks, and the following year, 2008, Niagara hired me as a ordinary seaman, and then I did a season on the schooner Virginia, went to Bermuda and Bahamas and along the East Coast. And then in 2009 I worked for Niagara again and was there until 2013.

So I spent a few years there on Niagara, ended up with a full-time, year-round job on Niagara, sailing in the summer and working in the rig shop in the winters. They replaced most of their standing rigging with kevlar while I was there, so I got to do a lot of rigging projects and a lot of cool stuff.

Now I’m a machinist in Ohio again, taking a break from sailing, making spikes.

MS: Where would people find your spikes for sale?

IY: I have an Etsy shop, that’s about the only place they’re available right now. People will sometimes message me on facebook, send me a check. I had a real good outlet for them on Niagara, especially with all the volunteers, people coming and going.

Dwight Spikes is the brand name. We have the 7” and 8” spikes on there as well as a crab claw seizing mallet.

Dwight is my middle name, and it’s stamped at the top of all the spikes. It’s also says “MAHI 7” or “MAHI 8” on the tapered part of the spikes, that’s the model name.

That’s from my time on Virginia, we were catching tuna and mahi off the back of the boat. That was one of my first experiences eating fresh fish like that. I looked up what “mahi mahi” meant and it’s supposed to be Hawaiian for “strong strong”, so I liked that name for my spikes. b https://www.etsy.com/shop/DwightSpikes/reviews?ref=shop

Authentic Tarred Hemp Marline

American Rope & Tar 8115 River Front Ln. Fair Oaks, CA 95628 877 965 1800

www.tarsmell.com MarlinspikeMagazine.com

41

CAPTAIN / RELIEF CAPTAIN CAPTAIN Lady Washington / Hawaiian Chieftain www.historicalseaport.org This position requires a 100-ton Near Coastal Masters license with a sail or auxiliary sail endorsement. Experience on traditional vessels preferred. The Master is responsible for the safety of crew, passengers, and the vessel at all times, and working with the Mate to maintain a positive and professional experience for all aboard.

All positions require a positive attitude, teamwork, strong work ethic, comfort working aloft, and the ability to respond calmly and safely in all situations. Crews live aboard and participate in daily housekeeping, routine maintenance, sailing in all conditions, teaching education programs, safety drills, and cross-crew training. Excellent passenger interaction skills are a must. We offer a monthly stipend, health insurance after 90 days, room and board, as well as the adventure of a lifetime.

To apply, e-mail a cover letter, resume, and contact information for three references to: Roxie Underwood, runderwood@historicalseaport.org CAPTAIN Schooner Roseway www.worldoceanschool.org Reporting directly to the Marine Operations Director, this person will be the primary operator and manager of the schooner Roseway and the programs of the World Ocean School. The position requires exceptional sailing and traditional seamanship skills, and the willingness to be a teacher, leader and mentor. The candidate must possess a high level of confidence and maturity, excellent communication skills, ability to make independent decisions while respecting the parameters of the organization, and take ultimate responsibility for the safety of the vessel, its passengers, and its crew. We are seeking a self-starter who takes pride in his/her role, can be the face of our organization and is dedicated and passionate about Roseway and education under sail.

For a full job description and more about the World Ocean School, visit http://www.worldoceanschool.org/about-us/jobs CAPTAIN Salish Sea Expeditions salish.org/GetInvolved/progemploymentopportunities The Captain works as one member of a 5-7 person team, in coordination with a fellow Captain, and independently. Trips range from 3 to 5 day expeditions with students where each night the vessel is either docked or anchored, to transits between ports and short 24 hour promotional sails. Must have 50-ton Inland Masters license with sail endorsement. $1900-2200 per month based on experience, plus shared room & partial board.

To apply, e-mail a cover letter, resume, and contact information for three references to kristen@salish.org RELIEF CAPTAIN / FIRST MATE S/V Denis Sullivan www.schoonerdenissullivan.org First Mate who can be a Relief Captain for day sails. This position is seasonal from April to November. This position serves as Chief Mate handling day-to-day shipboard operations, maintenance planning & implementation, crew training & scheduling. Qualified candi-

42

dates must have: extensive knowledge base on traditional sailing ships and experience as a Watch Officer and hold a 100-ton Mate or Masters Inland (Near Coastal preferred) MMC with sail endorsement. Also, a desire to teach and learn and a positive, friendly nature is required. Send cover letter, resume and list of references to: tkrihwan@discoveryworld.org

MATE / BOSUN / ENGINEER ENGINEER Lady Washington / Hawaiian Chieftain www.historicalseaport.org This position requires knowledge of diesel engines, generators, electrical, hydraulic, and shipboard systems required. An Engineers license is not required.

All positions require a positive attitude, teamwork, strong work ethic, comfort working aloft, and the ability to respond calmly and safely in all situations. Crews live aboard and participate in daily housekeeping, routine maintenance, sailing in all conditions, teaching education programs, safety drills, and cross-crew training. Excellent passenger interaction skills are a must. We offer a monthly stipend, health insurance after 90 days, room and board, as well as the adventure of a lifetime.

To apply, e-mail a cover letter, resume, and contact information for three references to: Roxie Underwood, runderwood@historicalseaport.org ENGINEER S/V Denis Sullivan www.schoonerdenissullivan.org A full-time position handling logistical planning and ongoing maintenance for shipboard mechanical, electrical, plumbing and propulsion systems. Qualified candidates must have: extensive knowledge base on ships systems, traditional sailing ship experience, a desire to teach and learn and a positive, friendly nature. Competitive compensation, health benefits, vision and dental care plans, 401K and an annual educational reimbursement for qualification for the position.

Send cover letter, resume and list of references to: tkrihwan@discoveryworld.org MATE S/V Denis Sullivan www.schoonerdenissullivan.org Duties include ensuring that all deck operations are carried out in a safe and orderly manner, instructing and overseeing students in proper vessel operation, and presenting nautical science topics both in the classroom and on the vessel. Must have 50-ton Inland Mate license. Experience teaching students. First aid/CPR required. $1400-1600 per month, depending on experience, plus shared room and partial board. To apply, see below.

MATE Lady Washington / Hawaiian Chieftain www.historicalseaport.org This position requires a 100-ton near coastal Masters license with a sail or auxiliary sail endorsement. Experience on traditional vessels preferred. The Mate is responsible for carrying out the Master’s orders safely, maintaining a well-trained crew, and working with the Master to maintain a positive and professional experience for all aboard.

MarlinspikeMagazine.com

All positions require a positive attitude, teamwork, strong work ethic, comfort working aloft, and the ability to respond calmly and safely in all situations. Crews live aboard and participate in daily housekeeping, routine maintenance, sailing in all conditions, teaching education programs, safety drills, and cross-crew training. Excellent passenger interaction skills are a must. We offer a monthly stipend, health insurance after 90 days, room and board, as well as the adventure of a lifetime.

To apply, e-mail a cover letter, resume, and contact information for three references to: Roxie Underwood, runderwood@historicalseaport.org 2ND MATE / EDUCATOR Schooner AJ Meerwald Bayshorecenter.org Help coordinate shipboard maintenance and vessel operations as well as participate in the on board education program. Previous experience operating and maintaining a traditionally rigged wooden sailing vessel is required. 100-ton mate license with sail endorsement is preferred. Applicable experience will be considered. Diesel engine maintenance skill and previous education experience a plus.

Position available immediately and runs through October, 2014.

Contact: jbriggs@bayshorecenter.org BOSUN / EDUCATOR, STEWARD Lady Washington / Hawaiian Chieftain www.historicalseaport.org Knowledge of traditional and modern vessel maintenance required.

Ability to track multiple projects, organize and train work crews is essential.

All positions require a positive attitude, teamwork, strong work ethic, comfort working aloft, and the ability to respond calmly and safely in all situations. Crews live aboard and participate in daily housekeeping, routine maintenance, sailing in all conditions, teaching education programs, safety drills, and cross-crew training. Excellent passenger interaction skills are a must. We offer a monthly stipend, health insurance after 90 days, room, and board, as well as the adventure of a lifetime.

To apply, e-mail a cover letter, resume, and contact information for three references to: Roxie Underwood, runderwood@historicalseaport.org

DECKHAND DECKHAND / INTERN Los Angeles Maritime Institute We have Deckhand/Intern positions available from July through the fall of 2014. We would prefer applicants with some square rig experience. Must be a team player, have good people skills, and relate to kids. Deckhand/Interns are responsible to the Mates and Captains and participate in ship maintenance, watch standing, running small boats, helping to teach and train new crew as well as working with kids on our boats and actively participating in all aspects of shipboard life and programs. First Aid/CPR certification a plus.

Please e-mail resume with cover letter and references to: bigben@lamitopsail.org DECKHAND / EDUCATOR / INTERN Schooner AJ Meerwald Bayshorecenter.org Educators will present Delaware Estuary specific learning stations on board, present shore-based education programs, and participate in shipboard maintenance and vessel operations. The position requires environmental education experience, a degree in natural resources or equivalent experience, strong environmental ethic, plenty of stamina, flexibility, and a positive attitude. Boat experience

is a plus.

Position runs September (or possibly earlier) - October, 2014.

Contact: jbriggs@bayshorecenter.org

COOK COOK S/V Pride of Baltimore www.pride2.org Pride is seeking applications for Cook for the 2014 sailing season.

Applicants need to be American Citizens or possess American working authority. All applicants must possess previous experience aboard traditional sailing vessels (so called Tall Ships). We request all applicants email their Resumes & References, as well a Cover Letter to Captains Miles & Trost. In the Cover Letter please describe what you would bring to the ship and her mission as well what you could gain from the opportunity.

This post is Seasonal.

E-mail Resume with References & Cover Letter to : jan@pride2.org & jamie@pride2.org COOK Lady Washington / Hawaiian Chieftain www.historicalseaport.org Knowledge of vessel maintenance required. Ability to track multiple projects, organize and train work crews is essential.

To apply, e-mail a cover letter, resume, and contact information for three references to: Roxie Underwood, runderwood@historicalseaport.org

OTHER POSITIONS ON-BOARD PROGRAM DIRECTOR Duties include working with students in their classroom to design a marine research project, and the creation of a communication piece. Aboard the vessel, the Program Coordinator is directly responsible for overseeing onboard program operations. BA/BS in science, education, marine science, or related field , or 3+ years experience. Current first aid/CPR/WFR certification. $15001600/month, depending on experience, plus shared room and partial board. To apply, see below.

MARINE SCIENTIST EDUCATOR Duties include working with students in their classroom to design a marine research project, and the creation of a communication piece. Aboard the vessel, the Marine Scientists supervise students who are creating a sampling plan and itinerary, deploying equipment, collecting and analyzing data. BA/BS in science and/or education with experience in marine science, demonstrated inquiry teaching ability and current first aid/CPR/WFR certification $14001600 per month, depending on experience, plus shared room and partial board. To apply, see below.

LOGISTICS COORDINATOR Duties include coordinating pre-trip and day-to-day food and supply details for 2-5 day science education programs plus a few day programs aboard a 61’ sailboat. This position will be split approximately half-time onshore and half-time onboard.

For all Salish Sea positions, e-mail a cover letter, resume, and contact information for three references to kristen@salish.org b Got a job opportunity you’d like us to include in our next issue? E-mail us at marlinspike1812@gmail.com

MarlinspikeMagazine.com

43

The spike in the attached photo is not particularly photogenic or noteworthy. It appears to be old, but I’m not even certain of that. Just the same, it has considerable sentimental value to me.

I purchased it in a small shop on Martha’s Vineyard in the late fall of 2008. I was fortunate at the time to be sailing as Second Mate aboard the schooner Denis Sullivan for her delivery from Milwaukee, WI to Fort Pierce, FL via the St. Lawrence Seaway. Being a Great Lakes sailor, I was very pleased to get a taste of saltwater sailing and jumped at this opportunity.

We were docked at Woods Hole for a crew change and I rode the ferry to the island for my first and only visit to a place I had often read about. This “old” marlinspike always brings a smile to my face as I recall the many adventures of this delivery, my shipmates... and how good it is to be back on the Great Lakes! — Allen Wolfe

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

Single issues $5.95 Annual subscription $20 Two years $35

Call 978.561.3020

or send your check or money order to: Marlinspike 73 Middleton Road / Boxford, MA 01921

— READ IT ONLINE — Marlinspike is available through Yudu.com for $3.95 per issue

Visit us on the web at

MarlinspikeMagazine.com and check out our facebook page!

Continued from page 15 brig, sloop, schooner, ketch.

So what historic ships would work in that size range?

How many of them do you need to make the economics work? I figured that in order to keep the boats full, you need to have a pretty good marketing campaign — and they don’t come cheap — and of course an office to run the whole thing. In order to pay for those two expenses you need to have at least 10 ships running 50 weeks a year. So that’s the plan.

MS: Who will sail?

JM: Anybody from eight to 80.

That’s the way the Rose was run.

MS: I sailed on Rose in 1995. It was a great experience, but it was an extremely informal program. I am assuming that the Rose never paid her own way; there was constant fundraising underway to keep the boat running?

us a good price, in the vicinity of $1 million each. The current price in Maine for a vessel this size is more like $4 million, and that’s a big difference.

MS: So what is your confidence level that you can raise the money for this project?

JM: There are two ways we can do it. One is through foundations, but the foundations won’t talk to you until you have your tax-exempt status in place. We applied two years ago, but the process is badly backlogged. We hope to have that in place in the next month or so.

The other way is to go to the shipping lines; I have two in mind, and we want to point out to them that the people they want working for them should have experience at sea under sail before they handle container ships. I think that may just do the trick. I have some friends in that field and we’re optimistic that when we approach them we’ll get a good hearing.

JM: That’s correct. I think they started out around $650 a head and MS: Tell us about the vessels ended up closer to $1000 a head. But you’ve chosen to build. The list is that’s not enough to pay for your pretty heavy on Colonial Navy vesoverhead, your marketing. That’s sels, but I see there’s also a 17thMillar was instrumental in getting century pirate vessel here. why we need more ships.

I think the same math will turn “HMS” Rose and Providence out to be operative for the Oliver JM: Two of them, in fact: the built in the 1970s Hazard Perry. With 48 berths, I Batchelor’s Delight and the Revenge. don’t think she can generate enough revenue to pay for her Revenge is a pink, which is very unusual. We want all the marketing and office expenses. Maybe we will join forces ships to look different from each other, for each one to stand once we get our boats built. out. The basic hulls will be identical, but certain aspects of the trim, the cabin windows and so on, will give each one a MS: Who will build your boats? distinctive look.

JM: Strangely enough, the boatyard where Rose was built 40-odd years ago has been taken over by Covey Island Boatworks, and they do cold-molding, which is the only way that makes sense to build large wooden boats these days, in my opinion.

MS: What sail training vessels that are out there are cold-molded?

JM: None in this country that I am aware of. Tenacious, which was launched in 2000 for the Jubilee Sailing Trust in the UK, is a large barque, and she is cold-molded.

I do know that Covey Island Boatworks has been doing nothing but cold-molded construction for a long time, and that they know what they’re doing, and they’re going to give

MS: Would you be willing to build the boats one at a time, or do you want to be further along toward your goal of building a fleet before you start laying keels?

JM: I think we need to build five at a time. Covey Island is capable of doing that. I think we’d want to raise $6 million, and you’ve got the first five built. I really think you need five, because if you have fewer than five, how are you going to keep them full?

MS: Will you be based in Newport?

JM: More likely here in Virginia. Hampton Roads is a great place, and to have the hailing port of Portsmouth on your stern doesn’t hurt. b

MarlinspikeMagazine.com

45

PARTING SIGNALS

Remora Ships Here’s the thing about the Tall Ships America Conference — just when you’re you think you’re in for a boring luncheon speech, somebody says something that makes you stop surreptitiously checking your e-mail and sit up straight.

What did he just say?

In this case it was Tall Ships America Director Bert Rogers at the podium, taking to task those operators of traditional sailing vessels who are not members of his organization.

Rogers referred to them as “remora” tall ships, remoras being those fish that attach themselves to larger fish, feeding on scraps from their host’s meals. They’re parasites, essentially.

“When are you going to show up for watch?” thundered Rogers, who might as well have had a speaking-trumpet in his hand.

A rhetorical question, in a roomful of people who’ve already drunk the Kool-Aid. Pretty much everyone present was a member, with the exception of the waiters. The bartenders, I am pretty sure, had signed on by that point.

But I can see it both ways.

When I got into this business 12 years ago, joining ASTA was, to me, part of the fun. Although the 30-ton schooner I had built was intended primarily for public sails and private charters, I was excited about the potential for sail training with local students and for a day-camp in the summer. I couldn’t wait to see my boat in the Directory. I looked forward to networking with other traditional sailors. I was eager to learn.

I was also naïve. But pretty soon after I crossed the Line from dreaming to doing, King Neptune climbed aboard with his retinue of accountants, insurers, dockmasters and bureaucrats, shaved my head with a rusty barrel-hoop, and taught me the ropes.

I traveled to two ASTA conferences, but found that most of the content concerned fundraising, grant-writing, and curriculum development. As a for-profit boat marketing two-hour sails to tourists, this wasn’t always relevant to me.

Oh, I learned stuff. But it wasn’t stuff that paid my dockage or insurance bills. And when the recession hit and my revenues declined four years straight, one of the cuts I made was my ASTA membership. I was sad when a new Directory came out without my schooner, but I told myself that running a business is all about making tough choices.

Flash forward four years, and here I am back at the conference — the Tall Ships America Conference now — 46

MIKE RUTSTEIN

watching Bert Rogers roaring away at the podium like a skipper who’s come on deck to find the watch drunk and the ship in irons. What had changed?

I admit being naïve when I got into this business. But I was also being naïve, and short-sighted, when I gave up my ASTA membership.

The recession was bad, but one thing I’ve learned, as a sailor and as a businessman, is that even when things are bad, you still need to plan for better times ahead. You don’t fire your mate because it’s rained all week. Tomorrow, the sun will shine, and you’ll need him to sail your boat.

A decade, in this business, is nothing. I am humbled by the vastly greater experience of my fellow TSA members.

But a decade has been long enough for me to gather my wits and see the big picture. There is power in numbers, and TSA speaks with a powerful voice. There is power in networking, even if every boat sails a different route. There is great power in the Tall Ships community, but you don’t truly feel that power unless you make a commitment to that community. You can dine on the scraps, like the remoras, but you’re not partaking in the full meal.

So I’m back. I’ve drunk the Kool-Aid. However, I’m not so drunk on it that I won’t admit that Tall Ships America can do a better job of providing value for vessels that are not focused on sail training. Between the windjammers and the head boats, there are a lot of operations out there, benefitting from our scraps, but not really integrated into our community. A TSA with 100% participation would be an even stronger partner for the Coast Guard, would be better able to negotiate favorable vessel insurance and group health insurance programs, and would be able to host bigger and better conferences with more speakers, a wider variety of topics, and bigger parties.

And let’s not forget services like the Billet Bank and training grants. ASTA / Tall Ships America has been doing all these things and more for over 40 years. If the organization didn’t already exist, we’d have to invent it, and pronto!

Maybe it will take a crisis for these “remora tall ships” to realize the importance of working together. But on the other hand, maybe there are things TSA can do to bring them into the fold. This year’s conference in San Diego was a far better and more comprehensive event that the ones I attended before my hiatus. By continuing to work to ensure that its conferences, benefits and membership structure work for boats with all kinds of business plans, TSA can turn the remoras into full-fledged members of our community. And if they do, we all win. b

MarlinspikeMagazine.com

TA ALL SHI S IPS S CHA A ALLEN GE ® Pacific Coa ast 2014 Celebratting th he e early y exploration of o the Califor rnia Coast

LOS A ANG GE ELES Tall Ships® Fe estival August 2 20 0-2 24

A family frie ndly event y you won’t want to miss!

SA AN N DIEGO Fes sttiva t al of o Sail Aug gustt 28 g 2 - September 1

•

Celebrat te California’s rich mar ritime history

•

Tour the e decks of the visiting tall t ships and meet the eir crews

•

Enjoy family friendly festivals s featuring live musical performances, p kids’ pro ogramming and much mo ore!

DANA A POIN P NT Tall Ship ps® Festival Fe Septemb be er 5 5-7 7

The TALL SH S IPS S CHALLENGE G ® series is org ganized

by Tall Ship ps A America in pa artnership with US U and Canadian ports p on the Paciific and Atlantic Coas C ts of North Ameri A i ica and in th he Great Lakes. This annual series off Tall Ships® races r and maritim me port festivals ce elebra a ates our rich h maritime heritag ge and traditions and a in n nforms the general g public abo out the transforma ative power of Ad dventure and Edu ucation Under Sail!® For more in nform m mation visit www www.tallshipsamer w tallshipsamer rica org rica.org

TALL SHIPS CHALLENGE

Through September 1, 2014

Turner & the Sea was produced by the National Maritime Museum, part of Royal Museums Greenwich, London.

Supported by an indemnity from the Federal Council on the Arts and the Humanities. Carolyn and Peter S. Lynch and The Lynch Foundation, and The Manton Foundation provided generous support. The East India Marine Associates of the Peabody Essex Museum also provided support. Media Partners: The Boston Globe, WBZ-TV and myTV38 161 Essex Street | Salem, MA | 978-745-9500 | pem.org

Joseph Mallord William Turner, Venice: The Dogana and San Giorgio Maggiore (detail), 1834. Courtesy National Gallery of Art, Washington, D.C., Widener Collection, 1942.9.85.

A Sense of Adventure.

A Sea of Knowledge.

A trip of a lifetime.

The original VIRGINIA was commissioned in 1917 and was the last all-sail schooner built for the Virginia Pilot Association. For a decade the original ship trained apprentice pilots in seamanship and navigation sailing the waters of the Chesapeake Bay. This re-creation of VIRGINIA was built on the Norfolk, Virginia waterfront in 2004. Now you can be a part of this sailing legacy!

VIRGINIA’s 2014 season offers exciting educational programs for both youth and adults sailing from the Chesapeake Bay to Bermuda and New England!

For more information, visit www.SchoonerVirginia.org