Marine Radio Nets Catalina 22 Boat Review Who Owns the

Transcription

10th Anniversary Issue
Marine Radio Nets
Catalina 22 Boat Review
Who Owns the Waterway Anchorages?
November 2003
For Sailors — Free…It’s Priceless
Tent
Sale!
SAVE $5
SAVE $15
Mariner 110
Fire Extinguisher Twin Pack
Sailing Vest
Ref. Model 2676336
Reg. 49.99
Model 1449735
Reg. 32.99
SALE 34.99
SALE 27.99
with coupon
with coupon
Offer valid only with coupon.
Limited to stock on hand.
Offer valid November 4th–30th.
November 6–9
Save 40%
UP
TO
by
SAVE ON TOOLS FOR EVERY PROJECT
Thursday–Friday: 9am–7pm
Saturday: 9am–7pm
Sunday: 9am–5pm
St. Petersburg
2000 34th St.
727-327-0072
SAVE 20%
Leatherman Wave
Model 119698
Reg. 84.99
SALE 67.99
with coupon
Leatherman
159-Piece Tool Set
3 Piece 18 Volt Tool Kit
with Case
Model 329443
Reg. 45.88
Model 5286356
Reg. 119.99
SALE 29.99
with coupon
SALE 79.99
with coupon
®
THE BEST VALUES ON MULTI-TOOLS, SPOTLIGHTS & CHARGERS
SAVE $20
2 Million Candlepower Cordless
Rechargeable Spotlight
SAVE $20
Charge Pro Portable
Weatherproof 6A Battery Charger
Model 1937739
Reg. 59.99
Model 1236413
Reg. 69.99
SALE 39.99
SALE 49.99
with coupon
SAVE $16
SAVE $40
Under the tent
4 DAYS ONLY!
with coupon
NightBlaster
COUPON SAVINGS ON VHFS, JACKETS & DOCK CARTS
Ref. Model 1959121S
Reg. 84.99
with coupon
Model 412403
Reg. 54.99
SALE 64.99
SALE 49.99
with coupon
SALE 179.99
Lightweight Dock Cart
Third Reef Jacket
VHF200
Handheld Radio
Model 3677168
Reg. 219.99
SAVE $5
SAVE $20
SAVE $40
with coupon
Kart Ahoy
MORE THAN 270 STORES • 1-800-BOATING • westmarine.com
HURRY! PRICES GOOD NOVEMBER 4TH THROUGH NOVEMBER 30TH, 2003
2
November 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
November 2003
3
4
November 2003
Southwinds
Southwinds
November 2003
5
ADVERTISER INDEX BY CATEGORY
SAILBOATS - NEW AND BROKERAGE
Beneteau Sailboats
Boaters Exchange/Catalina Sailboats
Cape Fear Yacht
Carson Yacht Sales/Beneteau
Charleston Boat Works J/Boats
Cortez Yacht Sales
Eastern Yacht Sales/Beneteau
Finish Line Multihulls/ F-Boats & Used Multihulls
Flying Scot Sailboats
Hunter Sailboats
J/Boats, Charleston Boat Works
Massey Yacht Sales/Catalina/Jeanneau/Hunter/Mainship
11,16,25,38,47,55,IBC
Masthead Yacht Sales/Catalina
Murray Yacht Sales/Beneteau
Performance Sail & Sport/Hunter/Hobie/Windrider
Sailboat Row/Salt Creek Marine District/St. Pete.
Sailor’s Wharf Boatyard and Brokerage
Sarasota Youth Sailing Program donated boats
Snug Harbor Boats/Compac/Elliot
St. Barts/Beneteau
Suncoast Inflatables/ West Florida
Tackle Shack/Hobie/Sunfish, St. Petersburg
Ullman Sails/Hunter Sailboats, West Florida
Whitney’s Marine
Windcraft, Trimarans and Catamarans, Sail or Power
Weathermark Sailing/Catalina/Vanguard/Hobie
GEAR, HARDWARE, ACCESSORIES
Air Duck Hatch Windscoop
Bluewater Sailing Supply, www.bluewaterss.com/
Boaters Exchange, boats, gear, etc. Rockledge FL
Bo’sun Supplies/Hrdwre/Rigging www.bosunsupplies.com
Defender Industries, www.defender.com
Fujinon binoculars
Garhauer Hardware/www.garhauermarine.com
Glacier Bay Refrigeration/ www.glacierbay.com
Grin Designs/Scully/Dinghy sail & More
Harken Gear
Hotwire/Fans & other products
Island Marine Products/Davits,motorlocks,etc.
JR Overseas/Moisture Meter
Masthead Ent. www.mastheadsailinggear.com
Nautical Trader/buy/sell/consign
Performance Sail & Sport, www.perfsail.com
Rparts Refrigeration, www.rparts.com
Sailboat Row/Salt Creek Marine District, St. Pete
Sailor’s Soap
ShadeTree
Rolls Batteries/Surrette, www.rollsbattery.com
Tackle Shack/Hobie/Sunfish, St. Petersburg
Tartan, C&C of Florida
West Marine
Zarcon Boat Shutters
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, www.bluewaterss.com/
Bo’sun Supplies/Hrdwre/Rigging www.bosunsupplies.com
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/www.sailexchange.com
Sailboat Row/Salt Creek Marine District, St. Pete.
Schurr Sails, Pensacola FL
Snoop Sails & Canvas, Sarasota, FL
SSMR Rigging & Chandlery
UK Sails, www.uksailmakers.com
Ullman Sails/West Florida
US Spars
(See page 61 for alphabetical list)
Back Cover
10
33
Back Cover
58
71
Back Cover
40
73
12,13,14
58
3,19,77
Back Cover
19
8
23
71
17
Back Cover
15
67
59
39
48
32
37
10
10
43
75
41
49
44
28
57
36
35
35,44
3,19,77
62
19
68
8
16,30,43
48
69
67
26
31
IFC
21
Nautical Trader/buy/sell/consign, West Florida
Scurvy Dog Marine/Used, Consign, Pensacola FL
SSMR Rigging/Consignment/St. Pete
62
46
60
SAILING SCHOOLS
Sailboat Row/Salt Creek Marine District/ St. Pete.
Sea School/Captain’s License www.seaschool.com
Capt. Josie Sailing School for Women
Yachting Vacations/Sailing School
8
46
73
50
MARINE ENGINES
Beta Marine
Fleetside Marine Service
RB Grove/Universal and Westerbeke
Sailboat Row/Salt Creek Marine District, St. Pete.
37
74
8
8
RESORTS, MARINAS, RESTAURANTS, BOAT YARDS
Bitter End Yacht Club, British Virgin Islands
Bob and Annie’s Boatyard
Crow’s Nest Restaurant & Marina
Pasadena Marina, on the ICW, St. Petersburg FL
Sailboat Row/Salt Creek Marine District/Tampa Bay FL
18
34
4
42
8
23
CHARTER COMPANIES
Flagship Sailing, Tampa Bay Area
Sailboat Row/Salt Creek Marine District, Sunsail
Sailtime, Time-Share ownership
Yachting Vacations/Sailing School
4
8
74
50
MARINE SERVICES,MARINE SURVEYORS, MARINE INSURANCE, MISC.
Aqua Graphics/Boat Names/Tampa Bay or buy online
74
Bluewater Insurance/ West Florida
4
Davis Maritime Surveying
63
First Patriot Inc, Insurance Agency, Paul Phaneuf
32
MARINE ELECTRONICS
Dockside Radio
Rolls Batteries/Surrette, www.rollsbattery.com
Sea Tech/Navigation/Communication
BOOKS
Bubba Stories Book
18
YACHT CLUBS
Ft. Pierce YC
20,72
REGATTA ADVERTISEMENTS, BOAT SHOWS
Bitter End Yacht Club Regattas
Davis Island YC Thanksgiving Regatta
Ft. Pierce YC Fall Regatta
Gulf Streamer Race Halifax River Yacht Club
Regata del Sol al Sol, St. Petersburg to Mexico
Sail Expo St. Pete/Sail America
Subscription Information
56
75
10
43
22
75
69
3,19,77
53
20
17
54
8
27
61
60
3
59
21
31
64
35,44
24
65
18
52
20
51
24
5
This Page
Alphabetical Advertisers’ List
77
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CANVAS
Banks Sails/new, used, repair & canvas/ West Florida
Sail Covers & More, buy online, www.sailcovers.net
Shade Tree, Boat biminis
Snoop Sails & Canvas, Sarasota FL
75
77
48
61
Visa/MC
USED SAILING/BOATING SUPPLIES
Don’s Salvage, Clearwater FL
45
45
Ex. Date _______ Signature ______________________
6
November 2003
Southwinds
#__________________________________
Name on Card __________________________________
Southwinds
NEWS & VIEWS FOR SOUTHERN SAILORS
9
From the Helm
10
Letters
15
Snooty Snubs Bubba
By Morgan Stinemetz
22
Racing Calendar
26
Three Days in Havana and One in
Pinar del Rio: Part IV
By Elena Pimiento
29
Catalina 22 Boat Review
By Dave Ellis
30
Getting Your Sailboat Towed Properly
By Bruce Pierce
32
Flotsam and Jetsam: Nautical Miscellany
34
Who Owns the Anchorage?
Provisioning in the Caribbean. Dean Barnes photo. Page 36
By Capt. J. Michael Shea, J.D.
36
Finding Your Thanksgiving Turkey:
Provisioning in the Caribbean
By Carol M. Bareuther
40
Gales in the Bahamas
By Colin Ward
44
Eckerd College Search and Rescue Team
46
Marine Radio Nets
By Gary Jensen
50
Southern Sailing: Where did Seamanship Go?
By Dave Ellis
52
Racing and Regattas
67
Short Tacks
72
Classifieds
78
Lessons Learned: Tough Lesson!
Gales in the Bahamas. Colin Ward photo. Page 40
Kirk S. Jockell
77
Alphabetical Index of Advertisers
6
Advertisers’ List by Category
6
Subscription Form
COVER
The Leukemia Cup,
Charleston, SC
September 27. Jim
Kransberger photo.
From the Carolinas to Cuba…from Atlanta to the Abacos…Southwinds Covers Southern Sailing
Southwinds
November 2003
7
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 11
NOVEMBER 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
Design/Graphics Production
Heather Nicoll, io Graphics
Proofreading
Kathy Elliott
Carol Bareuther
Bill Jensen
E. Pimiento
Colin Ward
Dean Barnes
Kim Kaminski
Morgan Stinemetz
Contributing Writers
Dave Ellis
Jim Kransberger
Michael Shea
Rona Garm
Bruce Pierce
Nancy E. Spraker
Contributing Photographers
Lauren A. Doyle
Bryan Kaminski
Jim Kransberger
Duke Overstreet
Colin Ward
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.
8
November 2003
Southwinds
FROM THE HELM
Ten Years of Southwinds
T
en years ago, at the second Sail Expo St. Pete in 1993, Doran
Cushing launched Southwinds magazine. The boat show
was in November of 1993, but the first issue was dated December.
This current issue marks the 120th issue. The first one
was 32 pages long and covered racing and cruising. This current issue is the largest one ever printed at 80 pages. A fitting
milestone.
In the spring of 2002, I purchased the magazine from Doran
and have been working long hours ever since, wondering what
I got into here. It has been a challenge, and I hope everyone has
continued to appreciate it as much as in the previous years.
One person who has been with the magazine from the first
issue is Heather Nicoll, owner of io Graphics. Heather does all
of the graphics layout for the magazine, and during these ten
years she has been the one truly burning the midnight oil (or
should I say the pixels on the monitor in today’s graphics). Without Heather, who is a joy to work with and a true professional,
this magazine would not have been, and would not be, where
it is today. Thank you, Heather.
Thanks also goes to Kathleen Elliott who has been proofreading the magazine for many years (since 1997), keeping our
style, grammar and
spelling up to par, besides always surprising me with corrections on miscellaneous knowledge
which I had no idea
she knew about.
Many others
have contributed
who I cannot all
thank, but special appreciation
goes to our advertisers, who are really the ones that
have kept the magazine alive and well. We hope we
have served you well, and we will work to serve you on into
the future.
To our contributors, thank you for the letters, articles, race
reporting, and photographs. Many of these are done with little
or no pay, but all through the love of sailing, boating, writing
and photography.
Trawler Coverage?
S
ince I purchased the magazine in 2002, I have had many
inquiries about why we do not give coverage to trawler boaters (a new-coined phrase). Many of these boaters were sailors
most of their lives and have moved on to trawlers as they have
retired to a boating lifestyle less demanding than crawling
around on the foredeck in high winds and cranking the winch
handle with an older, worn shoulder. Much of our coverage
already overlaps into this area. One of our main advertisers, one
of the largest and most successful brokerages and boat dealers,
has recently taken on a trawler line to answer this same demand.
This is after selling only sailboats for many years. Southwinds
would like to know our readers’ opinions: Should we begin to
give coverage to trawlers and their lifestyle? Please let us know
in your letters to the editor.
Steve Morrell, Editor
WRITERS AND 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.
Race reporting: Generally, we are always looking for
someone to send us race coverage throughout the
Southern states, the Bahamas, and the Caribbean. Specifically, we are looking to hire someone to coordinate
all racing, who is into racing, a good writer and photographer, and willing to work a lot of hours, do some traveling, and doesn’t need a lot of money to get going
with a great potential for the future.
The Politics of Sailing: “Politics begins when two or more
people get together.” Politics affect us all and particularly in the general world of boating and our waters. We
have already heard about anchoring, liveaboards and
other topics (like Cuba), but there is always more.
Maintenance and Technical Articles: How you maintain your boat, or rebuilt a boat, technical articles on
electronics, repairs, etc.
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 Florida Keys: Racing and cruising articles about the
The Caribbean: Stories about the warm tropical waters
keys.
farther south of us.
Bahamas: Trips, experiences, passages, anchorages, proCharter Stories: Have an interesting Charter story? In
visioning and other stories that are of interest.
our Southern waters, or perhaps in the Bahamas, the
Hurricane Stories: Hurricanes are a part of owning a Caribbean, or points beyond in some far-off and far-out
boat in the Southern waters, and we would like to hear exotic place?
how you and your boat might have been affected by a
storm or how you prepare your boat for one. Send us Cuba: Of course, there is always Cuba, and regardless of
how our country’s elected officials try to keep Americans
letters or articles.
out of the Caribbean’s largest island, it will open one day
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.
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, or if you send it to us, 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.
Southwinds
November 2003
9
LETTERS
“Freedom of the press is limited to those
who own one.”
H.L. Mencken
In its continuing endeavor to share its press, Southwinds invites
readers to write in with experiences & opinions.
SUNFISH PARTS NEEDED AND SUNFISH
CALENDAR BEING ESTABLISHED
Gulfstream Sailing Club in Hollywood Florida has received
five Sunfish hulls — just the hulls. We are in need of all the rest
of the parts. If you have any spare parts you would be willing
to donate or to sell to the club at reduced prices, please contact
our “Sunfish chief” Danny Escobar at peperina2@msn.com.
In addition, we’ve just implemented a statewide Sunfish
racing calendar for all sunfish events, from the club level on
up. You can get to the calendar from the Florida Regional page
at the sunfish class home, www.sunfishclass.org or directly at:
http://gotfolk.cus.com/calendar calendar.pl?calendar=Sunfish
If you have any Florida Sunfish events you’d like listed in
the calendar, please send an e-mail to brian@cus.com with “Sunfish” somewhere in the subject.
Gulfstream Sailing Club
Hollywood, Florida
SEEKING INFORMATION ON CROSSING THE GULF
I plan to cross the gulf in a 38-foot cutter, but would be more
comfortable with information about the Gulf and the Cancun
area. Does anyone know of a guide or resource for information?
Ronald L. Riffel
Sarasota, FL
RonaldRiffel@Comcast.Net
Any of our readers who know of any literature on this subject or can
help Mr. Riffel, please contact him, and also let us know so that other
readers my share this information.
Editor
READER ENJOYING Southwinds
I Just finishing reading the September Southwinds nearly from
cover to cover, including the ads, non-stop. I enjoy it very much,
and it’s getting even better all the time. Keep up the great work.
Len Krauss
Punta Gorda, FL
GREAT CLASSIFIEDS EXPOSURE
In August, you began running an advertisement to sell my
Yanmar YSE 12 engine. I am pleased to advise that I have a
buyer as a result of your advertisement. Please discontinue the
advertisement.
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.
C.T. Clagett
St. Petersburg, Florida.
MORE CLASSIFIEDS AND DISPLAY AD SUCCESSES
Dear Southwinds Staff:
We always thought of Southwinds as a Florida magazine. We
must compliment you on the extent of your geographic readership! Sailors from as far away as Texas and California have
contacted us in response to our display and classified ads. Keep
up the great work, choosing Southwinds has been the best
See LETTERS continued on page 17
10
November 2003
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Southwinds
November 2003
15
ing of new docks, because new docks mean more boats and
more boats mean, to some, fewer manatees,” Bubba replied.
“That’s kind of fuzzy logic,” I offered.
“Of course, it is fuzzy logic,” the live-aboard, live-alone
sailor stated. “Docks, in their own right, don’t cause manatee
deaths any more than the signs out on the water that state
you’ll have to go slow, because you are in a manatee zone,
actually save the lives of these dimwitted creatures. Manatees can’t read. It’s just an extension of the brainless deer crossing signs you see along the highways. Deer cross roads anywhere they feel like it.”
He had me on that one. As many deer crossing signs as I
have seen at the edge of highways-and I have seen a lot of
them-I have never seen a deer crossing at a designated deer
crossing, though one ran into the right rear fender of my
Volkswagen once, up in New Hampshire. But that wasn’t at a
deer crossing.
“What pictures have you shown to the manatee and what
for?” I asked, getting back to the subject at hand.
“I have shown him pictures of his natural enemies like
sharks and barracudas and Indians. Indians, you know, used
to spear manatees back before the whites settled Florida.
Manatee is an Indian word for ‘tastes a lot like chicken,’ “
Bubba said.
“You’re having me on, aren’t you?” I said.
“Well, yeah, about the chicken part,” agreed Whartz.
“And, frankly, I am not too sure about sharks and barracudas.
I do know that this lettuce-muncher here has shown no inter-
16
November 2003
Southwinds
est in any picture I have shown him. Maybe the world really
belongs to the meat eaters, and the vegans are doomed to
permanent second place.”
“Why were you trying to get a reaction out of Snooty?”
“Well, if I could get him to react to a picture, then I was
thinking that it would be possible to train him, through a
conditioned response, to attack small motorboats and flip
them over. They’d have to be going slow because manatees
don’t swim fast. A small, anchored fishing skiff would be a
good target to start with. Once we had him conditioned, we
could get other manatees to react the same way,” Bubba explained. “They wouldn’t be defenseless all the time.”
“Are you doing this on your own?” I questioned.
“No, I have a research grant,” he said.
“From whom?”
“Duncan Seawall, Dock & Boat Lift, Incorporated of
Sarasota,” Bubba replied smugly.
“How have things gone so far? You are not looking happy
about all this,” I said.
“I have only one picture left to show Snooty,” Bubba
sighed as he placed a color picture of Trixie LaMonte, the
famous exotic dancer, up against the aquarium tank’s glass.
The photo, an 8x10 glossy, showed Trixie in a state of undress and hanging onto a vertical brass pole of some type.
Trixie’s athletic figure was displayed in all its glory. I was
still thinking about the time I had seen her in action when I
noticed a twitch from Snooty. Then it swam down to the
bottom of its tank and apparently took a much closer look
at the photo. Then it started swimming loops in the tank,
overhead loops. And figure eights. Then it did what looked
like an aileron roll. And then it jumped clean out of the water, like a porpoise would. It was a great show.
Bubba never saw any of it. He was facing the other way,
with his hand holding the picture of Trixie up, as a gaggle of
high school girls, on an outing of some kind, filed by.
And you know, I never had the guts to tell him that he actually got to Snooty with his last shot, the photo of Trixie. There
was no way to translate that into making manatees have a
bad attitude about small powerboats. I mean, Bubba would
probably come up with a bottom-of-the-boat, life-sized decal of Trixie LaMonte that would shed marine growth and
save the manatee.
Nah. Never happen. What do I know about animal behavior anyway?
LETTERS Continued from page 10
use and value of our advertising budget.
Regards,
Steve Smith, Jennifer Smith and Crew
SSMR, INC.
St. Petersburg, FL
Steve, Jennifer and Crew at SSMR,
Thanks for your comments and good news on your success with the
advertising. Many people forget that Southwinds is delivered in 10
Southern states to over 500 locations, and our Web site has about 20,000
visitors a month, giving the magazine worldwide exposure. Since the
entire magazine is downloadable on the site, the readership has increased
substantially. In September, we had over 4,000 readers download the
magazine at www.southwindssailing.com.
Editor
SOUTHWINDS WEB SITE PAYS OFF
Thank you for your Web site and all its valuable information.
Last year I was looking for suggestions for coating the teak on
my boat. Aside from all the varnishes and oils, Cetol was one of
the suggestions. After doing quite a bit of searching on the Internet I
found the two-part article on the Southwinds Web site from 1998.
I have to say they were more helpful than the manufacturer
and any other reference I was able to find. It has been over a year
now, and my teak looks almost as good as the day I coated it.
You have saved me many days of teak work over the year. Keep
up the great work helping all the sailors out there.
PS. Southwinds is the first place I look for suppliers for my
sailboat needs.
Page Proffitt
Madeira Beach, FL
RACE AROUND CUBA PROPOSAL
I have an idea for a sailing race around the island of Cuba. In
1508, Sebastian de Ocampo set sail to circumnavigate Cuba. He
was successful in proving that Cuba is an island. 2008 marks the
500th anniversary of the start of his adventure to map the world
correctly. I propose a sailing race called La Copa de Sebastian de
Ocampo to be held in 2008. The purpose of the race is to promote harmony and friendship between the people who live on
the island of Cuba and the international community of sailors.
Below are some ideas I propose in this plan. I write them assuming nothing is to be taken for granted.
1. Have a trial race prior to 2008 to work out the bugs.
2. Involve the Republic of Cuba and Guantanamo Naval Base
officials working together
3. No engines.
4. Clockwise around the island
5. Start and end at Havana. The start could be outside the harbor, and the end could be crossing the harbor mouth.
6. Have several checkpoints as close to shore as possible. I would
like to have the race visible from shore to build excitement
on land. I suggest going between La Isla de Juventud and
Pinar del Rio.
7. Sail at you own risk.
8. Do some historical research.
9. Prize is awarded to the winner in Havana. The prize is to be
called La Copa de Sebastian de Ocampo.
Kenny Merriken
Blythewood, SC
Kenny,
This sounds like a great idea, if we can only keep the governments
involved from screwing it up (or stopping it). It is sad that we need the
permission of the U.S. government to pull off something like this, when
Southwinds
November 2003
17
in reality, they should be asking for our permission. Hopefully, there is
some reader out there who has the energy to work at this. Southwinds
magazine will do what it can to help in developing this idea if someone
is interested. The first thing we can all do is vote in the next election for
candidates who will be for such a race and/or others like it.
Editor
TOWBOAT OPERATOR COMMENTS
ON TOWING ARTICLE ON SALVAGE
Being a towboat operator, I disagree with some of the things
which Captain Michael Shea said in his article about towboats
and salvage.
First, I find something very funny. A couple of months ago
you had an article from a lawyer, very upset because he was in
an anchorage where an unattended boat was dragging its anchor. A towboat in the area stood by and did nothing.
Now another lawyer, Michael Shea, tells of a boat that was
dragging and the tow vessel tried to save it.
It seems that there is no way for us tow captains to keep
these lawyers happy. Maybe what they would like us to do is to
rescue all these vessels, sometimes putting our lives in jeopardy,
for the sheer joy of it. These high fees we must charge are to
protect us against the legal fees that may ensue. It sounds like a
vicious circle.
On commenting on the vessel in the Florida Keys which
was in peril, I do not know all the details of this, but a scenario
that sounds likely is: The Keys have many coral sanctuaries. If
that vessel was dragging toward one of these sanctuaries, and
the tow company let it go onto the reef, it would have cost this
poor boater a great deal more than the $5,000 he was billed. A
tower cannot tow a boat off a reef. (It will destroy the coral.) It is
necessary to bring in cranes and serious equipment to get a vessel off a reef. The fine alone from the government would have
been far greater than the fee charged by the towing company.
I’ve been towing boats for four years; I’ve towed over 1,000
boats. In not one of those tows have I taken a straight tow and
turned it into a salvage. If Captain Shea wants to come and look
at my invoices, I have them all. The companies I work for are
national organizations with independent franchises. They are
in the membership business. To succeed they need to have a
growing, enthusiastic membership. If we were to turn tows into
salvages, our membership would decline rapidly, and we would
not be successful.
I’ve been racking my brain since I read this article, trying to
figure out how you can take a straight simple tow, and establish
peril on the way in. I arrive on scene; the boat is either sinking or
broken down. One is a salvage; the other is a tow. As I’m towing, I’ve never had it change to a salvage. I guess it’s possible if
the towed vessel starts taking on water. Although, as I said, in
over a thousand tows, it’s never happened to me, but I suppose
it’s possible.
Usually, at the time of salvage, we are no longer in an emergency situation. The vessel has already sunk or gone onto the rocks.
There is time to discuss the bill before the work is begun. The only
time this isn’t the case is if your boat is about to go aground.
Regarding the gentleman who was charged $4,000, I wonder why he didn’t ask how much it would cost before he agreed
to the service. I always quote a price, unless it’s an emergency.
The boating community is a small community; everyone
talks to each other, on the docks or at the trailer ramps. Our
good reputation is the most important thing to our success.
That being said, it hasn’t always been this way. Unfortunately, I’m going to have to agree with some of the horror sto18
November 2003
Southwinds
ries that Captain Shea has described. There are some very reputable towers out there, and there definitely are some pirates. I
believe that you are better off having a professional tow company assist you. As a sailboater with 32,000 miles underneath
my keel, I would never feel comfortable having anyone but a
professional tower tow my vessel. I have seen much damage
done by “Good Samaritan” towers.
Although Eckerd College does offer some good services,
its service area is limited to Tampa Bay. They do have nice vessels. I do not feel they have the experience that a full time towboat operator has.
The small fee to be a member of a professional towing company seems like money well spent.
I do agree with Shea that it’s a good idea to meet with your
local captains, discuss what establishes peril, what it takes to
become a salvage, what are their mileage restrictions (“unlimited” does not always mean unlimited). Then when the tower
arrives at your boat, clarify exactly what the problem is, and
what the tower’s intentions are.
You may find it difficult to get in touch with some of the
large corporations’ local towers. Their memberships are sold through
the stores, and they are just subcontracted by the giant corporations. Some do not advertise and don’t even put their phone numbers on their boats. Others are franchises, businesses in your
community, and they would be happy to sit and talk with you.
I guess you have a choice when you’re broken down or
sinking: Call a lawyer, or a reputable towboat company. I know
which I’ll call.
Captain Bruce Pierce
Naples, FL
Bruce,
Thanks for your response. It sounds like the real problem is the unscrupulous towers out there and how do you know when you are dealing with one. If you are a member of a towing organization and know
the local tower, you can perhaps tell, but if you are new to an area or
have never met or used your local towing service, the advice seems to
be to take caution.
See Bruce’s article on page 30 on how to properly tow a sailboat
in this issue of Southwinds. Also, see the article on page 44 about
the services Eckerd College offers.
Editor
PANAMA CANAL ZONE ISSUE
The Last Cruising Yacht in Panama: The last yacht left today
on the annual South Pacific run, after failing to find a place in
the Canal Zone to refit and repair severe damage before continuing.
The story is a long one, and the Pedro Miguel Boat Club
(PMBC) and the yacht are the immediate victims in this story.
Ultimately the cruisers of the world will be the big losers if these
actions by the Panamanian Autoridad del Canal de Panama
(ACP) go unchecked.
Historically, the PMBC has been a place to work on boats
from the mid 1930s, and for its 65 years has been a legal, helpful
and vibrant organization for all of the local and international
yachting community, and a source of charitable support for the
Panamanian community.
Complying with the legal changes required by the reversion of the Canal Zone back to Panamanian ownership, as
penned by President Carter and General Torrijos in 1976, the
club switched from a Delaware non-profit organization to a
Panamanian non-profit organization. All seemed well as a decade passed. Then in 1996, the Panama Canal Commission (PCC)
Southwinds
November 2003
19
“required” (in their words) the operating site of the club.
The PCC had to terminate the license/lease agreement with
the PMBC to remove them. This is where things get screwy, as
the Panamanian government had to issue the order, and by
treaty, should have compensated the PMBC or relocated them.
However, the ACP stated that the PCC (an agency of the U.S.
government) was responsible for the club’s relocation or the
club’s monetary compensation. Well, in some minds maybe,
but the PCC flatly denied its responsibility for compensation.
A case against the PCC was filed in the U.S. Court of Claims
by the PMBC, for a “taking” of the club’s property and livelihood. The PCC, via the U.S. Dept. of Justice, offered a deal for
dropping all requirements for the PMBC to give up its area if
the PMBC would withdraw its case against the Panama Canal
Commission. It sounded fair to the club, so a deal was struck
and everything should have ended happily. Not so.
The Panama Canal changed hands from the PCC to the
Authoridad del Canal de Panama (ACP) as the “new owner,”
with the same old folks running the show. The ACP continued
for a while doing “business as usual” with the PMBC. Then in
2002, the true intentions of the ACP started showing.
Things got worse when the ACP required $440 for boats
to stop at the club, claiming the transit was being “delayed.”
When that did not cause boats to stop coming to this haven
for yachts in Panama, the ACP decided to up the pressure
and went even further.
In November 2002, the ACP stated they did not recognize
the PMBC as having any rights to occupy its site and filed for
eviction of the club as intruders, or trespassers. The ACP claimed
many things that would not hold a cup of water in a one-gallon
bucket even in small claims court. The first legal decision in the
process was found in favor of the PMBC nullifying the ACP’s
request for eviction of the club; the writing was on the wall for the
ACP…the PMBC did have “rights” and was not a “trespasser.”
The ACP struck again by ordering a “stop transit” of all
vessels to the Pedro Miguel Boat Club. No notice, nothing in writing, just, “You cannot transit to the PMBC” to any vessel requesting transit. This strangulation of access to the PMBC is a
direct attempt to cripple the economic viability of the club and has
notched up the survival difficulties of the club to extreme levels.
The bottom line is that if this 65-year-old club, one that
offers major assistance to the cruising community at the Panama
Canal, was a multi-million-dollar for-profit business, probably
none of this would be a problem. However, as originally noted,
the PMBC is a non-profit organization that has spent two-thirds
of a century helping fellow cruisers get safely through from
one ocean to another, and no one gets rich from the work.
When I think of this, I think of the Alamo, and my blood
pressure rises, and this looks like a last stand. A good attorney,
heck, a good U.S. foreign policy advisor, could probably have
straightened out this attitude permanently in a few days of
gentle phone calls. To bring a sensible solution to the problem,
it is now up to you and I, the people, the cruisers, and the
“dreamers,” to get the connections going and force the issues.
The Alamo never had a chance. If we have learned anything
from history we need to “rally round” the “last stands,” and
then there will not be a “Last Cruising Yacht in Panama.”
If you want to help the Pedro Miguel Boat Club, or want to
read a more technical, detailed history on the subject, or want
to know who the parties are, go to www.pmbc.ws-. Visit the
Pedro Miguel Boat Club Web site, http://www.pmbc.ws or
send an e-mail of support to help-us@pmbc.ws, and this will
be forwarded to the appropriate authorities and posted on the
20
November 2003
Southwinds
Web site.
The only chance to save the Pedro Miguel Boat Club is to
let the government of Panama know this is an issue important
to the world yachting community.
Craig Owings
SV Pogo II
BUBBA GETS AD RESPONSE
I can only hope for one of two things. You have a great George
Carlin or Carl Hiassen sense of humor, or your ad was misadressed and was intended for the new publication, Dumb Mates
and Other Personality Insecurities, Inc., which will be out of
circulation shortly (subscriptions are way down).
Sewing machine? Is that the same as a Danforth? Now the
fishing I get into but would prefer to shoot vodka down their
throat to nummify rather than Cribari, so your vintage stock is safe.
I am Desdamona, who is still out there looking for her rocket
ship, but she is from Timmins, Ontario – close to Keokuk. However, they sell razors there. Good luck.
An admirer
AND ANOTHER BUBBA SUITOR
Hi There! No, I am not a foxy lady so don‘t get your hopes, or
anything else, up! I am from South Africa, currently on a 26-foot
boat, but am hoping to get on another boat. I’m helping a 72year-old friend get a little boat organized. Being a South African, I don’t have lots of money and no connections anywhere! I
do have a daughter, though, who is married to an American.
She is managing a restaurant in Tucson. I have done two ocean
crossings from South Africa to the United States on a 34-foot
Roberts. The second time on a 34-foot Wildcat catamaran which
I helped deliver to Annapolis. I also helped deliver a 37-foot
Island Spirit cat to Darwin, Australia, and then again a 40-foot
Cape trawler from the Seychelles to Cairns, Australia! I love sailing, can’t stand the ICW and hopping from one marina to another. On the ocean you have the beautiful sunsets and sunrises, the dolphins, catching fish early in the morning, and also
swimming in the wide big ocean when the boat is becalmed! It
is an awesome feeling to swim in the ocean, turn your back on
the boat and see nothing but water. That’s when you make sure
you have a tight grip on the long line tied to the boat!
I hate roaches. On a boat it’s them or me, and they usually
lose. I can bake a mean loaf of bread. There’s nothing like fresh
baked bread early in the morning.
What on earth is Cribari? I usually drink fizzy wine in South
Africa, but not here; it’s too expensive. I can sew but only do it
when I have to — not one of my favorite things to do.
At present I’m in Titusville. We might be moving north as
our permits in port expire in August. We need to get out of the
U.S.A. and get our passports stamped again for six months.
Where can I advertise for a crewing position, as I know I
don’t have qualifications for your ad? You may also be tied up
with a foxy lady already. I saw an ad in a magazine I picked up
in the laundry. I tried a few Web sites, but they all want money
and what guarantee do I have I will get on a boat? Was thinking
of going to Fort Lauderdale but where do I stay? Any suggestions? I am a lady, of course, in my late fifties — a hard worker
like all South African women!
Regards,
An admirer
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
November 2003
21
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
NOVEMBER 1 - 2
Coral Reef YC Annual Regatta
PHRF
Coralreefyachtclub.org
NOVEMBER 8
Hughs Cup
Women’s YRA
Coralreefyachtclub.org
NOVEMBER 15 - 16
SE Florida PHRF Championship
Coral Reef Yacht Club
coralreefyachtclub.org
NOVEMBER 15 - 16
Star Schoonmaker Cup
NOVEMBER 22
Hughes Cup
CRYC/ WYRA
Women’s Regatta
NOVEMBER 22 - 23
J-Fest
Lauderdale Yacht Club
Lyc.org
DECEMBER 6 - 7
Star Commodore’s Cup
DECEMBER 26 - 29
Orange Bowl Regatta
Lasers and Lighnings
Optimists and 420s
CGSC/CRYC
FLORIDA WEST COAST
& INLAND
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
St. Petersburg Yacht Club
spyc.org
NOVEMBER 8 - 9
MC Scow SE Regionals
Lake Eustis Sailing Center
Mbpz@aol.com
NOVEMBER 8
PHRF Transbay Race
St. Petersburg S. A.
spsa.net
NOVEMBER 9
SPSA - TBYRA
Women’s Race
spsa.net
NOVEMBER 15
Fall Bay Race PHRF
spyc.org
NOVEMBER 15 - 16
Flying Scot Regatta
Sarasota Sailing Squadron
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
727-462-6368
NOVEMBER 22 - 23
Snipe State Championship
spyc.org
NOVEMBER 28
Old Shoe Regatta
Davis Island Yacht Club
diyc.org
NOVEMBER 29 - 30
Thanksgiving Day Regatta
All class
diyc.org
DECEMBER 6 - 7
Laser District 13 Open
Spyc.org
DECEMBER 5 - 7
Tornado Catamaran Champs
Clearwater Community SA
727-462-6368
DECEMBER 6
J-24 & Melges 24
Diyc.org
DECEMBER 6
Cmcs Sunfish Regatta
Edison Sailing Center
Fort Myers
239-277-9352
DECEMBER 27
PHRF Couple’s Race
Diyc.org
NORTHERN GULF
(AL, FL,LA,MS,TX)
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
DECEMBER 27 - 28
Sugar Bowl Regatta
PHRF
PHRF - Southern YC
One Design - NOYC & SYC
Syc.org
SOUTHERN STATES
(AK, GA, NC, SC,TN)
NOVEMBER 2 - 3
J22/J24?Melges
Miss Piggy Regatta
Lake Lanier Sailing Club
llsc.com
NOVEMBER 16
GT Frigid Digit
llsc.com
DECEMBER 7
1064 Regatta
Llsc.com
JUNIOR REGATTAS
NOVEMBER 8 - 9
Great Oaks Invitational
High School
Newer teams <4 years
420’s
syc.org
NOVEMBER 8 -9
Naples Cup
Optis and 420s
Naples Community SC
239-898-0211
NOVEMBER 15 - 16
Allison Jolly Regatta
spyc.org
NOVEMBER 28 - 30
Optimist Midwinters
Southern Yacht Club
syc.org
DECEMBER 6 - 7
Junior Olympics
Jensen Beach, Florida
ussailing.org
DECEMBER 26 - 30
Orange Bowl Regatta
November 6-9
SAIL EXPO
ST. PETE
St. Petersburg
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.
22
November 2003
Southwinds
Southwinds
November 2003
23
24
November 2003
Southwinds
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CUBA
Havana View from Castillo Cabana
Three Days in Havana & One
in Pinar del Rio: Part IV
By Elena Pimiento, s/v Habanero III
Thursday, February 13 - The Castles
Today is our last day to tour Havana before we leave Marina Hemingway. Once
more, the shuttle bus takes us to Habana
Vieja; we walk to the Muelle la Luz, near
the cruise ship dock, and wait for the ferry
to the Historical Park across the harbor. The
ferryboat is a dark blue workboat, perhaps
22 meters long and has absolutely no frills.
It is rated for 90 passengers, and at least
that many board, some with bicycles. The
fare is 10 centavos, or about $.09 US for the
three of us. The ride lasts about 15 minutes;
we alight at Casablanca, cross a railway
once used for the Hershey train and walk
up the hill. The steep road takes us to a 15meter-tall Carrarra marble statue erected in
1958, Jesus blessing Havana harbor. The
view of the harbor is spectacular, including the city of Havana, the Capitol and the
Bacardi building. Tony leads us along a
winding road through what appears to be
a military compound, though no one stops
us. There is a rise to the old fort, built in
1764-74. Atop the rise are some Soviet missiles and tanks and a lone horse, grazing.
We cross a bridge over a deep, dry moat
and enter the Castillo San Carlos de la
Cabaña. A park guide stops us and sends
us right out as we did not come in the
26
November 2003
Southwinds
Gun Battery
proper entrance and have no tickets.
Tony leads us around the moat walls,
and we end up at the other fort in the park,
Castillo de los Tres Reyes del Morro, built
in 1589-1629, overlooking the entrance to
Havana Harbor at its outermost point,
Punta Bartovento. The fort has been restored beautifully and looks as though the
Spanish left only a short time ago. It defended the Spanish colony until 1762 when
the British attacked from land and dug a
tunnel under the walls. A tall lighthouse,
erected in 1844, is the oldest in Cuba. It still
guides ships safely into the harbor.
Linda and I follow Tony up and over
the battlements, climbing cobbled ramps
and steep steps, eventually coming to the
Sala de la Estación Semafórica, the semaphore and harbor control station, still in
operation. A man steps out of the office and
asks if we’d like to come and see the place.
Up the stairs, we enter a long narrow office with a 360-degree view. Three men
welcome us and show us two sets of large
cubbyholes lining the wall beneath the windows, each with one or two flags. On one
side are the flags of nations; on the other
are code signal flags familiar to mariners.
The flagpole outside the office is used for
the signal flags, and lights are used at night
to send messages about the harbor, for exLOCAL NEWS FOR SOUTHERN SAILORS
Southwinds
November 2003
27
CUBA
ample, two large ships entering, two small ships leaving, harbor closed to all traffic. We see a panel with
some phones and VHF radios at least 20 years old and
a large handwritten log book, into which one man is
writing information about an American-flagged ship(!)
that entered the harbor a few minutes previous. I ask
about the ship that is now approaching and am told it
is Canadian. Usually six or seven ships per day, including an increasing number of cruise ships, enter
the harbor; only a few are Cuban-flagged. Most fly a
flag of convenience, e.g. Liberia, Panama, Bahamas.
The man at the panel switches the VHF radio to the
NOAA Key West weather frequency; the reception is
excellent and so is the forecast for the next few days.
Returning to channel 16, we overhear a vessel apEl Morro Light
proaching Key West.
One of the other men motions for me to look
to the Castillo Cabaña, finding the entrance this time and buythrough some Nikon 20x120 binoculars on a wheeled tripod:
ing the proper tickets. He troops all over the highest levels,
I see the head of the 15-meter marble Jesus poking up over
mainly rooftops, throughout one of the largest colonial forthe Castillo Cabaña. The man motions for Tony, who jokes
tresses in the Americas. Built following the English invasion,
about seeing a fly in Christ’s ear. Then, he wheels it to anit covers 10 hectares, runs 700 meters in length. When it was
other window, and I see the upper half of the Bacardi Buildcompleted, King Carlos III of Spain, who paid for it, took up
ing in Habana Vieja, across the harbor. Just to compare, I look
his telescope saying, surely a fort so big (and expensive) could
through my 300-millimeter telephoto lens at the same buildbe seen from Madrid. It is large and imposing enough to have
ing; it takes a while even to find it in the skyline! The third
deterred any enemy from staging an offensive by land or sea.
man then shows us some black coral jewelry he has for sale.
The moats surrounding it are 12 meters deep, carved from
We leave a $1 contribution and explore the rest of the fort,
solid rock serving to separate individual fortress components.
starting with lunch at a restaurant opposite the lighthouse
Tony continually marvels at the design from a military view.
museum. The food is reasonably good and reasonably priced;
Even the peaceful garden was once packed with explosives
it is especially good to sit down. The one-room lighthouse
that could be ignited to foil an enemy’s attempt to gain entry.
museum has pictures and descriptions of the 13 major lights
Linda and I rest in the cool shade while Tony explores ways
on Cuba’s coast. A geological model of the country and the ocean
to get back to the ferry without going all the way around. We
bottom surrounding it also shows the location and appearance
see streets within the fort lined with what we envision were
of the lighthouses. Many of the lighthouses are over 100 years
once fort offices, shops, officers’ quarters, stores - and will be
old and have a good reputation for reliability to help keep mariagain someday if Disney shows up. There is a chapel, a hisners off the many reefs and low-lying cays that surround Cuba.
tory museum and a Museo Che Guevara, who had his headWe leave el Morro and follow Tony on the path less taken
quarters here in January 1959. We bypass all that and walk
down the hill, back to Casablanca, arriving only a minute
before the ferry departs.
Back in Habana Vieja, we stop for a mojito at the Bar Dos
Hermanos, a favorite of the poet Federico García Lorca in
1930 (perhaps he ran a tab there, too). Again, it is good to get
off our feet, and the car-watching keeps us busy. Walking back
to the bus stop, we see a bride in a horse carriage being photographed in the Plaza de San Francisco. Later, she whizzes
by, perched on the back seatback of a red and white 1957
Sunliner convertible. The groom is nearly invisible. We will
miss this amazing country of contrasts and hope to return
soon.
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
28
November 2003
Southwinds
BOAT REVIEW
Catalina 22
By Dave Ellis
The Catalina 22 has been
a fixture in the Southeast
since shortly after its
introduction in 1969.
Fleets have enjoyed sailing
along the Gulf Coast and
on larger inland lakes.
Lake Lanier has had
a strong fleet since the
late 1970s.
W
hat is it that made this boat
popular? More important,
why is it still, after some thirty
years, a most popular boat?
The size of the boat, at a little under
22 feet, makes it large enough to be a viable gunkholer and pocket cruiser. It
weighs in at about a ton, making it
trailerable by most vehicles. The swing
keel version, as they all were until 1995,
is easily ramp-launched.
Most successful classes of sailboats
owe much of their success and longevity
to the people who sail them. By that standard the Catalina 22 will enjoy many
more years of popularity. I still see some
of the names at its regattas that I saw
twenty years ago.
There is a strong used boat market,
with prices ranging widely. On the Web,
www.catalinayachts.com is a good source
of information and contacts about the
class.
In 1995 Catalina started producing
what they call the Mark II version. The
hull at the waterline is the same. It seems
that they pushed the top of the mold out
so that the hull is 8 inches more beamy at
the shear. This allows a wider cabin and
keeps the deck the same width.
The Mark II also offers a fin keel at
3’6" draft and a wing keel at 2’6". Most
still opt for the swing keel version.
Paul Silvernail at Masthead Enterprises in St. Petersburg showed me a
shiny new Catalina Mark II in his show
lot. A convenient feature he demonstrated
was a mast-raising system that can, no fooling, be used by one fit person. The whole
operation can take less than fifteen minutes to be ready to put in the water.
What is it like to sail the boat? John
Hampton has had his Catalina Mark II for
a little less than two years. He keeps it behind his home in the water in the Tampa
Bay area. The day of our test sail was a
bright, cool October weekday with winds
gusting to 15.
The Honda outboard pushed the boat
at the hull speed of 5.9 knots at not much
over half throttle. The transom-hung rudder easily steered the boat under power.
The mainsail is a relatively small, lower
aspect ratio sail configuration. The jib on
this boat was just a little overlapping. The
foot was cut high at the clew, so visibility
forward was very good. After sliding the
fairlead for the jib sheet forward nearly two
feet, the jib set very nicely.
The Catalina 22 has a weather helm. It
always has. Many racers have worked the
boat, within the class rules, to negate the
helm. It is still there. Hampton likes his
weather helm, feeling that it is a safety factor. I loaded the boat up, overtrimmed the
main and looked for the blackest puff on
the water I could find. Happily, the boat
was still controllable when over on its ear
to decks awash.
Down below it is surprising the room
on the Mark II version. Yes, it will sleep
five, but I know of nobody who would
want to do so on a 22-footer. There are a
number of features found usually on
larger craft, such as a Porta Potty, stove,
gangway ladder that doubles as a reachable cooler and a pop-top arrangement
in the cabin that expands headroom to 5’7".
Everything on the boat is set up very
simply. The main halyard leads back to
the cockpit. The jib is on a roller furler.
The vang is up there at the base of the
mast. There are two little winches. I had
no trouble pulling in the jib in the heaviest puffs.
I had trouble uncleating the mainsheet
in the puffs. A skipper has to pretty much
reach aft and grab the sheet right next to
the cam cleat at the aft traveler and pull
sharply downward. It did not work to flip
the line down from the skipper’s position
at the tiller.
The swing keel cranks down with a
winch handle inside the cabin’s back
edge. It goes up and down surprisingly
easily. Hampton’s boat has had the cable
break twice in two years, both times while
cranking up. He has placed a second
sheave to make a more gentle turn for the
cable. He says that Frank Butler of
Catalina has been more than accommodating, having the cable fixed at no charge, calling him to make sure all was well.
Perhaps that is one reason the boat
remains so very popular. It’s the people.
Southwinds
November 2003
29
SAILBOAT TOWING
Towing Your Sailboat Properly —
You Think it’s Easy Being Towed?
By Captain Bruce Pierce
Y
ou’re out there on the water and
your boat is broken down. Your
engine just won’t start and
there’s no wind. You need a tow.
How do you get in contact with a
towing company? One of the easiest
ways is to hail us on the VHF radio,
Channel 16. The range on a VHF radio is usually about 40 miles or more
if your sailboat has an antenna on the
top of the mast. If the tow company
doesn’t respond, you might try hailing the Coast Guard and they can reDuke Overstreet photo
lay to us, or you may find a vessel
within range to do a relay.
If you don’t have a VHF radio (which every boat should
have) you can use your cell phone if you’re within range. Be
aware that the range of cell phones is very limited, some not
more than two miles offshore, others up to 15.
What should you know before you need to get towed?
Your position is the most important thing we need to know.
Of course, the best way is to check your GPS. It will give you
the exact latitude and longitude. Our response time will be much
quicker if we don’t have to search for you. In addition, if you’re
not a member of a towing company, you’re paying for our time,
and it can add up rapidly.
Also, if there’s some significant landmark you can give us,
this helps, like a marker number, or “right off the power plant,” etc.
You’d be surprised at some of the interesting responses I’ve
gotten when asking someone’s location: “I’m right here.” “I’m
in the cockpit.” “ I can see the Skyway Bridge.” I’ve heard them all!
Some people use dead reckoning. The problem is that your
30
November 2003
Southwinds
compass may not be calibrated the
same as mine, so it can be like trying
to find a needle in a haystack. Also,
because of “set and drift,” you could
be miles from where you think you
are. Therefore, it is to every boater’s
advantage to invest in a GPS.
Now how do we handle it when the
towboat is on scene? It may be good
to have some form of bridle system
on the bow of your boat so that we
can just hand you our line, tie a bowline on it, and it’s a pretty simple system to be clear from your foredeck.
Then I’ll need to know where you
want to be towed to. You’ve been to the place you’re going. You
know what you’re looking for. I don’t.
If you have the latitude and longitude of your home dock,
this will be great, so the tower can see on the chart exactly where
we’re going. And it’s a good idea to have something on paper,
like a hand-drawn chart of the area where your home dock is,
to hand to the tower.
This again can be a funny situation. People give me directions like, “You go to the white PVC pipe; take it on your left;
keep the floating branch on your right. There will be five houses,
then turn right.” Some of these directions can be very difficult
to follow. Most of the time, we end up on a working VHF channel with the customer giving me directions one move at a time.
As you can see, if you could hand me something, it would make
it a lot easier.
Now we’re under way. “Way” is the term which means
your boat has movement forward or backward. When towing a
sailboat, it takes time to establish “way.” Often a sailboat will
not want to follow; it will want to steer off to one side or another. So it’s a good idea for the captain of the vessel being towed
to stay at the helm until way is established.
I once towed an Irwin 52. I was sitting comfortably in my
chair. I looked over to my port, and there was a beautiful sailboat going by. I waved at them, admiring their boat. Then it hit
me. This is the boat I’m towing; it’s overtaking me! It actually
spun me around backwards! Fortunately, I was able to quickly
release my towline to avoid a very embarrassing situation.
A friend of mine picked up a sailboat broken down at a
bridge. He hooked up to the sailboat, turned around and went
out. He didn’t go very far when he turned around, hitting the
bridge. He did not establish way, and the sailboat was not lined
up and was about to hit the bridge. Fortunately, he was able to
correct himself before the sailboat hit the bridge.
Usually, it will take at least 500 yards or so, depending on
the current, to establish a good pattern in any narrow situation.
If there are any bridges you’ll be going under while being
towed, the tower should be the one to contact the bridge, as
he’s the one with the power. Also, bridges will open on request
for towers towing a vessel in distress. It’s a good idea if you
follow the conversation on Channel 9. And you do want to be
in contact with the towboat captain as you go under the bridge.
You should steer your vessel to keep it down the center because of the current.
One of the best ways to dock a sailboat is do a “hip” tie,
tying alongside your vessel with the stern of our vessel behind
yours. We’ll use fenders and lines to secure us firmly. Now the
towboat has complete control of your vessel. We may ask you
to stay at your helm to turn your rudder. When we are tied up
to you like this, we become your power and rudder. We can
usually turn you on a dime.
Before we do this, we need to be on the proper side. We can
usually spin you around inside a narrow channel, but we need
to know if there is enough room for two boats side to side going
down the channel. By the way, most towboat captains live for
this; we love it!
If you’re planning to go off shore, check with your towing
company. Some have mileage limits as to how far they will go
before they start charging you, even though your coverage may
state “unlimited.” There doesn’t seem to be consistency among
operators of the same company as to how far they will go before they reach their version of “unlimited.” I’ve heard one captain say 25 miles, and another captain in the same company say
50 miles. The company that I work for only has one membership plan; we will go as far as we need to go to get you.
It rarely happens, but if conditions are extremely rough,
more than just small craft warnings, and it is unsafe for the tow
vessel to get you, we can contact the Coast Guard who will
come and get you at no charge.
I’d like to say something on the “Good Samaritan” tow.
Although this may seem like a good option, and a less expensive one, the towboats that we run are specially propped for
towing. Our transmissions are usually different, geared especially for towing. We give up speed for low-end towing power,
which boaters are not willing to do.
Boats in general are not designed to tow another boat, especially a sailboat, as they have undersized engines. The Good
Samaritan may not realize it, but he could be taking years off
the life of his engine and transmission. Even though we modify
our towboats, we typically go through many transmissions a
year. So it would sure seem to make sense to be a member of
one of the towing companies and not risk damaging the wellintended Good Samaritan’s boat.
As I stated earlier, there is a lot of expertise involved in
docking a vessel. The Good Samaritan may not have this expertise. I’ve seen a lot of damage done to vessels being towed
by Good Samaritans.
May the wind always be on your stern. “We’ll be standing
by for you!”
Capt. Bruce has a master’s license with a towing and sailing endorsement. He has worked four years as a captain for Sea Tow in Sarasota
and is now working for them in Naples. He has logged over 32,000
miles in his sailboat Crossroads.
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
November 2003
31
FLOTSAM & JETSAM
A Collection of Nautical Miscellany
(to be continued in future issues)
W
hat really is flotsam & jetsam? We have found many variations in the meanings of these words. At Southwinds,
we consider it to be a broader definition of the miscellaneous
stuff out there we run into in our lives. Then there’s the nautical
meanings that carry the origins of the words.
In the nautical sense, flotsam would be the floating things
we find out there in the water like parts of boat wrecks or
someone’s hat that went overboard. It could be natural like anything from a coconut to a log-maybe a bunch of leaves or something like that.
Jetsam, in this nautical meaning, would be something manmade, or man-processed, and jettisoned from a boat, or from
land, like garbage, a bottle, an old rag doll, or maybe a computer (if it could float) if someone got mad at it. A cell phone
with hammer marks in it, that floats, could work here. A corpse
would also fit this definition.
After some research, we found some other meanings:
Linguistics calls words used together in a phrase like “flotsam and jetsam,” a “Siamese twin.” This is because they are
linked together by “and” or “or” and have commonly been used
together with some comparable meaning.
The New Century Dictionary defines flotsam, as “Such part
of the wreckage of a ship and its cargo as is found floating on
the water.” And jetsam as, “Jettison; also goods thrown overboard to lighten a vessel in distress; esp. such goods when
washed ashore.”
According to The Oxford Companion to Ships and the Sea, “flotsam” is the stuff from a wrecked ship and could be its cargo or
other stuff that went overboard, perhaps accidentally. “Jetsam”
would be the stuff deliberately thrown overboard. These things
could also be “jettisoned” to lighten the load. The Companion
goes on to say “jetsam” means, in the original legal sense, the
place where the stuff went overboard. Flotsam and jetsam also
float on the surface, as opposed to “ligan” (also spelled lagan),
which sinks to the bottom. It was noted somewhere that some-
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November 2003
Southwinds
one also referred to “newly ejected oyster-spawn” as flotsam.
In general, we seem to have found that flotsam, jetsam and
ligan means anything that ends up in the sea that came from a
ship, no matter how it got there. Flotsam was at one point anything that came from a ship and is floating around, and it was
held at one time that if it still floats, it belongs to the original
owner. Jetsam had the meaning that it was thrown overboard,
and more often than not, to lighten the ship’s load. There was a
time where jetsam that reached the shore belonged to the king
(lots of room for corruption there).
It appears that ligan still holds the meaning today that it is
some object that was put in the sea out there with a float attached for later retrieval.
Southwinds’ DEFINITION
We are going to make a leap and offer a final definition, for the
sake of the evolution of language, and only to be used in daily
conversation, not as legal maritime definitions (and we can be
quoted on this without need of our permission): Flotsam is that
stuff floating around out there that’s not intentionally “jettisoned.” It can be man-made or otherwise, but not naturally from
the sea (like seaweed or a dead fish). Jetsam is that stuff that
was thrown out there and “jettisoned” by a human, or humans.
We will accept, as part of this meaning, objects thrown into the
sea by human pets, like a dog throwing his ball into the sea,
intentionally, or unintentionally.
(Much of the above was taken from the following Web site:
www.everything2.com).
AS LONG AS WE ARE DISCUSSING LANGUAGE:
From Dr. John Griffiths of Durango, Colorado
Ahoy! Did you realize that ahoy is almost an anagram of yahoo? There ought to be a class of words that relate like that,
ahoy and yahoo being Order 1 almostagrams, as are cheat and
yacht. Sailboat is an Order 2 almostagram of tablesaw.
Southwinds
November 2003
33
ANCHORING
Who Owns the Anchorage?
Can they stop me from anchoring
in navigable waters?
By Capt. J. Michael Shea, JD
Everyone knows the Coast Guard regulates anchorages,
so what is the deal here? Why doesn’t the Coast Guard
just step in and end this fight developing on our coastal
waterway over anchorages?
I
t is not that simple, as noted by one of
our readers in a letter to the editor:
“Maritime law gives the boater the right
to navigation. This includes the right to
anchor.” I wish that was the law, but it
just is not the case. Navigate yes, anchor
no. You do not have the right to anchor in
navigable waters unless it is a designated
anchorage. This may be a surprise to
many of you, but it is the sad truth.
The right to control anchoring goes
with the ownership of the bottom. Ownership involves federal, state and local
governments, and in some places it can
even be private ownership or subject to
riparian rights of the shore-side owners.
In short, if you own the bottomland or
have rights to it, you can control the anchoring of boats over that bottom.
When our country was set up, the
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November 2003
Southwinds
land belonged to each colony. The colonies owned all of the bottom land within
their territory and out to sea (in most
places three miles). The colonies in turn
transferred the bottomland to cities, counties, and, in some cases, port authorities.
As territory was purchased from other
nations by the federal government, an
additional step was added. The lands
went to the federal government and then
to the state governments. By this historical transfer very little bottom land (bays,
sounds, and coastal bottomlands) is
owned by the federal government. The
states or their political subdivisions (cities,
counties, and port authorities) own most.
Now you see the picture. It is not the
federal government that is in control of
anchorages. States and local governments, because they own the bottom-
lands, are in control. But you say, “I
thought the Coast Guard set up anchorages?” Yes, but they are, for the most
part, for large commercial vessels and
for storm anchorages and were designated many years ago. The Coast Guard
can and does preempt state and local
governments when they set up an anchorage, but rarely does so.
“But what about navigable waters?
Aren’t they federal and open to all of us?”
Yes, BUT navigable waters means to navigate those waters; it does not cover anchoring. When we talk about navigable
waters, we are talking about the water
column itself. A navigable waterway is
different because it is a waterway. Like a
road or highway, no vessels may anchor
in a waterway or channel.
There are a number of anchorages up
and down our coastlines that have just
sprung up by usage. They are usually
quiet places where people set up a mooring and anchor their boats. Often there is
no formal arrangement with state or local authorities for the anchorage; people
just start anchoring, and the next thing
you know there is a number of boats anchored without permission from anyone.
There is one of these next to my yacht
club, and although there has been a lot
of discussion regarding the anchorage,
the city which owns the bottomland, has
chosen to do nothing. This is not the case
in other places. Many local governments
have passed ordinances to limit, in some
way, the anchoring of vessels for a maximum period of time. Some ordinances
prohibit anchoring for more than 24
hours.
In one local case, our port authority,
as the apparent owner of the bottomland,
tried to prevent a dry dock company from
anchoring their dry docks at the end of a
dead end channel. The port authority was
granted the ownership to all of the bottomland in our county by the state legislature when it was created. The only problem was it did not include that channel it seems that the bottomland was granted
to the city over a hundred years ago. The
city has chosen to stay out of the fight,
and the dry dock is still in the channel.
In another case, the port authority
wanted to charge a local restaurant for the
use of bottomland under the restaurant’s
dock. The restaurant was built when
Florida had a statute to encourage waterfront development. The statute granted
persons who improved the water shoreline, riparian rights to the nearest channel. The restaurant owners sued. The
court ruled because the restaurant had,
in fact, improved the shoreline before the
statute was taken off the books, they were
entitled to the riparian rights, and that
included the dock and anchorage. After
the ruling, the restaurant sold to a shipyard. The shipyard pulled in a dry dock
in a matter of months.
As noted in the previous two examples, ownership can be hard to ascertain. However, if ownership is clear, local
governments can regulate anchoring over
the bottomland they own. I know this is
not the answer you want to hear, but it is
the law.
As noted earlier, we often find informal anchorages where sailors have just
started anchoring boats. Sometimes this
is a result of a shortage of dock space, and
sometimes it is just people who choose
not to pay for local slips. All too often,
some of these boat owners let their boats
run down. They become an eyesore and
a problem to everyone. The easiest way
to regulate the problem of an unregulated
anchorage is to just pass regulations outlawing anchoring in those areas.
The question then is how can we protect anchorage areas? To start with, we
have to realize unregulated anchorages
are a thing of the past and have a short
time to live. We have to address the issue
as marina owners, yacht clubs and sailors. We need to approach the local authorities who own bottomland with plans
on ways to manage anchorages. It is our
job to get out there and lobby for the anchorages and that includes local anchorages for the transit sailor as well. If we
don’t argue for the transit sailor in our
local areas, don’t expect it to happen in
an area where you need to anchor overnight. If we do not pressure our local authorities to set up anchorages, they will
take the easy way out and just prohibit
boats from anchoring in any area outside
of marinas. This is a problem that is not
going to simply go away. If we fail to address the issue as sailors, we will lose, and
bottomland owners will simply regulate
us into marinas and private slips.
RECAP
• Local governments can regulate/eliminate anchorages — if they own the bottomland.
• The U.S. Coast Guard, for the most part,
is not inclined to regulating recreational
anchorages.
• Because of many problems in informal
anchorages, local governments are now
actively regulating their bottomlands.
• To save or establish free (or low cost)
anchorages, we need to, as sailors, sailing organizations and yacht clubs, pressure local governments to set up and
approve these anchorages.
• Without some action from the local
boating communities, we will see continued elimination of free anchorages.
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, or
are interested in an article on a particular subject, please drop a note care of Southwinds
(editor@southwindssailing.com) or e-mail me at
mike@jmichaelshea.com
Capt. J. Michael Shea is a maritime attorney in
Tampa and holds a master’s and harbor pilot’s
license. He has co-authored 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.
Any comments or thoughts about this article, or
the subject matter? Southwinds would like to
hear from you. E-mail letters to the editor:
Southwinds
November 2003
35
PROVISIONING TURKEY
Finding Your Thanksgiving Turkey —
Provisioning in the Caribbean
By Carol M. Bareuther
Photos by Dean Barnes
Y
ou’ve hit the perfect
weather window and
spent seven to ten glorious
days sailing south to the Caribbean. Now, with provisions
nearly depleted and Thanksgiving coming up, you’re
thinking food. While many
islands don’t boast big mainland-style supermarkets, you
won’t lack finding food
stores, and even small islands are likely to have a
source for turkey and many
of the holiday trimmings.
PUERTO RICO &
THE U.S. VIRGIN ISLANDS
Thanksgiving is an official holiday
in Puerto Rico and the U.S. Virgin
Islands, so you’ll have no problem
finding turkey and trimmings.
Large, well-stocked supermarket
chains like Pueblo, Amigo and
Grande are located throughout the
island and are within a 15-minute
or less taxi ride from entry ports
like Boqueron on the west coast
and Fajardo to the east.
Pueblo and Plaza Extra are the
two large supermarkets on St. Thomas and St. Croix, in the Virgin Islands. There are gourmet grocerThe Ample Hamper, a gourmet grocery in Soper’s Hole,
ies nearer port that offer holiday
Tortola
foods, both ready-to-cook and preprepared. On St. Croix, Schooner Bay Market is within walking distance of the Christiansted anchorage and docks at St.
Croix Marine. On St. Thomas, there’s Marina Market across
the street from American Yacht Harbor in Red Hook and Gourmet Gallery at Crown Bay Marina. “With a day’s notice, we
can have a complete, pre-prepared turkey dinner ready for
pick-up. You just heat and eat,” says Bill Hyde, one of the
managers at Gourmet Gallery. Over on St. John, you’ll find
Dolphin Market and Starfish Market. Both require a fiveminute taxi ride from Cruz Bay but are well stocked with essential and festive foods.
BRITISH VIRGIN ISLANDS
Tortola, the capitol of the British Virgin Islands, offers two
supermarkets that are amply stocked with Thanksgiving
foods, although this holiday isn’t officially celebrated here.
The fresh produce, in-house-made baked goods and fresh
meat, poultry and seafood selections rival stateside stores. “We
order a special trailer of items from the mainland to make
sure we’re stocked up for Thanksgiving,” says Leon Brewley,
at Bobby’s Supermarket in Road Town and a 5-minute walk
from Village Cay Marina.
Like Bobby’s, the Rite Way Food Markets offer a hot deli
that serves a prepared Thanksgiving meal. “Other hot meals
available are fish, chicken, mutton, beef, oxtail, baby back ribs,
spare ribs, Cornish hen, salt fish, and meatballs. There are
also a variety of side dishes such as rice, stuffing, vegetables,
plantain, sweet potato, green salads, coleslaw and macaroni
pie,” says Ronald Berkeley, head of Rite Way’s retail division.
Tortola is a real mecca for chartered bareboats with over
a dozen companies like The Moorings, Sunsail, Horizon, and
Conch Charters based on the island. Both Bobby’s Supermar36
November 2003
Southwinds
ket and Rite Way
provide provisioning
services that include
online ordering, filling orders on a short
three-day notice and
free pick-up of shoppers from local marinas and/or delivery
of ordered groceries
to the dock.
ANTIGUA
Gourmet Gallery, Crown Bay Marina, St. Thomas
There are many food stores, from larger supermarkets to momand-pop and gourmet groceries on Antigua. Most convenient,
you’ll find Dockside Liquors & Supermarket at the Antigua
Yacht Club marina in English Harbour, and Bailey’s Supermarket in Falmouth. Further north, nearer the capitol of St. John’s,
Gourmet Basket is a treat for holiday shopping. “We have over
5000 different food items from frozen, fresh and dry and over
650 references in our wine division, so anything you’d need
for Thanksgiving is here,” says Didier Boulos-Callias. If you
want to skip the turkey, Gourmet Basket offers roast quail and
certified Black Angus beef.
BARBADOS
Cruisers to Barbados will find a place to anchor at the Barbados Yacht Club, in Carlisle Bay, about a mile outside of the capitol of Bridgetown. There are several mini-markets nearby as
well as larger grocery stores. A short taxi drive away you’ll
find a Super Centre supermarket. This is the largest chain on
the island with five locations all equipped with a hot foods
take-out, plus deli with soups and sandwiches. “We have an
assortment of turkeys and hams, plus deli with cranberry
sauce and sweet potatoes. We don’t carry pumpkin pie, but
do have the ingredients to make one,” says marketing manager, Karen Alleyne.
THE GRENADINES
There are many small food stores and produce markets throughout the Grenadines. “For an even wider selection, many cruisers hop on the ferry to St. Vincent to shop at the two big supermarkets, CK Greaves Ltd. and the National Marketing Board,”
says Sally Erdle, publisher of the Caribbean Compass based on
Bequia, the largest of the Grenadines.
The main yacht-provisioning shops on Bequia are Doris’
Fresh Foods, Shoreline Mini-Mart and EuroShopper. “I’m expecting a shipment of turkey for early November,” says Eardley
Simmons, manager at EuroShopper.
GRENADA
Most cruisers shop at three major grocery stores, Foodfair,
Foodland-IGA and Real Value. “From Mount Hartman and
Prickly Bay, it is 5- to 10-minute drive to Grand Anse where
these stores are located,” says Laura Fletcher, president of the
Marine and Yachting Association of Grenada and owner with
husband, Jason, of Grenada Marine. “They all stock turkeys,
Southwinds
November 2003
37
PROVISIONING TURKEY
cranberry sauce and tinned pumpTRINIDAD
kin pie mixes, though the small
In the Chagaramas area of
items tend to disappear quickly so
Trinidad, where most cruisers first
the rule is, if you see it, buy it! The
arrive, the Hi Lo and Dockside
fresh produce market in the cenMart are both fully stocked food
ter of St. Georges is worth a visit,
stores with fresh, frozen and
if you re willing to get there becanned foods. Hi-Lo also has two
tween 5 a.m. and 7 a.m. on Saturlarger branches within easy reach
day mornings. There are no cranof Chagaramas. Both are easy taxi
berries, but there are bananas,
rides. There s also regular taxi sercashew, citrus, passion fruit, sapovice to Pricesmart and Tru Value
dilla, guava, mango, mammy
Supermarkets, which are 20 minapples, West Indian cherries, Local fruit and vegetable stands abound.
utes away and have a selection of
carambola, and sugar apples to
Thanksgiving fare available, says
name a few.
Jacqueline Clarke, general manager of the Yacht Services AsCarriacou, Grenada s sister island, has several small re- sociation of Trinidad and Tobago.
tail outlets filled with a reasonable range of commonly used
But, adds Clarke. Pr ovisioning may not be necessary.
items shipped from Grenada and surrounding islands. Fish
The Trinidad and Tobago Hospitality Institute will be hosting
and meats are somewhat generated by the community so if visiting cruisers for the fifth year, providing a full Thanksgivyou are willing to buy locally butchered meat, you will be ing meal for TT$45 (US$7). YSATT s Members Only provides a
fine, Fletcher says.
free shuttle.
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
November 2003
39
BAHAMAS
Gales in
the Bahamas
by Colin Ward
“Our shakedown cruise” is how we
referred to the first trip from Florida
to the Bahamas several years ago.
W
e had begun our cruising life in St. Petersburg, FL, and had spent several months
readying Mandalay. There were big plans
for the future, but the boat and systems were
relatively untested outside of the marina environment. We arranged to be away for three
months and made plans to travel to Georgetown
in the Exumas and back.
Georgetown Anchorage, Stocking Island
Friends George and Judy, aboard Pegasus, a
34-foot Gemini catamaran, had also moved from
Texas to Florida to begin their cruising life so we
were in touch with them frequently. We compared
notes and headed out at nearly the same time from
Tampa Bay.
In January of 2003, we left St. Petersburg and
sailed outside down the west coast of Florida,
ducking in at Venice, Charlotte Harbor and Sanibel.
Our first overnighter took us from Sanibel Island
to Key West where we anchored for a few days
and made our first repair. The anchor windlass
motor had an intermittent short in it, which meant
I had to bring up the anchor and 100 feet of chain
by hand. My back told me I should fix it soon!
While we were in Key West, George on Pegasus called us and suggested meeting up for a
joint crossing of the Gulf Stream. We thought that
was a good idea, and we sailed up the Hawk Channel to Marathon and then to Rodriguez Key where
we met Pegasus and another Texas cruising couple
who came to wish us well. A weather window presented itself immediately, and we left at 2100 hours
that same night for South Riding Rock, our “landfall” in the Bahamas. The calm night crossing
proved interesting in that Pegasus’ electrical system failed them, and their navigation lights grew
dimmer and dimmer until they shone no more.
Their radio was also defunct although the
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November 2003
Southwinds
now, I would have high-tailed it into the marina at
high tide and tied up. At the time, we did not think
of that, and we looked for a protected anchorage in
the Berry Islands. We found a spot on the chart between Whale Cay and Little Whale Cay that looked
promising. It was only a few miles northeast of
Chubb Cay, and we could be there before the gale.
There would be an island to the south and another
to the north. To the west would be very shallow banks
with very little wave action and to the east, just a
small cut to the deep water beyond. So Pegasus and
Mandalay started out for Little Whale Cay.
We entered the anchorage and found the water
depth to be adequate, as the chart showed, and the
anchorage looked as we expected. Both islands were
handheld kept us in touch for a few more hours until its battery died. They stayed close behind us in
the hope that our navigation lights would keep other
boats and ships at a safe distance. We arrived on the
banks early the next morning when the solar panels
on Pegasus brought their batteries back to life.
Chubb Cay was our first real landfall, and we
entered the marina to clear into the Bahamas. The
channel was a little shallow and narrow for
Mandalay’s six-foot draft so we were glad to get back
out of the marina and into the anchorage where we
dropped the 35-pound Delta. We settled back to relax, in awe of the clear Bahamian water and the pretty
beach and shoreline.
Colleen had assumed the role of official weather
person and began listening to the forecasts of a forthcoming cold front. It was a day away but was beginning to sound a bit fierce. We knew that cold fronts
were regular occurrences in the Bahamas and that
squally northwest winds were common. As the front
approached, the forecasts sounded progressively
worse. During the last 24 hours before the front arrived, Colleen announced the predicted wind speed,
which was increasing by five knots on every update
of the forecast — from 20 knots to 40 knots — sustained gale force winds from the north. Since the anchorage at Chubb Cay is mostly open to the north
and west, we soon realized that we had better move
to a safer spot and quickly! Knowing what I know
Southwinds
November 2003
41
BAHAMAS
described as private and there
was evidence of expensive
homes on Little Whale Cay as
well as a small settlement. The
Delta went down in 12 feet of
water near the entrance, while
Pegasus, taking advantage of
the shallow draft of a catamaran, tucked in a little farther. We
set our anchor well and sat back
to wait for the blow.
The weather forecasters had Staniel Cay, Exumas
got it right, and we soon saw the
wind building to the high 20s and low 30s. By that time we had
learned about the currents between Bahamian islands on the
edge of the Banks. As the tide floods onto the Banks, the water
rushes in from the deep Northwest Providence Channel. When
the tide leaves the Banks, some of the shallowest spots become
dry land, and all that water rushes back into the Northwest
Providence Channel. The current tore through our anchorage
pulling the boat first to the east and then to the west. The wind,
which was exceeding 40 knots from the north, was on the beam,
and the boat was rolling gunwale to gunwale. Only three days
into the Bahamas and we already are learning about all-night
anchor watches using radar to insure that we are not dragging
toward the rocky shoreline. We had not yet learned to use the
drag alarm on the GPS, although the shore was so close it probably would not have helped. Fortunately, the anchor held beautifully in the sandy bottom. As novices, we had not considered
whether the bottom was scoured by the current or whether
there might have been rocks or coral down below.
When the gale began to blow, we were tucked in safely,
but there were other boats that were not so lucky. A call came
on the radio from a boat seeking shelter as it headed toward
Chubb Cay from the west. I responded and informed them they
could anchor south of Frazer’s Hog Cay to gain protection from
the northerly. The crew was grateful and found the shelter they
42
November 2003
Southwinds
needed. Another boat was still
on the Banks and planned to anchor there for the night and ride
out the gale. The crew was terrified and began transmitting
phone numbers, names of relatives, and passport numbers so
their next of kin could be notified! Ultimately, both boats
made it to shelter unscathed,
but there was a whole lot of
shaking going on that night.
The gale blew for two days before it began to abate. We waited for the seas to lie down for
another day before heading out to Nassau. Even then, we
sailed in 6- to 9-footers and lost sight of Pegasus when they
were in the troughs.
After relaxing in Nassau where the weather was perfect, it
was time to leave and head to the popular first stop in the
Exumas, Allan’s Cay. A comfortable day sail away, Allan’s is
popular because of the 382 rock iguanas that inhabit three of
the surrounding islands and because the anchorage is mostly
surrounded by small rocky islands. Typical of several Exuma
anchorages, the area between the islands is quite large. However, the center is occupied by a large shoal, which leaves only
the perimeter deep enough for most of the boats there. It reminded us of anchoring in a canal just off the rocks. As you
might imagine, the canal remains deep because of the tidal current that rushes through it!
We motored slowly up the western side of the anchorage
looking for a spot between the boats that were already there.
The spaces all seemed small, but we chose one and prepared to
anchor with two anchors, one up current and one down current. The canal is about 12 feet deep and runs north and south
so the Delta was dropped to the north, and our second anchor,
a 44-pound Claw, went to the south. We had learned that boats
usually lie to the current when it is running at two or three
knots unless the wind is quite strong. Once the boat was secure, our first adventure was to jump in the dinghy and visit
the iguanas.
On the second day, the weather deteriorated again. Another
front was on the way, and more strong winds were predicted.
As luck would have it, an old medical affliction reared its ugly
head, and I was not feeling well. I was hoping to move south to
Georgetown and visit the doctor there. That was not going to
happen for a while because the gale warnings were up again.
The first squalls hit us hard, bringing strong west winds with
gusts to 42 knots and driving rain. Although we had two anchors out, neither one was right for the wind, which came out of
the west. Mandalay was pushed eastward, and when the tide
was near its low point, we heard and felt a sickening thump,
thump as our keel bumped on the shoal, which was now beneath us. Feeling lightheaded and weak, I jumped up and decided immediately that we would have to move to a new spot
away from the shoal. By then the sustained wind had built to
more than 35 knots, and the rain was coming sideways. I bundled
up and headed forward to retrieve the two anchors only to discover that the rodes were twisted around each other several
times, caused by the boat rotating in circles as the tidal current
switched directions. I tried to ignore the way I felt and untied
the bitter end of the number two anchor so it could be unwound
from the chain on anchor number one. After much effort, I untangled the line and headed back to the cockpit. Colleen then
went forward and raised the primary anchor while I took the
wheel and held the boat away from the shoal. Now we just had
the Claw down. We traded places again since raising the secondary anchor was heavy work. I could wrap the line around
the windlass capstan and use the windlass to assist, but the last
35 feet was chain with a 44-pound anchor on the end, and the
capstan no longer helped. I finally wrestled the Claw up and
returned to the cockpit to catch my breath.
Colleen motored north past the line of boats in the westerly
canal and came to a spot which was open and deep enough but
was obviously where the tidal current was at its maximum. Having little choice, we dropped the Delta while a neighbor yelled
that he had 120 feet of chain out. We stayed well away from him
and then set our second anchor making a “Y,” which would limit
our swing and hopefully keep us away from the rocks and the
shoal. We went below and again turned on the radar preparing
for another all-night anchor watch. The anchors did not drag,
even though we were once again in a scoured area where the
current exceeded the speed of the Gulf Stream.
We were boat-bound in that spot for another two days waiting for the conditions to abate before heading south to
Georgetown. We discovered another new phenomenon and
named it the wedgy. At certain times, the combination of opposing strong wind and strong current caused our anchor rodes
to stream aft down each side of the boat. The wind was blowing at 30 knots onto the stern of the boat, but the current flowing over the keel and rudder prevented the boat from swinging into the wind. Although we were not dragging anywhere,
the wedgy was annoying because the rope anchor rode snagged
the keel and rudder ,and the chain rode rubbed the topsides.
We were totally unable to prevent the wedgy. If we turned the
boat into the wind using the engine, the current returned us to
the wedgy within a few minutes. We have since been in a halfwedgy numerous times using only one anchor.
After a couple of days, our second gale abated, and
Mandalay and Pegasus left for points south. We did not wait for
the seas to lie down and were glad we had a strong engine
when we motored out of Allan’s Cay.
We have been back to the Bahamas three times since that
first shakedown cruise. We have never again experienced the
prolonged gale force winds that hit us during our first two
weeks there. The lessons learned were many. Our 35-pound
Delta anchor has been replaced by a 45- pound. We rarely
deploy two anchors unless the others in the anchorage are on
two (and we hope you will use only one whenever possible).
The 35 feet of chain on the secondary anchor has been replaced
by two feet (heresy to some, perhaps) so that the windlass capstan can be used to bring it all the way up, plus a snatch block
has been installed to make tailing the rode easier. We move to
a sheltered spot early in advance of an approaching blow, and
we are vigilant about knowing what the weatherguessers are
predicting. Allan’s Cay is no longer on our list of desirable
Exuma anchorages, although we succumbed to pressure to go
there this year, only to discover it has not improved!
The concept of a shakedown cruise is a good one because
problems like the faulty windlass motor come to light. We only
hope your shakedown does not include two gales or Allan’s Cay!
Southwinds would like to hear from you. E-mail letters to the editor:
Southwinds
November 2003
43
Eckerd College Search &
Rescue Team, St. Petersburg, FL
T
he Eckerd College Search and Rescue Team (EC-SAR)
was founded in 1971 to provide safety services for the
college’s water sports activities. EC-SAR expanded its
maritime rescue services to include the Tampa Bay boating
community in 1977, and the team was one of the first units to
respond to the Skyway Bridge disaster in May of 1980. The
program has since grown to become one of the most respected
search and rescue organizations on the west coast of Florida.
EC-SAR has just begun its 32nd year of service, and the group
typically assists over 500 vessels each year. The team’s capabilities include towing, firefighting, searching for overdue vessels, pulling vessels from aground, dewatering sinking vessels, and providing medical assistance to people on board.
EC-SAR’s services are available 24 hours a day, seven days a
week, at no charge.
The Search and Rescue Team is a group of highly moti-
44
November 2003
Southwinds
vated student volunteers from Eckerd College who receive no
academic credit for their membership. Members of EC-SAR
participate in an intensive nine-month training program, which
develops a standard proficiency level in basic skills. Upon
completion, students have the opportunity to advance by pursuing specialized training in advanced crewing skills, emergency medicine, navigation, communications, and boat handling. EC-SAR members volunteer 12-15 hours each week in
addition to being on call for a 24-hour period every three days,
patrolling the Tampa Bay area on weekends, and monitoring
radio calls during the evenings.
EC-SAR is only one component of the Eckerd College Waterfront Program. The Wallace Boathouse and the Activities
Center also support a large recreational program, a competitive intercollegiate sailing team, a ship’s store, a galley, and a
maintenance facility. Funding for these programs is primarily
achieved
through
community support and
usage. For
example,
during the
summer
months
when the
college students are not in residence, the Waterfront Program
offers an array of summer camps for children six years of age
and older and classes for adults. EC-SAR students are given
the opportunity to instruct these classes, providing a practical application for their teaching skills. They have a direct
impact on over 600 children from the Tampa Bay community as these youngsters learn lifetime sports, boating safety,
and respect for the marine environment. All the proceeds
from the summer camps support EC-SAR and the other Waterfront Programs.
Community support of all the Waterfront programs is visible in a number of ways. While EC-SAR does not charge for
its services, donations are frequently offered and appreciated.
In addition, many area businesses donate excess inventory
that is either used or stored for a later sale. One of the more
unique forms of support, however, is through our community boat donation program. Perhaps you may consider donating your boat to EC-SAR and the Waterfront Program, or
you may know someone who would consider the idea. The
donation process is simple and inexpensive. If the boat is one
that can be used in the Waterfront, it would be added to our
inventory - but if not, EC-SAR and other students are given
the opportunity to refurbish it or to prepare it for sale. These boats are for sale
during the entire year, but EC-SAR hosts
an annual marine yard sale every spring
where all of the donated equipment and
boats are on display. Again, the EC-SAR
students volunteer more time to set up,
work, and clean up the event.
Eckerd College is extremely proud of
its dedicated and talented student volunteers. Over the past 32 years, the Waterfront Program has become a very important part of the Eckerd College community and remains true to its founding
principle of “Education Through Service.” Should you need the services of
EC-SAR, the team can be contacted on
VHF channel 16 or 68, and if members
are not monitoring the radio, a boater can
hail the U.S. Coast Guard Group, St. Petersburg and ask specifically for EC-SAR.
If you carry a cellular phone on board,
you can call directly at (727) 864-8256.
The services that EC-SAR offers in the
Tampa Bay area are important not only
to boaters, but to the entire community.
Team membership helps instill a commitment to volunteerism that will benefit
any community that these students
choose to live in upon graduation. The
student members appreciate the support
they receive - it helps to elevate the commitment and introduce a level of pride
and performance that has allowed the
program to earn its high quality reputation. If you are interested in more information or would like to request a group
presentation or in-water demonstration,
please contact the Eckerd College Waterfront Program at (727) 864-8288.
Southwinds
November 2003
45
COMMUNICATIONS
Marine Radio Nets
What They Are, How to Use Them
By Gary Jensen
F
or those of us new to cruising, just talking on a VHF can be
an intimidating experience, and the “mike fright’ generated
by the mere thought of joining a single sideband (SSB) net,
even worse. What do I say, how do I check in, what are the rules,
how can I call my friends, what if I make a mistake…
These are just some of the concerns running through the
heads of many first-timers. Fear not, you are not alone. Let’s take
some of the mystery and uncertainty out of marine SSB nets, learn
how to take advantage of the fellowship and safety benefits nets
have to offer, and even enjoy ourselves while doing it.
What are marine nets, why do they exist, and what if any
useful purpose do they serve? Marine nets are the cruisers’ watering hole. They’re the equivalent of the office water cooler or
coffee machine; a place where people gather to chat, exchange
information, and yes, even gossip. Marine nets define a specific
time and place (frequency or channel), where cruisers gather to
make contact with each other and exchange information. Marine
nets are scattered around the world on both the ham and marine
SSB frequencies. (There’s a table at the end of this article listing
some nets of interest to East Coast cruisers.)
Safety, fellowship, and message handling are the main purposes of marine nets. Marine nets are an excellent source for staying abreast of weather conditions and local navigational hazards,
information that’s critical for a safe voyage. As a gathering spot,
marine nets offer a meeting place for friends and fellow cruisers
to gather and socialize, as well as a gateway for initiating and
receiving health and welfare messages. By checking in to or listening to marine nets, a cruiser quickly develops a “big picture”
of where the boats are around them, who they are, and the kind
of weather and sea conditions they’re encountering.
Some nets are disciplined and follow a strict protocol1, while
others are much more relaxed and informal. Most nets, however,
tend to follow a format of starting the session by calling the net to
order, asking for emergency or priority traffic, making announcements of general interest, giving a weather report/forecast, taking general traffic, and then closing the net. Some nets have a
“warm-up session” before the official start time; others do not.
Some nets, like the Waterway net, Mañana net, and Southbound
46
November 2003
Southwinds
net have the same net controllers every day. Other nets like the
Cruisheimers, Southbound, and Amigo nets, draw their volunteer net controllers from the cruising population.
So how does a cruiser go about checking into a net? The
first step is to spend a session or two listening to how the net is
conducted. For example, lately the Cruisheimers net has been
starting out by first accepting check-ins from the Chesapeake
north, and then the Chesapeake south. During the springtime,
however, when there are more cruisers on the water and the
Bahamas are busy, the groupings may be expanded to four or
more, e.g., Chesapeake north, Chesapeake to Florida, Florida,
and the Bahamas.
Listen to how boats check in to the net. Do they simply say
the name of their boat, or do they give additional information
along with the boat name? Cruisers checking into the
Cruisheimers net usually just give the name of their boat and
their location. On the other hand, cruisers checking into the
Amigo net (a net that operates on the west coast of Mexico),
give the name of their boat, their ship’s call sign, and a brief
report of the weather (temperature, humidity, cloud cover, barometer trend, etc.), and sea conditions when checking in.
Professions, vocations, and avocations, develop jargon
unique to their activities, and marine nets are no exception to
this rule. Listen for “net speak” words or terminologies used
during net operation. Contact for example, is frequently used
by a station to indicate that it wants to talk to the station that is
currently checking in or talking. Recheck is used by a station
that had previously checked in, left the net, and now wishes to
check-in again. When the net control is unable to copy a station, another station may offer to relay to the net control by
saying “Relay.” By listening for a session or two you’ll quickly
get a feel for the order in which the net conducts its business,
whether the net is highly structured, or relaxed, and the netspeak used.
For first-time net users, the Cruisheimers net on 8152 KHz
is a good place to start. It is an easy and friendly SSB net for
first-time users to check in to and use. The net begins at 8:30
a.m. when the volunteer net controller (a fellow cruiser), an-
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RADIO NETS
East Coast of U.S., Atlantic, Bahamas, Bermuda, Caribbean, Mexico, Panama
Standard Time Schedule (Winter Time)
Time
FREQ MHz Upper / Lower Sideband
Net Name
UTC
EST
(GMT)
East Coast US Primary / Secondary
10:00
5:00
6.215
USB
Caribbean (Uncontrolled 1000-1200)
12:00
7:00
7.241
LSB
Caribbean (weather given at 1115Z)
12:15
7:15
3.696
LSB
Bahamas Weather
12:45
7:45
7.268
LSB
Water Way / Cruising Club
12:45
7:45
14.121
USB
Mississauga
13:00
8:00
21.400
USB
Trans Atlantic
13:30
8:30
8.152 / 8.148 USB
Cruzheimers
12:30
7:30
8104
USB
Caribbean WX
13:30
8:30
2.582
USB
Bermuda Harbour
13:30
8:30
8.107
USB
Panama Canal, MX, Central America
14:00
9:00
8.188
USB
NW Caribbean
21:30
16:30
7.268
LSB
Waterway Cocktail Hour
15:00
10:00
14.173
USB
Chesapeake Nautical
20:00
15:00
12C (12.359) USB
Southbound II - Herb’s WX
14:00
9:00
7.292
LSB
Florida Net
0:00
19:00
14.313
USB
Almost 24-hour Maritime Net coverage
0400/1800 23:00/13:00 14.310
USB
MM Net meets twice daily
As Needed As Needed
14.300
USB
MM Emergency as needed
As Needed As Needed
3.935
LSB
Gulf Coast Hurricane
As Needed As Needed
14325 / 3950 USB/LSB Hurricane Watch *
Blue (Italic Bold) = Marine SSB (Note: All Marine SSB nets are conducted on USB).
Green (normal type) = HAM (Note: USB is used on 14mHz {20M} & up; LSB is used on 7mHz {40M}
& below).
* Net activates whenever hurricane is within 300 miles of populated area.
nounces that the net is now beginning. Before the net
begins, you may hear cruisers establishing contact with
each other and either having brief discussions on frequency, or moving “off frequency” (tuning their radios
to a different frequency) to have a more lengthy conversation. Once the net starts, however, this activity stops
and conversations are directed through the net control.
At 2000Z (4:00 p.m. EDT), the Southbound-II net controlled by Herb Hilgenberg2 on 12.359 MHz (SSB Ch.12C) is a must listen. For the past fifteen years, Herb has
been providing personalized weather forecasts to passage making cruisers sailing the Caribbean or crossing
the Atlantic. During the cruising season there can be up
to 90 or so boats checking in during the two-hour net, so
the net is a bit more structured than Cruisheimers, and
it’s focused on weather forecasts and reporting. By familiarizing yourself with Herb’s style and the net protocol now, you’ll be ready to check in and use his services
when you make your next passage.
Marine SSB nets are an important cruising tool. With
a little time and effort you’ll soon be familiar with the
SSB net resources available to you, and ready to jump in and
enjoy the fun and safety they have to offer.
1Net procedures for the Waterway Radio and Cruising Club
can be read at: http://www.jstorm.com/wrcc/WRCCproc.html
2Information on Herb’s service to the cruising community can
be found at http://www.sympatico.ca/hehilgen/vax498.htm
Have any questions about radios and communications? Or
would you like to see an article about a particular subject? E-
48
November 2003
Southwinds
mail Gary at misc@docksideradio.com
Gary Jensen owns and operates DockSide Radio
(www.docksideradio.com), and specializes in Sailmail &
WinLink e-mail systems. Gary and his wife Peggy lived aboard
their Hans Christian 38T for three years while cruising the west
coast of the U.S, Mexico, and the Sea of Cortez. Gary and Peggy
now live in Punta Gorda FL. Gary can be reached at (941) 6614498, or by e-mail at misc@docksideradio.com.
Southwinds
November 2003
49
SOUTHERN SAILING
Where Did Seamanship Go?
BY DAVE ELLIS
Captain Irving Johnson was a seaman.
In the 1920s he managed to hold on
with one hand halfway up the mast on a
full-rigged ship rounding Cape Horn in a
full-fledged storm, while filming the action
holding a bulky camera with the other hand.
50
November 2003
Southwinds
T
he narration of the film done many years later recounts
the captain of that ship calling out the name of one of
the myriads of parts on that ship, and all the cadets would
dash off to that line, sail, or obscure piece of gear. Each man
aboard learned where everything was, what it was called, and
what it did. Their lives depended on knowing.
Johnson also told the story of a seaman falling off the boat
near the bow. The captain dashed over to that side, grabbed a
coiled line with one hand and dove overboard to catch the seaman by the hair with the other hand. The crew dragged both
aboard. The captain knew that there was a line there, that it
was long enough to do the job and that the bitter end was tied
to the ship. He also valued good crew!
Alas, Irving Johnson had stopped taking teenagers aboard
his North Sea Pilot boat brig Yankee on around-the-world trips
by the time I got old enough to go. I still cherish a letter from
South Africa from Johnson telling me that at twelve I was a bit
young to sign on.
There are still some folks out there who sailed in the days
of wood hulls and spars draped with cotton sails. The youngest of us are pushing sixty.
How much of the seamanship of old is important today?
The sailing industry has changed so much, especially in
the past twenty years, that much of what was once imperative
to know has become moot. A fellow recently challenged me
with the question, “What is the round knob at the top of a
schooner’s mast for?” I had no idea and admitted it. “You call
yourself a sailor!” he retorted. Chagrined, I learned that the
knob came off and salt was scooped under it to keep the end
grain of the mast from rotting. Sometimes hulls had salt bins in
them for the same reason. The Wander Bird, made famous by
the book “Fifty South to Fifty South,” was so equipped, making its restoration practical.
But, really, that is only of historical interest today. If you
are reading a Captain Horatio Hornblower book, it is nice to
know what it is describing.
Many names are being lost simply because we don’t need
them. On the other hand there are items on our boats that old
salts would not recognize.
The Cunningham, named after Briggs Cunningham who
recently died, was invented by that race car driver/Snipe
sailor/millionaire as a way to tighten the luff on his cotton
“Modern materials have made day-to-day maintenance a much less onerous task.
I used to enjoy lying under the deck of my dad’s boat and peeling the dry rotted wood.
Today I’d get fiberglass splinters.”
mainsail, since the Snipe sail was built to fit from the top of
the mast to the non-moveable boom. For a while in the 70s
we called the Cunningham the “smart pig.”
A sailor named Barber placed a horn outside of the jib
fairlead on his dinghy so that he could lead the jib sheet outboard and forward on reaches. Now we call any method to
do that a “Barber hauler.”
John Christensen has invented a number of strange contraptions. The JC strap is a bungee cord from near the boom
vang on the boom, to the bow area and back to the boom on
the other side of the mast. The boom is thereby held out
when running.
Who has done the “Shimon Van Collie Roll”? When you
flip your Laser to windward, with the boom straight up in
the air, you know that when you get on the board to right the
boat, it is going to just keep right on going and flip the other
way. The Roll is to just hang onto the board and go under the
boat as it flips so that the next flip is stopped and you can
jump on the new high side.
Teaching sailing in 1963 at Admiral Farragut Academy,
where nomenclature, throwing a heaving line and keeping
the boats shipshape was paramount, and teaching in the mid1980s on much larger boats has not changed significantly. Now,
just twenty years later, commercial sailing schools have noticed that adult sailors learning the sport are more interested in knowing how to sail the boat and get back to the
dock. The nomenclature has become less important to them.
We don’t harp on making sure shackles are placed with
the handle to the right hand, that main halyards are led to
the starboard side of the mast and never to put a hitch in a
halyard. We have so many new pieces of gear to show and
so many electronic gadgets to master that many of what
seemed so important has been lost. Most new professional
instructors don’t know the old stuff; but they are very proficient at things that would baffle the captain of the fullrigged ship Pamir.
Modern materials have made day-to-day maintenance a
much less onerous task. I used to enjoy lying under the deck
of my dad’s boat and peeling the dry rotted wood. Today I’d
get fiberglass splinters.
Yet, in a light air venue like Florida’s west coast or the
lakes of the southeast, far too many boats break down when
we get a day of significant wind. Those conditions would
be an everyday occurrence on Florida’s east coast or lower
Texas coastal areas. They have learned to maintain their
boats for those conditions. Today, seamanship would dictate that boats must be maintained to take those conditions
when they do occur.
While much has changed, the wind has not. The same
forces are on our modern toy as the wooden craft of old. A
sudden storm, a lightning strike, a grounding, a person overboard and suddenly seamanship is as important as it was to
the iron men of the wooden ships.
We still raise the main before the jib; when we run
aground we heel the boat AFTER we tack to go back to deeper
water, backing the jib to help the turn when we get near head to
wind; we close that forward hatch when working on the foredeck
so when the sail is draped on the deck, we don’t step down the
hole; we don’t try to clean the mud off the anchor chain with our
fingers as we push the button on the windlass with our foot; we
rig a “down line” to the deck when being raised up the mast by
a halyard; we watch the RESULTS of our cranking on a winch,
rather than gazing at the turning handle; we don’t stand in the
“V” formed by a line under pressure going around a sheave; we
tie stopper knots in a small-boat spinnaker sheet, but not in larger
boats; we don’t slide our hands along the foot of the sail at the
boom (“paper cuts”); we hold the spinnaker pole on a jibe like a
mustache, not like a Q-tip. If you think maybe you should
reef…REEF!
A sailor should be able to dock his boat under power without embarrassing himself.
A seaman can do so under sail. Alone. With a crosswind.
While holding a drink.
Southwinds would like to hear from you. E-mail letters to the editor:
Southwinds
November 2003
51
RACING & REGATTAS
WEST FLORIDA
BRADENTON YACHT CLUB
“KICK OFF” REGATTA
SEPTEMBER 27-28
By Morgan Stinemetz
The final day of the two-day Bradenton
Yacht Club “Kick-Off” Regatta in
lower Tampa Bay saw mostly light
conditions and some very tightly contested races on three courses. On the
debit side, the 71-boat racing fleet was
depleted by 14 boats, when that many
failed to start on Sunday.
Winds were steady from about
300 degrees, but the meager velocity
made for some intricate tactical sailing
all around.
In all, the spinnaker and non-spin- Sunday’s start in the Bradenton Yacht Club’s “Kick-off” Regatta. Photo By Steve Morrell
naker boats got in three races, two on
Saturday and one on Sunday, while the true cruising classes Easy Out’s 3-4.
In True Cruising B (10 boats), the winning boat was Morgan
sailed the same 9.8-mile course both days, one race per day.
The results follow. Boat types and home towns of the rac- Stinemetz’s 1973 Ericson 27, Reefer. Stinemetz, from Bradenton,
and his crew had a third on Saturday and a bullet on Sunday. In
ers were not provided by the Bradenton Yacht Club.
Spinnaker A (12 boats) was nailed by Bill Fisher of second was Gotcha, Don Peterson’s Catalina 27 from Gulfport.
Bradenton on XS, a custom 40-footer that finished with a line Peterson sailed to two second-place finishes (2-2). And in third
score of 1-1-4. Second in class went to Robert Hobbs on Abbey was Chan and Sue Sweetzer’s Catalina 35, Sea Hawk. Sea Hawk
Normal, a B-32, with a line score of 4-2-1. Hobbs is from Tampa had a great day on Saturday but a less stellar one on Sunday. The
In third was Jamie Myers’ Rocket, a J-35. The line score for the
Tampa-based boat was 2-3-10.
Spinnaker B (11 boats) was topped by Jay Tyson’s High
Maintenance, a J-29 from Davis Island. Tyson had a line score of
2-3-1. In second came Semper Fi skippered by Ray Mannix of
Largo. Semper Fi is a J-29, and the line score was 1-2-4. Third
was another J-29, Harvey Ford’s WildKat out of St Petersburg.
The finish score was 6-1-3.
In Spinnaker C (11 boats) Brad Kadau of Treasure Island
brought his Changes in Latitude, an SR Max 21, in on top with a
line score of 1-2-4. In second was Charlie Clifton of Sarasota on
Lucky Pony, the same marque as the winner, (7-1-2). Third went
to Necessary Evil, Dave Olsen’s SR Max 21 (3-6-3). Olsen is also
from Sarasota.
In Non-spinnaker A (10 boats), Rudolph Reinecke of
Sarasota sailed Ooh Zone, a Beneteau FC 12, to first with finishes of 1-3-1. Then it was Jim Mallory’s Baroscious, a C&C 41
from Tampa with 2-2-3. Palmetto sailing junkie Terry Tibbits
had his immaculately prepared Hooks/Kelly 34, Grand Illusion,
in third with a line score of 4-8-2.
Bob Willard, who lives about a stone’s throw from Tibbits,
sailed his Morgan 22, Flash, to finishes of 1-2-2 to take first in
Non-spinnaker B (8 boats). Then it was Blaise Pierson’s Hunter
37, Midnight Sun, just a point back with 2-1-3. Dean Cleall of
Sarasota, in his Elliott 25, posted a 3-4-1 to take third in class.
True Cruising A (8 boats) went to Blue Moon, a beautifully
prepared and family-sailed C & C 40, from Tampa. The boat
was skippered by David German of Tampa, and he had his wife
and two kids on board. He had finishes of 2-1. In second was
Shady Lady, a Cal 34 owned by Steve Honour of Seminole, which
scored 1-2. In case of ties, the boat with the last win is the winner. Miller Time, a Catalina 36 owned by Bradenton’s Bob Miller,
won a tie breaker over Easy Out by virtue of finishing 4-3 to
52
November 2003
Southwinds
RACE PREVIEW:
36TH ANNUAL 2004
REGATA DEL SOL AL SOL,
ST. PETERSBURG TO
ISLA MUJERES, GEARS UP:
ENTRIES, CREW AND
VOLUNTEERS WANTED
Looking towards the largest
race ever to Isla Mujeres,
Mexico, the 2004 Regata del Sol
al Sol is seeking entrants and
volunteers. With an eventful
and windy race in 2003, this
year’s regatta will be even better and more eventful. The 45mile race will start on April 2021, with two starts on consecutive days for different classes.
The challenging conditions of
the 2003 race, with 38 entries, 2003 Regata Del Sol al Sol
drew the attention of several
racing boats from around the country, and next year’s race
holds promise of an even larger group. Visit the race’s Web
site, http://www.regatadelsolalsol.org/, for more information, and for those interested in being crew on one of the boats.
line score was 1-6. The Sweetzers are from Sarasota.
The regatta has a small multihull class, but only one boat
out of the six entered in the regatta sailed the second day, so the
division never passed muster.
27TH ANNUAL CROW’S NEST REGATTA, VENICE, FL
OCTOBER 4
By Morgan Stinemetz
In light and shifty winds that threw the sailors some real curves
over a 9-mile course, In Tune, Doug Dearden’s Impulse 26, was
the class of the 31-boat fleet that raced in Venice on Saturday,
October 4. Dearden’s corrected time of 1:25:55 just squeezed him
by Elixir (1:26:39) and Flash (1:27:45).
The Crow’s Nest Regatta, now in its 27th year of providing a fine fall racing venue and also generating money for
charity, is a must stop on the fall racing schedule and is also
part of the Sarasota Boat of the Year eight-race series on the
west coast of Florida.
Dearden, from Sarasota, with Jim Barr on board to steer
some and call the shots, also won the 7-boat Spinnaker class,
with Tim Miller’s Elixir (SR 21) in second and Charlie Clifton’s
Lucky Pony (SR 21) in third.
In the Non-Spinnaker A class, Bob Willard of Palmetto, FL
pretty much did a horizon job on the 7 other boats in his class.
Willard, sailing a Morgan 22 by the name of Flash, corrected out
nine minutes ahead of the second place boat in the class, Ed
Luscinskas’s Xcitor, a Lindenberg 22. Luscinskas is from Stuart.
Third in the Non-Spinnaker A class was Chuck Margetta’s
Morgana, a custom 32-foot gaff-rigged ketch which came from
certain death on the first and very shifty leg to make time on the
competition on the final two legs. Margetta is from Sarasota,
Non-Spinnaker B (5 boats) went to Jim Liston of Venice sailing a J/105, Cat’s Meow. In second place in non-spinnaker B was
Blammo, an Evelyn 26 capably steered by Jim Skinner of Sarasota.
Miller Time a Catalina 36, skippered by Bob Miller of Bradenton
was third.
Crow’s Nest Regatta winners Peter Robinson and Doug Dearden. Photo by
Lauren A. Doyle
Southwinds
November 2003
53
RACING & REGATTAS
THE OTHER SIDE OF THE EQUATION: THE RACE COMMITTEE
By Morgan Stinemetz
On Saturday, September 20, a dozen or so interested sailorsmost of whom were members of the Manatee Sailing Association-met at Regatta Point in Palmetto, FL, to learn more
about sailboat races, but from a different perspective. All
were sailors of some experience. What they did not have
and what they received was a day’s training on how to become an effective member of a race committee.
Actually, the word “committee” is a bit of a misnomer.
“Race committee team” connotes more of what the function
of the race committee is all about. A successful race, from the
officiating side, is all about teamwork.
The race committee course was taught by Carole Bardes
of St. Petersburg. Bardes is an experienced race officer with
hands-on work in the Olympics and a host of international
events. Her thorough presentation was made with Power
Point-aided graphics.
I don’t know about you, but I have been in races wherein
the race committee consists of one or two people who have as
much of an idea of what they are doing as Barney Fife knows
about forensic police work. The races got off on the wrong
foot, went the wrong way and were scored with as much competence as a dyslexic encountering calculus for the first time.
Not fun for anyone.
What was very interesting to me is that a race committee
that does its job well can-and maybe should-comprise as many
as nine people. Who are they and what do they do?
First of all, there’s the PRO, principal race officer. He (or
she) is the one who makes the executive decisions. He determines where will the race be held? He writes or approves of
the sailing instructions, keeps an eye on the weather, holds the
skippers meeting and directs the race committee. He is the
manager of the team, the CEO. If it works, he gives credit to
The largest class in the regatta was, oddly enough, what
was called an Assigned Rating Class (ARC). This class (11 boats)
had no boats in it with a current PHRF rating. Some of the competitors’ boats never have had a rating and others have not gotten around to having their rating renewed. But race they did.
First in ARC was Colonel’s Lady, a Catalina 35 owned and
operated by Forrest McNally of Osprey. In second place was
Fast Land, James Harn’s S-2 7.9. Harn is from Nokomis. And in
third Bob, a Colgate 26 belonging to Bob Jensen of Nokomis.
his team. If it doesn’t, he takes the fall.
The committee boat operator is responsible for getting
the race committee on station and getting them home again.
He has to know how to operate his boat in a variety of challenging conditions. His boat must be ready as far as fuel and
other necessary supplies. He has to know how to anchor correctly so that the rest of the team can function most efficiently.
The line sighter is the person who sights along the start/
finish line to see if there are any premature (OCS) starters. If
so, he announces the sail numbers of those boats and watches
to make sure that the boats start correctly. At the finish, the
line sighter tells the timer the exact instant-by saying “mark”that a finishing boat crosses the finish line. The line sighter
spots and records any flags, e.g. a protest flag, that a finisher
might be flying.
A mark setter is usually the person in the Boston Whaler
who sets the marks. He gets his information (via VHF) from
the PRO on where to put the pin end of the line, where to
place the weather mark and where to put the gybe mark. If
the mark spotter has a GPS in his boat, then his job will be
that much easier. Later, the mark spotter may be called upon
to set the finish mark so that it and the committee boat are at
right angles to the last leg of the course. In addition, if there
is enough of a wind shift, about 10 degrees, the mark spotter
may be called on to move the windward mark or set a new
mark. There are more duties involved with being a mark setter because this is a jack-of-all-trades assignment. It could
involve safety issues, flag display and recording mark
roundings among other things.
The person who does all the tabulations on the commitSee THE OTHER SIDE continued on page 56
CROW’S NEST REGATTA
VENICE WOMEN’S SAILING SQUADRON, OCT 1
The VWSS (Venice Women’s Sailing Squadron) portion of the
regatta raced on Wednesday, October 1, in Venice’s Robert Bay.
There were 22 entries. In Prams, Judy Collins took first place,
Karen Williams placed second and Barbara Dein took third. The
Sunfish race was won by Cecily Cerutti, with Sara Yunker in
second, and Barb Murphy at third.
There were over 40 participants in the VYBA (Venice Youth
Boating Association) division of the Crow’s Nest Regatta raced
on Saturday, September 28, in Roberts Bay. The Crow’s Nest
hosted all the VYBA racers at a BBQ and awards event on October. Doug Rousell and Bill Reed, VYBA Race Directors, presented
trophies.
All Regatta Entry Fees go to the Crow’s Nest Regatta Fund
at the Community Foundation of Sarasota County. The fund
supports Venice area youth activities. At the awards ceremony,
Crow’s Nest owner Steve Harner presented Community Foundation of Sarasota County President and CEO Stewart Stearns,
and Mary Fran Carroll, chairwoman of the board, $4000 for the
Regatta Fund.
Results:
Green Fleet: Ryan McKinney 1st, Ashley Weaver 2nd, Kyle Hunter 3rd. Red White & Blue
Fleet: Jackie Sims 1st, Molly McKinney 2nd, Teal Strammer 3rd, Alexis Humphrey 4th. Portsmouth Division: Fred Strammer 1st, Charlotte Sims 2nd, Joe Garlick 3rd,
54
November 2003
Southwinds
New is Better
Mid-Size Cruisers 30'-35'
Center Cockpit Cruisers 42'-45'
Aft Cockpit Cruisers 38'-46'
New Hunter 44 Deck Saloon
When it comes to owning a yacht, pre-owned is good.
•
•
•
•
•
•
•
•
New model design and sailing performance
New construction techniques
New electronics, a/c systems and gensets
New flat screen TV’s and DVD’s
Customize your yacht the way you want it
Peace of mind of factory/dealer warranties
On-site and mobile dealer support
Free extensive systems/yacht handling orientation
New is better.
When you purchase your new Hunter from Massey you get free yacht
décor dollars to finish off your new interior. But the best part of
purchasing a new yacht is that it really costs about the same as buying
a late model pre-owned yacht.
Call or come by and discover the dollars and sense of owning a
new yacht. New is better.
See the Hunter line at SAIL EXPO St. Pete, Nov 6 - 9
and Fort Myers Boat Show, Nov 13 - 16
Brad Crabtree
Scott Pursell
Frank Hamilton
Mike Fauser
SINCE 1977
www.masseyyacht.com
Edward Massey
Bill Wiard
Mary Beth Singh
Jack Burke
Al Pollak
RACING & REGATTAS
THE OTHER SIDE OF THE EQUATION: THE RACE COMMITTEE
tee boat is called the scorer. This is the person who lists all the
boats that started, all the boats that finished, lists all the penalized boats and then tabulates the race results. Oftentimes, scorers are back on land, and they get their information from the
other race committee personnel via a VHF radio or a cell phone.
Worst case scenario is that they get a bunch of scribbled, indecipherable notes to work with. With a laptop computer, though,
and a place of sufficient size to work, the scorer can do the job
on scene, on the boat. It moves the process along brilliantly.
A signaller’s job begins ashore. He has to be certain that
all the flags that he might need during the day are on hand
and placed on the committee boat. As visual communication
between the race committee and the competitors is the official
way a race is started, in case a sound signal malfunctions, the
signaller has a very important task. These days, most race flags
are hoisted on pieces of PVC pipe. The signaller has to have
the appropriate flag at full hoist when the timer says “mark!”
The flag has to come down when the timer says “drop!” In
addition, the signaller may get instructions from the PRO to
hoist an “X” flag for OCS boats. There could be a general recall, which would require another flag. Signallers don’t come
with three arms, but it would be a nice attribute.
The sounder is the person who gets to sound the horn or shoot
the gun. He gets his cues from the timer. The sounder who
uses a gun must make certain that he doesn’t blast a hole in a
competitor’s sail. Even blanks can do this. The results of such
an occurrence are hard to imagine. General recall? Redress
Continued from page 54
hearing? A protest against the race committee? A lawsuit?
The person who writes all the information down is called the
spotter or recorder. This is a sharp-pencil job that requires
intense concentration. The spotter is the person who will have
the history of the race on the proper forms in case anything
needs to be reconstituted. The spotter writes down the starters, the finishers, comments from the PRO, displays of various flags and even the non-finishers. This latter chore is important so that the race committee can keep track of all the
boats all the time. It is not likely, but it is possible that a nonfinisher could have had a boat sink beneath him without anyone seeing it. He’d be feeling a little left out if no one even
knew he was missing.
The person with the job that is also very important is the
timer. He keeps track of the time with two watches-a primary
watch and a backup. He will need a strong voice and the will
to use it, because it is on his signal that all the starting sequences commence. At the finish, when the line sighter says
“mark” as a boat crosses the line, the timer calls out the time
of finish. The spotter/recorder writes that down.
Some of these jobs can be combined, but the timer, signaller, spotter, line sighter and mark boat operator are generally stand-alone tasks.
If you race and have not been part of a race committee,
you are missing out on being part of the solution. My bet is
that understanding what the race committee does and how
they do it will make you a better competitor. It cannot hurt.
EAST FLORIDA
RACE PREVIEW:
GULF STREAMER RACE, DAYTONA TO CHARLESTON,
SC, MEMORIAL DAY WEEKEND, MAY 28, 2004
Memorial Day weekend 2004 marks the fun coast’s millennium
Gulf Streamer yacht race. This race is a 225-mile one-way sprint
from Daytona Beach to Charleston, SC. It is the fourth biannual
event held in alternating years with the 20-plus-year-old
Daytona to Bermuda TransAt race, both sponsored by the
Halifax River Yacht Club. In the last running, many boats came
from the Southeast region to join in the weeklong activitiesshoreside and afloat.
56
November 2003
Southwinds
Ask anyone who sailed in the 1998 premier event how much
they liked it and you’ll hear, “It was great!” HRYC carefully
plans the event to encourage experienced racers, club racers and
cruiser-racers. There will be multiple class trophies for all levels
and PHRF handicaps.
The Gulf Streamer is open to all yachts 20 feet LOA or longer
that are properly equipped for coastal racing. Requirements will
be included in your racing packet upon registration.
Festivities during the week prior to the race include a welcoming BBQ held on Wednesday night on the bridge. Participating racers and members of HRYC join in an evening of good
entertainment, food and fun. On Thursday night there is a farewell
rum party, also on the bridge. A breakfast is held on Friday morning with a weather briefing just prior to the start of the race. This is
followed with a flotilla to the Ponce Inlet starting line.
As with the TransAt, this will be a race within a race. There
is a 10-mile super sprint from the starting line to the Main Street
Pier at central Daytona Beach. This portion of the race is usually covered extensively by media, with all the enthusiasm usually given to a NASCAR event.
Upon arrival at the Charleston Municipal Marina, it’s time
to check in and get settled. Participants and supporters wash
off the sea, relax and wait for the rest of the participants, and
then the festivities for skippers and crews begin. There will be a
Bloody Mary party and breakfast at the Charleston Yacht Club
on Sunday. The Charleston Yacht Club honors the racers by
hosting a gala welcoming dinner, their traditional Low Counwww.southwindssailing.com
RACING & REGATTAS
try Boil, which is followed by the awards presentation. All yachts
will receive a commemorative participation plaque. After all is
done, you can enjoy a leisurely cruise onward to homeport with
newfound friends and memories.
For more information:
Internet Info: www.hryc.org/.
V/C Robert Ford - Co-Chairman - (386) 304-7390
P/C Jack Moran - Co-Chairman - (386) 672-6244
P/C Paul Adamek - Entry Chairman - (386) 257-6742
RACE PREVIEW:
KINGS DAY ONE-DESIGN CHALLENGE
JACKSONVILLE, FL, NOVEMBER 14-16
By Rona Garm
J/24 and Melges 24 sailors from around the region should
plan to attend the signature regatta of the Florida Yacht Club
in Jacksonville, FL. Welcoming entrants from all reaches of
North America and beyond, FYC anticipates increased participation this year as the World Championships are being
held in California in early November.
Regatta chairman, Pat Lambert, notes that this is the 10th
consecutive Melges 24 event – one of the longest running regattas in class history.
In addition to some fantastic racing, the event also showcases the hospitality of Jacksonville sailors and the Florida
Yacht Club. Starting with a pre-regatta oyster roast on Friday
Night after a late afternoon practice race, the weekend quickly
shifts into high gear with three races on Saturday and a one
design banquet in the Grand Ballroom. Wrapping up with
58
November 2003
Southwinds
two races on Sunday and an awards party with complimentary beverages and food, this is a great place to go racing.
Last year’s event saw some extreme conditions - winds
that started around 10-12 quickly built to 20-25 and beyond,
so if you think that racing in the river is too tame for you,
think again.
The club offers reciprocal charging privileges; area hotels
offer discounts, and temporary dry storage is available just
five minutes from the club. They’ll also help to arrange transport for boats continuing south for the Mid-Winters and/or
NOOD. This event has garnered such publicity in the past that
there will be a “press room” with computer access and a press/
photo boat on the water both days. Skip Miller is the waterfront director and can answer any general questions (904-3871653); Pat Lambert can address Melges 24 specific issues (904269-9405) and Tim Monahan (904-791-7599) is the J24 liaison.
CAROLINAS & GEORGIA
Y-FLYER REGATTA, LAKE ALLATOONA, GEORGIA
OCTOBER 11 - 12
By Jim Kransberger
The BEERS Regatta is an annual regatta. This year’s event was
the 49th meeting and a memorable one. Thirty-five Y-Flyers
and their crews from across the Eastern United States met at
the Atlanta Yacht Club on Lake Allatoona for the three race
event. Lake Allatoona is just northwest of Atlanta.
The contestants were divided into two fleets: Gold and
Blue. The Gold fleet was the more experienced and had 24
boats. The Blue fleet had eleven boats and comprised sailors
who had yet to win a race. This division kept the competition
quite level within both fleets.
It looked like Saturday was to be a lay day - too much
wind, cloudy. Y-Flyers are a tad prone to tip and turtle, so the
Race Committee’s concern was reasonable. The committee
stuck to schedule, and wind abated to brisk and mostly steady.
After a summer of drifters, the fleet was delighted to have
something that put to use the heft that had so often not helped.
Chris Cyrul, of the Privateer Yacht Club in Tennessee, and
Pam Gore of AYC never took a finish cannon, nor had a bad
finish. Cyrul nailed the first start right place, right time – to
finish fourth. In the next races, he finished second. Asked what
he attributed his success to, he replied, “...was patient and
made (he thought) a minimum of mistakes.” Cyrul’s boat was
borrowed, but hardly new to him. He was its previous owner.
The boat he had owned prior to that boat was also a winner,
too, taking the honors in the Blue Fleet. Cyrul told the awards
ceremony about his two old boats with a great deal of humor
as he had yet to trophy with a newer boat, bought two years
ago. One can only wonder if he helped the resale value of that
newest boat. If trophy envy exists, it might be worthwhile for
those types to ante up for a Y-Flyer (Cyrul’s?) and enter the
competition at next year’s BEERS. The trophies were crafted
by Buz Benzur. Benzur, nationally acclaimed commercial photographer and race chairman, proved his vast talent with the
handsomely crafted, half-hull wooden plaques. The hospitality of the Atlanta Yacht Club seems endless.
Three or four boats inverted themselves during the regatta, and even they will be back for the 50th BEERS Regatta.
It will be the 50th anniversary and quite possibly the best.
Results:
Gold Fleet 1; Chris Cyrul/Pam Gore ,4-2-2 8 Pts:
2; Drew Daugherty/Kim Haymaker 7-6-3 16:
3; Dave Irons/Jan Griffin 8-3-6 17:Blue Fleet 1;
Heather Morse/Curtis Morse 2-1-1 3.5 Pts: 2; Nile
Hatcher/Brad Beebe 1-2-7 9.75: 3; Tom Gore/
Shirley Gore 3-7-2 12
THE SAVANNAH YACHT
CLUB’S LEUKEMIA CUP
REGATTA, SAVANNAH, GA
SEPTEMBER 20
By Nancy E. Spraker
Over 40 sailboats including 21
PHRF and 20 Optimists, Lasers
and Sunfish competed at Savannah Yacht Club’s Volvo Leukemia
Cup on September 20. It was all
for the love of money for a cure.
The regatta has raised over $1 million in its seven-year history. In
2001, after September 11, the city
was the number one fundraiser for
the Leukemia and Lymphoma
Society. The Savannah Yacht Club
was listed among the top five
fundraising yacht clubs last year.
This year Savannah sailors raised
$33,000 ($11,000 from juniors).
According to Schley (Sly)
Knight, Savannah’s top fundraiser in 2002, “If you raise The Y-Flyer Regatta. Jim Kransberger photo.
enough money, you can sit on the
dock and eat watermelon.” He raised $11,000 on his J105
Geechee Grace this year. He holds a first place trophy on that
dock now. “We blow them out of the water. Savannah raises
five to six times that of Charleston,” says Knight. Olympic
Finn champion John Porter, Knight’s nephew, provided
onboard tactical advice on Geechee.
Several in Savannah’s sailing community, including
Knight, have been personally touched by leukemia or lymphoma. He lost a father and brother to leukemia, and his
aunt currently has the disease. Suzanne Clary-Bryan, chair
for Savannah’s Leukemia & Lymphoma Society, lost her husband, a sailor, to lymphoma. The man who brought the 1996
Olympics to Savannah, John McIntosh, Sr., has leukemia now,
but surveyed the scene behind the helm of his powerboat
nonetheless.
The McIntosh family was in full force in Savannah. Olin
McIntosh served as regatta chairman; his wife Sharon provided scoring. Billy McIntosh was event chair. Teenagers
Andrew and Hans raised the most funds in the junior class,
which brought in over $10,000 total. The family “consortium,”
White Hawk, a Catalina 27, provided neck-to-neck competition throughout the Wassaw Cup that took place the day after the Leukemia Cup.
Father and son, Olin and Hans McIntosh, taped paper
sailboats that students sold for $1 on the walls of Hans’ middle
school. Olin McIntosh is a teacher there. One of Hans’ classmates has leukemia. The Savannah Yacht Club was the first
in the nation to incorporate junior fundraising, with junior
corporate fundraising added this year. One of the junior trophy winners gave her trophy to a young leukemia survivor
at the awards ceremony.
Southwinds
November 2003
59
RACING & REGATTAS
Peter Bream’s team, overall winners of the J/24 Southeastern Regional Championship in Charleston. Jim Kransberger photo
Pat Seidenspinner of 1996 Olympic Race Committee fame
provided the SYC with her services for the racing that was not
totally without incident. Only a couple of boats legitimately completed the racecourse in the first out of three races. The rest neglected to round government mark 19. It was another instance
of the importance of reading the sailing instructions. Two boats
grounded momentarily. Under sunny skies, winds for the regatta were 5-10 knots, veering from west to east as the sea breeze
kicked in around noon, as it usually does.
Although the racing mattered, what mattered more was the
fact that people sailed to help discover a cure for the disease
that kills more children than any other in our country. The children and adults of Savannah’s sailing community have much
to be proud of.
60
November 2003
Southwinds
Results
PHRF-A; 1.Geechee Grace (Schley Knight); 2. Dead on Arrival (Joe Highsmith); 3. Absolutely! (Rick Wieters), PHRF-B;1. Second Wind (Steve Toney); 2. Rush (Richard Huguley); 3.
White Lightning (Gene Brooks). PHRF-C;1. Mischief (Barbara Foster); 2. Hasten Down The
Wind (Terry White) 3. Tumultuous (Bob Hastie).Laser;1. Kate Mayle; 2. Lester Stern; 3.
Charles Loncon. Sunfish Juniors;1. Andrew McIntosh; 2. Hans McIntosh; 3. Dirk
Resler.Sunfish Seniors ;1. John Pirovano; 2. Dan Rohde; 3. Susan McCann. Optimist Green;
1. Helen Sullivan; 2.Rolfe Glover; 3. Devon Rohde. Optimist Blue ;1. Jessica McCarthy; 2.
Corey Meyer. Optimist Gold; 1. Vincent Hartley.;Top Fundraisers;1. Schley Knight $11,991;
2. Barbara Foster $5,260; 3. Andrew McIntosh $3,530;4. Hans McIntosh $2,500; 5. Terry
White $2,350. Overall Winner: Schley Knight.
J/24 SOUTHEASTERN REGIONAL CHAMPIONSHIP
FLEET, CHARLESTON, SC, SEPTEMBER 20-21
By Jim Kransberger
As hurricanes may come and hurricanes may go, Isabel didn’t
do anything in Charleston other than cut into the size of the
J-24 Southeastern Regional Championship fleet. The event,
hosted by the Carolina Yacht Club, Charleston, expected to
attract boats numbering in the mid 30s. The attendance was
17 stout, fearless entries from within the district. Ignoring
the TV weather pundits, as did Hurricane Isabel herself, they
had a very competitive championship.
The breeze on Saturday arrived in small measures and
filled within an hour of the scheduled start time. It held direction and increased in velocity as the day and races progressed. The problem was not as much how to read the local
wind but how to read the tide. Although there is a very visible edge to the in-coming rush of the tide within the river’s
flow, one had to have some understanding of where to cross
those edges. That there are two rivers converging within the
bay only complicated the situation. A missed reading resulted
in being overstood
at a mark or tacking short. Both
were very costly
errors in a competitive fleet.
Peter Bream’s
team (Scott Griffin,
Paul Abdullah,
Scott Smith and
Christian Smith)
took their new,
never raced Waterline-built boat to an
overall victory by
figuring out the
tides in, as he said,
“...about a race
and a half.” That
“team” and that’s
the only way
Bream refers to his
fellow sailors, has
sailed together for
four years and are
all Thistle sailors.
At the year ’s
Thistle Champion- Tool Time, racing in the Charleston Leukemia Cup. Jim Kransberger photo.
ships, four of “the
team” sailed their own boats and brought home finishes of CHARLESTON LEUKEMIA CUP, SEPTEMBER 27:
6th, 15th, 39th and 60th. If one does the math, it means that CHARLESTON SAILOR GETS SEVENTH
they averaged in the upper third in a class of some of the BEST NATIONAL RATING!
best small boat sailors anywhere. Now that is, indeed, a By Jim Kransberger
“team” when you consider that two of these sailors capsized Charleston sailor Jackie Lucas maneuvered Tool Time, a Cal 35, to
in a race and still finished so well. With their success, one a seventh-place national fundraising position with his efforts in
might deduce that they are hanging around junior programs this year’s Charleston Leukemia Cup event. This year, as in past
years, Lucas of Team Dewees raised the most money for the loand recruiting.
Now qualified for the J-24 Worlds, next September in Con- cal regatta and seventh nationally. More than $27,000 was the
necticut, Bream and team will start tuning the boat. The mast, sum of their efforts this year. Lucas and his Tool Time also won
as currently rigged, rests against one of the partners. This off- their division on the water.
Darlene Benton, local leukemia and lymphoma campaign
set means that sail adjustments are not equal on opposite tacks.
The mast is “too straight,” Bream added. The level of stay director, said, “The Volvo Leukemia Cup Regatta raises over
adjustment that the boat maintains is in the area of half-turns. $100,000 locally for the fight against these devastating diseases.
Coupled with that, Bream attests that ”... with four years The Cup is the single largest one-day fundraising effort we have.
together, everybody knows their job well...lack of mistakes... It is so very important.” Local rewards for participation in this
good tactics and teamwork” are the core element to their suc- fundraising event range from a $1,000 gift certificate for the top
cesses.
Oddly, the very competitive second-place boat, Maarten
Zonjee, et al, was a near new team, together for only a few
weeks. That team finished going away in the first race of the
regatta and was the competition to be sure to beat from that
race on. Will Hanckel’s boat finished the regatta in third overall after getting past a bad score in the third race.
The entry fee for this event might have limited attendance.
If so, it was only in ignorance of what was included. The fee,
$225 per boat, included breakfast, light lunch aboard, the banquet, ice, etc. It was a bargain, leaving the sailors to keep their
attention tuned to boat speed and tactics.
Results:
1st; Peter Bream Jacksonville, FL 4-2-1-2-2-3 14 Points: 2nd; Maarteen Zonjee Sullivan’s
Island, SC 1-6-2-3-4-7 23 Points: 3rd Will Hanckel Charleston, SC 2-1-18-1-3-1 26 Points:
4th; Daniel Brorrer St. Augustine:Beach, FL 10-4-3-5-6-2 30 Points: 5th; Michael Foster
Savannah, GA 7-7-9-6-1-4 34 Points
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November 2003
61
RACING & REGATTAS
team, $300 for the second and $200 for
the third from West Marine.
Included in the event’s total are
the dollars raised by a banquet the
night of the race and an auction. The
banquet and auction were held in
the Charleston Maritime Center and
filled the facility. The most popular
live bid item was a near new motorcycle, followed closely by a player
piano. The silent auction items, and
it appeared that there were hundreds, ranged from various serious
sailing toys to fine art.
Race management was contributed by James Island Yacht Club
which shared its JIYC Centennial
Cup Regatta with the Leukemia &
Lymphoma Society to enable this
event. There were two races.
On the water, the 57 participating boats were divided into six different divisions, each with a separate start. Divisions were divided on Recess prepares for its race start in the 17th Annual Lost Bay Regatta. Photo by Kim Kaminski.
two separate courses. Although the
wind gods were a few moments late in deciding the velocity and
Saturday morning competitors gathered for the skippers’
direction of the day’s weather, the wind proved steady, and the briefing by Fleet Captain Barry Brothers. He coordinated the
promised rain held off. Everything, in every way, proved partici- event and divided the 13 classes (four spinnaker, nine non-spinpation in the Leukemia Cup a reward.
naker) into two fleets with a total of 24 spinnaker boats and 54
Results:
non-spinnaker boats, which sailed in a triangle course out in
A Fleet / PHRF Jane Dunn Temptress SR 33 OB; B Fleet / PHRF Martin Zonjee Footloose J24; C the middle of Perdido Bay. Each leg of the course was meaFleet / PHRF Ken King, Quintette Sabre 38; D Fleet / PHRF Jackie Lucas Tool Time Cal 35;
Melges 24 Fleet Ryan Hamm When Pigs Fly; Sunfish Fleet, Will Cabill; Holder Fleet, Phil Hardwick sured at approximately 1.44 miles. The spinnaker class sailed
three triangles (a distance of 13.11 miles) while the non-spinnaker class racers sailed two triangles (for a distance of 8.74 miles).
The winds during the race started out at 8 to 10 knots out of the
southeast. Over the course of the day, rain clouds would slowly
17TH ANNUAL LOST BAY REGATTA
drift into the area building the breezes up to 18 knots over the
POINT YACHT CLUB, JOSEPHINE, AL, SEPTEMBER 13 racecourse. Eventually, the clouds moved out of the area, and
By Kim Kaminski
the winds settled back down to a more manageable strength of
The 17th Annual Lost Bay Regatta was sailed this year on Sep- 12 to 13 knots.
tember 13, sponsored by the Point Yacht Club located in Josephine,
Tight competitive racing could be found in a number of
AL, at the Pirates Cove Marina near the southern coastline of the sailing classes. For instance, in the spinnaker class, fleet finPerdido Bay. Seventy-eight competitors sailed in boats of various ishes were separated by one minute. However, the competition
sizes, shapes and sail colors. Some boats traveled to the regatta was even closer in the non-spinnaker class (which started a little
just to enjoy the atmosphere of the area, and crew members looked later in the afternoon but finished in the stronger wind condiforward to the evening regatta festivities.
tions) where the fleet finishes were separated by a total of only
17 seconds. Some of the race competitors ran into some difficulties on the racecourse. The all-female team on Sirocco (Spinnaker B) had to extract the bolt cutters on the boat to cut down
a halyard that was stuck and in the process ripped their spinnaker sail. The sailing team on Roka Dobi (Spinnaker C) put their
spinnaker up sideways on the last leg of the race, and while
they were trying to correct the sail, one of the boat’s crew fell
overboard. The team quickly dropped their sails and recovered
the overboard crew-member but did not finish the last leg of
the race. The racing team on Animal (Spinnaker A) had the lowest handicap of all the boats on the bay, but that didn’t help this
team when some vital spinnaker race equipment was lost overboard during the heat of competition.
In the non-spinnaker class, the team on Recess (Non-Spinnaker E) enjoyed a close contest in their racing class but found a
shallow part of Perdido Bay and ran aground. Another sailor
UPPER GULF
62
November 2003
Southwinds
who had a tough day on the water was Jeff Schroeder, who
sailed his boat Land’s End (Non-Spinnaker L) single-handedly
to finish the race. However, his efforts really paid off as he finished the race in third place for his class.
In the non-spinnaker fleet, the big winners of the day were
Kim and Julie Connerley and their crew on Ez-Duz-It. Not only
did this team capture first place in their class (Non-Spinnaker
K) but succeeded in earning first place overall in the non-spinnaker fleet by beating their competition Otter by a mere 13 seconds, Zig Zag by 17 seconds, and Polecat by 37 seconds. Talk
about a close competition; this team’s spirits were still sailing
high as they danced the night away following the trophy presentations to the musical sounds of Blind Driver. Everyone enjoyed this year’s festivities, and many have already started
making plans to attend next year’s annual beach party at the
Point Yacht Club.
Results (Class followed by corrected time);
Spinnaker Class A - 13.11 miles; 1st - Fine Line - J. Roberts 1:44:50; 2nd - White Trash - G.
Smith 1:45:56;3rd - Sapphire - M. Palermo 1:49:02.7;4th - Tyrant - M. Lockard 1:50:03.1;
5th - Aqua Vite - H. Albert 1:53:34;6th - Animal - B. Denham 1:56:20; Spinnaker Class B 13.11 miles; 1st - Latex Solar Beef - S. Bellows 1:48:25; 2nd - Awesome - D. Dunbar
1:52:59; 3rd - Road Trip - D. Kellen 1:55:09.8; 4th - Sirrocco - L. Newkirk 2:00:36; 5th White Trash II - J. Murray 2:06:39 ; Spinnaker Class C - 13.11 miles; 1st - Ambush - J. Clark
1:43:47; 2nd - Antares - D. Hoffman 1:48:04.5; 3rd - Forever Mind - J. Chason; 1:51:00;
4th - Jazz - P. Green 1:53:34
; 5th - Tom Cat - T. Batty 1:56:00 ; 6th - Roka Dobi R. Bray
DNF; Spinnaker Class D - 13.11 miles; 1st - New Trial - M. Boykin 1:52:35; 2nd
- Applejack - D.Owczarczak/K.Kaminski 1:53:40; 3rd - Insanity - S. Butcher 1:54:17; 4th Incognito - L. Robbins 1:56:14; 5th - Halcyon - B. Baxley 1:56:42; 6th - Cuda Been Paris - J.
Hood 1:56:51; 7th - Sweet Little Sheila - L. Chapman DNF; Non-Spinnaker Class E - 8.74
miles;1st - Riptide - S. McGonigal 1:22:23 ; 2nd - Turbo Dog - D. Davis1:22:40 ; 3rd Patriot - R. Matteis 1:22:45; 4th - Sun-Ur-Buns - N. Long 1:27:49 ; 5th - Katie Lee - J.
Majerik 1:44:48 ; 6th - Recess - J. Oyler DNF ; Non-Spinnaker Class F - 8.74 miles; 1st Caribbean Soul - B. Kriegel 1:21:48 ; 2nd - Isis - R.T. Marshall 1:21:56 ; 3rd - Cresswell - B.
Hall 1:24:38; 4th - Osprey - J. Carr 1:25:37 ; 5th - Sundance - B. Dean 1:27:38 ; 6th Loophole - E. Reuss 1:35:25 ; Non-Spinnaker Class G - 8.74 miles; 1st - Delphina - J. Pantano
1:20:39 ; 2nd - Big Easy - D.J. 1:21:17 ; 3rd - Dame - W. Pelham 1:24:35 ; 4th - Solmate K. Coate 1:33:03 ; 5th - Reflections - D. Whidden 1:35:46 ; 6th - Breeze Seeker - J. Drake
1:40:07 ; 7th - Caddy Wampus - J. Bozeman DNS; Non-Spinnaker Class H - 8.74 miles; 1st
- Free Spirit - T. Stokes 1:18:48 ; 2nd - Gypsy Wind - J. Ardrey 1:18:59 ; 3rd - Jolee - J. Finley
1:20:14 ; 4th - Stargazer - S. Tovant 1:28:03 ; 5th - Lagniappe - J. Weyand 1:28:41; 6th Local Motion - M. Nicholson 1: 37:13 ; Non-Spinnaker Class I - 8.74 miles ; 1st - Heather J. Matthews 1:18:45 ; 2nd - Lady Jean - D. Dixon 1:20:08 ; 3rd - Reverie - N. Rowell
1:24:22 ; 4th - Pura Vida - R. Simmons 1:26:14 ; 5th - Ragtime - R. Morgan 1:28:40 ; 6th Great Escape - J. Loftis 1:36:50 ; 7th - Windy City - B. McDonald 1:41:03 ; Non-Spinnaker
Class J - 8.74 miles ; 1st - Kokomo - G. Brummett 1:27:38 ; 2nd - Ratsass - J. Hall1:32:42 ;
3rd - Alleycat - K. Menck 1:38:47 ; 4th - Crosswind - M. Cross 1:43:44 ; 5th - No Name K. Hester 1:49:10 ; 6th - Instant Amnesia - L. Engel 1:54:22; Non-Spinnaker Class K - 8.74
miles ; 1st - Ez-Duz-It - J & K Connerley 1:18:22 ; 2nd - Otter - E. Nelson 1:18:35 ; 3rd - ZigZag - D. Blume 1:18:39 ; 4th - Polecat - P. Ring 1:18:59 ; 5th - Icarus - F. Saas 1:31:13 ; 6th
- B. Soper 1:43:51 ; Non-Spinnaker Class L - 8.74 miles ; 1st - Whirlaway - J. Veal 1:22:00.4;
2nd - Shanghai Lady - B. McCoy 1:27:06.4 ; 3rd - Land’s End - J. Schroeder 1:35:45 ; ;4th
- Elusion - T. Mooney 1:36:43 ; 5th - Rag Tacker - W. Mikkelsen 1:37:08.5 ; Non-Spinnaker
Class M - 8.74 miles ; 1st - Clewless - B. Holk 1:23:04.3 ; 2nd - Baraka - P. Madden 1:46:35
; 3rd - Alley Cat - Brian M. 1:52:09.2 ; 4th - No Name - C. Hayes DNF; 5th - Flirt - J. Shaw
DNS
allowed these lady sailors the opportunity to test their skills on
borrowed J-22s (an international one-design keelboat) for a chance
to win the silver Coco Seeman’s Women’s Keelboat Championship Trophy.
The J/22 is a responsive and stable sailboat with a fixed lead
keel and was chosen as this year’s boat for the regatta. In previous years, the lady competitors have raced on L-16s and Rhodes
19s, and now, for the second year in a row, on the J-22s. The competition was sailed on the shallow waters of Lake Pontchartrain
(a relatively large lake 24 miles across with an average of 12 feet
in depth).
Nine female teams with four members per team sailed in a
total of five races. The teams rigged and prepared the small boats
for the first day of competition where three races were scheduled. The winds were ideal for these small sailing vessels and
blew across the lake out of the northeast at 5 to 10 knots. Gradually, as the day progressed, the winds increased up to 12 knots
and shifted toward the east. The hazy, overcast autumn sky made
the weather conditions very comfortable (not too hot or muggy)
for all who participated in the races. The two-mile racecourse, a
double windward/leeward course out to a temporary marker
and back, was used for all three races by SYC’s favorite son Fleet Captain Wallace Paletou.
On Sunday, the race course was set as a double windward/
leeward course of 2.8 miles. The light winds delayed the start of
the first race Sunday morning but gradually filled in from the
southeast at 12 to 14 knots. The stronger winds gave these lady
sailors a few more challenges, and several teams struggled with
their spinnakers during both races, but these “die-hard” lady competitors enjoyed several close races as well as camaraderie and
teamwork.
Results (place, team skipper, total points):
1 - Susan Danielson,6; 2 - Louise Bienvenu,12; 3 - Sparky Arceneaux,3; 13;- Debby Grimm,
21; 5 - Julie Connerley, 23; 6 - Annette Long, 33; 7 - Kim Kaminski, 37; 8 - Margie Offan, 38;
9 - Elaine Boos, 42
2003 WADEWITZ REGATTA, FAIRHOPE YACHT CLUB
MOBILE BAY, AL, SEPTEMBER 27-28
By Kim Kaminski
The sailing season in the fall (here in the South) tends to be one of
the most active times of the year for most of the area’s athletes.
The weather is generally ideal with moderate temperatures and
good sailing winds. No wonder almost every weekend from now
until Thanksgiving is filled with plenty of sailing activities.
One such event is the 2003 Wadewitz Regatta, which was
held on September 27-28, sponsored by the Fairhope Yacht Club,
6TH ANNUAL COCO SEEMAN ONE-DESIGN KEEL
BOAT WOMEN’S REGATTA, SOUTHERN YACHT
CLUB, NEW ORLEANS, LA, SEPTEMBER 20-21
By Kim Kaminski
The 6th Annual Coco Seeman One Design Keel Boat Women’s
Regatta was held at the Southern Yacht Club in New Orleans,
LA, on September 20-21. The SYC (known as one of the charter
members of the Southern Gulf Coast Yachting Association,
which was established in 1901 and re-organized in 1920 as the
Gulf Yachting Association) is located on the south shore of Lake
Pontchartrain. Nine teams, two teams from Florida and seven
teams from Louisiana, journeyed to the Big Easy for a weekend of sailing competition. This two-day all-female sailing event
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November 2003
63
RACING & REGATTAS
which is located along the eastern shore of Mobile Bay. Competition sailing vessels of all kinds
(Flying Scots, Lasers, Stars, Optimist prams, Sunfish, 420s and
Rhodes 19s) were used in a number of various race formats over
the two-day racing event.
Nearly 150 sailors of all ages entered the Gulf Yachting Association Capedevielle regatta event.
Representatives from several of
the GYA member yacht clubs appeared in force to compete in one
of the last qualifying Flying Scot
races of the year. Each GYA member yacht club is required to participate in at least seven out of the
15 qualifying regattas throughout
the sailing year in order to maintain its membership in the GYA
and have a chance to earn the
Auguste Capedevielle Trophy.
(Note: All qualifying races are Flying Scot competitors sail out from the Fairhope Yacht Club to race in one of the last Capedevici races of the
held in the official inter-club boat, sailing year. Photo by Bryan Kaminski
the Flying Scot. The Wadewitz
Regatta encompasses not only the Flying Scot event but other
29TH ANNUAL WEST FLORIDA OCEAN
class races as well.)
RACING CIRCUIT SAILBOAT REGATTA
The Capedevielle Trophy was dedicated in 1941 to the
PENSACOLA YACHT CLUB, OCTOBER 10-12
memory of August Capedevielle and is one of the oldest and
By Kim Kaminski
most prestigious awards in the Gulf Yachting Association.
The 29th Annual West Florida Ocean Racing Circuit (WFORC)
Auguste served as the commodore of the GYA from 1936 to
Sailboat Regatta was held at the Pensacola Yacht Club (PYC)
1939. This will be the 62nd year of competition between the
on Friday October 10-12. Sailing vessels ranging from Perfor32 GYA member clubs for this championship. The Lipton
mance Handicap Racing Formula (PHRF) boats to Melges 24
Cup Trophy established in 1920 and the Knost Cup Trophy
one-designs to Corsair multihulls all came together for a threeestablished in 1938 are the only other older trophies for comday weekend of intense sailboat competition.
petition in the GYA. For this year’s 2003 Wadewitz Regatta
A total of 31 boats (28 PHRF, 6 Corsair multihulls and 7
14 out of the 32 member clubs came to compete.
Melges 24 one-designs) filled the area with over 300 sailors (crew
members, boat owners, race management, support staff and
Results (place followed by fleet followed by points);
family members).
1st - Gulfport, 7 ; 2nd - Southern, 9 ; 3rd - Bay-Waveland, 10 ; 4th - Pontchartrain, 11 ;
There was an abundance of wind provided throughout the
5th - New Orleans, 13 ; 6th - St. Andrews Bay, 22 ; 7th - Buccaneer, 23 ; 8th - Pensacola,
entire competition as a low pressure system sat over the race
24 ; 9th - Fairhope, 24 ; 10th - Navy, 30 ; 11th - Ft. Walton, 34 ; 12th - Point, DNF ; 13th
area during the regatta weekend. Multiple races were sched- Grand Lagoon, 38 ; 14th - Singing River, 40
uled, and three different racecourses were planned for the various fleets. Race regatta chairperson Betsy Moraski established
a well-organized team of numerous race management members including Chip MacMillan, who acted as the principal race
officer for the PHRF classes, and William Paden, who acted as
principal race officer for the multihull and Melges classes.
The WFORC Regatta activities began on Friday, October
10, with the multihulls and Melges 24 one-design fleet sailing
on a racecourse that was established in the northern part of
Pensacola Bay while the PHRF classes sailed on the racecourse
established in the southern part of the bay. Strong winds, overcast rainy weather conditions and low visibility greeted the participants. The winds were strong, blowing in from the northeast at 14 to 16 knots with 2- to 3-foot seas forcing many of the
competitors to sail with smaller or reduced sails. The racing
was tough as the finish times were close. The final positions
were determined in many instances by seconds.
The daily winners who emerged from the first day of racing were: PHRF A Class, Greg Smith and crew on White Trash
64
November 2003
Southwinds
(change of direction),
which in turn made the
boat pitch its bow up into
the air and over its stern.
Weapon of Choice had capsized and turned upside
down making the boat
look like a giant turtle
floating along on the Intracoastal Waterway next to
the Pensacola Naval Base.
All persons who were on
board the vessel were
safely rescued by the PHRF
support boat and the U.S.
Coast Guard. Chip MacMillan, who was running
the PHRF races on the
southern part of the bay,
kept barge traffic alerted
on the VHF radio to the
situation at hand and kept
the various commercial
barges traveling in the bay
from running over the disAntares races under a colorful spinnaker sail in one of the 6 races in the 2003 West Florida Ocean Racing Circuit
tressed vessel.
(WFORC). Antares earned the overall 1st place trophy in its class. Photo by Kim Kaminski
The Melges 24 one-design class also had its hands
(first in the fleet); PHRF D Class, Dan Owczarczak and crew on full avoiding the very active commercial traffic in the bay. At one
Applejack (who earned a second in fleet by 35 seconds): PHRF B point in the races a coal barge with four barges in tow appeared
Class, Bob Patroni and crew on Phaedra (sixth in fleet): PHRF C out of the rain and crossed the racecourse, separating part of the
Class, Catherine McNaught and her crew on TrippNautic (fin- Melges fleet during the second leg of a race. Challenges were
ishing 17th in Fleet).
given and met by the entire racing fleet during the second day of
The second race of the day saw Greg Smith and crew on competition.
White Trash holding onto another first place finish in the PHRF
Once again, weather predictions for the final day of racingA Class, while John Guy and his crew on Hot Toddy captured a sunny skies and 5 to 10 knots of wind-never came into being as
win in the PHRF B Class. Roy Harden and his crew on Erin Star the overcast skies and rain still remained in the area. The winds
sailed into first place in the PHRF C Class, and Lydia King- were still strong at 14-16 knots out of the northeast and occasionRayner and her crew on Outtamind earned first place in the ally would ease down to 12-14 knots throughout the day. Two
PHRF D Class. With two more days of racing these top finish- races were scheduled for the final day, and the battles were geters had their hands full trying to maintain their positions in the ting intense.
overall fleet.
The first place winners for the 2003 WFOFC in the PHRF
The weather conditions did not improve on Saturday, Oc- classes were: Greg Smith - White Trash; John Guy, Jr - Hot Toddy;
tober 11. Weather predictions had called for scattered rain in Roy Harden - Erin Star; and Dave Hoffman, Walt Wilde and Myrt
the morning with party cloudy skies by the afternoon. How- Guild on Antares. Roy Harden and his crew on Erin Star also
ever, these predictions never came true as the winds gath- earned the Riddle Cup. This award is given to the boat winning
ered in strength blowing 16-18 knots out of the nrtheast and
building throughout the day up to 20-23 knots (with an occasional gust up to 29 knots). The winds would settle back down
to 12-14 knots periodically with only an occasional gust up to
20 knots. The rain remained in the area throughout the day,
and the visibility on the water at times was down to a minimum of approximately 500 yards. It was a challenging day
on the water for the competitors, but a great day for sailmakers
as several boats had their sails torn or shredded during the
course of battle.
The multihulls and Melges 24 one-design classes enjoyed
their first day of competition on Saturday. The multihull class
had their distance race out to the Pensacola Pass sea buoy #8
and back. Multihull competitor Pat Holt and crew on Weapon
of Choice encountered some unique challenges when they suffered a broken rudder on their vessel, which caused their
multihull to steer out of control creating a sudden gybe
Southwinds
November 2003
65
RACING & REGATTAS
the most competitive class, which is determined by the class
having the lowest time differential-correct time-between first
and third place per race. The first place winner in the Melges 24
one-design class was Doug Kessler and crew on Liberty 3, and
the first place winner in the Corsair Multi-hull class was Don
Wigston and crew on Whipper Snapper.
Results:
P.H.R.F. (w/ 1 throw-out) Class A; 1st - White Trash - Greg Smith, 2nd -Man-O-War - Tom
Beery, 3rd - Fine Line - Johnny Roberts,4th - Animal - Bryan Denham,5th - Tyrant - Mark E.
Lockard,6th - Patriot Mark Taylor,7th - Sir Rochester - Billy Mason,Class B; 1st - Hot Toddy John Guy, Jr.,2nd - Phaedra - Bob Patroni,3rd - Manhatten Magic - Guice/Cruthirds,4th Mojo - Matthew Schwab,5th - Awesome - David Dunbar,6th - Sirocco - Lee Newkirk,Class
C; 1st - Erin Star - Roy Harden,2nd - Rush - John B. Marrow, 3rd - Tripp Nautic - Catherine
McNaught,4th - Untamed - Mark Hunter,5th - Road Tripp - David Kellen,6th - Boondoggle
- Gerard Deray,Class D; 1st - Antares - Hoffman/Wilde/Guild,2nd - Outtamind - Lydia KingRayner, 3rd - Katsy II - Jacques LeBeau,4th - Applejack - Dan Owczarczak,5th - RokaDobi Ron Bray,6th - Waz - Ben Myars,7th - For Sale - John Burgess,8th - The Bear - Caron/Steve
Choate,9th - Sundance - Bob Dean,10th - Avalanche - Robert Ramsey, RIDDLE CUP WINNER - Erin Star - Roy Harden;
MULTI-HULL ; 1ST - Whipper Snapper - Don Wigston, 2ND - Tripple Trouble - Doran
Cushing, 3RD - Mark Twain - Bert Rice, 4TH - Wavedancer - Richard Carlson, 5TH - Nami
Whammy - Warren Anderson, 6TH - Weapon of Choice - Pat Holt, MELGES 24 ONEDESIGN; 1ST - Liberty 3 - Doug Kessler,2nd - Satisfaction - Gregory/Hill/Schultz,3rd - Nobody’s
Girl - Scott Baker,4th - Sick Puppy - Steve Jones,5th - Latex Solar Beef - Doc Bellows,6th Forerunner - John Mathis,7th - Rogue Wave - Jeff Meyers,8th - Minneatonka II - Gary
Umberger
WEST FLORIDA
2003 FLORIDA STATE SUNFISH CHAMPIONSHIP
OCTOBER 18-19
AND LET THERE BE LIGHT
By Mindy Strauley
The 2003 Sunfish State Championship was held in conjunction with the Junior Olympic Festival (River Romp) in Fort
Myers, FL. I was very much looking forward to this event
since I have never been to Fort Myers. I tagged on a couple of
days off from work since a vacation was much needed and
what better place to take it-Fort Myers, home to Thomas
Edison, inventor of the light bulb. I assumed there would be
enough light if not enough sunshine.
Off Paul and I headed Friday morning for a three-hour
trip to southwest Florida. With nothing much to do in the
passenger seat, I decided to take out the NOR to see what the
regatta entailed. A few minutes later I yelped really loud, scaring the %$#! out of Paul, as he kept from swerving into an 18wheeler. After things settled down, Paul wondered what was
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November 2003
Southwinds
the matter? All I could manage to mumble over and over was
pre-dawn starts, pre-dawn starts!
The first day of sailing, we arrived to register for the regatta at sunrise. Twenty-three Sunfish sailors registered to compete in the State Championship; 22 sailed. Once the sun rose,
we enjoyed 80-degree weather, sunshine, and winds ranging
between 8 and 12 mph.
After about a 30-minute sail to the start line, the races began. I was able to squeeze in for the bullet the first race, and
then it was downhill from there. With four races completed
on Saturday, Paul Strauley led the regatta, with Conner Blouin
and Peter Merrifield tied for second (two points behind Paul).
The next group of sailors, myself, Charlotte Sims, and Charlie
Rahn came in fourth, fifth, and sixth-all within a couple of
points of each other.
Once we hit shore Saturday afternoon, the competition
did not end. Strategically, we needed to position our boats
among 200 other boats, in the optimal spot in order to launch
off the small beach in the morning and reach the start line on
time. We were all warned that the race committee would start
on time no matter what. On Saturday night, the Sunfish group
planned to meet at the Holiday Inn tiki bar. Several showed
up and many, exhausted from the day of sailing, chose to get
to bed early so as to be able to rise pre-dawn and make the
start on time.
On Sunday morning, several arrived at the sailing site at
6:30 a.m. As we scurried for flashlights and talked about rigging a mast light on the Sunfish, I had to wonder how could
the hometown of Thomas Edison be without light. Well in
the dark, we pushed our boats to the first spot on the beach,
raised our sails and rigged our lines. Ready to go at the first
sign of light.
With a little less wind (7-10 mph) on Sunday, for all 200
boats to get off the beach on time, the first one in line needed
to leave no later than 7:30 a.m. That was me in the water,
holding my boat on the dolly, waiting for some light. We were
in single file to launch, Paul behind me, followed by Conner
Blouin. With eyes to the sky I kept thinking, let there be light!
Those arriving not as early as us, now in the back of the pack
of 200 boats (my guess with blood pressure rising) were hoping to reach the beach to launch in time.
At 7:20 a.m. off we went to sail to the start line. What a
beautiful sunrise! We sailed four more races on Sunday. Paul
maintained his lead throughout the day, winning the regatta.
The last race decided second place, with Conner taking the
bullet and locking in a second place spot. Peter Merrifield followed in third. Rounding out the top five was myself at fourth
and Charlotte Sims in fifth.
Many thanks to Rick Pantall, who created our replacement perpetual trophy with the former one retired two years
ago. The first name on the trophy is Chris Alexander, previous champion (2002), and then next was this year’s winner,
Paul Strauley. Many thanks also to the Edison Sailing Center
for doing a great job in hosting the Sunfish State Championship. Thankfully, no one was left in the dark, and a lot of fun
was had by all.
Results:
1 Paul Strauley, 2 Conner Blouin, 3 Peter Merrifield, 4 Mindy Strauley, 5 Charlotte Sims, 6
Rick Pantall, 7 Charlie Rahn, 8 John Meyer, 9 Rebecca Rom, 10 John Fletcher, 11 Danny
Escobar, 12 John Kremski, 13 Chris Gates, 14 Juan Sebastian Baron, 15 Aline Hyatt, 16 Brian
Wolfsohn, 17 John Hyatt, 18 Ryan Ravelo, 19 Sharon DelBianco, 20 Tommy Timberlake, 21
Barbara Satiullin, 22 Elizabeth Pollock, 23 Carol McDowell
SHORT TACKS
HURRICANE ISABEL RECREATIONAL BOAT LOSSES TOTAL OVER $150-MILLION:
DAMAGES SURPASS HURRICANE ANDREW
From BoatUS
Boat Owners Association of the United States reports that losses
to recreational boats from Hurricane Isabel (not including marinas, other infrastructure or commercial vessels) will total over
$150-million. Much of the damage occurred in the upper reaches
of the Chesapeake Bay and Potomac River watersheds, far from
the storm’s North Carolina landfall.
“Our Catastrophe Response Team is reporting quite a few
pockets of severe damage to recreational boats,” said Carroll
Robertson, vice president of Marine Insurance. She adds, “The
surprise in this storm was the severity of storm surge throughout the Chesapeake Bay and Potomac River, in spite of the storm’s
landfall far to the south, and its subsequent track inland.
“Boaters who took advantage of the long lead time before
Isabel hit and made hurricane preparations by either removing their boat, or adding extra lines, chafe protection, reducing
windage and buttoning up tightly, generally fared okay,” adds
Robertson.
Initial damage reports reflect the effective storm preparations. “While our Catastrophe Response Team has seen many
total losses, much more of the vessel damage is minor or cosmetic, such as scrapes, damaged rubrails, swim platforms or
torn canvas. And with any kind of storm, this kind of damage
is to be expected,” said Robertson. “The sheer number of boats
in this area has resulted in one of the largest economic losses to
recreational boats from any catastrophe including Hurricane
Andrew in 1992.”
In the upper Chesapeake and Potomac, a combination of
wind-driven storm surge and high tide was exacerbated by runoff of rainfall, catching many unprepared with record-setting
high water. Most of the damaged vessels were left in boat lifts
or in slips to weather the storm. The north and west sides of the
Chesapeake Bay were particularly hard hit.
Boaters are urged to call their insurance providers and not
sign salvage contracts on the spot. “You want your insurer to
handle any negotiations - that’s what you pay them for, and it
will ensure there are no surprises in the recovery process,” said
Robertson.
Boaters can help further mitigate damage by removing expensive items to prevent theft and continuing to keep water
out of their boat. For a list of post-storm damage procedures
such as preserving or “pickling” an engine, go to http://
www.boatus.com/hurricanes/after.asp.
Overall, marinas got hit the hardest in this storm, and some
are not expected to recover soon. It may take months before
some yards will be back on their feet.
Robertson adds, “If there is a lesson we can learn, it’s that
boaters should have a hurricane plan. Those who didn’t prepare ahead of time experienced the worst Isabel had to offer.”
Southwinds
November 2003
67
SHORT TACKS
BOATERS FOR
WATERWAY RIGHTS
In reaction to recent actions
taken by some Florida local
governments who began
charging increased fees and
enacting laws restricting anchoring along the waterways
in those communities, a
group of boaters, calling
themselves Boaters for Waterway Rights, has formed.
They are a group organizing to help protect the interests of boaters who use the
waterways, not only in navigating, but also for anchoring. For more information, email to Tgill47672@aol.com
or write to Boaters for Waterway Rights, 309 Dunscombe
Road, Stuart, FL 34966.
THE MARI CHA IV
BREAKS TWO SPEED
RECORDS
Mari Cha IV. Photo by Thierry Martinez
Mari Cha IV, a recently built
ocean racing super yacht set the record for sailing from New
York to England. Leaving New York on October 2, the boat
made the 2925-mile crossing in 6 days, 17 hours, 52 minutes.
Its average speed was 19.5 knots. This beat the old record set
by Bernard Stamm in 2001 by over two days. In the same crossing, the Mari Cha IV set a new 24- hour record by sailing 525.5
nautical miles in a 24-hour period. This beat the old record of
484 miles.
Mari Cha IV was built in France in 2003 for owner Robert
Miller and was designed to be the fastest ocean racing yacht
ever built, purely designed for speed. The 140-foot LOA, 31foot beam, twin-masted boat carries two almost identical rigs
and a crew of 20. It took two years to build. The mast is 147
feet off the water.
Next year, the boat will attempt to be the first boat to ever
sail around the world in under 80 days. It was designed to do
over 40 knots.
For more information go to www.mari-cha4.com.
YACHTING MONTHLY PROPOSES TO REBUILD
SIR FRANCIS CHICHESTER’S GIPSY MOTH IV
Anyone who has read “Gipsy Moth Circles the World” will
be in support of Yachting Monthly’s hopes to celebrate its 100th
anniversary by rebuilding Sir Francis Chichester’s 53-foot
ketch that sailed around the world in 1966. Chichester, who
celebrated his 65th birthday on the solo voyage, said of the
trip, “Wild horses could not drag me down to Cape Horn
and that sinister Southern Ocean again in a small boat.” The
circumnavigation, which included a knockdown in the southern ocean, took 226 days.
The boat is currently dry-docked in England and rotting
away. Yachting Monthly’s plans would include refitting the
yacht and sailing her around the world. The 40th anniversary of the Chichester’s voyage coincides with the 100th anniversary of Yachting Monthly in 2006.
For those interested in following the development of this
story go to www.ybw.com/ym/gipsymoth/.
REEF RELIEF’S 18TH ANNUAL CAYO CARNIVAL SET
FOR NOV 22. EAST MARTELLO GARDENS, KEY WEST
Cayo Carnival, Reef Relief’s “Party of the Year” for locals has
been slated for November 22 at East Martello Gardens, from
5-11 p.m. Now in its 18th year, Cayo Carnival will feature six
hours of live music, as well as fine food and libations from
over 30 of the Keys’ best restaurants. Cayo Carnival is Reef
Relief’s primary annual fundraiser, with 100 percent of the
proceeds going to support the organization’s many environmental and educational programs.
This year’s entertainment will feature the fabulous Nace
Brothers, courtesy of Jimmy Buffet’s Margaritaville, and genuine island music from the Gulley Roosters, flying in to perform at Cayo Carnival from Green Turtle Cay. Additional entertainment is to be announced.
There will be games and activities for families at the
68
November 2003
Southwinds
event’s Kid’s Korner and free transportation to and from the
event, courtesy of Historic Tours of America.
First State Bank has stepped forward for the sixth consecutive year as the main sponsor of Cayo Carnival. Other
major sponsors include Southernmost Hotel and Resorts,
Bacardi, Sebago Watersports, Sloppy Joe’s, Waste Management, Mangia Mangia, Strunk Ace Hardware, Manley deBoer
Lumber Company, Hog’s Breath Saloon, Silver Eagle Distributors, Key West Citizen, Winn-Dixie, Historic Tours of America,
Gulfstream Airlines, and Coca-Cola.
If your business, restaurant, or bar would like to join the
fun and become involved in the ”Party of the Year,” contact
event coordinator George Murphy at (305) 849-3333. Volunteers are needed for various tasks before, during, and following the event. Volunteers should contact Michael Blades at
Reef Relief at (305) 294-3100.
takes place on the south side of Tortola in the Sir Francis Drake
Channel on three different courses. The expanded 7-day format
has turned the traditional three days of racing action into a
weeklong sailing festival that takes participants throughout the
British Virgin Islands.
The largest ever BVI Spring Regatta concluded this year
with 138 boats competing, substantially beating the record set
last year of 114. The inaugural Sailing Festival - a low-pressure,
three-day warm-up for the regatta - saw 38 boats racing to and
from the Bitter End Yacht Club in the North Sound, Virgin Gorda.
For full details on the BVI Spring Regatta and Sailing Festival including the complete 2003 results and photos, visit the official Web site: www.bvispringregatta.org. For more information on Nanny Cay Marina visit: www.nannycay.com. For more
information on The Moorings call (800) 535-7289 or visit
www.moorings.com.
BUSINESS BRIEFS
WEST MARINE SEMINARS
THE MOORINGS SIGNS AS MAJOR SPONSOR OF THE
BVI SPRING REGATTA AND SAILING FESTIVAL
TORTOLA, BRITISH VIRGIN ISLANDS.
The Moorings, one of the world’s leading charter companies
with its flagship base in the British Virgin Islands, has signed
on as a major sponsor of the BVI Spring Regatta and Sailing
Festival presented by Nanny Cay Marina for 2004 and 2005.
The two-year deal includes the supply of two Moorings
4500 catamarans as committee boats, a number of joint marketing initiatives and the introduction of The Moorings Sailing Festival Cup for the best performing bareboat charter in the Sailing
Festival, the three-day, low-pressure, pre-cursor to the BVI
Spring Regatta.
“It’s The Moorings’ 35th anniversary next year and as the
company that pioneered the fleet charter industry as we know
it in the Caribbean, we felt that supporting the BVI Spring Regatta was a great way to celebrate,” said Van Perry, director of
global marketing for The Moorings. “When the company was
three years old, Pearson 35s from The Moorings’ fleet competed
in the first ever BVI Spring Regatta in 1972. We’ve all come a
long way since then, and the partnering of two first class organizations makes perfect sense.”
The 2004 Sailing Festival starts on Monday, March 29, with
a welcome party at regatta host, Nanny Cay Marina. Three days
of destination cruising, racing and Layday fun including the
Nation’s Challenge Cup, lead up to the main three-day BVI
Spring Regatta starting on Friday, April 2. The three-day regatta
Fort Lauderdale Store, 2300 So. Federal Hwy (954) 527-5540
What: All Wednesday night seminars are FREE & begin promptly
at 7:00 p.m. at our flagship store – 2300 South Federal Hwy. in
Fort Lauderdale. Please feel welcome to call us for more information anytime at (954) 527-5540. Call for monthly schedule.
Lake Park Store, 1401 Old Dixie Hwy, Lake Park FL 561-863-1440
Thurs. Nov. 20, 6:30 p.m. VHF and GPS Seminar
Jensen Beach Store, 3523 NW Federal Hwy, Jensen Beach, FL
772-692-3092
Sat. Nov. 22, 9:00 a.m. to 2:00 p.m. Nautical Flea Market
Southwinds
November 2003
69
LESSON LEARNED
Tough Lesson!
By Kirk S. Jockell
Continued from page 78
As you might imagine, the whole idea of getting your
handicap calculated up front should result in an exciting finish. All things being equal, the entire fleet should be fighting
for the line at the same time. Well, on this particular day the
ideals of the pursuit start rang true. Never before had I seen
the fleet converge at the end like it did that day. It was beautiful.
We were about to fetch the last leeward mark. We were
on starboard, powered up on a broad reach, and still in the
lead. At this point, I began to think, “Hey, we just might win
this thing.” Then, from her position on the weather rail she
gave out a most discouraging report. “Gangbusters, Dad!
They’re coming on like gangbusters!... Here they come!!!”
Only moments before the final rounding I turned my head to
see bow waves. EVERYWHERE!
If we were going to pull this off, I was going to have to
execute a flawless mark rounding. Should be simple enough.
Just leave the mark to starboard, harden up, stay high on the
weather, give everyone else dirty air all the way to the layline,
tack towards the finish, and sail home. All the time thinking
out loud “Clean air... clean air... clean air.”
It sounded simple enough. But sometimes the easiest
things to screw up are those that seem the most obvious. And
if you haven’t yet figured it out, things up to this point in the
race have been going way too smooth. That would soon
change.
During the mark rounding, I made the fundamental mistake of trimming the genoa before the main. This put the center of effort too far forward, and it caused my bow to get
pushed down. By the time I got the main trimmed, the damage had been done. I had left enough room for the bigger,
faster boats to sneak above us in what should have been our
clean air!
All the way back to the finish line, I watched not one, not
two, but three boats overtake us to weather. With the approach
of each boat, Caitlin did her best to try and motivate her skipper. “Go, Dad! Go! They’re passing us!” she said. “Faster, Dad!
Faster! Here comes another one!”
I could hear the disappointment in her voice. And as the
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70
November 2003
Southwinds
third boat overtook us, she didn’t say a word. She just sat
there on the weather rail and watched. And as it became clear
that we would secure a fourth place, my pent-up frustrations
got the best of me. I became outraged. I screamed foul obscenities and threw things about the boat. It was more than
just a little ugly. To be honest, I am now finding it difficult to
construct the words to accurately describe my actions. Let’s
just say it wasn’t one of my finer moments. It was bad.
Then at the climax of my tantrum, I looked up and saw
my daughter. She was staring off to windward with her little
fists clenched to the lifelines. Her knuckles were white, and
her body was rigid and tense. A deafening quiet fell upon the
boat. Then, as I was about to speak, she turned towards me,
and with huge alligator tears in her eyes she said, “Daddy, it
is only a race. Why are you acting this way?” Then slowly,
she shifted her head and eyes back towards the water.
Given the circumstances, how do you answer a question
like that? Well, the fact is, you can’t. Not intelligently anyway. I couldn’t believe it. I blew it. In my one defining moment where I could have shown honor and courage in losing,
I opted to epitomize the worse possible behavior. What makes
it even worse is that I will never get that moment back. I can’t
go back and relive it. I can’t rewind the clock and make it
right. This was a test, and I had failed miserably.
Her disappointment in taking fourth place was overshadowed by her disappointment in me. Needless to say, it was
quite painful, and I can’t imagine what her feelings for her
Dad were at that moment. I was feeling pretty small.
Remember when I mentioned that teaching kids to be
good losers is tough. Well, it becomes even tougher when the
student is the parent and the teacher is your own child.
As I thought about it more, I realized what had just taken
place, and my own feelings of self-pity and disappointment
were replaced with a beaming sense of pride. I may have
failed, but she passed with flying colors.
“Caitlin, baby, come back here to the cockpit with your
Dad.” She didn’t respond, so I urged her a little more. “Please
baby, come here.”
With tears still in her eyes, she slowly made her way back
to me. When she got there, I did my best to restore some of
the faith she had lost in me. We had a tender moment, and I
apologized and told her how proud she had made me. She
looked a little confused and asked, “Dad, why are you smiling?”
“Oh, Baby, it’s tough to explain. You wouldn’t understand.”
We had a nice little sail home. She sat next to me the whole
way and not another word was spoken, only an occasional
hug. This was good, because it gave me time to reflect on the
day and the lessons taught. It gave me time to focus on those
things most important, but above all else, it gave me time to
appreciate the wisdom and tenderness of my little girl.
From the quarterdeck of Mental Floss
Kirk Jockell is a racer/cruiser and active member of the Southern
Sailing Club on Georgia’s Lake Lanier. When not sailing Mental
Floss, his 1972 Pearson 26, he can usually be found working on his
Web site www.strictlysailing.com, a free For Sale By Owner Web
site for skippers and their boats.
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
November 2003
71
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
Capt C.T., St. Petersburg, FL
a result of the Internet ad you made available. I’m MAJOR impressed!! Thank you very much.”
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 per month. 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 goes on the Web. Ad is cancelled after 3 months unless renewed. Sailboats and trawlers only please.
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.
BOATS & DINGHIES
Avon Inflatable Dinghy - 9ft. - 4 person - Oars,
anchor, pump and accessories…always stored inside. Very good condition - $600 call 813-8170104 (12/03)
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)
’98 Hobie 13 Wave Excellent condition. $2,700
includes trailer, beach wheels, and extras. (941)
758-7276 Bradenton,FL (11/03)
DISPLAY
CLASSIFIEDS
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 850678-4478 (11/03)
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
$17
$20
$23
$27
Minimum
Inches
Total
Cost
2"
2"
2"
2"
$34
$40
$46
$54
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)
’80 Buccaneer 22’ 4hp outboard, main, working jib, 150% Genny. Chemical toilet. Very clean.
Comes with slip. (727) 638-2339 (11/03)
fish finder. Two sets of sails. Two head stays. EZ
load Trailer call Glenn at (813) 949 0341 (1/04)
FLYING SCOT 19’ Very attractively priced new
boats used only for the Adams Cup finals. Racerigged 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)
Compac Suncat 23’ New – huge cockpit with cabin
for 2. Shallow draft, rigs in minutes, a breeze to sail.
1978 15' Mutineer Centerboard, daysailer. 1Mainsail, 1- Working jib, reconditioned trailer.
Ready to go sailing. $950. (601)545-7550
rbradley@c-gate.net (1/04)
1980 Skipper 20' Shallow-draft sloop and trailer.
3 sails, self-bailing with motor well, displacement
2,000 lbs. Adult v-berths, opening ports, and
quarter berths. $2100 OBO. Stuart FL (772) 8784721 (1/04)
For Sale 17' O’Day Sailor (type II) $2,195 or OBO.
Modified for single handed sailing with Roller
Furling, Tiller Tender, Electric Trolling motor, and
topping lift. Custom cockpit cushions, custom
cockpit cover, main sale cover. Depth sounder /
72
November 2003
Southwinds
1973 21' Reynolds Catamaran Great Beach cat.
Good Condition. Needs a little TLC. Call for details. Includes continental trailer. $2200 OBO.
Must Sell. (239) 765-4433. Ft. Myers Beach (1/
04)
C L A S S I F I E D
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)
A D S
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
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)
Glass Bottom Boat 25’ 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)
A hassle-free adventure! We pay sales tax this month!
Call Paul, Masthead Enterprises 727-327-5361.
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)
27
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)
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)
23' Tempest Oday Excellent Condition, four sails,
9.9 Johnson Sailmaster Outboard, Head, GPS,
VHF, Depth Finder, Trailer, To many extras to list.
$4,000.00, located Long Beach MS (1/04)
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)
O’Day 25 - 7 sails, roller furler, (4) cockpit winches,
(2) halyard winches, VHF, D/S, compass,
knotmeter, autopilot, 1993 9.9-hp Yamaha 4stroke, two-axle easy load trailer, $8,800
(941)575-7839 (1/04)
27’ 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)
Newport 27 Sailboat - 1976 Great Condition.
Sail the Coast and the Caribbean in style. New
23' Ranger MUST SELL As-new full battened
main, 2' to 5' draft, galv. trailer. $5,000 or trade
for fuel eff. car or small day sailer plus money.
Call 941-330-0685 (1/04)
1983 Horizon 26 Sloop 9.9 Yamaha, 6’1" headroom, full galley, enclosed head, 4 berths, shoal
draft, teak interior, fast, seaworthy, new bottom
paint, bimini, top shape. $6500.00. (727) 5856681 (1/04)
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
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)
Hunter 260 – New. Take the helm and plan your
Southwinds
November 2003
73
C L A S S I F I E D
A D S
YANMAR CALL 770-619-4002 OR
CAPTAIN_RON@COMCAST.NET (1/04)
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)
Sails, Radar, DGPS, Autohelm, Windpilot, Color
Sounder, Atomic 4. Pensacola, FL 850 393-7009
http://www.net5.com/newport27 (12/03)
1973 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 (1/
04)
27' Catalina Sailboat 1984 Diesel Wheel, bimini,
enclosure, autopilot, radar, pressure water, propane stove, wind generator, refrig, dingy, davits,
fantastic upgrades, just back from 4 months in
Bahamas. specs pictures at www.geocities.com/
catalina_5477, WPB FL 561-547-0500, evening
561-281-2689, $15,800 OBO (1/04)
J-27 (1985) Joe Cool Excellent condition. New
North 3DL Genoa. Quantum sails in great condition. New bottom. Many extras. Very clean.
Well maintained. Located in Coconut Grove.
$15,000. Lionel Baugh at (917) 821-3308/(305)
969-8107 or email at baughlionel@hotmail.com
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)
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)
J-30 Hull 279 1981 Ready to race, cruise. sleeps
6. Mylar Genoa, jib, main, spinnaker, New cored
cabin roof, new faired bottom, new compasses,
Yanmar diesel. reduced to 19,900. 954-6842869,954-401-8892 (1/04)
CAL 31 1980 Fresh water since new. Lite use.
Many upgrades in 2002. Located near Atlanta,
Ga. $27,500 Call 770-540-9796
(1/04)
Farr 30 Updated & Harkenized. New Paint,
Graphs, Rigging, Sails, Bottom. Includes Trailer.
Pictures: www.rushteam.com. $17,000. 615371-4700 (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)
28' RANGER, IMMACULATE, FRESH WATER
MAINTAINED RACER CRUISER WITH $16,000
INRECENT IMPROVEMENTS, 12 SAILS, NEW
2001 Maine Cat 30 (www.mecat.com)
Screecher, spinnaker, davits, radar, map GPS
linked to autopilot, solar panels on hardtop, full
plastic or screen enclosure, 2' draft. lying CC, TX
$155,000. 361.215.4340 (1/04)
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)
74
November 2003
Southwinds
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)
View Classified Ads & Boat Pics
on our secure Web site
C L A S S I F I E D
A D S
fect 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)
1986 ENDEAVOUR 33’, 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
e-mail: captaincarrier@yahoo.com, or call 727821-3922. (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)
32' Pearson Vanguard Classic in great shape and
very well equipped: Yanmar, Harken Furling, New
Sails, equiped to cruise see www.dneve.com/sultana or call (305) 772-7218, $24,000 (1/04)
2000 Catalina 320 Excellant condition,davits
,new RIB, Cruiseair AC, full description and pics
at boattraderonline.com $84,500 call Garry 912355-5818 or gwhit@bellsouth.net (1/04)
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)
35' Island Packet 350 1997 Proven liveaboard
cruiser. Well maintained. Setup for extended
cruising. More info and photos at:: http://
home.mindspring.com/~pehler or (252) 6710358 Imagine@Springmail.com (11/03)
1983 C & C 35 Mk III Great Cruiser/Racer,
Yanmar, 11 sails, Bunks for 7, Stove with oven,
A/C (’00), Refrig (’00), Feathering Prop (’03), Self
Tailing Winches, Harken Roller Furler, Bimini, Covers for everything, Autopilot, New Batteries, etc.,
etc. This boat needs nothing. $ 62K. 504-3920840 or cwilke@haywilkgalvanizing.com (1/04)
Pearson 33 1986 hull #16 Draft 3’10' w/cb, per-
DWYER
Aluminum Mast Co.
203-484-0419
37' 1989 Hunter 37 Legend Is fast and comfortable and gives you the perfect weekender or
cruiser. Equipment includes: depth, autopilot, 2
VHFs, battery charger/inverter, dodger, bimini,
and more. $69,000 (727) 363-1124. (1/04)
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)
dwyermast.com
• Masts
• Booms
• Hardware • Rigging
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)
36’ Bruce Roberts Steel Hull Welded to road
ready trailer. An economical beginning for a serious bluewater cruiser. This hull is fair and professionally welded. $5000. 904 476 3353. (1/04)
Your Free Classified
Ad Could be Here
See information on page 72
Beneteau 38 1990 model new genoa, Icom SSB,
compass, inverter & more. Laying Tortola, BVI.
$62,000. sloopm38@hotmail.com or (305)-3104653 (1/04)
Southwinds
November 2003
75
C L A S S I F I E D
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
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, $53,900/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
$49,500. Private sale. Andrew (954) 524-4765,
e-mail brandtwo@bellsouth.net (1/04)
40' Tartan 1986, Electra, Excellent condition.
$200K firm. No Broker/Dealers. Leave Message
(813) 932-3720 (11/03)
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
BUSINESS/INVESTMENT
OPPORTUNITIES
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
CREW AVAILABLE
Visit Southwinds new boat and crewlisting service at southwindssailing.com
CREW WANTED
Visit Southwinds new boat and crewlisting service at southwindssailing.com
Condor 40 Many recent upgrades including new
Calvert Main,2000 Genoa, new Bimini, 1999 twin
Yamaha 9.9’s, new halyards, new Raymarine
speed & depth, Yanmar genset, $72,000.
email camsimmons@pdq.net or call 281-2180026. (1/04)
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)
BOAT SURVEYS
Davis Maritime - Professional Accredited Surveys–
see display ad in the index of advertisers.(727) 323-
9788; e-mail: cgoebel1@tampabay.rr.com
BOATS WANTED
Looking for a Mark I or Mark II Hirondelle catamaran in good condition.Please e-mail
macquarrie@canadianhelicopters.com
BOOKS & CHARTS
Colorful Books About Sailing the Bahamas and
Caribbean. The Virgin islands Illustrated; Sailing
76
November 2003
Southwinds
ELECTRONICS
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.seatech.com
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
HELP WANTED
Southwinds magazine is looking for someone to
coordinate, write and report on all the races held in
the 10 Southern States the magazine serves. Must
be into sailboat racing, good writing, photography,
have a fair amount of time, and interested in travel
for not much money but great potential for future
expansion. Contact editor@southwindssailing.com
or call (877) 372-7245.
Southwinds magazine is looking for sales representatives for advertising in areas in the Carolinas, Georgia, Upper Gulf, and Southeast Florida
and the keys. Sales experience a must. Contact
editor@southwindssailing.com or call (877) 3727245.
Southwinds magazine is always looking for articles on all sorts of subjects. Call (877) 372-7245.
Contact editor@southwindssailing.com.
A D S
INVESTORS WANTED
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)
MARINE SERVICES
Steve Smith Mobile Rigging Services, now
known as SSMR, Inc. Used Gear and Chandlery.
See Display ad in Index of Advertisers. (727) 8234800. (1/04)
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)
MISCELLANEOUS
BOAT GEAR
NEW & USED
Steve Smith Mobile Rigging Services, now
known as SSMR, Inc. Our Rigging Shop intro-
duces the new State-of-the-Art HOOD 808
Furler! Fits 5/16”-3/8” dia.headstay wire up to
56’. Hundreds le$$ than the competition for
comparable units, only $1650! Including free
sail installation! We are the standing and running rigging specialists for all your cruising and
racing needs. Licensed and insured. Call (727)
823-4800 or fax (727) 823-3270 “a cruiser
friendly shop” Ibeearigger@juno.com (12/03)
Wheels Custom
Leathered –
Satisfaction
guaranteed, 1 year
warranty. Free turks
head. Over 100
satisfied customers
last year. Contact
Ray Glover at
Sunrise Sails Plus
(941) 721-4471 or
sunrisesailsplus@msn.com
Dripless Packing
Proven high-tech
propeller and rudder
packing that outlasts all
other packings and is
virtually dripless. Easy to
install. Bilges stay dry.
Won’t damage shafts.
Economical. Dealer
inquiries welcome. Toll
Free (877) 432-2221 or
www.e-marine-inc.com
Whisker Pole AMOC Marine.15' extends to 25'.
3" tube,2 1/2" line control inner tube.For up to
40' boats. $500 OBO. L.Miniati (813) 932-3720.
glminiati@juno.com (10/03)
Dahon Stainless Steel 3-sp Folding Bikes Great
C L A S S I F I E D
Sail Covers & More!
Best Prices Ever
for Custom-Made Canvas
Buy Online or by Phone & Save $$
Highest Quality & Satisfaction Guaranteed
Family Owned & Operated
for $100. New heavy duty spinnaker car with
track. $100. (850) 932-6742 (12/03)
OFFICE SPACE FOR LEASE
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
For more information and to see
our products & pricing go to
PERSONALS
www.sailcovers.net
(800) 213-5167
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.
condition $450 pair, Pur-35 manual watermaker
never used new $550, Used Magma propane grill
$60, email Jim @lagartaboat@yahoo.com (1/04)
Spinnaker Pole 15’x4" with 2 piston ends. Very
good. $350 OBO (772) 878-4721 (1/04)
Feathering Propelle, Adjustable pitch, two
blades 16"x4", shaft 1 1/8" x 35" + prop. $350
OBO, (772) 878-4721 (1/04)
Honda 9.9 HP 4 stroke outboard, 2000, 8" shaft,
elect. start , 6 amp alt. output for battery charging. Exc. cond./ low hrs. Only $1550.00
($2939.00 new) (941) 505-9772 (1/04)
SAILS & CANVAS
GPS New Garmin Street Pilot III (deluxe). Portable GPS w/ auto routing and voice. Includes
CD-Rom, mounts, data card, etc. Great for boat
and/or car! $600 obo. 386-426-5978 (1/04)
Nissan Outboard Motor
short shaft. Two
cylinder, works
perfectly! Asking
$500, call (813)
817-0104
Excellent 34’7" Aluminum Mast 3’6" spreaders,
12' 8" boom, 11’10" whisker pole. Mainsail, 3reefs, 3 winches, 15 mast steps, rigging, insulated backstay, can deliver. Make offer. Call (863)
675-4244. (1/04)
SSMR INC. Visit our Consignment Shop and
Chandlery. Of special note: see the AQUA DUTCH
inflatable reviewed in October’s “Cruising World”
rated “Best quality for the price”. We are the west
coast of Florida’s dealer support network, and
have over 100 boats in stock ready to price and
ship. Come see us for all your marine needs or
empty your locker with us and add to your cruising
fund. Call 727-823-4800 or Fax 727-823-3270, “A
cruiser friendly shop” Ibeearigger@juno.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
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
LODGING FOR SAILORS
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
Two Maxwell winches, 3 1/4H by 2 1/4D. Both
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
INDEX OF ADVERTISERS
Air Duck
37
Aqua Graphics
74
Atlantic Sails
56
Banks Sails
75
Beneteau Sailboats
BC
Beta Marine
37
Bitter End Yacht Club
18
Bluewater Insurance
4
Bluewater Sailing Supply
10
Boaters Exchange
10
Bob and Annie’s Boatyard
34
Bo’sun Supplies
43
Bubba Book
18
Cape Fear Yacht
33
Capt. Josie Sailing School
73
Carson/Beneteau
BC
Charleston Boat Works J/Boats
58
Cortez Yacht Sales
71
Crow’s Nest Restaurant & Marina
4
Cruising Direct Sails
22
Davis Island YC Thanksgiving Regatta
52
Davis Maritime Surveying
63
Defender Industries
75
Dockside Radio
64
Don’s Salvage
45
Dwyer mast
75
Eastern/Beneteau
BC
Finish Line Multihulls
40
First Patriot Insurance
32
Flagship Sailing Charters
4
Fleetside Marine Service
74
Flying Scot Sailboats
73
Ft. Pierce Yacht Club
20,72
Fujinon
41
Garhauer Hardware
49
Glacier Bay Refrigeration
44
Grin Designs/Scully
28
Gulf Streamer Race
51
Harken Gear
57
Hong Kong Sailmakers
69
Hotwire/Fans and other products
36
Hunter Sailboats
12,13,14
Island Marine Products
35
J/Boats, Charleston Boat Works
58
35,44
Massey Yacht Sales
11,16,25,38,47,55,IBC
Masthead Enterprises
3,19,77
Murray Yacht Sales/Beneteau
BC
National Sail Supply
53
Nautical Trader
62
North Sails
20
Pasadena Marina
42
Performance Sail & Sport
19
RB Grove/Universal and Westerbeke
8
Regata del Sol al Sol
24
Rparts Refrigeration
68
Sabre Sails
17
Sail Covers & More
77
Sail Exchange/Used Sails
54
Sail Expo St. Pete/Sail America
5
Sailboat Row/Salt Creek Marine District
8
Sailor’s Soap
16,30,43
23
Sailtime
74
Sarasota Youth Sailing Program
71
Schurr Sails
27
Scurvy Dog Marine
46
Sea School
46
Sea Tech
65
ShadeTree
48
Snoop Sails & Canvas
61
Snug Harbor Boats
17
St. Barts/Beneteau
BC
Steve Smith Mobile Rigging (SSMR)
60
Suncoast Inflatables
15
Surrette (Rolls) batteries
69
Tackle Shack
67
Tartan, C&C of Florida
26
UK Sails
3
Ullman sails
59
US Spars
21
Weathermark sailing
31
West Marine
IFC
Whitney’s Marine
39
Windcraft Catamarans
48
Yachting Vacations
50
Zarcon Boat Shutters
21
Southwinds
November 2003
77
LESSON LEARNED
Tough Lesson!
By Kirk S. Jockell
This isn’t easy, but if I
may, I would like to share
with you a rather humbling experience. I must
admit, to hang even the
slightest bit of my own
personal laundry out for
close examination of my
peers is a little embarrassing, but if doing so helps
to remind me of those
things most important, so
be it.
Kirk Jockell and his daughter, Caitlin.
F
or those of you that are familiar with raising children, you
are well aware of the challenges
associated with trying to do it well.
For those of you that don’t, you are
clueless. Trust me.
We as parents try so hard to teach
our kids all the facets of life. This is
good. That is bad. Don’t do this.
Don’t do that. Treat others with respect. Respect yourself. Hard work
is rewarding. Have patience. Winning is fun, so be gracious at it. Losing can be more valuable, so learn
from it. (STOP!!!) Let’s look at that
last one again. “Losing can be more
valuable, so learn from it.”
This brings us to the heart of the
story. Of all the little lessons mentioned, and excluded for that matter, teaching the
art of being a
good loser is
probably one of
the toughest.
Several
months ago, I
was fortunate
enough to have
my daughter accompany me on
one of our club
races. I was so
tickled that she
wanted to go.
She has sailed
with me before
on numerous occasions, but not
while racing.
Her name is
Caitlin and at the
time, she was
eleven. Pretty
soon she’s not
going to want to
have anything to
do with her old man, so I felt I’d better seize the moment and get her on
board for a little racing action.
The turnout for the event was
great with about 11 or 12 boats in our
fleet,and the favorable forecast from
the night before held true as the
winds blew just enough to keep our
Pearson 26, Mental Floss, somewhat
competitive. I can remember thinking before the start that it would be
neat if we pulled off a good showing. There is nothing like the taste of
success to keep someone coming
back for more.
Our club does a pursuit start,
which means we have our PHRF
handicap calculated up front. Each
boat is issued a particular start time,
which allows the slower boats a head
start. First one across the finish line
wins.
We had a great start and really
got the boat moving. Caitlin’s previous sailing experience was pretty
much limited to casual cruising
daysails, so her first taste of being really hard on the wind took a little
getting used to. But once she got accustomed to the more aggressive action of the boat, she really started to
get into the race. Even before we got
to the first mark, her main concern
was our position in relation to the
other boats. The questions for the day
were, “What place are we in? Are we
winning?” If she asked them once,
she asked them a million times.
Well, at about the halfway point,
I was proud to announce that we had
moved into first place. This brought
on a little premature, but amusing,
celebration from my crew. Chuckling, I told her to settle down; we still
had a lot of water to cover, and there
were plenty of faster boats still in hot
pursuit.
From that point, her concern
(and mine) appropriately shifted to
the chase fleet behind us. “Faster,
Dad! Faster!” she commanded.
See LESSON LEARNED continued on page 70
78
November 2003
Southwinds

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