Southwindsjanuary2004 by SOUTHWINDS Magazine

News & Views for Southern Sailors

How Rum Became the Sailor’s Drink Rescue in the Bahamas: BASRA Maritime Law: Crab Traps, Special Anchorages, & “In Peril”

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January 2004

Southwinds

Selection varies by store.

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2004 Mainship 40 Trawler New Model – In stock and ready to cruise, Yanmar 370 diesel, Flag Blue hull, gen, air, bow thruster, electronics, Vac-U-Flush head, Jenn Air flybridge summer galley, washer/dryer, TV/DVD, stereo and much more. Massey Cruise Away Only $346,151 MONOHULLS 45 ft. to 65 ft.

48 46 46 45 45

Tayana ‘00. . Beneteau ‘97 Bavaria ‘99 . Morgan ‘95 . Hirsh ‘85 . .

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40 ft. to 44 ft.

44 Morgan ‘90 . . . . . . $174,900 44 Beneteau ‘95 . . . . . $164,900 43 Endeavour ‘81 . . . . . $139,000 42s7 Beneteau ‘96 . . . . $179,000 42 Hunter Passage CC ‘92 $144,900 42 Catalina ‘01 . . . . . . $189,500 42 Catalina ‘96 . . . . . . $119,000 42 Catalina ‘89 . . . . . . $109,000 42 Beneteau ‘83 . . . . . . $77,500 41 Morgan ‘89 . . . . . . $124,900 41 Morgan ‘87 . . . . . . . $89,500 41 Morgan ‘73 . . . . . . . $49,900 40 Jeanneau ‘01 . . . . . $175,500 40 Jeanneau ‘00 . . . . . $144,000 40 CaliberLRC ‘97 . . . . . $244,900 400 Beneteau ‘97. . . . . $134,900 40 Beneteau CC ‘97 . . . $110,000 40 Beneteau ‘96 . . . . . . $98,900

35 ft. to 39 ft.

30 ft. to 34 ft.

39 O’Day ‘84 . . . . . . . . $83,700 383 Morgan ‘82 . . . . . . $64,900 380 Hunter ‘00 . . . . . . $120,000 38 Shannon Ketch ‘79 . . $124,500 38 Morgan CC ‘93 . . . . $137,500 38 Morgan ‘79 . . . . . . . $59,500 380 Island Packet ‘99 . . $245,000 38 Hans Christian ‘83 . . $139,000 38 Catalina ‘81. . . . . . . $45,000 376 Hunter ‘97 . . . . . . $121,000 37 Hunter ‘98 . . . . . . . $95,000 37 Hunter ‘97 . . . . . . . $95,000 37 Gulfstar ‘76 . . . . . . . $49,900 37 Endeavour ‘83 . . . . . $58,000 37 Endeavour ‘82 . . . . . $65,000 365 Pearson ‘80 . . . . . . $56,000 36 Tashiba ‘87 . . . . . . $135,000 36 Jeanneau ‘98 . . . . . $104,500 36MKII Catalina ‘99 . . . . $119,900 36 Catalina ‘94. . . . . . . $85,000 36 Catalina ‘94. . . . . . . $84,500 36 Catalina ‘94. . . . . . . $79,500 351 Beneteau ‘96 . . . . . $77,500

340 Hunter ‘01. . . . . . . 34 Tartan ‘87. . . . . . . . 34 Ericson ‘87 . . . . . . . 34 Catalina ‘98. . . . . . . 34 Catalina ‘87. . . . . . . 33 Hunter ‘95. . . . . . . 33 Hallberg Mistral ‘72 . . 320 Catalina ‘00 . . . . . . 320 Catalina’99 . . . . . . 320 Catalina ‘95 . . . . . . 32 Island Packet ‘90. . . . 310 Catalina ‘01 . . . . . . 30 Hunter ‘88 . . . . . . . 30 Catalina ‘89. . . . . . . 28 Hunter ‘90 . . . . . . .

$97,500 $62,500 $57,900 $89,500 $49,500 $64,500 $60,500 $89,500 $97,500 $74,000 $94,500 $69,900 $38,500 $34,500 $26,900

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44 Dean Catamaran ‘99 . . $285,000 37 Prout Snow Goose ‘84 . $115,000 37 Prout Catamaran ‘94 . $115,000 35 Prout-Catamaran ‘72 . . $59,000 TRAWLERS

43 Mainship Trawler ‘04. . .$484,705 40 Mainship Trawler ‘04 . .$360,374 34 Mainship Express ‘00 . .$179,000 30 Mainship RR-Sedan ‘04 . $178,434

We have a large assortment of Sunsail, Sun Yacht and Stardust phased-out charter yachts available at favorable prices. Call for details.

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LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

ADVERTISER INDEX BY CATEGORY

(See page 53 for alphabetical list)

SAILBOATS - NEW AND BROKERAGE Beneteau Sailboats Back Cover Boaters Exchange/Catalina Sailboats 18 Carson Yacht Sales/Beneteau Back Cover Eastern Yacht Sales/Beneteau Back Cover Finish Line Multihulls/ F-Boats & Used Multihulls 8 Flying Scot Sailboats 58 Hunter Sailboats 15 Johanssen Boat Works 59 Massey Yacht Sales/Catalina/Jeanneau/Hunter/Mainship 7,24,29,35,45,IBC Masthead Yacht Sales/Catalina 27,60 Murray Yacht Sales/Beneteau Back Cover Performance Sail & Sport/Hunter/Hobie/Windrider 21 Sailboat Row/Salt Creek Marine District/St. Pete. 46 Sarasota Youth Sailing Program donated boats 55 Snug Harbor Boats/Compac/Elliot 20 St. Barts/Beneteau Back Cover Suncoast Inflatables/ West Florida 27 Tackle Shack/Hobie/Sunfish, St. Petersburg 9 Tampa Sailing Squadron donated boats 55 Ullman Sails/Hunter Sailboats, West Florida 52 Windcraft, Trimarans and Catamarans, Sail or Power 8 Weathermark Sailing/Catalina/Vanguard/Hobie 10

RESORTS, MARINAS, RESTAURANTS, BOAT YARDS Bob and Annie’s Boatyard Crow’s Nest Restaurant & Marina Sailboat Row/Salt Creek Marine District/Tampa Bay FL

9 19 46

REAL ESTATE/WATERFRONT LOTS ReMax Realty/Angie Jones

CHARTER COMPANIES Sailboat Row/Salt Creek Marine District, Sunsail Sailtime, Time-Share ownership

46 58

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 Garhauer Hardware/www.garhauermarine.com Glacier Bay Refrigeration/ www.glacierbay.com 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. Petersburg Sailor’s Soap Tackle Shack/Hobie/Sunfish, St. Petersburg West Marine

BOOKS Bubba Stories Book Great Outdoors Publishing

12 35

YACHT CLUBS Ft. Pierce YC

REGATTA ADVERTISEMENTS, BOAT SHOWS Regata del Sol al Sol Gulfstreamer Race, Daytona-Charleston Charleston Race Week SailAmerica/Strictly Sail Miami Boat Show

43 18 16 3

SAILS (NEW & USED), RIGGING, SPARS, RIGGING SERVICES Altlantic Sails Banks Sails/new, used, repair & canvas/ West Florida 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 Sail Exchange/www.sailexchange.com Sailboat Row/Salt Creek Marine District, St. Petersburg Schurr Sails, Pensacola FL UK Sails, www.uksailmakers.com Ullman Sails/West Florida West Marine

19 34 18 39 57 41 31 49 58 31 22,28 27,60 30 21 10 46 21,34,53 9 29,IFC 50 60 24 59 22 27,60 51 22 21 46 45 36 52 29,IFC

CANVAS Banks Sails/new, used, repair & canvas/ West Florida

USED SAILING/BOATING SUPPLIES Don’s Salvage, Clearwater FL Nautical Trader/buy/sell/consign, West Florida Scurvy Dog Marine/Used, Consign, Pensacola FL

44 30 35

SAILING SCHOOLS Sailboat Row/Salt Creek Marine District/ St. Petersburg Sea School/Captain’s License www.seaschool.com

46 44

MARINE ENGINES Beta Marine Fleetside Marine Service Sailboat Row/Salt Creek Marine District, St. Petersburg

39 56 46

January 2004

Southwinds

MARINE SERVICES,MARINE SURVEYORS, MARINE INSURANCE, MISC. Aqua Graphics/Boat Names/Tampa Bay or buy online 59 Bluewater Insurance/ Florida 11 Davis Maritime Surveying 38 First Patriot Inc, Insurance Agency, Paul Phaneuf 37 MARINE ELECTRONICS Dockside Radio JR Overseas/Moisture Meter Rolls Batteries/Surrette, www.rollsbattery.com Sea Tech/Navigation/Communication

Subscription Information

19 22,28 10 38

This Page

Alphabetical Advertisers’ List

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Southwinds NEWS & VIEWS FOR SOUTHERN SAILORS

From the Helm

Letters

Bubba Gets Special Boat Parade Division By Morgan Stinemetz

Racing Calendar

Books to Read

Boatek: Battery Alternatives By Stephen Sommer

Resins, Glues, and Goos for Fiberglass Boats – Part II By Rebecca Burg

Trawler or Sailboat? A Sailor Looks at the Move to a Trawler By Bob Doyle

The Spirit of the Caribbean: How Rum Became The Sailor’s Drink By Ed Hamilton

Questions on Maritime Law: “In Peril,” Crab Traps, and Anchorages Capt. Mike Shea

By 38

The Seven Seas Cruising Association Seizes Melbourne By David Allester

BASRA (Bahamas Air Sea Rescue Association) By Colin Ward

Southern Sailing: Things You Thought You Knew By Dave Ellis

Racing & Regattas

Short Tacks

Classifieds

View From The Other Side of the Boat By Mary Reid

Alphabetical Index of Advertisers

COVER: Lasers sail in the Vanguard Single-Handed National Collegiate Championships at Eckerd College, St. Petersburg, FL.

The Spirit of the Caribbean. Photo by Ed Hamilton. Page 32

Seven Seas Cruising Association Gam. Photo by David Allester. Page 38.

From the Carolinas to Cuba…from Atlanta to the Abacos…Southwinds Covers Southern Sailing LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

FROM THE HELM MARI CHA IV SETS MONOHULL RECORD, NOT SAILING RECORD In the November issue, we published a piece in “Short Tacks” stating that Mari Cha IV had set a new speed record for sailing from New York to London. In the same article, we said it set a 24-hour sailing record on that trip, and that it was going to also attempt to be the first boat to sail around the world in under 80 days. We should have stated that these were monohull records. Multihulls have already bested these times and hold the sailing records. Playstation, a catamaran, holds the current New York to London record set in October 2001 in just over four days. Mari Cha IV took 6 days 17 hours and 52 minutes. The 24-hour record is held by Maiden 2, a catamaran, which did a 694-nautical mile run in June of 2002. Mari Cha IV sailed 525.5 miles in setting the new monohull record. And as for the attempt to be the first to sail around the world in less than 80 days, several multihulls have already done that, but the first was Bruno Peyron in 1993-94 in his catamaran, Commodore Explorer. Three other boats have bested the 80-day barrier, and Bruno Peyron holds the record in his catamaran Orange. He made the best time in 2002 by circling the globe in 64 days in 2002. This information was confirmed at the Web site of the World Sailing Speed Sailing Council, www.sailspeedrecords.com/. My apologies to all the multihull fans out there, I myself being one. In the last year and a half, Southwinds has given some pretty good coverage of multihull challenges, not only in covering the Jules Verne Trophy, but also a Hong Kong to New York record run and a few others, including some attempts by Playstation to set some new records. I get the feeling that many multihull fans out there feel left out in a world consisting mainly of monohulls. My error was in not totally reviewing the article, and when someone mentioned it to me, I immediately read the article and realized, of course, that those are only monohull records. I will try to be more diligent in the future.

WINDSURFING COVERAGE Back in the late ’80s, I was a true diehard windsurfing fanatic. My day started with the Weather Channel and praying to the gods who brought us high winds. Southwinds has been negligent in not giving windsurfers more coverage over the last year and a half. Since I recently decided to take up the sport again, my weakness for favoritism to those things I enjoy will now get the upper hand, and we will start covering windsurfing. It will take me a little time to get up to speed (so to speak) in the sport, since until recently, it had been ten years since my last time on a board. I look forward to those windy days on the water. The biggest thing I have noticed is a quantum leap (from my point of view, anyway) in the evolution of the equipment. Where previously I needed 22-plus knots to plane, now it can be done in lighter winds with wider boards and better and lighter sails, although those windy days when it is blowing in the mid 20s and greater will still be the most fun. As it turns out, west Florida is one of the best places around to windsurf. We invite all windsurfers out there to send us letters, articles, and comments about the sport and where they like to windsurf, equipment used, windsurfing events, and their sailing experiences. We will also offer, in the foreseeable future, free classified ads for privately-owned used windsurfing equipment. Of course, I’ll get first crack at buying it. Pray for wind, Steve Morrell, Editor

WRITERS AND PHOTOGRAPHERS WANTED Stories and photographs wanted in the following areas: Boat Reviews: Old boats, new boats, large boats and small boats. 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. Windsurfing: Information and news on the sport, including places to sail, equipment, experiences, etc. 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.

Bahamas: Trips, experiences, passages, anchorages, provisioning and other stories that are of interest.

Cuba: Of course, there is always Cuba, and regardless of how our country’s elected officials try to keep Americans 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.

Hurricane Stories: Hurricanes are a part of own-

The Caribbean: Stories about the warm tropical

The Florida Keys: Racing and cruising articles about the keys.

ing a boat in the Southern waters, and we would like to hear how you and your boat might have been affected by a storm or how you prepare your boat for one. Send us letters or articles.

January 2004

Southwinds

waters farther south of us. Charter Stories: Have an interesting Charter story? In our Southern waters, or perhaps in the Bahamas, the Caribbean, or points beyond in some far-off and far-out exotic place? 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 of all types. Cover shots are paid for, but donations accepted. 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.

www.southwindssailing.com

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New CATALINA 387 Hull #21 in stock

New CATALINA 42 Hull #837 in stock

Buy now. Sail Tomorrow. Save Thousands. New is Better. • • • • • • • • •

New yacht discounts-all trades considered New design, construction and performance New electronics, A/C and gensets New flat screen TVs and DVDs New yacht financing at lowest rates New yacht custom outfitting Full factory/dealer warranties and on site service Free yacht systems and handling orientation Free yacht décor dollars

The best part of purchasing a new yacht is that it’s NEW and really costs about the same as buying a late model pre-owned yacht. This is prime time for Florida sailing and your new Catalina is ready to sail away, right now! Call or come by and discover the dollars and sense of owning a new yacht.

New is better.

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One Call Starts a Team Reaction! Palmetto, FL 941-723-1610 • TOLL-FREE 800-375-0130

Brad Crabtree

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SINCE 1977

www.masseyyacht.com St. Pete, FL 727-828-0090 • TOLL-FREE 877-552-0525

Edward Massey

Bill Wiard

Mary Beth Singh

Jack Burke

Al Pollak

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 www.southwindssailing.com e-mail: editor@southwindssailing.com

VOLUME 12

NUMBER 1

JANUARY 2004

Copyright 2004, Southwinds Media, Inc. Publisher/Editor Steve Morrell editor@southwindssailing.com Advertising Sales Representatives Gary Hufford (727) 585-2814 gary@southwindssailing.com Steve Morrell (941) 795-8704 editor@southwindssailing.com Design/Graphics Production Heather Nicoll, io Graphics Proofreading Kathy Elliott David Allester Dave Ellis Richard Oliver Capt. Mike Shea Tony Tussing David Allester Gary Jensen Morgan Stinemetz

Contributing Writers Rebecca Burg Ed Hamilton Bill Meyer Stephen Sommer Colin Ward

Bob Doyle Henry R. McCray Mary Reid Morgan Stinemetz

Contributing Photographers Ed Hamilton Gary Hufford Kim Kaminski Richard Oliver 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

January 2004

Southwinds

www.southwindssailing.com

LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

Southwinds

www.southwindssailing.com

LETTERS “Freedom of the press is limited to those H.L. Mencken who own one.” In its continuing endeavor to share its press, Southwinds invites readers to write in with experiences & opinions.

CRUISERS ENJOY A FRIENDLY, SECURE STAY IN NASSAU This spring my wife and I spent about five weeks in Nassau, Bahamas, anchored in front of Crocodiles. We read Colin Ward’s article entitled “Nassau by Sailboat” in the October 2003 edition of Southwinds and thought it was accurate, except for his opinions regarding security. We disagreed with his statement that “walking off the beaten path is not recommended” and with his advice to “not venture inland very far on New Providence.” In fact, Nassau is home to an honest, open and friendly citizenry in numbers remarkable for a city of this size. Because Nassau is an urban area, security is an issue for everyone, both foreigner and citizen. And, as Mr. Ward says, one’s dinghy and boat should be locked whenever they are left unattended. The writer also said that he felt “secure at the marinas, in downtown Nassau, and on Paradise Island.” This too is certainly true for all boaters and tourists. However, since the hucksters and hustlers there were bothersome to us, we went outside this area and found that other parts of Nassau are safe as well. Bahamians value education and proper behavior very highly. (This does not preclude a good party, of course.) It was quite a sight to see the schoolchildren from elementary through high school riding jitneys home from school in their beautifully pressed, spotless uniforms. Where else do people get on a bus and consistently say a general “good morning” to all the riders? Jitneys are a fun, safe, and inexpensive way to go all over New Providence island. Every driver plays his own music, from gospel to reggae to country and western. The jitneys are privately owned, as there is no city-owned bus service. Because of this competitive system, jitney drivers are motivated to provide a good level of service. Your jitney driver may even suggest not going to a few neighborhoods at night. And, as in any urban area, you should always be aware of your surroundings. Our jitney rides took us to fresh fruit and vegetable markets, a free outdoor concert, and to the Marathon mall. The mall was like any stateside mall with a six-screen, first-run movie theater employing polite teenagers and having very clean restrooms. We also attended a rugby match that we found with the help of our jitney driver, his passengers, and the many other Bahamians happy to see tourists traveling around the island. Even though English is spoken, the Bahamas is very different from the United States. Good manners are very important to Bahamians. We miss saying “hello” to everybody we pass on the street, which is expected practice, even in Nassau. Take off your sunglasses, make eye contact, and wear a smile. You will be amazed at the difference. Harold and Margie Ochstein S/V Bonita Mama Harold and Margie, Thanks for your letter. My cruising experience in the Bahamas goes LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

LETTERS Continued from page 11 back over 20 years when we got “stuck” in Nassau because of a tropical storm. Our experiences back then were similar to yours decsribed here. Having also lived in a relatively small rural town in America for many years, I am familiar with the feeling of saying “hello” to everyone on the street and even waving to complete strangers going down a rural road who were going the opposite direction-the way, perhaps, that we were all meant to live together. It’s good to hear that Nassau, no small town, still has that feel. Editor

THE GREEN FLASH LIVES Please add this to a future issue of your excellent publication. I’ve always been fascinated by the reports of the Green Flash, and would like to be among those who have seen it. It is a curious thing, however, to wonder about how this phenomenon takes place. Reports of seeing it claim that it happens at sunset, typically where the western horizon is water or pretty flat land. If one observes the flash coinciding with the instant that the disk of the sun goes below the visible horizon then one has to wonder if it would occur slightly later if the observer could quickly jump up to, say, 100 feet above the ground. I mean, an observer 100 feet high can see a farther horizon, than an observer on the ground, right? How much farther is unknown to me, but someone else can calculate that pretty accurately. If we continue this logic, an observer 200 feet up can see a yet farther horizon than the 100-foot observer, and this 200-foot high observer will see the flash slightly, or some period of time, after the 100-foot high guy, who sees the flash slightly, or some period of time after the observer on the ground. So, what we have here is a succession of green flashes, similar to Qflash on the charts. Now the observers presumably wouldn’t have to be higher than each other, but there’s no reason that it wouldn’t work. Observers could also be farther and farther west from each other. Someone farther west from a given observer sees a different horizon and would witness the flash some period of time later than the observer to the east. This is slowly, but eventually leading to some sort of hypothesis, as the astute among you have already gathered and probably have already determined a hypothesis of your own. I propose that the Green Flash is continuous. Not a flash at all. I propose that there is a continuous “Green Beam” (you read it first here) that sweeps around the earth any time the setting sun is not obscured by clouds or landforms. The Green Beam is a continuous green light projected away from the sun along a line that is tangent to the earth’s surface. If an observer could travel through the air at the speed that this tangent line moves, the Green Beam would be observed as a continuous phenomenon. I hope this discourse spurs some thought and response regarding the Green Flash. Wayne Richard Mr. Richard, And I thought the Green Flash was a comic book hero. I will give your theory some considerable thought and hope it will inspire others to contemplate this interesting and thought-provoking view. Perhaps we shall hear more from others. Since I would only accept my own observation and not trust anyone on a platform or high up in a building to be totally honest and tell me, perhaps using two-way radios, the truth as to whether they really did see a green flash momentarily after me (they might lie just for the publicity), I am not convinced this could be easily verified. See LETTERS continued on page 18 12

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36 Salon

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LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

LETTERS Continued from page 12 I am going to suggest that the name Green Beam would be a great name for a comic book hero. I also am going to recommend that in the future people not observe the sunset, if they believe there is a possibility of a Green Flash (or a Green Beam) while under the influence of any drugs or alcohol, or even extended meditation. This is only important if they are planning to philosophize about it afterwards, or discuss the theory of light-or any other theories, for that matter. If they do, then I recommend having an impartial, sober observer nearby to document everything they say. Editor

WHO OWNS THE ANCHORAGE? Within our United States we enjoy a doctrine of Federal Navigational Servitude. That means that the people of the U.S. enjoy the right of free public use of waters that are capable of supporting navigation in their natural condition. We don’t need to own the waterway or own the bottomland to exercise that freedom (a servitude is a right possessed by one person with respect to another’s property for a limited purpose). The federal government has, through the Submerged Lands Act, passed ownership to the states, but reserved to the feds the power to regulate for the purpose (among others) of navigation. This does not mean that states can’t bring in their further regulation, provided it is good for the public welfare, reasonable, etc. Submerged lands have become part of each state’s public trust, and public trust doctrine shifts slightly with each political tide, but the essence remains: The trustees (government) are asked to fulfill the requirements of the better good for the public-balancing rights to navigate against other trust purposes (preservation of seabeds, regard for public safety, etc.). Anchoring is intrinsically part of navigation, and numerous Supreme Court and state cases have established that obviously important connection. There is little dispute on that point either at the federal or the state level. The Federal Navigational Servitude extends to the act of anchoring: If you are in navigable waters, unless there are posted “no anchoring” signs, and provided you are not obstructing or impeding other traffic, are not in a navigation channel, etc.,etc., you DO have the right to anchor. The economic and regulatory forces that counter all the above facts are diverse and intense and never-ending. The demise of free anchoring in Stuart and Boot Harbor show how readily local statutes and regulations can jettison our freedoms. (The right to anchor is not a basic right, like the right to free speech.) Once regulations are passed and enforcement begun, the situation rapidly becomes far more difficult to reverse. More boaters and more boats create pressures, and communities respond as best they’re able. With the advent of fiberglass we have the possibility of “eyesores in perpetuity.” As cruisers and sailors and boaters, we share with everyone the distaste of seeing derelict and low-rider craft. And we share with all citizens the responsibility to minimize the gross effects of poor stewardship of boats. Probably fiberglass has indirectly done more to create anti-boating sentiments than any other factor, but we digress... But only sailors and boaters can (MUST) fight against poor stewardship of government, local and state, that would attempt to make cruising a “royal pastime.” Local government can only regulate anchorages to protect the public health, safety, and welfare. This means we abide strictly with waste discharge prohibitions and prudent anchoring practices. Florida statute 327.60 DOES allow local governments to regulate liveaboard vessels, and at the same time, “Local governments are prohibited from regulating the anchorage of non-liveaboard vessels engaged in 18

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the exercise of rights of navigation.” If your boat is your (only) home is your castle, you are subject to local regulations. It is that simple. If, on the other hand, you are cruising and have a residence and mailing address, you shouldn’t fit into that category. If you’re anchored, you exercise the right to navigate. If you’re moored, you enter a different category if you park there indefinitely. Florida has recently passed a small change to its statutes that has major consequence to boaters: The Fish and Wildlife Commission now has the authority to restrict not only speed, but to impose any restriction deemed necessary for the safety of the public (statute 327.46.) This is an extensive broadening of FWC’s purview. Certainly it is a broad expansion of FWC power, and we need to be alert to guide that agency if it listens too much to land developers who would like to guarantee serene views of boatless waters. The facts presented above demonstrate the basis for our enjoyment of the right to navigate (and to anchor). Realize, however, that there are many wrinkles and contradictions in lawmaking and regulating. We have no boaters’ rights lobby in Washington or Tallahassee. The federal government has no agency which protects federal powers over state and community rights; powers shift and as long as gross abuse doesn’t occur, states and municipalities will continue their attempts to mold our seabound world to their Disney dream. We all need to become informed and to voice our concerns and to articulate the bases of our arguments. Do a Googlesearch on “anchoring away” to learn of the many intricacies of this subject. Keep uppermost in mind, and express: Our country has a doctrine of Federal Navigational Servitude. Our navigable waters are in public trust for everyone’s free use. Anchoring is part and parcel of navigating. Jay Bliss St. Augustine

YES, WHO DOES OWN THE ANCHORAGE? I read your article in the November 2003 issue “Who Owns The Anchorage?” My questions are directed to Capt. Shea about the jurisdiction of U.S.C.G. Special Anchorage. 1. Under CFR 33,110.1 General and 110.1a, Anchorages under Ports and Waterways Act defines the descriptions and authority of federal anchorages. 2. If one such anchorage was established by a nonprofit sailing organization before the Tampa Port Authority was given jurisdiction and can prove involvement in governing this anchorage 10-11 years prior to state releasing control to the county, could they claim stewardship of that anchorage? 3. How can the county control a Federal anchorage that was created by an Act of Congress of April 22, 1940? This act should supersede any state, county or city jurisdiction. 4. There are very few special anchorages still left in the state of Florida, and they should be preserved for all boaters, sail and power alike. Control as stated in the federal law belongs to the U.S.C.G. district commander. Your comments will be appreciated. Thank you, Capt. Jack Regar Jack Capt. Mike Shea has addressed your questions here in the current issue. See page 36. It appears there is more to this discussion than first meets the eye, as with most legal questions. In the next issue, perhaps Capt. Shea will address the questions raised by Jay Bliss in the previous letter. Any others who have questions, please send them in. Editor LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

LETTERS Continued from page 19 Southwinds’ READER SHOWS HIS APPRECIATION

I just want to let you know how much I enjoy your magazine. Jim Albro Jacksonville, FL Jim, To keep it short and to the point -thanks. And to anyone who wants to see their name in print, letters of appreciation are always appreciated. Editor

TRAWLER COVERAGE IN Southwinds

I think that trawler coverage would be a great idea but not in your sailing rag. If you start doing coverage for trawlers, then you will have powerboaters wanting coverage as well. Maybe a separate magazine just for trawlers or better yet, have the trawler owners get together and start one up for themselves. I really do believe that there is a calling for a magazine just for trawlers as there are trawler owners all over the United States. and they are a great bunch! Susan Annala San Diego Susan, In the current issue we have printed an article about a sailor who charters a trawler and his experiences, but we are just digressing slightly. Hope you don’t mind. I am not convinced that a little trawler coverage leads down the slippery slope to powerboat coverage, not believing that the slippery slope theory controls all our actions. And that’s sailing “mag,” not sailing “rag.” Editor

Southwinds ERRS IN RACE RECORDS SET BY A MONOHULL Your “Short Tacks” column on the Mari Cha IV was a bit late when you stated that they set the “record for sailing from New York to England.” The current record is just over four days, and was set by the catamaran Playstation. Their attempt at being the “first boat to ever sail around the world in under 80 days” is also a bit late. That record was set several years ago by the catamaran Commodore Explorer. The record is now less than 70 days. Norm Hansen Highland Beach, FL Norm, I have had that pointed out to me about the monohull record and will have a correction on it in the January issue. When someone first mentioned it, I realized, of course, that has to be true, but alas, I was not diligent enough in review before going to press. My apologies to all multihull fans, myself being one (and I apologize to myself). My only official claim to multihull fame has been in owning a Hobie 16 at one point in my life. A minor contribution, but still one, nevertheless. For those who have been reading the magazine over the last year, you will have noticed that we have given some decent coverage to several noted multihull events (some record-setting ocean passages, too, I’ll have you note) and will continue do so. Southwinds would like to increase our coverage of multihulls, and if anyone out there would like to send us articles on miscellaneous topics covering them, please do so. Editor

THE “WEDGY” AND ANCHORING IN THE BAHAMAS I enjoyed the article of Mr. Ward’s shakedown cruise to the Bahamas (“Gales in the Bahamas,” November, 2003) and believe I 20

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can cast some light on the cure for what he describes as the “wedgy.” The description of the “wedgy” phenomenon is an event familiar to my wife and me. In 1986, while travelling south along the ICW in our Sabre 28, we had a similar experience. In areas where the tidal current is strong, southern North Carolina to northern Florida, the boat will usually lay to the current no matter how strong the wind. The wind will push the boat up and over the anchor rode, and as the boat pivots, the possibility of catching the rode on the keel or rudder is real. Believe me, the boat does not behave well when pinned on the anchor rode. Researching my onboard library proved valuable as I read about using a riding weight, sentinel or kellet. The basic principle is to run or secure a substantial weight a good ways (10-15 feet) down the anchor rode to lower the pivot point. Of course, how far you run it down your anchor line is dependent on the depth of the water, but it should not lay on the bottom. The boat can ride up over the anchor rode, but the weight keeps the rode away from the keel and rudder. When the boat turns with the tide, or swings back and forth, it passes over the rode. We contacted a gentleman who made lead weights for large fishing/shrimping vessels, and he cast us a 20-pound weight with a stainless steel eye bolt in the top. The use of a riding weight increases the catenary of the anchor’s rode thus providing a more favorable angle of pull on the anchor/chain, thereby increasing the holding power of the anchor. For many years we have successfully used our riding weight attached to the rode with a snap shackle. The bitter end is tied off to a cleat. As mentioned, we had our weight cast by a fisherman, but there is a company by the name of ADA Leisure Products of Ada, MI (616) 676-0274 ,that makes solid bronze alloy models for any sized boat. We currently sail a Tarten 34C out of Pensacola, and though the current may not necessitate the use of a riding weight, we have gotten used to using it all these years. It is worth the peace of mind it provides, and we consider it an important part of our anchoring arsenal. Our anchoring gear consists of a 35-lb CQR, 40 feet of 5/16-inch chain, and 300 feet of 5/8-inch nylon line. Over the years, we have sat at anchor in some nasty blows and have always felt secure with this and our sentinel standing guard over our keel. Jim and Joanne Matthews S/v Heather Pensacola, FL Jim and Joanne, Although I never used a “wedgy” in anchoring in the Bahamas, I always put out two anchors and dove everytime to check that they were solidly in place. At the advice to others before my first trip cruising there, we put out two anchors at about 60 degrees separation (and on the first trip we did so without a motor, using the dinghy for the second one after setting the first anchor). With the currents being quite swift (several knots) in and out of the cuts onto the banks of the Bahamas, we never had a problem. The scope put out was always quite considerable, and we swung around quite easily as the current changed direction. The “wedgy,” though, sounds like another wise step in having a good night’s sleep at anchor. Editor 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 LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

BOAT REVIEW A GUNKHOLER’S CRUISING GUIDE TO FLORIDA’S WEST COAST By Tom Lenfestey 12th revised edition In 1981 Tom and Hatty Lenfestey came out with the first edition of their guide to cruising the west coast of Florida. In the fall of 2003, their 12th and latest revised edition was published. For 20 years they cruised these waters in their Columbia 29 and then most recently in their Grand Banks power yacht. The book is a wealth of information covering the waters from Flamingo in southwest Florida to the Alabama border in the upper gulf. The extensive appendix also covers cruising on the Okeechobee Waterway, the Suwannee River, and the Apalachicola, Chattahoochee and Flint rivers. There is additional information on anchoring techniques, pump-out stations, bridges and fishing regulations. The book is filled, in its large format and 170-plus pages, with charts, drawings, and a lot of text. I cannot adequately describe how much information is in this book. It is really necessary to have it in your hand and go through it to see how much fills these pages. There are even sidebars scattered throughout the book describing such items as the history of an area, or a shell museum to visit, and even how to make key lime pie. This book would be valuable to anyone cruising these waters. Available at bookstores and through the publisher, Great Outdoors Publishing Co. www.floridabooks.com. $17.95.

IN PERIL By Skip Strong & Twain Braden Although Southwinds is a sailing publication, the magazine has recently done several articles and received many letters about towing and salvage. Besides that, the Southwinds editor read this book and found it captivating (and he has certain rights). It is the story of the largest, in terms of dollars awarded, salvage operation in the history of marine salvage. This is a tale written by the captain of a 688-foot oil tanker that rescues a tug, which is pulling a barge, which has the 50-million dollar space shuttle fuel tank loaded onto it. They run into problems in the Gulf Stream off the east coast of Florida in a tropical storm in 1994 and are in danger of running aground. Besides providing interesting drama as the story unfolds, the book takes you into a good discussion of the history and definition of maritime salvage law-written for the layman. The story of how the tanker managed to save the tug and its barge is one of true seamanship in difficult conditions — maneuvering a 688-foot loaded oil tanker in a storm near a shoal. Many boaters will find the story fascinating and informative. The Lyons Press. 2003 22

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LD SO 1987 Catalina 30 • $32,950 2000 1997 1995 1995 1990 1983 1996 1992 2001 1992 1989 1989 1987 1973

Beneteau 46 . . . . . . . . .$279,500 Beneteau 46 . . . . . . . . .$199,000 Morgan 45 . . . . . . . . . . .$229,900 Beneteau 44 . . . . . . . . .$164,900 Morgan 44 . . . . . . . . . . .$174,900 Beneteau 42 . . . . . . . . . .$77,500 Hunter 42 . . . . . . . . . . .$189,000 Hunter 42 . . . . . . . . . . .$144,900 Catalina 42-2 . . . . . . . . .$189,500 Catalina 42-2 . . . . . . . . .$134,500 Catalina 42-3 . . . . . . . . .$109,000 Morgan Classic 41 . . . .$124,900 Morgan Classic 41 . . . . .$89,500 Morgan 42 OI . . . . . . . . .$49,900

1994 Catalina 36 • $84.500 1997 2001 2000 1997 2001 2000 1981 1982 1998 1997 1999 1994 1994 1994

Beneteau 40 CC . . . . . .$120,000 Jeanneau 40-2 . . . . . . . .$175,500 Jeanneau 40-3 . . . . . . . .$144,000 Beneteau 40 CC . . . . . .$134,500 Beneteau 38 . . . . . . . . .$147,000 Hunter 38 . . . . . . . . . . .$120,000 Catalina 38 . . . . . . . . . . .$45,000 Morgan 38 . . . . . . . . . . . .$64,900 Morgan 38 CC . . . . . . .$145,000 Hunter 37 . . . . . . . . . . . .$95,000 Catalina 36 . . . . . . . . . .$119,900 Catalina 36 . . . . . . . . . . .$85,000 Catalina 36 . . . . . . . . . . .$84,500 Catalina 36 . . . . . . . . . . .$79,500

1993 Hunter 405 • $119,000 1998 1996 1987 2001 1995 2001 2000 1999 1988 1989 1987 1990

Jeanneau 36 . . . . . . . . . .$104,500 Beneteau 35 . . . . . . . . . .$77,500 Catalina 34 . . . . . . . . . . .$49,500 Hunter 34 . . . . . . . . . . . .$97,500 Hunter 33 . . . . . . . . . . . .$64,500 Catalina 31 . . . . . . . . . . .$88,900 Catalina 320 . . . . . . . . .$104,500 Catalina 320 . . . . . . . . . .$97,500 Hunter 30 . . . . . . . . . . . .$38,500 Catalina 30 . . . . . . . . . . .$34,500 Catalina 30 . . . . . . . . . . .$32,500 Hunter 28 . . . . . . . . . . . .$26,900

All listings are Massey centrals

LD SO 1989 Catalina 30 • $34,950

1990 Hunter 28 • $26,900

1995 Morgan 45 • $229,900

We welcome quality Catalina, Hunter, Beneteau and Jeanneau listings SINCE 1977

One Call Starts a Team Reaction!

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Palmetto, FL 941-723-1610 • TOLL-FREE 800-375-0130

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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 JANUARY 10 - 11 SAC Etchells Champ’s BBYC (305) 858-6303 JANUARY 10 - 11 Bob Levin Star Regatta Coral Reef Yacht Club coralreefyachtclub.org JANUARY 14 - 16 Ft. Lauderdale - Key West LYC ((954) 527-2223 JANUARY 19 - 23 Terra Nova Trading Key West Premiere Racing, Inc Kwinfo@Premiere-Racing.com JANUARY 27 - 30 Rolex Olympic Class Regatta ussailing.org JANUARY 31 - 2/1 FSC Etchells Champ’s Biscayne Bay Yacht Club (305) 858-6303 FEBRUARY 4 - 7 Etchells Mid-Winters Biscayne Bay Yacht Club (305) 858-6303 FEBRUARY 7 - 8 Comodoro Rasco Snipe Regatta Coconut Grove Sailing club gonzalodiaz@accesspro.net FEBRUARY 12 - 21 Miami Yacht Club Olympic Trails Tornado Ussailing.org FEBUARY 12 - 22 Key Biscayne Yacht Club Olympic Trials Ynglings & 49er Ussailing.org FEBRUARY 21 - 22 Star Masters Championship Coral Reef Yacht Club coralreefyachtclub.org FEBRUARY 25 - 29 ACURA SORC Southern Ocean Racing Conf. Acurasorc.com

FLORIDA WEST COAST & INLAND JANUARY 9 - 11 505 Midwinters Gulfport, Florida, YC ethan@sales.northsails.com JANUARY 10 - 11 Davis Island Commodore’s Cup PHRF Diyc.org JANUARY 30 - 2/1 Multi-class Invitational Moth, Windmill, Jet 14, Flying Dutchman, H-18 Cat & Snipe Dead of Winter St. Petersburg Yacht Club Spyc.org FEBRUARY 6 - 8 Int. Wayfarer Regatta Taveres, Florida www.lakeeustissailingclub.org FEBRUARY 7 - 8 Gasparilla Regatta & Gasparilla Women’s Regatta Tampa Sailing Squadron (813) 645-8377 FEBRUARY 9 - 11 J-29 Midwinters Davis Island Yacht Club Diyc.org FEBRUARY 9 - 11 Sonar World Championship St. Petersburg Yacht Club spyc.org FEBRUARY 12 - 15 NOOD Regatta National Offshore One Design St. Petersburg Yacht Club Spyc.org FEBRUARY 14 - 15 Laser Masters Midwinters Clearwater Yacht Club clwyc.org FEBRUARY 18 - 21 J-24 Midwinters Davis Island Yacht Club Diyc.org

FEBRUARY 19 - 22 Laser Midwinters East Clearwater Yacht Club laserclass.org FEBRUARY 21 - 22 George Washington Birthday Regatta One Designs Taveres, Florida www.lakeeustissailingclub.org FEBRUARY 28 Anchor Cup PHRF Pass-a-Grille Yacht Club (727) 360-1646 FEBRUARY 28 - 29 Charlotte Harbor Leukemia Cup “Raise A Sail-Find A Cure” PHRF Punta Gorda Sailing Club Pgscweb.com FEBRUARY 29 - 3/5 Thistle Midwinters St. Petersburg Yacht Club spyc.org NORTHERN GULF (AL, FL,LA,MS,TX) FEBRUARY 13 - 15 J-22 Midwinters Southern Yacht Club Syc.org FEBRUARY 13 - 15 J-29 Midwinters New Orleans Yacht Club Noyc.com SOUTHERN STATES (AK, GA, NC, SC,TN) JANUARY 1 New Year’s Day Race Barefoot Sailing Club llsc.com MARCH 25 - 28 Charleston Race Week charlestonraceweek.com

CARIBBEAN caribbeanracing.com JANUARY 13 Commodore’s Race BVI JANUARY 16 - 18 St. Lucia Sailing Club Regatta JANUARY 31 - 2/3 LaSource Grenada Sailing Festival FEBRUARY 6 - 8 Sweethearts of the Caribbean & Classic Yacht Regatta BVI FEBRUARY 7 - 8 No Stop: Round Martinique FEBRUARY 14 - 15 Valentine’s Day Race Antigua FEBRUARY 14 - 16 St. Croix International Regatta FEBRUARY 22 Bounty Rum Nonstop ‘Round St. Lucie Race MARCH 26 -28 Int. Rolex Regatta St. Thomas Yacht Club Rolexregattadir@styc.net www.rolexcupregatta.com BOAT SHOWS JANUARY 14 - 18 Atlanta Boat Show FEBRUARY 12 - 17 Strictly Sail Miami 1-800-817-SAIL JUNIOR REGATTAS JANUARY 16- 18 Valentine’s Day Regatta Optimist Dinghy & 420 St. Petersburg Yacht Club spyc.org

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.

January 2004

Southwinds

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Call for Discounted Price

New 2004 HUNTER 41 – Hull #120 in stock Call for Discounted Price

New HUNTER 33 – Hull #1 in stock

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New HUNTER 36 – Hull #116 in stock

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Buy now. Sail Tomorrow. Save Thousands. New is Better. • • • • • • • • •

The best part of purchasing a new yacht is that it’s NEW and really costs about the same as buying a late model pre-owned yacht. This is prime time for Florida sailing and your new Hunter is ready to sail away, right now! Call or come by and discover the dollars and sense of owning a new yacht.

New is better.

Pre-Boat Show Open House Sat & Sun Jan 24 & Jan 25, 2004. Purchase your new Hunter at the Pre-Miami Boat Show Open House and SAVE - SAVE - SAVE!

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SINCE 1977

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BOATEK

By Stephen Sommer

SOLUTIONS TO ELECTRICAL, MECHANICAL, AIR CONDITIONING, REFRIGERATION AND OTHER YACHT SYSTEMS

Battery Alternatives Steve – Are the new AGM batteries really worth the extra cost? Couldn’t I just use a few extra golf cart batteries and maybe replace them a little more often, and still save some money?

hoosing between flooded batteries and AGM (Absorbed Glass Mat) batteries is not a simple matter of economics. Usually there is a best choice of battery regardless of the cost. To help clarify the issue, I will review the most popular battery choices and indicate the relevant technical aspects and which applications are best suited to that battery type. Flooded Lead Acid: These are the batteries that have removable caps on top that must be removed to maintain the proper level of acid and water solution. These batteries require good ventilation, because they normally vent explosive hydrogen gas and corrosive acid vapor, mostly when charging. They are the most forgiving of abuse, because they can be badly overcharged and most of the damage is corrected by replacing the lost water. They are not forgiving of neglect though. If the charging system regularly overcharges them even a little bit, they will need water regularly. If the water is not replaced regularly, they will be damaged. Historically, there is another advantage of a flooded battery: You can check the charge level with a hydrometer. This was a huge advantage before high precision, low cost digital meters and battery monitors were commonly available. A hydrometer is still useful for diagnosing failures of individual cells. The best thing about flooded lead acid batteries is the price. Because of a large market in the golf cart industry, they have become “commodities,” which are priced well when compared to actual cost of making them. There are also some high-end flooded lead batteries (usually available in larger sizes) that are very long-lived, but expensive. The best application for flooded batteries is where there is good ventilation available, and access for maintenance isn’t too difficult. They are also most tolerant of locations which are hotter than ideal, such as engine rooms. Higher tem26

January 2004

Southwinds

peratures cause accelerated water loss, especially when the charger does not employ a temperature sensor to reduce the charging voltage as it gets hotter. Sealed batteries, including AGM and Gel-Cells: Both of these “sealed” battery types are not really sealed. Both have vents, which will allow explosive gases to escape when a small pressure is produced. Under normal conditions, gases are not produced enough to open the vents. They will vent if overcharged. The Coast Guard believes that you can’t count on avoiding these venting conditions and does not allow any significant relief from venting requirements. Many people are willing to bet on avoiding venting conditions and install “sealed” batteries in locations with very poor ventilation. Without providing ventilation, or easy maintenance access, or the need for exactly level positions, some very imaginative mounting locations are possible. If you do elect to use any of these imaginative locations, keep the following in mind: If you pack several batteries in the same location, you may have a heat problem. Batteries will produce a significant amount of heat when charged, so you should provide some “clean” ventilation. That means ventilation into interior spaces, just to vent heat, and not (normally) hydrogen and acid fumes. “Imaginative” locations might involve long battery cable runs. You can always make up for distance with heavier gauge wire, but that much copper can be expensive and heavy. With poor ventilation, you must do everything possible to avoid venting. The first thing to do is use a state-of-theart battery charger with a temperature sensor. It would also be wise to install some sort of overvoltage alarm, to guard against other sources of overcharging, such as malfunctioning or improperly set-up battery chargers, engine alternators, or solar panels. Some battery monitors and inverters have the capability of

activating an external siren if an overvoltage condition is detected. On the cost side, “sealed” batteries are two to four times as expensive as flooded batteries. Use them where maintenance access is poor and where the ventilation is into inside spaces. Which sealed battery? AGM or GelCell? There is very little difference on the cost side, so once again, we should look at the technical differences. AGMs differ from Gel-Cells in that they have a higher surge power capability. They are probably the only true dual-duty battery with both deep cycle and engine-starting capabilities. We don’t care very much about the engine-starting capabilities of house batteries, but today’s inverters make similar demands on our batteries. If you have a relatively small house-battery bank, and a 2000-watt inverter with a 5000-watt surge capability, you need AGM batteries. If you have a large battery bank, even a large load like this can be handled well by many Gel-Cells all contributing at the same time. The jury is still out on the lifetime issue of the Gel-Cell versus AGM debate. The answer still depends on whom you talk to. I am open-minded to emerging information, but so far, I still believe that Gel-Cells have a longer service life. If you have a small battery bank where your amp-hour capacity is anywhere near the maximum surge amps possible, use AGM batteries. If you have a large battery bank, use Gel-Cells. Stephen Sommer is a degreed electrical engineer with extensive experience in electrical, mechanical, refrigeration and air conditioning systems and holds a USCG Masters license. He consults in all areas of yacht systems, which include all the equipment on board yachts beyond a basic hull and motor or sails. Have a systems problem or question? Ask Stephen Sommer. Email: editor@southwindssailing.com. www.southwindssailing.com

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Southwinds

January 2004

MAINTENANCE

Resins, Glues & Goos: Part II The Basic Foundation for Renewing and Maintaining Your Fiberglass Sailboat By Rebecca Burg

SEALANTS AND SOFT ADHESIVES The many offerings of sealants on the market were another cause for confusion. Basically, there are three primary types used by the boat owner. Note that latex or nitrile gloves are a must, and these products may be cleaned up with mineral spirits or acetone. Polyurethane, such as the thick Sikaflex 291 and 3M brand 5200, is used as both a sealant and an extremely strong adhesive for above and below the waterline. Polyurethanes take about a week to cure and are best used when a permanent adhesive is desired. A popular use is for bedding backing plates and other long-term hardware. Some boatbuilders use the 5200 as a permanent seal on the hull-to-deck join. A few brands use talc in their formula, and some boat owners are not comfortable using such below the waterline. When I used 5200 to bed through hulls, the talc was not an issue since everything was eventually coated with Interprotect, a water-resistant epoxy-based barrier system. Polyurethane sealant is not compatible with plastics, and oily woods like teak should be primed. When cured it can be painted and should be if it is to be exposed to sunlight.Note that the black color of the popular 3M brand 5200 is of a far runnier quality than the white and will not hold up against gravity as the white does. The white Fast Cure 5200 is only slightly softer than the original and has been creatively used to patch fabric and sails. Its softer consistency allows it to penetrate the fabric for a secure hold. Polysulfide sealants, useful both above and below the waterline, are employed when a permanent adhesive bond is not required or desired. Soft and flexible, they do not shrink while curing and will work against gravity. Brands such as Boatlife’s Life-Caulk and 3M’s 101 polysulfide are commonly found in most marine supply stores. These, too, are not compatible with plastics but can be used with properly primed oily woods. Polysulfides cure in about a week, and some cure faster when exposed to moisture. A knowledgeable boat rigger in the yard preferred to use polysulfide for sealing and bedding hardware both above and below the waterline.

The third most common sealant is silicone. Compatible with plastics, silicone cures relatively quickly. In the past, boat owners did not use silicone below the waterline since it would peel over time. Today there are new silicone-based products available that can be used on underwater surfaces. Be sure to read the fine print on the label. Primarily, I used the highly flexible silicone to bed and help isolate metal hardware against metal spars.

OLDER BOAT REPAIR MISCELLANY After much trial, error, and wet bilges, Angel’s cracked water tank was finally repaired with a hard-to-find substance. The nine-dollar bottle of goop was a far easier solution than replacing a specially shaped but obsolete plastic water tank. The blue-purple Leak Lock Joint Sealing Compound by Highside Chemicals, Inc. sealed leaking threads on the tank’s fittings and repaired the crack. Most important, the Leak Lock is leadfree and USDA food-safe for a boat’s freshwater system. It was found in an independent hardware shop. Another item safe with plastics and rubber is Capt. Tolley’s Creeping Crack Cure, which is a one-part, thin consistency sealer. It is not a solution when load bearing or structural repairs are needed, but it works excellently for sealing small leaks and assuring water tightness on the topsides. For example, while waiting to rebed Angel’s leaking, elderly ports, running a bead of the Crack Cure along the outside edges served as a quick and temporary fix. It also solved a small rainwater leak problem between the inside edges of the metal toe rail and fiberglass deck. The toe rail was sound and snug to the deck, but rainwater somehow leached into a small area. The Crack Cure solved the harmless, but annoying problem. Older boats are also in need of close attention to the longtime results of galvanic corrosion. Aluminum masts often have stainless fasteners, and over time, the stainless will affect the less noble metal, resulting in corrosion. Corroded aluminum leaves a white powdery residue. For boats with the ocean as their playground, corroded aluminum residue is sometimes mistaken for the usual salty accumulate. When bedding Angel’s metal-to-metal hardware, I used Ultra Tef-Gel, by Parker Merrick Co., to help isolate and prevent unwanted galvanic reaction. The Tef-Gel isolated the stainless screws used when securing hardware to the aluminum spars while silicone bedded and isolated the hardware itself. To help protect Angel’s laboriously replaced electrical connections from future corrosion, I coated them with Super Lube, a clear and synthetic dielectric grease. The Super Lube also revived an old, dried-out section of weather stripping on an opening port. Unable to immediately replace the leaking weather stripping and faced with the rainy season, rubbing it with the grease solved the problem. New products appear almost with regularity in the marine See FIBERGLASS continued on page 61

January 2004

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163

Mobile Bay

Trawler or Sailboat? A Sailor Looks at the Move to a Trawler By Bob Doyle

y first wife and I owned and lived aboard a sailboat from the mid-’80s until the mid-’90s. Family responsibilities intruded so we sold the boat and bought a townhouse. The yo-yo children returned home and departed again. My wife died of lung cancer after a brief illness. After a time I found another companion. A sedimentary life ashore was not what I wanted. My new wife was ready to retire from teaching at the university and was being awarded her Ph.D. at about the same time. As an experiment and as a gift to her for her diligent efforts toward the doctorate, I decided on a long driving vacation through the United States. We toured for twelve thousand miles and 65 days. First north on the East Coast, then west, then south on the West Coast and then returned via Brownsville, TX to Florida. About half the time, friends put us up, or we rented a room at a motel. This degree of togetherness worked for us. Would “togetherness” work on a boat? While cruising on a sailboat, I found about half the time was under power. Half the remaining time was motor sailing. Maybe, just maybe, we were under sail for a quarter of the time. Reflection makes me wonder if we sailed that much. However, it was always comforting to know if the diesel didn’t work, we could always sail home. We used our sailboat as a trawler more than half the time. My years, and the U.S. Navy, and years cruising have taken

January 2004

Southwinds

The author, in the cockpit of his sailboat, in the rain.

a toll on my body. My next boat would have some creature comforts missing on the open bridges of destroyers and open cockpits of sailboats. The next time I’m out and it is raining, I want to be standing behind a window, watching the windshield wipers go to and fro. Would a trawler work for us? We decided on a charter to see. I started in January to find a charter for June. The timing was right. We planned for a charter of a week’s duration, just before a June reunion that would allow a two-tiered vacation. By the first of March, we were committed. Our charter owner had a check-out procedure designed to give the owner and the prospective charterer some confidence it all would work out; the boat would not be damaged and the charterer would have a good time. After two hours of instruction, the charter owner wasn’t sure I could maneuver his trawler in and about piers. I was beginning to have my doubts. Later, before we took possession of his trawler, he showed his “Power Point” presentation of his approach to boat handling. I began to understand his comments: “Rule A! Rule C! Rule D!” He had codified all helm movements and engine speeds and directions to a series of rules. I didn’t know his rules. The trawler was far different from my sailboat. Both had left-hand propellers, and the stern of both went to starboard when backing. The rudders were different. Sailboat: a big rudder, two turns, lock to lock. Trawler: a tiny rudder, eight turns, lock to lock. When backing at any reasonable speed, the trawler did not respond to its rudder. Each had a displacement of about seven tons. The trawler had a much higher horsepower/displacement ratio: 15 for the trawler and three for the sailboat. The trawler was about 20 years old, of Taiwan origin. Over the phone he described it as a “classic.” I should have been alerted. A 1938 Studebaker automobile, President’s model, is a beautiful car-a classic, but not necessarily the best automobile for a vacation. Inside, the trawler was like a fine piece of furniture. Outside there was more teak than I wanted to see on my boat. The years and weather had not been kind. Plugs, to cover the screw heads, were missing from the teak deck. The port door to the cabin was sagging. Some screws supporting the track had looswww.southwindssailing.com

ened. I feared it might fall off the track. I rigged up a lanyard to keep it aboard if the track let go. There was an old leak over the tub in the aft cabin, and stains marred the shower and tub surfaces. The 6-cylinder Ford diesel performed without fault. The transmission had been rebuilt and the dipstick had a new line scratched to show the proper level of transmission fluid. The engine required a quart of oil during the 160 miles we ran during our seven days. The transmission required no service - the engine was topped off with coolant once. Little things aboard that didn’t work or worked poorly bugged me. For example, the port windshield wiper was missing a blade, and neither port nor starboard wiper motors would run. Our final run back to the home port was in heavy rain. I toughed it out on the flying bridge for about four hours rather than “drive” from down in the cabin with less visibility than I thought safe. One of the cabin lights could not be turned on; the switch was missing. Both compasses had bubbles in the compass oil the size of silver dollars. The bubbles prevented reading the compass unless you could bend over and look at the compass sideways, under the bubble. I never did see any compass lighting. The VHF radio on the flying bridge could be turned on or off only by a separate switch from Radio Shack, mounted with a dab of silicon rubber cement. It worked but was not pretty. The VHF radio at the lower helm station was intermittent, even on the weather channels. There was only one 12-volt, DC outlet on the boat, on the flying bridge. It required a special connector and a separate cord to convert to the more standard fixture. I had a choice of using my GPS or charging the handheld VHF. I was not tempted to cruise at night, but to do so might not have been safe. The glass port sidelight had been broken some time in the past, and the “quick fix” was to stick on some red cellophane, often used when auto taillights are damaged. This must have been an old repair because the red cellophane had bleached, and the port sidelight was no color near red. The trawler came with most of the creature comforts someone on vacation would want. There was an electrically-driven refrigerator and freezer and a separate icemaker. There were two staterooms, one forward and one aft. The forward stateroom had a “V” berth, and the after stateroom had a queen-size bed accessible from three sides. All linens were furnished. Cooking pots and pans were plentiful. Both a percolator for use on the three-burner gas stove and a regular drip coffee pot for use

LOCAL NEWS FOR SOUTHERN SAILORS

when 110-volt shore power was available. A nice touch would have been a list of the various utensils furnished. We didn’t find the toaster for five days. The generator, which supplied 110 volts AC when the boat was not connected to shore power, was off the boat for repair. That simplified the boat check-out since we need not learn how to start it or stop it, or which switches to throw. It did put a kink in our plans to anchor out for a couple of nights. I wasn’t certain if the icemaker and refrigerator/freezer running all night, on the batteries, would have enough power to start the engine the next morning. Before the charter, the owner was a bit vague about the problem. The owner arranged a series of payments, before the charter, that were not refundable: upon booking, $250, one month later, $250, one month prior to the charter, $500. It turns out those monies were the security deposit. Before departing the charter, a check for the charter fee was due. At the end of the charter, after the boat was refueled, the security deposit would be returned less the amount spent on fuel, check-out time, and other incidentals. According to the charter contract, the owner provided $100,000 of hull insurance, with a deductible of $1000. My security deposit protected the owner against small losses. Larger losses would be the responsibility of the insurance company. Would I do another charter aboard a trawler again? Resoundingly, yes. Things I’ll do before the next charter: request a copy of the boat inventory, so I’ll know what to bring. Request a copy of the contract so I can study it before signing during the hustle, bustle, and confusion of departing. Make sure all boat equipment is onboard and working before starting the charter. Things I’ll look for on a trawler to buy: if single engine, a bow thruster. No more than five or six turns from lock to lock on the rudder. Much less teak outside. Better access to the machinery. Dependable autopilot. The 160 miles we cruised on the charter required about 20 hours of steering. After the first hour, the novelty of steering wears off and steering becomes a chore. When queried, the owner stated he didn’t believe in autopilots for charter boats. The owner always backed the trawler into the slip. My prior Navy training said this was not the safest procedure since all the delicate parts on a boat are near the stern: rudder, propeller, and swim platform. We returned the boat back to the owner alongside a face pier. He took three attempts to get it into its regular slip, stern first. He admitted to being embarrassed.

Southwinds

January 2004

RUM

The Caribbean Spirit: How Rum Became the Sailor’s Drink By Ed Hamilton

Mention the word “rum” and images of swashbuckling pirates, clouds of billowing sails stretched out before the trade winds, barrels of golden spirit and tropical islands come to mind. And when the sun begins to peek under the deck awning, it’s time for rum cocktails with friends in the cockpit of a yacht at anchor. Sailors the world over identify with rum, especially those in the Caribbean — the birthplace of the traditions of rum and the sea and where, even today, some of the best rums in the world are distilled and aged.

hen European interest in the Caribbean islands be gan to develop in the early 17th century, companies of sailors and marines traveling aboard ships of war protected the plantation owners, and their everpresent government entourages, from pirates and the navies of competing powers. For the navy sailors of the deck, life aboard a ship of war varied between incessantly boring and extremely hazardous. Food was notoriously bad and inadequate, safety was not a concern of the king, and a sailor’s pay was hardly enough to keep him in clothes, much less support his family. In an attempt to compensate the crews and to soften the harshness of their conditions, sailors were issued half a pound of tobacco on the first of each month, and a daily ration of beer or wine. On board those ships stationed in the West Indies, stores of wine often turned to vinegar while beer generally spoiled shortly after, if 32

January 2004

Southwinds

Crushing the cane at Marie Galante.

not during, the long trans-Atlantic voyage. Fortunately for the sailors, by the mid 1600s sugar had taken its place as a major West Indies export, and their spirits, if not their conditions, were improving. England, France, and Spain prohibited the importation of alcohol made from the skimmings and residue of the sugarmaking process, but plantation managers eagerly sold the raw, white liquor to the ship’s pursers. The fortified military presence helped deter pirates, and soon a pint of rum, unofficially at least, had replaced the soured wine or beer in the sailor’s daily routine. As more islands began producing rum and more ships arrived in the islands, plantation managers petitioned their governors for a share of this lucrative naval market for their rum. Then to appease the planters and guarantee a supply of rum for their ships, the Royal Navy formally adopted a www.southwindssailing.com

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blend of Guyana, Barbados, and Jamaican rum as part of the sailor’s daily ration in 1687. Vessels were dispatched to collect rum that would be blended and then redistributed to pursers throughout the Caribbean, as well as among those stationed closer to home. Soon this dark, spirituous blend became known as Pusser’s rum. West Indian rum was a lot stronger than the beer and wine it replaced and caused such disorder among the sailors and marines on board ships of the Royal Navy that Admiral Edward Vernon ordered the ration be diluted with two parts water prior to issue. He also ordered sugar and lime juice to be made available as a reward for good behavior, and the drink became known as “grog,” in deference to the popular Admiral who wore his finest grogram coat in battle. While the demand for sugar in- Adjusting the steam at Marie Galante. creased, the taste for Caribbean spirits was also on the rise. By the middle of the 18th century more than 40 New England distilleries were processing fermented molasses to make rum. Much of this rum was sold in England and Europe or shipped to Africa and traded for slaves to fill a burgeoning demand for labor in the Caribbean. Then the British Parliament passed the Molasses Act of 1733. In addition to taxing the raw material for this precious New England export, the Act prohibited distillers from buying molasses from any but English colonies. Other taxes followed the Molasses Act until the colonists displayed their contempt for the mounting burdens by staging what history records as the Boston Tea Party. When you consider that English merchants owned all the tea arriving from England and the colonists owned the molasses arriving from the Caribbean, it’s not surprising that the tea, and not the molasses, ended up in Boston harbor. No doubt the success of that party was cel-

January 2004

Southwinds

ebrated with the much stronger and more revered drink. In the French West Indies, in spite of being prohibited from exporting alcohol to France, the planters were enjoying a profitable market for their molasses in New England. But when the Molasses Act threatened their trade in the sticky, black by-product of their own sugarmaking industry, they enthusiastically joined ranks with their North American customers against England in an alliance that couldn’t have been foreseen in the smokefilled chambers of the English Parliament. In the year 1775, driven by insatiable European demand, a ton of sugar from Nevis was worth more than 20,000 of today’s dollars. Sugar was king! The tall sweet grass that Columbus brought to the West Indies on his second voyage in search of the

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golden city was, ultimately, cover, not to mention the worth more than all the lusplethora of tropical, fruittrous metal shipped from flavored bottlings that the Caribbean basin. abound in the islands and Despite the volume of the countries that border rum being produced in the Caribbean basin. New England, spirits disBut there’s more than tilled and aged in the isjust rum to discover. Even lands were widely acif you don’t drink, the disknowledged to be supetilleries themselves are rior to those produced worth the trip. The last waelsewhere. When George ter-powered cane mill in Washington was planning the West Indies is still his inauguration party in crushing cane in Grenada, Washington D.C., our while oxcarts laden with first president insisted freshly cut sugar cane upon a hogshead of the traverse the sun-drenched finest aged Barbados rum roads of Marie Galante. Alfor the celebration. though no longer in use, the During the latter deconical foundations of cades of the twentieth cenwindmills and sugar coptury most of the world’s River Antoine is one of the last water wheel cane mills in the islands. pers from the past can be navies recognized that a couple of ounces of rum weren’t conseen on virtually every island, silent reminders of days when ducive to the mental concentration needed to fly supersonic pirates and navies fought for their lives, for their captain or aircraft from the deck of aircraft carriers, or operate the socountry and often for a barrel of rum. In about a week’s sail phisticated electronic equipment of modern warfare, and the from South Florida, you can confirm for yourself why the spirit daily tot was abandoned. Enduring traditions of rum and the of the Caribbean is recognized around the world. When the sea do, however, survive on board private vessels throughsun dips below the awnings, invite your friends on board for out the Caribbean and the world. Caribbean cocktails and start planning your sailing advenNotwithstanding the changes that have taken place in the ture among the spirited islands of the West Indies. last century, the Caribbean is still the world’s rum barrel and maintains a lion’s share of the global rum market. The quality Any comments or thoughts about this article, or the subject matof Cuban spirits is legendary, but don’t think for a minute that ter? Southwinds would like to hear from you. E-mail letters to there aren’t more, and even better, rums to be found in the isthe editor: editor@southwindssailing.com lands. Dominican Republic distillers, for example, bottle a number of fine rums as well as do their counterparts on St. Croix, Antigua, Barbados, Martinique and Guadeloupe, to name just a few of the islands where fine sugar-cane spirits are produced. On the western side of the Caribbean, the rums of Guatemala are considered to be some of the best in the world. Nevertheless, while you are on that side of the Caribbean basin, you owe it to yourself to try the rums from Nicaragua, Costa Rica and Panama. There are literally hundreds of rums to dis-

LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

MARITIME LAW Towing & Salvage & “Peril of the Sea”; Crab traps & “damage to my boat”; Anchorages & setting up “Special Anchorages” By Capt. J. Michael Shea, JD

My last two articles have generated a few letters of interest, which deserve an answer on my part. One of the letters on the towing and salvage article asked for a discussion of the definition of “peril.” Another reader asked about damage to his vessel as a result of those beloved “crab traps.” While still another reader pointed out that the Coast Guard has set up “special anchorages” in some areas. In this article we will take up those subjects. TOWING & SALVAGE & “PERIL OF THE SEA” On the “Towing and Salvage” article, Sarah Smith of St. Augustine, FL, wrote: “... on towing and salvage is there recourse for people under admiralty law? I would like to know what the recourse is? Also, I would like to see a question and answer column for admiralty law and what the law specifically says. What I would like to know is who defines ‘in peril?’ Can the boat owner challenge the tower/salvor’s definition of ‘in peril?’ Also, if the tower tries to declare the boat ‘in peril,’ doesn’t the owner have the right to release the tow and refuse it?” Well, Sarah, we could write a whole book on the definition of peril. It started with underwriters of old maritime insurance. A peril was a loss covered by the maritime policy and caused by external forces outside the ship, such as foundering, stranding, collision, striking on rocks or on the bottom, contact with floating objects and ice damage, and damage directly attributable to the violent and immediate action of wind or waves. This was balanced against “unsea-

January 2004

Southwinds

worthyness,” which was when the vessel was not suitable for its intended purpose or operation. One case described “perils of the sea” “...such as stress of weather, wind and waves, lightning, tempest, rocks, etc.,” but still another case points out that the weather need not be “extraordinary heavy weather” to be a peril as it can be unforeseen and unanticipated action of the sea. It was explained in another case as “... the question was whether the loss arose from injury from without or from weakness from within.” The weaknesses from within were unseaworthy conditions and thus not covered under marine insurance while the outside forces acting on the vessel were covered. So Sarah, “.. the essence of the concept of the peril of the sea is that the cause of the damage is outside the vessel as differentiated from an internal weakness of the vessel.” The next question is a lot harder. In general, a person who takes control of your vessel, assuming you are not onboard, has a right to a lien of possession. It is best to work that out in a court of law. On the other hand, if you are still in possession of the vessel after the salvage operation is complete, you have

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the same advantage. It is very expensive to “arrest” a vessel, which means to take it into the possession of the court for the lien. And yes, the owner has the right to ask for the vessel to be released. The general rule is 125 percent of the claim or lien as a posted bond for the release of the vessel. That assumes the salvager is entitled to his claim plus interest on that amount for the time the lawsuit is pending. Often the vessel is not bonded out, and the only person who comes out a winner in those cases is the person the court appoints to take care of the vessel while the case is ongoing, as they get paid first. As to the question of declaring the vessel in “peril” and the right to releasing your vessel, generally the issue of “peril” is one that develops at the beginning of the encounter with the tower/salvor. In the case of the M/V Amoco Cadiz the captain of the ship and the salvage tug captain could not agree on the issue of tow versus salvage, and the super tanker floated onto rocks off the northern coast of France. As a result, we had the first major oil spill. After the tow is under way, if the issue arises, I would think the owner would have the right to stop the tow, and if safe, cut loose. However that is not how the issue usually comes up. It is not until after the tow is over that the salvage issue arises. The salvage/towing vessel claims that during the tow the vessel encountered additional problems, which put the vessel in “peril,” and thus it charged it to a salvage situation. Often the owner will not know until they are safely in port. These issues are best left for the courts to decide. The best defense is: (1) have a good marine insurance policy, and (2) have a good towing policy and leave the arguing to them.

CRAB TRAPS &” DAMAGE TO MY BOAT” Mike J. Liles submitted the next question. “ Who is responsible for the crab pots? And what liability occurs when a boater snags one? Passing between Anclote Key and Tarpon Springs a couple of weeks ago, it was nearly impossible to navigate around the multitude of floats and traps dropped in that area. It was just about sunset, and some of the older floats had turned black and could not be seen, and we hooked one on the rud-

LOCAL NEWS FOR SOUTHERN SAILORS

der. The damage was minor to the boat and the trap, but do I owe the crabber for the damage to his trap, or does he owe me for the damage to my rudder?” Well, Mike, that is a problem all boaters are faced with and for which there is little law. We have checked with the Coast Guard and the Florida Fish & Wildlife Conservation Commission and there is little regulation in this area. Unless the traps are in a channel, there is little that can be done. If they are in a channel, you can call one of the law enforcement agencies, and they will have them removed. As to the liability issue, yes, you would owe the owner of the trap for any damage to his trap, and no, he does not owe you for the damage to your vessel’s rudder. As long as the traps are in areas where they are not prohibited, they can place them, if properly marked. We, the boating public, must navigate around them. Essentially, there is no limit as to the number of traps a crabber can place. (There are limits based on species as to the actual harvesting of crabs but not on the traps themselves.) Unless there is new regulation from the states, I guess we will just have to put up with them and navigate around them.

ANCHORAGES & SETTING UP “SPECIAL ANCHORAGES” Capt. Jack Regar wrote and pointed out that the Coast Guard does approve “special anchorages.” Yes, the Coast Guard has approved them starting back in 1940. But to date less then 180 special anchorages have been approved. He asked about one of those anchorages that was approved in Tampa Bay after a local sailing association asked the Coast Guard to do so in 1980. He says, “If one such anchorage was established by a nonprofit sailing organization before the Tampa Port Authority was given jurisdiction and can prove involvement in governing this anchorage 10-11 years prior to the state releasing control to the county, could they claim stewardship of that anchorage? How can the county control a Federal Anchorage that was created by an Act of Congress of April 22, 1940? This act should supersede any state, county or city jurisdiction.” See MIKE SHEA continued on page 54

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January 2004

The Mother of all Gams The Seven Seas Cruising Association Seizes Melbourne By David Allester

very November for the past six years, the city of Melbourne, FL, has been besieged by a horde of outsiders sporting foul weather gear, sandals, and questionable haircuts. The event that draws the motley crowd to this otherwise sedate town on the Indian River is the annual Seven Seas Cruising Association (SSCA) gam. In traditional nautical parlance, “gam” refers to an exchange of greetings and information between ships at sea. A lot of the sailors who descended upon Melbourne this past November 14-16 arrived by car, but the idea was the sameto meet old friends, make new ones, and share boating knowledge and experience. The SSCA was born 51 years ago in Coronado, CA, when a dozen liveaboards on six different boats decided to share their cruising adventures with like-minded folks. Dee Carstarphen was one of the pioneering members. She recalled the early days. “We found ourselves to be a rather ‘outside’ group. The Coronado Yacht Club was right next to where we were docked, and their members Sailing songwriter Eileen Quinn (left) autographs one of her CDs for Florida cruisers Mirko Ploch and Anne Wilson at the SSCA gam. Photo by David Allester. could sit on the spacious porch sipping their drinks in some seldom-visited anchorages in the Solomon Islands. Each their white flannel yachting togs while watching us disreputable month, 4500 copies of the Bulletin are assembled by voluntypes in our cut-off jeans and ragged shorts sanding and paintteers and mailed to members in far-flung ports. ing. We called ourselves a disorganization. We didn’t want a long Hal and Margaret Roth, who through their adventures set of rules and regulations.” and best-selling books have been the inspiration for many To this day, the principal aims of the SSCA are to promote would-be cruisers, have contributed to countless Bulletins. camaraderie and the exchange of information, primarily through Hal recently described the scene in the 1960s. “There weren’t regular gatherings like the Melbourne gam and through the too many members then, and we all pitched in from our base association’s monthly “Commodores’ Bulletin.” The Bulletin is in San Diego to put out the Bulletin. I remember that it was composed of letters from cruisers around the world. A typical reproduced on purple mimeograph gelatin plates that you issue might include an update on transit fees in the Panama Cadealt with in a typewriter and then put on the reproducing nal, a report about new marina facilities in Turkey, and details on

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Southwinds

www.southwindssailing.com

Conchy Joe’s restaurant graciously let SSCA cruisers use it for their dinghy landing. Photo by Gary Jensen.

Young cruisers put the finishing touches on the boat they built at the KidsAboard workshop. Photo by David Allester.

machine. The job was terribly messy, and you got the gelatin material all over your hands and clothes. At that time a trip to Tahiti was a big deal from California, and anyone who did such a voyage was a hero.” With its growth over the years, the headquarters of the SSCA has moved to Fort Lauderdale ,and the association now employs a small core of permanent staff. Attendance at the annual gam held this year in the Eau Gallie Civic Centre has burgeoned to over a thousand. Cruising luminaries giving talks included author and circumnavigator Diana Jessie, cruising guide writer Bruce Van Sant, and NOAA weather guru Lee Chesneau. A number of sessions dealing with radio-based e-mail were led by WinLink wizard and Sail Mail co-founder Jim Corenman. Full time cruiser and recording artist Eileen Quinn gave a humorous presentation on “what the sailing magazines don’t tell you.” It was different from the rest because she sang most of it! The people probably learning the most (and having the most fun) weren’t in the civic center’s seminar rooms, however. Outside in the parking lot, an enthusiastic gang of cruising kids-toddlers to teens-spent Friday and Saturday building and painting two ten-foot plywood sailing scows. On Sunday, they launched their craft and learned to sail. The boatbuilding workshop was run by MaggiLu and Curtis Tucker, creators of the online magazine www.kidsaboard.com. Curtis explained that they managed to work math, history, and science into the overall exercise. “But what is really being built is community, character and esteem, while getting the kids to put down their joysticks, remote controls and computer keyboards, and learn and work together as a team.”

Whenever there’s a critical mass of cruisers, two social structures invariably emerge: a potluck dinner and a flea market. It’s a measure of the success and size of the SSCA gam that a potluck is now logistically impossible (at least not without possible life-threatening consequences). Instead, everyone sat down to a catered barbecue dinner Saturday night at Wickham Park. Eileen Quinn provided the after-dinner entertainment to an audience that was clearly determined to honor the grog-imbibing tradition of mariners past. Afterwards, Eileen commented, “I’ve seldom had such a rowdy accompaniment to my version of ‘The Drunken Sailor’!” The Sunday morning nautical flea market was also a great success. Every imaginable piece of used boating equipment was on offer. Some cruisers were filling up on new “treasures of the bilge” as quickly as they were getting rid of old ones. It will be interesting to see how much of the stuff reappears at next year’s flea market. At the close of the weekend, cruisers attending the Melbourne gam might have gained a bit of knowledge and perhaps a boat part or two. But more important, most left with a renewed sense of cruising camaraderie. Harvey and Gerbrig Berman have attended several gams since they departed Canada nine years ago on their Catalina 380 Soulstice. As this year’s event wrapped up, Harvey explained, “We came to our first gam to learn more about how and where to go cruising. Now we attend not so much for the information, but to meet all of our old friends and to make new acquaintances.” To learn more about the SSCA and its scheduled events, go online to www.ssca.org. The association welcomes outside guests to its gatherings.

LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

THE BAHAMAS

Rescued in the Bahamas; BASRA (Bahamas Air Sea Rescue Association) By Colin Ward

ortunately for us, the title of this article does not refer to the crew of Mandalay since we have not needed rescuing thus far and plan to avoid it in the future. Others have not been so lucky, however, and have been rescued in the Bahamas. â&#x20AC;&#x153;So who rescued them?â&#x20AC;? you may wonder, especially if you are planning to head there soon. Although there is no Bahamian Coast Guard, there is an organization comprising volunteers called the Bahamas Air Sea Rescue Association, usually known as BASRA, that may well have conducted or coordinated the rescue. BASRA (not to be confused with the newly famous town of Basra in Iraq) has been responsible for numerous rescues during the last 37 years, actually averaging about 500 cases of various kinds per year. When we were safely anchored during a lengthy gale (see November 2003 Southwinds), we listened to BASRA volunteers on the radio as they coordinated the successful rescue of the crew and passengers aboard a mail boat that sank in Exuma Sound. BASRA boats. We have heard BASRA on the VHF and high frequency radios numerous times and have developed a lot of respect for its capabilities. Occasionally, BASRA requires additional support and calls the U.S. Coast Guard in to assist. The Coast Guard maintains a presence in the Bahamas and responds both by sea and by air. Support also comes from the Nassau Flying Club, the Royal Bahamas Defense Force, the Royal Bahamas Police Force and the U.S. Drug Enforcement Agency which also operates in the Bahamas. The Bahamas is one of many countries throughout the world that depends in all instances on volunteers for their search and rescue (SAR) efforts. One of the most notable of these is the

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Royal National Lifeboat Institute in Great Britain, which has been an influence on BASRA and other Caribbean SAR organizations. Examples of similar organizations not too far from the United States include Rescue Saba and Virgin Islands Search and Rescue. BASRA has three major bases in the Bahamas, one in Nassau, one in Grand Bahama and one in the Abacos. Each base is equipped with at least one fast, seaworthy vessel and a network of volunteers to man the vessels and supply radio and shoreside support. BASRA Abaco is equipped with a U.S. Navy RIB with outboard power. BASRA Grand Bahama has recently received a new 37-foot Protector RIB built in New Zealand. It is powered by twin 225 hp outboards. BASRA Nassau has two vessels. The larger vessel is a self-righting Lochin rescue vessel built in England and brought to the Bahamas on a British navy ship. This impressive vessel is called the Lady Pearl and can be seen docked in the Yacht Haven Marina in Nassau, along with its companion, Uncle Ben, a 25-foot Boston Whaler. The Lady Pearl can cruise at about 15 knots, and Uncle Ben tops out at almost 30. BASRA also has a shoreside facility in Nassau harbor, which is staffed daily on weekdays by a full time administrator and on weekends by a volunteer controller. It is equipped with VHF and high frequency radios and functions as the command center when needed. Volunteer control teams provide coverage in the evenings at the police control room. BASRA Grand Bahama operates from the Ocean Reef www.southwindssailing.com

LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

BAHAMAS Yacht Club in Port Lucaya and maintains a communications center in downtown Freeport. In addition to the facilities and equipment mentioned, BASRA has volunteers throughout the islands who assist with communications. Sometimes assistance is needed in the Out Islands, which are far from the BASRA bases. In that event, local BASRA volunteers will enlist the help of locals or ships passing through to assist a vessel in distress. In 2003, we listened to the radio reports as a tragic event occurred. Three boys from San Salvador with little experience took a 30-mile trip to Rum Cay in a borrowed 15-foot Boston Whaler. After spending the day on Rum Cay, they left for home despite the fact that the weather was deteriorating rapidly, and they had been advised not to go. When they rounded the point of Rum Cay and felt the full force of the northeaster, the boat was swamped. BASRA received word that they were overdue and began a search for the vessel and the boys. The U.S. Coast Guard was called in to fly a search mission, but unfortunately, they were unable to locate them in the rough seas. We listened to the Bahamas Weather Net each morning where we heard updates from Nassau as the event unfolded. Days later, we heard that the boys hung on to the floating vessel for three days while the Whaler was blown 30 miles southwest towards Long Island. When they sighted the shore of Long Island, they decided to swim ashore. Two of them made it to the beach, but one who was a weaker swimmer drowned before reaching the beach. This event underscored the need for boater education in the Bahamas, and BASRA Nassau has taken on the task of setting up courses with the objective of helping present and future boaters enhance their skills so that events like this one can be prevented. As you might expect, a volunteer organization with this much equipment and manpower needs funds, which they do not receive from the government. Funds are raised from large and small contributors to provide the operating budget of more than $125,000. As U.S. boaters who might need assistance some day, we can support BASRA by becoming members for $40 annually. Life memberships and corporate sponsorships are also available at higher levels. Another way to contribute funds (which is tax deductible to U.S. taxpayers) is through an organization called Search. Donations to Search go not only to BASRA but to other SAR organizations in the region. Nick Wardle is a BASRA volunteer and is the president and treasurer of Search. He and his wife Carolyn are extremely active in the Bahamian cruising scene, having been cruisers themselves in the days when cruisers in the Bahamas were few and far between. They saw the need for current weather information as well as a search and rescue organization so they now devote many, many hours every week to their passions, which include broadcasting weather reports on VHF, marine single sideband and ham radio. They also organize a weekly yachtsman’s lunch in Nassau (Thursdays at Crocodiles) where you can meet and greet fellow cruisers and meet the Wardles. If you ever meet Nick and Carolyn, you will feel good about donating to Search. Their enthusiasm for what they do is contagious! For those of you who would like to participate in the weather nets, the schedule is as follows: 0700 Weather net on SSB frequency 4003.0 Khz 0715 Weather report in Nassau VHF Channel 72, following an announcement on 16 0720 Weather net on Bahamas ham frequency 7096.0 Khz (or 3696.0 as backup) 42

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BASRA’S Lady Pearl

Any current BASRA activities, boat searches, and emergency communications are reported on these nets. Many cruisers just listen to the weather reports, but some also like to submit a report from their present location, which ultimately provides data for the meteorological office to use. Some of you might be planning to go beyond the Bahamas and visit the Turks and Caicos islands. Although BASRA does not operate there, we observed an SAR operation in the Turks and Caicos, which convinced us that some pretty good support is available there, too. While we were in Provo a couple of years ago, four fishermen who were off-duty policemen went out in a 20-foot power boat and did not return. A search and rescue operation was organized, and we saw and heard it unfold. The police department owns and operates several boats, one of which is similar to BASRA’s Lady Pearl. The police department conducted a vigilant search for a couple of days while the U.S. Coast Guard provided air support. Finally, two of the fishermen were found clinging to the boat, which had been capsized by a wave on the beam. The survivors were taken to the hospital in Provo where they recovered quickly. The other two fisherman were lost, probably attacked by sharks. The vigilance of the SAR was noteworthy, and we feel good that the Turks and Caicos Police Department and the Coast Guard are there for mariners in distress. The similarities between this tragedy and the one involving the three boys from San Salvador are striking. In both cases, the victims were doing okay until they left their boat and tried to swim ashore. The two who died in the T & C tried to use an ice chest as flotation while swimming to West Caicos Island, not realizing that the cooler contained bait, which attracted sharks. The lesson here is to stay with the boat as long as it is floating. Our final anecdote about BASRA is on the lighter side. We were anchored in Nassau harbor in April when we heard a vessel calling BASRA on VHF channel 16. BASRA immediately responded and asked the caller to switch to a working channel. We switched and heard the BASRA radio operator trying to reach the caller. There was no response so BASRA switched back to 16. This time, the vessel in distress came back on the air, and the captain announced that he did not know how to change channels on the radio. The rest of the conversation took place on channel 16. The caller stated that he had rented a powerboat, driven it to a beach, spent some time on the beach, and then discovered that the tide had gone out leaving the powerboat aground so hard he could not move it. BASRA naturally asked his location so they could inform the owners of the boat that it was beached. See BAHAMAS continued on page 61 www.southwindssailing.com

LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

SOUTHERN SAILING

Things You Thought You Knew “Keep the boat flat for speed. Don’t let it heel.” By Dave Ellis

PERHAPS IN A SUNFISH THIS IS ALWAYS CORRECT However, most boats are designed to have neutral helm in anywhere from four to eight knots of breeze. If they were designed to have no helm in very light air, the weather helm would be excessive in a nice breeze. So in light air there is a natural lee helm. This is slow to windward, as the rudder is acting as a keel pulling the boat to leeward when it is pushed over to keep the boat going straight. So heeling the boat perhaps five to eight degrees induces weather helm and lets you straighten out the rudder. Oh, and it is not the curvature of the side of the boat that is turning the boat. It is the effect of the center of effort, your sail, being over to the side of the boat and the center of lateral resistance, the keel or board, out to weather. The sails twist the boat more into the wind. Try it tonight with your bathtub toy. Heel the model over and push forward on the top of the mast. The boat turns. A bonus in very light air is that the sails fill from gravity if the boat is heeled. Any little wind that does hit the sail is useful.

“FULL SAILS IN LIGHT AIR, FLAT IN HEAVY” Full sails give more power, flat sails potentially more speed. Think of gears in your sports car. First and second gear would be full sails. You can get up to speed, and you can go up hills and through mud. The higher gears are, the flatter the sails. You have more speed, but it would be difficult to get there without using those lower gears. Think of how much power you need and then set the sails. In light air, if the water is flat, use surprisingly flat sails when going to windward. The feeble air just cannot get around a very full sail shape. If the powerboats make waves in that light air, yes, make the sail fuller. Just don’t try to point very high into the wind.

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In more wind, before you have to depower to keep the boat on its feet, judge the wave action to match the power. Fuller sails will get you through chop. Overdoing it makes pointing suffer drastically. In a blow in waves, a very flat sail may not have the power to make you go fast enough to have good steerageway. Instead, reef the main or partially roll or change the jib. Then what sail is up there can be given the shape, and thereby power, to move ahead. So think wave condition for sail shape, not just wind strength. To make a fuller sail, the outhaul can be loosened on the mainsail. Racers would make sure the mast was straight or nearly so. Letting the headstay sag a bit makes the jib fuller. Slide the jib fairlead car forward to induce some fullness. Be careful not to pull the jib sheet in so hard as to close the top of the jib off.

“I HAVE TO MEMORIZE A BUNCH OF SAIL SHAPES TO WIN A REGATTA.” The sailmaker has done that for you. Countless hours of computer work and time on the water testing and at regattas has produced the over-all shape, including the position of the maximum draft, for the jib and mainsail. Computer cutting and skilled persons on machines put the sail together to match that shape. Then the wind does everything it can to change the shape, See SOUTHERN SAILING continued on page 54

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RACING & REGATTAS WEST FLORIDA DAVIS ISLAND YACHT CLUB EGMONT KEY RACE NOV. 22, TAMPA BAY, FL EGMONT KEY RACE MOST DIFFICULT IN YEARS By Bill Meyer A few months ago, Frank Selph, speaking for the Blue Gavel, a group of past commodores at DIYC, and MORC Station 10 (interested in preserving distance racing), spoke of the long tradition of the Egmont Key Race and how no such event was scheduled for 2003. Tradition won out and a committee was formed with Allan Watkins as the race captain. Interest was low, but at race time ten teams, six spinnaker and four nonspinnaker boats, set out early Saturday morning, Nov. 22, to compete in the 53-mile race to Egmont Key and back. The new West Coast PHRF ratings allowed non-spinnaker boats to compete directly with spinnaker boats for the coveted Houston Wall Trophy. All yachts struggled to get south in the four to eight mph easterly air and current, which was right on the nose nearly all the way to the Skyway Bridge. There were strong warnings about keeping distance from commercial traffic, and some of the fleet went right on the way to the bridge to avoid the channel, the current, and to get the expected sea breeze first. However, the east wind held longer and stronger on the left, negating the expected advantages of the right side. Skippers were required to monitor channel 13, the pilots’ station, and we were entertained by Warwick Cahill, a DIYC member and ship’s pilot. He was sailing non-spinnaker on Providence and is apparently on a first name basis with all the ship pilots. A ship carrying ammonia was sailing up the channel near the Manatee cut, and we were instructed to maintain 1000 yards of clearance. Both Warwick and Bill Meyer were on the left side of the channel, and things were tense. We were not that close to the ship, but 3000 feet is a distance hard to estimate. Then out of the blue, Warwick asked the pilot if there were any Norwegians on the ship. Those were the magic words as the ship passed, and the distance issue faded into laughter. After seven hours of racing, About Time made the Skyway. Things looked bleak for the non-spinnaker fleet, and two boats retired. At Egmont Key, some spinnaker boats had as much as a one-hour lead. Then the sea breeze kicked in. We poled out with good speed back through the bridge and continued for the next mile or so as it got dark. Gradually the sea breeze died and our speed with it. Then something very strange happened. In the dark with a favorable current we closed in on the whole spinnaker fleet and actually ghosted past three spinnaker boats. The leaders had been stuck in a hole for an hour. It should be named “Bell’s Hole” for Dave (Inspiration) was urging others to quit. Frank Selph (Forerunner), Ed Peters (Tigress), and George Haynie (Time Bandit) were not receptive, but Jeff Fishman (Hot Water) did retire. We flopped around on the glassy water and turned on the VHF weather. The announcer said 10-15 from the east, but it was dead calm. It was 9:00 p.m., and the time limit was 1:00 a.m. Sunday morning. With about 15 to 18 miles left to go, my foredeck crew put the math to it and said that if we didn’t get wind by 10:00 p.m., we couldn’t make the deadline. In very little air, we crawled east. Blue Moon was already east near the channel but decided to quit. They were perfectly positioned to win the race as the easterly came in force ten minutes later. Now we LOCAL NEWS FOR SOUTHERN SAILORS

were in perfect position, looking at 12-14 with a straight shot to the next mark. The last sixteen miles railed off in under two and a half hours, and we finished at 23:25. Our Commodore, Ed Ruark, said that, “This was the most trying Egmont that he has ever sailed.” Only six teams finished the race. Thank you, race committee, Blue Gavel and MORC Station 10 for keeping the race and the tradition alive, and thank you, kitchen crew, for providing some great tasting chili and cold beer after the race. Results: OVERALL (1ST THRU 5TH) Bill Meyer on About-Time, Dave Bell on Inspiration, Frank Selph on Forerunner, Ed Peters on Tigress, and Warwick Cahill on Providence; SPINNAKER: Inspiration, Forerunner;NON-SPINNAKER: About-Time, Providence

INTER-COLLEGIATE SAILING ASSOCIATION (ICSA)/VANGUARD NORTH AMERICAN MEN’S SINGLEHANDED CHAMPIONSHIP ECKERD COLLEGE, ST. PETERSBURG, FL NOV. 21-23 FROM THE ICSA On Friday, Nov. 21, the first noon race was postponed as a dying easterly made it tough to set good courses. At approximately 1:30 p.m., the fleet was sent back to the dock to wait for a sea breeze. At approximately 2:30 p.m., race 1 began in a solid 7-9 knot westerly shifting northwest by race 4 with velocity dropping to 4-5 knots. Race 5 was completed just as the

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January 2004

RACING & REGATTAS sun dipped below the horizon. Courses sailed were #5 (windward/leeward 5 legs). There were no protests and no breakdowns. Thirty-two new Lasers were provided by Vanguard (Men/Full Rigs, 1st start, Women/Radials, 2nd start). Four yellow flags were issued by the jury for rule 42 violations in the men’s division, and no yellow flags for the women. On Saturday, racing began at 9:40 a.m. with a northeast breeze at 8-10 knots. Three races were sailed before the breeze faded to a shifty east/southeast at 2-4 knots. The race committee opted for a lunch break on the water to wait for the breeze to stabilize. After 30 minutes of drifting, the competitors were towed back to the docks to wait for the westerly to fill. At approximately 2:45 p.m. the breeze filled in again out of the northeast at 4-6 knots, and the competitors headed back out. PICSA Men’s Division Weather Mark Rounding. Gary Hufford photo. When the competitors reached To view and order more pictures go to WWW.digiproofs.com use password “ICSA” the course, the breeze had diminished to a patchy 1-3 knots out of the east. Racing was called heard during the break in the full rig fleet, resulting in DSQ’s for Chris Ashley and Clay Johnson. One request for redress in for the day at approximately 4:45 p.m. Two protests were the Radial fleet was heard and denied. There were no breakdowns. Courses sailed were #5’s. Two yellow flags were issued to the full rig fleet, and one yellow flag for the radials. On Sunday, the first warning went off promptly at 9:00 a.m. in an easterly at 6-8 knots. Pressure fluctuated between 5-10 knots for races 9-13 before tapering off to 4-5 knots for race 14. After a light race 15, the men’s division started race 16 in a dying east/southeast, while the women were forced to sail in after two general recalls, forcing them to miss the 3:00 p.m. start time limit. Race 16 for the men was later abandoned. Courses sailed were #5’s. there were no protests and no breakdowns. The jury issued five yellow flags for the men’s division and none for the women. Many thanks to the following volunteers for putting on an outstanding event and to Vanguard Sailboats for their continuing support of college sailing. PRO: Tom Farquhar Jury: Kenneth Andreasen, Ann Newton, Barbara Farquhar, Stan Hyatt Eckerd College Sailing Team, Eckerd College Search and Rescue Team, Eckerd College Waterfront Staff ICSA Rep: Ann Campbell. Vanguard Rep: Thornton Results (for complete results: http://www.collegesailing.org/nas/fall03/ singles_results.htm): 15 Races. Name followed by points. 1. Vincent Porter.74; 2. David Wright, 82; 3. Clay Johnson, 82; 4. Brian Haines, 97; 5. Bill Self, 105; 6. Peeter Must, 106; 7. Alexander Kirkland, 110; 8. Chris Ashley, 114; 9. Alex Steele, 127; 10. Brendan Fahey, 129; 11. Greg Helias, 135; 12. John Bowden, 146; 13. Kevin Reali, 148; 14. Hugh Haggerty, 158; 15. Ben Burgum, 204; 16. Adam Dunki-Jacobs, 226 46

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Southwinds

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RACING & REGATTAS CHARLOTTE HARBOR LEUKEMIA CUP REGATTA: RAISE A SAIL-FIND A CURE FEB. 28-29 The Punta Gorda Sailing Club and the Isles Yacht Club will conduct a sailboat regatta, dinner and auction on February 2829 for the benefit of the Leukemia & Lymphoma Society. This charity event will be an open PHRF handicap sailing Regatta governed by the Racing Rules of Sailing, with classes for Spinnaker, Non-Spinnaker, True Cruising, MultiHull and Small Boat classes. Sailboats not having a PHRF handicap rating may apply for one with the Punta Gorda Sailing Club. However, the rating will be good for this regatta only. The racing will be conducted on Charlotte Harbor on both days with an awards presentation at Dick Tillman, overall winner, Melbourne Yacht Club’s Thanksgiving Sunfish Regatta. Photo by Richard Oliver. the Isles Yacht Club on Sunday followed by a dinner. There will also be a silent and the area, although a cold front meant temperatures dropped live auction after the dinner. The racing will be a West Florida to a chilly 65 degrees. Chilly, for Miami, anyway, but warm to many others. The front also brought northwest winds in the PHRF Charlotte Harbor Boat of the Year event. Leukemia Cup Regattas are held at over forty different 18-25 knot range on Saturday, causing a few broken masts and yacht and sailing clubs around the United States. The spokes- other breakdowns. By Sunday though, the winds had calmed person for the Leukemia Cup Regattas is the famous Ameri- to 10 knots for the final race of the three-race series. cas Cup racer, Gary Jobson. Dr. Chris Webb, of Punta, is coordinating all the events associated with our local regatta. The Results (top ten - place, sail, crew, total points. For complete results go to profits generated from this race and auction will go to the www.coralreefyachtclub.org/Commodores%20cup%20Summary_1.htm): 1, 8118, John MacCausland & Brad Nichol, 17; 2, 8123, Hans Spitzauer & Andreas Leukemia & Lymphoma Society for research and assistance Hanakamp, 20; 3, 7988, Peter Bromby & Rick Peters, 21; 4, 7995, George Szabo & Mark to victims of these diseases. Sailors entering this regatta will Strube, 22; 5, 8168, Ross Macdonald & Kai Bjorn, 28; 6, 812, Rick Merriman & Bill Bennett, be helping to fight Leukemia and Lymphoma in the process 37; 7, 7952, Ben Cesare & Serge Leoaidov, 43; 8, 8045, Augie Diaz & Hal Haenel, 45; 9, 8159, Paul Cayard & Phil Trinter, 51; 10, 8025, Iain Percy & Steve Mitchell, 51 of doing what they enjoy. For more information go to www.pgscweb.com, or contact Dick Potter at 575-8667 or Bob Anderson at 505-8933 MELBOURNE YACHT CLUB of the Punta Gorda Sailing Club. These individuals may FIRST ANNUAL POST THANKSGIVING also be contacted to make a donation of items or services SUNFISH REGATTA, NOV. 29-30 for the auction. By Richard Oliver

EAST FLORIDA 2003 COMMODORES CUP, CORAL REEF YACHT CLUB BISCAYNE BAY, FL, DEC. 6-7 Forty-six boats competed in the Commodores Cup Regatta in Biscayne Bay. With the Olympic Trials in March, South Florida’s warm weather brought many Star Class sailors to 48

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Melbourne Yacht Club arranged a no-frills regatta for the sunfish fleet, over the weekend following Thanksgiving, and even though it was not advertised other than in fleet, they saw 20 boats register for racing, with competitors travelling from as far as Fort Lauderdale and Port Charlotte. Saturday saw clear skies, low temperatures and high winds, so half of the fleet, comprising those less experienced and some wiser heads, decided to stay ashore, leaving the hardy (or foolish) to test their skills. Following the skipper’s briefing, Nancy Haberland, www.southwindssailing.com

daughter of a club member and potential Olympic sailing competitor, gave an informative talk on heavy weather sailing, and setting up the rig. With the wind blowing directly down the ICW, the wave chop had a chance to build, giving the boats excellent surfing opportunities on the reaching legs. The race committee set a triangle course, and the 10 brave souls began racing in winds that never dropped below 20 mph, with frequent gusts over 30. It is a compliment to their skill and restraint that there was only one breakage-a gooseneck attachment that forced a retirement-and one capsize. Local sailor and multi-time champion Dick Tillman won two of the three races held. He was the only sailor to actually reef his sail, for the first time ever he said, his sail noticeably flatter than his competitors. James Liebl (Titusville), 2nd, Tony Elliott, (Ft Lauderdale) 3rd, and Dave Silverman (MYC) 4th, were closely grouped and fighting for the minor places. Sunday was cloudy but warmer, the water flat, with winds of 5-7mph, and 18 boats took to the water, including Nancy Haberland. Surprising perhaps in these conditions, was that there were more capsizes, all but one by competitors who had raced the previous day. In each of the three races on Sunday, which were all windward/leeward courses, Nancy Haberland sailed away from the competition, leading gun to gun, except for one and a half legs when Linda Tillman, Dick’s wife, managed to get ahead of her. Linda was second in two races and third in the other. Nancy’s father, Bill, took second in that one, and also a third. The previous day’s leaders all suffered somewhat, Tillman being involved in a start line collision, forcing him into penalty turns, leaving him last but one at the windward mark. However, he managed to claw his way back to a seventh, and in a later race, match racing with his wife, a tussle he lost, pushed him somewhat down the fleet. Liebl was over early twice, capsized, but after clearing the line correctly, found some clear air, a different course, and pulled back to record two reasonable finishes. Silverman could only come to terms with the conditions in one race where he finished fourth; otherwise he was well back in the pack. Elliott raced consistently all day, but not quite well enough to overhaul Tillman. At the end of the racing, Dick Tillman again prevailed, with Tony Elliott improving to second, and James Liebl dropping to third. For photos and information on future events please visit www.sail-race.com and/or www.melbourneyachtclub.com .

CENTRAL FLORIDA SOUTHEAST REGIONAL MC SCOW REGATTA LAKE EUSTIS SAILING CLUB, EUSTIS, FLORIDA NOV. 8-9 By Tony Tussing Plenty of wind greeted the 41 registered MC Scows that came to the Lake Eustis Sailing Club to vie for the Southeast Regional MC Scow title. Three of five races were sailed with no races being contended on Sunday, Nov. 9, as the winds were gusting to 25 mph. LOCAL NEWS FOR SOUTHERN SAILORS

Jeremy Pape claimed the title with three first place finishes, while Zack Clayton took second place with two seconds and a fourth. They were chased by Justin Hood, who finished with a second, a third, and a seventh for 17 points and Dan Fink with 17 points. The Master (50 to 59 years old) title went to Bill Rembold, who finished ninth overall with eighth, twelfth, and eighth place finishes for 38 points. The second in this division was Lee Sayler in 17th overall and 49 points. The Grand-Master (60 to 69) championship was picked up by Jack Kern, who finished fifth overall with two sixths and and a 15th for 27 points. His closest competitor was Martin Zonnenberg in 10th place with 41 points. Mega-Master Champion (70 and up) was won by Smiley Freytag, who was sixth overall with finishes of six, seven, and fifteen for 28 points. Second place in the mega-master division was Jim Hoffman with 60 points. The top lady sailor was Mary Ann Ward, who finished 32nd overall with 92 points. She was chased by Candi Robb, who finished in 35th place. The Lake Eustis Sailing Club will be hosting several regattas in the future, these being the 5th Annual Wayfarer Midwinter Regatta Feb. 7-9 ; the Inaugural Flying Scot Regatta Feb. 8-9, in conjunction with the Wayfarer Regatta; 34th Annual George Washington Birthday Regatta for one-design boats, Feb. 6-8; 5th Annual C-Scow Midwinter Regatta, March 12-14; and the 31st Annual MC Scow Midwinter National Championship March 18-20, with Zenda University taking place on March 16-17. Results (place, skipper, divisions over 50; M=Masters, GM = Grand Masters, MM = Mega Masters, sail number, and total points): 1. Jeremy Pape, 1996, 3; 2. Zack Clayton, 977, 8; 3. Justin Hood, 2000, 12; 4. Dan Fink, 2044, 17; 5. Jack Kern, GM, 2148, 27; 6. Smiley Freytag, MM, 1788, 28; 7. Jeff Annis, 1860, 30; 8. Mark Marenakos, 1712, 31; 9. Bill Rembold, M, 1940, 38; 10. Martin Zonnenberg, GM, 2070, 41; 11. Patrick Harmon, 16, 41; 12. Lenny Krawcheck, GM, 2196, 43; 13. Steve Doehler, 1783, 43; 14. Devin Farley, GM, 2222, 44; 15. Jeff Surles, 1995, 45; 16. Kurt Stadele, 2067, 47; 17. Lee Sayler, M, 2201, 49; 18. Tim Fredman, GM, 2057, 52; 19. Guy Mossman, 2002, 52; 20. John Hearn, 2046, 56; 21. Jim Hoffman, MM, 2155, 60; 22. Chris Cyrul, 1341, 62; 23. David Morning, 1654, 66; 24. Eric Wynsma, 2240, 70; 25. Baron Bremer, 912, 72; 26. Jim Farrell, M, 2132, 78; 27. Dennis Oldham, M, 2870, 85; 28. Tom Wurster, GM, 2159, 88; 29. Matthew Reinhardt, 1977, 88; 30. Don Browning, M, 2188, 90; 31. Thomas Schmidt, M, 2223, 91; 32. Mary Anne Ward, M, 2152, 92; 33. Jeff Meyers, M, 2099, 94; 34. Cliff Trent, M, 830, 95; 35. Candi Robb, M, 1773, 95; 36. Jim Lingeman, GM, 1653, 96; 37. Glen Myrick, GM, 1342, 98; 38. Bruce Miller, M, 1626, 109; 39. Dale Fenwick, 801, 115; 40. Sam Montondo, MM, 1649, 120.

UPPER GULF COAST PENSACOLA YACHT CLUB HOLDS LAST TWO RACES OF THE CHAMPIONSHIP SAILBOAT RACING SERIES, NOV. 15-16 By Kim Kaminski The Pensacola Yacht Club (PYC) held the last two races in their Championship Sailboat Racing Series on Nov. 15-16. On Saturday, the 15th, the third race of the series sent the contestants out to the number one sea buoy which marks the entrance to Pensacola Pass. It was a challenge not only for the sailors who made their way along the long course, but also for the race committee who had to make several adjustments to the starting area of the race due to the light winds (up to four knots) and the strong outgoing tidal current. Southwinds

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Steve “Doc” Bellows surrounded by his crew accepts the Pensacola Yacht Club Championship Trophy for the best P.Y.C. Overall Spinnaker Boat of the year. Photo by Kim Kaminski

The current Fleet Captain for the Pensacola Yacht Club, Neil McMillan, along with the 2004 Fleet Captain for PYC, Chip MacMillan, and their race committee members MaryAnne Hayes, Bev Stagg, Betsy Moraski and Commodore John Matthews (along with a few other support crewmembers over the two-day period), diligently prepared the race course start, hoping the wind would build throughout the day and the team would not have to shorten the race course. But, the winds remained light throughout the day (four to six knots) with only an occasional gust up to seven knots out of the southeast. For those racers who completed the course before sunset, the winds remained, but as the sun went down on the horizon so did the breeze and the final boats on the racecourse drifted towards the committee boat finish area in two knots of wind. Cheers could be heard as they echoed across the quiet

waters of the Bay when each competitor finally made it across the finish line. Race number four was held on Sunday, and the winds were more favorable for all those who sailed in the Series’ last day of racing. The 82-degree temperature and stronger winds of 12 to 14 knots, enticed a few more competitors out on the water to add some more comradery to the final day. A double windward/leeward course was planned for Sunday’s race. Upon the completion of the day’s competition, participants converged into the Pensacola Yacht Club dining room for complimentary food as they awaited the presentation of the race trophies. Four different races with trophies in all classes, as well as the overall PYC Championship Trophy for the best finish in the Spinnaker Class and the Non-Spinnaker Class were to be given out to the winning boats. The first place winners of the day for the 4 different races were: Spinnaker A Class Atlantic Union(race 1 & 4) and Patriot (race 2 & 3) Spinnaker Class B Applejack (race 1) and Roka Dobi (race 2, 3 & 4) Non-Spinnaker Class Sundance (who earned a first place finish in all 4 races!) The big winners of the day for the first place overall trophybest finish by a Pensacola Yacht Club member goes to: PYC champion in the Spinnaker Class: Doc Bellows and his crew on Latex Solar Beef. PYC champion in the Non-Spinnaker Class: Bob Dean and his crew on Sundance.

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www.southwindssailing.com

SOUTH CAROLINA 2003 CHARLESTON OCEAN RACING ASSOCIATION (CORA) ROAD SHOW A BIG HIT By Henry R. McCray The flags of CORA have been flying high throughout the 2003 racing season. Charleston area sailors took to the road this year and piled up an impressive string of victories and strong finishes at major national events including the week of racing at Terra Nova Trading Key West, the Acura SORC, the Sailing World NOODs, and the Chicago to Mackinac race. As Charleston builds its base of top level racing programs, she is cultivating and attracting sailors who represent CORA at the grand prix level. Key West is the pinnacle of handicap racing in the country. Held this year January 20-24, more than 300 boats made the annual pilgrimage to this Florida Keys hot spot to compete for the unofficial PHRF national championships. This year was as competitive as ever as Key West boasted over 300 of the best racing programs in the country in attendance. After the week’s five days of tooth and nail racing, North Sails South Carolina’s Peter Durst reminisced, “We had everything from drifter to blowing the dog off the chain. Friday was nuts-25 knots in earnest and WILD downwind rides.” Sailing with perennial A Fleet stalwart Temptress, he finished fourth in the deeply talented PHRF 6 division, collecting three day trophies for Jane Dunn’s SR-33. Fred Stone’s Puffin finished 13th in the 29-boat J-105 division showing his steady improvement on the national track while Teddy Turner’s J/109 fought hard battles to place ninth in PHRF5. But perhaps the biggest story at Key West this year was the Boat of the Week honors going to Robin Team’s Beaufort North Carolina-based J/120, Teamwork, after winning PHRF-5. Suffering a broken mast on her delivery to Key West, the CORA regulars were assisted by locals Dan Steadly and Michael Miller to secure a new mast and have it and new electronics ready just before the regatta. Teamwork never skipped a beat and went on to win PHRF-5 and the coveted Lewmar Marine Trophy. Less than a month later, Terry Smith’s J-125 Raincloud went on the warpath. The Acura SORC was contested February 27 to March 2 and attracted the bold and the beautiful grand prix yachts to South Florida’s warm waters and strong winds. Raincloud compiled an impressive series of local wins over the last couple of years and has spent quality time on the road refining its J-125 program. This spring it all paid off for Smith as sleek blue Raincloud went on to win the PHRF class 2, sailing to eight bullets in ten races. Sailed off the coast of South Beach, Miami, the SORC has been one of the country’s premier offshore events since the 1970s. Program manager Scott Wallace recounted, “it was just great fun, mate-to put in all that work and see it pay off.” We couldn’t agree more, Scott. Job well done. The St. Petersburg NOOD (National Offshore One Design) was held February 14-16 for traveling CORA members. Held out of the St. Petersburg Yacht Club, the St. Petersburg National Offshore One Design Regatta is one of several IBM-sponsored events held across the country. Ryan Hamm said goodbye to his Melges 24 Bad Influence before the regatta, but a purchase came through, and he took delivery of his “new” used Melges the day before the racing began. Sailing with telltale bright blue sails, Hamm took the fleet by surprise as the overnight leader after day one. “Life could not be any sweeter,” reported a grinning Hamm, who eventually finished eighth in the professionallyladen class. Marten Zonjee was also representing CORA by towing his J/24 to sail in the largest class at the regatta with 28 boats. LOCAL NEWS FOR SOUTHERN SAILORS

After a strong showing at last year’s J-24 Nationals, Marten and his crew finished 21st and have been steadily improving, using out of town regattas to find top notch competition. After finishing a point ahead of Temptress for a third place at Key West in January, CORA member and Charleston regular Michael Jones took his SR-33 Outrageous to both the Black Seal Regatta in Hampton, VA (June 13-15), and the Screwpile Lighthouse challenge in Solomon’s Island, MD (July 20-23). Towing the 33-foot pocket rocket can be a trick as the boat has a beam of nearly 12 feet. Jones and company had to have the state police temporarily close the Potomac River Bridge on U.S. 301 to get Outrageous to Solomons. Jones augmented his crew with sailors from Charleston’s Temptress to take a fourth place in Hampton and a well-earned second at Screwpile. Jones in turn sailed with Temptress for her Leukemia Cup win and a close second at the SAYRA offshore championships. “Sailing against each other and sailing with each other is making both of our boats go faster,” commented Jones, “and that will continue to help our results while traveling.” But the out-of-town summer experience belonged to Marc Durlach, who took his One Design 35 Fearless to Chicago to race for the Great Lakes Championships over a three-month period. Racing in regattas against the best OD 35 sailors in the country, Durlach and his Charleston-based crew came out victorious. First up was the Chicago NOODs, June 13-15, where Fearless fought to a well-earned fourth in a very even nineboat fleet. Then, Durlach and company headed off on the Chicago to Mackinac race, which finished July 15. Winning the One Design 35 class in the toughest of distance races was a major accomplishment for Durlach and his crew. A second in the Verve Cup in August sealed the deal for the long time CORA member as Fearless was crowned the 2003 Great Lakes Champion. We don’t know what’s next for the venerable competitor, but we are sure he will enjoy success. CORA extends its most sincere congratulations to all the boats listed above as well as others that traveled this year. As our sailors get out of town and experience the thrills of regional and national level events, they bring back the knowledge that will raise all of our skill levels. This lifeline is a vital one, and one that is getting stronger each year. And as our boats travel and spread goodwill throughout the yachting community, our presence at these and other major championships is sure to grow our own Charleston race week. One thing is for sure; as the competition glares forward and reads “Charleston, SC” on the transom, they will know this is not a comeback. We’ve been here for years.

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SHORT TACKS TERRA NOVA TRADING KEY WEST 2004: PARTICIPANTS LINE UP FOR THE WEEK OF RACING JAN 19-23 More than half of the sailors who will compete in Terra Nova Trading Key West 2004, presented by Nautica, this month have submitted their entry applications. The current list represents five continents, 17 countries and 24 states, and is on track to meet the 300-boat standard of recent years. One fresh entry is Tom Hill’s Reichel/Pugh 75, Titan 12, from San Juan, P.R. Hill’s tactician will be Peter Holmberg, who was the world’s number one-ranked match racer until he left the circuit to drive San Francisco’s Oracle in the last America’s Cup. He recently signed on with Switzerland’s Alinghi team that will defend the Cup in 2007. To recognize the significance of all long-distance efforts, the Key West Trophy will be awarded this year to the boat owner who has traveled farthest from his or her hometown. Besides the fast-growing J/105 group, invited classes include Corsair 24 and 28R, Farr 40, IMS, J/29, J/80, Melges 24, MORC, Mumm 30, PHRF, Swan 45, Open Swan and T-10. The unofficial PHRF National Championship will again feature a fleet of more than 100 boats with entrants from as many as 30 states. International entrants are on the rise-it may soon be the “Unofficial PHRF World Championship.” The perennially strong Melges 24, Farr 40 and Mumm 30 fleets all have impressive numbers and rosters.

ENFORCEMENT ON TRAVELING RESTRICTIONS TO CUBA INCREASES Since President Bush announced tougher enforcement of laws banning travel to Cuba two months ago, violations have increased dramatically over previous levels. During this twomonth period, 600 violations were found compared to only 10 during a similar period a year ago. Most of the violations were travelers returning from Cuba with tobacco and alcohol products. The federal government says it is also looking into ways to detect those travelers who go to Cuba via third countries in order to get around the travel ban. They indicated they will also be checking applications for travel licenses more closely. Entry documents, planning information and the current entry list are available on the event Web site: http://www.PremiereRacing.com

motion staff is developing the details for the give away and they have assured us that it will be fun for all of the attendees that participate. The free sailboat will be on display in the lobby while Snug Harbor Boats is located in the left rear corner of the main show floor. Snug Harbor Boats plans to have a Precision 21, a Com-Pac Sun Cat 17, and a Twin Vee PowerCat with the dependable and innovative Suzuki outboard on display. Information regarding Snug Harbor Boats can be found on the web site; www.snugharborboats.com where you can see listings for the new Com-Pac, Precision, Snark and Twin Vee boats as well as around eighty brokerage boats. You can also call toll free (877) 266-7422.

BAY SAILORS SINGLES SAILING GROUP IN TAMPA BAY Bay Sailors is a non-profit, volunteer-operated sailing club for singles in the Greater Tampa Bay area. The group has nearly 100 members who live around the St PetersburgClearwater-Tampa area, and they also have members who live in Brooksville, Orlando and Anna Maria Island. There are about 15 active “skippers” who donate themselves and their sailboats two weekends per month. If you have a boat and want to be a skipper, or if you like to sail and want to crew on a sailboat, or if you have never sailed and would like to learn, come join us! The meetings are on the first Wednesday of each month at 7 p.m. at the Holiday Inn Select, 3535 Ulmerton Rd, Clearwater. All meetings

SUNRISE SAILS PLUS IN PALMETTO, FL HOLDS 2ND ANNUAL OPEN HOUSE Sunrise Sails Plus will hold an open house at their store on Friday January 23, from 5 p.m. to 9 p.m. The sailing public and friends are invited. Refreshments and food (and if it’s like last year it will be some great food) are provided. Sunrise Sails Plus, owned by Ray Glover, offers custom yacht outfitting, including rigging, sails, sail repair, canvas, and other marine services and gear. They are located at 604 Tenth St. West, in Palmetto, FL. (941) 721-4471.

SNUG HARBOR BOATS TO GIVE AWAY A SAILBOAT AT ATLANTA BOAT SHOW JANUARY 14-18 Snug Harbor Boats will give away a Snark sailboat at this year’s Atlanta Boat show , January 14-18. In trying to follow the old adage that “the quickest way to make a million dollars in the boat business is to start with two million,” we think that giving away a boat is a good beginning. The NMMA show pro52

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www.southwindssailing.com

Bjorn Dunkerbeck in Gran Canaria. Photo courtesy WSSC image bank.

are free and open to the public. For more information, come to a meeting or call (727) 865-0345 or visit the Web site at www.baysailors.org or send e-mail to baysailor1@netzero.net

WINDSURFERS VS “TRIMARAN”: GOING FOR THE WORLD SAILING SPEED RECORDCAN THEY BREAK THE 50-KNOT BARRIER? The current on-the-water sailing record for the Outright World Speed Record has been held for the last ten years by an unusual looking trimaran (some might call it a “triplaner.” For a picture of the boat go to http://innovoile.free.fr/YPE_e.html) called Yellow Pages Endeavour. The Australians set the record in Australia in 1993 with a speed of 46.52 knots. Before that, windsurfers had set and held the world speed records since 1986 and held it at 45.35 knots until Yellow Pages Endeavour came along. It is estimated that there are about 20 teams currently designing and building boats to beat the record. Some of these projects are in the millions of dollars. One is an 18-meter trimaran. Most of the designs are very radical, some with double sails or hydrofoils, but all with high budgets. Many are currently racing to break a new record and the 50-knot barrier. Windsurfers are far cheaper and have a good chance of breaking the 50-knot barrier. Currently a group of windsurfers, LOCAL NEWS FOR SOUTHERN SAILORS

Antoine Albeau, Anders Bringdal, Bjorn Dunkerbeck and Robby Naish, have created the World Speed-Sailing Challenge (WSSC) to travel to three spots on the globe to break the record. Their first was last summer at Gran Canaria in the Canary Islands. Dunkerbeck reached a speed of 43.87 knots on the 500-meter course in winds of 25 knots, gusting 30 to 35. Their next stops will be in France in March and New Zealand in June. The Challenge has a Web site, wssc.ws (it doesn’t look like a web address but it works).

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MIKE SHEA Continued from page 37 Well, Captain, when the anchorage was created, the state had already transferred the ownership of the bottom ground of the anchorage to the Port Authority. The Coast Guard still could and did establish the anchorage based on the needs and the request of the sailing association. Lately the Port Authority has had concerns because of problems with the anchorage. They are the same kind of safety problems that are keeping the number of new “special anchorages” approved by the Coast Guard down to a very low number. Some of the vessels’ owners moored in the anchorage have set up submerged concrete anchoring blocks without getting the permits to do so. And still another problem of this and other such anchorages is derelict vessels and vessels incapable of navigation, left by their irresponsible owners. The Coast Guard can take away or place restrictions on old anchorages, just as they can create new ones. The Coast Guard will be unlikely to create new ones as long as there are problems in many of the anchorages. We need some responsible boat owners and groups who are willing to police these anchorages to demonstrate to the Coast Guard that there are responsible organizations who are willing to take charge of the anchorages if created. The steps to have these anchorages set up are: 1. Request for an area well removed from a fairway and located where general navigation will not be endangered by unlighted vessels. 2. Submit an application to the district commander of the Coast Guard district where the proposed anchorage is located. 3. The local Coast Guard district commander will review the application and refer the request to other agencies, one of

which must be the district engineer of the U.S. Army Corps of Engineers for comment. 4. If the district commander feels the anchorage is something the Coast Guard might consider, the application is set for a hearing and locally advertised and noticed to interested parties. 5. If the hearing does not produce a lot of opposition, the Coast Guard district commander may then recommend the new anchorage to the commandant of the Coast Guard, who will follow the same policy for making a rule as is outlined in the Code of Federal Regulations. If all goes well, the new rules are passed by the Coast Guard’s rulemaking authority, and you have a new anchorage. (See 33 CFR §109 and 110.) These “Special Anchorages” are created by the Coast Guard, and it has the power to enforce the regulations. With all the new things the Coast Guard has been given to do under Homeland Security, do not expect them to be jumping to set these up. Applicants would have to show the need for the anchorage and some responsibility on the part of a local group that is willing to be responsible for the anchorage before one could expect to have an application approved. The opinions in this article are those of the author and not those of the U.S. Coast Guard or any other entity. If you have a boating legal (sailing) question, please drop me a note care of Southwinds or email me at mike@jmichaelshea.com Capt. J. Michael Shea is a maritime attorney in Tampa and holds a masters and harbor pilots 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.

SOUTHERN SAILING Continued from page 44 generally moving the area of maximum draft aft in the sail. Besides the savings in weight, the primary reason some folks spend so much money on exotic sail material is it doesn’t stretch. A Dacron sail will allow the draft to move aft as the wind freshens. But a sailor can tweak an older sail back to close to its design shape for a significant period of time, often years. The exotics don’t move until they outlive their shorter lives by catastrophically breaking or are perceived to be nearing that eventuality. An analogy would be a bungee cord that has a great elastic limit, but little elasticity. It stretches a little each time it is stressed. Glass has outstanding elasticity. It comes right back to its original shape each time it is stressed. It, however, has a very low elastic limit. You takes your choices: Dacron or more exotic material and laminates. “Exotic” sail material and laminates are most definitely getting better and more affordable. But then Dacron continues to improve, too. To bring the draft back forward where it belongs, first note where the sailmaker wants it. Usually it is about 30 35 percent aft of the headstay on the jib or genny and anywhere from 45 - 50 percent aft on the mainsail. If a rig with only a mainsail, the draft will be about 35 - 45 percent aft, depending on the mast size and characteristics. Use the Cunningham or halyard to tension the luff of the sail to move the draft forward. 54

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“THE RACE COMMITTEE HAS SET THE WINDWARD MARK STRAIGHT TO WINDWARD.” Much discussion and wind-checking goes into that mark position. But if there is any current across the course, that windchecking must be done from a floating vessel. An experienced RC will ask a boat to go “head to wind” for them and take a reading based on that heading. Or they may have the wind read from a support powerboat that is floating, not anchored. A sailboat floating on the current will feel the apparent wind that includes the current speed and direction. The anchored committee vessel will only feel the wind. There may be a substantial difference in direction. Since the starting line angle is often calculated from the weather mark bearing, check that position, too.

“THE WINDWARD MARK IS SET OFF TO THE LEFT OF WINDWARD SO I SHOULD START ON THE LEFT SIDE OF THE STARTING LINE.” As long as your boat has to make at least one tack to get to the windward mark, it does not matter which side of the line you start on if the line is square to the wind. As a matter of fact, starting at the other end of the line may give you more opportunity to use an extra wind shift, as you are a little farther from the layline. If the mark is to port of windward, those boats starting at the starboard end of the line will have the starboard tack advantage sooner when they approach the mark. www.southwindssailing.com

LOCAL NEWS FOR SOUTHERN SAILORS

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C L A S S I F I E D

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“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.”

CLASSIFIED ADS for $5 PER MONTH ALL ADS UNDER 30 WORDS FOR PRIVATELY-OWNED BOATS, GEAR AND PRIVATELY-OWNED DOCK/SLIPS FOR RENT. THREE MONTH MINIMUM, $15 whether ad canceled or not. Add $5 per month for photos, same minimum policy. Check or credit cards accepted. Mail or e-mail ads by the 10th of the 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. 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 10th 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. 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

DISPLAY CLASSIFIEDS

8' Thunderbird yacht dinghy. For sailors and rowers. Aluminum mast and boom. Dacron Sail. Xlnt. Condition. $800. (352) 563-0022 (2/04)

Advertise your businessin a display ad inthe classifieds section. Sold by the column inch. 2 inches minimum. (3 column inches is 1/8 page)

West Marine Inflatable Dingy 9’6", 4 person, with 8hp Nissan. Rollup alum. floor, inflatable keel, seat,carrying bag. Self bailing. Used less than 10 hrs. $1450 - call (404) 834-4630 Orlando (3/04)

Penguin Class Sailboat 11.5 ft. Beautiful West System boat by Annapolis sailmaker 1997. Outside white awlgrip, rails and inside varnish. Excellent condition. Trailer, complete package. $3500. (954) 401-5335, ronsailon@aol.com. (3/04)

1978 15' Mutineer Centerboard, daysailer. 1Mainsail, 1Working jib, reconditioned trailer. Ready to go sailing. $950. (601)545-7550 rbradley@c-gate.net (1/04)

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

Windrider 16 Trimaran a safe and easy sailboat designed for one person but can also carry two more. Price is $3000.00 which includes a custom trailer. Located in Stuart, FL (772) 220-7750 or Email - hakadele8@earthlink.net see boat review in Sept. 2003 issue of Southwinds or go to www.windride.com (3/04)

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 sail cover. Depth sounder / fish finder. Two sets of sails. Two head stays. EZ load Trailer. Call Glenn at (813) 949 0341 (1/04)

19' Lightning 1975 Allen - 12612 New mast 5/03, new rudder, all new lines, lots of new rigging with North sails. Pictures available, $2900. Firm. 813818-4596 or vmcintir@tampabay.rr.com (2/04)

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) 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)

Hunter 212 (2000) 21' centerboard mini-cruiser or great daysailor with large cockpit. Bimini, 5 hp outboard, compass, front hatch, cockpit cushions, porta-potti, cooler and more! $ 7,800. obo (941) 721-4452 (2/04)

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 (3/04) Buccaneer 18' daysailor/racer. Two mains & jibs, one chute, 2hp OB, trailer, all new top notch running rigging, Harken hardware, great condition. A fast, fun, and easy boat to sail. $2,900. Dan (941) 758-7276 or Hennessyzoo@AOL.com (2/04) Ideal 18 (1996) Keelboat in pristine condition; dry sailed winters, garaged summers. Spinnaker equipped. Fast, stable racer or day sailor. Trailer suitable for ramp or crane launching. $11,000. (941) 639-9672, fgdarrell@comcast.net (3/04)

January 2004

Southwinds

86 SEAWARD 22, 8’4" Beam, 1’11" Draft, Wing Keel, Fully Battened Main, Furling Head Sails, 8 hp Honda 2001 Four Stroke, Autopilot, Depth Gauge, VHF, AM/FM, Trailer, $8,995. Titusville, rceballos@bellsouth.net, (321) 264-0101 (2/04) Catalina 22' Boat, Motor, Trailer New hull and bottom paint. New wheels, tires, and bearings. 6 hp outboard. Motor needs minor repair. Extra sails and new cushions. $2000. Call (334) 280-3204 (3/04)

www.southwindssailing.com

C L A S S I F I E D

O’Day 23, 1980 Very nicely restored. New Tasker main, new Awlgripped mast, fresh Interlux bottom. ’93 Yamaha 4hp. New Potti, cooker, rigging, brightwork. GPS, VHF, CD Stereo. Lots of extras. Asking $6000. Call Rich (321) 837-1708 - rbalint@bellsouth.net. Located Melbourne Beach, FL. (3/04)

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Cape Dory 27' 1977 Inboard Yanmar Diesel 8 hp, Roller furling genoa, solar panel for battery charge, depth meter, bilge pump, full keel - great stability, 4' draft, Carl Alberg classic design. Great condition! Madeira Beach, FL. Call for appt. (727) 398-079627' (3/04) Catalina Sailboat ’84 Diesel Wheel, bimini, enclosure, autopilot, radar, pressure water, propane stove, wind generator, refrig, dinghy, davits, fantastic upgrades, just back from 4 mo. in Bahamas. specs pictures at www.geocities.com/catalina_5477, WPB FL (561) 547-0500, eve (561) 281-2689, $15,800 OBO (1/04)

Catalina 22 10hp, autohelm, gps, ladder, ff, compass, kt meter,vhf, am/fm, potty, bilge pump, solar, boom kicker, vang, trailer, new main, bimini, covers, hull paint, companionway, $4500 (850) 678-4478 (2/04)

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)

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 (1/04)

1981 Hunter 22' w/1997 Honda 8hp OB, cabin sleeps 4, porta-potty, 3 sails, boat is in great condition and ready to sail! $4500 negotiable. Panama City, FL (850) 769-0427 (2/04)

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. (727) 585-6681 (1/04) 23' Tempest O’day Excellent Condition, four sails, 9.9 Johnson Sailmaster Outboard, Head, GPS, VHF, Depth Finder, Trailer, Too many extras to list. $4,000. Located Long Beach, MS (1/04) 23' Hunter sloop w/15hp electric-start Evinrude and trailer. Draft board. Interior needs a little work. Illness forces sale. Sacrifice $3000 (352) 563-0022 (2/04) 23' Ranger, Gary Mull ultralight, centerboard flyer, with full battens in as-new mainsail. 4-wheel galv. trailer. $4,000. Will take day-sailer as down-payment. (941) 330-0685 (2/04)

28’ Ranger, immaculate, freshwater maintained racer/cruiser with $16,000 in recent inmprovements, 12 sails, new YANMAR. Call (770) 619-4002 or captain_ron@comcast.net (1/04)

1973 Catalina 27, tall mast, extra heavy duty rigging, internal halyards, 5 winches,2 opening ports, sleeps 6, good cushions, main, jib, and spinnaker, head has holding tank, atomic 4 removed and set up for outboard, clean bottom and boat, sell for best cash offer (361) 442-9351 grove777@aol.com (2/04)

27' Hunter, Yanmar diesel runs well, shore power, aircond, bow & stern pulpits, dbl lifelines, $5,900 Miss. Coast (228) 806-9316 Gaspergou30@aol.com (1/04)

28' Coronado 1975, Sailmaster 9.9 motor, great shape, new bottom, sail cover and bimini, large interior, separate head, sleeps 6. ready to sail. Asking $10,000. Apollo Beach (813) 649-1811 (2/04)

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 (1/04) 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) LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

C L A S S I F I E D

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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)

Farr 30 Updated & Harkenized. New Paint, Graphs, Rigging, Sails, Bottom. Includes Trailer. Pictures: www.rushteam.com. $17,000. (615) 371-4700 (2/04)

Prout 31' Catamaran Semi-project. Needs painting. Most of sanding done. Honda 15, GPS, radar, solar, roller furling, dinghy, new Mercury 5, lotsa new stuff. $28,500 Marathon sandpiper@pocketmail.com (3/04)

1984 Cal 35-MarkII (5' draft) 32 hp Diesel, Fully cruise and liveaboard equipped with A/C/heat, microwave, stall shower, etc. Numerous recent upgrades and parts replaced. e.g.Genoa vasmith1@yahoo.com or (941) 505-1558. NO BROKERS PLEASE. (2/04)

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)

32' Pearson Vanguard Classic in great shape and very well equipped: Yanmar, Harken Furling, New sails, equipped to cruise see www.dneve.com/ sultana or call (305) 772-7218, $24,000 (1/04)

36’ Bruce Roberts Steel Hull Welded to roadready trailer. An economical beginning for a serious bluewater cruiser. This hull is fair and professionally welded. $5000. (904) 476-3353. (1/04)

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 Freshwater since new. Lite use. Many upgrades in 2002. Located near Atlanta, GA. $27,500 Call (770) 540-9796 (1/04)

2000 Catalina 320 Excellant condition,davits, new RIB, Cruiseair AC, full description and pics at boattraderonline.com $84,500 call Garry (912) 355-5818 or gwhit@bellsouth.net (1/04)

36' Catalina, 1988, wing keel, new dodger, canvas, cushions inside and out, Gunert Refrig. Elec. Windlass, davits, Garmin Chartplotter, LPG Stove, cus-

1998 PDQ 32' Catamaran. Set up for cruising. Excellent condition. RIB with OB. asym spin. Lying Biloxi, MS. $129,500 call (228) 326-9425. (2/04)

Pearson 33 1986 hull #16 Draft 3’10' w/cb, perfect for racing or cruising the shallow waters of Bahamas & Florida. a/c, davits, refrigerator, many extras; documented, asking $41,000. sailboat86@att.net; (239) 549 2849 (2/04) 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 (1/04) 58

January 2004

Southwinds

www.southwindssailing.com

C L A S S I F I E D dwyermast.com • Masts • Booms • Hardware • Rigging

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38' 1999 Catalina 380, full electronics, central a/c, autopilot, dinghy and outboard, many extras, excellent condition, located in Ft. Lauderdale, $138,000, (954) 475-8460 or e-mail at jrg5919@aol.com (2/04)

DWYER Aluminum Mast Co. 203-484-0419 tom A/C, custom bowsprit, excellent condition, $69,000. (941) 330-1222 (2/04)

99 Catalina 380 In mast furling. Up to date electronics. New dinghy with motor. Currently cuising Florida. $135,000. Details see http//:soulstice4sale.gmnusa.com.E-mail gerbrig@pocketmail.com (3/04) 2000 Catalina 380 Tall rig Almost new,118 engine hours. Raytheon “Pathfinder” integrated GPS/Radar, ST60 wind, speed, depth. Ardic forced air heat. Heart interface inverter/charger. Zodiac 6 person canister coastal life raft. Many more custom extras. Ready for your cruising dreams! Call for detailed list. Seattle (206) 780-3475. $162,000. (3/04)

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)

Beneteau 38 1990 model new genoa, Icom SSB, compass, inverter & more. Laying Tortola, BVI. $62,000. sloopm38@hotmail.com or (305) 3104653 (1/04)

Ericson 39 1978 rebuilt 2002, surveyed. All new 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)

BUSINESS/INVESTMENT OPPORTUNITIES Construction/Real Estate investment Highly-experienced, honest, licensed, responsible and reliable contractor seeks investor/partner in new construction/remodeling in West Florida. Contractor is experienced in custom homes of all sizes. Only interested in doing interesting and enjoyable projects. (941) 795-8711

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

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. E-mail camsimmons@pdq.net, call (281)218-0026.(1/04) 41' Downeaster Pilot House. 1980 one owner. AC New sail, Main, Liveaboard , propane stove, elect. Refrig. 67 hp Ford Leiman Engine. 200 gal. Watertank, GPS, Single SB, 2 cabins. $59,000. Mr. Hall (813) 645-6985 (2/04)

Sailtime.com is looking for base operators on the Florida coast. This may suit existing marine business owners who wish to add an additional income stream. Sailtime is a unique business model that requires minimal capital and no staff. Tel. (813) 8170104 or jtwomey@sailtime.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

ELECTRONICS

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 (3/04)

BOOKS & CHARTS 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 LOCAL NEWS FOR SOUTHERN SAILORS

SeaTech Systems – Computerized navigation & communication. Call for free Cruiser’s Guide to the Digital Nav Station and CAPN demo disk. (800) 444-2581 or (281) 334-1174, navcom@sea-tech.com, www.sea-tech.com 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 Southwinds

January 2004

C L A S S I F I E D LOOKING FOR ANOTHER BOAT TO CRUISE WITH

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CD-Rom, mounts, data card, etc. Great for boat and/or car! $600 obo. (386) 426-5978 (1/04)

LOOKING FOR ANOTHER BOAT TO CRUISE WITH Sailing my 30' Sailboat from Florida to Belize on or about March 1st. I am looking for another boat or two to make the trip with me. Interested? Call Antonio (941) 624-2530 or e-mail: eltesoro1@aol.com

MISCELLANEOUS BOAT GEAR NEW & USED

New-unused hookah dive system Surface-supplied dive rig with 120-volt compressor, 50-foot hose and regulator. Operate off small inverter or generator. Paid $900, will sell for $500. (305) 849-1127 (1/04) Harken gennaker furler#1900 Light use - $325 plus shipping. Navionics Chesapeake plotter chip $100 Punta Gorda FL 941-505-5053; Teak boards, anchors - Fortress FX23, Danforths, Deltas, Bruce, DQR, Aqua Finn Sailboat, Mirage sailboard, Dyer Sailing Dinghy, Navico PT 100 (new) Tiller Pilot, Autohelm 4000 wheel Pilot, Walker Bay Dinghy. Nautical Trader (941) 488-0766. www.nauticaltrader.net/ (1/04)

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 Dahon Stainless Steel 3-sp Folding Bikes Great condition $450 pair, Pur-35 manual watermaker never used new $550, Used Magma propane grill $60, e-mail Jim @lagartaboat@yahoo.com (1/04) 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) Spinnaker Pole 15’x4" with 2 piston ends. Very good. $350 OBO (772) 878-4721 (1/04)

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 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

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

LODGING FOR SAILORS 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

SAILS & CANVAS

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 Feathering Propeller, 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. ($2939 new) (941) 505-9772 (1/04) GPS New Garmin Street Pilot III (deluxe). Portable GPS w/ auto routing and voice. Includes 60

January 2004

Southwinds

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 Dial international code (011)

(852) 2789 1938 (852) 2789 3155 (FAX) E-mail: uoil@hkstar.com

INDEX OF ADVERTISERS AIR DUCK 19 AQUA GRAPHICS 59 ATLANTIC SAILS 50 BANKS SAILS 60 BENETEAU SAILBOATS BC BETA MARINE 39 BLUEWATER INSURANCE 11 BLUEWATER SAILING SUPPLY 34 BOATERS EXCHANGE 18 BOATUS 47 BOB AND ANNIE’S BOATYARD 9 BO’SUN SUPPLIES 39 BUBBA BOOK 12 CAPE FEAR YACHTS 17 CARSON/BENETEAU BC CHARLESTON RACE WEEK 16 CROW’S NEST RESTAURANT & MARINA 19 CRUISING DIRECT SAILS 24 DAVIS MARITIME SURVEYING 38 DEFENDER INDUSTRIES 57 DOCKSIDE RADIO 19 DON’S SALVAGE 44 DWYER MAST 59 EASTERN/BENETEAU BC FINISH LINE MULTIHULLS 8 FIRST PATRIOT INSURANCE 37 FLEETSIDE MARINE SERVICE 56 FLYING SCOT SAILBOATS 58 FT. PIERCE YACHT CLUB 57 GARHAUER HARDWARE 41 GLACIER BAY REFRIGERATION 31 GREAT OUTDOORS PUBLISHING 35 GUNKHOLER’S CRUISING GUIDE 35 HALIFAX RIVER YC/GULFSTREAMER RACE 18 HONG KONG SAILMAKERS 22 HOTWIRE/FANS AND OTHER PRODUCTS 58 HUNTER SAILBOATS 15 ISLAND MARINE PRODUCTS 31 JOHANSSEN BOAT WORKS 59 JR OVERSEAS/MOISTURE METER 22,28 MASSEY YACHT SALES 7,20,23,25,33,IBC MASTHEAD ENTERPRISES 27,60 MURRAY YACHT SALES/BENETEAU BC NATIONAL SAIL SUPPLY 51 NAUTICAL TRADER 30 NORTH SAILS 22 PASADENA MARINA 40 PERFORMANCE SAIL & SPORT 21 REGATA DEL SOL AL SOL 43 REMAX REAL ESTATE/ANGIE JONES 10 RPARTS REFRIGERATION 10 SAILAMERICA/STRICTLY SAIL MIAMI 3 SAIL EXCHANGE/USED SAILS 21 SAILBOAT ROW/SALT CREEK MARINE DISTRICT 46 SAILOR’S SOAP 21,34,53 SAILTIME 58 SARASOTA YOUTH SAILING PROGRAM 55 SCHURR SAILS 45 SCURVY DOG MARINE 35 SEA SCHOOL 44 SEA TECH 38 SNUG HARBOR BOATS 20 ST. BARTS/BENETEAU BC SUNCOAST INFLATABLES 27 SURRETTE (ROLLS) BATTERIES 10 TACKLE SHACK 9 TAMPA SAILING SQUADRON 55 UK SAILS 36 ULLMAN SAILS 52 WEATHERMARK SAILING 10 WEST MARINE 29,IFC WINDCRAFT CATAMARANS 8

www.southwindssailing.com

FIBERGLASS Continued from page 28 market. As long as the boat owner is familiar with the basic foundation of materials, a fiberglass boat can be maintained and repaired with confidence. The specific brand names listed above are not product endorsements but were the most available to me at the time. There are a wide variety of quality brands and materials on the scene, and boat owners will develop their own brand loyalties. Suspended in the slings, Angel was slowly released into her element. She had endured over two months of intense full-time labor on my part. Sometimes love makes a person do crazy things, but the results were worth it. The buoyant Bayfield seemed to instantly revive, and I had to gently hold her bowsprit as she was determined to flee from her captor. The newly released patient was allowed to rest alongside the wall while I assured that there were no complications. From an engine replacement to redone rigging, Angel’s extensive restoration gave her a new lease on life. Cautious at first, we slowly motored out of the winding channel. Soon, like a thoroughbred released from the confines of a stall, Angel was energetically bounding over the open Atlantic. Work done, it was time to play. We were free. Along with speaking to boatyard owners, workers and fellow cruisers in the yard and hands-on experience, several books were researched to assure accurate and complete information for this article. Book Resources: Buchanan, George. The Boat Repair Manual, Arco Publishing Inc., NY., 1985. Ettlinger, Steve. The Complete Illustrated Guide to Everything Sold in Marine Supply Stores, William Morrow and Company, Inc., NY., 1995. Modern Boat Maintenance. Sheridan House, Adlard Coles, Nautical, 1989. Spurr, Daniel. Spurr’s Boatbook: Upgrading the Cruising Sailboat, McGraw-Hill/International Marine, 1993. Vigor, John. Boatowner’s Handbook: Reference Data for Maintenance, Repair, Navigation and Seamanship, International Marine/ McGraw-Hill, 2000.

driven it to a beach, spent some time on the beach, and then discovered that the tide had gone out leaving the powerboat aground so hard he could not move it. BASRA naturally asked his location so they could inform the owners of the boat that it was beached. Unfortunately, the caller had no idea where he was and could not tell the BASRA operator how to find him. BASRA patiently asked the caller what he could see from his position. After several minutes of questioning and some help from other vessels on the radio, BASRA figured out which island and which beach the vessel was stranded on. Rather than scramble Uncle Ben or Lady Pearl, BASRA typically radios for local help in a case such as this one. In this instance, the owners who had rented the boat out went out to retrieve it. Undoubtedly, many of the 500 cases that BASRA handles each year are of this type rather than life-threatening capsizes or sinkings. Hopefully, we have started your thinking about how valuable a volunteer organization like BASRA is when you need them. You can rest assured that someone in the Bahamas is listening to the radio and will do his or her best to help you if you need assistance. If you feel that you should contribute to Search or become a member of BASRA, here is the contact information: Search 901 S.E. 17th Street, #205 Ft. Lauderdale, FL 33316-2955 Tel (954) 524-4616 http://caribbeansearchandrescue.freeservers.com/ BASRA P.O. Box SS 6247 Nassau, Bahamas Tel (242)-325-8864 Nassau www.basra.org or www.basragrandbahama.org

CORRRECTION FROM PART I In the part I, we misprinted a word about curing epoxy resin. Under the section on fiberglass resins, the corrected spell should be “amine” acids and not, “amino” acids, as we printed. The corrected sentence should read: Cured epoxy resin often leaves a greasy blush (amine acids), which must be cleaned with mild soap and warm water.

BAHAMAS Continued from page 42 Our final anecdote about BASRA is on the lighter side. We were anchored in Nassau harbor in April when we heard a vessel calling BASRA on VHF channel 16. BASRA immediately responded and asked the caller to switch to a working channel. We switched and heard the BASRA radio operator trying to reach the caller. There was no response so BASRA switched back to 16. This time, the vessel in distress came back on the air, and the captain announced that he did not know how to change channels on the radio. The rest of the conversation took place on channel 16. The caller stated that he had rented a powerboat, LOCAL NEWS FOR SOUTHERN SAILORS

Southwinds

January 2004

VIEW FROM THE OTHER SIDE OF THE BOAT

Hitting Rock Bottom By Mary Reid

hey always say the first step toward recovery is admission. We made our own painful admission in one of those all too common, smoke-filled rooms where lost souls gather for comfort and that shaky support that helps people like us to keep going in the face of momentous adversity. We sat uneasily in a darkened corner of the room, interlopers amid the familiar crowd. Finally, someone spied our shrinking forms in the gloom and started toward us. As he neared and glimpsed our ravished faces, his eyes widened in sympathy. “What the hell happened to you?” he roared. The room quieted and all eyes riveted to us. Next to me, the captain cleared his throat and muttered, almost inaudibly, “We, uh, hit a reef.” A murmur rushed through the room. Arms were thrown about our shoulders. Beers were thrust into our clammy hands, and we were welcomed into the fold. The meeting place was a funky little bar called “Coconuts” in St. Thomas, and the injurious reef will remain anonymous since we don’t know the statute of limitations after hitting a reef. With the captain sprouting two fresh black eyes and me, the first mate, sporting a sutured hole in my bottom lip (before the stitch job, the captain observed that I was the only woman he knew that could close her mouth, pinch her nose, and still breathe) we spent the evening being regaled by stories and stories of boat mishaps. Each story grew in grandiose stupidity. That was our first bare-boat charter. You people who consider putting your boat in charter, remember this. I wish I could say we’ve never run aground again, but we continue our active membership in the “Bottom Dwellers Anonymous Club.” Luckily, since the reef incident our groundings have been on friendlier bottoms in our own boat, and none have required trips to the boatyard or emergency room. We even have our favorites! Let’s see..... There was the time we were headed out of the Chesapeake City anchorage. Concerned about the current pushing us starboard, we fought to stay in the middle of the channel when you could say we found “higher ground.” After several attempts to get off this mass of earth smack dab in the middle of the channel, we decided to kick back and have a couple of cold ones and wait for the tide to rise. Hey, why didn’t we think of that before we pulled up anchor? Since we were the morning’s source of entertainment for fellow boaters and the patrons of the restaurant off our stern, we decided to partake in some of our own side-poking. We especially enjoyed the smaller powerboats that would buzz by us in the channel, slow down and quizzically circle the boat and then question the obvious. “Are you guys aground?” “Nah,” we replied, “We just got tired and thought we’d stop and have a beer.” That was about 10:00 a.m., and three hours later the tide finally lifted us off and on our way. And then there was the time coming out of Annapolis. It was a gorgeous late September day when we left our dink tied to the mooring and headed out with two non-sailing 62

January 2004

Southwinds

guests for an afternoon of sun and sail. Shanna and Danny from our landlocked hometown back in Kansas had come out to visit us and see what a bay looked like. The captain was at the helm (although the captain disputes this, claiming our friend Shanna was at the helm, but that’s not the way the rest of us remember it). I was assisting Danny in raising the main and putting out the headsail. The wind was light. The bow dipped then rose to crest the foam and then..... “Oh, sh—!” was heard from the cockpit (this indisputably from the captain) as the boat came to a graceful stop. Once again our fellow boaters displayed an uncanny grasp of the obvious. Most astute was the captain of the water taxi, who helpfully told us, “If you all get on the other side of that big white marker (obnoxiously noticeable off our port bow), you’ll be fine.” Apparently he was not observant enough to notice we were not moving. Tow-BoatUS to the rescue. Thank God we had the insurance! Our latest mishap happened right south of the Carolina Beach bridge. We were following a boat that we had noticed bumping bottom several times in the course of the morning trip down the ICW. Yep; that’s right we were knowingly following this boat. Now there could be several explanations for this: (A) We thought they might dredge a channel for us, (B) the Pied Piper Syndrome, where we are inexplicably drawn to one of “us,” and imminent peril, or (C) sheer stupidity. Luckily, we had sort of planned on another “occurrence” and had arranged for alternate means of rescue. Obviously we’d had this kind of trouble before. This time we had our own personal towboat following a few miles behind us. Towboat Next, a 40-foot Sea Ray and her crew John and Justine, had befriended us months before in Block Island and had served on and off as our “scout” and rescue boat since. We highly recommend this arrangement. Once again, we provided entertainment for the passing rubberneckers. In closing, I’d like to offer a bit of advice. Next time you’re chuckling at another boater’s misfortune, remember, “There but for the grace of God, goes you.” And for all of you thinking it was sheer stupidity that landed us in the last predicament, believe me there were plenty of “followers” that we had to frantically direct to the real channel instead of the one we had just made. I won’t mention their names since anonymity is a right of the members of this non-exclusive club. Our numbers are great and growing all the time. Just remember, we’re your neighbors at the dock. We’re the couple you met in the laundromat. We’re the boat you’re following right now.....Oh, sh—!!! Mary and Jeff Reid are currently on Agur’s Wish, their 40-foot Tashiba in St. Augustine, FL, and plan on exploring more of Florida’s east coast before heading to the Bahamas for the winter. 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 www.southwindssailing.com