Vol. 31, No. 3 -- Fall - Traditional Small Craft Association

Ash Breeze
The
Journal of the Traditional Small Craft Association, Inc. • Volume 31, Number 3 • Fall 2010 • $4.00
The
Ash Breeze
The Ash Breeze (ISSN 1554-5016) is the
quarterly journal of the Traditional Small
Craft Association, Inc. It is published at
134 E Main St., Moorestown, NJ 08057.
Communications concerning
membership or mailings should be
addressed to:
PO Box 350, Mystic, CT 06355.
www.tsca.net
Volume 31, Number 3
Co-Editors:
Mike Wick
mikewick55@yahoo.com
Ned Asplundh
nasplundh@yahoo.com
Advertising Editor:
Mike Wick
Editors Emeriti:
Richard S. Kolin
Sam & Marty King
David & Katherine Cockey
Ralph Notaristefano
Ken Steinmetz
John Stratton
Dan Drath
The Traditional Small Craft Association, Inc. is a nonprofit, tax-exempt
educational organization that works to
preserve and continue the living traditions, skills, lore, and legends surrounding working and pleasure
watercraft with origins that predate
the marine gasoline engine. It encourages the design, construction,
and use of these boats, and it embraces contemporary variants and
adaptations of traditional designs.
TSCA is an enjoyable yet practical link
among users, designers, builders, restorers, historians, government, and
maritime institutions.
©2010 by The Traditional Small Craft
Association, Inc.
Editor’s Column
Two exceptional events stand out in my mind
this summer:
The first was when John Brady opened the
"Workshop on the Water," at the Independence Seaport Museum, to a group of
volunteers from Delaware River TSCA. All
Winter and Spring, we met weekly at the
workshop, working on construction and
restoration of small craft in the collection, so
they could be sailed again.
We finished the new build of a 16’ sharpie,
Fish Stix (one of John’s designs), and
op
restored one of the museum's Tuckups, TTop
Priority
riority, as well as necessary maintenance
on the Chapter's Tuckup, Marion
Brewington
Brewington. In addition, Ned, I, and others
joined together to production-build spruce
birdsmouth/hollow spars for these and some
of our own boats.
It was a wonderful chance to experience
boatbuilding with access to the proper tools,
jigs, and experienced guidance. This
program came about because of John's
generous support and the organizational
skills of the chapter President, Wendy Byar,
who ran the program for our benefit.
The second event that stands out in my mind
is the wonderful experience of attending the
2010 Small Reach Regatta, finished just as
this issue goes to press.
Fifty-three trailerable boats assembled at
Lamoine State Park, just north of Mt. Desert
Island and were shepherded by no less than
six crashboats. Thanks to diligent programming by the Down East Chapter of the TSCA,
this magnificent event came off without a
hitch.
Many of us choose to travel to Maine to
experience the challenges of sailing in those
beautiful but strenuous waters with the
problems of tide, wind, rocks, fog, that are
such a part of that coast. Past years there
have been plenty of rain, wind, and fog, but
the weather this year was really lovely.
Some of the volunteers that merit mention,
and sincere thanks, include: Tom Jackson,
David Wyman, Ben Fuller, Paul LaBrie, John
and Susan Silverio, Sam and Susan Manning,
Mike Duncan, and John Eastman.
On the Cover: John Brady, Director of Independence Seaport Museum’s Workshop on
the Water and builder of several A-Cat racing class catboats, invited members of the
Delaware River Chapter for a sail on four A-Cats. John Guidera was one of about
twenty participants, that day, and took many photographs. He made a digital print from
his favorite shot and painted this watercolor of Torch under sail. Learn more about
Torch
orch, and her sister cats, on page 16.
In this Issue:
Gardner Grant Report: SF Maritime National Park Association ...................................... 8-9
The Outer Banks 130 ........................................................................................... 10-13
FMM@Cortez Builds a Spanish Longboat ................................................................ 14-15
A Tune-Up for Torch ............................................................................... 16-17
The Sailing Oar .................................................................................................. 18-20
San Diego Wooden Boat Festival ........................................................................... 21-25
My Short, Sweet Relationship with Annie ....................................................... 26-28
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The Ash Breeze, Fall 2010
From the President
by Michael Bogoger
The Classic Boat Show and Small Craft
Festival, South Haven, MI is one of the oldest
and most popular of its kind in the region.
This year it was the venue for the 2010 TSCA
annual meeting and of its elected Council.
The annual meeting in the Padnos Boat Shop
of the Michigan Maritime Museum, led by
TSCA Vice President Pete Mathews, was the
watershed for the 2010 TSCA. Three new
Council members were voted in: Greg Stoll
of the Oregon Coots Chapter; Tom Shepard,
Delaware River Chapter; and Michael
Bogoger, also of the Oregon Coots. (See
page 29 for the meeting minutes).
Many thanks to outgoing Council members
Todd Bloch, Bob Pitt and Jim Swallow for
three years of volunteer service. Please join
me in a special thanks to President John
Weiss for his leadership, and also to outgoing
Secretary, Cricket Evans.
The upcoming year’s Council members
accepted the following slate of officers:
President, Michael Bogoger; Vice President,
Pete Mathews; Secretary, Andy Wolfe; and
Treasurer, Charles Meyers. Please welcome
and support your newly elected officers. The
TSCA is run entirely by tireless volunteers
who deserve accolades.
Congratulations to recent recipients of the
prestigious John Garder Grant Fund. The
recommendation of the Grant Committee to
fund the projects of the Spaulding Wooden
Boat Center in Sausalito CA, and Gordon
Biles of Wenatchee, WA, in the promotion of
traditional boat
building efforts was
unanimously
accepted by your
Council.
The purpose of the
John Gardner Fund
is to preserve and
enrich our traditional craft heritage.
Efforts—as propounded by the
Spaulding Center
and Gordon Biles—
epitomize the
Incoming TSCA president Michael Bogoger (pronounced “bo-godissemination of that ‘jeur”), known online as Doryman, indulges in a favorite pasttme.
heritage. We can
well! There are currently 766 national
look forward to reports from these and other
members, an increase from 755 in 2009 and
projects in The Ash Breeze. (See page eight
in 2010 we are proud to boast 27 local
for another recipient’s Grant Report.
chapters and growing.
In this period of transition, it should be noted
As one of the newer recruits to the national
that the business of the TSCA was primarily
achieved by proxy. While it is understandable ranks of the TSCA, I hope to share some of
my passion about the culture of traditional
that, with a national organization of
boat ownership. Thirty-odd years ago I built
volunteers and enthusiasts, many would not
my first wood boat, a John Gardnerbe able to physically attend a national
influenced Banks dory. I lived on the Puget
meeting, more consensus could be expected.
Sound in Washington State then and had
As a new member of the Council and new
applied my carpentry skills to boat repair for
President, I would like to support the recent
a few years and knew a few things taught to
suggestion by member Jim Neal requesting
me by the old timers. In the intervening years
that a national roster of TSCA membership
be created for distribution to other members. I came to think of myself as a boat builder
regardless of what career paid the bills. One
He felt that this would create a sense of
TSCA as a national organization and I agree. thing is certain, building boats in a time
honored manner will not earn you a fortune.
One method of enhancing the network of
TSCA members is already in existence, yet
I have yet to find a pastime more satisfying,
little used. Please visit the TSCA on-line
unless it is sailing or rowing those same
forum; http://groups.yahoo.com/group/
boats. Since retirement seven years ago,
TSCA-Tradi-tionalSmallCraftAssn/ and share
building or restoring wood boats has become
your thoughts. As the
a daily task for me. There’s still no money in
new President of the
it, but hours of contemplative, pleasant work
TSCA, I welcome
can be valuable in intangible ways.
feedback from any
and all members. An One benefit of a passion for traditionally
influenced boats is all the great people who
active forum can
enrich our organiza- share that affection.
tion and guide policy
I hope to hear from many of you in the
in future decisions.
coming year.
Michael gets a chance to test the newly-launched Banks dory he
helped to build with Toledo, OR high school students.
Volume 31, Number 3
Please keep your
TSCA alive and
3
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The Ash Breeze, Fall 2010
Active
TSCA
Chapters
Adirondack Chapter
Mary Brown, 18 Hemlock Lane, Saranac
Lake, New York 12983, 518-891-2709,
mabrown214@hotmail.com
Floating the Apple
1225 Park Ave., #10C, New York, NY
10036, 212-564-5412,
floapple@aol.com
Pine Lake Small Craft Association
Sandy Bryson, Sec’y., 333 Whitehills Dr,
East Lansing, MI 48823, 517-351-5976,
sbryson@msu.edu
Florida Gulf Coast TSCA
Roger B. Allen, Florida Maritime Museum,
4415 119th St W, PO Box 100, Cortez, FL
34215, 941-708-4935 or 941-704-8598 (cell),
Roger.Allen@ManateeClerk.com
Puget Sound TSCA
Lyndon Greene, Sec’y. , PO Box 1834,
Anacortes, WA 98221, 360-299-9075,
anacomaritimectr@msn.com
Annapolis Chapter
Sigrid Trumpy, P.O. Box 2054, Annapolis,
MD 21404, hollace@crosslink.net
Friends of the North Carolina
Maritime Museum TSCA
Brent Creelman, 315 Front Street,
Beaufort, NC 28516, 252-728-7317,
maritime@ncmail.com
Barnegat Bay TSCA
Patricia H. Burke, Director, Toms River
Seaport Society, PO Box 1111, Toms
River, NJ 08754, 732-349-9209,
www.tomsriverseaport.com
John Gardner Chapter
Russ Smith, U of Connecticut, Avery Point
Campus, 1084 Shennecossett Road,
Groton, CT 06340, 860-536-1113,
fruzzy@hotmail.com
Buffalo Maritime Center
Charles H. Meyer, 5405 East River, Grand
Island, NY 14072, 716-773-2515,
chmsails@aol.com
Lone Star Chapter
Howard Gmelch, The Scow Schooner
Project, PO Box 1509, Anahuac, TX
77514, 409-267-4402,
scowschooner@earthlink.net
Cleveland Amateur Boatbuilding
and Boating Society (CABBS)
Hank Vincenti, 7562 Brinmore Rd,
Sagamore Hills, OH 44067, 330-4676601, quest85@windstream.net,
www.cabbs.org
Connecticut River Oar
and PPaddle
addle Club
Jon Persson, 17 Industrial Park Road,
Suite 5, Centerbrook, CT 06409, 860767-3303, jon.persson@snet.net
Crystal River Boat Builders (CRBB)
Bill Whalen, 4539 N Grass Island Ter,
Hernando, FL 34442, 352-344-5482,
wfxw1@embarqmail.com
Delaware River TSCA
Tom Shephard, 482 Almond Rd,
Pittsgrove, NJ 08318, tsshep41556
@aol.com, www.tsca.net/delriver
Down East Chapter
John Silverio, 105 Proctor Rd,
Lincolnville, ME 04849, work 207-7633885, home 207-763-4652, camp:
207-763-4671, jsarch@midcoast.com
Volume 31, Number 3
L ong Island TSCA
Myron Young, PO Box 635, Laurel, NY
11948, 631-298-4512
L ost Coast Chapter—Mendocino
Stan Halvorsen, 31051 Gibney Lane,
Fort Bragg, CA 95437, 707-964-8342,
Krish@mcn.org, www.tsca.net/LostCoast
Sacramento TSCA
Todd Bloch, 122 Bemis Street, San Francisco,
CA 94131, 415-971-2844,
todd.sb@comcast.net
South Jersey TSCA
George Loos, 53 Beaver Dam Rd, Cape
May Courthouse, NJ 08210, 609-8610018, georgeowlman@aol.com
South Street Seaport Museum
John B. Putnam, 207 Front Street, New
York, NY 10038, 212-748-8600, Ext.
663 (days), www.southstseaport.org
Southern California Small Boat
Messabout Society (Scuzbums)
Annie Holmes, San Diego, CA
annieholmes@mac.com
TSCA of Wisconsin
James R. Kowall, c/o Door County
Maritime Museum, 120 N Madison Ave,
Sturgeon Bay, WI 54235, 920-743-4631
Chapters Organizing
Michigan Maritime Museum Chapter
Pete Mathews, Sec’y, PO Box 100,
Gobles, MI 49055, 269-628-4396,
canoenut@bciwildblue.com
Cape Cod
Don Chapin, PO Box 634, Pocasset, MA
02559 (Currently deployed to Afghanistan)
Don.chapin.1@gmail.com
North Shore TSCA
Dave Morrow, 63 Lynnfield St, Lynn, MA
01904, 781-598-6163
North Idaho
Joe Cathey, 15922 W. Hollister Hills
Drive, Hauser, ID 83854,
caadnil@roadrunner.com
Oregon Coots
John Kohnen, PO Box 24341, Eugene,
OR 97402, 541-688-2826,
jkohnen@boat-links.com
Patuxent Small Craft Guild
William Lake, 11740 Asbury Circle, Apt
1301, Solomons, MD 20688, 410-3943382, wlake@comcast.net
St. Augustine Lighthouse
and Museum Chapter
Maury Keiser, 329 Valverde Lane, St.
Augustine, FL 32086, 904-797-1508,
maurykeiser@bellsouth.net
5
6
The Ash Breeze, Fall 2010
John Gardner Grant
“ To preserve, continue, and
expand the achievements,
vision and goals of John
Gardner by enriching and
disseminating our traditional small craft heritage.”
In 1999, TSCA created the
John Gardner Grant program
to support projects for which
sufficient funding would
otherwise be unavailable.
Eligible projects are those
which research, document,
preserve, and replicate
traditional small craft,
associated skills (including
their construction and uses)
and the skills of those who
built and used them. Youth
involvement is encouraged.
Proposals for projects ranging
from $200 to $2000 are
invited for consideration.
Grants are awarded competitively and reviewed semiannually by the John Gardner
Memorial Fund Committee of
TSCA, typically in May and
October. The source of
funding is the John Gardner
Memorial Endowment Fund.
Funding availability is
determined annually.
Eligible applicants include
anyone who can demonstrate
serious interest in, and
knowledge of, traditional
small craft. Affiliation with a
museum or academic
organization is not required.
Projects must have tangible,
enduring results which are
published, exhibited, or
otherwise made available to
the interested public. Projects
must be reported in The Ash
Breeze
Breeze.. *
Program details, applications and
additional information:
www.tsca.net/gardner.html
* Emphasis added by The Ash
Breeze editorial staff.
Life Members
Dan & Eileen Drath • Jean Gardner • Bob Hicks • Paul Reagan • Peter T. Vermilya • Sidney S. Whelan, Jr.
Benefactors
Samuel E. Johnson
Generous Patrons
Ned & Neva Asplundh • Howard Benedict • Willard A. Bradley • Richard A. Butz • Lee Caldwell • Ben Fuller
Rick L. Pettit • Richard B. Weir • John & Ellen Weiss
Sponsor Members
Rodney & Julie Agar • Capt. James Alderman • Roger Allen • Ellen & Gary Barrett • Ken Bassett • Charles Benedict
Dr. Llewellyn Bigelow • Gary Blackman • Kent & Barbara Bleakley • Todd Bloch • Robert C. Briscoe
Capt. John S. Calhoun • Charles Canniff • Dick Christie • David & Katherine Cockey • Lloyd Crocket
Stanley R. Dickstein • Dusty & Linda Dillion • William Dodge • Dick Dodson • Thomas Dugan • Frank C. Durham
David Epner • Tom Etherington • Huw Goronwy Evans • John M. Gerty • Gerald W. Gibbs • Larrick Glendenning
Max Greenwood • Mr. & Mrs. R. Bruce Hammatt, Jr. • Peter Healey • Colin O. Hermans • Kevin W. Holmes
Peter A. Jay • Michael Jones & Judith Powers • Phillip Kasten • Thomas E. King • Arthur B. Lawrence, III
Chelcie Liu • Jon Lovell • The Mariners Museum, Newport News, VA • Pete & Susan Mathews • D. Turner Matthews
Charles H. Meyer, Jr. • Alfred P. Minervini • Howard Mittleman • John S. Montague • King Mud & Queen Tule
Mason C. Myers • Rex & Kathy Payne • Tom & Susanne Regan • Ron Render • Don Rich & Sheryl Speck
Dr. John L. Roche • Bill & Karen Rutherford • Richard Schubert • Paul A. Schwartz • Karen Seo • Gary & Diane Shirley
Leslie Smith • John R. Stilgoe • John P. Stratton, III • Robert E. (Bub) Sullivan • George Surgent • Stephen M. Weld
Capt. C. S. Wetherell • Andrew P. (Andy) Wolfe • Robert & Judith Yorke • J. Myron Young • Joel Zackin • Bob Zolli
Volume 31, Number 3
7
Gardner Grant Report:
San Francisco Maritime
National Park Association
The students that attend our Youth Boat
Building program are juniors and seniors
from Downtown High School (DHS), within
San Francisco’s Unified School District
(SFUSD). It is program-based; students enroll
in various projects to earn credit. If they
select a course called “GetOutandLearn,”
they complete a wilderness trip and a ropes
course, then join us to build a boat, learn
seamanship and sailing, and gain maritime
knowledge. This program uses experiential
and adventure-based learning to engage
underserved, minority, at-risk youth. After
completing the build, students leave with a
greater sense of personal responsibility, selfesteem, confidence, pride in their work,
useful life skills and an appreciation for
traditional boat building, small craft and their
National Park. These skills benefit them and
their communities forever.
DHS has 275-student capacity, based on a
student-teacher ratio of 25:1 for general
education teachers, and 12:1 for special
education teachers. (The student-teacher
ratio for our program is 5:1). Upwards of 90%
are low-income students of color, and more
than 52.4% are designated by the state as
Educationally Disadvantaged Youth (EDY).
The chart, below left, highlights DHS’s racial
and ethnic representation, compared to the
district’s overall secondary school enrollment.
Disproportionately-high numbers of African
American and Latino students at DHS, as
compared with the school district, present a
unique challenge of meeting the needs of the
demographic groupings that the SFUSD
struggles hardest to serve. While the district
works to implement large-scale initiatives
designed to close the achievement gap, DHS
is entirely shaped—and driven—by the fact
that this chasm has yet to be bridged.
Statistics:
Our Survey:
Since we applied for the grant, we have
completed two programs. Each program runs
for 14 classes, held in the historic Sea Scout
base in the San
Francisco National
Historic Park. The
Ethnicity/
SFUSD
Downtown
programs ran from
Other Indices
High Schools
High School
Mid-October to MidAfrican American ........................ 12.6% ................. 26.0%
November 2009 and
American Indian ......................... 0.5% ................... 1.0%
again from Mid-April
Middle Eastern/Arabic ............................................ 1.0%
to Mid-May 2010.
Samoan ............................................................... 7.0%
Our first program
Vietnamese ........................................................... 1.0%
had 23 students; our
Chinese ..................................... 36.4% ................. 4.0%
second had 25.
Filipino ...................................... 6.3% ................... 6.0%
Forty-eight students,
Latino ........................................ 21.2% ................. 46.0%
out of the 64
Other Non-white ........................ 10.5% ................. 4.0%
originally enrolled,
Other White ............................... 8.5% ................... 2.0%
received credit.
Declined to State ........................ 2.3% ................... 2.0%
Considering that
Male/Female ............................. 51.6%/48.5% ....... 52.0%/48.0%
students attend DHS
ELL ............................................ 27.9%
because they are at
Special Education ....................... 10.2% ................. 14.0%
EDY .......................................... 47.2% ................. 52.4%
8
risk of failing out, this is an exceptional
success rate.
DHS Statistics:
by Seth Muir, Education Director
Background:
At left, the Beach Pea is launched into
Aquatic Park, amongst historic ships.
A survey of the students was conducted
before and after the spring program with
some interesting results. The results follow:
17 of 25 students completed both surveys.
The students’ comfort level on open water
improved from an average 3.76 to 4.03 (out
of 5), over the course of the program. Before
this program, three of the students had never
been on a boat, and four could not swim.
The Granny Pram was launched in the Fall of
2009, shown here under the oars of a
student skipper.
The Ash Breeze, Fall 2010
At left, the Peapod sits on the beach just
prior to its Spring 2010 launch.
Quotes from the Kids:
Fabian: “This program changes the way you
approach people, and our skills change
because of the jobs we do.”
Ismael: “To build something like this, you
have to depend on others and they depend
on you.”
Suleima: “I’d never been on a boat. I never
thought I’d be able to build one.”
Summary:
This is a fantastic program that exposes
underserved kids to the tradition of boat
building, still alive here in San Francisco.
Every student rowed and sailed a small boat.
They got firsthand experience on at least
three small boats: a Pelican Sailboat, a
Cutter, and the boat they built. On launch
days, the students captained solo; no adults
aboard.
Before the program only seven of 17 students
had ever built anything before. All students
participated in the build. Before the program,
students listed an average of 2.7 tools that
they could identify and use. After, the list
increased to 4.3 tools, with a test of their
knowledge and ability to display competency.
Before the program, students were asked
what jobs they might find to support themselves. One each said “cook,” “police
officer,” or “business man.” Five said they
had “no employable skills,” and sadly one
said “selling drugs.” The remaining eight had
no answer. After the program 14 of 17
students surveyed answered “yes,” when
asked if they “think they can work with tools
to earn money by building things.” Four
suggested they could work as a carpenter;
three listed work as a mechanic.
balanced lug rig; students built mast, spars
and sail as well as the hull. This Spring, we
completed a Doug Hylan-designed Beach
Pea Peapod (pictured above). Both were
launched into the Aquatic Park with much
celebration (below right). Photos from the
peapod’s launch should be appearing in
WoodenBoat magazine.
Your Grant:
Your grant helped us purchase all the
materials for the first boat, the Granny Pram,
and part of the wood for the second boat, the
Beach Pea. We bought marine-grade
plywood for the hulls, 1/2” ply for the foils,
mahogany transoms, Douglas fir for rails,
mast, and spars, white oak for thwarts, skids
and skeg and some red oak for quarter knees,
lines for rigging, sail kit, epoxy, paint, various
blocks, and other equipment needs.
Interestingly, many of the students come from
Hunter’s Point, which was historically a
boatyard. Sadly, they have no connection to
that history. This project, while giving them
skills and a sense of completion, also
connects them to their history in an important
and relevant way.
Your generous grant was critical to the
success of this program. Our organization
fully funds this project at a considerable loss
and without the support of grants like yours, it
would not have been possible.
The Boats:
In the Fall, we built a Granny Pram—a 9’4”
classic Iain Oughtred sailboat design. It’s a
Volume 31, Number 3
Above, students hoist the completed Granny
Pram from boathouse to launch site,
where—at right—the boat was christened.
9
At left, a beautiful sunset on the Core Sound.
Tony Day’s Princess Sharpie and Mac
McDevitt’s Waverider 17 await the next
day’s adventures.
The Outer Banks 130:
Not much water, plenty of wind,
and lots of small boat sailing.
Princess 22, lovingly named Susan G
(“Lemme tell ya, boy, if you wanta build a big
boat, name it after your wife.” Sage advice,
indeed), while David Ware, a veteran of the
Texas200, had driven up from Rockport, TX,
with his stretched Bolger peapod.
by
by Andrew
Andrew Linn
Linn
Despite the preponderance of homebuilt
boats, the OBX130 is not an exclusionary
event, and production boats were welcome.
Also from Texas was Bob Grona with a bright
yellow Waverider 17, and that wasn’t the only
one. ‘Mac’ McDevitt had brought his blue
Waverider 17 from Essex, NY. Making the
OBX130 an international event was Pete
Lamarche, from Ontario, Canada, with his
salty looking Nordica 16, Jester
Jester.
The Outer Banks is a roughly 200-mile string
of narrow barrier islands, stretching from the
corner of Virginia down most of the coast of
North Carolina. These islands create vast
expanses of protected water that are ideal for
small boat sailing. The Outer Banks 130
(OBX130) was designed to explore the lower
half of the Banks: from Cedar Island, down to
Lookout Bight, and back. This round trip plots
out at a little less than 130 miles, but there is
always room for additional exploration and
side trips.
Expeditioners gathered Sunday, May 23,
2010, at the campground on Cedar Island.
People had come from all over the US, and
even one from Canada: Bill Moffitt, with
Andrew Linn looks over John Guidera’s
Melonseed, brought from South Jersey.
Photo by Chuck Leinweber.
10
Ember
’s W
atch, a Jim Michalak-designed
Ember’s
Watch,
Mikesboat yawl, played “local host” for the
event, though he trailered up from Atlanta,
GA. His boat was crewed by Chuck “the
Duck” Leinweber, of Duckworksmagazine
online fame, in Harper, TX. Bill’s youngest
son, Sean, had his boat, Patox
atox, a Michalak
Piccup Squared Pram. Bill’s eldest son, Paul,
was organizer of the OBX130 and showed up
boatless, but had a friend in tow: Stuart
Bartlett, who, with three-foot dreadlocks and
Essex, England accent, seemed to walk right
off the set of a Disney pirate movie.
TSCA was well represented, too, with
members of the Delaware River chapter
coming down to use the campsite at Cedar
Island as a base camp for daysailing
excursions: Mike Wick came with John
Guidera, who brought his lapstrake Melonseed, designed and built by Thomas Firth
Jones; Doug Oeller and Kevin MacDonald
brought Comfort
Comfort, an exquisite example of a
Joel White Marsh Cat, and Phil Maynard
brought his adaptation of Edwin Monk’s
Curlew 17, complete with a Subaru
lawnmower auxiliary engine.
Michalak designs were well-represented by
David Chase, who had trailered his Northern Gannett
Gannett, the only other Mikesboat
known to exist, 1300 miles from Holland, MI,
and Mike Monies, who brought his Laguna,
Laguna Dos: Blue
Laguna
Laguna, from
Eufaula, OK.
Camping in a National Seashore like the
Outer Banks takes coordination and planning—islands that were open to camping
might be closed as sanctuaries or reserves
Michalak wasn’t the
only small boat
designer represented at the
OBX130: Tony Day
had a short drive
from Winterville,
NC, towing his B&B
Yacht Designs
Before setting out, Paul Moffitt conducts the Captains Meeting from
his perch in a pickup truckbed. Attending are (left-to-right) Mike
Wick, unidentified, Doug Oeller, Bob Grona, Stuart Bartlett, David
Chase and Bill Moffitt. Photo by Andrew Linn.
The Ash Breeze, Fall 2010
Under double reefs and in rough chop,
Laguna Dos: Blue Laguna pounds towards
the campsite at Lookout Bight. Left-to-right
Sean Moffitt, Andrew Linn and captained by
Mike Monies. Photo by Chuck Leinweber.
now. Paul Moffitt had done the essential
preparation work of scouting out several
possible campsites, each spaced a reasonable
sailing distance apart. As with any sailing
excursion, the weather was the biggest
variable, and at the end of May, the first
tropical depression of 2010 was threatening
to form right off the Outer Banks.
At the Captain’s Meeting on Sunday night,
Paul laid out the options (few) and a
consensus was reached to sail for an
abandoned gun club, 13 straight-line miles
Laguna Dos: Blue Laguna and Embers Watch rest on the hard at low tide at the campsite of
Lookout Bight. Photo by Andrew Linn.
(about 19 sailing miles) off to the southeast.
All of the Moffitts had sailing experience in
the Core Sound, and they advised the
newcomers that Sound waters are deeper,
closer to the mainland, and there can be
square miles of very shallow water closer to
the barrier islands.
The weather, which had been cloudy yet
warm, turned sharply worse during Sunday
night, complete with rain and rising winds.
The sun came up, hidden behind endless
cloudbanks and driving a northeast wind that
ran in the mid-to-high teens. Boats left the
docks in their own time, the Laguna getting
away first, heading almost directly to the
Embers Watch and
Northern Gannett
Gannett,
the only two
Mikesboat Yawls
known to exist,
prepare to up
anchor and get
underway. Embers
Watch (foreground,
left-to-right) was
crewed by Chuck
Leinweber, Stuart
Bartlett, and
skippered by Bill
Moffitt. Northern
Gannett was being
singled-handed by
her captain, David
Chase. Photo by
Andrew Linn
east, a course that would take them through
the shallower waters on the north side of the
channel, but get them past the headland
without tacking. Lagunas have externally
mounted swinging leeboards and kickup
rudders, enabling them to skim along in
about five inches of water when the boards
kick up, so this course was a calculated risk.
The rest of the fleet chose to stay closer to the
headland - the lee shore—which required
them to tack out every once in a while to
gain sea room. In the steep chop, the square
nose of the Patox pram caused enough
splash to bring an alarming amount of water
into the boat. Reluctantly, Sean came about
and headed back to the launch site, shepherded back under the watchful eye of his
father in the much larger Mikesboat. At the
docks, they learned both David Wade with his
Bolger double-ender and Bob Grona in his
Waverider 17 had decided (perhaps wisely)
the conditions and forecasts were too wild for
safety—they opted to stay on shore with the
TSCA group.
Monday’s camp (N34° 48’ W76 ° 23’) was the
site of an abandoned gun club, a victim of
condemnation by the government when the
barrier islands were declared a national
Seashore in the 1970s. The approach to the
camp was very shallow—everyone ran
aground at some point or another. The
shallower-drafted boats: the Laguna and both
Mikesboats, were able to use the decomposcontinued on next page
Volume 31, Number 3
11
OBX130, cont’d.
ing docks or beach while the deeper drafts of
the Princess 22, Nordic 16, and remaining
Waverider 17 had to anchor out.
The evening at the gun club passed in
merriment, but overnight, the wind increased
until changing at dawn to the northeast,
blowing in the high teens and covering the
seas in “white horses.”
The group left camp at about 8:00 am, most
with sails reefed down at least one point.
About two miles from camp, David Chase
and his Mikesboat went over. It had been a
classic broach: A larger-than-average wave
had passed under the boat from back to front,
Pete Lamarche made the 2010 OBX130 an
international event when he brought his
jaunty little Nordica 16, Jester
Jester, down from
Canada. Photo by Andrew Linn
12
Howling winds and
atrocious rain kept
the armada
weatherbound for a
day at the campsite
on Lookout Bight.
When it cleared,
they had a fine view
of the historic Cape
Lookout Lighthouse.
Left-to-right are
Mike Monies, Bill
Moffitt, George
Broadlick, “Mac”
MacDevitt, Sean
Moffitt, and Stuart
Bartlett. Photo by
Andrew Linn.
lifting the rudder out of the water. The boat
slewed to starboard and, as the wave now
tilted the port side higher, the weight in the
boat shifted to starboard and she settled
gently onto her starboard side, floating high
on her airboxes, but capsized. The Laguna
witnessed the capsize from a few hundred
yards upwind and rushed in to offer assistance. David was having difficulty righting
Northern Gannett by himself, so Sean
Moffitt—having joined the Laguna that
morning—hopped overboard to assist.
Together, they quickly brailed up the sails,
righted Mikesboat, bailed what few gallons of
water had come aboard, fired up the engine
and made their way to sanctuary at Harker’s
Island, where David opted to leave the
OBX130 and Sean rejoined the Laguna.
a submerged sandbar. Eventually, everyone
reached the campsite except Jester
Jester, the
Nordic 16. Pete, without benefit of radio
(requires a license in Canada) or a good
chart, had opted to anchor off somewhere
near Harker’s Island.
Tuesday night, it began to rain and blow in
earnest—lightning, thunder, buckets of rain,
and winds that bounced around in the upper
ranges of the twenties. Wednesday dawned in
the same conditions—only now the lightning
was flashing in dark-gray skies instead of
pitch-black darkness. NOAA swore things
were going to get better in the afternoon late evening at the latest—so captains and
crew hunkered down in their tents to wait it
out. For once, NOAA was right and by midafternoon, the winds had dropped, the skies
had cleared, and the day had turned
delightful—but it was too late to strike out for
another campsite. The group opted to stay
where they were and sail for the gun club on
the morrow. As evening fell, another boat
joined their expedition: George Broadlick in
a Bolger peapod design, Sweet Pea (named
Sweet PPea
ea
ea) George had sailed from
Harker’s Island with three reefs (“I wish I had
four!”) in an 80+ square foot sail he had
taken from one of his other boats. George
reported he’d seen the Nordic 16, Jester
Jester,
being loaded on a trailer, with Pete vowing to
return to for the 2011 OBX130 better
prepared and equipped with an actual chart,
functioning GPS, and VHF radio.
Tuesday’s campsite was to be just down the
The weather was starting to follow a
beach from historic Cape Lookout Lighthouse predicable pattern: The wind would rise
(N34° 37’ W76° 33’), in an area with a slight
overnight and stay in the high teens in the
bay that offered some protection from the
morning, then mitigate in the afternoon. The
waters of the Barden Inlet. To get there, the
group had a problem for Thursday’s sail,
sailors had to negotiate a dog-leg channel as however: The tide was going to change from
they rounded the
eastern tip of
Shackelford Island.
Although they had
clear instructions,
and the channel was
well marked with
red and green can
buoys, the Laguna
Double reefed and sailing fast, Laguna Dos: Blue Laguna sails past
crew managed to
“Mac” MacDevitt and his anchored Waverider 17. Photo by Paul
run her aground on
Moffitt.
The Ash Breeze, Fall 2010
east: “short boards”
to the east (into the
shallows next to the
barrier islands) and
long runs to the
north-northwest. The
winds dropped to
less than five mph in
the afternoon, and
the fleet had to
slowly pick their way
through the shallows
Embers Watch easily handles chop kicked up that surrounded the
by the strong winds and shallow waters of
gun club—the
the Core Sound. Photo by Andrew Linn.
Sean Moffitt stretches out in the cockpit of Laguna Dos: Blue
Mikesboat, Embers
Laguna
Watch
atch, captained by Laguna, while he and Mike Monies watch a ferry cross their path.
Photo by Andrew Linn.
high to low at 7:10 am, and all the waters
the elder Moffitt,
that had gathered in the Core Sound on the
crewed by Phil, and
rising tide would begin rushing out to sea,
sound, and as his sails were tiny points
ballasted by Chuck “the Duck,” reached the
down through the Barden Inlet—the same
against the gray bulk of the mainland, finally
docks first, followed closely by the Laguna in
channel through which the expedition had to
rounded up and battled against the wind. At
a nail-biter race at speeds of less than two
pass. A late morning launch might mean
about this time, by unspoken agreement, the
knots. Thursday evening passed in calm
being stuck in the Lookout Bight through the
rest of the armada took to their boats and hit
enchantment—even the deerflies had
tide, and with low winds predicted in the
the waves. It was a long, wet slog to
disappeared, and instead the fields were
afternoon, anyone who missed it might not
windward, bashing through steep chop and
filled with dancing fireflies as darkness fell.
make it the 20 miles to the abandoned gun
tossing spray while flying fish, wingless
As sure as death and taxes, the wind rose up
club.
Ballyhoos, skittered and danced across the
in the night, rising from nearly nothing to
wavetops.
Camp was struck at the crack of dawn, coffee screaming-through-the-rigging in the wee
hastily swilled, breakfasts quickly gobbled,
The boats of the 2010 OBX130 made
hours. Friday’s dawn came with the now
and then it was “up sail and cast off!” in the
their way back to the docks at Cedar Island
predictable ‘field of white horses’ and winds
early morning light. Everyone made it
without incident, each crew helping the
blowing like stink from the northeast.
through the channel and beat their way to
others trailer the boats and load up the gear.
Weatherbound, the crews spent a frustrating
the northeast—a long, wet slog against the
After a celebratory dinner in the restaurant at
morning sitting on the cinderblocks that used
short chop and winds from the east-norththe Driftwood Inn, and one last night
to make up the steps of the gun club. Sometime about 8:30 am, camping, the adventurers parted ways and
headed back to their respective homes,
without comment or
comforted by new-found friendships forged
consultation, Tony
by a shared struggle.
Day of the Princess
22, Susan G
G, cast
To find out more about the OBX130—
off his hook, upped
perhaps in preparation for your own future
sail and started
participation, please see http://obx130.com.
falling off to
windward, looking
like he was heading
back downwind to
Harker’s Island. The
crews of the other
boats watched as
Susan G seemed to
George Broadlick sails his triple-reefed Bolger Sweet Pea into
struggle, then start
Watch,
Lookout Bight. In the forground are Laguna Dos and Ember’s Watch
sailing across the
both Jim Michalak designs. Photo by Andrew Linn.
Volume 31, Number 3
13
At left, the “invasion” begins; blunderbuss at
the ready, portside. Photo by Judie Bien.
were made from cypress, oar locks fashioned
from buttonwood, decks from Spanish cedar,
and transom from 28 x 28” mahogany, to
provide more traditional materials.
FMM@Cortez Builds a Spanish Longboat
by Doug Calhoun
The Florida Martime Museum at Cortez has
continued its mission of building, restoring or
reproducing boats of historical importance to
Florida history. Museum volunteers replicated
one of the earliest foreign boats to come to
Florida’s shores, maybe even the first to
arrive at the west coast: Hernando DeSoto’s
longboat. The Spanish longboat was
commissioned by the Director of DeSoto
National Memorial Park, for use in reenactments as well as in parades and celebrations.
The boat’s launching was part of a festival
commemorating the Spanish arrival at la
Florida in May of 1539. The site, in
Bradenton, FL, is now a Federal Park bearing
his name.
Museum Director, Roger Allen, and Museum
Boat Builder, Bob Pitt, worked together to
come up with plans to ensure the 25’ boat
looked historically accurate. The boat
needed to be functional in very wearing
circumstances,
however; so they
selected some
modern materials.
Built from 1/2”
Okume plywood,
with five planks on
each side and
doubled to an inch
on the bottom, the
boat looks like a
large dory. Oars
The bottom was covered with fiberglass and
Dynel. A stainless steel skid plate was added
to the keel to reduce wear from the beach
landings which will occur from reenactments
of Hernando DeSoto’s invading soldiers.
So many different skills were required that
nearly every volunteer had a hand in
building this 25’ boat.
The boat needs a crew of at least seven
people. It has thwarts for six oarsmen,
another person mans the tiller, and there is
room for others to fire guns at those on shore
when the “invasion” commences .
Above, the “invasion force” lands during a festival reenactment.
Photo by Judie Bien.
Above left, setting up the longboat molds, ribbands and garboard planking. Above right, the boat is planked up
14
The Ash Breeze, Fall 2010
Above, turning over the five-plank hull. Bob Pitt, center, is conducting
as Jerry Triolo, right, and Park Rangers Chuck Oshaben and Jose
Asobeto, at bow, do the heavy lifting. At right, the newly-installed,
replica cannon will add extra “firepower” for reenactment events.
Several of the volunteers and Bob Pitt
launched the boat at Emerson Park, across
the river from DeSoto Park on April 24. Along
with the park’s own volunteers, they helped
DeSoto invade la Florida during a festival
ceremony, at the site of the cross marking
DeSoto’s landing place in 1539.
Volume 31, Number 3
When you are in the boat and someone fires
a blunderbuss, the sound of the blast makes it
easy to understand why natives who never
heard one before would pull back and wait
for another day.
The Florida Maritime Museum at Cortez is
located at 4415 119th St. West and is open
Tuesday through Saturday from 8:30 a.m. to
4:00 p.m.
Unless indicated, photos by Doug Calhoun.
15
familiar; he has to take away weight as he
adds structure to make her stronger.
A Tune-Up
for Torch
Torch was built with oak floorboards that are
heaviest in the middle and taper toward the
bow and the stern. They are the first thing to
go. The crew trued up the floors so they are
dead straight. Then he fastened a light and
strong plywood floorboard to all the floors,
making a box beam of the whole bilge. The
floorboards and the floors become a single
unit, so there is no movement in the mast
step; its twist is distributed along the whole
length of the hull.
by Mike Wick
Torch leads the way (with Tamwock to starboard and Wasp to port) in a fall 2007 A-cat
outing. Courtesy of John Brady, Workshop on the Water director, members of the Delaware
River chapter had a rare priviledge of crewing aboard these thoroughbreds. Photo by John
Guidera.
If you were a 28-foot, thoroughbred, catboat
racing machine, you’d be tired too.
That’s the way it is with Torch
orch, a Barnegat
Bay A-Cat that came into Independence
Seaport’s Workshop on the Water for a tune
up, before this year’s racing season. She was
built in 2001, and holding her own with a
fleet of several newer boats, but campaigning was hard on her structure.
There are thirteen of these beautiful catboats
that race each week of the summer on
Barnegat Bay. All are high-maintenance
racing machines that bring out the best in
highly-motivated sailors and boatbuilders. In
the past, they wouldn’t race if the wind was
too strong, but each year the committee has
moved up the threshold on wind strength,
and the highly motivated owners have
pushed their boats as hard as they were able,
in one of the most unique one-design classes
in the country.
One problem these boats face is that the rig
wants to go one way, and the hull—with 1600
pounds of crew on the weather rail—wants to
go another. The drive of the sails, instead of
orch forward, twists the hull and
pushing TTorch
16
causes her planks to spit caulking out of her
seams. That is usually the first sign of trouble
in carvel-planked hulls.
Next focus is the hull itself. See all that crew
weight on the weather rail in the photo
below? The shop crew learned a trick from
building Silent Maid
Maid, a replica B-Cat. They
crafted and fitted longitudinal plywood
bulkheads that tie ribs, deck beams, and bunk
tops together so that topsides, washboards,
and internal structure make another
boxbeam, strengthening the beamy hull.
Weight on the garboards is spread away by
the internal structure. The plywood would be
heavy, but to lighten it, they cut stuffholes in
the bulkheads. Presto, the interior is fitted
with a series of handy lockers, but only
lightweight stuff is allowed to be stowed.
So, Torch was brought back to the shop—for
the winter months of 2009-2010— to cure
The combination of bilge boxbeam and
her weaknesses and make her stronger and
washboard boxbeam won’t provide as much
faster. How will John Brady make her
strength as the boat needs if they are allowed
stronger without
making her heavy?
A-Cats are supposed
to weigh at least
4700 pounds fully
rigged and equipped
for racing. At the
beginning of the
season, each boat is
lifted up by a crane
and weighed. If they
are too light, they
must carry extra
ballast to fit the onedesign rules of the
class. John has
Torch charges hard on the wind on Barnegat Bay. This photograph
provided the inspiration for our front cover artist, John Guidera, to
enlisted a bathroom
scale to keep track of render the scene in watercolors (John also took the photo). At the
tiller is Max Byar; his mother, Wendy, on mainsheet. Others aboard
her weight. It all
include John Brady, Dave Soltesz, Ed Smizer and Peter Byar, Wendy’s
sounds quite
husband.
The Ash Breeze, Fall 2010
Laminated web frames in Torch
orch’s cabin tied the reinforcing boxbeam
structures together.
to move in relation to each other, so the crew
built light laminated knees that tie both
structures together. These knees will straddle
the bunktops, but nobody ever sleeps in those
bunks, anyway. Bunks and cabin are there
just to comply with A-Cat rules.
No boat can be fast without a smooth bottom.
Once the internal structure was complete,
the hull was turned over and the bottom
planed, filled and sanded, until she is one
giant convex bowl for minimum wetted
surface exposed to the water. They painted
her bottom with the latest bottom paint and
New cedar plank-edges were glued in routed slots. These will give a
more consistent even seam for caulking. Bevels were cut to provide a
thin groove in which to drive the cotton caulk.
popped her in the water so the hull absorbed
as much moisture as possible before
weighing with the rest of the fleet. Once
these boats are commissioned, they may not
be drysailed. If they are hauled to be
scrubbed, they must go right back in the
water and kept docked or moored in the
water for the season.
Her refit was closely inspected and met all
the rules. This summer, Torch is right up
there: in the top three of a fleet that is close
to a dozen boats. This makes all the hard
Above left, Gina Pickton drives in Starboard® wedges to clamp new cedar plank-edging
during glue-up. (Starboard® material does not stick to epoxy, and a matching bevel was cut
on it so both edges could be clamped square by driving it in). Above right, John Brady applies
new seam compound over the cotton. Black compound was applied below the waterline;
white compound was covered with hull paint when the topsides were repainted. Edges were
protected by masking tape before compound was applied and leveled to help control the
sticky mess.
Volume 31, Number 3
work worthwhile, knowing that she is strong
and competitive once again.
Many one-design class boats race on
Barnegat Bay—scows, sneakboxes, Jet 14's
and other fiberglass boats but none have the
grace and beauty of the closely-matched
fleet of big catboats. The fleet was only four
boats in the 1940's and down to just one boat
sailing in 1972, but the dedication of a few
determined individuals has kept the fleet
alive. Nelson Hartranft and Peter Kellogg
stand out as individuals who worked to keep
the class going. Mary Ann
Ann, Bat
Bat, and Lotus
all date from the ‘20s, and have come
through several rescues or rebuilds, but now
many new boats, including Torch
orch, will keep
the graceful old ladies up to scratch. Long
may they prosper.
The completed hull, ready for another
season of racing on the Bay. All photos on
this page by Wendy Byar.
17
At left, the articulated oar blade swivels at
right angles to travel. Its angle is controlled
by a lanyard attached to the gunwale.
The Sailing Oar
This does not apply to a boat getting
underway, as the blade will stall. This
explains why starting strokes are short and
close to right angles with the boat. Further
readings on “hydrodynamic lift,” in
relation to rowing, confirm my conclusion.
They disclose the counterintuitive fact that
the oar moves forward in the water, by
around four inches, during the stroke.
by John Murray
Part I: How
How,, and why
why,, I discovered that
an oar moves forward instead of
backward in the water during the
rowing stroke.
My failed experiment was a source of
wonderment to me. How could my carefully
designed swivelling blade oar be less
efficient than a conventional oar? After all, it
was in the book, well not quite, but it was on
the Internet. Here is a description of how a
racing oar works:
The force from the blade on the water
is generally normal (at right angles) to
the blade surface at all times. The
only exceptions to this are at the catch
and the release. This force can be
broken down into the following two
components: 1) parallel to the
direction of the boat, and 2) lateral to
the direction of the boat. The lateral
force does not contribute to the
forward motion of the boat. Between
70 and 110 degrees, the oar’s angle
with the boat’s direction provides the
greatest forward force on the boat.
Ideally the rower’s force should be
highest when the oar is in this
position. (Virginia Technical Institute,
Mechanical Engineering, Tidwell
1998).
So: “The lateral force does not contribute to
the forward motion of the boat.” It seemed
logical, so I made an oar (shown in the photo
above) that is always at right angles to the
boat to eliminate the lateral (sideways) force.
18
What a disappointment! It was very easy to
pull at the catch and release (above right)
and not very efficient midstroke. However, it
was a bit like going nowhere and moved the
boat less than a conventional oar. I dumped
the project, then gradually figured out why it
didn’t work. Of course; at the catch the blade
was going two thirds sideways, and only one
third aft. Although it was easy to pull, two
thirds of my action was being wasted. How
then was the conventional oar so much more
effective at other than right angles, when
most of its energy was being wasted because
“the lateral force does not contribute to the
forward motion of the boat”? I have come to
the following conclusions about this,
especially for low load conditions.
1. For a well designed curved blade, on a
boat in motion, the water will flow over
the blade at the catch, as the boat moves
forward, in the same way as the wind
blows over a sail and drives a boat to
windward (see photos below).
2. The lateral motion of the oar will now
induce water to flow over the blade
rearward, creating a forward thrust in
return.
3. Too much force on the oar, at the catch,
will cause the oar to stall and create
wasteful turbulence.
4. The lower force, required to avoid
turbulence, occurs naturally because of
the smaller leverage offered the rower
when making long strokes.
5. Greater efficiency is offered at the catch,
as the oar is moving sideways into clean
water. The parallel to this is the greater
efficiency of a sailing boat on a reach
(catch) than a run (drive).
6. When the oar is at right angles to the boat
it loses energy through slippage (see
diagram, above right, on page 19 ). This
slippage amounts to about 30% at the tip,
which travels furthest. This argues for a
shorter wider blade, but for reasons of
Above left and right: the Sailing oar, Mark I. At the catch, above left, the motion of the boat
induces the water flow as shown. At the release, above right, the reverse occurs. The angle
of flow over the blade corresponds to the angle of the oar in the water.
The Ash Breeze, Fall 2010
The diagram at left, drawn by Cavan Lenaghan, shows a rower at the
three stages of the same stroke. Dots represent the position of the
blade in the water about every five degrees of stroke. Notice that the
blade sails forward in the water. This “sailing” occurs for 60 degrees
of catch and release, while stalling or moving back in the water
occurs for 40 degrees of drive. (Data from Hydrodynamic Lift in the
Rowing Strike. Ken Young, University of Washington, 5 June 1997).
curved end of the
blade impels the
water in a more
effective direction
for propulsion
through most of the
stroke.” This analysis
bears thinking about
especially when
designing the blade.
balance, and clearance on the return
stroke, this is not practical beyond a
certain point.
My friend Colin Putt, who is a chartered
Chemical Engineer
and a seagoing
adventurer, believes
that the following
effect also comes
into play: “The oar
acts like one blade
of a centrifugal
pump (which uses an
impeller to throw
water outwards
through an exit). The
oar acts to project a
jet of water away
from the centre of
rotation, in this case
the oarlock. The
At left, a New
Guinea paddle.
Volume 31, Number 3
Years ago, I observed the native use
of canoes on the
remote island of
Tagula, in New
Guinea, where I had
been shipwrecked.
Although they had
efficient paddles
they would always
use a pole to propel the canoes when the
water was shallow enough.
The pole had no slippage of course, and gave
close to 100% efficiency (in contrast to
estimated efficiencies of 70%-80% for oars).
Natives would allow their weight to fall
backwards off the canoe while poling and
push themselves upright, at the last, in the
most skilful manner.
Excited about this interesting and counterintuitive theory of the sailing oar, I made a
prototype oar that is shaped more like a sail
to improve its performance. The leading
edge is curved aft at 45 degrees to the line of
the shaft and the blade is curved length ways
and sideways to encourage non-turbulent
flow. The angled flow necessitates curves
across and along the blade.
Testing with a hose (see photos below)
showed the water attaching much better to
the rear of the prototype.
Now for the acid test; how would it work?
Had I wasted my time again?
I chose a calm day to test the oar down on
the Hawkesbury River and opposed the
prototype “sailing oar” against a more
conventional blade of the same area. The
test had to be done under calm conditions. If
the boat was carefully rowed with equal
force on each oar, prototype one side, it
should turn away from the prototype if more
efficient, and towards it if less efficient. After
twenty careful test runs—eyes closed, eyes
open—the dory consistently turned away
from the prototype. It was even more effective when a long catch was used. Another
continued on next page
Above left: water does not attach to the rear of a more conventional blade. The blades use
carbon fibre on the front (tension) side, and chopped-strand mat (better under compression)
at the back. Above right: water attaches to the rear of the prototype for at least part of its
length. This corresponds with the tip vortex forming futher down the blade at the catch.
19
The Sailing Oar, cont’d.
rower achieved the same result. The feel at the catch is of quite
refined performance, with a pull propelling further than expected.
Sometimes the laws of physics work against you. In this case not so,
the prototype is very much stiffer because of its more compound
shape. This enables a lighter blade that has the important effect of
reducing outboard weight where such a reduction will have most
effect.
About the Author: John Murray invented and manufactures the
Gaco oarlock: www.gacooarlocks.com. He comes from down under
and has been rowing for longer than he cares to admit. He has built
his own trimaran and sailed it around the world. He spent a year of
his time sailing up and down the US east coast where he enjoyed the
kindness, courtesy, and eccentricities of the American people. He has
worked as an industrial chemist, science teacher, boat charterer and
in the copper mines at Bougainville.
Where to from here? Well of course even more radical shapes are to
be tested until the shape becomes too extreme. The blade will be
married to a new design of shaft.
It is more by accident than design that I have arrived at an efficient
and radical way of making a stiff, light shaft. The cross-sectional shape
goes by the rather awkward name of “isosceles trapezoid.” It was
while I was playing around with different shapes that I was surprised
to find that such a shape could rotate in the oarlock, as well as
provide a flat section to match the D-shape oarlock. Since it had many
other advantages I have been making oars using this shape. Well, you
would not expect me to follow convention, would you? I will discuss
its design and how to make it in the next issue.
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semi-permanent capture. Made from
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angled shape cuts out friction and wear.
Cost: $35 for two oarlocks, two sockets
and sleeves from Jamestown Distributors.
Now in Our 27th Year!
Monthly we arrive in your mail with interesting articles from our
readers about dreaming of, designing, building or restoring,
sailing, rowing, paddling and adventuring in small boats. Plus
readers’ letters, Bolger on Design, featured columnists, advertising
from boatbuilders, restorers, and suppliers of plans and material
for small boating, and free subscriber classified ads.
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Messing About in Boats, 29 Burley St., Wenham, MA 01984
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20
The Ash Breeze, Fall 2010
San Diego Wooden Boat Festival
by Kim Apel
At left, an overview of the 40-or-so big boats
that made up the on-the-water display at the
San Diego Wooden Boat Festival.
staffed by friendly ‘Bums who chatted nonstop
with each other and the numerous visitors.
Mark Kovaletz made it doubly-educational by
providing a display of “bird’s-mouth” sparmaking and hands-on instruction in
“longboard” fairing, an essential technique
of strip-planked boatbuilding.
The Scuzbums have been participating
individually and intermittently in the annual
San Diego Wooden Boat Festival for many of
the festival’s 14 years, but this year we got
(somewhat) organized and put a record ten
boats on display (June 19-20), literally “under
the Scuzbum banner” at the Koehler Kraft
Volume 31, Number 3
boat yard on Shelter Island. All were wooden
boats, home-built between 1962 and 2002,
displaying the variety of wooden construction: strip-planked, plywood stitch-and-tape,
ply-on-frame and so on.
In addition to the eclectic assortment of
Scuzbum craft, there was a shaded booth,
After setting up the exhibits Friday afternoon,
Randy and Jeanne Ames hosted dinner at the
nearby Silver Gate Yacht Club for exhibitors
and families. Several out-of-towners had
hotel reservations and made a family
weekend out of the festival. The prevailing
“June gloom” was actually welcome weather
for the festival; bright sun would have been
too much of a good thing. All that glossy
varnish (everywhere you looked) and the
pristine white deck and cockpit of Shawn
continued on next page
21
San Diego Wooden Boat Festival, cont’d.
first place among sailboats displayed “on the hard,” and both Shawn
Payment’s and Kim Apel’s boats were also recognized.
The ScuzMum didn’t originally expect to be in town for the festival,
but her planned RV expedition to Nova Scotia was derailed by spiking
gas costs. Unfortunate for Annie, but her presence was welcomed by
the rest of us. Afterward, Annie thanked the exhibitors via email:
Above, a view of the Scuzbum dry display area and glimpses of the
nine boats on exhibit (one more was on the water). Below right, Mark
Kovaletz’s strip-planked NS14 performance dinghy.
Not only were your boats gorgeous (prize-winners all) but you
were so friendly, helpful, knowledgeable, instructive,
generous, and just plain good fun to be with. Our booth and
your boats were the best there, and you guys showed a lot of
class. You made people feel welcome, you told them about
Payment’s just-restored Blue Jay could have caused permanent vision
damage.
Over 20 Scuzbums and their families participated as exhibitors or
visitors. A few “dropout” Scuzbums who have been missing in action
for years showed up, a pleasant surprise. The legendary Tony Groves
was back in town, working at Koehler Kraft. The long-lost Joe Ditler,
one of the original Scuzbums, came by the booth, as did Bret Morris.
Scuzbums’ boats figured prominently in the “People’s Choice” awards
for most popular boats on exhibit. Mark Kovaletz’ Grin-NGrin-N-TTonic was
22
The Ash Breeze, Fall 2010
your boats, showed them things, and
all with a smile. You were wonderful.
A lot of people have a really good
feeling about Scuzbums, and all
because of you. I don't know where
you get all that energy, but it was a
real pleasure to be in your company. I
had a ball.
Above left: Mike Kovaletz gives a longboard fairing demonstration. Above, Shawn Payment’s
just-restored 1962 Blue Jay, on the hard.
continued on next page
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Volume 31, Number 3
23
San Diego Wooden Boat
Festival, cont’d.
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24
The Ash Breeze, Fall 2010
Seaworthy Small Ships
Clockwise from far left, page 24: Kim Apel’s 17’ 2” sliding seat recreational rowing shell,
designed by Glen-L; Amity
Amity, designed and built by Chuck Darragh, was one of the two
steamboats giving free rides; a restored Thompson wood/canvas skiff on display; Shawn
Payment’s Blue Jay underway; Randy Ames’ Patuxent Chesapeake Light Craft Kayak.
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Museum Quality
Wherries, Canoes and Cabin Cruisers
54442 Pinetree Lane, North Fork, CA 93643
559-877-8879 trapskifjim@netptc.net
Volume 31, Number 3
25
far from the Yankee
blockade ships, the
coast over there was
lookin’ pretty good.
Then, I found out
that a salt-maker
can’t be drafted into
the army, and that
clinched the deal.
My Short, but Sweet,
Relationship with Annie
Annie.
by Bill Whalen
1863: The war here in Florida was making
things pretty miserable. The dang Yankees
went and closed the Mississippi River—no
more cattle or salt coming into the Confederate states. Then the know-it-alls running the
state government, here in Florida, asked us
for 10% of everything we grew—cows, corn,
whatever…. Then I thought I was gonna be
conscripted—they was calling everybody
‘cept the preachers. I was worried.
A few months ago, I heard from my Uncle
Nick—on my father’s side—he left here
about a year ago, took off and headed for the
coast up around the Crystal River, near the
Withlacoochee River. Some said he was
avoiding being ‘scripted; Dad said Nick
didn’t see the war the same way other folks
did around here.
Anyway, Uncle Nick asked me to come over
to the coast to help him with a project. Seems
there’s a good market for salt, and with all
the salt water, and all the wood, and being
I got over there and
met Uncle Nick. He
had gone into the
hammocks outside of
Crystal River and
found an inlet creek
out to the coast.
There was plenty of dry wood about and we
commenced to set up a salt still. Uncle Nick
has a bunch of boys, carrying this big cane
syrup boilin’ basin that we’re gonna use to
evaporate salt water. And we’re gonna sell
the salt we make. If we can get the salt out....
Well, Uncle Nick stayed there up by that
inlet. He set up a heap of rocks to hold up the
basin and got the boys to commence bringing
in fire wood. He gave me a different job….
I had to go back to Crystal River and meet up
with a few of Uncle Nick’s friends. They were
gonna help me build a boat that we needed
to get the salt out to the blockade runners.
(Anyone dealin’ with the runners had to have
a small boat. The runners was scared they’d
get trapped if they got too close to the shore,
beside it got pretty shallow ‘round this part of
the coast.)
Uncle Nick gave me the names of a couple of
old men over there in Crystal River—Mister
King and a guy called “Bosun”—who had
built a couple of boats. Uncle Nick also gave
me some money for liquor, but told me that
I’d never get the boat finished if I started
spreading the liquor money out before the
work got done. I met up with the boatbuilder
Uncle Nick sent me to and the first thing he
asked me about was the liquor money.
Bosun was from up north, around Virginia or
Maryland. He said he learned how to build
pretty good boats—he called them sharpies
—by working for some guy named Harvey D.
Grace. This Harvey D. Grace must have been
a pretty good drinker too, cause Bosun sure
learned that skill.
Buildin’ a boat sounded interesting to me, so I
started in asking questions of these so-called
boat builders. “Bosun,” I said, “what kind of
boat do I need here in Crystal River? “
Bosun snuffled. “Eh,” he said, “y’all can use
just about any kind of boat here in Crystal
River, a good sailin’ sharpie would be best.”
“How much does a good Crystal River boat
cost?”
“A good boat in Crystal River is the cheapest
you can find,” said King. “Nah,” said Bosun,
giving King a good poke, “you gotta spend a
lot of money on a boat!”
“And how’s Crystal River as a home for a
boat?”
Mr. King grinned at me and said, “Crystal
River is usually the last home for a boat.”
Well I could tell from that bit of conversation
that to get them to help me build a boat we’d
have to continue our conversation at Burke’s
ROB BARKER
Wooden Boat Building
and Repair
615 MOYERS LANE
EASTON, PA 18042
26
The Ash Breeze, Fall 2010
Tavern. At Burke’s, Bosun and King became
changed men, suddenly attentive to my every
idea about boats and boatbuilding.
Well, I followed the instructions of my Uncle
Nick. The result of my dealing with them
(which lasted long into the night) during
which they introduced me to the musicians
playing in the corner (the Yard Dogs, if I
remember correctly), the bartender, Bosun’s
cousins, King’s cousins, various hangers-on,
and a know-it-all young lady who hung out
with us tellin’ her “seagoing” escapades, her
finding treasure and whatnot —was that I
finally realized that I had contracted with this
group to have a boat built.
My head might have been bollixed up by all
the drinking and talking because I agreed to
pay ten dollars for the boat. Now I know that
up around Cedar Keys a boat costs upwards
of twenty-five dollars, but that’s because they
got more money up there due to all the
industry and the railroad and such.
I regret to say that although I had contracted
with this nefarious group to build a boat, no
real boat was shown me, described to me,
nor did I see a picture of one. Bosun
produced a piece of paper filled with
numbers arranged in a puzzle-like configuration he called a table of offsets.
It seemed to me he was trying to offset me
from the boatbuilding money!
Bosun, King and the rest of the group —after
heavily imbibing of Burke’s best—absolutely
convinced me that the numbers, symbols and
hieroglyphics on that scrap of paper would
produce the most seaworthy of craft.
Early the next morning that crowd was
gathered in the loft over the Crystal River
Boat Builder’s shop. They were sitting around
on the floor. No one knew what to do.
Suddenly one person would show a spark of
insight (or be aroused from his hangover) and
place a mark upon the floor. Thereupon
another would refute the first, telling him the
mark was not fair. This went on for days.
When they grew tired of these trivial
arguments, boredom (and the thought of the
balance remaining in Uncle Nick’s liquor
fund) brought them to their feet and into the
boatshop.
With the lines they drew on the lofting floor,
they made forms on which to build the boat.
They also figured out the shape of the
transom (the back of the boat) and the
various angles of the chunk of wood in the
stem (the front end).
It turns out that those steps were very easy. It
took many hours to connect the stem to the
transom with the keelson (inside the boat on
the bottom), the sheer battens (along the top
edges of the boat) and the chine logs (which
hold the sides onto the bottom).
This here’s the stem; and here’s the stern
(below).
(Uncle Nick, I don’t know if you knew this, but
at times during this stage, I made a few solo
withdrawals from the liquid reserves of the
boat fund.)
After banging around, and bumping into
each other, and fussin’ about lines and chines
and futtocks, somebody said “lets put on the
planks.” You could have heard a pin drop.
Suddenly, these boatbuilders had to assemble
something into boat-shape.
Well, then the wrassling began. One guy
would hold one end of the plank and press it
into the stern and the guy holding the front
continued on next page
This is Mr. King cogitatin’ on the boat.
drathmarine
http://drathmarine.com
1557 Cattle Point Road
Friday Harbor, WA 98250
JAN NIELSEN 361-8547C
PO Box 2250, Sidney
656-0848/1-800-667-2275P BC, Canada V8L 3S8
Mole got it right...
Volume 31, Number 3
27
My Short, Sweet Relationship, cont’d.
end would start yellin’. Then the guy on the
front end would push the plank in and the
guy in the back would start yellin’.
Once, the guy in the front wasn’t paying any
attention to the guy in the stern and the plank
got nailed down. After that everyone got into
the act and pretty soon all the planks were
on. Then it was a race to get all the bottom
planks on. They showed me how to caulk—
how to fill the gaps between the boards with
cotton soaked in paint—they said that was
gonna keep the boat from leaking.
To be continued....
Planks goin’ on.
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John Greer
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50 Duck Soup Lane
28
Redd’s Pond Boatworks
Friday Harbor, WA 98250
Thad Danielson
1 Norman Street
Marblehead, MA 01945
thaddanielson@comcast.net
781-631-3443—888-686-3443
www.reddspondboatworks.com
360-378-4878
Fine Dining for Sailors
Les Gunther
The Ash Breeze, Fall 2010
Minutes of the Annual Traditional Small Craft Association Meeting
June 20, 2010, South Haven, Michigan
Meeting called to order by Pete Mathews, Vice President, at 10:10 Am
in the Padnos Boat Shop of the Michigan Maritime Museum.
David Cockey moved that the annual meeting be adjourned. Ludwig
seconded. All ayes.
Attending: David and Katherine Cockey, Peter Vermilya, David
Ludwig, Pete Mathews, Jim Neal, Dick Dodsen, Sandy Bryson. Proxies:
John Briggs, Phil Nager, Robert Mills, John Weiss, Dusty Dillion, Bob
Pitt, David Green, John Hansen, Ned Asplundh, Charles Snow,
Michael Bogoger, Jim Swallow, Andy Wolf for a total of 21 members,
and a quorum.
The meeting was adjourned at 10:40 AM.
A motion was requested by Mathews to waive the reading of the
minutes from the June 20, 2009 TSCA annual meeting. David Cockey
supported the motion and Pete Vermilya seconded the motion. The
minutes were accepted by acclamation.
A brief financial report was made by Mathews based on the June 1,
2009 to May 31, 2010 Financial Statement submitted by Charles H.
Meyers, TSCA Treasurer. The statement showed income of $19,519.95
and expenses of $17,295.92 for the period. A substantial bank
balance exists at Key Bank of $30,000 in CDs. Total assets are
$45,615.21 including interest on the CDs and a checking account
balance. John Gardner Grant transfers in and out were $1,895 and
$6,000. A motion to accept the Treasurer’s Report was requested by
Mathews with support by Cockey and seconded by Dodsen. The report
was accepted by acclamation.
Mathews reported on the number of national members. There are
currently 766 national members, which is a slight increase from 755
in 2009. There are five more Sponsoring level members in 2010. The
cost of membership retention, re: annual mailings to update memberships, is $422. There are 27 TSCA local chapters in 2010.
David Cockey requested that an attorney write a clarification
statement differentiating the status of the national organization as a
501c3 entity and the local chapters, which are not 501c3 entities. In
addition, he noted that further clarification of TSCA’s liability
insurance for local events needs to be made.
Mathews noted for the record John Weiss’ President’s Report in the
Spring edition of the 2010 Ash Breeze.
Jim Neal requested that a nation roster of the membership, including
postal and email addresses, be created for distribution to members
only. He felt that this would create a sense of TSCA as a national
organization. Comments were made regarding privacy issues, and it
was noted that members could opt out of being cited in the roster. It
was also noted that vendors have access to TSCA members through
advertisement in The Ash Breeze.
There was no new business.
Volume 31, Number 3
Pete Mathews
Secretary, Michigan Maritime Museum Chapter
Traditional Small Craft Association
canoenut@bciwildblue.com
ALBERT’S WOODEN BOATS INC.
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Richard Kolin
Custom wooden traditional small craft
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Oars and marine carving
360-659-5591
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kolin1@tulalipbroadband.net
Fine Traditional Rowing
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29
SPECIALIZING IN
SMALL-CRAFT SAILS
www
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www.dabblersails.com
dab@crosslink.net
Ph/fax 804-580-8723
PO Box 235, Wicomico Church, VA 22579
Stuart K. Hopkins, Sole Prop.
PINE ISLAND CAMP
Founded in 1902, Pine Island is a boys’ camp that focuses on
worthwhile outdoor activities. We have 13 wooden boats in use
daily. No electricity on our island in Belgrade Lakes, Maine.
Contact Ben Swan: benswan@pineisland.org
Mike Wick
Basement Boatyard
134 E Main St.
Moorestown, NJ 08057
856-222-1216
mikewick55@yahoo.com
30
Damaged Copy?
If your copy of Ash Breeze gets damaged in the
mail, please let us know and we’ll gladly send a
replacement. E-mail: mikewick55@yahoo.com or
nasplundh@yahoo.com
Address Changes
If you notify ONL
ONLYY the US Postal Service of an
address change, that will not be enough to
keep your copies of The Ash Breeze, and any
other class of mail, other than First, arriving at the
right place at the right time. To help us reduce
postage costs and ensure that you don’t miss an
issue, please send your new or forwarding address
— 90 days in advance of your move — to
the TSCA Secretary, PO Box 350, Mystic, CT
06355.
The Ash Breeze, Fall 2010
TSCA MEMBERSHIP FORM
New Membership
Membership Renewal/Upgrade
Change of Address
Individual/Family: $20 annually
Sponsor: $50 annually
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Patron: $100 annually
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Enclosed is my check for $ ______________________ made payable to TSCA.
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Mail to: Secretary, Traditional Small Craft Association, Inc., P. O. Box 350, Mystic, CT 06355.
Note: Individual and Family Memberships qualify for one vote and one copy of each TSCA mailing.
Family Memberships qualify all members of the immediate family to participate in all other TSCA activities.
The Ash Breeze
Winter 2010, volume 31, number 4
Editorial Deadline: October 1, 2010
Articles:
The Ash Breeze is a member-supported
publication; members are welcome to
contribute. We strongly encourage you to
send material electronically. Send text in an
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Corporate Sponsors with full page ads will
be named as sponsors of a TSCA-related
event and will be mentioned in the ad for
that event.
Members’ Exchange:
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Volume
31, Number
3
$10 additional,
per photo.
TSCA Wares
Back Issues: Original/duplicated back
issues are available for $4 each plus
postage.
Volume
Year
Issue
Newsletter .......... 1975-1977 ...... 1,2,3,4
1 ........................ 1978 ............... 1,2,3,4
2 ........................ 1979 ............... 1
3 ........................ 1979-1981 ...... 1-9
4-5 ..................... 1982-1983 ...... 1,2,3,4
6 ........................ 1984 ............... 1,2,4
7-19 ................... 1985-1997 ...... 1,2,3,4
20 ...................... 1998-1999 ...... 1,2,3
21 ...................... 1999-2000 ...... 1,2,3,4
22 ...................... 2001 ............... 1,2,3
23 ...................... 2002 ............... 1,2,3
24-29 ................. 2003-2008 ...... 1,2,3,4
30 ...................... 2009 ................ 1,2,3,4
31 ...................... 2010 ................ 1,2
Contact Flat Hammock Press for backissue ordering details.
Flat Hammock Press
5 Church Street, Mystic, CT 06355
860-572-2722
steve@flathammockpress.com
Caps
Caps: Pre-washed 100% cotton, slate
blue with TSCA logo in yellow and white.
Adjustable leather strap and snap/buckle.
$20. ($18 to members if purchased at
TSCA meets.)
T- shirts: 100% cotton, light gray with the
TSCA logo. $15.00 postpaid for sizes M,
L, and XL and $16.00 for XXL.
Patches: 3 inches in diameter featuring
our logo with a white sail and a golden
spar and oar on a light-blue background.
Black lettering and a dark-blue border.
$3.00 Please send a SASE with your
order.
Decals: Mylar-surfaced weatherproof
decals similar to the patches except the
border is black. Self-sticking back. $1.
Please send a SASE with your order.
Burgees: 12" x 18" pennant with royal
blue field and TSCA logo sewn in white
and gold. Finest construction. $25
postpaid.
Visit: www
.tsca.net/wares.html
www.tsca.net/wares.html
for ordering information.
Time to renew?
Help us save time and postage by updating your membership before
we send you a renewal request. Cut out or photocopy the membership
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page, complete it and return it with your renewal payment to the Secretary, PO Box 350, Mystic, CT 06355. Or, you
may send the address portion of the back cover with your payment.31
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