Marlinspike #35

Summer 2022

Number 35

LAUNCH DAY VIRGINIA and MARYLAND DOVE take to the water OHPRI Perseveres Sailcargo acquires VEGA $7.95 (about the cost of a Rum & Coke)

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MICHAEL RUTSTEIN

A Life at Sea I have Capt. John Eginton — formerly of Mystic Whaler — to thank for my current Kindle read: Sailing a North Sea Pilot Schooner, by Capt. James Geil. I’m usually more of a musty hardcover guy, but when Capt. John suggested I give Geils’ memoir a look, I decided to go digital.

Geil is known to many of us as the longtime captain of Tabor Boy, the schooner of the title. The book is not merely about his years in command of that venerable sail trainer, but of an entire life spent, and occasionally misspent, at sea.

Honestly, my favorite part of the book is the opening section, before Geil gets anywhere near the Tabor Boy. Geil recalls growing up in Florida, hauling crab traps with his grandfather, and seizing every opportunity to get out on the water in a variety of craft that are mostly not up to the task. Still, the young Geil manages not to drown, and along the way learns the ins and outs of crabbing and of the king mackerel fishery.

Eventually the young man gets his break — after spending five summers windjamming under an old-school “bully” captain, losing a shipmate, catching his first glimpse of Tabor Boy, and doing some sketchy long-distance deliveries. But one day in Charleston, SC he runs into Capt. George Glaeser, and he’s off to bigger and better things.

Anyone who’s worked in sail training will sympathize with the dilemmas Geil faces in command of Tabor Academy’s flagship, and any sailor will enjoy his matter-of-fact descriptions of transits between New England and the Caribbean, of transitting the Canal, of having gear come loose in gales, of going aground in a plethora of times and places — in short, suffering all the slings and arrows that our sea-going flesh is heir to.

Recommended! Let’s hope all our careers conclude with writing such a book.

MARLINSPIKE MAGAZINE Summer 2022 • Number 35 Michael Rutstein, Publisher Marlinspike is published quarterly for $29

by Pennant Publications, Inc., 98 Washington Square #1 Salem, MA 01970 Cover Photo: Maine’s First Ship Postmaster: send address changes to Marlinspike 98 Washington Square #1, Salem, MA 01970 Copyright 2022 by Pennant Publications, Inc. All rights reserved.

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Fair Winds,

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Michael Rutstein, Publisher

4 b At Last!

30 b Fun in the Sun?

MFS launches their re-creation of the 1608 VIRGINIA

Refitting AMAZING GRACE in the tropics

12 b Meet the New Dove A new & improved Maryland Dove takes to the Bay

18 b Give Them Some Credit OHPRI survived the pandemic by NOT pivoting

26 b VEGA!

32 b 38 b 43 b 44 b

Boats, Bars & Beaches Boatyards Show Us Your Spike Name That Boat

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At Last!

More than two decades after the idea was first kicked around, and 11 years after construction began in 2011, Maine’s First Ship has finally launched their pinnace Over 200 volunteers labored on Virginia, a reconstruction of the first English-built oceangoing ship launched in the Americas.

The original was constructed at the Popham Colony, founded in 1607 at the mouth of the Kennebec River, to explore the natural resources of the area and to find the Northwest Passage. When the colony was abandoned a year later, Virginia sailed for England.

The Bath area, ten miles up the river from the colony’s location, later became a major shipbuilding site. The new Virginia was built in downtown Bath, on the banks of the Kennebec, into which she was launched via crane on June 4.

We spoke to MFS board member and lead rigger James L. Nelson the day after the launch.

Marlinspike: It’s been just over 24 hours since Virginia touched down in the Kennebec River. How are you feeling?

James L. Nelson: I’m a happy guy! Yes. I’m a relieved guy...

MS: After all these years, it must have been an amazing moment.

JLN: It was the culmination of a lot of work by a lot of people, right up to Saturday. We planned a huge day of celebration for the launch. So on top of getting the ship ready over the past month, we’ve been flat out, lining up musicians, reenactors, food vendors, speakers, getting the stage ready, 4

getting the AV ready… so it’s been a big production, above and beyond just launching the ship.

MS: The launch itself was pretty intricate. That giant crane had to pick up and move the vessel, what, three times to go from the build site into the river? Talk about setting that up.

JLN: We contracted with Keeley Crane, a local crane company. But the first thing we had to do was dismantle the boatshed in which we built Virginia, that had been standing for a decade. That was no small task. All of the equipment, all of the tools, the saws, all of that had to be moved inside.

So the boatshed came down and revealed Virginia to the world for the first time.

Once that was done and the site was cleared away, we brought the crane in and they picked the ship up and they moved it once, northward, along the riverbank. Then they repositioned the crane, picked it up again and moved it further north, to where it was ultimately going to be launched.

And then they turned it 180 degrees. The bow had been pointing north; they turned it so the bow was pointing south. That was primarily so that the spectators would be able to see the bow when the bottle was broken.

And then they repositioned the crane again, and we brought a second crane in, because while the first crane could lift the ship easily enough, it couldn’t get that close to the

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river bank. Being further from the river bank meant having to tilt the crane arm down at a much steeper angle, and the crane couldn’t hold the ship at that angle. So we actually needed two cranes.

The one advantage of that was that we were able to step the mast using the crane. Otherwise the mast would’ve interfered with the sling and we wouldn’t have been able to put the mast in.

MS: That’s a lot of work! There she was, being built right by the river, but…

JLN: Yes, exactly. We spent a long time, literally years, going back and forth between doing a traditional launch down the ways, doing a side launch, or using a crane. A lot of pros and cons all around, but ultimately we decided the crane was going to be safer. As intricate and involved as that process was, I think it was probably simpler than building ways and launching it. Part of the problem is that there are a lot of old pilings in the river, you know, from the shipyards of years past. All of those would’ve had to be cut away if we were gonna go down the ways. So ultimately this was the most expedient way to put the ship in the water.

MS: Let’s just take a minute and shout out some of the key figures in the project over the years.

JLN: Absolutely! Orman Hines, of course, has been president of Maine’s First Ship since 2009. He has really been one of the major figures. As you know, he’s not one to put himself in the forefront, but he really has been the steady guiding hand behind a lot of this. He’s just excellent when it comes to keeping everybody happy and on track and being a calming presence.

Along with him, there’s Rob Stevens, our lead shipwright, who has been with the project really from the very beginning, since the design stages. He had been slated to be the shipwright back when the ship was going to be built at the Maine Maritime Museum. Then, when that initial idea folded, Rob was one of the people to step forward and say, look, let’s build this ship anyway! And he was willing to volunteer his time, despite the fact that he makes his living as a shipwright. He was willing to volunteer his time to see this project to fruition. So he was enormously important.

MS: I noticed that one of the knightheads was carved into a bust of Stevens! Was anyone else so honored, Jim? JLN: Uh, there was, yes! At the mizzen mast is Jeremy Blaiklock, who is the vice president of the organization, and who oversaw vessel construction, really since the keel was laid… and the third one, I’m honored to say, is me [laughs].

MS: And where is your bust on the boat?

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Final touches before the launch; Virginia in mid-air; oohs and aahs from the crowd

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JLN: Next to the mainmast — it will be the jeers for the main yard.

MS: I don’t know how much decorative carving was done on the original Virginia. Probably not much, but there is a precedent for this, right? Kalmar Nyckel is decorated with carvings of the folks who worked on her during her construction.

After that I went and sailed as third mate on board ‘HMS’ Rose, and I was with her for a few years. And then I decided that it would be easier to write about sailing than actually doing it! But I’ve kept my hand in over the years. I was a rigger on Godspeed, on Discovery — the Jamestown ships that were built here in Maine — and I’ve gotten out on ships whenever I was able.

MS: So how did you get involved in the Virginia proj-

JLN: Yes. Carving was typical of ships of this era and, and those knights, in particular, very often had a head carved on them. I think Susan Constant has one, and I’ve seen them on other ships of the period.

But you’re absolutely right. One of the balancing acts that we’ve tried to perform is to make the ship look nice, but not too nice! These guys were freezing to death on the coast of Maine, and they were certainly not carving likenesses of their lead shipwright or of anyone else.

I suspect that our Virginia looks nicer than the Virginia of 1607 did. We’ve painted a black-and-white chevron pattern on the bulwarks, which is typical of the Elizabethan era.

And I think it looks terrific. But whether they actually painted those on the original Virginia…

To be fair, when the Popham Colony folded in 1608, they sailed Virginia back to England and then she was sold to the Jamestown Colony and crossed the ocean again to Jamestown and enter life there! So it’s entirely possible that she would’ve been fitted out a little nicer, prior to going back to Virginia.

MS: Is it fair to say that Virginia was the only marketable commodity that came out of the Popham Colony?

JLN: It certainly was the chief one. They found sassafras, and I think they traded for furs, but none of that was of any great economic significance.

ect?

JLN: I had known about it for a long time, and followed it casually. As you know — as anyone who knows has been around these projects — a lot of these get started with great fanfare and then sort of fizzle out. I’ll be perfectly honest: I was very skeptical. I knew that the original board had folded up because they couldn’t raise the funds, and the second board had come together and decided that they were going to pick it up and do it. I just didn’t think they really had much of a chance.

So this was probably about 2016. I went down to look at the ship as it was being built there in Bath, and went into the boathouse, and I was just stunned. I couldn’t believe it: the ship was already up in frame and half the planking was on and they had this army of volunteers swarming over the thing, going at it. And I realized, wow, this is a real going concern! These guys are serious — they’re actually going to launch this ship.

And I thought, you know, if they launch this and I’m not a part of it, I’m gonna hate myself [laughs].

So I talked to Rob and Jeremy, and I told them, I’m not a shipwright, I don’t know much about that, but I’m a fairly experienced traditional rigger. And they said, wow! We have no one who knows anything about rigging [laughs]. They didn’t know how they were going to rig the ship once it was

MS: Jim, in addition to serving on the board, you are the rigger for this vessel. Tell those who don’t know about your background in tall ships.

JLN: I started as the bosun on the Golden Hind in 1988, and was with her for a year. From there I went up and I worked on Lady Washington, which had just been completed. They had decided that the rigging they used in the original construction wasn’t sufficient. I was part of the re-rigging. We took the whole rig down to the lower masts and rebuilt everything and re-rigged it. So I was with Lady Washington for some time.

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done. So they said, all right, you’re in charge!

So I immediately became lead rigger, and the only rigger for a while. We’ve since then got four or five other folks on the rigging gang. And we’ve been plugging away since then.

We set up our rigging loft in the freight shed, right where the boat was being built. It’s a historic freight shed that was built in the late 19th century. A group of folks got together and restored the shed — it was a real wreck when Maine’s First Ship got started — but a group called the Bath Freight Shed Alliance came in and did an extraordinary job restoring it. It’s beautiful and authentic, it’s a great space, and it became the ship’s visitor center. And we set up our rigging loft in there.

So, for the past six years, the riggers and I have been plugging away in there, building the components of the rig, while the shipwrights were building the ship right next door.

MS: The rig they’ve designed for the new Dove is quite different than what the earlier iteration of the Dove had. The research that they’d done led to a real re-thinking of the rig.

JLN: That’s absolutely right. The original Dove was like a little Susan Constant or Mayflower sort of rig: very typical of what you would see on a larger ship of that era. I think their research, as did ours, led us to realize that a smaller vessel, like our pinnace, would carry a different rig than that.

I’m eager to see the new Maryland Dove. I’m really eager to see her rig.

MS: Talk a little bit about that rig. I mean, it’s a pretty unique and old-school rig that Virginia carries.

The rigging crew wedges the

MS: She’s mostly rigged, as of this past weekend.

JLN: [Laughs] It’s amazing how fast you can do stuff when you pay people!

MS: Now that Virginia is afloat, tell us a little bit about the programs that Maine’s First Ship is going to be running on her.

JLN: It’s a very unusual rig! mainmast (top); Jim Nelson JLN: Well, we’re in the early Even by standards of traditional sail. I immortalized (bottom) stages now of figuring that out. guess you you’d call it a ketch. It’s got Certainly educational programming a main mast and the mizzen mast will be the backbone of what we do. and the bowsprit; the bowsprit sets a We’re currently working with the square spritsail underneath it. There Maine Maritime Museum, just a is a fore-and-aft jib. And then on the mile down the river, working on main mast there’s a square mainsail some of their summer camp proand a square topsail, but also a huge grams, ways that we can work sprit mainsail, a fore-and-aft maintogether on mutually beneficial prosail. And then on the mizzen, there’s gramming. a lateen.

We’re doing outreach to schools; This rig was based on various our new executive director, Kirstie historical documents from the Truluck has got excellent contacts research that was done initially, prior and has already really established to beginning construction. They had herself in the local school systems, done a bunch of work in England laying the groundwork for educaand really dug into it. tional programming in the future.

Of course, they’re building a new We’ll certainly be trying to do Maryland Dove, and the Dove is port visits and that sort of thing. about the same historical period as We’re hoping to get a Subchapter T us. And it’s about the same size! And certification so we’ll be able to take those guys did a huge amount of passengers on cruises and do sail research. I was very impressed. They training, probably with adults. The whole gamut of things even went [to Sweden] and talked to the Vasa people and that are so typical with these programs. We’ll try something really dug into it. And the rig that they came up with is almost identical to the rig that we have. So that’s a nice con- and we’ll see what works, and if it doesn’t work, then we’ll try something else. And ultimately we’ll develop an educafirmation of the authenticity of the rig. tional and sail training program that’s appropriate for our 8

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location.

MS: Kirstie Truluck’s background is in education, so I imagine that’s exactly the kind of contribution that you were looking for from her. How have things changed since you put her in place and had a paid administrative staff as opposed to an all-volunteer organization?

JLN: We are very, very interested in seeing what happened. I know that she had passed a stability test not long before she went over. And I don’t think those were particularly harrowing conditions she was in when she went over.

And as you say, she capsized in exactly the same waters that we’ll be sailing. So we really have a particular interest in knowing what happened.

JLN: Kirstie has been terrific. Just looking at the kind of press coverage that we’ve had over the past few weeks, a lot of that has had to do with the outreach that she’s done. I think she’s been super and she’s been very active in talking with the local schools, making contacts and also doing outreach to the business community in Bath to make sure that we become an integral part of what’s going on in the Midcoast area.

It’s very easy for something like this to just sort of be a secret, you know, something that no one’s ever heard of, and she’s doing a really good job of making sure that that is not the case!

Right now, of course, our focus is completing the ship and getting the COI and so on. But I think she has already got her eye to the future, in terms of what kind of programming we’ll be doing and what kind of role the ship will fill.

MS: One of your projects earlier this spring was to construct a dock on the riverbank at which you can base Virginia. It strikes me as a challenging place to operate from.

JLN: Absolutely. One of our board members, Dan Wood, was instrumental in getting that dock together and did an excellent job. It went in a few weeks ago and it’s just beautiful. It had to extend out a bit from the shore, because at low tide, it’s pretty muddy there. And as I mentioned, there are a lot of old pilings from previous shipyards and wharves.

Yes, it will be a challenge. The current runs like crazy on the Kennebec. We made sure we had an appropriate-size engine, to deal with that.

One of the things we’re asking ourselves is to what extent are we going to be sailing just in the river, on Long Reach, which is what that section of the river is called, and how much will we actually be going out to sea. It’s a good 12 miles to open water. You can’t leave unless you’re on a falling tide, because you can’t buck that incoming tide efficiently — all considerations, for sure.

MS: Many of our readers know you as the author of numerous works of historical fiction and non-fiction, and particularly the Revolution at Sea novels. Any chance that you’ll be writing about the Popham Colony and the adventures of the original Virginia?

JLN: Um… possibly! [Laughs] I’ve actually been kicking around the idea of a young adult novel about Popham for some time now. I have any number of people who are badgering me to do it. After all, one of our educational goals is to draw attention to the early colonial period in Maine, which people don’t know about. Virtually no one in Maine has ever heard of the Popham Colony! Having a good, exciting YA novel that we could put into schoolkids’ hands might be a really valuable thing.

See, now I’m getting all flashed up talking about it. So [laughs] I’ll have to start writing!

MS: Jim, tell me, is there anything that we missed?

Then I can let you get back to the party.

JLN: Just that the ship will be at her dock all summer, being rigged and finished out. We have a visitor center, we have docents, we’re open most days to the public. So anyone who’s coming through Midcoast Maine should definitely make a point of stopping by to see Maine’s First Ship! ❂

MS: You must be eagerly awaiting the Coast Guard’s long-overdue report on the knockdown of the Mary E last summer, which happened just downstream of your 10

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May 2014

June 2014

Nov. 2017

Nov. 2020

June 2022

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Meet t GEORGE SASS

Two re-creations of 17th-century vessels were launched just weeks apart on the East Coast this spring. In addition to Maine’s First Ship in Bath, the Chesapeake Bay Maritime Museum completed a new iteration of the Maryland Dove — a trading ship that in 1634 accompanied the first settlers to what is now Maryland — which they built on their campus for Historic St. Mary’s City.

The new Maryland Dove, benefitting from an additional five decades of research and a new design by Iver Franzen (see Marlinspike #22) replaces an earlier representation of Dove built in 1978. She was roughly two and a half years in the making.

We spoke in June to CBMM’s VP of Shipyard Operations, Christian Cabral.

Marlinspike: At the beginning of this project, there was a good bit of discussion about the differences between the old and new Dove, the discoveries that have been made and the research that’s been done since the earlier version was built. Can you compare and contrast them for us?

Christian Cabral: There are quite a few differences between the two vessels, but I think the most significant differences are in the rig rather than in the hull form. All of that rig was custom built by Sam Hilgartner and his team.

Everything is custom to the vessel. Everything is handmade, every piece of fancy work is specifically designed for the function of that boat. If you get a chance to come and visit, an incredibly cool part of the vessel is just looking at the intricate details. The blocks that you see on board, 12

they’re unique to the period of the vessel, and creating them was a painstaking process and a very impressive lift from our rigging team, because not only were they riggers, but they were also carpenters and shipwrights.

MS: I watched some of the videos you posted. It looked like you got your hands on some real nice wood, and didn’t make much use of laminates.

CC: No, she’s about as traditionally constructed as it gets. Trunnel fastened. Double sawn frames. She includes Douglas fir, white oak, angelique. A lot of her structural timbers are made out of ironwood or what we call Cortez, ipe, and then, one of our native species, which is Osage orange.

MS: It’s interesting that people are using tropical hardwoods in their modern re-creations of boats that would not have used them originally, for the excellent reason that the material is better. But those woods have different characteristics than the woods that were used in the original vessels.

How do you feel about the tradeoff that’s happening there?

Are we missing anything about the original vessels because we’re using these different, but arguably much better, materials that we have available?

CC: Yeah. I can’t imagine we’re ever going to settle this debate. As a shipwright working in the museum field, and for Maryland Dove specifically, there really are three major considerations. The first one is what we know about the

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the New

Dove

Armed with the latest research (and hindered somewhat by the pandemic) CBMM’s Shipyard nevertheless has completed a new and improved Maryland Dove for Historic St. Mary’s City historical vessel. The next one is the standards from United States Coast Guard to be a passenger-carrying vessel. And then the third one is the functionality of the boat, for its future use, its upcoming life. At the heart of the work that we do in the CBMM shipyard is preserving the vessel, or building a vessel that’s historically accurate, but keeping in mind the use of materials that will preserve the vessel into the future.

A great case in point: in some of the restoration work we do, we’ll work on a vessel that was originally iron-fastened. We replace those old iron fastenings with silicon bronze or stainless steel. Because our job has changed. For a lot of these work boats, we’re not putting them to work — we’re preserving them in public trust. And one of the best ways to do that is with material selection.

I think where you get into really dangerous territory is if material selection dictates a change in appearance or, or construction style, and we could happily avoid that, given the materials that we used for this project. With proper care and maintenance, this vessel can last in perpetuity.

MS: I feel like we could do a whole article on this topic.

CC: Anybody working in this field has to weigh and balance all of the needs of a given project. You find that intersection that satisfies your responsibility of stewardship, as well as your responsibility to build an object that people can use and enjoy and learn from.

MS: You said it took about two and a half years of actual

construction to build the boat. How much did COVID hold up that timetable?

CC: Considerably. It depends how you want to measure it. At the initial outbreak, we closed the shipyard, just like everyone in the United States was doing at the time. For four or five months we were shut down. We did have a really great crew on this project, and under Joe Connor’s leadership, they looked at everything that needed to get done and made up a list of everything that could be done at home. The shipwrights got to work in their living rooms and home workshops. That included things like spinning up barrels of oakum, doing further work with the design team, and so on.

Once we did get back to work, we had all of our safety measures in place and that slowed production, when we split the crew up. We were sanitizing power tools, hand tools, keeping separate break rooms. You know — all of that good stuff.

Of course COVID impacted the number of hours that any of our crew worked, because there’s maybe an exposure event, you know, somewhere in their personal life or what have you. Although the actual shutdown impact was only a few months, ever since — like all over the world — it has had an impact almost daily.

MS: Did you have anyone give up and go home during the shutdown, so that you lost those folks from the crew?

CC: Not a single one! Yeah, that was really cool. We

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were at the beginning of this project, but also at that moment when you start to put together those sawn frames and stand them up. It’s one of the most exciting parts of the project. You go from just a keel sitting on I-beams to the skeleton of the thing you’re creating. I think nobody could walk away from that. And a lot of the credit goes to the leadership of Joe Connor, and our project manager, Steve Burns. They kept the ball rolling.

MS: So while we’re talking about your great crew, tell us about some of the key players in getting the new Dove built.

You’ve mentioned your naval architect, Iver Franzen, and Joe Connor and Sam Hilgartner and Fred Hocker.

MS: It strikes me that, more than ever now, when we build these kinds of boats, we’re building them in the public eye. I know CBMM really wanted this to happen, for the shipyard to be accessible to visitors, wanted to get videos and social media out there.

Everybody’s doing that now. That’s what people expect. But what is that like for you guys? Is that different from what you’re used to? Did it hold you back? Was it something that you enjoyed?

Dockside on Memorial Day

CC: It was a very big crew, which represented a big expansion for CBMM’s shipyard.

First of all, the museum is under the care and guidance of Kristen Greenaway, our CEO and president. It’s through her tenacious efforts that we get to do the things that we do.

We had a few master shipwrights on the project. Frank Townsend, master shipwright — if you look around the United States and even outside of the United States, you’ll start to notice Frank’s CHESAPEAKE BAY MARITIME MUSEUM fingerprints are on almost every heavy-timber tall-ship project.

Jeff Reed was working in Australia and came and joined the project, also a master. Jeff is now the construction foreman at the Museum. Ed Farley, another master on the project, he’s a Chesapeake oysterman boatbuilder, sort of that jack-of-all-trades that comes with wooden boatbuilding.

We had shipwrights Spencer Sherwood and Cole Meyerhoff, and we also run an apprentice program, a fouryear state-accredited program, where apprentices come and 14

join us and learn traditional construction. As part of their curriculum, they joined in on this project.

And then we have our rigging team. I mentioned Sam, but also Bob Downes, and a number of additional riggers that came to support them, both volunteer and employed.

You know, when we put the full roster together toward the end of this project, it’s an impressive list of people who’ve contributed.

CC: Working in the public eye is what we do. We’re a public museum. Our shipyard is open to the public. A unique part of the Chesapeake Bay Maritime Museum and of our shipyard is just how close and how handson our guests can get to the work that we’re doing.

We do restorations, we care for our own vessels, and occasionally we have a project like the Dove. We operate a 100-ton marine railway and a full-service shop, everything from metal work to carpentry. Our guests can walk right up and talk to the shipwrights, during operational hours, as they see fit. And I love that engagement.

The accessibility of the Dove project was totally consistent with the work that we already do. We have a curatorial staff, we have an archival department, and we have an edu-

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cation department that can facilitate the guest experience and get information out to the public. When you walk onto campus, the first thing you see is our shipyard, and you can walk right over and there’s a ship!

You can walk right up to the shipwrights and apprentices and ask, What are you doing? How did you learn how to do this? How do I learn how to do this?

The coolest part is somebody who came on day one and then comes, let’s say, every couple months up until completion, and they track the project. Whether or not they actually picked up a tool, they become stakeholders in the project.

Stepping the mainmast

MS: Returning to the social media aspect: thanks to people like Leo Goolden and the Acorn to Arabella guys, it seems like every build project is being documented extensively. Apart from the interactive aspect — people walking up to CHESAPEAKE BAY MARITIME MUSEUM you while you’re working — there’s photo and there’s video and there’s social media. I’m sure Guard compliance, so obviously people are going be on there were demands on your time to talk about what you’re board. What is her Certificate of Inspection going to look doing, like we’re doing right now. Does that slow you like? down? Are there people on your crew who are like — “Get these people outta my hair so I can fire up this chainsaw!”?

CC: We actually just performed our incline test about two days ago, so the vessel is Coast Guard certified. About CC: Yeah. You know, there’s a safety aspect to it, so that all I can say is that over the next couple of months, the when certain work — you just mentioned a chainsaw — is Marine Safety Council will issue a stability letter and COI. going on, the guests cannot directly engage with that. No That’s a lot of remaining work that we have, before the vesway around it! We have to maintain a safe work environsel is quote-unquote complete. ment for our shipwrights and for the guests.

After that, the vessel will be operated by Historic St. Sure, if you are looking at a project like Maryland Dove Mary’s City. They will operate the vessel in its passengercarrying capacity as an education vessel, for youth education purely from a production standpoint, some amount of time and adult education, as well as traveling around the is being devoted to guest interaction. But that’s part of the Chesapeake and perhaps beyond, to tell her story — the reason why the vessel was built at the Museum: so that can construction story, her original story, and everything in happen. That’s all part of the project. between. She’ll be operating out of Historic St. Mary’s The client, for lack of a better term — Historic St. City.

Mary’s City— is interested not just in the end product, but in the educational and guest-interactive journey that takes MS: And when will you get to sail her? place throughout the vessel’s construction. At the heart of what our shipyard does is not just preservation of the vesCC: Yeah, that’s a big question! Like I said, we’re doing sels, but the preservation of the skills that are required to Coast Guard inspections and the protocols for the issuance build them, operate them, and manage them. In order to of COI and included in all that is sea-trialing. Near and preserve that skillset, we have to teach it and communicate dear to our riggers’ hearts is getting the boat out on the it. And that’s at the heart of CBMM’s mission, especially water during those sea trials, to refine and tune the rig, the shipyard’s mission. which is a really exciting opportunity.

MS: Tell us how the boat’s going be used — what kind MS: As a former racing sailor, what are you imagining of programs are going to take place. You mentioned Coast MarlinspikeMagazine.com

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CHESAPEAKE BAY MARITIME MUSEUM

Shipwrights, staff, supporters and friends gathered at the finish line on May 28 her sailing characteristics might be, compared to vessels you’ve sailed previously?

CC: To be honest with you, I’m fascinated to learn. She has a lot of fore-and-aft sails which, unlike a lot of her contemporaries, gives her a distinct advantage for sailing on the wind. She also has that big bluff bow, so there’s a ton of reserve buoyancy up forward, and she does have squares — the course and the topsail. That reserve buoyancy forward helps her resist that downward pressure from those tops, so that gives her a capacity for running off the wind.

There’s also a modest rake in the rig, so she can be braced over quite sharply, which will contribute to her windward ability.

But she’s also a large vessel, if you look at the amount of lumber per square foot, and she has a lot of freeboard back aft… she’s actually fairly low-slung amidships, before rising again at the bow.

Overall, I think that for her era, my expectation is — this sounds odd to say — that’s she’s sort of a performance vessel, for her time.

I know, it’s a bold claim!

Shipwright MS: Someday they’ll have to hold a drag race between Virginia and Godspeed and Maryland Dove.

CC: And maybe Sultana. Yeah!

Like I said before, it’s not reinventing the wheel. It’s learning how the wheel was originally made. There’s a 16

learning curve. The captain of the 1978 Maryland Dove is Will Gates. He’s run Dove for a long period of time, and he’s also been the build captain for the new one. Nobody knows more than him how to turn a trick on Maryland Dove, and I hope we’ve added a couple of arrows to his quiver. I’m pretty sure he’ll be able to get her tuned up.

MS: Christian, anything that we missed, that you would like people to know about the build, that we didn’t talk about?

CC: I would just like to put in a plug, for anybody who can make it here — Maryland Dove will be at CBMM this summer, undergoing her some sea trials — to come and see her. And once she’s delivered to Historic St. Mary’s, there will be the opportunity to get out on the boat and enjoy the product of a lot of labor!

And I just want to say a big thank you to the crew for creating what is a unique and incredible object. b In 2018, it was announced that CBMM had been selected to build a brand-new Maryland Dove for Historic St. Mary’s City. Since that Joe Connor first announcement, construction of the iconic state ship has been the central focus of CBMM’s working Shipyard.

Work over the past few years, all done in public view, has seen the new ship move from concept to reality, and Maryland Dove will remain dockside for the final steps in its construction, and throughout the summer.

Visit cbmm.org to learn more.

MarlinspikeMagazine.com

April 2019

Nov. 2019

May 2020

June 2021

GEORGE SASS

March 2022

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Give them some Credit Having already pivoted, OHPRI survived the pandemic by sticking doggedly to its new business plan

ONNE VAN DER WAAL

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You would have been excused for guessing that the Oliver Hazard Perry would fall an easy victim to the pandemic. But under just-installed CEO Jonathan Kabak, OHPRI doggedly pursued its new path forward: workforce development and credit recovery. It may not be the business plan that its founders envisioned, but the future looks bright.

Marlinspike spoke to Kabak in early June.

Marlinspike: It’s been a while since we talked — before COVID — when you were new to the job, and OHPRI was in the midst of a major transition. I’m sure that that COVID didn’t do you any favors. I expect it brought you more and different challenges than the ones that you were already facing when you accepted this role!

Jonathan Kabak: I had just stepped into the leadership role as CEO. The organization had decided to reboot itself.

I was brought in, and we embarked on this magical journey to find a place for ourselves in the universe!

We got through 2019 with some sailing and a big rig project, and 2020 was looking pretty bright — and then COVID happened. You’re right, it certainly didn’t make any of the existing problems easier. [Laughs] Nope. It presented new ones. It did present some pretty interesting and unique opportunities. There’s still challenges, and we’re not out of the woods yet, but I think it’s an exciting time to be us.

MS: Tell us about those opportunities, because that’s not something that I hear about COVID very often. Did you really feel like COVID presented you with something that maybe hadn’t occurred to you before?

JK: It presented us with some interesting opportunities to do things that we had already identified. It validated what we were thinking.

When we embarked on the reboot, we decided we wanted to be in the workforce development space. And during COVID, there was a sizable amount of workforce development funding that was released to up-skill and re-skill Rhode Islanders that had lost their jobs or were transitioning into new careers. So in some respects, we found ourselves at the right place at the right time.

And that wasn’t serendipitous. We wanted to be there.

We had done a fair amount of research and data mining of everything from Brookings Institution reports to white papers from government agencies about what the need was.

The programs that the ship ran were always exceptional. The quality, the caliber, the impact on students — that was validated, both anecdotally and in written commentary and solicited feedback. The challenge was always, how do you pay for it? And here we found ourselves working in spaces that were well capitalized and presented some nice opportunities. So we ran a handful of workforce development programs for the state, and we continue to have conversations about expanding that portfolio of business. We developed some new programmatic relationships with MarlinspikeMagazine.com

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schools that didn’t exist before.

To a certain degree, the pressure to not have to be up and running in full operational mode allowed us to invest in longer-term strategic initiatives because [during COVID] people were willing to say, “OK, you know, this isn’t gonna be a year of big productivity.” It allowed us to be creative in terms of what we were going to do, and what we were trying to do, and really assessing where we wanted to be at the end of COVID. But if I look at the horizon of opportunity for us, I really like where we’re headed and I like what we’re doing. And I think that we are being seen as innovators in the space.

MS: So for OHPRI, you might describe COVID less as a pivot and more as an embracing opportunities you had already identified.

JK: The real pivot for us happened right before COVID. You know, there was some tacking back and forth, but I wouldn’t categorize our operations during COVID as a radical pivot from one thing to the other. I think we found ourselves executing the pivot that we had envisioned.

MS: So what is your programming going to look like this summer?

JK: We’re returning to what I call “mid-duration” voy-

ages, right? Week-long programs. We have a number of programs that are funded through the Department of Education here in Rhode Island that are week-long residential programs for high school students, open to anybody that is enrolled as a student in the state, which is pretty exciting.

The state has stepped up and said we recognize the value and opportunity in funding overnight, residential programming aboard the state’s flagship.

One program thematically is focused on the BIPOC (Black, Indiginous, People of Color) maritime history of the region. And the other one is an introduction to concepts in marine engineering. And that takes up the bulk of our July…

MS: What age groups are we talking about?

JK: Those are high school students: rising sophomores, juniors, seniors.

And then in late June, we have a trip to Maine scheduled to make good on some of our pre-COVID promises…

MS: Windjammer Days, up in Boothbay Harbor?

JK: Yep. And then we come right back down to do a program for teachers in partnership with the Rhode Island Secretary of State’s education department on the Gaspee affair and on the maritime history and heritage of Rhode

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Island. science credit, and we’re addressing need in a powerful way We’re also working on a very bold credit-recovery inithat I think will change the way students engage in sense of tiative both at the state level and with a number of the local place. I mean, here in the Ocean State, every student should schools. We have partnered with all three (Aquidneck) have a meaningful relationship with the ocean. And that is Island school departments or school districts to create an incredible place for the Perry to be. opportunities for credit recovery. This was something that we literally started with a week-long pilot, right before MS: You must be spending a lot of time at the State COVID shut everything down, but we sort of kept chipping House these days. away at, and we’ve had students that have JK: Not as much as I MARK RUSSELL achieved credit recovery probably should be! But and remediation through we recognize that if we’re our afterschool programthe state’s flagship, we’re ming and through our foolish not to have a spring break programmeaningful engagement ming. with the state at a numSo we have a student ber of different levels. remediating geometry And because we work and chemistry on board with a number of differright now, and they’re ent state entities and doing that through funcagencies, we recognize tional experience on the both the opportunity and ship, building toolboxes value in that relationship. or exploring chemistry through the mixing of MS: Fortunately it two-part coatings and sounds like there’s people paints. We received a in the state government number of grants, which who appreciate the we’re about to put out a unique forum and the unique programming that release on — we have to you can offer. wait for the funders to announce it first — but JK: There are more that are investing in our and more every day. I continued exploration of mean, that has been an this space and programinteresting challenge ming. We really see that through COVID. The as a tremendous success. best selling mechanism is People are finally to get somebody on the seeing the ship as platship to see what it can do. form and the organizaHeading aloft on OLIVER HAZARD PERRY And that’s been hard durtion as resource to solve ing COVID where people some of the really big have been working from home and not taking meetings in problems that we’re experiencing socially. The disengageperson. And, you know, every time it looks like people are ment of students due to distance learning during COVID has multiplied existing weak points and failure points. If you kind of back to business, then it’s another round of, oh, we’re working from home again, or we’re not doing meetings. So look at who’s failing at greater rates, it’s socioeconomically there have been challenges in getting people to the ship. disadvantaged communities, it’s students in the inner city, Once they get to the ship, they immediately recognize and urban core, right? And to create programs on the Perry that realize what a marvelous platform it is. are giving these students opportunity, allowing them to get A classic example of that is the Commissioner of school credit and see that there’s this bright, vast horizon of Education, Angélica Infante-Green, who came to visit us opportunity in front of them is incredible. And that’s what during our spring break navigation program, and just was we’re doing right now. blown away by the capacity of what the ship could do and I have students from Central Falls and Providence and offer. Her brain just started going off, like “You should be East Providence, as well as students from here in Newport, engaged with our CTE programming… You should be and they’re not just learning how to turn wrenches or learning about electrical theory. They’re getting math credit and doing this...”

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It was great to see a leader at the state level really recognizing the capacity of what the ship has to offer.

MS: This is one of the few positive COVID stories I’ve heard. It sounds like it’s all coming together for you guys.

JK: I would like to say it’s a combination of good luck, good timing, and perseverance. You know, when we did the pivot, we said, “We want to focus on serving our community in Rhode Island.” One of the things that watching our [sail training] community over several decades now has taught me is that if you don’t build meaningful community engagement and local support, it’s hard to weather challenging times.

MS: That would be the Ocean Classroom lesson.

sioned for this ship.

JK: One of my greatest joys is seeing many of those people that were involved in the early iterations of the organization be really excited about what we’re doing now. I wouldn’t suggest that they’re disappointed, or at least, they haven’t conveyed that to me. I think they’re really excited by what we’re doing and how we’re doing it and seeing the success we’re meeting with One of the challenges is we don’t know what we don’t know. And for many of us in the sail training community, if that was the model you knew and understood, and that was the only one you knew and understood, that’s what you did! It’s been great to try new and different things and see those same people who were fierce advocates for that type of programming going, “We love to see what the ship is doing now. We get excited that you’re working in all these new and different spaces.”

At the end of the day, what everybody involved in sail training really wants is the impact of the experience on the individual. And we are still impacting people in remarkable ways, in the same way that students come off of a long-form voyage and, and are impacted. It’s just we’re doing it differently. But the people are still excited about it.

JK: But it’s also the positive lessons of South Street Seaport Museum and Ernestina-Morrisey and Elissa — there are any number of organizations where their volunteer population and local activism really helped the organization transition through challenging periods.

So we said, “We’re gonna work to serve more Rhode Islanders.” And that’s why we stopped going south. We said, “We want every Rhode Islander to have a meaningful relationship with the organization and the ship. We want the Perry to be seen as the MS: The Perry is a big, statue of Liberty of Rhode Furling headsails on the PERRY impressive vessel, and she’s Island. Iconic!

I think the interest from the state house and the various also a complex vessel — probably the most complex in the state agencies is a testament to our effort to build those rela- American sail-training fleet. How did you find it, keeping up with maintenance and so forth, during the pandemic? tionships, because we recognize the importance of those relationships.

JK: I would push back on the complexity statement.

Her systems are not overly complex. Her rig is sophisticated MS: I can easily imagine that people drive down from in that it’s a full-rigged ship, roughly modeled after the early the state house to Fort Adams, get out of their cars and see 19th century. But within that, there’s not a tremendous the ship and say, “Wow.” amount of sophistication.

But to change topics a bit, I think there were people in Compared to some of the yachts that I used to manage Rhode Island, before your pivot, who believed OHPRI was that were donated to King’s Point, those were far more building a full-rigged ship in order to run traditional longsophisticated vessels in terms of engineering systems. True, form sail training programs — similar to what SEA does there’s volume that we have to deal with on the Perry. But what does or what Ocean Classrooms did. For those folks, the sophistication is not necessarily so advanced. your pivot must have run counter to what they had envi22

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That being said, there are real challenges and, and keeping up on periodic maintenance has been a challenge throughout COVID. We’ve done as much as we can. And we continue to plug away. We’re headed to the yard shortly here for our first haulout in a couple years. I’m sure we’ll find stuff that we have to do, but it’s just sort of keeping on keeping on pushing right? I mean, what other choice do we have?

COVID, or did you finally send people home?

JK: We never sent people home, because we never got to our full operational crew levels — we really haven’t been fully operational in the last few years. We had a skeleton crew that were ship-keeping and working with programming aboard, but we didn’t have our traditional 12 crew that would operate the ship if we were fully manned, which we’re looking to get back to shortly.

MS: Were you able to keep a crew on the vessel during MS: How challenging is THAT? Everyone is really struggling to fill positions.

JK: As I said to a mutual friend of ours, if I had a dollar for every person that called me looking for crew, I could afford everything I wanted to do on my ship.

As you well know, I’ve spent a lot of time on the crew cultivation piece of this for our community. And this is a real challenge in the broader maritime industry. I think [our industry has] done some stuff that was shortsighted, and I think we’re also a victim of the broader challenges, which together have created this crisis.

MS: Let’s say there was a young person in Rhode Island who wanted to get on the Perry, who was interested in a maritime career, was interested in your workforce training programs. Where would they start?

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JK: They can reach out to us directly at info@ohpri.org. They are welcome to send us a message on Facebook or Instagram. They can also go to the Rhode Island Department of Education’s website https://enrollri.org/acn and search our programming there. And that is the entry point for free programming directed at high school students in Rhode Island.

MS: And let’s say there was someone already launched in their maritime career who was looking for work?

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JK: We are happy to talk with everybody at every level of their career, be it deck, or engine, and we are very committed to professional development, credentialing and licensure for our crew. So if you have a 100-ton and want a 200-ton, give me a call. If you have a 200-ton and want a 500-ton, give me a call. If you’re looking for leadership experience, or command time, not necessarily on the Perry, but through our partnership network of local operators who keep calling me, there’s lots of opportunities here in Rhode Island and through OHP. ❂ For more info on the full-rigged ship Oliver Hazard Perry, the largest civilian Sailing School Vessel in the United States, and her programs, visit OHPRI.org.

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Built by the French brothers and named for their father, the schooner LEWIS R. FRENCH was launched in 1871, in Christmas Cove, Maine. She is the last schooner remaining of thousands built in Maine during the 19th century. The FRENCH has carried an assortment of cargoes for various owners around the Northeast for over 150 years: bricks, lumber, firewood, granite, fish, lime, canning supplies, Christmas trees, and now people.

She worked hard carrying freight until 1973, when she was rebuilt for the passenger trade.

Much of her hull was renewed with massive timbers of oak, pine, and fir. The FRENCH was proudly named a National Historic Landmark and has a large following. She is still operated much how she would have been during the age of sail. She has no inboard engine, relying on 3,000 square feet of sail to propel her.

Photo by Ben Keller

VEGA

Sailcargo’s proof-of-concept vessel is on her way to the Americas

By Jeremy Starn of Sailcargo At a dock in the Netherlands, opposite a lush green field with windmills rotating slowly in the distance, a beautiful wooden cargo ship is moored. On her stern you can see her name, Vega.

On board is a hum of activity. Harnessed sailors are working high in the rigging. On deck, others are whipping ropes, cutting timber and fashioning tools.

It's unusual for so many Sailcargo workers to be outside of the Costa Rica shipyard at one time, but they are here now, to help safely deliver Vega across the Atlantic. She's the newest member of Sailcargo's shipping fleet, joining Ceiba (currently under construction) and the proposed Pitaya. After her transatlantic voyage she'll undergo a minor refit to maximize her cargo space. Before year's end, Vega will be shipping cargo between Colombia and New Jersey.

The purchase of Vega marks a major leap forward for Sailcargo, which hopes her voyages will serve as a proof of concept for other vessels to follow.

Vega is a traditional Swedish vessel — a complete rebuild of the original 1909 ship that sailed in the Swedish cargo fleet for over 50 years. She suffered a major fire and was significantly rebuilt in 2008. The new Vega retains all the best aspects of classic Nordic design, combined with modern ship-building techniques and safety standards, including copper strapping on the hull, a copper-sheathed hull and bulkheads.

“If you haven’t noticed, Ceiba and Vega are extremely similar,” wrote Sailcargo’s Danielle Doggett on Facebook. “Probably due in part to the fact that I’ve loved Vega ever since I first saw her in 2014. The inspiration for Ceiba was the Ingrid, a Finnish vessel built in 1906. Vega was built in Viken just three years later.”

Vega has been operating as a non-profit sail-training vessel – teaching a new generation of sailors the skills to work on a tall ship. But now she will return to her original purpose of hauling cargo under sail.

As of early June, Vega was sailing south from Sweden, through the Baltic and the North Sea, docking in Denmark and Germany along the way. She'll continue her journey south along the European coast to the Canary Islands. After a brief stop in Tenerife to collect additional crew members and conduct a final provisioning, Vega will sail to the Americas.

Post-refit, Vega will have a capacity of 150 tons. She will also carry a number of trainee sailors from Costa Rica who will be learning the skills to work aboard a sailing ship, so they are ready to crew Ceiba when she is launched.

This move would not have been possible without impact investors such as business partner Cafe William, which has already committed to filling the cargo holds of Vega, Ceiba and Pitaya for all northbound voyages. b

Fun in the Sun? S/V AMAZING GRACE, formerly TUOLUMNE, has had a good run in San Juan, but maintaining an aging ferrocement boat in the tropics is not easy Amazing Grace is operated by East Island Excursions in ported our interactions with the Coast Guard. The Coast San Juan, Puerto Rico. She sails in San Juan Bay, underneath Guard was very interested in the project,” says Patterson, the walls of the Castillo San Felipe del Morro and not far “since most of them haven’t encountered a vessel like the from the Bacardi Rum factory.

Amazing Grace.

“My favorite activity during the sails is blasting blanks “The vessel has a unique blend of traditional gaff rigging from the deck cannon at the fort's impressive walls,” says on top of a wood deck and ferrocement hull. The deck and Michael Patterson, cabin top are alias Captain Pat. mahogany framing, While Patterson with a fiberglass says the topsail layer to protect her schooner has done from the Caribbean well in her tropical sun. home, he admits that “Amazing Grace maintaining her in was showing signs of the hot and humid her age at all the climate has been a normal places — soft challenge. The crew wood at the port has persevered, tacklights and corners, ling one big job after vents and any other another in what has deck penetration. We amounted to a comused sapelle to plete retrofit over the replace sections of last several years. the cabin top and “In 2018, we deck framing, as it began an overhaul of closely resembles the masts and rigmahogany in color ging. Finding sparand density, and prograde wood was difvides the strength we AMAZING GRACE was built on the West Coast, ficult on a small were looking for. It but is currently based in San Juan, Puerto Rico island, but we finally also looks beautiful located some clear when sealed and varvertical-grain Douglas fir #1 select in a lumber yard in San nished!

Juan. We were able to dry it to a suitable moisture content “We used Pettit 2018 EZ Wood Sealer as a base coat, two coats applied. Then we used either varnish or a clear — no easy feat, given the humidity here. We completely coat up to 5-6 coats to provide strong UV protection and overhauled the masts, yards, and booms. bring out the natural grain. This system seems to work well “All the mast bands and metal hardware were stripped here in the tropics. and powder-coated by a local shop. The owners were able to Patterson and the crew dove into another round of projbring in an expert professional rigger — Jorge Hernandez, ects the next year. from Fajardo — to assist us in replacing all the original “We hauled out again in 2019 to modernize all the runstanding rigging. Jorge provided excellent service and sup30

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ning rigging and blocks. Every single eye splice, thimble, and all the shackles had to be replaced. We were fortunate to obtain the services of Becca Buckler, an outstanding rigger whose primary focus is tall ships. She organized all the work and ordered all the parts from the mainland.

“We removed all the old wooden deadeyes and replaced with them with Delrin, an engineered plastic which provides low friction, high stiffness and excellent dimensional stability. The product was selected for its ability to handle the Caribbean climate without the constant concern of rot.

“Becca also spent weeks splicing all the new lines on the boat while dodging rain squalls and wind storms.

“During this time, we shipped in a new engine, and all the through-hulls and valves were replaced. Ford Lehman

Kubota parts are easy to obtain through the four major marine stores on the island.”

H The schooner sails year-round in San Juan — when she is not being worked on — with up to the public sails a day.

She is berthed at the cruise ship terminal in Old San Juan, a veritable hub of activity.

“Often during the week we offer sunset sails with appetizers; on weekends a dinner sail is available, catered by a local restaurant. The schooner anchors out near the old fort’s historical entrance gates, and guests are served a sit-down meal while they watch the sun slip away,” says Patterson.

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ADVENTURE

The Schooner Adventure and the Essex Shipbuilding Museum are both welcoming new leadership this spring, in Gloucester and Essex respectively.

The Gloucester fishing schooners, of which Adventure (1926) represents the finest flowering, were primarily built in the neighboring village of Essex. Over 4000 two-masted wooden vessels are supposed to have been built there between the 1640s and 1940s.

Stuart B. Siegel was named Executive Director of Schooner Adventure in April, charged with leading efforts “to position Adventure as a focal point for education focused on themes of fisheries, maritime history, and the ocean environment.”

Most recently, Stuart and his wife Emily were Founding Directors of the Sonoran Desert Inn & Conference Center in Arizona, an education-focused nonprofit inn and event spaces.

Prior, Stuart was the Director of New Initiatives with the Brandeis University Office of High School Programs.

He lives in Gloucester with his wife, now the E.D. of the Gloucester Education Foundation, and their children.

Katherine “KD” Montgomery was named the first woman executive director of the Essex Historical Society & Shipbuilding Museum in April. She’s worn many hats in both Essex and Gloucester.

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“As an apprentice shipbuilder, museum director and community member, I’m excited at the prospect of keeping time-honored traditions alive while ushering in a new chapter of discovery, connection, and placemaking,” said Montgomery in a statement.

In 2021, the museum hired Montgomery to develop online education programs for local elementary schools during the COVID-19 pandemic. That April, she was hired full-time as operations manager. She came to the museum after serving as an education and laboratory coordinator for the nonprofit Gloucester Marine Genomics Institute’s Gloucester Biotechnology Academy.

“Prior to that I worked as crew on the schooner Ardelle, and occasionally helped out at Burnham Boat Building,” Montgomery said via email.

“However, I have been involved with Cape Ann nonprofits from a very young age. I started volunteering at the Artspace at around 13 years old, leading to a job at the Art Haven when I was 16, followed by working for the Cape Lake Schooner Education Association; nearly 400 volunteers Ann YMCA as a site coordinator, as an educator at put in almost a million hours of work to build the schooner Maritime Gloucester, and serving on the Board of Directors at a cost of $4.2 million. for Action Inc.” Since 2006, the schooner ★ has docked at Discovery The latest tall ship on a World in the summer, conlee shore may be the threeducting educational events, masted schooner Denis day sails and overnight advenSullivan of Milwaukee. tures, and in some years sailChelsey Lewis of the ing to other Great Lakes Milwaukee Journal Sentinel ports to take part in waterreports that the replica of a front festivals. ! e r u t n 19th-century Great Lakes “At this point, we’re e me adv i t e f i schooner will remain docked l exploring all options,” a inA onceat Discovery World again this Wunar said. “We don’t have summer, quoting President an intended outcome. But if and CEO Bryan Wunar. it turned out that there was Furthermore, the an organization that their C Québec City, Q Y schooner’s future “is being utilization of the Sullivan g, N to Ogdensbur reevaluated as Discovery World might support their misJul. 24-26 begins the process of seeking sion and what that intent ways to use and care for the was, I think we’d want to Erie, PA to n, WI ship.”

Port Washingto talk about it.”

Aug. 3-11 While Wunar stated that While the Sullivan is the decision to not sail this year “clearly not a moneymakive 500 N. Harbor Dr “was mostly a product of the er” for the museum most 202 53 Milwaukee, WI Sullivan not having a captain”, years, Wunar insists that .org discoveryworld the organization had indefinitely the schooner is in “the furloughed longtime skipper best shape that it’s been Tiffany Krihwan and mate Jonny DENIS SULLIVAN featured Slanga during the pandemic, leaving the boat in the hands of volunteers. in a Discovery World advertisement Krihwan told the Journal Sentinel it was “really hard” from 2017 leaving the ship she had captained for more than a decade.

The former Tall Ships America Sail Trainer of the Year has in in a very long time.” taken a new job as captain of the schooner ErnestinaKrihwan, on the other hand, expressed concern after the Morrissey. boat failed to budge from the Discovery World dock for a Denis Sullivan was built by the nonprofit Wisconsin second straight sailing season.

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“(Wooden boats) really need to be worked and moved to keep them healthy, just like a human, you know, it’s a living thing. It needs to work to keep the moisture in it,” she said.

“You cannot let it slide one single bit when it comes to these vessels,” Krihwan said. ★ Maritime Museum of San Diego is opening a new exhibit this summer aboard the world’s oldest active sailing ship, Star of India.

“Sea Monsters: Delving into the Deep Myth” will open to the public on Saturday, July 9.

“This fresh, fun, eye-catching exhibit, complete with dramatic Kraken-inspired tentacles climbing across the yards and rigging, will take visitors on an imaginary journey at the end of the 19th Century, when a fictional, dynamic, daring,

and somewhat eccentric world-exploring family chartered the Star of India for an expedition with the task of investigating the existence of sea monsters in various parts of the globe.

“Wandering the deep hold of the Star, specimens both real and reconstructed will engage visitors with trying to understand and explain an aspect of human interaction with the unknown and the ongoing quest for monsters of the deep.”

Exhibit entrance is free with purchase of general admission tickets. Grand Opening activities on July 9 will include a Sea Monster costume parade and storytelling along with live music and kid-friendly activities. b Do you have a newsworthy item for Boats, Bars & Beaches?

Contact us at Marlinspike1812@gmail.com.

for RED WITCH

Schooner AMAZING GRACE 58’ LOD ferrocement schooner, built 1991. New engine, rigging, electronics. COI for Lakes Bays & Sounds, 33 + 2. Located San Juan, PR. See story, page 30.

Asking $400,000.

Schooner GRAND NELLIE 1988 steel hull, COI for 48 on deck, 20 overnight.

Located Key West, FL. Asking $400,000.

Schooner CAPT. KIDD 55’ steel schooner, 2000. COI for 28. Located Seabrook, TX. Asking $190,000.

Schooner ALLIANCE Three-masted schooner, 1995, steel hull built by Treworgy.

COI for 49 daysails, 12 overnight. Located Yorktown, VA. Boat and business for sale. info@sailyorktown.com

Schooner RED WITCH Cypress hull built by Nathaniel Zirlott, 1986. 77’ LOA. COI for 49. Located Kenosha, WI. Asking $149,000.

Schooner HALIE & MATTHEW 2006, fiberglass hull. Located Maine. COI for 100 on deck, 50 overnight. Asking $1,250,000.

GRACE BAILEY

Schooner GRACE BAILEY 1882 wooden-hulled schooner in the Maine Windjammer trade. LOD 81’, COI for 54 passengers, 34 overnight.

Brand new sails. Located Camden, ME. Asking $640,000 Schooner MERCANTILE 1916 wooden-hulled schooner in the Maine Windjammer trade. LOD 79', COI for 49, 29 overnight. Brand new sails. Located Camden, ME. Asking $480,000.

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‘HMS’ SURPRISE Photo by Jerry Soto

PHOTO: RICHARD A. MEYER

A select list of sailing opportunities open to the public.

WEST COAST Call of the Sea, Sausalito, CA (415) 331-3214 * CalloftheSea.org Ed programs aboard Seaward and Matthew Turner.

Grays Harbor Historic Seaport, Aberdeen, WA (800) 200-5239 * HistoricalSeaport.org Sailing aboard the brig Lady Washington.

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

Maritime Museum of San Diego, San Diego, CA (619) 234-9153 * SDMaritime.org Day sails on Californian; coastal cruises on galleon San Salvador.

Ocean Institute, Dana Point, CA (949) 496-2274 * OceanInstitute.org Marine science and ed programs; operators of Spirit of Dana Point.

SALTS, Victoria, BC (888) 383-6811 * Salts.ca Sail training for youth, day sails for all, on two large schooners Schooner Adventuress, Port Townsend, WA (360) 379-0438 * SoundExp.org 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 Juans to Alaska on the schooner Spike Africa.

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

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

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

US Brig Niagara, Erie, PA (814) 452-2744 ext. 214 * FlagshipNiagara.org A wide variety of programs aboard Niagara and Lettie Howard.

EAST COAST Barque Picton Castle, Lunenburg, NS (902) 634-9984 * Picton-Castle.com World Voyage 8 now scheduled for October, 2022 Brilliant, Mystic, CT (860) 572-0711 * MysticSeaport.org Brilliant is an offshore classroom for Mystic Seaport’s ed programs.

Discovering Amistad, New Haven, CT (203) 498-8222 * DiscoveringAmistad.org

Dockside tours and ed opportunities aboard replica slaver.

Liberty Fleet of Tall Ships, Boston, MA (617) 742-0333 * LibertyFleet.com Windjammer-style Caribbean cruises; day sails from Boston.

Maine Windjammer Association, Midcoast Maine (800) 807-WIND * SailMaineCoast.com Nine, count ‘em, traditional sailing vessels on the Maine coast.

Maine Windjammer Cruises, Midcoast Maine (207) 236-2938 * MaineWindjammerCruises.com Four traditional sailing vessels offering multi-day cruises in midcoast Maine from mid-May into October.

Ocean Passages, Portland, ME (855) 212-0123 * Ocean-Passages.org Long-form sail-training aboard the schooner Harvey Gamage.

Oliver Hazard Perry, Newport, RI (401) 841-0080 * OHPRI.org Workforce development and other sailing and dockside programs.

Pride of Baltimore II, Baltimore, MD (410) 539-1151 * Pride2.org Paid crew opportunities, educational programs and dockside events.

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

Schooner Adventure, Gloucester, MA (978) 281-8079 * Schooner-Adventure.org Public sails, private charters, and educational programs.

Schooner Alliance, Yorktown, VA (757) 639-1233 * SailYorktown.com Public sails, private charters, and educational programs.

Schooner Ardelle, Gloucester, MA (978) 281-0470 * SchoonerArdelle.com Public sails, private charters, and educational programs.

Schooner Fame, Salem, MA (978) 729-7600 * SchoonerFame.com Public sails, private charters, ed programs, and sail training.

Sloop Clearwater, Kingston, NY (410) 539-1151 * Clearwater.org Day sails, youth & adult programs, environmental activism.

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

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

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

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

Sylvina Beal, Essex, MA (978) 491-7666 * BurnhamBoatbuilding.com 1911 sardine carrier currently being restored by National Heritage Fellow Harold Burnham to offer a variety of sailing programs. ❂

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AJ MEERWALD

CLARK & EISELE TRADITIONAL BOATBUILDING

From the Belfast boatyard of Clark & Eisele, where at press time the 1928 schooner A. J. Meerwald was in the last few weeks of a significant rebuild: “As you can imagine, we are quite busy here as we wrap up the project and prepare for launch, which will happen in the next few weeks.

“There isn’t a lot to report on other than sharing that we have finished major carpentry and we are now going through the punch list, reassembling the boat, finishing paint work, and preparing to disassemble the temporary shelter. Soon the masts will be stepped and Brownell Systems will arrive to assemble their trailer and move the Meerwald over to Front Street Shipyard for launching.

“The Meerwald’s crew arrived a few weeks ago to put the rig together after completing their winter maintenance, and once the vessel is in the water they will finish their uprig and prepare for their transit to New Jersey where they can begin their summer program.

Readers can follow Clark & Eisele on Facebook and Instagram for updates on the restoration.

H From Boothbay Harbor, Ernestina-Morrissey’s Chief Mate Susannah Winder writes: “For the last seven years Ernestina-Morrissey has been undergoing a complete rebuild in Boothbay Harbor, Maine 38

at Bristol Marine. This year marks many milestones for her, such as her first crew in 16 years (apart from delivery crews), 40 years of her being part of the New Bedford Historical Site, and the 50th anniversary of Cape Verdian independence.

“To mark this milestone, the President and Prime Minister of Cape Verde are coming to visit the ship in New Bedford on September 24!

“The crew joined the vessel at the beginning of April and have been working on projects that help to get the vessel closer to the water. Some of the projects we have been working on so far are refinishing the deck, painting the windlass and cabin houses, as well as starting to refurbish a historic dory that has been to the Arctic aboard the schooner Blue Dolphin.

“We’re continuing with other projects as well, such as supporting the yard in installing the electrical systems and cheering them on as the drivetrain is installed.

“Being the first crew since 2004, we are diving head first into the community both here in Boothbay as well as the community around the ship. We are seeking to engage the crew with the community both through social media as well as through SEMA and their website. Ernestina-Morrissey has made an impact on so many people and communities. We are so proud to be the crew that takes her into her next chap-

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ter.

“Check out the crew lead social media pages for more active updates on the ships progress! On Facebook @SSV Ernestina-Morrissey; on Instagram @ssv.ernestina.morrissey.”

H At the Jungle Shipyard in Costa Rica, Ceiba is continuing to be built as Vega is being delivered to the Americas (see page 26).

As of the beginning of June, the team has started the interior planking. With the steam box in the bilge, the planks are steam-bent into place. The strapping on the top deck is also in place now as the poop deck beams and transom pieces are completed.

H The scope of the work on Spirit of Dana Point has widened somewhat, writes John Krauss from California. “‘We’re going to do it right, even if it takes a year’ were the words I uttered on August 6th, 2021, the day I began this project. And we all laughed. I made plans for splashing in four months. And then, to the surprise of no one who reads this magazine, discoveries were made.

“What originally was just replacing deck planks expanded to margin boards. What was going to be a simple scarf joint on the mast became a complete condemnation of both masts. Two new 70’ sticks were purchased and delivered to our site, and Master Spar-Builder Bruce Tipton from Port Townsend, Washington, was brought on board for shaping.

You will know him by his trail of saw dust.

“With all new rigging nearly complete, all spars painted and finished, new deadeyes installed courtesy of David Short from Boothbay Shipyard, Spirit has just had a haulout, a Coast Guard inspection, and a keel-to-caprail paint job, which is scheduled for the week of June 6, and we’ll be driving her, God willing, back up to Dana Point for to step the masts.

“Projected completion date: August 5, 2022. Done Right? Only a shake-down cruise will tell!”

H “As with every spring, it has been a busy spring at Burnham Boatbuilding,” writes Harold Burnham from his yard on the Essex River.

“Thanks to an extended work period in the spring of 2020, Ardelle did not need much work and we had her completely painted and rigged up this year in time for Mothers’ Day weekend. One thing that made the uprig a lot easier was a 50’ one-ton chainfall we bought online that we used to pick our foremast up with the main boom rigged off the forward side of the main mast and set in the hole.

“While on Ardelle we have always used one spar to set or pull the other, the chainfall made the process a lot safer.

“Chad Gadbois has been coming along with the work on his 1986 Willis Beal fishing boat in the shed alongside the barn. He has all his retimbering done, and has completely replaced the bulkhead, house, roof and windshield and is well along with the mechanicals. At the rate he is going he

AJ MEERWALD

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CLARK & EISELE

AJ MEERWALD

CLARK & EISELE

AJ MEERWALD

CLARK & EISELE

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will be running in early summer.

“Isabella is also coming along. Her structural plans have been approved by the Coast Guard. We are learning about what they want to see in mechanical and electrical plans and we have submitted our methodology for designing her rig. The process has been a real learning experience, and as usual the Coast Guard has been great to work with.

“Our friend Tom Farrell will be conducting a stability test in July, and we are hoping to have her working as an inspected 12-passenger charter vessel beside Ardelle shortly thereafter.

“Work continues on the Sylvina W. Beal. David Robinson, the Massachusetts Underwater Archaeologist, has been helping us to document her as we have been taking her apart and getting ready for her up-andcoming rehabilitation.

“On November 5 from 1:00 until 6:00 pm along with our neighbors at the Essex Shipbuilding Museum, we will be conducting the public part of the Beal’s necropsy.

The idea is to invite archaeologists, historians, shipwrights, and seamen to study what is left of the pre-rehabilitated Beal and h=document what we learn.

“To make it more interesting, we hope to follow the work-up with beer and hotdogs.

“What we are hoping for would be a

ERNESTINA-MORRISSEY

ERNESTINA-MORRISSEY

ERNESTINA-MORRISSEY has a full crew on board (top photo) for the first time in 16 years. Second from right is Captain Tiffany Krihwan, who for many years was the captain of the DENIS SULLIVAN in Milwaukee.

ERNESTINA-MORRISSEY

SPIRIT of DANA POINT 40

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SPIRIT of DANA POINT

SPIRIT of DANA POINT

SYLVINA BEAL

SYLVINA BEAL MarlinspikeMagazine.com

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BOATYARDS Continued from page 41 continuation of the work that Sam Manning and Maynard Brey did in 1980. Sam measured the boat and drew the lines, and Maynard photographed her and did a construction plan.

Our work will include detailed plank lines, the lines and sizes of the ceiling, stringers, and clamp, fastener schedules, types of materials used, as well as specifics of grain and where they came from in the tree.

“In the end, we recognise that given the amount of work she needs, the documentation we do on her will be the best resource for study of her original 1911 construction.”

H From Derby Wharf, Jeremy Bumagin of the Salem Maritime National Historic Site writes: “In January of 2022, John Newman retired from his position as Rigger with Friendship of Salem. John also served as a mate when the vessel was sailing, and as volunteer crew leader. John is a life-long mariner who gave great service to Friendship, the ship's crew and park visitors during his nearly 24-year career with the National Park Service at Salem Maritime and Saugus Iron Works National Historic Sites.

The position John previously filled as Rigger will be announced for hire at a future date.

“Friendship will remain in her current partially-rigged condition for approximately the next year, while a substantial project to repair a portion of the deck, transom and bulwarks is performed. This contract award has been anticipated for well over a year, with delays due to COVID and other factors slowing the process. The award for this contract is pending review in the National Park Service Northeast Region's contracting office and will be announced when the award is finalized.

“Until the contract work begins, the ship may be open for free public visitation on Saturdays, when volunteers are available, from 1200-1500. Shipwright John Miles and the volunteer crew continue work to repair hull planking on the port side of the vessel, and attend to other maintenance and repair needs.” b

John Newman of FRIENDSHIP

Authentic Tarred Hemp Marline

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

FRIENDSHIP 42

www.tarsmell.com MarlinspikeMagazine.com

Parker River Knife is based in Newbury, MA, right along the Parker River. Started in 2013.

Our designs are traditional in appearance but utilize modern materials for high performance.

Most of our assembly and finishing occurs in our Newbury workshop. All components are made here in the USA. We utilize a premium steel called LC200N that is extremely corrosion resistant. Making our knives pretty much rustproof, even with prolonged exposure to salt water. Our Boat Knife is designed to be the perfect all-around knife for any boater. The Deck Knife is our take on a traditional rigging knife, featuring a 3” blade. We also have a version with a 4” blade. — Jim Bowes

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A popular feature on the Marlinspike facebook page is NAME THAT BOAT, where readers are asked to identify tall ships and sail-training vessels of the past & present.

MAGGIE WALT

A

How many of these vessels can you name?

8/9 — Admiral of the Ocean Sea 7/9 — Commodore 6/9 — Captain 5/9 — Master & Commander 4/9 — First Mate 3/9 — Seaman, Able 2/9 — Seaman, Ordinary 1/9 — Swabbie 0/9 — Tourist ANSWERS: A) Star of India, B) Statsraad Lehmkuhl, C) Mary Day, D) Draken Harald Harfargre, E) Kalmar Nyckel, F) Iskra G) Amazing Grace, H) Thomas E. Lannon, I) Woodwind II.

B

C

D

RICHARD SIBLEY

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THAD KOZ

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TON

G

E

H

ROBERT SERBAGI

I F

ZA

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Continued from page 31

and security is good. There are multiple marinas on the east side of the island; however, Puerto del Rey was selected for its ability to haul out a boat of this size.

“Getting supplies is not difficult. West Marine has several locations on the island, and the Skipper Shop has a fantastic location in Fajardo. If they don't have it, they can get it in just a few days. The island has very busy contractors for all the trades, and scheduling work can be a challenge. Island time does apply, and getting upset about it will not help. Patencia or patience must be learned by all newcomers! Working around the weather is a daily occurrence. If it's raining, just wait 10 or 15 minutes — the sun will soon be back!”

H Amazing Grace will begin sailing again this month, according to Patterson. Like everyone else, East Island Excursions is looking for crew — in this case, an experienced captain to run the program. If interested, contact Captain William Garcia, Operations Supervisor, at 787-860-3434.

“East Island Excursions is also putting the Amazing Grace on the market,” says Patterson. “The boat is now in excellent condition, with lots of new components, and ready for operations. The owners are asking $400,000. She has a COI for 25 passengers.

“The owners will be placing a new, largercapacity vessel in San Juan, so Amazing Grace will need to find a new berth. In the meantime, she will continue to sail on a daily basis.

“We did remove the two upper yards to make the vessel easier to dock in San Juan Bay and during the hurricane season,” concludes Patterson. “This improves stability, and the USCG-approved sail plan doesn’t include the topsails anyways. The yards can easily be reinstalled, however, and are currently in storage, out of the weather.” b

Despite all the work on the rig and engine, the crew was presented with another challenge last fall, when the Coast Guard determined that much of the cabin top and several areas of the deck needed repair.

“We used sapele to replace the forward scuttle, butterfly hatches, and the steering box, among other things. The job continued to grow as we replaced all the channels with cumaru, an extremely hard wood and perfect for the job.

The best part was the boards could be personally selected.

“The rest of the bolts and hardware for all the chain plates were replaced, including behind the fridge, which had not been done during previous haul-outs. Those bolts provided 42 years of service, but it was time for some new hardware!

“The rebuilding of the steering gear and worm drive and all its associated components, such as autopilots and various electronics, was one of the greatest challenges.

“The vessel was hauled out in the enormous Puerto del Rey Marina on the east side of the island by Chamo's Boat Repair. Costs there are comparable to the US mainland,

46

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Visit the historic seaport of Salem, Mass for a cruise on our replica of the 1812 privateer schooner FAME! Sailing daily all summer from our downtown dock!

978.729.7600 * SchoonerFame.com