Boat Reviews: Colgate 26, Rivolta 90 E

Transcription

Boat Reviews: Colgate 26, Rivolta 90
E-mailing Photos from your Boat
Salvage vs. Towing
October 2003
For Sailors — Free…It’s Priceless
SAVE $50
SAVE $30
GPSmap 176C
Land & Sea Package
Meridian Marine
Blue Water Package
Model 3858883
Reg. 899.99
Model 4919007
Reg. 489.99
SALE 849.99
SALE 459.99
with coupon
with coupon
Offer valid only with coupon.
Limited to stock on hand.
Offer valid through 11/2/03.
SPECIAL OFFERS ON SPOTLIGHTS, WIND METERS & FURLING SYSTEMS
SAVE $10
SAVE $11
Kestrel 1000
Pocket Wind Meter
2 Million
Candlepower Spotlight
Model 276126
Reg. 35.99
Model 590945
Reg. 79.99
SALE 24.99
SALE 69.99
Schaefer Furling Systems
Ref. Model 289670
From
Reg. 1199.99
FROM
with coupon
with coupon
SAVE 10%
UP TO A $320 VALUE
Nielsen-Kellerman
SALE 1079.99
with coupon
COUPON SAVINGS ON FOUL WEATHER GEAR, GLOVES & BOOTS
SAVE $25 OFF SET
Explorer Breathable
Foul Weather Gear
Jacket–Model 1223643S
Reg. 189.99
Bib–Model 1188853S
Reg. 159.99
with coupon
16" Offshore Boots
Explorer Cold Weather Gloves
Model 2845170S
Reg. 54.99
Model 1960970S
Reg. 44.99
SALE 41.24
SALE 33.74
with coupon
with coupon
SALE 324.99 FOR SET
SAVE 25%
SAVE 25%
EXCLUSIVE DEALS ON HARNESSES, MAINSAIL COVERS & BOSUN’S CHAIRS
SAVE $20
Trapeze Harness
SAVE 20%
UP TO A $4799 VALUE
Mainsail Covers
Ref. Model 108947
Reg. 184.99
SALE 164.99
with coupon
SAVE $30
Professional Bosun’s Chair
Model 504969
Reg. 149.99
Ref. Model 114175
From
Reg. 184.99
SALE 119.99
FROM
SALE 149.99
with coupon
with coupon
MORE THAN 270 STORES • 1-800-BOATING • westmarine.com
HURRY! PRICES GOOD SEPTEMBER 30TH THROUGH NOVEMBER 2ND, 2003
2
October 2003
Southwinds
Selection varies by store.
www.southwindssailing.com
SINCE 1977
SINCE 1977
FLORIDA’S LARGEST HUNTER, CATALINA, MORGAN, MAINSHIP & CALIBER DEALERSHIP
FLORIDA’S LARGEST HUNTER, CATALINA, MORGAN, MAINSHIP & CALIBER DEALERSHIP
Clearance Price-Save over $10,000 2003 Jeanneau SO 37 – New
Clearance Price-Save over $10,000 2003 Jeanneau SO 37 – New
in the water and ready to sail away.
inLoaded
the water
and ready
sail away.
with factory
andtodealer
Loaded
with
factory
and
dealer
options, hard dodger/bimini combo,
options,
hardautopilot
dodger/bimini
combo,
electronics,
and much
more.
electronics,
autopilot
and
much
more.
Regular Sailaway Price $155,047.
Regular
Sailaway
Price over
$155,047.
Call Massey
and save
$10,000.
Call Massey and save over $10,000.
Call for boat show special pricing and information:
Call for boat show special pricing and information:
Tampa Boat Show, Oct. 2 - 5
• Tampa
Boat Show, Oct. 2 - 5
SAIL EXPO St. Pete, Nov. 6 - 9,
•• •SAIL
EXPO St. Pete, Nov. 6 - 9,
Fort Myers Boat Show, Nov. 13 - 16
Myers Boat Show, Nov. 13 - 16
•• Fort
St. Pete Boat Show, Nov. 20 - 23
•• St.
Pete Boat Show, Nov. 20 - 23
Clearance Price-Save over $10,000
Clearance Price-Save over $10,000
2003 Catalina 400 MKII – Inmast furling main, electric sail handling
2003 Catalina 400 MKII – Inmast furling main, electric sail handling
winch, ST6001 A/P, and Lippencott hard dodger. Regular Sailaway Price
winch, ST6001 A/P, and Lippencott hard dodger. Regular Sailaway Price
$224,203. Call Massey today for special Model Year-End Price.
$224,203. Call Massey today for special Model Year-End Price.
Massey Yacht
Yacht Sales
Sales &
& Service
Service is
is Now
Now
Massey
the Exclusive
Exclusive Florida
Florida Gulf
Gulf Coast
Coast Dealership
Dealership
the
Representing New
New 30
30 to
to 46'
46'
Representing
Hunter and
and Mainship
Mainship Yachts!
Yachts!
Hunter
42 Hunter Passage CC ‘92. . . $144,900
42
‘92.for. .TurboQuote
$144,900
42CCHunter
HunterPassage
‘04 . CC
. Call
42CC
Hunter ‘04‘85. .. .Call
42 Endeavour
. . for
. . TurboQuote
. $137,000
42
. . . . . $137,000
42 Endeavour
Catalina ‘02‘85. .. .. Clearance
Price-Call
42
42 Catalina
Catalina ‘02
‘01 . .. .. .Clearance
. . . . . Price-Call
$189,500
42
Catalina
‘01
.
.
.
.
.
.
.
.
$189,500
42 Catalina ‘96 . . . . . . . . $119,000
42
42 Catalina
Catalina ‘96
‘89 .. .. .. .. .. .. .. .. $119,000
$109,000
42
42 Catalina
Beneteau‘89‘83.. .. .. .. .. .. .. .. .$109,000
$89,500
42
$89,500
41 Beneteau
Morgan ‘89‘83.. . . . . . . . . . . . . . . . . $124,900
41
41 Morgan
Morgan ‘89
‘87.. .. .. .. .. .. .. .. .. .$124,900
$89,500
41
41 Morgan
Morgan ‘87.
‘73. .. .. .. .. .. .. .. .. .. $89,500
$58,500
41
Morgan
‘73.
.
.
.
.
.
.
.
.
.
$58,500
40 Jeanneau ‘01 . . . . . . . . $175,500
40
Jeanneau
‘01
.
.
.
.
.
.
.
.
$175,500
40 Jeanneau ‘00 . . . . . . . . $155,000
40
. . . . . $155,000
400Jeanneau
Catalina ‘00
‘03 . .. .. Clearance
Price-Call
400
400 Catalina
Catalina ‘03
‘01 .. .. .Clearance
$194,900
400
400 Catalina
Catalina ‘01
‘95 .. .. .. .. .. .. .. .. $194,900
$149,000
400
Catalina ‘95‘04.
. . .. Call
. . .for. .TurboQuote
$149,000
40 CaliberLRC
40
CaliberLRC
‘04.
.
Call
for
TurboQuote
40 CaliberLRC ‘97 . . . . . . . $244,900
40
400CaliberLRC
Beneteau ‘97
‘97 .. .. .. .. .. .. .. $244,900
$134,900
400
Beneteau CC‘97‘97. .. .. .. .. .. .. $134,900
40 Beneteau
$120,000
40
40 Beneteau
Beneteau CC
‘96.‘97. .. .. .. .. .. .. .$120,000
$98,900
40 Beneteau ‘96. . . . . . . . . $98,900
MONOHULLS
MONOHULLS
45 ft. to 65 ft.
45 ft. to 65 ft.
48 Tayana ‘00 . . . . . . . . . $449,000
48
48 Tayana
Soverel ‘00
‘75 .. .. .. .. .. .. .. .. .. .$449,000
$75,000
48
. . .. .. .Call. . for. . TurboQuote
. $75,000
470Soverel
Catalina‘75‘04
470
Catalina ‘04‘04.. .. Call
47 CaliberLRC
Call for
for TurboQuote
TurboQuote
47
47 CaliberLRC
CaliberLRC ‘04.
‘97 .. .Call
. . for
. . TurboQuote
. $279,500
47
$279,500
466CaliberLRC
Hunter ‘04‘97. .. .. Call
466
Hunter ‘04‘01. .. .. .Call
46 Beneteau
. . for
. . TurboQuote
. $260,000
46
46 Beneteau
Beneteau ‘01
‘97 .. .. .. .. .. .. .. .. $260,000
$199,000
46
46 Beneteau
Bavaria ‘99‘97. .. .. .. .. .. .. .. .. $199,000
$199,000
46
Bavaria
‘99 ‘04.
. . . .. Call
$199,000
456CC
Hunter
456CC
Hunter‘95‘04.
45 Morgan
. . .. .Call
. . for
. . TurboQuote
. $239,500
45 Morgan ‘9540. .ft.. .to. . 44
. . ft.
. $239,500
40 ft. to 44 ft.
44 Morgan ‘90 . . . . . . . . . $174,900
44
$174,900
44DSMorgan
Hunter‘90‘04. . .. .. Call
44DS
Hunter‘04.‘04. .. .. Call
44 Hunter
Call for
for TurboQuote
TurboQuote
44
44 Hunter
Beneteau‘04.‘95. .. .. .Call
. . for
. . TurboQuote
. $178,000
44
43 Beneteau
Endeavour‘95‘81. .. .. .. .. .. .. .. $178,000
$139,000
43
42s7Endeavour
Beneteau‘81‘96.. .. .. .. .. .. .. $139,000
$179,000
42s7 Beneteau ‘96 . . . . . . . $179,000
35 ft. to 39 ft.
35 ft. to 39 ft.
39 O’Day ‘84 . . . . . . . . . . $83,700
39
‘84 ‘04
. . . . . . . . . . . . New
. . .Model-Call
$83,700
387O’Day
Catalina
387
‘04.. .. .. Call
. . New
Model-Call
386 Catalina
Hunter ‘04
for TurboQuote
386
383 Hunter
Morgan‘04
‘82. . . . . . Call
. $69,500
383
‘82 . . . . . . . . . . . . . . . . . $125,000
$69,500
380 Morgan
Hunter ‘00
380
Hunter CC
‘00‘93. .. .. .. .. .. .. .. $125,000
38 Morgan
$137,500
38
CC ‘93‘99.
. . .. .. .. .. .. $137,500
38 Morgan
Island Packet
$245,000
38
Packet ‘99.
38 Island
Hans Christian
‘83 .. .. .. .. .. $245,000
$139,000
38
Hans
Christian
‘83
.
.
.
.
.
$139,000
38 Catalina ‘98 . . . . . . . . . $45,000
38
$45,000
38 Catalina
Beneteau‘98‘01. . . . . . . . . . . . . . . . . $147,000
38
‘01 .. .. .. .. .. .. .. .. $147,000
376Beneteau
Hunter ‘97
$121,000
376
Hunter ‘97‘03.. .. .. Clearance
. . . . . $121,000
37 Jeanneau
Price-Call
37
37 Jeanneau
Hunter ‘98‘03.
. . .. .. Clearance
. . . . . .Price-Call
$95,000
37
Hunter
‘98
.
.
.
.
.
.
.
.
.
.
37 Hunter ‘97 . . . . . . . . . . $95,000
$95,000
37
37 Hunter
Gulfstar‘97‘76. .. .. .. .. .. .. .. .. .. $95,000
$49,900
37
‘76‘83.
. . .. .. .. .. .. .. .. .$49,900
37 Gulfstar
Endeavour
$58,00
37 Endeavour ‘83. . . . . . . . . $58,00
37 Endeavour ‘82 . . . . . . . . $65,000
37
37 Endeavour
Endeavour ‘82
‘80 .. .. .. .. .. .. .. .. $65,000
$44,900
37
‘80 .. .. .. .. .. .. .. .. $44,900
365Endeavour
Pearson ‘80.
$56,000
365
Pearson Corsair
‘80. . .‘86. .. .. .. .. .. $56,000
36 Westerly
$79,000
36
Corsair
$79,000
36 Westerly
Tashiba ‘87
. . . ‘86
. . . . . . . . . . . $135,000
36
Tashiba
‘87
.
.
.
.
.
.
.
.
.
$135,000
36 Hunter ‘04. . . . Call for TurboQuote
36
for TurboQuote
36 Hunter
Catalina‘04.
‘03 .. .. .. Call
Clearance
Price-Call
36
Catalina
‘03 .‘99. . .Clearance
36MKII
Catalina
$125,000
36MKII
Catalina
36 Catalina
‘94 ‘99
. . .. .. .. .. .. .. .$125,000
$85,000
36
36 Catalina
Catalina ‘94
‘94 .. .. .. .. .. .. .. .. .. $85,000
$84,500
36
36 Catalina
Catalina ‘94
‘94 .. .. .. .. .. .. .. .. .. $84,500
$82,500
36
Catalina
‘94
.
.
.
.
.
.
.
.
.
$82,500
351 Beneteau ‘96 . . . . . . . . $77,500
351
Beneteau
‘96
.
.
.
.
.
.
.
.
$77,500
350 Catalina ‘04 . . Call for TurboQuote
350
Catalina ‘04‘04.. .. Call
35 CaliberLRC
Call for
for TurboQuote
TurboQuote
35 CaliberLRC30
‘04.ft.. to
Call 34
for ft.
TurboQuote
30 ft. to 34 ft.
34 Ericson ‘87. . . . . . . . . . $59,900
34
$59,900
34 Ericson
Catalina‘87.
‘03 .. .. .. .Clearance
34 Catalina ‘03 . . . Clearance Price-Call
34 Catalina ‘98 . . . . . . . . . $89,500
34
34 Catalina
Catalina ‘98
‘87 .. .. .. .. .. .. .. .. .. $89,500
$49,500
34
‘87 .. .. .. .. (2)
. . .from
. . $49,500
33 Catalina
Hunter ‘95
$64,900
33
. . . ‘72
. (2)
33 Hunter
Hallberg‘95Mistral
. . from
. . . $64,900
$55,000
33
Mistral
. $55,000
326Hallberg
Hunter ‘04
. . ‘72
. Call. . for. . TurboQuote
326
320 Hunter
Catalina‘04‘00. . . . . Call
. $89,500
320
. . . for. . TurboQuote
. $89,500
320 Catalina
Catalina ‘00
‘04 .. .. Call
320
‘04 . . . . . Call
320 Catalina
Catalina’99
. $97,500
320
. $97,500
310 Catalina’99
Catalina ‘04. .. .. .Call. . for. . TurboQuote
310
310 Catalina
Catalina ‘04
‘01 . . . . Call
. $89,900
310
‘01. .. .. Call
. . . for. . TurboQuote
. $89,900
306 Catalina
Hunter ‘04
306
Hunter
‘04
.
.
.
Call
for
TurboQuote
30 Hunter ‘88 . . . . . . . . . . $38,500
30 Hunter ‘88 . . . . . . . . . . $38,500
CATAMARANS
CATAMARANS
44 Dean Catamaran ‘99 . . . . $285,000
44
37 Dean
Prout Catamaran
Snow Goose‘99‘84. .. .. .. $285,000
$115,000
37
Snow Goose‘72‘84 .. .. .. .$115,000
35 Prout
Prout-Catamaran
$59,000
35
$59,000
34 Prout-Catamaran
Prout Catamaran‘72
‘90. . . . . . . . $110,000
34 Prout Catamaran ‘90. . . . $110,000
We have a large assortment of Sunsail, Sun Yacht
We
a large
assortment
of Sunsail,
Yacht
and have
Stardust
phased-out
charter
yachts Sun
available
and
Stardust prices.
phased-out
charter
yachts available
at favorable
Call for
details.
at favorable prices. Call for details.
The Massey Team of Yachting Specialists – experienced sailors one and all – are dedicated to helping other sailors make
The Massey Team
of Yachting
Specialists
experienced
sailors
one and
all – areand
dedicated
helping other sailors make
sound,
knowledgeable
decisions –relative
to yacht
selection,
ownership
custom to
outfitting.
sound, knowledgeable decisions relative to yacht selection, ownership and custom outfitting.
TWO LOCATIONS TO SERVE YOU ON FLORIDA’S WEST COAST – IN THE HEART OF AMERICA’S FINEST CRUISING AREA.
TWO LOCATIONS TO SERVE YOU ON FLORIDA’S WEST COAST – IN THE HEART OF AMERICA’S FINEST CRUISING AREA.
Palmetto, FL 941-723-1610 • TOLL-FREE 800-375-0130
Brad Crabtree
Brad Crabtree
Scott Pursell
Scott Pursell
Frank Hamilton
Frank Hamilton
Mike Fauser
Mike Fauser
St. Pete, FL 727-828-0090 • TOLL-FREE 877-552-0525
Edward Massey
Edward Massey
Bill Wiard
Bill Wiard
Mary Beth Singh
Mary Beth Singh
YOUR SATISFACTION
SATISFACTION IS
IS OUR
OUR MEASURE
MEASURE OF
OF SUCCESS
SUCCESS
YOUR
Jack Burke
Jack Burke
www.masseyyacht.com •• E-mail:
E-mail: yachtsales@masseyyacht.com
www.masseyyacht.com
yachtsales@masseyyacht.com
Al Pollak
Al Pollak
LOCAL NEWS FOR SOUTHERN SAILORS
Southwinds
October 2003
3
ADVERTISER INDEX BY CATEGORY
(See page 61 for alphabetical list)
SAILBOATS – NEW AND BROKERAGE
Beneteau Sailboats
Back Cover
Boaters Exchange/Catalina Sailboats
33
Carson Yacht Sales/Beneteau
Back Cover
Cortez Yacht Sales
64
Charleston Boat Works J/Boats
10
Eastern Yacht Sales/Beneteau
Back Cover
Finish Line Multihulls/ F-Boats & Used Multihulls
38
Flying Scot Sailboats
67
Hunter Sailboats
19
Massey Yacht Sales/Catalina/Jeanneau/Hunter/Mainship
9,20,16,27,31,53,54,IBC
Masthead Yacht Sales/Catalina
17,33
Murray Yacht Sales/Beneteau
Back Cover
Performance Sail & Sport/Hunter/Hobie/Windrider
14
Sailboat Row/Salt Creek Marine District/St. Pete.
14
Sarasota Youth Sailing Program donated boats
64
Snug Harbor Boats/Compac/Elliot
44
St. Barts/Beneteau
Back Cover
Suncoast Inflatables/ West Florida
29
Tackle Shack/Hobie/Sunfish, St. Petersburg
22
Ullman Sails/Hunter Sailboats, West Florida
6
Whitney’s Marine
41
Windcraft, Trimarans and Catamarans, Sail or Power
43
Weathermark Sailing/Catalina/Vanguard/Hobie
23
GEAR, HARDWARE, ACCESSORIES
Bluewater Sailing Supply,
Boaters Exchange, boats, gear, etc. Rockledge FL
BoatUS Marine Stores
Bo’sun Supplies/Hrdwre/Rigging—buy online
CDI Propellers/Perfect pitch props
Defender Industries, www.defender.com
Fujinon binoculars
Garhauer Hardware
Glacier Bay Refrigeration/buy online
Grin Designs/Scully/Dinghy sail & More
Harken Gear
Hotwire/Fans & other products
Island Marine Products/Davits,motorlocks,etc.
JR Overseas/Moisture Meter
Martek Dinghy Davits
Masthead Ent.
Nautical Trader/buy/sell/consign
Performance Sail & Sport,
Quantum Pure-Aire Filters for Boats
Rparts Refrigeration, buy online
Sailboat Row/Salt Creek Marine District, St. Pete
Sailor’s Soap
Rolls Batteries/Surrette,
Tackle Shack/Hobie/Sunfish, St. Petersburg
Tartan, C&C of Florida
West Marine
SAILS (NEW & USED), RIGGING, SPARS, RIGGING SERVICES
Atlantic Sails/new, used, repair West Florida
Banks Sails/new, used, repair & canvas/ West Florida
Bluewater Sailing Supply
Bo’sun Supplies/Hrdwre/Rigging, buy online
Cruising Direct/sails online by North
Dwyer Mast/spars, hardware, rigging
Hong Kong Sailmakers
Masthead/Used Sails and Service
National Sail Supply, new&used online
North Sails
Sabre Sails/ Ft. Walton Beach, FL, & Mandeville, LA
Sail Exchange/ buy online
Sailboat Row/Salt Creek Marine District, St. Pete.
Schurr Sails, Pensacola FL
Snoop Sails & Canvas, Sarasota, FL
SSMR Rigging & Chandlery
UK Sails,
Ullman Sails/West Florida
US Spars
CANVAS
Banks Sails/new, used, repair & canvas/ West Florida
Sail Covers & More, buy online, buy online
Shade Tree
Snoop Sails & Canvas, Sarasota FL
USED SAILING/BOATING SUPPLIES
Don’s Salvage, Clearwater FL
Nautical Trader/buy/sell/consign, West Florida
Scurvy Dog Marine/Used, Consign, Pensacola FL
4
October 2003
Southwinds
33
33
37
62
59
68
43
11
46
24
17
47
34
44,58
66
17,33
57
14
38
46
3
42,45,63
22
22
12
23
IFC
61
66
33
62
24
68
47
17,33
59
12
43
57
14
55
48
54
25
6
17
23
SSMR Rigging/Consignment/St. Pete
54
SAILING SCHOOLS
Sailboat Row/Salt Creek Marine District/ St. Pete.
Sea School/Captain’s License
Smooooth Sailing, private instruction, Tampa Bay area
Capt. Josie Sailing School for Women
Yachting Vacations/Sailing School
14
28
40
65
10
MARINE ENGINES
Beta Marine
Fleetside Marine Service
RB Grove/Universal and Westerbeke
Sailboat Row/Salt Creek Marine District, St. Pete.
40
69
38
14
RESORTS, MARINAS, RESTAURANTS, BOAT YARDS
Bitter End Yacht Club, British Virgin Islands
Bob and Annie’s Boatyard
Crow’s Nest Restaurant & Marina
Daufuskie Island Resort, South Carolina
Isla Del Sol Resort & Marina
Pasadena Marina, on the ICW, St. Petersburg FL
Sailboat Row/Salt Creek Marine District/Tampa Bay FL
6
30
43
21
22
35
14
CHARTER COMPANIES
Flagship Sailing, Tampa Bay Area
Sailboat Row/Salt Creek Marine District, Sunsail
Sailtime, Time-Share ownership
Yachting Vacations/Sailing School
21
14
66
10
MARINE SERVICES,MARINE SURVEYORS, MARINE INSURANCE, MISC.
Aqua Graphics/Boat Names/Tampa Bay or buy online
65
Bluewater Insurance/ West Florida
13
Davis Maritime Surveying
55
First Patriot Inc, Insurance Agency, Paul Phaneuf
51
23
MARINE ELECTRONICS
Dockside Radio
Rolls Batteries/Surrette
Sea Tech/Navigation/Communication, buy online
26
44,58
22
50
BOOKS
Bubba Stories Book
45
YACHT CLUBS
Ft. Pierce YC
16,67
REGATTA ADVERTISEMENTS, BOAT SHOWS
Bitter End Yacht Club Regattas
Ft. Pierce YC Fall Regatta
Melbourne YC Fall Regatta
Sail Expo St. Pete/Sail America
St. Petersburg YC Fall Races
Terra Nova Trading Key West Race
6
16,67
7
3
25
15
Subscription Information
This Page
Alphabetical Advertisers’ List
69
SUBSCRIBE TO Southwinds
1 YEAR/$12
$20/2 YEARS (3RD CLASS)
(941) 795-8704 • www.southwindssailing.com
P.O. Box 1175, Holmes Beach, FL 34218-1175
New — Subscribe On-line on our Web site — a secure site
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48
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28
57
49
Ex. Date _______ Signature ______________________
Southwinds
NEWS & VIEWS FOR SOUTHERN SAILORS
TABLE OF CONTENTS:
8
From the Helm
10
Letters
18
Bubba Meets Carmen Electra
By Morgan Stinemetz
24
Racing Calendar
26
Boatek: Are There Grounds for Electrocution?
By Stephen Sommer
28
Three Days in Havana and One in Pinar del Rio: Part III
By Elena Pimiento
32
A Preview of Sail Expo St. Pete Nov. 6-9
34
Nassau by Sailboat
By Colin Ward
39
Hunter Factory Tour. Morgan Stinemetz photo. Page 40
Colgate 26 Boat Review
By Dave Ellis
40
Hunter Factory Tour
By Morgan Stinemetz
44
Rivolta 90 Boat Review
By Bill Ando
46
Cooking: A Mackerel With a Silver Spoon
By Celeste Dorage
48
Towing Vs Salvage = Pirates
By Capt. J. Michael Shea, JD
50
E-mailing from Your Boat
By Bill Jensen
52
Southern Sailing: Kinetics: Choose your Sailing Game
By Dave Ellis
Nassau by Sailboat. Colin Ward photo. Page 34
54
Racing & Regattas
62
Short Tacks
65
Classifieds
72
View From the Other Side of the Boat: The Fender/Dockline Shuffle
By Mary Reid
61
Alphabetical Index of Advertisers
4
Advertisers’ List by Category
4
Subscription Form
COVER
Kestrel, an Ericson 38,
sails in the Cortez Yacht
Club’s First Annual Labor
Day Race. Photo by Bill
Hoffman.
From the Carolinas to Cuba…from Atlanta to the Abacos…Southwinds Covers Southern Sailing
Southwinds
October 2003
5
Southwinds
NEWS & VIEWS FOR SOUTHERN SAILORS
Southwinds Media, Inc.
P.O. Box 1175, Holmes Beach, Florida, 34218-1175
(941) 795-8704
(877) 372-7245
(941) 795-8705 Fax
e-mail: editor@southwindssailing.com
VOLUME 11
NUMBER 10
OCTOBER 2003
Copyright 2003, Southwinds Media, Inc.
Publisher/Editor
Steve Morrell
editor@southwindssailing.com
Advertising Sales Representatives
Gary Hufford (727) 585-2814
gary@southwindssailing.com
Steve Morrell (941) 795-8704
editor@southwindssailing.com
Design/Graphics Production
Heather Nicoll, io Graphics
Proofreading
Kathy Elliott
Bill Ando
Celeste Dorage
Bill Jensen
E. Pimiento
Stephen Sommer
Erik den Burger
Kim Kaminski
Colin Ward
Contributing Writers
Rob Brits
Dave Ellis
Kim Kaminski
Mary Reid
Morgan Stinemetz
Dan Dickison
Rona Garm
Jim Kransberger
Michael Shea
Colin Ward
Contributing Photographers
David Grossman
Bill Hoffman
Jim Kransberger
Morgan Stinemetz
EDITORIAL CONTRIBUTIONS: ARTICLES & PHOTOGRAPHY:
Southwinds encourages readers, writers, photographers, cartoonists, jokers, magicians, philosophers and whoever else is out there,
including sailors, to send in their material. Just make it about the
water world and generally about sailing and about sailing in the
South, the Bahamas or the Caribbean, or general sailing interest,
or sailboats, or sailing in some far-off and far-out place.
Southwinds welcomes contributions in writing and photography. Stories about sailing, racing, cruising, maintenance and other technical
articles and other sailing-related topics. Please submit all articles electronically by e-mail (mailed-in discs also accepted), and with photographs, if possible. We also accept photographs alone, for cover shots,
racing, cruising and just funny entertaining shots. Please take them at a
high resolution if digital, or scan at 300 dpi if photos, or mail them to us
for scanning. Contact the editor with questions.
Subscriptions to Southwinds are available at $12/year, or $20/2 years
for third class, and $24/year for first class. Checks and credit card numbers may be mailed with name and address to Southwinds Subscriptions, PO Box 1175, Holmes Beach FL, 34218-1175, or call (941) 7958704. Subscriptions are also available with a credit card through a secure server on our Web site, www.southwindssailing.com.
Southwinds is distributed to over 500 locations throughout 10 Southern states. If you would like to distribute Southwinds at your location, please contact the editor.
Read Southwinds magazine on our Web site,
www.southwindssailing.com.
6
October 2003
Southwinds
Southwinds
October 2003
7
FROM THE HELM
Southwinds Raffle and Prizes at Sail Expo St. Pete, Nov. 6-9
O
n November 6-9, Sail Expo St. Pete marks the beginning
of several changes that occur in the fall in the southern
sailing waters. The largest all sailboat show in the South, it occurs at a time when the winds pick up for better sailing, racing
and cooler temperatures. As these cooler temperatures head
south, so do many Northerners, seeking warmer temperatures.
We Floridians, however, enjoy the cooler weather that fall brings.
For sailors, the boat show is a great opportunity to see products and sailboats. For those of you who like to browse through
all the gear and other sailing and boating miscellany, there will
be hundreds of suppliers, manufacturers, sailmakers, and others at the show with their products, many of them new. For
those of you who like to tour the new sailboats on the market,
this is your opportunity: Boatbuilders and dealers will have several larger sailboats in the water for your viewing. There will
also be a great variety of day sailers, many of which will be available for sailing in the waters at the show. Discover Sailing will
also give opportunities for first-time sailors to try the sport.
We invite all those who visit the show to stop at the
Southwinds booth and enter our raffle. The drawing will be
held Sunday afternoon, the last day of the show, and top
winners will receive a lazy jack system and boom vang. The
next ten names drawn will receive Southwinds subscriptions. So the chances of winning something are pretty good.
The cost of entering this raffle will be to fill out our reader
survey. We would like to know a little about our readers’
sailing interests: the kind of boat you sail, whether you like
to race, cruise, day sail, etc., or maybe you are looking to
buy a boat. We would also like to know what are your reading interests. What kind of stories and reporting would you
like us to cover. How about Cuba? Tell us what you think
about your right to sail to Cuba.
See page 32 for more information on Sail Expo St. Pete
or visit the Web site, www.sailamerica.com.
Hurricane Isabel Comes Ashore:
Boat Owners: let us Know how your boats weathered the storm.
A
s Southwinds goes to press, Hurricane Isabel is coming
ashore in North Carolina. We hope all the sailors and boat
owners prepared their boats for the storm surge and high winds.
We know there will be some damage and boats lost and many
lessons learned. For the last two hurricane seasons, Southwinds
has published articles on how to prepare boats for the storms.
One of our goals is to establish a forum on hurricane preparedness so boat owners can exchange ideas on how to protect their
boats. Insurance companies have a real interest in this also. We
are inviting our readers to give us your ideas and send them
to editor@southwindssailing.com. We will eventually create
a Web page compiling all these ideas and stories dedicated
to this goal of hurricane preparedness. With enough effort
and planning, we can all learn to protect sailboats by exchanging our ideas and experiences. Photographs are welcome, too. We’ll take success stories along with those whose
boats didn’t do so well, but they will all help us learn for the
next one.
WRITERS & PHOTOGRAPHERS WANTED
Stories and photographs wanted in the following areas:
Sailing Experiences
Stories and photos about experiences in places
you’ve cruised, anchorages, marinas, or passages made throughout the Southern cruising waters, including the Caribbean and the
Bahamas.
Individuals in sailing industry
Interesting stories about the world of sailors
out there, young, old, and some that are no
longer with us but have contributed to the
sport or were just true lovers of sailing.
The Caribbean
Stories about the warm tropical waters farther south of us.
Race reporting
We are always looking to give race coverage
throughout the Southern states, Bahamas,
and the Caribbean.
Bahamas
Trips, experiences, passages, anchorages, provisioning and other stories that are of interest.
Charter Stories
Have an interesting Charter story? In our
Southern waters, or perhaps in the Bahamas,
the Caribbean, or points beyond in some faroff and far-out exotic place?
Cuba
Of course, there is always Cuba, and regardless of how our country’s elected officials try
to keep Americans out of the largest island in
the Caribbean, it will one day be open as a
cruising ground. Today American sailors can
legally go to Cuba and cruise if they follow
the proper procedures. If you have a story
about such a trip, let us look at it.
Maintenance and Technical Articles
How you maintain your boat, or rebuilt a boat,
technical articles on electronics, repairs, etc.
Miscellaneous Photos
Photographs are always enjoyable, whether
for their beauty, their humor, or for many
other reasons, and we take them alone.
Cover Photos
Southwinds is always looking for nice cover
shots, which are always paid for. They generally need to be a vertical shot, but we can
sometimes crop horizontal photos for a nice
cover picture. They need to be of a good
resolution. If digital, they need to be taken
at a very high resolution (and many smaller
digital cameras are not capable of taking a
large high resolution photo as is on a cover).
If a photograph, then we need it scanned at
high resolution. You may send it to us and
we can do so.
Letters to the Editor
For those of you who are not as ambitious to
write stories, we always want to hear from
you about your experiences and opinions.
Contact editor@southwindssailing.com for more information and questions.
8
October 2003
Southwinds
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LETTERS
“Freedom of the press is limited to those
H.L. Mencken
who own one.”
In its continuing endeavor to share its press, Southwinds invites
readers to write in with experiences & opinions.
COMMENTS ON ANCHORING RESTRICTIONS
IN STUART, FL
As a sailor for over twenty years and having had boats in Boston, San Diego, La Paz, México and now in Delray Beach, I
have seen many changes in boaters’ rights. In my mind, there
is only one problem…and it is not going away. The world is
overpopulated. Experts predict that by 2050 the world population will balloon to 10 billion, nearly double what it is today.
That is only 47 years from now. Many of those who have the
wherewithal to do so will leave their country and come to the
United States. Those that have the financial resources to do it
will buy up property on or along the shore. Nearly 50 percent
of the world’s population lives along the coast now. (I don’t
think Montana and Wyoming will see a large influx of foreign
investors.) What this means is that the new “citizens” with
money, and the resulting power it comes with, will influence
the rules and regulations of the towns and cities they live in.
With the increase of boaters will come restrictions on navigation, mooring, live-aboards, docking fees, etc. It is a fact of life
we will have to adjust according to our own financial means.
As we all know, we can’t stop an incoming tide. For Tom I wish
him well; however, the “fight” has been over for some time.
Jim Vozekas
Delray Beach FL
BOAT PICTURE IN Southwinds WANTED
Hello! Great magazine, I read it every month! I was reading
this month’s article on the Gulfport to Pensacola race, and there
is a great picture of our boat, Java, featured on page 35. The
caption under the picture says photo by Kim Kaminski. I guess
my question is, can I get a copy of this picture from your magazine? I would really appreciate a response at your convenience.
Thanks very much from a loyal reader.
Fair sailing!
Riess Livaudais
Java USA46
J/130 #42
Riess – We are glad to get our published pictures to you of your boat
(and others out there who request it), as long as the photographer
allows it, and no other real hassles keep us from doing so. I will put
you in touch with the photographer.
Editor
THE GREEN FLASH
I enjoyed the articles in your June issue and was drawn to “The
Green Flash...” That magic green flash is called a parhelion
(helios – sun) and they permeate ancient literature and even
music! Franz Schubert composed a lovely piece called Die
Nebensonnen (The Parhelions) in his leider The Winter Journey.
I have seen parhelia many times on the east coast of Florida,
in Italy and they are particularly evident in the eastern part of
Cuba. It is always a very special moment that merits some awe
and indeed a toast!
Harder to see is the parhelic circle or ring and just as exciting!
“Sole” McIntire,
St. Augustine, FL
10
October 2003
Southwinds
Southwinds
October 2003
11
LETTERS Continued from page 10
THE GREEN FLASH PAINTED
Here is the more profound truth about the green flash seen at
sunset. There is an archangel of summer called Uri-el, who oversees men’s lives and thoughts to bring understanding to our
hearts and minds. His cape is the color of the sunset. Each morning he sets an anchor, more an anchor sword, beneath the sea
and into the earth. At sunset as he reaches for the anchor sword
within the blue crystalline earth, you see the inside of his cape,
which is green and opens as he reaches for the anchor. How do
I know this? I painted him, not on purpose but only when
through the use of the colors of sunset over the sea did he emerge
and make himself known. I can send you a color photocopy of
my painting and what I perceive as the true, ancient, and wiser
truth of the famous green flash.
Smooth sailing,
Allie Marroquin
We received a copy of the painting from Allie, but felt printing it would
hardly do it justice. Anyone interested please contact Southwinds.
Editor
THE TRIALS AND TRIBULATIONS OF BUBBA WHARTZ
Been reading, enjoying and learning from Southwinds ever since
I moved to Florida in 1993 and started sailing my Flying Scot
out of the Rudder Club.
The trials and tribulations of Bubba Whartz is one of the
best humor series I’ve ever come across, regardless of subject. I
place it on a level with the work of the former TV comedian,
Benny Hill. The latest, “Hot Stuff on Right Guard,” is tops! It
totally cracked me up. I gave it to my wife to read (she’s not a
sailor), and she broke up reading it. She gave it back to me and
I’m still laughing aloud while re-reading it. I don’t have any
idea how old Morgan Stinemetz is, but I sure hope he outlives
me and continues his investigative reporting on the doings of
Bubba.
Best wishes for continued success with Southwinds.
Warren Keene,
Jacksonville, Fl
Warren – No one really knows how old Morgan Stinemetz is, although
I am pretty certain he is over 21 and under 100.
Editor
SPEAKING OF BUBBA
I am not an exotic dancer, have problems with law enforcement,
don’t know where Iowa is, must get paid to cook and clean,
don’t know what Cribari is, have a few roaches as friends already and I don’t fish.
However, I am foxy and have lots of money for me and
have my favorite recipes in the SAMI sailing cook book. (You
will need to buy it.) I drink wine by the gallon and have plenty
to share, and then you can tell me what you know about wine.
Now if your boat is seaworthy, and I don’t HAVE to be crew,
let’s hear from you.
An interested lady
Ma’am – If you were to give us your contact information and if we
could locate Bubba, we would be glad to have him get in touch with
you, as this seems like a potential successful match.
Editor
HELP NEEDED IDENTIFIYING UNIDENTIFIED
SAILING OBJECT (USO)
We recently purchased a used fiberglass sailboat on Anna
Maria. It is an 18-foot hull design with a very small cuddy
12
October 2003
Southwinds
cabin. We can find no
identifiers anywhere on
the boat. We were told
that it is a Play Five, but
cannot find any information on the Internet
about this model. We
would like to sail this
craft but have no idea
how it is supposed to be
rigged or what the sail
configuration is. Do you Anyone know this design?
know anything about
this boat? Any help would be appreciated.
Keith Gray
Cortez, FL
Keith – We have printed the photos and hopefully someone can help
you. Readers who can, please contact editior@southwindssailing.com
Editor
BRIDGE HOURS RESTRICTED IN NEW ORLEANS
In case you have not heard about this, I thought boaters/cruisers going through the New Orleans area should hear about this.
The info is on the Port of New Orleans Web site
(www.portno.com), but folks may still not be aware of this. The
Almonaster (L&N) Bridge, which is a zero-clearance bridge
across the Inner Harbor Navigation Canal that runs from the
Mississippi River to Lake Pontchartrain, was seriously damaged
during Tropical Storm Bill. For at least the next four months, it
will open only three times per day for one hour each time. The
opening schedule went into effect 7/3/2003 and is as follows:
9:00 a.m.- 10:00 a.m.
2:00 p.m. - 3:00 p.m.
6:00 p.m. - 7:00 p.m.
These hours of operation may change when there is a change
to/from Daylight Savings Time.
Boaters should also check the Web site for info about closures of the Florida Avenue Bridge from time to time, due to
construction activity. For instance, on 8/5/2003 there may be
lengthy delays for openings in the evening.
Charlotte Liptak
M/V SarahSong
MORE ON CUBA & THE CONCH REPUBLIC CUP RACE
I am delighted to see a spokesperson for the sailing community
speaking out strongly against the absurd treatment of those
patriotic, honest Americans of us who wish to sail to Cuba.
As a past contestant, and cup winner I might add, of the
Conch Republic Cup, I would say that it is one of the most pleasant memories of my sailing career.
Peter did a masterful job of organizing everything and ensuring that everyone had fun. The competition was keen, but
not cutthroat. The Varadero Club Nautico was a gracious host
with a first-class awards ceremony; the Cuban people were kind
and helpful, even the customs officials were patient and courteous.
Peter was a consummate goodwill ambassador. They love
him over there.
Our own government, on the other hand, continues to be a
colossal embarrassment.
According to my Cuban friends, they send up to $300 a
month to friends and relatives in Cuba. Their aunties are always visiting the United States and returning home with armLOCAL NEWS FOR SOUTHERN SAILORS
Southwinds
October 2003
13
fuls of Mixmasters, transistor radios, Nintendos and other assorted Americana.
If I relax with a single Cohib in Cuba, I risk being slapped in
irons. Do I smell Cuban American votes?
The Iron Curtain was not torn down by America. It was
torn down when those behind it decided that they wanted what
the free world had. The French philosopher Alexis de Tocqueville
taught us long ago that ultimately government is only by consent of the governed. We will not hasten the demise of Castro by
alienating the Cuban people.
So why doesn’t Washington return to its original policy of
exploding cigars and poisoned wetsuits to deal with Castro and
leave us adventuresome sailors alone?
Name withheld
Wasn’t it poisoned cigars and exploding wetsuits? Maybe I have them
mixed up here, or maybe they were trying all four. All I want to do is
send down some shoe salesmen (shoes for lobster? or cigars maybe?)
and the like-maybe even a couple of auto parts salespeople for those old
American cars in Cuba. That would create some interesting exchanges,
both verbal and economic.
Editor
CUBA – ANOTHER SIDE OF THE STORY
First I would like to state that I am writing this anonymously
because I want to be very truthful, and I do not trust the U.S.
government.
Why race to Cuba? I have done a lot of sailboat racing, from
local club races to yacht club regattas and even Key West Race
Week. These are all very good in their own right, but I think
there comes a time when a sailor longs for more than the Olympic triangle or the windward/ leeward race format. You want to
stretch your own and your boat’s abilities and have new challenges to face. Sailboat racing to Cuba is just such a venue for
that. Not only do you have to deal with true off-shore weather
and seas, but we also get to race against new competitors and
the international competition as well.
I was very fortunate and will be eternally grateful to Peter
Goldsmith to have participated in the first Varadero Race. I have
participated in each race every year since. When you set sail
from Key West, you never know exactly what is ahead of you
and your crew. I have done this race in 8 to 10-foot seas and also
have seen totally flat seas. The wind has ranged from 20 knots
on the beam to 30 knots on your stern, and another time it was
zero knots and a long motor leg.
The most outstanding item from that very first visit to Cuba
was how warmly we were received by all the Cuban people
who we came in contact with, not only the people involved in
the racing, but people we met on the street. The one question
that I asked was, “You are so friendly towards Americans; are
you not angry over the embargo?” Without exception every person responded with, “That is your government, not you as an
individual.” I dare say if the countries were reversed, I don’t
think there is one American including myself who would respond that way.
I have many Cuban friends who live in the United States. I
have read many books on Cuba/U.S. relations and have formed
my own interpretations of what has and is happening in regard
to the U.S. embargo against Cuba. To put it very plainly and
simply, I do believe most sincerely that Fidel Castro has done
more good for Cuba than bad. He saw that his country under
the leadership of Batista was corrupt. The American Mafia, with
the Cuban Mafia, had total control of Cuba. This in itself wasn’t
14
October 2003
Southwinds
fuls of Mixmasters, transistor radios, Nintendos and other assorted Americana.
If I relax with a single Cohib in Cuba, I risk being slapped in
irons. Do I smell Cuban American votes?
The Iron Curtain was not torn down by America. It was
torn down when those behind it decided that they wanted what
the free world had. The French philosopher Alexis de Tocqueville
taught us long ago that ultimately government is only by consent of the governed. We will not hasten the demise of Castro by
alienating the Cuban people.
So why doesn’t Washington return to its original policy of
exploding cigars and poisoned wetsuits to deal with Castro and
leave us adventuresome sailors alone?
Name withheld
Wasn’t it poisoned cigars and exploding wetsuits? Maybe I have them
mixed up here, or maybe they were trying all four. All I want to do is
send down some shoe salesmen (shoes for lobster? or cigars maybe?)
and the like-maybe even a couple of auto parts salespeople for those old
American cars in Cuba. That would create some interesting exchanges,
both verbal and economic.
Editor
CUBA – ANOTHER SIDE OF THE STORY
First I would like to state that I am writing this anonymously
because I want to be very truthful, and I do not trust the U.S.
government.
Why race to Cuba? I have done a lot of sailboat racing, from
local club races to yacht club regattas and even Key West Race
Week. These are all very good in their own right, but I think
there comes a time when a sailor longs for more than the Olympic triangle or the windward/ leeward race format. You want to
stretch your own and your boat’s abilities and have new challenges to face. Sailboat racing to Cuba is just such a venue for
that. Not only do you have to deal with true off-shore weather
and seas, but we also get to race against new competitors and
the international competition as well.
I was very fortunate and will be eternally grateful to Peter
Goldsmith to have participated in the first Varadero Race. I have
participated in each race every year since. When you set sail
from Key West, you never know exactly what is ahead of you
and your crew. I have done this race in 8 to 10-foot seas and also
have seen totally flat seas. The wind has ranged from 20 knots
on the beam to 30 knots on your stern, and another time it was
zero knots and a long motor leg.
The most outstanding item from that very first visit to Cuba
was how warmly we were received by all the Cuban people
who we came in contact with, not only the people involved in
the racing, but people we met on the street. The one question
that I asked was, “You are so friendly towards Americans; are
you not angry over the embargo?” Without exception every person responded with, “That is your government, not you as an
individual.” I dare say if the countries were reversed, I don’t
think there is one American including myself who would respond that way.
I have many Cuban friends who live in the United States. I
have read many books on Cuba/U.S. relations and have formed
my own interpretations of what has and is happening in regard
to the U.S. embargo against Cuba. To put it very plainly and
simply, I do believe most sincerely that Fidel Castro has done
more good for Cuba than bad. He saw that his country under
the leadership of Batista was corrupt. The American Mafia, with
the Cuban Mafia, had total control of Cuba. This in itself wasn’t
14
October 2003
Southwinds
bad except that the people of Cuba were not sharing in the prosperity of the island. They were actually being hurt. Fidel Castro’s
revolution of 1959 was mainly brought about to right the wrongs
that were being inflicted upon the general population of Cuba.
Some factual history. In 1925, the Cuban Communist Party
was founded. In 1952, Batista seized power through a military
coup. In 1958, the United States gradually withdrew support of
the Batista regime. Batista fled to the Dominican Republic. In
1960, Cuba and the Soviet Union formed an alliance. In 1961,
the U.S.-sponsored Bay of Pigs Invasion occurred. In 1962, we
had the Cuban Missile Crisis.
What many Americans have forgotten or were never aware
of is that after the revolution, Castro looked toward the United
States for help. President Eisenhower (the same president that
got us involved in Vietnam) would not deal with a dictator.
Batista was a dictator, and we had no problems with him. Could
it be that the Miami Cubans who fled Cuba at the time of the
Revolution, to be referred to from this point on as the Miami
Cuban Mafia (MCM), had left Cuba with enough ill-gotten gains
and direct connections with the American Mafia that they had
all the political clout in the United States to dictate the U.S. policy
toward Cuba?
Check back. Castro did not form the Communist Party in
Cuba in 1925. Batista was a dictator. What if President
Eisenhower was not owned by the MCM and the United States
had maintained trade relations with Cuba instead of turning its
back on the people of Cuba? They might be a democracy today.
Let us look at some comparisons between the United States
and Cuba since the Revolution:
• Cuba does not have a drug problem; the United States does.
• Cuba streets are safe day or night; the U.S. streets are not. (I
have walked wherever I wanted to and never felt concern.)
• Cuba does not have racial discrimination; the United States
does.
• Cuba has a strong free educational system through college;
the United States does not.
• Cuba has a free medical system for all people; the United States
does not.
• Cuba has a food rationing system, people are not starving;
there are some in the United States who are.
• Cuban women retire at the age of 55; men at the age of 60; the
United States is making it longer each year.
• Cuba does not have opportunity for the people, the United
States does have great opportunities.
Do not misunderstand me. I am not saying that the United
States is not the best place in the world to live. The main reason
for which is our freedoms. However, we are slowly allowing
our freedoms to be taken away from us, when our government
is controlled by MCM and other special interest groups. Cuba
has accomplished all of the above in spite of the 40-plus-year
U.S. embargo.
At a time when it is harder and harder to get more sailboats
out racing, the Conch Republic Cup is just what is needed to get
some old salts re-stimulated about sailboat racing. This is really
what sailboat racing is all about. We have no political objective;
we are just sailors that happen to live in different countries. But
the U.S. government does have an unjustified political (financially sponsored and motivated by the MCM) agenda to hassle
people who only want new sailing experiences.
Name Withheld
Mr. Withheld – You have made some good points here about Cuba, but
I believe that it is unnecessary to say “that Fidel Castro has done more
good for Cuba than bad.” Another good question is, “Was he an im16
October 2003
Southwinds
Southwinds
October 2003
17
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Southwinds
September
49
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SINCE 1977
www.masseyyacht.com
Brad Crabtree
Scott Pursell
Frank Hamilton
Mike Fauser
Edward Massey
Bill Wiard
Mary Beth Singh
Jack Burke
Al Pollak
provement over Batista?” Many will say yes without hesitation. But
such comparisons don’t get us anywhere. What he has done that is
good or done that is bad is just what it is. We can only look at where
do we go from here. Will the next step in our relations result in good
or bad? And can we learn from the past to help us in future actions?
By the way, I would respond like this, “That is your government, not you as an individual.”
Editor
BOOT KEY HARBOR ANCHORAGE
CONTROVERSY HEATS UP
Boaters beware!!!
In the past several days, city of Marathon Marina employees have been boarding and entering the cabins of vessels in
Boot Key Harbor when the owner is not on board.
The purpose of their boarding is not to inspect the vessel
or because they believe any illegal activities are going on. No,
the purpose of these unauthorized boardings is to place
a letter (a notice) in the cabin, telling the owner the vessel will
have to move by Aug 25th because of the new mooring field to
be put into place.
Maybe someone should enter the city employees’ home
and place a note on their dining room table, letting them know
they (the city of Marathon) are breaking the law.
Harbor management is now totally out of control.
Below you will find the e-mail response from the city manager of Marathon, Scott Janke, and the response of Marathon’s
harbor manager, Harry Delashmutt, regarding illegal boardings
by the city of Marathon in Boot Key Harbor. You will see our
comments in italics, and below Harry Delashmutt’s statement.
Copy of e-mail to Scott Janke from Harry Delashmutt:
Scott – I have looked into the allegations. The facts of the matter are as follows:
There are 27 boats that needed to be noticed with a letter
from the ports manager explaining the necessity to move out
of the proposed mooring fields by August 25. The majority of
boats anchored in the fields are with absentee owners. No study
has ever confirmed this. In fact, most are live-aboards who work in
Marathon.
To prevent damage to the brightwork and topsides from
adhesives in tape, the notices were placed in the cockpits and
companionway hatches out of the weather and visible. To place
these notices on companionway hatches out of the weather, one must
board the vessel.
The location varied for each type of boat; however, paramount to placement was consideration of weather damage to
the notice and owner attention to the notice. So this gives them
the right to board vessels. No, it does not.
On some boats, this noticing required placing a foot on the
gunwale area in order to lean in far enough to place the notice
in a conspicuous location. Maybe the city of Marathon does not
understand the meaning of boarding.
On one boat, because of threatening rain, the notice was
tossed inside the open companionway hatch and onto the floor
of the main salon. An occupant was aboard at the time, has
discussed the notice with staff and understands the action taken.
We hope this flat piece of paper (the notice) was not attached to a
brick.
At no time was marina staff totally in a cockpit or salon/
cabin area of a boat being noticed for moving. Yes, and men don’t
“totally” beat their wives; the law wasn’t “totally broken.”
Southwinds
October 2003
21
22
October 2003
Southwinds
In addition to the physical noticing of the boats in the fields, we
have sent the notice via certified return receipt requested in order to satisfy due diligence. Then it was really dumb to break the
law by illegally boarding the vessels.
Emotions are running high with this noticing and embellishment of misinformation being spread by hearsay. The actions taken to notice these boat owners has and will be accomplished with the utmost sensitivity to good will and an abundance of information. The current staff does not present themselves officious or cold in their dealings with the Harbor boaters. They are empathetic since all are boaters themselves with
two who are live-aboards.
Harry Delashmutt
It is hard to embellish, when the city’s harbormaster’s e-mail
states they did break the law. He makes statements such as; placing a foot on the gunwale; was not totally in a cockpit. What
part of the law does Marathon’s harbormaster not understand?
This is why the citizens of Marathon are outraged. City employees violate their rights and try to minimize the fact. The
truth is, management of Boot Key Harbor is out of control. Now
the question is, will the city of Marathon take any action to install a new harbor manager to show their credibility? Or will
the city of Marathon allow the harbor manager to keep his job,
even though it appears by his own e-mail he has violated citizens’ rights and then tried to minimize the fact. Just how long
will the city of Marathon allow this to go on?
For more information: http://www.marathonflorida.net
Jim Lowry
35 Sombrero Blvd.
Marathon, Florida 33050
(305) 849-1283
Jim – Thank you for your letters concerning this situation. I went to
the Web site mentioned and invite our readers to do the same to monitor the ongoing problem and learn more about it. I am not sure what
the legalities are about boarding specifically and hope that others out
there might shed more light on that aspect. One thing I can definitely
see is that the situation has deteriorated to one of antagonism between
the parties concerned. Please keep us informed as the situation develops. We also recommend readers visit the site www.bootkeyharbor.com.
We asked Scott Janke to reply to the above letter. His reply follows.
Editor
REPLY FROM SCOTT JANKE:
CHANGES IN POLICY ALREADY MADE
That is very old news and has already been addressed. I have
discussed this with Jim and his group. I also held a meeting
with all marina employees. It comes down to poor judgement
regarding the method of message delivery. Although every boat
owner was mailed a letter, the staff felt it would be good to also
provide messages to each boat. I’ve told them to respect the
boat owners’ rights to private property. In the future, our employees will not leave messages on board, but will use the mail
and also post notices in gathering places.
Anyway, this issue was put to bed long ago.
Scott Janke
Marathon City Manager
SHARE YOUR OPINIONS WITH THE EDITOR:
PO Box 1175, Holmes Beach FL 34218 Fax: (941) 795-8705
E-mail: editor@southwindssailing.com
Web site: southwindssailing.com
Southwinds
October 2003
23
RACING CALENDAR
We’d like to encourage all sailing associations, yacht clubs and regatta sponsors to notify us of upcoming events in your area.
Simply fax or e-mail us by the 10th of each month to ensure that your racing and regatta schedule will be included.
Send to calendar@southwindssailing.com or fax to 941-795-8704
Southwinds Magazine also offers reduced advertising rates for regattas.
FLORIDA EAST COAST
OCTOBER 4 - 5
Annual One Design Regatta
Coconut Grove Sailing Club
cgsc.org
OCTOBER 11 - 12
49th Columbus Day Regatta
and raft-up party
Miami
columbusdayregatta.net
OCTOBER 19 - 20
Annual PHRF Regatta
Coconut Grove Sailing Club
cgsc.org
OCTOBER 18 - 19
Melbourne Fall Small Boat
melbourneyachtclub.com
OCTOBER 25 - 26
Melbourne Fall PHRF
melbourneyachtclub.com
OCTOBER 25 - 26
Fall Harvest Regatta
Miami Yacht Club
\miamiyachtclub.net
NOVEMBER 1 - 2
Coral Reef YC Annual Regatta
PHRF
Coralreefyachtclub.org
NOVEMBER 8
Hughs Cup
Women’s YRA
NOVEMBER 15 - 16
SE Florida PHRF Championship
Coral Reef Yacht Club
NOVEMBER 22 - 23
J-Fest
Lauderdale Yacht Club
Lyc.org
FLORIDA WEST COAST
& INLAND
OCTOBER 4
Annual Morgan Invasion
For Charles Morgan designs
Treasure Island Yacht Club
(727) 367-4511
OCTOBER 4 - 5
Clearwater Championship
Clearwater Yacht Club
cyc.org
OCTOBER 4 - 5
27th Annual Crow’s Nest
Venice Yacht Club
Steve Harner (941) 484-9551
OCTOBER 4 - 11
Sonar World Championship
St. Petersburg Yacht Club
spyc.org
OCTOBER 17 - 18
SPYC Distance Classic
St. Pete to Venice PHRF
spyc.org
OCTOBER 18 - 19
River Romp Regatta
& Sunfish Florida States
Fort Myers
Edison Sailing Center
Edisonsailingcenter.org
OCTOBER 18 - 19
Fall One Design
Melges 24, J24, J105
Davis Island Yacht Club
diyc.org
OCTOBER 24 - 25
Tampa to Clearwater PHRF
diyc.org
OCTOBER 25 - 26
Commodore’s Cup
PHRF buoy racing
Naples Sailing & Yacht Club
swfloridaphrf@yahoogroups.com
OCTOBER 25
Great Pumpkin Regatta
Sarasota Sailing Squadron
(914) 388-2355
OCTOBER 25 - 26
Bikini Cup
spyc.org
OCTOBER 26
Lars Bergstrom Regatta
(914) 388-2355
OCTOBER 29 - 11/2
Rolex Osprey Cup
St. Petersburg yacht Club
spyc.org
NOVEMBER 1
Clearwater Challenge
cyc.org
NOVEMBER 1 - 2
PHRF Festival of the Islands
CMCS
swfloridaphrf@yahoogroups
NOVEMBER 5 - 14
USA Paralympic Trials
Sonar and 2.4 Meter
spyc.org
NOVEMBER 8
PHRF Transbay Race
St. Petersburg S. A.
Spsa.us
NOVEMBER 9
SPSA - TBYRA
Women’s Race
Spsa.us
NOVEMBER 15
Fall Bay Race PHRF
spyc.org
NOVEMBER 15 - 16
Flying Scot Regatta
Sarasotasailingsquad.com
NOVEMBER 15 - 16
PHRF Marco Fall Regatta
MIYC
swfloridaphrf@yahoogroups
NOVEMBER 22 - 23
Alter Cup Area D
Florida Multihull Champ
Clearwater Community SA
Ussailing.org
NOVEMBER 22 - 23
Snipe State Championship
spyc.org
NOVEMBER 28
Old Shoe Regatta
diyc.org
NOVEMBER 29 - 30
Thanksgiving Day Regatta
All classs
diyc.org
NORTHERN GULF
(AL, FL,LA,MS,TX)
OCTOBER 9 - 12
17 Annual Harvest Moon
150 miles Galveston to
Port Aransas.
Lakewood Yacht Club
Seabrook, TX
harvestmoonregatta.com
NOVEMBER 8 - 9
Flying Scot GYA Champs
Pensacola Yacht Club
(850) 433-8804
NOVEMBER 9 - 16
US Women’s Match Race
competed on J-22
syc.org
NOVEMBER 22 - 23
Cold Turkey Regatta
Vanguard 15 & Laser
syc.org
SOUTHERN STATES
(AK, GA, NC, SC,TN)
OCTOBER 12 - 13
Sailboard
Atlanta Fall Classic
Lake Lanier Sailing Club
llsc.com
OCTObER 17 - 19
Hots’Yachts Hospice Regatta
Western Carolina Sailing
Anderson, South Carolina
wcsc-sailing.org
OCTOBER 18 - 19
Laser Georgia State
llsc.com
OCTOBER 25 - 26
Captain Morgan Fall
Scow Fest
James Island Yacht Club
jiyc.org
OCTOBER 25 - 27
Halloween Snipe Regatta
Atlanta Yacht Club
watt@circle-environmental.com
OCTOBER 26 - 27
Open Halloween Regatta
llsc.com
NOVEMBER 2 - 3
J22/J24 Melges
Miss Piggy Regatta
llsc.com
NOVEMBER 16
GT Frigid Digit
llsc.com
EXOTIC PLACES
OCTOBER 25 - 11/1
Dry Creek Vinyard
Women’s Sailors week
Bitter End Yacht Club
Virgin Gorda, BVI
binfo@beyc.com
JUNIOR REGATTAS
OCTOBER 4 - 5
Tennessee Optimist Dinghy
Clinic and Regatta
Concord Yacht Club
korrnet.org
OCTOBER 11 - 12
Bruce Watters Regatta
Green Fleet Optis
spyc.org
OCTOBER 11 - 12
Green Fleet Mega Clinic
by Tim Coleman
Lake Eustis Sailing Center
Mbpz@aol.com
OCTOBER 25 - 26
Lagniappe Regatta
Club 420s and Optimists
Southern Yacht Club
syc.org
NOVEMBER 8 - 9
Great Oaks Invitational
High School 420 Regatta
syc.org
NOVEMBER 15 - 16
Allison Jolly Regatta
spyc.org
NOVEMBER 28 - 29
Optimist Midwinters
Southern Yacht Club
syc.org
Sail Expo
St. Pete
—
November 6-9
2003
SAILING CLUB DIRECTORY IS NOW ON THE INTERNET
For a list of yacht clubs and sailing associations in Florida, the Carolinas, Georgia, Alabama, Arkansas, Louisiana, Mississippi
and Tennessee, visit our Web site southwindssailing.com. Their addresses and Web sites will also be listed. We are asking all
these organizations to e-mail us your Web site address and we will put a link to it.
Yacht Clubs and Sailing Associations: Please update your phone numbers by e-mailing yachtclubs@southwindssailing.com and give us your Web site address also.
24
October 2003
Southwinds
Southwinds
October 2003
25
BOATEK
By Stephen Sommer
SOLUTIONS TO ELECTRICAL, MECHANICAL, AIR CONDITIONING, REFRIGERATION AND OTHER YACHT SYSTEMS
Are There Grounds for Electrocution?
Steve – I arranged to have a diver scrape the hull of my boat, and was surprised when the diver got
a severe electrical shock when getting close to the boat. I also have some problems with the electrical
system on board, where some 120-volt appliances behave erratically when other 120-volt equipment
is turned off and on. Could these problems be related?
Y
es, the two problems are probably related. As a general rule,
it’s likely that two related symptoms are caused by the same
root problem.
Your diver is getting shocked from current flowing from
your underwater gear (propeller, through-hulls, etc.) into the
water. Your underwater gear is normally connected together by
a “bonding” system, which is just a group of green wires or copper straps that connects all the underwater gear and your zincs
together. This allows the zincs to apply a small voltage to your
expensive gear to protect it from electrolysis corrosion. For safety
reasons, the bonding system is also connected to all metallic chassis and structures and to your power source’s neutral wire at
one point. This point should be as close as possible to the nearest isolated source. An “isolated” source is a transformer, genset
or inverter.
Here’s the safety plan with respect to the grounds: If a live
conductor comes in contact with a chassis or metallic structure, the current will travel through the bonding wires and
return to the power source’s neutral allowing enough current
to flow to “pop” a breaker and stop the power. This is a lot
better than allowing a metallic object to become electrified and
shocking someone. Your boat has two problems: Something is
causing current to flow to the bonding system, and your bonding system is not carrying the current back to the power source.
A side note: I would be willing to bet that your boat doesn’t
have an isolation transformer, because this is one of many problems that isolation transformers solve very well.
Before we try to solve the problem without all the facts, let’s
consider the other problem, the erratic interaction of appliances.
With long and heavily loaded shore power cords, most of us are
used to lights dimming when an air conditioner comes on, so I
will assume that you have more problems than that. If you find
that some appliances appear to get an increase in voltage when
something is turned on, then you probably have a neutral con-
ductor problem with a 120/240-volt system.
A 120/240-volt power source is made up of three currentcarrying wires, plus a safety ground. Each of two “hot” wires
carries 120 volts; a third white wire called the “neutral” or
“common” is very much like the ground in a 12-volt system
in that it doesn’t normally have much voltage on it, but it does
conduct current back to the power source. The fourth wire,
the green safety ground, is there for emergencies only. It only
carries current when there is a problem. Equipment can be
connected across the two “hot” wires and when it receives
240 volts from the same wires. The “neutral” is only needed
for the 120-volt loads to divide the 240 volts into two equal
120-volt sources. If the neutral is disconnected, the division of
the 240 volts between the two lines will be out of control. You
could turn on a air conditioner, which might get only 40 volts,
and the 120-volt appliance on the other line could be damaged by the remaining 200 volts.
Considering both your problems at the same time, I suspect that your neutral and safety ground are inappropriately
connected together. This is a common design problem that
has probably been present for a long time, but you haven’t
noticed. The single event that happened recently, causing both
symptoms, is a bad connection of your common wire, probably in a shore power cord.
Post Script: This problem was investigated, and the actual cause of the lost neutral was far from the boat in the
shoreside power wiring. The inappropriate connection between the neutral and safety ground was caused by the shore/
genset transfer switch, which did not switch the neutral wires.
The power panel wiring simply connected the shore neutral,
the load’s neutrals and the genset neutral together. Generator
sets usually connect their output neutral and the chassis
ground together, which, of course, is connected to the boat’s
bonding system. This caused a continuous tie of the shore
power neutral to the boat’s grounding system.
This shock hazard was caused by two problems with two
types of grounds, the neutral and the safety ground. So, it is
possible to cause an electrocution with grounds only and no
faults in the “hot” side wiring!
A three-pole transfer switch was installed, which solved
the problem with the inappropriate neutral/safety ground tie.
The power company fixed a broken neutral wire ashore.
Stephen Sommer is a degreed electrical engineer with extensive
experience in electrical, mechanical, refrigeration and air-conditioning systems and holds a USCG Masters license. He consults
in all areas of yacht systems, which include all the equipment on
board yachts beyond a basic hull and motor or sails. Have a systems problem or question? Ask Stephen Sommer. E-mail:
boatek@southwindssailing.com.
26
October 2003
Southwinds
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YOUR SATISFACTION IS OUR MEASURE OF SUCCESS
www.masseyyacht.com • E-mail:
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Al Pollak
CUBA
Three Days in Havana
& One in Pinar del Rio:
Part III
By Elena Pimiento, s/v Habanero III
MONDAY, FEBRUARY 10 —
PINAR DEL RIO
Tony has arranged for Jorge, one of the
boat maintenance workers, to pick us up
in his Peugeot and drive us on a tour today. He is a little late and says he will be
back in a few minutes. He shows up and
drives us west from the marina to his village of Santa Fe, where he has to make a
stop. Santa Fe is a village of small houses,
many with red tile roofs, on the north
coast, situated between two rivers. A
house on the water can be purchased for
$15,000 US, Jorge tells us, but few Cubans
have that kind of money. However, one
can buy 10 lobsters for $25 here. Many
post-revolutionary rafts were launched
from the beach here and never came back.
The next town is Baracoa, a farming
area of red earth and the entrance to the
autopista, the east-west freeway built and
largely completed in 1979. We pass a turkey farm with no turkeys and a half-full
chicken farm. Driving west behind a 1958
Buick with tons of chrome and a Russianbuilt diesel engine, we see water buffalo
and oxen pulling plows in the fields and
carts on the highway shoulder. Horses
pull large wagons filled with passengers
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TO
from villages on either side of the
autopista. The animals work hard and
consume no petroleum, a scarce commodity. Most of Cuba’s oil is exported
and sold for hard currency. People congregate under trees or the unfinished
Russian-built bridges to wait for a ride
to Havana or elsewhere. There is no
scheduled bus service, but several busses and large open trucks stop to pick
up riders. As we peer into the overloaded vehicles, Jorge comments, mas
peligrosso, very dangerous. Government
vehicles are required to pick up hitchhikers, and this is the most popular
method of getting from one town to
another. Hitchhikers frequently stand in
the middle of the road, flagging down
anything that moves, yet sometimes a
person can stand in the hot sun for
hours before getting a ride. If the heat is
not bad enough, the huge trucks burn a
low-grade Cuban fuel, covering everyone
with noxious black smoke, clogging the
lungs and sinuses, and assaulting the ears.
Living fences, with fence posts
made from sticks which have taken root
and sprouted leaves, eventually disguising the barbed wire, mark the
boundary between highway and farm.
Many fields are beautifully bright green
with tobacco or sugar cane; the harvest
has recently started. Orange, banana and
mango groves are government-owned;
when the fruit is ripe, it is available to
anyone for picking. Filling a truck or two
and taking fruit to market privately is
done but quite illegal. When someone is
arrested, the fruit is seized and the police take it to market themselves.
Tobacco-drying sheds and small,
clean houses dot the fields. Many of the
plants have leaves on only the top half
of the stem, as the bottom leaves have
been picked already. The lower leaves
are used as cigar wrappers if they are of
good quality, and as fillers and cigarettes
if they are of inferior quality. Sugar cane
is harvested primarily by machete, although in one field we see a tractor-drawn
harvester. Trucks, ox carts or even bicycles
carry the cane to refineries, ever-present in
the distance belching black smoke.
The roadside is remarkably clean,
as we soon find out when Jorge’s car
overheats. The 1991 Peugeot is considered “new” by Cuban standards, and
runs on either gasoline or propane. Jorge
Southwinds
$20/2 YRS
See Page 4
Visit the magazine on-line: www.southwindssailing.com
28
October 2003
Southwinds
Valle de Vinales
pays $20 US to fill the propane tank in
the trunk, which lasts 125 km. Switching between fuels takes only a push of a
dashboard button, but if the engine is
turned off when using propane, the car
must be pushed to start again, as it has
no electric fuel pump. Jorge puts our
drinking water in the radiator; the engine cools enough to proceed a bit further. Jorge coasts the engine periodically
to cool down several more times, switching from gas to propane to gas, until we
get to a gas station at the Soroa exit, the
only one we’ve seen on the highway.
There is no mechanic there, but Tony
and Jorge fiddle with the overflow tank
and some wiring and refill the water
bottles. We take off again. The engine
overheats once more, and we are concerned about not just the day trip, but
about getting home at all. The wiring for
the fan and the horn, it seems, have been
disconnected, and once they are reattached, the car carries us into the mountains with only a few cool-down stops.
Mechanical knowledge is essential to
keep a vehicle moving in Cuba.
The landscape is reminiscent of
Mexico’s Gulf Coast or St. Croix, with
mountains in the background, fields in
the foreground. One difference is the
size, number and beauty of the royal
palm trees that appear in groups or singly
everywhere. The tree is native to Cuba and
is appropriately named. Its less-than-royal
cousin is called a barrigona palm, and
grows in the region near Soroa. Tall bare
trunks have only a few spiky, fanshaped leaves at the top; its fruit is used
to feed pigs. The major distinguishing
feature is the barriga, or belly, a noticeable swelling about a third or more up
the trunk. The trees look rather comical,
reminding me of Homer Simpson.
Stopping occasionally to cool the
engine and to take pictures, we rise into
the mountains, admiring the scenery of
the Pinar del Rio province, westernmost
in Cuba. Jorge takes us through the town
of Vinales, and up a narrow dirt road to
the home of a friend who will make
lunch for us: $8 US per plate, plus drinks.
We enter a small wooden house, painted
bright “Cuban” blue and white, decorated with gaudy pictures, family photos, knickknacks, a purple electric fan.
Curtains hang in each doorless doorway.
Everyone is introduced, including 3year old Danielle, a blond-braided
charmer. The square wooden, cane-seat
chairs in the living room are rustic but
look new. Everything is very clean. Tony
orders lobster, I order langostino, and
Linda and Jorge order pork. Soon, the
table is filled with dishes of rice and
black beans, yucca, thinly sliced and
fried taro chips, sliced fresh tomatoes,
pineapple and oranges. The fruit is divine in its sweetness. It would have been
enough, but the entrees soon come, and
they are also sweet and succulent. There
are no napkins; the tableware is poor
and mismatched; the beer is not cold (no
power overnight), but it doesn’t matter.
For $46 US, we eat an excellent meal in
a real home in the real Cuba. Through
the open window, the view of the mountains is worth a fortune. Jorge brings the
car to the side yard, careful not to hit
the pig or duck. The car radio is on;
Danielle starts to shake her hips to the
boom-boom music, adding coy facial expressions to mimic a woman many
times her age.
The mountains of western Cuba,
known as the Cordillera de Guaniguanico, stretch 175 kilometers east to
west and rise to 692 meters in places.
The Valle de Vinales, is a classic karst
Southwinds
October 2003
29
CUBA
landscape of mogotes, limestone monoliths which rise abruptly from the llanos, or plains.
We drive south to the Cuevas del
Indios, or Indian Caves, a major tourist
attraction. For a small fee, we enter a
grotto in the mogote, walk 300 meters
admiring the formations in the rock, then
board a wide wooden boat for a short
ride to the other side of an underground
lake. Electric lights make the formations
visible and dramatically shadowed. In
places, the ceiling is 135 meters high. The
boatman runs the outboard and points
out fancifully named descriptive shapes:
crocodiles, seahorses, Columbus’ three
caravels. In the boat, Russian tourists
surround us, their guide translating everything the boatman says. The Russians
are dressed in clothing ablaze with
American logos, mostly Nike. The man
who scrambles to the bow for a seat
wears a small beret like Che Guevara’s,
decorated with one gold star. He sits up
and salutes whenever the woman sitting
behind me points her camera at him. She
calls him commandante.
At the base of the mogote, we alight
from the boat to a patio where the souvenir vendors have set up shop and a
small bar offers pineapple juice, with or
without rum. Across a field where the
tour busses wait, is a restaurant calling
itself a finca, or farm. It has long familystyle tables, and a small band plays for
the diners. Linda and I use the restroom
(no seat, no paper) then rejoin Tony and
Jorge at the car.
Passing again through the village,
we pause at the church in the square for
Cave boating
Evolution mural
photos. The town’s main street is lined
on either side with brightly painted colonnades. As we pass a side street, we
hear screaming and look around the corner to see two women fighting, yelling
and throwing punches at each other like
boxers. A man breaks in to separate them,
pushing them away from each other. One
woman turns away and crashes into a
low-hanging tree branch. Jorge drives
away quickly, saying that if someone
were injured, any available vehicle
would be required to take the victim to a
hospital. Failure to help would result in jail.
Jorge takes us to a valley, where the
side of a high mogote has been painted
with a mural depicting the theory of
evolution: snails, dinosaurs, sea monsters and Indians in a strange palette of
colors. Leovigildo Gonaz†lez Morillo, in
the manner of Diego Rivera, created the
Mural De la Prehistoria in 1961. The
mural, 65 meters high and 100 meters
long, was painted by 25 campesinos directed from below by the artist with a
megaphone. The painting is berated in
our guidebooks as gaudy graffiti and in
bad taste. It’s hard to disagree. However,
turning our backs on it gives us a far
more pleasant vista. We are in a truly
beautiful valley.
The Hotel Las Jazmines is just south
of Vinales. It is an attractive restored
Spanish hacienda-style building with a
large pool and an excellent view of the
Valle de Vinales. The souvenir vendors
have postcards with the exact view, and
it is a beautiful one. Rounded dark green
mogotes form the backdrop for bright
green tobacco farms and red-roofed outbuildings, silver-gray wooden drying
sheds and whitewashed houses. Tall
royal palms with contrasting gray
trunks stick up randomly and tower
above shorter fruit-bearing trees and the
red earth of newly harvested fields in
the lush valley. The scenery has been
aptly compared to ancient Japanese
paintings, and it is delicious eye candy.
Back on the autopista, Jorge tells us
more about the cultural changes since
the revolution. The government owns
nearly everything, and nearly everyone
works for the government. Everyone is
provided medical care, education, housing and other services. Workers are paid
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30
October 2003
Southwinds
an average of $10 and up to $60 US per
month, at 22 salary levels. Highly
trained professionals, doctors, lawyers,
engineers, etc., are paid only slightly
more than the average skilled worker.
Unemployment is low, but many work
only a few days per week, yet we do not
see abject poverty anywhere. Enterprising Cubans may now work for themselves on their days off, and most do so
in order to survive. During the 1990s,
the service sector and agriculture was
opened to private enterprise. Many
tradesmen were permitted self-employment; state-owned farms were converted to private cooperatives, and profitability became important. The selfemployed may not hire others, however,
and goods may not be sold privately
near established stores. Taxation has
been revived; much of it is punitive to
the self-employed.
Cubans may not work for dollars
from foreign entities. A foreign company
might pay $450 US per month to the
government agency for a worker, but
that worker receives only a small fraction of that amount in pesos. Jorge, for
example, will make more today from
Royal Palms
our tour than he would earn in 10 weeks
at his marina job. The marina charges a
foreign boat owner $100 US per week
for Jorge’s services but pays Jorge only
$5 US. He “bought” his car from a man
who purchased it new in 1991, and who
still legally owns it. The owner may not
sell it to anyone but the government,
which will pay only a few pesos for it.
Speeding is illegal, but the police do not
catch many lawbreakers because they
are given only a few liters of fuel for their
vehicles. If they were given full tanks of
gasoline, they would be tempted to sell
some of it. We see people on the highway selling entire stalks of bananas,
guava, garlic, cheese. This is also illegal,
but the vendors cooperate with each
other to keep a lookout for the police,
who would confiscate the goods and use
or sell them themselves. Jorge stops the
car and instructs us not to speak in English. He and Tony purchase a stalk of
about 70 small sugar bananas for about
$2 US. The are ripe and sweet; it’s tempting to eat several at a time.
Also tempting, at least to Jorge, are
the women who ply their trade along the
autopista. He calls them chupa chupas,
from the verb chupar, to suck. A woman
rides with a driver from one bridge to
the next performing the service, collects
her $3 US, then rides with another driver
in the opposite direction back to the first
bridge. A complete service runs to $5 US,
but I am unclear on the mechanics of
driving and receiving service. Sexual
morality in Cuba is quite different from
that to which I am accustomed, but there
is an equality mandate: A husband or a
wife may go outside the marriage for sex,
but not love.
Any comments or thoughts about this article,
or the subject matter? Southwinds would
like to hear from you. E-mail letters to the
editor: editor@southwindssailing.com
Southwinds
October 2003
31
SAIL EXPO ST. PETE
November 6-9
Thursday-Saturday
10am-6 pm
Sunday – 10 am-5 pm
Vinoy Park & Marina
Downtown St. Petersburg FL
on the water
TICKETS:
$10 for adults Thursday & Friday.
$12 on Saturday & Sunday.
$4 for kids 6-12 (under 6 free).
Reduced rate tickets are available
in advance on the Sail America
Web site www.sailamerica.com.
DIRECTIONS:
From Tampa Airport or I-275 south
into St. Pete: Follow signs to Interstate 375 South exit to St. Petersburg
(LEFT LANE exit). Follow exit until
end, which merges into downtown
St. Petersburg and becomes Fourth
Ave N. Stay on Fourth St. N. in the
LEFT LANE until the end. Turn left
onto BEACH DRIVE. Take next RIGHT
on FIFTH AVENUE
S
ail Expo St. Pete, originally begun
in 1992, has grown to be, not
only one of the most popular boat
shows in the country, but also the
largest in-water sailboat show in the
Southeast. Hundreds of sailboats will
be on display in the water. Its location in Vinoy Park, located on beautiful Tampa Bay in downtown St. Petersburg, is spectacular.
Besides a large array of exhibitors displaying almost every piece of
boat hardware and equipment imaginable, there will also be in-water opportunities, through the Discover
Sailing program, for visitors to easily
experience their first sail.
A series of seminars and special
events are scheduled on many varied subjects including chartering in
the Bahamas, cruising the Caribbean,
navigation, maintenance, catamaran
cruising, to name just several of the
dozens offered.
For more boat show information
and updated schedules, log on to
www.sailamerica.com
32
October 2003
Southwinds
SAIL EXPO ST. PETERSBURG SEMINAR SCHEDULE
Seminars on a variety of sailing topics are being held continuously during the
show. For more information and updated schedules and titles of these seminars
go to www.sailamerica.com
OTHER EVENTS
Discover Sailing
When: All days of the show
Where: To be Announced
Discover Sailing, a national introduction-to-sailing program will be going on each
day at SAIL EXPO to help non-sailors take their first sail. Show-goers can go on
free, 30-minute sailing trips and collect free, learn-to-sail materials and names of
sailing schools where they can further their education.
Free Seminars
Where: To be Announced
Extensive seminar program that is broken into levels geared for all types of sailors
- from sailors just starting out to the more experienced, advanced sailor. Log on
to www.sailamerica.com for the latest seminar schedule.
Author’s Corner
Where: Author’s Corner Booth
Come meet some of your favorite sailing authors and pick up all of the most
current sailing books!
Kids Aboard
Future boatbuilders? This free boatbuilding workshop for children ages 4 and
older, teaches them to design and build their vessels. To find out more about this
program, visit www.kidsaboard.com.
Latitudes & Attitudes Cruiser’s Bash - Saturday night 7PM
Everyone at the show Saturday evening is invited to this notorious party. Enter to
win a free Sunsail week in the Caribbean and a Hunter Liberty sailing skiff.
WEST MARINE SAVINGS
Save your wristband & receive $10 off
your next purchase at West Marine.
Southwinds
October 2003
33
BAHAMAS
Nassau by
Sailboat
By Colin Ward
S
ailors visiting the Bahamas are very likely to pass
through Nassau on the way south. The majority of cruisers heading to the Exumas for the winter season stop
there, and for those heading to Eleuthera, Cat Island or Long
Island, a stop in Nassau makes sense. It is also a good destination for a vacation cruise from Florida. There are plenty of
opportunities in the Bahamas to find lonely beaches and wonderful snorkeling, so enjoy the contrast. Nassau is cosmopolitan, exciting, bustling, exotic, colorful, and fun. It is a good
place to make new cruising friends. The cruising guides mention that Nassau is a place you will either love or hate. Hopefully, our story will help you to become a Nassau lover.
GETTING TO NASSAU
Nassau is actually a city on the island of New Providence.
The harbor is between the north shore of New Providence
and the south shore of Paradise Island. There is an entrance at
each end of the harbor, but large ships are limited to the west
entrance. After crossing the Gulf Stream and the Bahama
Banks, you can continue straight to Nassau or stop at Chubb
Cay, Frazer’s Hog Cay or Morgan’s Bluff, leaving yourself a
nice daysail to Nassau. Likewise, if you enter the Bahamas
farther north, you can stop in the Berry Islands and again make
Nassau in a day. Plan to arrive in daylight.
Note that the sail to Nassau can be a rough one if the
wind pipes up, especially if you leave the Banks when the
current is opposing a stiff breeze. Entering the harbor is
straightforward as long as you have the invaluable Explorer
Chart of the Near Bahamas. Head to the west entrance of
Nassau harbor and use the channel markers following the red
right returning rule. The entrance is busy with ship traffic,
and the markers are well-maintained. As you enter the harbor, you will turn to port and notice the cruise ship dock to
starboard of the channel.
34
October 2003
Southwinds
tide boards if they are there.
As you head to the bridges,
Before you arrive, call
you will see anchored boats
Nassau Harbor Control on
on both sides. The Bahamas
channel 16. Wait until you
Air Sea Rescue Association
are within a mile or so of
(BASRA) anchorage is to
Nassau, or you will not hear
starboard as you head east.
their reply. Harbor Control
The entrance to the Atlantis
will ask you to switch to
Marina is to port just before
channel nine. Request perthe first bridge.
mission to enter the harbor
As you pass under the
through the west entrance.
bridges, you will see freightHarbor Control will ask for
ers and mail boats to staryour boat name and docuboard tied up at Potter’s Cay.
mentation number and
If you plan to enter the Yacht
where you plan to dock or
Haven or Harbor Club maanchor. They will normally
rinas, they will be to the
respond by giving permis- Nassau Bridges, Anchorage and Potter’s Cay
south beyond Potter’s Cay. Note the shoal on the chart and turn
sion and possibly warning you of ship traffic.
If you have not cleared into the Bahamas yet, you must tie south of the shoal before the charted light to follow the south
up to a dock. This can be done at any marina or at the customs channel to the marinas. If you are not heading to those marinas,
dock, which is near the control tower just beyond the cruise favor the north side of the harbor to stay in deeper water. The
ship dock. Clearing in is easy in Nassau, and you can get up to entrance to the Hurricane Hole Marina is just to the east of the
6 months clearance for the crew, which is not always the case at bridges on the north side of the harbor.
Be advised that Nassau Harbor is full of tour boats, cruise
other ports of entry. You can wait until Nassau to clear in by
staying on your boat and flying your Q (quarantine) flag (even ships, freighters, pilot boats, fishing boats, seaplanes, megayachts
if you anchor for the night). Let your marina dockmaster know and engineless Haitian sailing workboats, and there are No Rules,
you need to clear in, and he will call for customs and immigra- Mate. You will be awakened up all day long as the Booze ‘N
tion to visit your boat. Sometimes, the officers will come aboard; Cruise tours pass by. This is not the ICW, and you will not get a
other times you will meet with them somewhere in the marina. slow pass. Everyone is having a good time though, and the wakes
They will appreciate a cold beverage if they visit your boat. Stay go away by nightfall.
near your boat until you have cleared in. We recently heard that
the Bahamas will soon be charging $300 for a cruising permit MARINAS AND ANCHORING
Entering a marina is not a bad idea for the first visit. Wait until
rather than the current $100.
you are less than 5 miles away before you call for a reservation
on channel 16. The marinas will not answer you when you are 12
NAVIGATION IN THE HARBOR
Once you are in the harbor, you simply stay to port of the cruise miles out. Dockage is usually available unless bad weather has
ship docks and follow the channel toward the two high bridges. prevented boats from departing. We stop at the Nassau Yacht
The water is deep as long as you stay in the center of the harbor. Haven while others prefer the Nassau Harbor Club. Both were
Bridge clearance exceeds 65 feet, but check your chart and the $1.30 per foot per night in 2003 with a daily charge for water of
LEGALITIES
Southwinds
October 2003
35
BAHAMAS
Good restaurants near the foot
about $8, plus metered electricof the bridge include the Double
ity. There are a couple of other
Dragon for inexpensive Chinese
marinas on the Nassau (south)
and the Poop Deck at the Yacht
side of the harbor, but they are
Haven for Bahamian-style sealess suitable for transient sailfood and a popular happy hour.
boats. On the Paradise Island
You can walk over the high
(north) side of the harbor, the
bridges to Paradise Island and
upscale Hurricane Hole Marina
walk around the Atlantis resort.
charges $2.50 per foot per night,
The aquarium is well worth seeand the Atlantis Marina is more
ing. Some of it can be seen for free,
than $3.00 but offers access to the
but there is a charge to see the
spectacular Atlantis resort. The Schooner anchored in front of Atlantis Resort
most exotic section. Restaurants at
latter is powerboat-oriented, and
the Atlantis are not for most cruising budgets unless you are
you will be sharing the docks with megayachts. Beware of strong
successful at the slot machines.
current when you dock your boat. When the tide is ebbing, the
Across the street from the Nassau Harbor Club is a strip
current is flowing to the west and vice versa.
mall featuring a very good grocery store, as well as hardware,
Anchoring in Nassau is possible in several spots. The most
liquor and drugstores. There is a Radio Shack and a Mailboxes,
popular anchorage is in front of the BASRA headquarters and
Etc. where you can ship or receive packages. Between the HarCrocodiles restaurant. The current reverses directions twice a
bor Club and the Yacht Haven are several marine chandleries, a
day, and two anchors are advised. The holding is not the best
boatyard and a dive shop. There are several fuel docks, one of
due to the grassy bottom, but in moderate conditions, it is cerwhich is at the Yacht Haven. If you need a physician, try Dr.
tainly possible to stay put. Our Delta and Claw anchors set and
Bartlett just west of the Yacht Haven or head downtown to the
hold well, but I would not use a Danforth-type due to the grass
U.S.-style Walk-In Clinic.
and the reversing current. Depths vary from very shallow to
For the adventurous, you can head out into the country to
more than 15 feet so choose your spot carefully. Another spot to
the Bacardi Rum Factory for a tour (call for schedule). A jitney
anchor is on the north side of the harbor by Club Med across
bus will get you within a mile or two, or you can get a group
from the BASRA anchorage. The holding is again not the best so
together and hire a cab (preferred). Liquor in the Bahamas is
be sure your anchor is properly set before leaving the boat. You
reasonably priced, especially at the factory. Beer on the other
may also see boats anchored in front of the Nassau Harbor Club
hand is best purchased in the United States.
on both the north and south side of the harbor. Again, in moderate conditions, the holding is adequate given proper care while
SECURITY
anchoring. If you are expecting a cold front packing a 40-knot
Unlike the rest of the Bahamas, security is an important issue in
squall line, assume that someone will drag anchor.
Nassau. Walking off the beaten path is not recommended for
Dinghy landing is welcomed at Crocodiles restaurant.
visitors. Most troubles occur between Bahamians, but thefts of
Crocodiles is the sailors’ friend and provides a dinghy dock at
dinghies and outboards occasionally occur, as do boat breakno charge as well as good food and an Internet station. During
ins. Being street smart and taking precautions such as raising
the winter season, a fun yachtsman’s lunch is hosted by Nick
your dinghy at night, locking it whenever you leave it anywhere,
and Carolyn Wardle every Thursday at Crocodiles. Nick and
and locking your boat should be adequate to discourage thieves.
Carolyn work with BASRA and provide daily weather reports
As in most large cities, the vast majority of people are honand other services for cruisers. Dinghy landing is also possible
est and friendly, but a few create problems for all. We feel seat the Texaco station just west of the Nassau Harbor Club as
cure near the marinas, in downtown Nassau, and on Parawell as at some marinas.
dise Island. We do not venture inland very far on New Providence, however.
WHAT TO DO IN NASSAU
Now that you have arrived in Nassau, what is there to do? Quite
DEPARTING NASSAU
a lot, actually. We usually walk west along East Bay Street from
When you are ready to leave Nassau, contact Harbor Control to
Crocodiles or the Yacht Haven downtown. We check out the
obtain permission to depart. If your next stop is in the Exumas,
landmarks (Parliament Building and Court House, Government
head east from the bridges, favoring the north shore and expect
House and Christ Church Cathedral), stores, the straw market
8-foot depths when you pass the cut between Athol and Paraand the Internet cafes. It is very tourist-oriented since it is lodise Islands. Otherwise, you should see 10- to12-foot-depths
cated next to the cruise ship docks but is fun nevertheless. There
until you reach Porgy Rock. If you depart from the Yacht Haare restaurants of all types and prices. We prefer inexpensive
ven, remember to pass between Potter’s Cay and the shoal bebut once went to La Matisse, a fantastic European restaurant. If
fore turning east. We have found the Explorer Charts to be esyou do not feel like walking, you can take one of the ubiquitous
sential and accurate. Other chart kits leave a lot to be desired.
jitney buses for $1.25 per ride. The driver will tell you whether
Nassau is an interesting and fun destination in the Bahahe is going to your destination or not.
mas. It is far different from the sparsely inhabited Exumas and
At the southern foot of the east high bridge are many stalls
Out Islands. We enjoy the culture, the availability of supplies
selling fish, conch and other seafood. The stalls draw some inand the change of pace. We hope you do, too.
teresting characters, few of whom are tourists. Pick one that is
preparing conch salad from fresh ingredients and try a bowl
Any comments or thoughts about this article, or the subject matter?
with a local beer called a Kalik. I recommend going easy on the
Southwinds would like to hear from you. E-mail letters to the edihot pepper!
tor: editor@southwindssailing.com
36
October 2003
Southwinds
Southwinds
October 2003
37
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October 2003
Southwinds
BOAT REVIEW
Colgate 26
By Dave Ellis
T
he Colgate 26 is the result of 35
years of planning and experience
gained by instructors and adult students at Offshore Sailing School. Founder
Steve Colgate knows his way around
sailing craft, having sailed in the Olympics, the America’s Cup and numerous
big-boat events worldwide. He is regarded as a practical, no-nonsense fellow
with the skill and experience to back up
his opinions.
What resulted was an adult learnto-sail boat that appeals to a wide range
of sailing interests. It took five years to
get to the first 100 boats produced and
only half of that time to get to the second hundred. Around twenty boats are
used by Offshore Sailing School operations, so there are a lot of C-26 sailors
cruising and racing.
What is it like to sail? Three sailors
used the St. Petersburg-based Offshore
boat #80 on a light-air day in mid-September.
“Whoa, it turns quick.” was the first response while we were
leaving the Harborage Marina floating dock. The inboard rudder is balanced and a little larger than most boats of this size.
When a student oversteers this boat, it shows. The rudderstock
is very much overbuilt to take the rigors of six days a week sailing at Offshore.
A neat feature is the ability to turn the tiller 360 degrees. Not
only does this clear weeds from the rudder, but also the rudder
can be turned around and the boat sculled backwards!
It was demonstrated that if the tiller is suddenly and forcefully pushed perpendicular to the hull, the boat will stop in its
tracks and slowly turn around, completely stalled. No running
into manatees with this boat.
With the little 3-HP Nissan outboard on the stern mount,
the boat made six knots on the GPS. With large waves and heavy
winds, crew must stay aft to keep the prop in the water, but instructors have successfully stemmed these conditions with that
little kicker.
Our sail was in smooth seas and less than five knots of breeze.
We averaged 4.2 knots upwind and about the same under spinnaker. Hull speed of just under seven knots comes quickly and
easily, and the boat surfs readily on decent waves. I have taught
a class in a steady 30 knots, using a double-reefed main and the
jib furled. The PHRF handicap in Florida is 162 for the standard
jib, making it faster than the J-24’s 174.
Don’t mistake the Colgate 26 with an ultralight sport boat.
At 2600 pounds it is 200 pounds more than designer Jim Taylor
suggested. Colgate opted for more strength in the hull, accounting for the extra weight. It has paid off. The sailing school puts
these boats through most boats’ lifetime of use every year. The
LOA
25’8"
LWL
20’0"
Beam
8’6"
Sail Area
283 sq. ft.
Draft standard keel
4’6"
Draft shoal keel
3’6"
Displacement Standard keel 2600 lbs.
Displacement shoal keel
2800 lbs.
Ballast standard keel
1050 lbs.
Ballast shoal keel
1240 lbs.
boats do not break.
Who would be interested in looking at a Colgate 26? Several Sonar owners who want to have a little more substantial
boat that they could weekend in with their family have traded
up to the C-26. The cockpit will easily hold six people. Those
who want to comfortably sail together appreciate the inside seating and roominess. Below, four could sleep. But we all know
that in a boat of this size we sail it, not sleep on it.
The stern is open. For ease of getting a swimmer back
aboard, this is a big help. But many are uncomfortable with a
boat that looks as if you could be swept right out the back. So
the C-26 has a bulkhead at the rudderpost that allows for the
open transom configuration while still having the enclosed cockpit. Scuppers let water out of the cockpit, but when backing into
waves, your feet won’t get wet forward of that bulkhead.
The mast is deck-stepped. Two people can rig the boat without hiring special equipment.
The shoal draft version at 3-1/2 feet can be ramp-launched.
This version has an additional 200 pounds in the keel to keep
the stability the same. It is not quite as quick as the standard
version, but you get to run aground in skinnier water. Incidentally, Colgate made sure the design did not have a wing or large
bulb on the keel. Have you ever tried to get off grounding with
those boats? No “kedge anchor effect” with this boat.
The jib is barely overlapping-a 100 percent jib. The main is
ample and relatively high aspect ratio. A goal for students when
tacking the boat, even in significant wind, is to never have to
use the winch handle for the jib. With proper timing, the jib is easy
to handle. But if they miss, the twin self-tailing winches do the job.
The class has a Web site at colgate26.com and
colgate26class.com with lots of good information on the boat.
Southwinds
October 2003
39
BOAT BUILDING
Synergy in the Form of
Innovation at Hunter:
The Sum is Bigger than the Parts
By Morgan Stinemetz
W
hen Hunter Marine, the sailboat builder in Alachua, FL,
opened its plant 30 years ago,
the owner, president and CEO, Warren
Luhrs, set out to make a sailboat that
would sell to what haughty people
might call “the masses.” The boats were
not particularly elegant, but they were
affordable, and they put people who
wanted to sail on the water in a boat
that would bring them joy without casting a dark shadow over their financial
aspirations for years to come.
Since that time, Hunter has upped
its corporate image and its market share
an astronomical amount. If, in the beginning, it was the 90-pound weakling
of the sailboat industry, it is now The
Hulk. But far more attractive.
It is hard to say exactly what provided the catalyst for Hunter ’s emergence from a builder of solid but pedestrian boats into an innovative
company, whose technology could arguably be called the sharpest edge in
sailboat design and construction today. Part of it may have come from
the meshing of intellect and abundant
curiosity between Warren Luhrs and
Lars Bergstrom. Luhrs had the intellect to understand some of Bergstrom’s ideas, which were light years
ahead of their time.
40
October 2003
Southwinds
The interior being dropped into the hull.
Bergstrom, who was originally
from Sweden but lived in Sarasota,
died in a powered glider plane wreck
in Wauchula a number of years back,
but he contributed a number of novel
inventions to sailing because he was
never constrained by conventional
wisdom.
Luhrs and Bergstrom clicked when
Luhrs was outfitting several BOC
Around Alone world-girdling sailboats. In successive order, they were
Tuesday’s Child, Thursday’s Child and
Hunter’s Child. The latter boat, sailed by
Hunter’s stainless steel rub rail
Steve Pettingill, placed second in the 1991-1992 edition of the race.
As Bergstrom and Luhrs solved engineering conundrums,
which evolved in preparing a one-off sailboat to be sailed solo
around the world, many of those ideas found their way into the
Hunter production lines of boats in Alachua. More recently,
Hunter has brought boat designer Glenn Henderson on board.
Henderson’s previous quest for speed resulted in the SR Max
line of competition boats and the Henderson 30 sport boats, sailpowered rocket ships. The most obvious results of Henderson’s
tenure at Hunter are more efficient hull and keel designs.
On its larger boats, Hunter has moved to a modular assembly system, now in its third permutation, that allows the company to more efficiently put its boats together for less cost. The
savings in labor result in upgraded extras with no increase in
price. Harken blocks and traveler systems, Lewmar winches and
hatches, and Corian counters are three that come to mind. In
addition, the interior woodwork comes out of the factory with
a finer finish of sprayed-on varnish, and the rub rails have a
stainless steel insert where the boat meets the pilings.
Eric Macklin of Hunter, who was my guide for a factory
Vanity for forward stateroom
Southwinds
October 2003
41
BOAT BUILDING
tour, put it this way: “All this allows us
to save money and build a better boat.
These are not the same boats that we
were building three to five years back.
We are offering a better value.”
There are 75-100 boats under construction in Alachua at any given time.
The interior of a Hunter boat is built
on a separate assembly line, in a special
jig. All the components-wiring, appliances, cabinets, and joinery work-are assembled on that line. The jig has holes
cut into it so that workers can easily access what they need to be working on.
Later, when the interior is complete, it
is hoisted in total and lowered into a
matching hull, which has been making its
way along another production line. An
adhesive called Plexus aids the mating of
the interior assembly pan and the exterior of the boat. Plexus is strong, will not
absorb moisture and stays slightly flexible when cured. Before the mating of the
interior, it is applied to the inside of the
hull floor with a $35,000 pressurized gun
that looks like a weapon from Star Wars.
The masts on all the Hunter sailboats are B&R rigs. Lars Bergstrom and
his partner, Sven Ridder, invented the
B&R rig in the 1970s. Hunter is the first
production sailboat company to use the
rig exclusively. The B&R rig is most easily identified by its swept-back spreaders and lack of a backstay. With no
backstay, the main can be larger and the
jib can be made smaller. There are advantages to this fractional rig system, the
most obvious of which is that it takes less
effort to trim a smaller jib.
“It sets us apart from the competition,” Macklin emphasized. He also said
that a sailboat’s least efficient point of sail
is directly downwind, and the B&R rig
will allow an owner to use an asymmetrical spinnaker to better advantage when
Thru-bolting deck to hull. Note 5200 seal.
Unique stanchion base, which allows for easy
stanchion replacement.
Composite rudder shaft before being glassed in
mold.
sailing off the wind. “You’ll sail a higher
angle and cover more distance, but you’ll
do it at a greater rate of speed,” he added.
The rudder shaft in the Hunters produced in Alachua is made out of composite material. Stainless steel rudder
shafts, Hunter discovered, are heavier
and, if bent, make the rudder inoperable.
The lighter composite will flex slightly
and return to its original shape, should
the boat’s rudder hit something.
Steering is done by a rack and pinion system that is directly attached to the
rudder shaft, thereby eliminating cables
that can go snap in the night.
Hunter includes a Kevlar laminate
reinforced hull on many of its larger
boats. A flat panel TV screen and Bose
audio systems can be factory-installed.
Instrumentation for speed, depth and
wind speed can also be wired in at the
factory. And in a move that is so simple
it makes you wonder why it hasn’t been
done before, all of the thru-hulls are clustered in a single area, making finding
and shutting off the valves a lot less like
a treasure hunt and much faster.
As a result of the myriad tooling and
design improvements throughout its
plant, Hunter sailboats end up being
well-engineered, handier to sail and less
expensive to maintain. Flexibility on the
production line has resulted in Hunter’s
being able to offer virtually a custom
boat, with more options that you’d be
able to recall, right out of the box.
Customer service manager Eddie
Breeden put it this way, “Regardless of
what people say, people are brand-oriented. If you take care of them, they’ll
take care of you.”
Any comments or thoughts about this article,
or the subject matter? Southwinds would
like to hear from you. E-mail letters to the
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42
October 2003
Southwinds
BOAT REVIEW
A Long Story
Although a long time coming, Piero Rivolta’s
90-foot speedster was worth the wait.
By Bill Ando
B
road-reaching at 12 knots under a reefed main and
staysail in a fresh breeze, Piero Rivolta is smiling. He’s
at the helm of his 90-foot sloop that perfectly fulfilled
his brief for a family cruising boat. “I wanted the boat to be
simple, easy to sail and fast,” Rivolta says.
An automobile designer and Sarasota real estate developer, with design and engineering centers in Milan, Italy, and
Sarasota, FL, Rivolta wanted to take his family cruising on
something bigger than Rachele, his custom 61-footer that he
sailed from Italy in 1989.
He chose Hakan Södergren, a Swedish designer whose
portfolio includes successful half-ton, 3/4-ton and one-ton
racers and an America’s Cup campaign, to provide the naval
architecture; the design would be Rivolta’s.
A launch date was scheduled for 1999, and construction
began at Rivolta Marine’s yard in Port Manatee, FL. However, a few outside projects and a decision to build and market a Södergren-designed 38- foot Jet Coupe, delayed completion of the 90-footer until 2002.
There are no teak-covered decks; stainless steel handrails
and fittings contrast with the white gel coat and provide an
easily maintained topside. Even the traffic pattern is simple,
with a direct path from the dual-station steering cockpit past
the centerline drop-leaf table in the lounging cockpit into the
raised salon.
Rivolta’s desire for simplicity continues below. Slidingtop tables port and starboard serve also as the dinette. Having made a few stormy passages, Rivolta put the wet lockers
immediately inside the companionway. The large aft staterooms enter from here. The port cabin features two single
berths, and the other has a double; both feature large in-suite
heads with showers. A cherry sole is surrounded with birch
trim and painted surfaces throughout. There is enough wood
to warm the spaces yet not intrude on the simplicity.
44
October 2003
Southwinds
Three steps down to port is the fully equipped galley with
the owner’s L-shaped lounge just forward. A beach-scene mural
disguises the keel-trunk. The stateroom entrance is through a
sliding door forward of the trunk. Just inside is an oval dressing table with a book-matched burled top and a mirror flanked
by concave cabinet doors. The doors in the owner’s areas are
faced with woven, wide leather strips and stained cherry trim.
A large mural of tropical flowers graces the trunk and continues around to the aft bulkhead to surround the queen-size berth.
Crew quarters sleep two in twin bunks forward with a
crew lounge to port and a head and shower.
Rivolta wanted the boat to be easily sailed by two people,
so all sail-handling gear is hydraulically operated. The asymmetrical spinnaker tacks on the small bowsprit that also holds
the anchor roller. The main traveler is on an arch that spans the
cabin top. The mast is a carbon-fiber B&R-engineered rig with
swept-back spreaders,
eliminating the need
for running backs. All
sheets lead to the cockpit and are convenient
to both steering stations.
Although outfitted with electronic
navigation, the need
for paper charts was
not overlooked.
Charts store flat in
drawers that slide out
from a raised sole under the tables. Two recessed Plexiglas panels keep the work-
ing charts in place and
handy to the inside helm.
Transferable water ballast tanks located amidships port and starboard
provide trim weight from
8,000 pounds of water. “At
sea it makes for a nice
ride,” Rivolta says.
Dual rudders draw
two inches less than the retracted keel and extend
from the hull at the turn of
the bilge. When the boat
heels, the leeward rudder,
forced deeper into clean water, delivers a noticeably balanced
helm and an easily steered boat in virtually all conditions.
The retracting stainless steel strut and lead bulb account
for 30,870 pounds of the light weight displacement of 103,617
pounds. A composite of PVC core, E-glass, carbon fiber and
Kevlar keeps the weight down. With the keel up the boat draws
5.85 feet; fully extended it draws 12.9 feet.
Two Yanmar 315-hp diesels power the yacht to a top speed
of 12.8 knots. On one engine it cruises at eight knots and has a
range of 1,300 miles.
As much as Rivolta likes his new boat, his cruising plans
have changed. He’s planning to build a catamaran, though
about half the size of his monohull. Only the design will
change. The criteria — simple, easy to sail and fast — remain the same.
Southwinds would like to hear from you. E-mail letters to the
Southwinds
October 2003
45
COOKING ON BOARD
A Mackerel with
a Silver Spoon!
by Celeste Dorage
Y
ou and your three buddies are
cruising down the west
coast of Florida. You’re on your
way to Key West. You’ve been sailing a good part of the day and deAldebaran, the 36 foot Is- cide to toss out the old trolling rig.
lander owned by Celeste It’s set up with a medium, shiny silDorage and Diane parker.
ver spoon and a good length of wire
Bill Hoffman photo.
leader. You’ve heard that the mackerel are running, and before long you’ve got somebody
chomping and thrashing at the end of your line.
Isn’t sailing grand?
After a satisfying struggle to land the sucker, you find yourself and this 22-inch mackerel dancing in the cockpit. One of
your buddies manages to get the fish face down in a pail and
you…RUN FOR THE BOTTLE OF RUM!!!!…Not the good stuff
— that’s for later. Grab the cheap stuff. It’s not for you — it’s for
the fish. Chug a shot right down one of its gills! After a really
short drunk and an even shorter hangover, that fish is dead and
the four of you are looking at dinner.
Grab a cutting board and a sharp knife. Head back out to
the cockpit (cleaning up the cockpit is a whole lot easier than
cleaning the galley) and set to work filleting this little baby.
I’m sure you all have some degree of knowledge on how to
fillet a fish. But, I know for myself, having worked in the food
service industry for the better part of 29 years, that I’ve been
told at least 29 times or so how I am doing it wrong!
The moral of this short story is: There’s more than one way
to skin a fish, or, everybody has their own way of doing things.
But, as a credit to my good friend Espin “Bubba” Bullock Jr.,
long time sailor/cracker boy (I use both those terms affectionately),
I must say, his version has proved to be the most expedient and
efficient way to fillet a fish while under way. Let me explain.
The concept here is to get the project done with as little
mess as possible and as quickly as possible so you can get back
to the joys of sailing…or drinking…or more fishing…or whatever!
So here it is: Make two cuts on either side of the fish just
behind the fins that are just behind the gills. Cut on a bias back
toward the head until you’ve reached the bone, but do not cut
46
October 2003
Southwinds
through it, and be very careful not to cut into the intestinal sack
(or abdomen), as cutting into that sack will cause all the bloody
mess that you are trying to avoid and it will release the oil that
gives mackerel the bad reputation of being a smelly, oily fish.
Now make two more cuts, just through the skin. Starting at
the head, as if you’re cutting a bagel on its side, all the way
down to the tail. Next, with the fish laying on its side, start working your sharp knife tip gently along the bones, lifting the flesh
with the fingers of your other hand. Work in short swipes back
toward yourself from one end of the fish to the other until you
reach the vertebrae. At this point you can almost pull the flesh
from the rest of the bone, but keep swiping until you reach the
fatty part of the belly. Cut your fillet away from the carcass at
that point. Don’t cut that sack! You are very close here. Doing it
this way will leave the head and tail completely intact with the
carcass, and you simply throw it away or save it for stock.
Now that you’ve pulled both fillets, it’s time to skin the
fish. You don’t have to skin a fish. For grilling, you might want
to leave it on, but for this little ditty coming up, skin it!
Lay the fillet skin side down on the board. Use a sharp chef’s
knife for this part (I always keep one on board, wouldn’t think
of leaving home without it). From the tail end, with your knife
parallel to the board, make a cut between the flesh and skin as
best you can, about one inch long. Now, lift the flesh and make
a cut through the skin long enough to slip your index finger
through. Now you have something to hold onto. With your finger in the hole, and your knife almost parallel to the board (sharp
edge away from you), again, start working the blade in a gentle
sawing motion between the skin and flesh. Don’t force the blade
forward. Feel the edge of the blade along the skin. You’ll find
the correct angle. If you’re too perpendicular, you’ll cut through
the skin; too parallel and you will gouge the flesh.
There you have it, two nice boneless, skinless fillets. One
last thing: You will notice a dark line of flesh down near the tail
on both fillets. To be safe, cut these out. They can also hold some
oil that could tarnish the flavor of the fish.
Rinse the fillets in saltwater first and then quickly in drinking water (saves on freshwater use). Put them in a Ziploc bag
(another thing I like to keep on board), press all the air out and
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chuck ‘em in the reefer.
Okay. It’s time to cook!
Did I mention, you’ve all started drinking the “good” rum
by now?
Get the salsa fresca (in English, that’s fresh sauce) out of
the refrigerator. It’s also in a Ziploc. You made a batch up as
part of your provisioning list the night before you left the dock.
SALSA FRESCA
3 medium ripe tomatoes (diced small)
1 medium, sweet onion (diced small)
2 tablespoons fresh garlic paste (rounded tsp. of salt included)*
1/2 cup finely chopped parsley
1/2 cup basil
3/4 tsp. black pepper
3/4 shot glass of olive oil (Eyeball this and keep the shot glass
clean for the rum.)
The juice (4ounces) of one ripe Florida citrus fruit. You choose.
They all work well. Lemon, lime, orange, even grapefruit-particularly ruby red. Have some fun changing the flavor of your
salsa right here. You might even try a combination of two or more.
Toss all the ingredients together in a clean bowl. Transfer to an
air-tight Ziploc and you have a neatly packed, well-preserved
sauce/condiment on hand. Kept cold, it will last 10 days easily.
* To make the garlic paste, pull off three nice big cloves from a bulb.
With the palm of your hand, press and crack the skin. It should peel off
easily if you are assertive enough. Then with the garlic peeled, hold the
chef’s knife with the flat of the blade over one clove and smack it with
your fist (not so hard that it splatters all over, but hard enough that it
crushes it flat). Do this to all three cloves. Pull the garlic meat together
on the board and cover with the salt. With the sharp edge away from
you, use the flat of your blade again. Start scraping (toward you) the
salt into the meat of the garlic. Alternate chopping, scraping and pulling together until you have a smooth paste. When you get the hang of
this, it goes really fast.
NOW FOR THE ENTREE!
Get a saute pan (big enough to hold the fillets — cut them in
half if you need to) ripping hot on your stove top. Add three
cups of salsa fresca to the pan. It should dance and bubble and
spit and make all kinds of noise. In other words, sear the sauce.
Let it bubble until it starts to get out of control. This is your cue
to add the fish. Lay them on top of the sauce.
If you have these on hand, toss in a handful each of chopped
Italian or Greek olives and marinated artichoke hearts. I like to
keep marinated veggies on hand. It’s the easiest way to have
access to vegetables while cruising. A lot of companies are packaging them in plastic now, and that makes it easy to store on
board, or you can make your own ahead of time, like the salsa.
I’ll write more about that in a future article.
Add a 1/2 cup of dry white wine (serve the rest with dinner), give the pan a shake or two, cover it tightly, and turn the
heat down to simmer for five minutes.
Meantime, you have a quart of water boiling with a teaspoon of olive oil and a shake of salt in a pot on the other burner.
We’ve got a two-burner alcohol stove on our boat and nothing
else. It hasn’t stopped us from having a good meal yet.
You’ve also added three handfuls or so of dry orzo (tiny riceshaped pasta) to that water, and you’ve been stirring it occasionally until it is al dente.
While the fish is simmering, you can drain the pasta (reserve the liquid if you want to make that fish stock). Keep the orzo
in the pot and add a 1/4 stick of soft butter. Coat it nice and even.
By now, you’ve talked one of the crew into making the salad,
and it’s on the table, which is set. It’s time to plate up. Use a
dinner plate with a bit of a lip or a shallow soup bowl. Spoon
the orzo into the center of the plate. Then place a nice hunk of
fish on top. At last, spoon the sauce over the top of everything
and serve!
Catching, cooking and sharing a good meal with good
friends and great laughs while sailing on the west coast of
Florida. Life doesn’t get much better than this.
Celeste Dorage and partner Diane Parker keep their Islander
36-foot sailing sloop on the Intracoastal Waterway in Cortez,
FL. They are presently offering sailing charter/cooking excursions on and around the Gulf Coast of Florida. For more information on cooking/sailing packages call: (941) 795-2338 or email at dparker9@tampabay.rr.com
Celeste and Diane are also the owners of Anchovies in
Boston, MA. They have owned and operated this bustling hot
little neighborhood spot for over 13 years. Between them they
can boast over 50 years’ experience in the food and beverage
industry. Their resume includes awards and critical acclaim
from well known publications — Bon Appetite, Gourmet, The
Boston Globe, Boston, Rolling Stone and a spotlight on the t v
Food Network. Anchovies is located at: 433 Columbus Ave.
Boston, MA. (617) 266-5088.
Southwinds would like to hear from you. E-mail letters to the editor: editor@southwindssailing.com
Southwinds
October 2003
47
SALVAGE
Towing + Salvage = Pirates
Or, “I went to get ice and
they salvaged my boat”
By Capt. J. Michael Shea, JD
A
gentleman recently called me and explained that while
he was off getting some ice for his boat, a local salvor
salvaged his boat. He was on a sailing vacation in the
Florida Keys. He anchored outside a local marina and took his
dinghy to the marina to purchase ice. A short time later he returned to find some guy towing his boat. On stopping the tower
he was informed that his boat was in “peril” as it was dragging anchor and that the salvor was only helping out by pulling the vessel to safety. The “Good Samaritan” had the name
of one of the well-known towing companies painted on the
side of his boat.
On returning to his homeport, the sailor was appalled to
find a bill for $5,000 waiting for him from the salvor. The sailor
was even more upset when I suggested that he turn the matter
over to his insurance company for payment. The long and short
of it is that his boat was valued in the range of $80,000, and the
salvage laws would allow a claim up to one-third the value of
a salvaged vessel.
The key here is the word “peril.” The sailor said it was
possible that his boat was dragging anchor and may have been
heading for the shoal area. That coupled with the fact that there
was no one on board the vessel gave rise to the opportunity for
the salvager to jump in and “help” and make a claim for a salvage fee. They will and do.
To understand this totally unfair situation, we must look
to maritime law of the past. In the days of old sailing cargo
ships, the salvage lien was established to encourage other passing ships to help a vessel in “peril” (damage). The vessel that
rendered help (salvor) would be entitled to a maritime lien up
48
October 2003
Southwinds
to one-third the value of the salvaged vessel and her cargo.
This principle is still good law today. There are salvage companies with large ocean-going tugs stationed around the
world in heavily traveled sea lanes, waiting for the opportunity to “help” a ship that develops a problem.
The other side of the same coin is “towing,” which is a
service contract as opposed to salvage, that is a voluntary helping of a vessel which is in peril. The recreational sailor of today needs to understand the difference between the two. Even
though you may have a contract for towing services with one
of the well-known and reputable towing services, you can
still get taken and have a salvage lien placed on your vessel.
It is a close line between towing a boat and salvaging a vessel
that is in peril. In the recreational towing business there are a
number of independents or franchisees, who work under the
name of one of the national companies. They are often marching to a different drummer than their parent company. What
can start out a tow can end up a salvage if the situation changes
so that the vessel is in “peril.” Say the vessel “looks” like it is
going to sink; now the tow has changed into salvage, or so
they argue. It can become a salvage if the salvor believes the
vessel is in peril when he gets to you, or after he gets under
way with the tow. You are maybe only out of gas and stuck
on a sand bar, but if you are in danger of losing your vessel to
the sea, the situation may change from tow to salvage.
I once had a case where a diving charter company’s boat
coming back from the Dry Tortugas lost a raw water hose
and was taking on water some sixty miles off the coast of
Florida. The owner of the vessel was called two or three times
by the local towing companies, who were fighting for the
anticipated towing contract. They assumed he had insurance
and that they would be paid by the insurance and that it would
be a handsome fee for the job. A passing shrimp boat picked
up the crew, passengers and the vessel. The owner of the vessel took another boat and arrived on-site off-shore in a few
hours, only to find a towing company had already arrived.
They begged him to let them have the towing job and said,
“After all, it is your insurance company that will be paying
us.” Reluctantly he agreed to let them tow the vessel. The
towing company asked to take the vessel to Key West. The
owner declined and directed them to take the boat to his
homeport. After the owner left the site with the passengers
and crew, the towing company took the vessel to Key West.
Once there, a salvage lien was placed on the vessel, claiming
the tow became salvage because the vessel almost sank on
Morgan Stinemetz photo
the way into port. When a complaint was registered with the
national towing company whose name was painted on the
side of the towing vessel, they refused to get involved, saying
the drive boat was not one of their customers, and the towing
company was free to operate as an independent contractor.
The owner’s insurance company refused to pay the salvage
bill, which was in the thousands. The salvor arrested the vessel for the salvage lien and storage. In the end the insurance
company paid the owner the total loss amount under the
policy, which was not enough to release the vessel, and even
though the owner wanted the boat back, he lost his boat.
Still another case was the old gentleman who had a towboat operator knock on his back door and inform him that his
boat had come off one of the davits holding it up. They offered to help the old gentleman get the boat back on the davit.
A few days later he got a bill for $ 4,000 for salvaging his boat.
His insurance company reluctantly paid.
I should say something regarding whom you call when
you are out there, out of gas, or with a dead battery. If you
have a contract for emergency coverage, call them and follow
the advice at the end of this article. If you have no contract for
emergency coverage, call the Coast Guard. If there is no one
in danger and no one injured, they are required to make a
broadcast for commercial assistance or to anyone who wants
to render assistance. You can get the commercial guys to give
you a quote over the radio or by cell phone. Get two or three
quotes before you engage someone. Some times there is a
Good Samaritan in the area who will hear the broadcast and
come to your aid. There are also volunteer organizations in a
lot of areas. In my area there is an excellent one run by Eckerd
College, who will tow you back to a “safe haven” for a voluntary donation. There is also the Coast Guard Auxiliary in
many areas, who may be able to tow you to a “safe haven.” If
you do not take commercial assistance and the passengers
and property will eventually be in danger, the Coast Guard
will come to your aid. But this is only after you have rejected
commercial assistance and there is a possible danger (nightfall is coming, changing weather, etc.). None of these groups
are required to tow you to your homeport, only the nearest
“safe haven.”
So how do you protect yourself from the modern day
towboat/salvors?
• Keep your vessel and equipment in good working
order.
• Carry spare parts.
• Know your boating area and the shallow areas.
• Have a checklist for your boat and use it each time
you go out — check the fuel and batteries.
• Have a towing/emergency contract for your vesselresearch what it covers and does not cover-find out
who the local towboat operator is for your towing
contract-and then check them out.
• If you use a towing company, get a clear understanding that it is a towing contract and not a salvage
operation. Remember they can still get you if a peril
develops after the towing starts.
• Try to raise one of the volunteer organizations that
may be in your area.
• If all else fails, and if there is a danger developing,
the Coast Guard will come out.
The opinions in this article are those of the author and not
those of the U.S. Coast Guard or any other entity.
If you have a boating legal (sailing) question, please drop
me a note care of Southwinds or e-mail me at mshea@gte.net
Capt. J. Michael Shea is a maritime attorney in Tampa and
holds a master’s and harbor pilot’s license. He has coauthored law books in the maritime field, and teaches and
writes articles on maritime law. He has served as a marine
investigator for the United States Coast Guard.
Southwinds will be publishing an article by Michael Shea
in the November issue about the rights of boats that are anchoring. Any other topics that readers would like to see covered please contact editor@southwindssailing.com.
Any comments or thoughts about this article, or the subject matter? Southwinds would like to hear from you. E-mail letters to the
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October 2003
49
E-MAIL
Scrunch-a-Bunch:
E-mailing Pictures from Your Boat
By Gary Jensen
I
magine yourself under a palm tree enjoying a cool, refreshing beverage in some tropical anchorage during the heart
of winter. Now imagine how pleased your friends and family back home will be when they receive an hour-old picture
of you luxuriating in this tropical environment. Finally, imagine how convenient it is to be able to send these pictures from
the comfort of your own boat while at anchor or under way,
using an SSB-based e-mail system like Sailmail or Winlink2000
(WL2K). All we have to do is snap a shot or two with our
snazzy new digital camera, download the pictures, attach them
to an e-mail, push “send” and we’re done. Right? Well, not
quite. Like everything else in life, things are a bit more complicated than they first appear. The complication is that photo
files generated by digital cameras are too large to be sent over
SSB-based e-mail systems, and must first be “scrunched” before sending.
THE PROBLEM
A typical color photo taken at medium resolution with a digital camera generates a 200K to 300K bytes (KB) .jpg file. The
nominal throughput speed of the Pactor technology used by
Sailmail and WL2K is about 0.5KB per minute for Pactor-I,
2KB for Pactor-II, and 5-6KB for Pactor-III. While this is adequate for text-based e-mail, if you do the math, you’ll quickly
see that it takes a long time to send a 200-300KB photo.
E-mail systems transfer data in little chunks called packets. Each packet that’s sent/received comprises the data we
want to transfer, plus additional controlling data like start bits,
stop bits, error correction info, etc. This controlling data, called
“overhead,” accompanies each data packet sent, adds to the
total amount of information being transferred, and further increases the length of time needed to send your picture.
Weak signals, signal fading, and interference further degrade system performance making it necessary to repeat packets several times before they are successfully received. This
slows throughput even further.* As a result of these factors,
the folks at Winlink recommend that WL2K users limit file
attachments to no more than 10KB for Pactor-I users, 45KB for
Pactor-II users, and 80KB for Pactor-III users. Sailmail users
get one-third the daily connection time that WL2K users get
(10 minutes versus 30 minutes), making the maximum practical file attachment size for Sailmail users one-third or less the
WL2K maximum.
era appear large and fill the monitor screen. Most of us, however, are accustomed to viewing photographs in a smaller 3inch x 5-inch format. Since a large photo contains more data
than a small photo, the next step in scrunching photo files is
to make the physical size of the displayed photo smaller.
The final step is to save the .jpg file in the smallest size
possible while maintaining acceptable picture quality. This is
frequently referred to as Image File Optimization. Graphic
editing programs like Adobe Photoshop LE, Microsoft Photo
Editor, and Ulead Photo Impact, ** have an adjustable filesaving utility that permits choosing between maximum file
compression at the expense of picture quality and the best
picture quality with less file compression. Figure 1 shows the
image optimization screen integrated into Photo Impact. The
left-hand photo is the original 283.4KB photo. The right-hand
photo is a real-time display of the picture as file compression
is adjusted by the slider. In this example the file was compressed
to 11.8KB while maintaining acceptable picture quality.
SENDING PRINT QUALITY PHOTOS:
What if we’re writing an article for a publication like
Southwinds and want to include printable quality pictures?
How can we send these pictures? The short answer is to go to
an Internet café. Here’s why:
Visualize the Sailmail/WL2K system as a half-inch water hose. Think of the water that flows through the hose as
your picture data, and think of an empty 11,000-gallon swimming pool as where the data needs to go for publication. With
our half-inch hose it’s going to take about a day and a half to
fill the pool. If time isn’t a problem, we turn on the water, let
it run, and we go away for a day. If, on the other hand, it’s hot
out and we’re anxious to go swimming, we look for more or
bigger hoses. Adding a second hose effectively doubles the
flow rate, and the pool fills in half the time.
The same situation exists with sending a 300-KB picture
of printable quality. Regulations limit the bandwidth of the
e-mail signal to 2.4 kHz. Think of this as defining the size of
THE SOLUTION
Most digital photographs are viewed on a computer monitor;
they are not printed. A monitor has a display resolution of
only 72 pixels per inch (ppi)1, while digital cameras take pictures at much higher resolutions. Since the computer monitor
can only display 72 ppi, any data in excess of 72 ppi is wasted.
Therefore, the first step in scrunching photo files is to reduce
the resolution to 72 to 96 ppi.
Digital photos when displayed as they come from the cam50
October 2003
Southwinds
The three steps to reducing the size
the datahose. Our options then are to
of a photo file are:
figure out how to either shove data
down the datahose faster or how to stay
1. Reduce the resolution of the picconnected longer. The Sailmail/WL2K
ture to between 72 and 96 dpi.
systems are shared systems with many
2. Shrink the picture to 3 x 5 or smaller.
users, so the length of time we can stay
3. Use the Image Optimization fileconnected to the system is necessarily
saving utility that came with your
limited. Therefore, neither of these congraphics editing program to
straints is likely to change. A lot of enchoose the best compromise begineering by some pretty smart folks
tween picture quality and file size
has gone into figuring out how to stuff
when saving.
more data down the datahose, and over
a relatively few years they have given
WL2K users wanting to read more
us technology that is about 10 times Figure 1: PhotoImpact 8 Image Optimization Screen
on the subject can access the article
faster than the original Pactor-I; fantastic for sending/receiving e-mail (the task for which the sys- “How to create smaller picture files with Microsoft Photo Editem was originally designed), but still not fast enough for tor,” by Jim Corenman, through the WL2K catalog sheets (WINlarge file transfers. Consequently, if we want to attach large DOW, CATALOGS, WL2K_HELP, PHOTO.REDUCE).
files to an e-mail, we’ve still got to either connect to the
Internet through a hardwired modem, or go to an Internet FOOTNOTES:
café.
* This is also true for line-based packet-based systems like telephone
modems, cable modems, DSL, computer networks, etc.
SUMMARY:
SSB-based e-mail systems are designed to give cruising sail- ** Some of the more common Imaging Editing Programs containing
ors the ability to send/receive e-mail from their boats when Image Compression Utilities are: Adobe Photoshop LE & Adobe
at sea and at anchor, and Sailmail/WL2K meet this design Photoshop (www.adobe.com); Advanced JPEG Compressor
objective admirably. These systems are, however, slow by (www.minsoftmagic.com); Image Optimizer (www.xat.com); Microsoft
today’s standards, and the relatively slow throughput places Photo Editor (www.microsoft.com); Ulead PhotoImpact
limitations on the size of file attachments that we can send. (www.ulead.com); 1 Source: http://graphicdesign.about.com/library/
Armed with an understanding of some of the basic relation- weekly/aa070998.htm
ships between image resolutions, monitor display capabilities, camera resolutions, and file sizes, we can make intelli- Gary Jensen owns and operates DockSide Radio
gent decisions on how to best work within the system limita- (www.docksideradio.com), and specializes in Sailmail & WinLink etions. Since we users can’t increase Sailmail/WL2K system mail systems. Gary and his wife Peggy lived aboard their Hans Christhroughput, and we can’t extend our allowed connection time, tian 38T for three years cruising the West Coast of the United States,
the remaining variable under our control is file size. There- Mexico, and the Sea of Cortez, and now live in Punta Gorda, FL.
fore, to make the system work for us we need to reduce the Gary can be reached at (941) 661-4498, or by e-mail at
misc@docksideradio.com.
size of the files we are attaching.
Southwinds
October 2003
51
SOUTHERN SAILING
Kinetics: Choose Your Sailing Game
By Dave Ellis
O
ther than the perennial complaint about handicap rating
systems, the complaint du jour in sailboat racing is the use
of kinetics in smaller craft.
Anyone who ice-skates or Roller Blades is familiar with kinetics. They use their body movements to propel themselves. A kid
can sit in a chair and, by jerking forward and making a sudden
stop, make the chair scoot forward with dispatch.
If you want to get your boat from the hoist to the dock, simply
rock it back and forth, even if there are no sails hoisted, and surprising speed can be attained. Simply rocking the boat rhythmically propels it forward. With sails set for a close reach and the
vang loose, the effect is even more pronounced
We are not talking about sculling the rudder. (One recent Learn
to Sail student wrote in her US SAILING test answer sheet that
sculling was the act of hitting one’s husband over the head with a
marlinespike.) .
Today, “ooching,” lunging forward and stopping suddenly, is
illegal under the rules. Rocking the boat is illegal. Sculling is not
allowed.
But depressing the bow with body weight when a wave makes
this the thing to do is okay. How fast and energetically can you do that?
Turning the boat by heeling to weather when falling off and to
leeward when heading up is legal. How often can you do that?
Can you “torque” your body forward and out to help the turn off
the wind or back quickly to help the bow turn up? How energetically? At what point does a fast stop of the torque make it ooching?
Trimming the sails is certainly legal. How often can you do so
while reaching along in very light air? Every three seconds? More
often? Less? Judges look for the “flicking” of the leach of the sail.
An extreme example of kinetics is used, legally, on sailboards.
Their free-standing sail can be “rowed” in the wind. Push the rig
forward while it is aligned with the hull, then square the wishbone
and pull back. Do this repeatedly and an energetic “sailor” can get
to near-planing speeds. Off the starting line the windsurfer competitors jerk their sails maniacally, taking advantage of the “double
the windspeed, four times the power” principle to go faster. The
hot boardboaters pump the sails all around the course. It certainly
works. The windsurfing-boardsailing group have decided that it
is part of their game.
“Working the boat” through body movements is nothing new.
My dad would holler out to me in my pram in the early 1950s,
“Don’t sit there like a bump on a log. OOOCH down those waves!”
Years ago a letter to the editor of what was known then as One
Design Yachtsman magazine complained about the maxi boats of
the day using electronic aids such as loran and radar and electronic compasses. “This is not true sailing,” they exclaimed.
An answer was offered by a still-active big-boat sailor. He
opined, “That’s our game. If you would like to buy a 72-foot racing
sailboat and play our game, you are welcomed.”
Today we have electronic indicators and autopilots that can
sail a boat more accurately than the most skilled sailor. Happily
52
October 2003
Southwinds
they cannot yet anticipate situations, or we might as well
watch our own boat on a video screen. Electronic aids are
accepted in some sailing circles and prohibited in others.
Choose your game.
The Laser class does not allow even a simple electronic
compass. That’s their game.
What about kinetics? Again, choose your class well. It is
an ongoing discussion in the Laser class. Some want to be
allowed to work the boat more. Some are adamant that they
go too far. Judges are being trained to try to get some consistency to racing.
I once sailed a race with a former top European 470 racer
as crew. At the start he said, “Go, come on, let’s go!” in a heavy
French accent. Well, I was going and with a good start. What
did he mean? He revealed that in Europe they sculled straight
upwind for the first hundred meters or so, then everybody
settled down and sailed the boat. It was accepted.
In the heyday of the huge Red Lobster Cup, I arrived in
my Laser at the first windward mark in light air with the
likes of Ed Baird in a bunch in the lead. Just before the
mark, another competitor “fell” to the low side of his boat,
jumped back to the windward side and propelled himself
ahead of us around the mark. A voice came from the JY-15
fleet just ahead of us on the course saying, “That’s why I
don’t sail Lasers anymore.” It was Peter Commette, perhaps the most extreme kinetics sailor of all. He had won the
Laser Worlds. Yet he had decided that this was no longer
his game.
After going around that mark, I heard a familiar voice
behind me say, “Hey, Ellis, let’s see how we can do without
cheating.” Well, I ended up in mid-fleet with Dick Tillman
just ahead of me.
In the Laser, the use of body movements is accepted by
the sailors in the class. If you don’t like that kind of sailing,
you may be happier sailing another kind of boat.
Catamarans are faster and don’t respond well to kinetics. Boats with lead in the keel are less responsive. Those
smaller keelboats, such as the J-22 that can be “manipulated,”
are controlled by their peers. Hanging on the shrouds to accentuate a roll tack, for example, was disallowed. Crews were
pulling the shroud out of the end of the spreader, with predictable expensive results.
Perhaps the college sailing teams have made kinetics
more of a problem to mainstream sailors because much more
aggressive kinetics are taught, used and accepted at college
events. That’s their game. These sailors enjoy lots of coached
practice and exceptional competition. When they get out of
college and go on to the Snipe or other small boat, they often
win. But it is difficult for them to lose the kinetics to do so.
So, hard feelings are expressed, judges get in the act, rules
are again re-written and much ink is placed on paper.
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RACING & REGATTAS
Race Reporting & Photographs Wanted: Southwinds magazine is always looking for writers and photographs
for sailboat races in the Southern Sailing Community. Contact editor@southwindssailing.com
WEST FLORIDA
SARASOTA SAILING SQUADRON
LABOR DAY REGATTA
By Morgan Stinemetz
The 57th Annual Labor Day Regatta at the Sarasota Sailing
Squadron brought the 288 racing sailboats two perfect days of
late summer weather and great competition for two straight
days. Winds on Sunday, the second day of competition, were
still from the southeast, but had more punch than the previous
day. Whitecaps speckled the surface of Sarasota Bay all day, and
some of the more exciting gusts had 18 knots in them, up 10
knots from Saturday.
On the bigger boats, it was a “waterline” kind of day. Steady
winds of more than 15 knots favor larger sailboats, just as lighter
winds favor smaller boats. The even bigger winds that arrived
in squalls, after the sailing was over, turned out to be a minor
distraction only.
Bob Armstrong of Bradenton was unable to hold onto his
PHRF spinnaker class lead from Saturday. Armstrong posted a
fifth-place finish on Sunday in class. Bill and Doug Fisher, father and son, sailing the new-to-them XS managed to pull out a
class win by winning the tie breaker over Richard Gress. Gress
of Sarasota, sailing his J/29, Fat Bottomed Girl, had the same
number of points (6) to tie for first place, but XS won the last
race to pull victory out of the fire.
In PHRF non-spinnaker, it was Bob and Cathy Willard of
Palmetto winning in their vintage Morgan 22, Flash. The boat is
both quick and well-sailed. The Willards posted a line score of
1-2-1. The closest boat in class had double the number of points.
The tiny — three boats — true cruising class went to Bob
Miller of Bradenton in Miller Time, a Catalina 36. Miller had a
line score of 2-1-1, pulling ahead when it counted. Miller’s boat
was very fast in the last race on Saturday and in Sunday’s race.
The second-place boat in class was at least three minutes behind Miller on handicap on Sunday.
Ft. Myers; 2. Christopher Enger; Sarasota; 3. David Hernandez, Miami.Laser: 1. Jeff Olson,
Sarasota; 2. Kyle Shattuck, St. Petersburg; 3. Robby Brown, Jacksonville.Flying Scot: 1. Michael
Roberts, Largo; 2. Chuck Leib, Sarasota; 3. Charles Flowler, Miami.SR Max: 1. Charlie Clifton,
Sarasota; 2. Dave Olson, Sarasota; 3. Tim Miller, Sarasota, Sunfish: 1. Paul Strauley, Casselberry;
2. Tony Elliot, Ft. Lauderdale; 3. Dave Kaighin, Sarasota.Inter 20s: 1. John Casey; 2. Jay Roth;
3.David Ingram (home towns not available) Multihulls: 1. Tony Vandenoeve, Sarasota; 2.
Jennifer Lindsay, Gulfport; 3. Chuck Pickering, Orlando.
CORTEZ YACHT CLUB 1ST ANNUAL LABOR DAY RACE
SEPTEMBER 7
Cortez Yacht Club 1st Annual Labor Day Race. Bill Hoffman photo.
The newly formed Cortez Yacht Club, located in beautiful
Cortez, FL, held its 1st Annual Labor Day Race on September 7.
Departing from the famous Seafood Shack Marina located near
the Cortez Bridge, participants headed north for the race held
in Tampa Bay near the mouth of the Manatee River. Following
several days of rain brought on by Tropical Storm Henri, racers
Results: PHRF Spinnaker: 1. XS, Custom 41, Bill Fisher, Bradenton; 2. Fat Bottomed Girl, J/
29, Richard Gress, Sarasota 3. Tripp Tease, Tripp 33, Bob Armstrong, Bradenton.PHRF nonspinnaker: 1. Flash, Morgan 22, Cathy and Bob Willard, Palmetto; 2. Xcitor, Lindenberg 22,
Ed Luscinskas, St. Lucie; 3. Shear Water, C&C 38, Bob Johnson, Sarasota.PHRF true cruising:
1. Miller Time, Catalina 36, Bob Miller, Bradenton; 2. Reefer, Ericson 27, Morgan Stinemetz,
Bradenton; 3. Pelican, Cal 25, Terry Zimmerly, Sarasota.Opti Green Fleet: 1. Graham Muzra,
Ft. Myers; 2. Michael Popp, Tampa; 3. Parker Polgar, Clearwater.Opti Combined Red, White
and Blue Fleets: 1. Ian Heausler, Tampa; 2. Courtney Kuebel, Clearwater,\; 3. Tommy Fink,
Miami.420: 1. Andrew Vann & Seth Vander Stelldt, Tampa; 2. Shannon Heausler & Betsy
Bryant, Tampa; 3. Stepehen Lue & Katie Gallagher, Tampa.Laser Radial: 1. Chris Alexander,
54
October 2003
Southwinds
faced a beautiful day with winds in the 12-15 knot range. First to
cross the line was Danjo, a Morgan 35 skippered by Joe Hunter.
Corrected time gave him a fourth place. Espin Bullock brought
Comet, a Morgan 22, to first place in corrected time. (For more
information see Short Tacks article on the Cortez Yacht Club.)
Results with corrected time: 1; Comet,Morgan 22, 1:10:00, 2; Borax, Tanzer 22, 1:11:00, 3;
Spring Fever, Endeavour 34, 1:18:10, 4; Danjo, Hunter 355, 1:20:00, 5; Remedy, O’Day 37,
1:20:10, 6; Windig, Irwin 43, 1:21:49, 7; Windfall, Seafarer,Allied Seawind II, 1:24:30, 8;
Kestrel, Ericson 38, 1:25:30, 9; Aldebaran, Islander 36, 1:27:45, 10; Once Around, Island Thislte National Championship. Jim Kransberger photo.
Packet 31, 1:31:10, 11; Lisuamo, Albin 34, 1:35:00, 12; Adeline, Bayfield 40, 1:36:20.
(not one to stand, wring hands, waiting) got in all seven races.
THISTLE NATIONAL CHAMPIONSHIP, FORT WALTON Almost everybody who has any interest in the regatta already
must know that Brent Barbehenn strolled away with the major
BEACH YACHT CLUB, FLORIDA, AUGUST 2-8
By Jim Kransberger
Attendance was record-setting at this year’s Thistle National
Championship. Ninety-four competitors from 21 states met and
raced at the Fort Walton Beach Yacht Club, proving that both
demographers and weathermen can be wrong about anything.
The non-central location of the event in Florida’s Panhandle could
have been a limitation, and wasn’t. The seasonal weather pattern, little wind and afternoon showers, only condensed the
weeklong regatta into several very active days, some not so active.
Give credit to George Goodall, principal race officer, for managing the offshore successes. Goodall, former military test pilot
and engineer, pushed hard to get the starts going in uncertain,
shifting first leg wind conditions, showing his understanding
that all had come to compete, not drift about in the bay. After a
big front canceled all races on Monday’s schedule and with the
continuing storm pattern hanging over the area, it was not impossible that this could be an actual one-race regatta. Goodall
silverware. The more important fact is, perhaps, how and why.
Unable to reach Barbehenn (his Thistle site phone number is incorrect), Blair Dryden, the fourth place finisher, offered his insight.
“Basically, Brent was the guy who made the fewest mistakes
of anyone the whole week. He got prior experience for the events
of this week,” offered Dryden. “He spent, with his crew, more
time in preparation.”
Dryden, a perpetual top finisher, offered that the top several
positions were decided by the “one bad race” syndrome. Second
place finisher, Michael Ingham, went right in the sixth race. In
the first five races, right was the preferred side, but not in the
sixth race. He finished 21st in that race. Dryden’s bad race was
an “OCS” last place finish for being over early and not restarting.
Perhaps these mistakes were made by the best fleet sailors
because the pace of the event was so unusual. No racing the first
day, one race the second, two the morning of the third, no racing
that afternoon. As the probability of the regatta being already
over increased as races were postponed, races that presented
themselves were made more important. Whatever points were
available to score had to be scored in what might be the immediate race at hand.
Once the pressure of the competition of winning the regatta
was eliminated from Dryden’s score card (the impossible last
place finish), he promptly sailed to two first-place finishes. He
attributed these two wins to the fact that he “...no longer had to
sail...” against any other particular boat.
Championship Fleet Finishes: 1- Brent Barbehenn, Chris Murphy, Scott Lennox, (NJ) 2-2-41-2-3-4 (18); 2- Michael Ingham, John Baker, Joy Martin, (NY) 1-1-1-2-7-21-3 (36); 3- Eric
Gesner, Judy Gesner, Dan Fien (NY) 9-4-7-10-8-6-4 (58); 4- Blair Dryden, Barret Rhoads, Lauren
O’Hara, (IN) 6-5-5-3-41/OCS-1-1 (62); 5- Craig Koschalk, Karl Bradley, Nick Turney (OH) 1011-10-16-1-9-7 (64)
President Fleet Finishes 1- Loren Hoffman, Chris Granger, Richard Thoma, (MI) 9-3-1-9-22
(22); 2- David Hudson, John Hudson, Sara Cooper, (NY) 1-12-9-1 (23); 3- Sam Brauer, Judy
Hanlon, Tom Lawton, (CT) 10-18-6-2 (36); 4- Craig Smith, Nark Snyder, Alicia Smith, (PA) 215-5-6 (37); 5- Charlie Murphy, Bernie Zabek, (NY) 5-9-8-16 (38)
Southwinds
October 2003
55
RACING & REGATTAS
CAROLINAS
REPEAT VICTORY FOR NORTH CAROLINA
TANZER 16 CHAMPIONS
By Rona Garm
Waccamaw Sailing Club Commodore Butch Blanchard and Past
Commodore Debra Walters make quite a team. At the Tanzer 16
National Championships, Blanchard and Walters successfully
defended their 2002 Championship victory. Racing in conditions
that varied from 8 mph to 28 mph, Blanchard and Walters won
this five-race regatta with finishes of 1,1,3,1,1.
In addition, the team has participated in three US Sailing
Championship of Champions Regattas. This is an annual event sponsored by US Sailing in which 20 National Class Champions compete in provided boats of a determined class in a round-robin series.
Blanchard, a Tanzer 16 racer for 30 years, stated that Walters
has been regular crew and is superb, knowing and anticipating
his actions and able to compensate for his lapses.
A high-performance daysailer, the Tanzer 16 is usually raced
with two people. What is unusual for a two-person boat is that
the Tanzer is sailed with a spinnaker. The Tanzer 16 Class Association is based in the Raleigh area and State, District, and National Championships are held each year in North Carolina. Of
the approximately 2,000 boats built, the majority are found in
fleets along the East Coast from Canada to the Southeast.
NORTH CAROLINA SAILORS: LIGHTNING LEADER TRAVELS TO CHAMPIONSHIPS AUGUST 15-22
By Rona Garm
Representing the Southeastern Lightning District (SELD) and
Fleet 511 (Wrightsville Beach, NC), Skipper Pierce Barden with
crew Paul Whitesides and Gib Gibson traveled to the Cedar Point
Yacht Club in Westport, CT, for the Charles Schwab Lightning
North Americans 2003.
Held August 15-22, the event attracted top names from
within the class and the sailing industry. Lightning boat builders and sailmakers were heavily represented in the 67-boat fleet
as both helmsmen and crew. Two days of qualifying races divided the fleet — a Championship Series for the top half and the
President’s Series for the bottom half.
Sailing off Saugatuck Island, Lightning 14941 and her skipper and crew performed well during the qualifying days, both
in breezy conditions and then again in lighter air. With one first
and two fifths, they were well placed to advance to the Champi-
56
October 2003
Southwinds
Lightning sailors Pierce Barden, Gib Gibson, Paul Whitesides III
Photo by David Grossman, Gurnet Road Photography, www.gurnetroad.com
onship Series. Competing against the boatbuilders, sailmakers,
and professional sailors, the Wrightsville Beach boys showed
their competitive spirit and took home another fifth as their
best finish. With most finishes well above mid-fleet, a dead last
finish (awarded on a penalty) hurt their overall standings, yet
they still left with a very respectable 27 at the end of the week.
Barden, Whitesides, and Gibson were also on hand for the
gifting of Lightning #1 to the Mystic Seaport Museum. Over 60
years old and the original boat of designer Olin Stephens, the
boat was presented to the museum as a gift from the International Lightning Class Association.
Barden and crew were the only Lightning from the Southeast Lightning District (North Carolina, South Carolina, Georgia) to qualify to compete in the event.
MELGES 24 — CHARLESTON HARBOR CHALLENGE
By Dan Dickison
Now in its fourth year, the Charleston Harbor Challenge drew
21 boats to the Charleston Yacht Club this weekend for a lively
seven-race series that witnessed winds ranging from six to 20
knots and a few knock-down puffs well in excess of that. For
two days boats from as far away as Tennessee, Florida, Georgia
and Virginia joined eight local boats to compete around the
buoys in the Holy City’s tide-strewn harbor. When the spray
finally settled, local sailors Ross Griffith, Miles Martschink, Bill
Hanckel, and Bill Milling sailing aboard Moving Target emerged
as the winners, the benefactors of superbly consistent tactics
and boat-handling.
Saturday’s initial contest got under way in a waning ebb
tide and southwest winds that rarely surpassed eight knots. As
the top three boats converged on the weather mark, the wind
gods took a powder, and what was also the Atlantic Coast
Championship momentarily became a driftathon, with the fleet
enduring a nearly complete inversion. Almost as quickly as the
wind had gone limp, a marginal breeze reappeared, and the
race committee was able to score the first of five races that day,
giving Charleston’s Omalley Avant on USA 98 the first victory.
Throughout the day the breeze direction remained relatively
stable as the winds built toward 15 knots. After one general
recall, Race 2 got under way in roughly 12 knots of wind. Travis
Weisleder’s crew on Carloan.com out of Virginia started clean
and hit what few shifts there were to round the top mark with
a comfortable lead. They managed to hold off the Gregory, Hill,
Scholtz team on Satisfaction (out of Atlanta) and grab a bullet in
that contest, and then duplicated that feat in Race 3.
For Race 4, the winds intensified to the point that some
boats were able to plane on the leeward legs, if only for a few
seconds at a time. In that contest, Griffith and his team on Moving Target finished first.
A slight moderation in the wind strength developed for
Race 5, though there were still a few puffs that could promote
planing. After a dismal 15th in Race 4, the Pitt-Shafer syndicate
on board the Florida-based Tommy Bahama redeemed themselves
by grabbing a hard-won bullet in this contest. Tight on their
transom Satisfaction and Carloan.com, each inched closer to the
regatta leader Moving Target (sixth place in that race) as the day
closed out.
After a treat of limitless shrimp and draft beer on Saturday
night at the yacht club, the competitors suffered through a hot,
windless morning on Sunday, but were ultimately treated to 12
to 15 knots out of the southeast, setting the stage for two contests that featured the most stable winds of the entire event.
Doug Kessler and his Atlanta-based team on board Liberty took
the first race.
In the final contest, Moving Target worked out to a nominal
lead by the first weather mark, with Liberty and When Pigs Fly rounding in hot pursuit. Griffith and his team aggressively protected their
turf throughout the ensuing three legs to cross the finish line and
take the gun, solidifying their claim to the overall win.
The Charleston Harbor Challenge was scored with a throwout factored in, leaving Moving Target with 15 points, followed
by Satisfaction with 23, and Tommy Bahama with 24. Fourth place
overall went to Mark Marenakas of Charleston and his crew on
board Paddlefoot with 30 points. A three-way tie for fifth involved
Carloan.com, Liberty, and When Pigs Fly, and the existing provision for breaking ties finished the boats in that order. Log on to
www.charlestonyachtclub.com for more info.
UPPER GULF COAST
2003 BIKINI REGATTA, NAVY YACHT CLUB,
PENSACOLA, FLORIDA
By Kim Kaminski
Women sailors battled the elements during the 2003 Bikini Regatta. This female sailing event was held in Pensacola, FL, by
the Navy Yacht Club on the Pensacola Naval Air Station.
Twenty-five sailboats made their way around the waters of
Pensacola Bay while the wild, savage winds increased throughout the day from 13 to 15 knots up to 21 to 22 knots out of the
west. This unique competition allows each boat in the contest
2003 GYA Women’s PHRF Champions – the sailing team from Atlantic
Union. Kim Kaminski photo.
to be manned by only a female skipper, and at least 50 percent
of her crew must also be female. Navy Yacht Club Fleet Captain
Dick Piatt sent the competitors on three different race courses
(one for each racing class) to make this sailing competition a
challenging one. The Spinnaker Class (12 boats) was sent on a 2
1/2 times windward/leeward course of 10.26 miles while the
Non-Spinnaker Class (eight boats) sailed a 9.54-mile course and
the Cruiser Class (five boats) sailed 7.07 miles.
These lady sailors had to deal with many challenges
throughout the race day: the increasingly strong west winds,
the threatening skies that lingered around the race area in addition to a large cargo-carrying barge which made its way across
the bay and in the middle of the race course. Although the rains
did not become a factor until after the racing was over, the barge
did make its presence known to a large number of the race competitors.
Race Results: SPINNAKER A - 10.26 miles, 1st - Phaedra - Kadie Schuster, 1:29:14 (active
duty female, sailor); 2nd - Atlantic Union - Rachael Gillette, 1:37:38 (All-Female) - 3rd Place
All-Female 3rd - Awesome - Linda Thompson 1:39:11 (All-Female); 4th - Forerunner - Chris
Ridgeway1:49:27; 5th - Turkey Wings - Paula Leffmann DNF (All-Female); SPINNAKER B 10.26 miles - 1st - Jackpot - Grimm/Casanova, 1:29:30 (All-Female) - 1st Place All Female;
2nd - Gotcha - Louise Bienvenu,1:30:54; 3rd - Forever Mind - Suzanne Riddle, 1:31:44, 4th
- Jazz Nancy Marshall, 1:36:01; 5th - Applejack - Kim Kaminski, 1:36:06 (All-Female, active
duty female sailor) -2nd place All-Female; 6th - Achusi - Glenda Mayo, 1:37:01 (All-Female)
7th - Cuda Been Paris - Molly Klaas 1:40:40 (All-Female);1st in Spinnaker Fleet - Phaedra Best
Finish Spinnaker - Active Duty Female Sailor - Phaedra Best Fleet Finish Spinnaker - All Female
Crew - Jackpot Honorable Mention - 2nd Place All Female - Applejack , 3rd Place All Female Atlantic Union NON-SPINNAKER A - 9.54 miles 1st - White Lightning - Wolfe/Agnew1:47:03
(active duty female sailor) 2nd - Sundance - Sharon Kearley, 1:47:45 (active duty female
sailor) 3rd - Delphina - Denise Hair, 1:51:58 (All-Female) 4th - Intrepid - Shannon Jennings,
2:18:28, NON-SPINNAKER B - 9.54 miles, 1st - Ez-Duz-It - Julie Connerley, 1:53:46 (AllFemale) 2nd - Jes-Be-Me - Be Gobeli, 1:56:05 (All-Female) 3rd - Dame - Carol Dueker, 1:58:03
(active duty female sailor),4th - Go Bananas - Deborah Davidson, 2:08:20, 1st in Non-Spin-
Southwinds
October 2003
57
RACING & REGATTAS
naker Fleet - White Lightning Best Finish Non-Spinnaker - Active Duty Female Sailor - White
Lightning Best Finish Non-Spinnaker - All Female Crew - Delphina Honorable Mention - 2nd
Place All-Female - Ez-Duz-It , 3rd Place All-Female - Jes-Be-Me CRUISER CLASS - 7.07 miles, 1st
- Don’t Worry - Jessica Collins, 1:19:19; 2nd - Frolic II - Joyce MacMillan, 1:25:27; 3rd - Kellie Suzie Page, 1:31:03, 4th - La Bodega - Sue Schumann, 1:34:31 (active duty female sailor), 5th - Two
La Dums - Edna Ball, 1:35:19 (All Female, active duty female sailor), Best Finish Cruiser - All Female
Crew - Two La Dums Best Finish Cruiser - Active Duty Female Sailor - La Bodega
16TH ANNUAL RACE FOR THE ROSES —
GYA WOMEN’S PHRF CHAMPIONSHIP,
PENSACOLA BEACH YACHT CLUB, JULY 26-27
By Kim Kaminski
The Gulf Yachting Association’s Women’s PHRF Sailboat Championship was held by the Pensacola Beach Yacht Club in
Pensacola, FL, on July 26-27. This all-female sailing event known
as the Race for the Roses enticed 12 Spinnaker boats and four
Non-Spinnaker boat competitors into testing their skills during
this year’s competition in the PHRF. (Performance Handicap Racing Formula) class. The competition weekend also included racing contests in three different one-design fleets - Sunfish, Zuma
and the Flying Scot for a total of 33 boats filled with women skippers and their crews.
The weather conditions these lady athletes endured over the
two-day regatta included warm temperatures ranging in the low
90s, high humidity with heat indices up to 100 degrees along
with the usual afternoon rain showers. The threatening skies and
potentially rainy weather (which never materialized over the racecourse area) would build throughout the day affecting the conditions seen on the racecourse. The winds varied in strength
throughout the weekend, and the strong tidal currents added to
the challenges for the competitors.
Roses and hand-made pottery plates were given to the winners. This year’s first place winners are Rachael Gillette/Lee
Newkirk, Debby Grimm/Holly Casanova and Vivian Weaver in
the Spinnaker Class, Julie Connerley in the Non-Spinnaker Class,
Courtney Whitehurst in Sunfish Division, Skyler Kurpuis and
Allison Cooley in Novice Sunfish Division and Elizabeth Gunnel
in Zuma Division. The team of Laura Hanna, Jennifer Trollinger
and Lisa Blewer are the first-place winners in the One-Design
Flying Scot Division. The Spinnaker Overall Fleet Winner was:
Atlantic Union, Non-Spinnaker Overall Fleet Winner: Ez-Duz-It.
The 2003 G.Y.A. Women’s PHRF. Champion Trophy goes to
Altantic Union, with skipper Rachel Gillette and helmsperson Lee
Newkirk. Congratulations to all these women on earning a great
accomplishment.
Race Results - Race for the Roses 2003 (G.Y.A. - Women’s Championship) Overall
58
October 2003
Southwinds
Pictured top to bottom: Bev Stagg, Cissy Martin and Belinda Godwin
prepare their Flying Scot for racing in the all female one design championship in the Knost Regatta.
Kim Kaminski photo.
Spinnaker A - 1st - Atlantic Union, 2nd - Awesome 3rd - Forerunner 4th - Turkey Wings;
Spinnaker B - 1st - Jackpot 2nd - Jazz 3rd - Lightning Rod 4th - Applejack; Spinnaker C - 1st
- My Baby 2nd - Cuda Been Paris 3rd - Gotcha 14th - Achusi; First in Fleet - Atlantic Union,
Amanda Werner, Spirit of Roses - Achusi; Women Series Trilogy Trophy - Jackpot ; NonSpinnaker Class, 1stEz-Duz-It, 2nd - Delphina, 3rd - Jes-Be-N-Me, 4th - Dame; One Design
Classes; Sunfish - 1st - Courtney Whitehurst, 2nd - Lauren Whitehurst, 3rd - Betsy Whitehurst,
4th - Susan McKinnonNovice Sunfish - 1st - Skyler Kurpuis/Allison Cooley, Spirit Award,
2nd - Meghan Kirby/Katelyn Kitzel, 3rd - Casey Ondis/Presley Dixon, Zuma, 1st - Elizabeth
Gunnel, 2nd - Erica Lundegren, 3rd - Andrea Byrne, 4th - Mary Andrews, 5th - Colleen
Sharp, 6th - Caitlin Laird, 7th - Heather Graham, Flying Scot, 1st - Laura Hanna, Jennifer
Trollinger, Lisa Blewer; 2nd - Tracy Greer/Stacy Randall, Myra Cox, Emily Sowers, 3rd Stacy Perry, Sasha Perry, Gracie Stewart / Jennifer Greer
66TH ANNUAL BERNARD L. KNOST REGATTA,
PASS CHRISTIAN YACHT CLUB, MS, AUGUST 9-10
By Kim Kaminski
Lady sailors ventured to the coastal waters of Pass Christian,
MS, to compete in the all female Flying Scot championship
known as the Knost Regatta. Bernard L. Knost, commodore
of the Pass Christian Yacht Club came up with the idea of
having a ladies championship in the club’s one-design racing class boat over 66 years ago, and this fun competition is
still going strong today.
Sailing teams from the 32 G.Y.A.(Gulf Yachting Association) member yacht clubs were invited to sail in the event
held at the Pass Christian Yacht Club (noted as the birthplace
of sailing in the South) on August 9-10. Seventeen out of the
32 yacht clubs answered the call, a record attendance according to the race organizers. Sailing teams from Louisiana, Mississippi, Alabama and Florida came together in the historic
coastal town of Pass Christian, MS, to represent their home
yacht club. Pensacola Yacht Club, St. Andrew’s Bay Yacht
Club, Ft. Walton Yacht Club along with newcomer Navy Yacht
Club represented the state of Florida.
The weather conditions during the weekend provided
the sailors with some challenges. Prior to the weekend, the
southern coast had been deluged with rain. However, Mother
Nature provided the ladies with a bright and sunny weekend to play on the water. The winds were light and shifty
and created some delays on both days of the event. The high
2003 BIG MOUTH REGATTA, PENSACOLA BEACH
YACHT CLUB, AUGUST 16
Big Mouth Racers started out in light winds on their race to see who has
the fastest boat. Photo by Kim Kaminski
temperatures added to the challenges making the competitor’s
day on the water more taxing than usual. Two races were held
on the first day of the event with the competition ending
around 6:30 p.m. The Pass Christian Yacht Club provided a
party for the competitors following the day’s competition. An
all-you-can-eat seafood buffet (complete with pink flamingo
decorations) and live music provided by the Broadmoors gave
the lady sailors an opportunity to relax after the long day on
the water. On Sunday morning, the racers gathered once more,
ready to wrap up the sailing event with one more race out on
the Mississippi Sound.
Results: 1st - Pass Christian Yacht Club; 2nd - Southern Yacht Club; 3rd - Pontchartrain
Yacht Club; 4th - Bay-Waveland Yacht Club; 5th - Buccaneer Yacht Club; 6th - Gulfport
Yacht Club; 7th - Pensacola Yacht Club (Florida Team); 8th - Fairhope Yacht Club; 9th - New
Orleans Yacht Club; 10th - Jackson Yacht Club; 11th - Biloxi Yacht Club; 12th - St. Andrews
Bay Yacht Club (Florida Team); 13th - Mobile Yacht Club; 14th - Ft. Walton Yacht Club
(Florida Team); 15th - Ocean Springs Yacht Club; 16th - Navy Yacht Club (Florida Team);
17th - Long Beach Yacht Club
By Kim Kaminski
The Pensacola Beach Yacht Club (PBYC) had a battle of their
own out on the waters of Pensacola Bay on Saturday, August
16, the 2003 Big Mouth Regatta where sailors earn the bragging
rights for having the fastest boat in the local area. All boats entered into a simple race course that took them out of Pensacola
Bay through the Pensacola Pass to the #1 sea buoy (the first
channel marker in the Gulf of Mexico that marks the entrance to
the Pensacola Pass) and back again to the same starting mark.
The Big Mouth Award — a flag to be hoisted up the rigging and
flown from the mast of the winning boat for the next year.
This popular race had 28 sailboats (five catamarans, one
multihull and 22 monohull sailboats) prepared to sail. Several
years ago, on the docks behind the old Marina Restaurant, which
use to stand on the present location of Sabine Marina, home of
the PBYC, a few yacht club members were standing around bragging about their sailboats. It was decided among this boastful
group that a race should be established to determine who had
the fastest boat, and the winner of the race could have bragging
rights for the year. Thus, the Big Mouth Regatta was created. In
an effort to make it a fair competition, specific rules were formed.
All opponents had to sail the race using just their main and
headsails. No spinnakers, bloopers, gennakers or even cruising
spinnakers were allowed. You could, however, fly a second
headsail (up to 156 percent) that did not have to be attached
(staysails were permitted.) The first boat (uncorrected time) to
sail out to the #1 sea buoy and back was the winner. These rules
still hold true today.
Mother Nature assisted the sailors in their quest to find the
fastest boat by providing a sunny morning with light and variable breezes (seven to nine knots) out of the southeast. The tidal
currents were light and assisted the sailors as they journeyed
toward the Pass. Twenty-three boats elected to sail the original
course to the #1 sea buoy, a distance of 21.68 miles. (Five boats
elected to sail the short course of 16.76 miles to the #8 sea buoy
and back.) While some of the sailing competitors were making
their way back through the pass on their return from the Gulf of
Mexico, Mother Nature decided to stir up the weather a bit by
building up some thunderstorms just east of the racing area.
These storms played with the winds, which varied for each sailor
on the course, thus aiding in spreading out the competition along
the waterway.
Results (elapsed time followed by corrected time): NON-SPINNAKER Class A - 21.68 miles;
Southwinds
October 2003
59
RACING & REGATTAS
1ST - Phaedra - Bob Patroni, 4:03:38, 3:25:42; 2ND - Awesome - David Dunbar, 3:57:43,
3:27:22; 3RD - Sirocco - Bobby Khan, 4:07:49, 3:28:48; NON-SPINNAKER Class B - 21.68
miles; 1ST - Applejack - Kaminsk/Owczarczak, 4:30:45, 3:33:18; 2ND - Delphina - Jim
Pantano, 4:39:20, 3:36:28; 3RD - Antares - Dave Hoffman, 4:32:02, 3:37:50; NON-SPINNAKER Class C - 16.76 miles, 1ST - Ez-Duz-It - Kim/Julie Connerley, 3:39:40, 2:30:57, 2ND
- ThreeCan - Joe Stanley, 3:54:33, 2:52:32, 3RD - Vendetta - Charlie Brooks , 3:49:31,
2:54:13;1ST - Nami Whammy - Warren Anderson; CATAMARAN - 21.68 miles (Results
unavailable)
Big Mouth Winner (Monohull) - Mark Taylor, Patriot
Big Mouth Winner (Multihull) - Glen Marsh and Steve Robb
Amanda Werner Spirit of Sailing Winner - Dick Dunbar, Aurora
Skunk Flag Winner - Bob Wofe, White Lightning
84TH SIR THOMAS LIPTON CUP REGATTA,
PASS CHRISTIAN, MS
By Kim Kaminski
travel home. Plus, there was the added factor of being able to
give the racers enough opportunity to be competitive (in other
words make the races long enough for a fair competition.)
Tropical Storm Grace did not want to leave the competition. For the first race on Monday morning, she elegantly moved
into the race area and proceeded to pound the race competitors.
Finally, on the last race of the event, everyone was able to say a
prayer of thanks as she gracefully moved out of the area and
left the sailors with plenty of sunshine, moderate breezes and a
mild chop.
The battle for first place was separated by four points, and
the even closer battle for second was separated by three points.
Who won the Lipton Cup? The sailing teams from Southern
Yacht Club ended up being triumphant and earned the rights to
host next year’s 85th annual event.
Results; 1st Place - Southern Yacht Club (Total of 7 points); 2nd Place - Bay-Waveland Yacht
Club (Total of 11 points); 3rd Place - Pass Christian Yacht Club (Total of 13 points); 4th Place
- Houston Yacht Club (Total of 14 points)
Pensacola Local Team Standings, 9th Place - Pensacola Yacht Club - (Total of 32 points);
16th Place - Navy Yacht Club - (Total of 65 points); 19th Place - Pensacola Beach YC -(Total
of 79 points)
Congratulations to all who participated in this year’s event. The
conditions were tough, the competition challenging and the racing exciting. Next year, the fun will begin once again as the sailors prepare to wage battle on the waters of Lake Pontchartrain.
For more information about the Lipton Cup, check the Gulf
Yachting Association’s Web site at www.gya.com
Chip MacMillan and Carol Piatt of the Navy Yacht CLub Lipton team
prepare to drop the spinnaker during race number 3 of the 84th Annual
Sir Thomas Lipton Cup Regatta in Pass Christian, MS.
Kim Kaminski photo.
Tropical Storm Grace definitely was not very gracious to the
sailors who participated in the 84th Annual Sir Thomas Lipton
Cup Regatta in Pass Christian, MS, over the Labor Day weekend. Over 300 sailors journeyed to the Gulf Coast town of
Pass Christian, to race in this annual one-design event, which
utilizes the competitive and easily trailered sailboat, the Flying Scot.
The rain squalls from the outer bands of the tropical storm
made their way into the race area throughout the weekend,
making the race conditions quite challenging for the sailors as
well as the race committee. Twenty-six yacht clubs out of the
32 member clubs in the Gulf Yachting Association sent their
teams to compete for the 84th running of this prestigious sailing event. Yacht clubs from Texas, Louisiana, Mississippi, Alabama and Florida were well represented. During this threeday competition a total of four individual races were scheduled to be held. Race number 1 was completed on Saturday,
August 30, after a short delay due to Mother Nature and Tropical Storm Grace.
Two races were scheduled for Sunday, but due to storm
delay after storm delay (along with some overturned boats during one attempted race start) only one race was finished. Due
to the results of the past two days, the final day of racing on
Monday was filled with a flurry of activity. Not only did the
race committee need to complete two races for the day, but it
had to get all of the racing action completed in a timely manner
to allow the out-of-town competitors enough time to get their
boats out of the water, broken down and ready for their return
60
October 2003
Southwinds
MULTIHULLS MEET AT CATFEST, LAKE NORMAN, NC
AUGUST 6-7
By Jim Kransberger
Nigel and Tammy Pitt (Pensacola, FL) lead their fleet upwind after the
start of the third race. Their boat is the farthest upwind and carries the
Tommy Bahama palm tree logo. Photo by Jim Kransberger.
Thirty-seven multihull sailors and crew met and raced at the
Lake Norman Yacht Club over the August 6-7 weekend. This
regatta was the 13th Annual Catfest and Lake Norman Mutihull
Championship and was hosted by the LNYC multihull fleet.
Boats competed from up and down the Atlantic and Gulf Coast.
Virginia Beach, VA, to Pensacola, FL, to somewhere in Tennessee, are marks describing attendance.
The amazing difference between multihull and monohull
boats may well be found in the laid-back attitude of both the
race committee and the racers themselves. Like, “We’re going
to have some FOOTBALL!” The catamaran (might be an aged
description) types might well say, “We’re going to have some
RACING!” And off they go.
Principal race officer Jeff Price told the area committee volunteers that it was his intention to get as many races in as possible over the weekend,and the squareness of the starting line,
or the exact placement of buoys, was not a science that these
particular sailors cared much for. Close was good enough. He
didn’t think the moving of marks in wind shifts was of much
importance either. He was right and they got in a lot of racing!
The nine different classes were divided into three different starts.
The fastest boats were in the first start, etc. In order to get the
maximum number of races in, the faster two divisions were given
twice-round-course directions, the slowest third division once.
Results: H16A;1: Loyd & Suzanne Graves; 2 Garland & Brenda Ayscue; 3: Ike Murphy &
Billy Smith; H16B; 1: Jim & Carolyn Green;2:Dale Hangland & Bob Boyle;3:Harry Hermance
& Jerry Tate; H17;1 Lynn Olsen;2: Pat Murphy;3: Reggie Poplin; 4: Sam Evans;5: Fred
Johnson;H-18;1: Paul & Kevin Dingman; 2: Tommy & Carolyn Craft: 3: David & Robyn
Strickland;4:Kyle & Haley Harrison;5: Billy & Ted Cook;6: John Suprenant ;7:Richard & Deanna
Sowers;Tiger;1:Nigel & Tammy Pitt: 2: Fritz & Heidi Klocke;3: Dennis Hawks & Tracie
VanHouten;4: Rick Harper & Gardner;5:Davie & Renee Lennard;6: Jack & Becky Wise; H20;1:
Chris Zander; 18 Square Meter;1: Randy Hord; 2:Scott Hill;3: Steve Weatherford;4: Clause
Summers;5:Doug Collings;6: Richard Grayson; 7: Scott Smith;Open-A Fleet;1:Mike Krantz
& Jenny Tudd (I-20);2: David Mosley & Nathan Palmer (I-20); 3: Jake Kohl & Tracie Phillips
(N-6.0);4: Gary & Jeri Palmer; Open-B Fleet; 1:Dale Martin (N-4.5T)
OTHER AREAS
FLORIDA SAILORS COMPETE IN
THE 2003 J/24 WORLD CHAMPIONSHIP,
MEDEMBLIK, NETHERLANDS AUGUST 16-22
By Rob Britts
For nearly nine months, five sailors have been looking forward
to competing in the J/24 World Championship held in
Medemblik, Netherlands, August 16 - 22. It all started in October 2002 when the team comprising Daniel Borrer (skipper),
Nathan Vilardebo (trimmer), Rob Britts (tactician), Jason Decker
(mast), and William Morris (bow) qualified by winning the
Southeast regional J/24 qualifier held at Davis Island Yacht Club.
With months of preparation behind them, the team and ground
support of girlfriends and wives made the trek to Holland,
spending a few days in Amsterdam and finally arriving in
Medemblik.
This year’s Worlds were attended by 66 competitors representing 15 countries. The event was hosted at the Dutch International Sailing Center, which is the same site many Olympicclass sailors visit each year for the famous International Spa
Regatta. Opening ceremonies for the event were held at the
Kasteel Radboud on Saturday night. On Sunday, the practice
race was held in light, variable conditions.
Monday morning marked the end of a heat spell, which
had plagued most of Europe for the month of August. After a
morning (and almost five-hour) postponement for lack of wind,
the heat wave moved far enough away, and the wind conditions returned to normal, bringing predominately strong westerly breezes of 15 - 25+ knots, and lots of incredible chop!
During the five days of racing, nine races were held. It took the
team a few days to adjust to these tough sailing conditions, as
they are used to sailing in the relatively flat and calm waters of
Tampa Bay and the St. John’s River.
Late Wednesday afternoon, the team found their “fifth gear”
says Borrer, and the team came out strong on Thursday roundLOCAL NEWS FOR SOUTHERN SAILORS
The team gets delivery of their Italian charter boat.
Photo by Erik den Burger
ing the weather mark in fourth place in the first race of the
day, finishing in the top 15 overall for race number seven. The
team followed up with two more strong races (Thursday and
Friday’s finale) to finish out the regatta in 30th place out of 66
competitors. The 2003 Worlds were won by the Italian team
of Lorenzo Bressani, followed in second by the American team
of Andy Horton and Rudy Wolfs.
This represents the second World Championship for Dan,
Nate and Will. They all competed together in the 2000 J/24
Worlds in Newport, RI. For Rob and Jason, this represents
their first international J/24 regatta.
However, these sailors are looking forward to the upcoming winter circuit, with their first stop in Charleston, SC, on
September 19 - 20, for this year’s Southeast regional qualifier
hosted by Carolina Yacht Club. This year the J/24 World
Championship regatta will return to the United States, and
will be held in Norton, CT.
We would like to give a special thanks to our sponsorsNexx and First Street Live Productions for their support in
our campaign. For further information and stories on the
team’s visit to Holland, please visit the team’s Web site at
www.j24.us, and also be sure to visit the J/24 District 10 Web
page at www.j24d10.org for upcoming races in the Southeast.
Southwinds
October 2003
61
SHORT TACKS
CORTEZ YACHT CLUB HOLDS FIRST MEETING
For many years the Cortez Yacht Club has lived in the minds
and hearts of sailors in Cortez, Fl. On September 9, at the first
“official” meeting, the dream of forming the club became reality. This first meeting was held at the Seafood Shack, where
many of the new members keep their boats.
Over the years informal races (and some informal partying)
have been held periodically. George Carter, owner of Cortez
Yacht Sales, was one of the main organizers instrumental in
taking this group to the next level and creating the club. Future events and races are being planned. A permanent clubhouse is being discussed, although no plans have been formalized at this point. For more information, contact George
at Cortez Yacht Sales at (941) 792-9100.
BRUCE SCHWAB ENTERS
2004/2005 VENDEE GLOBE RACE
and a departure from the other Open 60 designs in several
ways. One example of his design team’s innovations is the
boat’s rotating unstayed mast. Bruce points out, “Ocean Planet
is already the first racing sailboat, single-handed or crewed,
to complete an around the world race with an unstayed mast.
Frankly, many thought it wouldn’t survive the race. But we
proved them wrong. Our unstayed mast is nearly as light as a
conventional one, and has a significantly lower center of gravity. It may seem radical, but it’s just one of the reasons she’s
extremely reliable, durable and easy to handle which, as you
can magine, is a very big deal in a solo around the world race.”
Ocean Planet will be in Portland, Maine, over the winter
to finish the upgrades for next fall’s race. “Some of our developments will be hidden, but for the most part the project will
be open for public viewing. We’ll be indoors at our new base
at Portland Yacht Service all winter and will be launching our
education program there.” http://www.everyocean.com/
oceanplanet/
BRUCE KENDELL, 56, DIES IN PLANE CRASH,
CLEARWATER, FL, AUG 21
Bruce Schwab on Ocean Planet. Rob Riley, Marine Pics.
Bruce Schwab, the only American sailor in the “Open 60” ocean
racing circuit, has officially announced his entry in the 2004/
2005 Vendee Globe Race. “No American has ever officially finished this event. Not only do I want to be the first American
to finish it, the goal is to be on the podium.”
The Vendee Globe is a non-stop round the world race that
starts on November 7th 2004 from Les Sables d’Olonne on the
southwest coast of France. The sailors head into the waters of
the Atlantic on a southerly course leading past South Africa’s
Cape of Good Hope before entering the perilous Southern
Ocean. They then circumnavigate the Antarctic continent,
rounding infamous Cape Horn before heading north for the
finish back where it started, in Les Sable d’Olonne.
Bruce’s boat, Ocean Planet, is the only American Open 60
Bruce Kendell, well-known world class sailor who lived in the
Tampa Bay area, was killed recently in a small plane crash
while on approach at Clearwater airport. A close friend and
fellow sailor died in the crash. His 22-year old son was seriously injured.
Kendell was well-known as one of the pioneering giants
of the maxi class and was caption of three Kialoas in the
Sydney-Hobart Races in ’72, ’75 and ’77.
“Every now and then someone comes along and raises
the bar. Bruce was one of those guys. He took the big boat
scene to a new plateau. In the early glory days of the IOR he
started preparing the boat in the most exquisite fashion. In
overnight racing he changed the way that the night fighters
were trained to get the most out of their boats 24 hours a day,”
said David “Fang” Kilponen, who sailed with him.
Dick Neville, who crewed for 15 years aboard Kialoas for
Kendell commented, “He was a gifted seaman. He was only a
year older than us, but he seemed to have 20 years more experience. He could do it all. During those years the three Ks Kilroy, Kialoa and Kendell - were a devastating combination.
With Jim and Ruce as watch captains we won a lot of races
and broke a lot of records in races all over the world.”
AMERICA’S CUP JUNKIES ALERT!: 2007 AMERICA’S
CUP SHORT LIST NOW DOWN TO FOUR CITIES
The short list of four venues for the 32nd America’s Cup was
announced recently. The 2007 race will be held in one of the
following four cities: Lisbon, Portugal, Marseille, France,
Naples Italy, Valencia Spain. Palma de Mallorca in Spain was
recently dropped from the list. The final decision on the location will be made by December 15.
BUSINESS BRIEFS
SAILING LESSONS FOR WOMEN ONLY (COUPLES,
TOO): NEW SAILING INSTRUCTION PROGRAM
OPENS IN ST. PETERSBURG
Capt. Josie Longo, who teaches ASA classes for Flagship Sailing in Clearwater, is now offering private classes for women
who desire to learn on their own boat. Instruction is offered in
62
October 2003
Southwinds
the Tampa Bay area.
Capt. Josie, who comes from a family of sailors, spent
five months cruising in the Bahamas. Most of this time was
spend singlehanding. She has also crewed in boats crossing
the Atlantic and into the South Pacific. She started sailing in
Seattle and has cruised many of the waters of the Puget
Sound. In 1996, she moved to Florida and has been living on
her sailboat for the last five years.
For more information call (727) 204-8850 or e-mail at
tididi@netzero.net. She will also be at the ASA booth at Sail
Expo St. Pete Nov. 6-9.
MASSEY ENTERPRISES, INC. BECOMES
MAINSHIP DEALER
Massey Enterprises, Inc. doing business as Massey Yacht Sales
& Service has been named the full line Mainship Pilot and
Trawler dealer for Florida’s West Coast. Massey is one of the
oldest and most established full service yacht dealerships in
the Southeastern U.S. Massey has recently become a dealer
for the Hunter line of sailing yachts. They are a Caliber dealer
and have been a major Catalina dealership for the past 18
years. The Catalina, Hunter, Caliber and Mainship yachts are
built in Florida with a Mainship plant in Georgia and a
Catalina plant in California as well. The Mainship Pilot series ranges from 30' to 34’and includes Express and Sedan
models. The Pilot downeaster-style picnic boats offer several
packages including the new Rum Runner II, Luxury and
Sports series in single and twin diesels. The Mainship trawler
line includes a new 34, a popular 39, a new 40 and a proven
43. All trawler models are offered in both single and twin
diesel engine configurations. There are several more trawler
models on the drawing board scheduled for introduction in
the near future.
Massey has been searching the pilot boat and trawler
market for several years in an effort to find a power line compatible with their large sailing customer base. As sailors reach
an age that prompt them to contemplate power or those that
simply desire to expand their yachting horizons need a trusted
dealership to take care of their needs. “We are very excited about
the opportunity to be able to offer our 30,000 plus customer
base a yacht with so much proven success and value”, states
Edward Massey, President and CEO of Massey Enterprises,
Inc. He went on to state that, “some of our yacht owners have
decided to explore trawler or picnic yachts and now we can
continue our long term relationships”. Massey generates over
15 million dollars in annual sales volume and should continue
to grow with the addition of the Mainship line.
Mainship has become the largest American made trawler
and pilot boat manufacturer. They are part of the Luhrs group,
which also include Hunter, Silverton and Luhrs yachts. The
Mainship line is a leader in modern construction, downeaster
good looks, and fuel-efficient cruising speeds. They offer the
industries best value for dollar.
Those searching for trawler or picnic yachts can inspect
the Mainships at the Regatta Pointe, Palmetto and the Salt
Creek, St. Petersburg, Massey locations. The Massey service
department is headquartered at their Palmetto location. The
Massey Mobile Marine team is available to extend warranty
and after sale service solutions at the yacht owners dock.
For more information, contact Edward Massey at
yachtsales@masseyyacht.com or visit the website at
www.masseyyacht.com or call 941-723-1610.
OFFSHORE SAILING SCHOOL SCHEDULE OF CLASSES.
CALL (888) 567-2211
Oct. 19-25: Advanced Live Aboard Cruising Courses West
Florida and The Keys. Sail from Captiva Island to Duck Key.
Oct. 26-Nov. 1: Advanced Live Aboard Cruising Courses West
Florida and The Keys. Sail from Duck Key to St. Petersburg.
Nov. 6-9: Women’s You Can Sail Escape Week, South Seas Resort, Captiva. Learn to Sail, Performance Sailing, or Bareboat Cruising Prep. A special weekend of non-stop learning for women.
Nov. 28-Dec. 7: Club Cruise British Virgin Islands for Offshore
Graduates.
18TH ANNUAL MORGAN RENDEZVOUS
OCTOBER 4-5
Treasure Island Tennis and Yacht Club will again be host for the
18th Annual Morgan “Invasion” of sailboats designed by wellknown designer and boatbuilder Charley Morgan. For more information, call (727) 367-4511 or go to www.tityc.com/
morgangreeting.htm.
WEST MARINE SEMINARS
St. Petersburg Store North, 2000 34th St. North; (727) 327-0072
What: GENERAL BOATING SEMINAR SERIES
When: Every Thursday 7-9 PM Call the store for topics
Fort Lauderdale Store, 2300 So. Federal Highway (954) 527-5540
What: All Wednesday night seminars are FREE & begin
promptly at 7:00pm at our FlagShip Store - 2300 South Federal
Highway in Fort Lauderdale. Please feel welcome to call us for
more information anytime at 954-527-5540.
Tues. Oct. 1: To Be Announced. Please Call.
Tues. Oct. 29: Boat Refrigeration
(what works & what doesn’t) w/noted author
Richard Kollman
Southwinds
October 2003
63
VIEWS Continued from page 70
“Whoa! Perfect!” he exclaims.
Finally, the catastrophe is over and the boat is miraculously
tied up safely for the night. The captain and you are settled in
the cockpit with potent sundowners. Suddenly a hapless sailboat comes rushing in on the current. The panicked expression on the first mate’s face is easily recognizable. Your head
swivels and you spot the same dockhand sauntering toward
the last empty slip, which just happens to be right next door.
The captain and you look at each other. You know what you
have to do. You jump off the boat and race to the empty slip,
ready to do what you can to save your comrades from the
evil grip of the dockhand, or at least minimize the damage to
your boat.
Of course, the whole time I’m thinking...
“Please, please, please don’t throw the dock line to me!!”
P.S. To all dockhands everywhere, I have realized that
the “evil dockhand” is a psychotic hallucination brought about
by a fear of docking. The perceived evilness rapidly disappears the minute we are safely secured at the dock. Past and
future muchas gracias to those who prevent imminent peril to
life, limb, and boat if left to their own devices.
Mary and Jeff Reid are currently on Agur’s Wish, their 40 foot
Tashiba, in St. Augustine, FL, and plan on exploring more of
Florida’s east coast before heading to the Bahamas for the winter.
64
October 2003
Southwinds
C L A S S I F I E D
A D S
“In August, you began running an advertisement to sell my diesel engine in your classifieds section. I am pleased to advise you that
I have a buyer as a result of the advertisement. Please discontinue it. FYI, I have also had inquiries from West Africa and France as
a result of the Internet ad you made available. I’m MAJOR impressed!! Thank you very much.”
Capt C.T., St. Petersburg, FL
FREE CLASSIFIED ADS
FREE CLASSIFIED ADS UNDER 30 WORDS FOR ALL PRIVATELY-OWNED BOATS,
GEAR AND PRIVATELY-OWNED DOCK/SLIPS FOR RENT.
Photos on free ads add $5. All photos must be sent electronically or the actual photo — no photocopies.
Photos must be horizontal, not vertical, otherwise add $10. All ad text e-mailed must be in upper and lower case, not caps.
Every ad w/photo goes on the Web. Ad is cancelled after 3 months unless renewed.
The last month your ad runs is in parentheses at the end of the ad. You must call by the 15th of that month to renew for another 3
months. Call (941) 795-8704, e-mail to editor@southwindssailing.com, or mail to PO Box 1175 Holmes Beach FL 34218-1175.
YOU MUST MENTION THIS OFFER TO TAKE ADVANTAGE OF THE FREE ADS.
All other classified ads are $20 for up to 20 words and $5 for each additional 10 words, $5 for a photo.
All ads go on the Internet, and your Web site or e-mail address in the ad will be linked by clicking on it.
DISPLAY
CLASSIFIEDS
Hunter 260 – New. Take the helm and plan your
cruise. This boat is ready to GO! Enclosed full
head, complete galley, 2 double berths. Own
your second home on the water. Ullman Sails/
Sarasota Sailboats (941) 951-0189 or
ULLFL@mindspring.com
Advertise your business
in a display ad in
the classifieds section.
Sold by the column inch.
2 inches minimum.
(3 column inches is 1/8 page)
Monthly
Cost
Ads
Per Inch
12
6
3
1
Hunter 240 – New. EZ mast-raising system and
a shallow draft make this centerboard boat simple
to trailer and rig. Daysail or cruise. Large cockpit
for entertaining and sleeping space for six. See it
at Ullman Sails/Sarasota Sailboats (941) 9510189 or ULLFL@mindspring.com
’80 Buccaneer 22’ 4hp outboard, main, working jib, 150% Genny. Chemical toilet. Very clean.
Comes with slip. (727) 638-2339 (11/03)
29' Norwalk Island Sharpie Ketch, 1994
Luzier Custom- built , Kirby Design, shown in
April 1998 Southwinds, Excellent Thin Water Performance, Bronze Ports, A/C, Many Extras, Reduced $29,900 Call (941) 764 8904 (11/03)
Hunter 31 1986, Shoal Draft, second
owner,great Bahamas cruiser, ready to go again,
lots of recent work, includes dinghy and outboard, $26,500. Located Melbourne, FL (404)
236-0511 (11/03)
C&C 24 Built 1975. New Main, Old Main, 4 jibs
& one Spinnaker. 5hp Mercury OB. $6000 OBO.
Located near Gulfport MS (228) 452-7380 (11/03)
35' Island Packet 350 1997 Proven liveaboard
cruiser. Well maintained. Setup for extended
$17
$20
$23
$27
Minimum
Inches
Total
Cost
2"
2"
2"
2"
$34
$40
$46
$54
cruising. More info and photos at:: http://
home.mindspring.com/~pehler or (252) 6710358 Imagine@Springmail.com (11/03)
Wavelength 24. Very good condition. Dry sailed.
North main, 155, 3/4 spin, float-on trailer. Outboard. Near Atlanta. $7500. (404) 872-1934 (9/
03)
’98 Hobie 13 Wave Excellent condition. $2,700
includes trailer, beach wheels, and extras. (941)
758-7276 Bradenton,FL (11/03)
Brewer 12.8 1986.
Excellent cruiser/liveaboard yacht. A Ted
Brewer design to
cruise around the
world, fast. Has been
well maintained and is
in impressive condition. Gen set, reefer/
freezer, 4 1/2' draft,
recent bottom job.
More photos at
seacoastcharters.com.
(727) 943-9364
johnw.burney@verizon.net. (9/03
1
79 Irwin 21' (Mini-Ton) Racer/Cruiser 2001 sails
& trailer, lots of extras, great rating $5744.00
Sanford, FL (407) 474-9336 (10/03)
38’ Island Packet 1990 Turn key, ready to cruise
anywhere. One of the best equipped cruising
boats you’ll find. Beautiful condition. Call for
details. By Owner. Ft. Lauderdale. $155,000.
(251) 458-9109. (10/03)
973 Albin Vega 27, 3’ 10” draft. Volvo 10 hp
diesel. R.F. Jib, full batten main w/lazy jacks.
dodger, UHF, GPS, DF, knotmeter, excellent condition. Great sailer. $10,500, (239) 337-4977 (10/
03)
Tayana 37 1986, Superb Condition, 106K USD,
New rig, sails, furler, etc. Check
www.camirand.net (10/03)
Southwinds
October 2003
65
C L A S S I F I E D
A D S
$49,500. Private sale. Andrew (954) 524-4765,
e-mail brandtwo@bellsouth.net (11/03)
FLYING SCOT Very attractively priced new boats
used only for the Adams Cup finals. Race-rigged
and professionally tuned. Includes North Sails
main, jib,spinnaker, and galvanized trailer Available in late October at Lake Norman, NC. For
details Call (800)-864-7208 (12/03)
20’ Montego, sleeps 4, sink, bimini, roller furling 155% Genny, 110% Jib, main, and 6hp
Yamaha, swing keel (weight 470 lead), trailer,
depthfinder, compass, battery, “This boat sails
like a 30-foot boat.” $2850. (727) 784-5482. (10/
03)
Beneteau 38 1990 model new genoa, Icom SSB,
compass, inverter and more. Laying Tortola, BVI.
$62,000. (305)-310-4653 or
sloopm38@hotmail.com (10/03)
Catalina 36 1987 Freshwater til fall ’02. All new
equipment to include A/P, wind, speed,
wind,VHF, NEW batten main & 155 RF genoa,
Electric windlass, dodger & bimini,etc.
AP7878@aol.com, (850) 785-9211 (10/03)
1986 Ranger 22, completely refurbished, wew
mast and standing/running rigging, custom keel,
custom interior, port-a-potty, new instruments,
6 excellent sails, new spinnaker, fresh bottom
paint, new hull paint, pocket cruiser/racer. Call
Matt – Day (813) 988-6870, Ext. 213, or Evenings (813) 645-4423. (10/03)
US 21 1983
Excellent as
racer (PHRF
194) or
daysailer with
trailer, main,
working jib,
150 genoa.
Fresh-water
sailed in
Georgia. (770)
377-5141
(10/03)
8’ Wooden Dinghy Excellent Condition. Oars &
Oarlocks included. Sail, Tow or Row. $425 Tampa
(813) 251 –5328 (10/03)
2000 Elliott 770, 25' Excellent condition.
Sportboat with little use and an interior for
weekending. Full Race equipped. Triad trailer.
Bottom by Waterline Systems. VC Offshore bottom. Sobstad mainsail, non-overlapping jib.
Assymetrical spinnaker. $27,900. (678) 947-8875
or email: stle32@aol.com (11/03)
Ericson 38 1981 Good condition. Recently surveyed. Autohelm, refrigeration, dinghy w/ob,
dodger, bimini, gps, 2 VHFs, roller furling just
rebuilt, Nice interior, very fast comfortable cruiser/
racer. West Florida, $55,900/OBO Cortez Yacht
Sales (941) 792-9100 (10/03)
Ericson 39 1978 rebuilt 2002, surveyed. Allnew
38 hp diesel, electrics, plumbing, windlass, autopilot, canvas. Plus dinghy, o/board, etc
66
October 2003
Southwinds
Soverel 33 1985 Excellent condition, Dry stored
& sailed since 1986. Totally upgraded & refurbished inside and out. Extremely fast race winner. w/ trailer. $46,000 invested asking $36,000
(704) 489-0596 (10/03)
$200K firm. No Broker/Dealers. Leave Message
(813) 932-3720 (11/03)
Gemini 3200 - 1993 32' catamaran. 14' beam,
18"/5' draft, New Honda 25, 4 stroke, new 110/
propane refrigerator, queen-size master berth,
depth/knot/autopilot. North Carolina. Bruce
(602) 826-6957. (11/03)
37' Morgan O.I. 1976, 4' draft.Excellent condition and perfect for cruising/live-aboard! 50hp
Perkins 401-8 diesel engine. 2001 electronic
overhaul. www.geocities.com/morgantampa/1
$32,000. 813-758-2222. (11/03)
Farr 30 Updated & Harkenized. New Paint,
Graphs, Rigging, Sails, Bottom. Includes Trailer.
Pictures: www.rushteam.com. $17,000. 615371-4700 (11/03)
Avon 10.1 Rib lite, 2002 with 2002 8hp Yamaha.
Avong folds and bags for transport and storage.
Both 40 hours use. $2100. St. Augustine, FL (904)
471-8036 (11/03)
40' Tartan 1986, Electra, Excellent condition.
1987 S2 9.1 30' Race/Cruise, 18 hp Yanmar, 650
hrs, Bimini, Autohelm, 110V refrigerator, Harken
furler, 150 and main are Dacron. 155, 95, and
main UK tape drive 2001, New Bottom $25,500.
East Florida (321) 779-4464 (11/03)
Catalina 22 10hp, autohelm, gps, ladder, ff, compass, kt meter,vhf, am/fm, potty, bilge pump,
solar, boom kicker, vang, trailer, new main,
bimini, covers, hull paint, companionway, $4500
850-678-4478 (11/03)
Avon Inflatable dinghy - 9ft. - 4 person - Oars,
anchor, pump and accessories ....always stored
inside. Very good condition - $600 call 813-8170104 (12/03)
e-mail captaincarrier@yahoo.com, or
call 727-821-3922. (12/03)
1987 Nonsuch 22 6' standing headroom. Sleeps
2 on wide double berth. Enclosed Head. One sail
does it all. Easy, easy, easy to sail! Simple and
fast! The best single-hander ever made! $19,750.
St. Pete Beach. Call Dave (727) 363-0858 (11/03)
27' Hunter, Yanmar diesel runs well, shore power,
aircond, bow & stern pulpits, dbl lifelines, $5,900
Miss. Coast 228.806.9316
Gaspergou30@aol.com (12/03)
27 foot Catalina, roller furling jib, 8hp Honda,
newer interior, new Bimini, depth/fish finder, VHF
Radio, auto and manual bilge pumps, dinette
model, in water, $6500 Call Ken 727-327-1813
(12/03)
1973 Oday 23 - Excellent condition, all sails,
swing keel, new port-a-potty, sleeps 6, good sailor,
8hp Yachtwin. $2800. 727 398-1664 (11/03)
1984 Hunter 27 well maintained sailboat, wheel
steering, roller furling and inboard diesel engine.
9’3' beam and 6’1' headroom. Second owner
from new. Moored at St. Pete Marina. Asking
$12,950 - call 813-817-0104 (12/03)
Glass Bottom Boat-25ft tour vessel. Built 1997
in Nova Scotia. ’99 Honda 130hp OB. Eight 2'
X 2' glass windows w/steel safety hatches. Shallow draft. Pristine condition. $45,000 USD.
(902) 354-3610 (12/03)
Hunter 33 1980,4' draft,sleeps 6,roller furling,
diesel, electronics, A/C. New:refrigeration,
Autohelm, 100 amp alternator, charger, fresh
paint.Coast Guard inspected.Pristine! $25,000.
(941)235-1890 (12/03)
41' Gulfstar ketch 1973 cruising equipped, ready
to go. 2002 - 10 barrier coats and Strataglass
enclosed bimini, lived aboard 14 years, selling
medical reasons, photos, details: $55,000
www.shevard.com (904)284-9986 X2040 (12/03)
1984 J29 Masthead/Inboard diesel. New bottom,
new sails plus delivery sails. VHF, CD, Auto pilot,
battery charger, knotmeter, depth, sailcomp, all
safety gear and much more.
$24,500 call Jeff (251) 533-7906. (12/03)
1986 ENDEAVOUR 33ft, Yanmar, R/F, A/P, GPS,
VFH, Propane, SSB, Davits, Dodger, AC, RIB w/
OB, asking $47,300 OBO,
see at www.geocities.com/captaincarrier/
ourboat.html
1976 Ranger 23', tall mast model, 5HP mercury,
nice sail selection. Boat is in excellent shape. Located in Houston Clear Lake area. Price $4500!
Call Jim at 713-301-0838. (12/03)
Pearson 33 1986 hull #16 Draft 3’10' w/cb, perfect for racing or cruising the shallow waters of
Bahamas & Florida. a/c, davits, refrigerator, many
extras; documented, asking $41,000.
sailboat86@att.net; [239] 549 2849 (11/03)
Compac Suncat New – huge cockpit with cabin
for 2. Shallow draft, rigs in minutes, a breeze to sail.
A hassle-free adventure! We pay sales tax this month!
Call Paul, Masthead Enterprises 727-327-5361.
Southwinds
October 2003
67
CLASSIFIEDS
Davis Maritime - Professional Accredited Surveys– see display ad in the index of advertisers.
(727) 323-9788; e-mail:
cgoebel1@tampabay.rr.com
Looking for a Mark I or Mark II Hirondelle catamaran in good condition.Please e-mail
macquarrie@canadianhelicopters.com
Colorful Books About Sailing the Bahamas and
Caribbean. The Virgin islands Illustrated; Sailing
Through Paradise (covering the Bahamas thru the
Virgins); Wreck and Resurrection (sailboat repair);
Alphabet Sea (ages 3-8). Package deals. Tortuga
Books. (800) 345-6665.
Ocean Routing – Jenifer Clark’s Gulf Stream Boat
Routing/Ocean Charts by the “best in the business.” (301) 952-0930, fax (301) 574-0289 or
www.erols.com/gulfstrm
28' Lindenberg, 1983. Excellent all around race
boat. Refurbished in 2000. New mast, rigging,
main & #2. 5 Sails, Tuff Luff, Cushions, Potti. All
Race Equipment Included. Faired bottom. Dry
sailed. Trailer included. $13,500. Call Paul (727)
327-5361 or (727) 576-2424 (12/03)
Pier 17 Charts & Publications
DMA-NOAA-TOPOS-NTM-Textbooks. South’s
largest nautical store at 4619 Roosevelt Blvd.,
Jacksonville, FL 32210. (904) 387-4669 (800)
332-1072 Fax (904) 389-1161
Sabre Sails is expanding its dealer network. If
you are interested in a rewarding business with a
fun side, call (850) 244-0001 or e-mail
sabre@sabresails.com
Newport 27 Sailboat - 1976 Great Condition.
Sail the Coast and the Caribbean in style. New
Sails, Radar, DGPS, Autohelm, Windpilot, Color
Sounder, Atomic 4. Pensacola, FL 850 393-7009
http://www.net5.com/newport27 (12/03)
Visit Southwinds new boat and crewlisting service at southwindssailing.com
Visit Southwinds new boat and crewlisting service at southwindssailing.com
38' ALUMINUM S&S Design Sloop
Built 1972, by Minnefords. Owned/raced by Ted
Turner in 1973 Admirals Cup. Converted to
liveaboard. 503-621-9761
over40pirate@aol.com, for pictures, info. (12/03)
SeaTech Systems – Computerized navigation &
communication. Call for free Cruiser’s Guide to
the Digital Nav Station and CAPN demo disk.
(800) 444-2581 or (281) 334-1174,
navcom@sea-tech.com, www.sea-tech.com
68
October 2003
Southwinds
INT
S
V
E
Responsible, honest, licensed contractor, well-experienced in high-quality homes, seeks likeminded investor to finance and partake in build/
remodel projects in Manatee County or nearby .
Must be interested in doing something for fun,
interesting projects & making money. (941)7958711 (12/03)
Steve Smith Marine Rigging Services Used gear
and chandlery. See display ad in Index of Advertisers. (727) 823-4800
Marine Electrical Service, Chartering & Deliveries 50 ton master, Gulf of Mexico, located Alabama, References, Captain Larry Dorich (251)
605-6612 (10/03)
Marine Electrical: Thomas Marine Engineering Electrical systems analysis & repair, electronics installations, galvanic & stray current corrosion surveys, complete vessel rewire specialists,
all work done to A.B.Y.C. standards, St. Petersburg, (727) 480-8519, E-mail: thomas@ij.net
(10/03)
g
Lar(o)
dwyermast.com
• Masts
• Booms
• Hardware • Rigging
Tartan 34 1971 Very good condition. Well
equipped for cruising or racing. New inflatable.
All included. $14,000. Ken (239) 404-9797
kenpfaltzgraff@aol.com (12/03)
Best Prices – Solar panels,
wind generators, charge
controllers, deep cycle
batteries, solar panel and wind
generator mounting hardware.
Authorized dealer for Siemens, Kyocera,
Solarex, and Uni-Solar solar panels, Air Marine
wind generator, Deka, Trojan, and Surrette deep
cycle batteries.™ Toll free (877) 432-2221
www.e-marine-inc.com
DWYER
Aluminum Mast Co.
203-484-0419
NEW & USED
SSMR INC., Our Rigging Shop introduces the
new State-of-the-Art HOOD 808 Furler! Fits
5/16”-3/8” dia.headstay wire up to 56’. Hundreds le$$ than the competition for comparable
units, only $1650! Including free sail installation!
We are the standing and running rigging specialists for all your cruising and racing needs.
Licensed and insured. Call (727) 823-4800 or
fax (727) 823-3270 “a cruiser friendly shop”
Ibeearigger@juno.com (12/03)
Dinghy davits, OB motor lock, and other gear.
Island Marine Products. See display ad in Index
of Advertisers (727) 698-3938
INDEX OF ADVERTISERS
Sail Covers & More!
Best Prices Ever
for Custom-Made Canvas
Buy Online or by Phone & Save $$
Highest Quality & Satisfaction Guaranteed
Family Owned & Operated
For more information and to see
our products & pricing go to
www.sailcovers.net
(800) 213-5167
Wheels Custom
Leathered –
Satisfaction
guaranteed, 1 year
warranty. Free turks
head. Over 100
satisfied customers
last year. Contact
Ray Glover at
Sunrise Sails Plus
(941) 721-4471 or
sunrisesailsplus@msn.com
Dripless Packing
Proven high-tech
propeller and rudder
packing that outlasts all
other packings and is
virtually dripless. Easy to
install. Bilges stay dry.
Won’t damage shafts.
Economical. Dealer
inquiries welcome. Toll
Free (877) 432-2221 or
www.e-marine-inc.com
Whisker Pole. AMOC Marine.15' extends to 25'.
3" tube,2 1/2" line control inner tube.For up to
40' boats. $500 OBO. L.Miniati (813) 932-3720.
glminiati@juno.com (10/03)
Office and warehouse space available for lease
to marine related businesses. Great for boat brokers or sales representatives. High speed internet
access. JSI (727) 577-3220
Will the woman who got my name off a restroom
wall in Panama City please stop calling me on my
cell phone. While I like all the things that you have
suggested that we do together – maybe without
the handcuffs – I do not have the money right
now to sail my boat up to meet you. Neither do I
have the time. It would take a month, anyway.
The things that you say to me on the phone, however, are keeping me up all night. The fact that
you used to work as a nude stunt motorcycle rider
in carnival sideshows does carry a certain cachet,
I will admit. But the super glue and lottery ticket
idea sounds a little weird. I mean, what if one of
the tickets was a winner? How would I redeem
it? If any girls have cool ideas, send pictures and
financial statement to:
rightguard@southwindssailing.com.
USED SAILS SAVE $$$
1000s of headsails, mains & spinnakers. We ship
everywhere, satisfaction guaranteed. We also buy
sails. Sail Exchange. (800) 628-8152. 407 Fullerton Ave. Newport Beach CA 92663
www.sailexchange.com See Display ad in Index
of Advertisers
TIRALO floating deck chair - a beach chair that
floats in water and rolls easily on the sand. Looks
great. Folds and fits on your boat or inside your
car. More info: www.oasisllc.com or
swti@oasisllc.com
Nissan
Outboard
Motor short
shaft. Two
cylinder, works
perfectly!
Asking $500,
call (813)
817-0104
Two Maxwell winches, 3 1/4H by 2 1/4D. Both
for $100. New heavy duty spinnaker car with
track. $100. (850) 932-6742 (12/03)
Hong Kong Sail Makers
Cruising Sail Specialists Top
Quality, Best Price Delivery
2 - 3 Weeks (852) 2789 1938
(852) 2789 3155 (FAX)
E-mail: uoil@hkstar.com
Ponce de Leon Hotel
Historic downtown
hotel at the bay,
across from St.
Petersburg YC.
95 Central Ave.
St. Petersburg, FL
33701
(727) 550-9300
FAX (727) 826-1774
www.poncedeleonhotel.com
Aqua Graphics
65
Atlantic Sails
61
Banks Sails
66
Beneteau Sailboats
BC
Beta Marine
40
Bitter End YC Regattas
6
Bluewater Insurance
13
Bluewater Sailing Supply
33
Boaters Exchange
33
BoatUS Marine Stores
37
Bob and Annie’s Boatyard
30
Bo’sun Supplies
62
Bubba Book
45
Capt. Josie Sailing School
65
Carson/Beneteau
BC
CDI/Perfect Pitch
59
Charleston Boat Works J/Boats
10
Cortez Yacht Sales
64
Crow’s Nest Restaurant & Marina
43
Cruising Direct Sails
24
Daufuskie Island Resort
21
Davis Maritime Surveying
55
Defender Industries
68
Dockside Radio
26
Don’s Salvage
28
Dwyer mast
68
Eastern/Beneteau
BC
Finish Line Multihulls
38
First Patriot Insurance
51
Flagship Sailing Charters
21
Flying Scot Sailboats
67
Ft. Pierce Yacht Club
16,54,67
Fujinon
43
Garhauer Hardware
11
Glacier Bay Refrigeration
46
Grin Designs/Scully
34
Harken Gear
17
Hong Kong Sailmakers
56
Hotwire/Fans and other products
47
Hunter Sailboats
19
Isla Del Sol Resort & Marina
22
Island Marine Products
34
J/Boats, Charleston Boat Works
10
44, 58
Martek Davits
66
Massey Yacht Sales
9,16,20,27,31,53,54,IBC
Masthead Enterprises
33
Melbourne YC Fall Regatta
7
Murray Yacht Sales/Beneteau
BC
National Sail Supply
59
Nautical Trader
57
North Sails
12
Pasadena Marina
35
Performance Sail & Sport
14
Quantum Pure-Aire
38
RB Grove/Universal and Westerbeke
38
Rparts Refrigeration
46
Sabre Sails
43
Sail Covers & More
69
Sail Exchange/Used Sails
57
Sail Expo St. Pete/Sail America
3
Sailboat Row/Salt Creek Marine District
14
Sailor’s Soap
42,45,63
Sarasota Youth Sailing Program
64
Sailtime
66
Schurr Sails
55
Scurvy Dog Marine
49
Sea School
28
Sea Tech
50
ShadeTree
38
Smooooth Sailing School
40
Snoop Sails & Canvas
48
Snug Harbor Boats
44
SSMR
54
St. Barts/Beneteau
BC
St. Petersburg YC Fall Races
25
Suncoast Inflatables
29
Surrette (Rolls) Batteries
22
Tackle Shack
22
Tartan, C&C of Florida
12
Terra Nova Trading Key West Race
15
UK Sails
25
Ullman Sails
6
US Spars
17
Weathermark Sailing
23
West Marine
IFC
Whitney’s Marine
41
Windcraft Catamarans
43
Yachting Vacations
10
Southwinds
October 2003
69
VIEW FROM THE OTHER SIDE
The Fender/Dockline Shuffle
By Mary Reid
N
obody told me that when we bought a boat, I was
supposed to magically transform into some kind of
superwoman. You know, the “able to leap tall buildings in a single bound and stop runaway freight trains” kind
of gal. Except in my case, I was expected to spring onto a
rickety old dock from a moving boat and stop our 15-ton
boat from crashing into said dock with its attending fleet of
shiny boats and their very interested crews. This is a pretty
tall order for a girl whose adolescent athletic prowess consisted of a fervently whispered, “Please don’t let the ball come
to me. Please! Please! Please!” In fact, the only thing I like
about long trips is the fact we don’t have to dock. If the cap’n
didn’t insist on docking every now and then to get fuel, we
probably would have already completed a couple of circumnavigations.
Before we bought our boat, we had never had the opportunity to practice docking. We had taken several charters, and while they never explicitly said we couldn’t dock
their boats, the fact that they drove their boats out of the dock
at the beginning of the charter and then came out in a launch
and brought the boats back in at the end of the charter was a
big hint. We didn’t mind; we liked it that way. Now if we
could just get somebody to do that with our own boat.
It doesn’t help that my docking history has a rather auspicious beginning. It should have been simple! It was slack
tide and we were told to tie up at the end of a T-dock. It was
even slack water. Perfect for a first-timer. I was nervous but
eager as I stood at midships with bowline in hand. I kept my
eyes trained on the dock of which we were slowly coming
alongside.
“Closer.”
“Closer.”
“Not yet, just a little bit closer”
“NOW!!”
I took the leap. Gracefully (I’m sure), I arced to the dock.
Softly, I landed on the balls of my feet. I wobbled. I stepped
back with my left foot. (We’ll have to take points off for that.)
The right foot soon followed and found nothing but air.
“Too much momentum,” I muttered as I dangled from
the bowline on the other side of the dock. Although I despaired of ever winning the gold medal in the docking
olympics, the ever-present observers of all things asinine bestowed upon me the honorary title of “Lady GoDiving.” I
would like to clarify that I was wearing clothes that day.
Early on in our sailing days we were assured by old salts
that docking would be no problem because of those “omnipresent” dockhands. We soon found out that their presence
is only felt between Memorial Day and Labor Day, and it
seems they are bestowed with the same passive-aggressive
sense of humor that you usually find in bridge tenders, but
that’s another story. You know the routine. It goes something
like this:
About an hour away from docking...
“Marina Anywhere, Marina Anywhere. Agur’s Wish...”
70
September 2003
Southwinds
The answer comes quickly and clearly.
“Vessel calling Marina Anywhere, this is Marina Anywhere.
How can I help you, Cap?”
After you state your desire for a prestigious spot at their
beautiful marina, you are soothingly assured that your request
will be granted if you just call back when you get a little closer.
Fifteen minutes away from the marina...
“Marina Anywhere, Marina Anywhere. Agur’s Wish...”
Dead silence...
You repeat, “Marina Anywhere, Marina Anywhere. Agur’s
Wish...”
Faintly you hear, “Vessel ‘crackle, crackle.’ This is ‘static,
static, garble, garble’.”
“Marina Anywhere, this is Agur’s Wish. We have reservations tonight at your marina. Can you give us directions to the
dock?”
With handheld plastered to your ear you can barely hear.
“Keep going on your current heading until you reach
‘crackle snap pop’ dock. Your slip is the ‘static, static’ dock on
the ‘crackle, buzz’ side.”
“I’m sorry; I can’t hear you. Could you repeat what you
said?” you implore, a little desperately.
“You’ll need a ‘crackle, crackle, snap’ side tie-up.”
“Will there be somebody there to help us with our lines?”
The response is clear this time.
“Oh, yeah. There’ll be somebody there to, ‘snicker, snicker’
help you, all right.”
Now the real fun begins. You dash for the binoculars and
frantically begin searching for either a sign from God or a guy
in khaki shorts and Ray Bans nonchalantly waving his handheld
at you.
Finally, you spot him (not God, the guy in the Ray Bans).
He summons you forward, casually indicating your intended
dock. He watches coolly as you race to tie dock lines and attach
fenders. Just as you finish securing the last fender, his lips curl
in a cruel little smile.
“Oh, by the way, this is a stern-in-only dock,” he says.
As the captain tries to explain to the unconcerned dockhand
that your boat doesn’t drive well in reverse, you frantically race
to untie and retie dock lines and detach and reattach fenders.
Meanwhile the captain is busy trying to convince the butt end
of your boat that it’s supposed to go into the slip, and as usual
it’s acting like the stubborn ass it is and is instead heading for
the bowsprit of the boat in the next slip.
All the while, the evil guardian angel dockhand is keeping
watch with his benevolent smile. Finally, much like a cat with a
dead mouse, he tires of playing with you.
“Oh, all right, I guess you can come in bow first,” he relents.
Once more you do the fender/dockline shuffle while he
guides the captain to bring the bow in closer....closer...keep
coming...Crash!
Please see VIEW on page 64

Boat Reviews: Colgate 26, Rivolta 90 E

Transcription

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