The southeasterly wind was perfect! Under full main and jib, Sampaguita, a Flicka 20, charged toward the starting line for the Cruising Two class, just under hull speed and close-hauled. One hand on the tiller, one on the mainsheet, Olivier luffed the main in the gusts to keep the rail out of the water. I fine-tuned the jib. The sound of the water rushing by would charm any old salt as we sat on the high side, grinning ear to ear.
It was March 26th, 2022 on Port Townsend Bay, and the 31st Annual Port Townsend Shipwrights Regatta was underway. A heavy, full-keeled, liveaboard cruiser like a Flicka 20 isn’t much of a racing sailboat, but the Shipwrights Regatta isn’t much of a race. At least for some. So it’s cool. The regatta is really about community and participation. With four classes of boats: Racing, Thunderbirds, Cruising One, and Cruising Two, there was a place for every sailor and every sailboat.
As Sampaguita rounded the windward mark, we eased out the main and headsail, the wind moving to our starboard aft corner, and she leveled out on a broad reach. Ahead of us, the Thunderbirds were dropping their spinnakers and rounding the leeward mark, wrapping up the first of their two laps. After the reach mark and with a fading wind, somewhere between the French baguette and the coconut cookies, I made the call to drop the jib and hank on the genoa.
Initially scheduled for February 26th, the race’s organizers, the Port Townsend Sailing Association, chose to postpone the race due to forecasts for high winds. It was a good call as the day saw sustained winds over 30 knots and gusts over 50. With all the lead-up hype that occurred, canceling seemed too anti-climactic. Plus, it would deny the generous local sponsors the opportunity to buy the participants beer and pizza. Too much was at stake.
After rounding the leeward mark, having traded places with the Ranger 24, Tiny Dancer, and trying to keep pace with Pneuma, Sampaguita sailed into light air. A wind shift was afoot. With the four classes spread across the course, the wind hole set sails flapping as it moved from west to east. Strategies and headings changed as boats searched for air. When the westerly filled in a few minutes later, several boats converged at the second lap’s windward mark. Tiny Dancer‘s circuitous outside route had paid off, now a boat length ahead of Sampaguita, with Flapdoodle and Apogee close behind.
The Port Townsend Sailing Association’s committee boat, Committee, recently repowered with electric propulsion, was calling the shots for the day. Personed by PTSA board members and volunteers, they raise the flags, sound the horns, and other who-knows-what shenanigans. Pacific Cup-bound Sir Isaac won the Racing class and took line honors too. Next came the Thunderbirds, Port Townsend’s de facto one-design class won by the always competitive, Owl. The Cruising One class, made up of the larger cruising boats with the most entrants by far, saw the dark horse Amelie seize the day.
The west wind picked up as Apogee, Flapdoodle, Tiny Dancer, and Sampaguita battled it out on the backstretch. Though not all in the same class, as the saying goes, ‘If you can’t race the ones you love, race the ones you’re with.’ Or something like that. At the reach mark (which wasn’t anymore because of the wind shift), Flapdoodle and Tiny Dancer tacked over while Apogee and Sampaguita just trimmed in the sheets. It was our turn to take the outside route. When we reached the final leeward mark, we were several boat lengths ahead of Tiny Dancer and neck and neck with Flapdoodle on a downwind leg to the finish. Apogee crossed the line, and Sampaguita beat Flapdoodle by the length of her bowsprit.
The after-party was at the Northwest Maritime Center in downtown Port Townsend. Alcoholic lubrication from the Port Townsend Brewery was ready on arrival, with high stacks of pizza boxes arriving soon after. With 33 boats showing up for the race, it appeared all represented and having fun. Results and perpetual awards were given. Some were flattering, like the Wire Cruising Boat awarded to Amelie as the first cruising boat to finish. And others, just funny, like the Direction Helmet, given to fan favorite and Sampaguita‘s nemesis, Tiny Dancer. All were received with modesty and good nature.
In all honesty, Sampaguita had lost before she even started. Steering clear of the starting line crowds, she was too far off the mark to be competitive. Olivier and I hardly noticed. We were just enjoying the great sailing, being part of the event, and the delicious lunch his wife had prepared for us. If you missed the race this year, the 32nd Annual Port Townsend Shipwrights Regatta will be here before you know it. Start planning now.
Click Here for the Port Townsend Sailing Association website.
I will be attempting a west-to-east transit of the Northwest Passage in the summer of 2022 as crew aboard a French-owned and built Boréal 47 sailboat. This trip begins in Anacortes, ends in Brittany, France, and starts in early May. I previously transited the NW Passage in 2019 from east to west, crewing aboard Breskell, a 50-foot cold-molded sailboat. That trip began in Newfoundland and ended in Port Townsend. So you could say it’s time to unwind.
In 2019, Breskell‘s owner had dreams of transiting the Northwest Passage. They also needed to get the boat from the east coast of North America to their home in Port Townsend, Washington, and the northern route was the shortcut. The NWP was Plan A, the Panama Canal, Plan B. I saw an opportunity of a lifetime and signed on as crew.
In 2022, the Boréal 47’s owner needs to get their boat from Anacortes, Washington, to their home in France. Having met them while I was transiting the NWP aboard Breskell in 2019, they have an affinity for high latitude expeditions. The NWP is Plan A, the Panama Canal, Plan B. I expressed interest in participating, and when other candidates backed out, I stepped in.
Both are large centerboard sailboats, atypical to an American but not for Europeans. I have learned this to be a virtue in northern, shallow, poorly charted waters. Breskell was cold-molded mahogany built by the owner/shipwright in 1985. Inook is an aluminum, modern production boat.
I find it interesting that the Northwest Passage has been Plan A, and the Panama Canal has been Plan B for both boats. I am inclined to take the less popular path, so this suits me. While I have not yet transited the Panama Canal, and its legacy is not lost on me, dread more than excitement comes to mind. I think it’s the high cost and regulation that turn me off.
There is no “event” around this 2022 Northwest Passage attempt, while Breskell did have a “climate change awareness” campaign. In my opinion, that ship has already sailed, pun intended. My observations are that most such promotions are, while sincere, angled to acquire outside sponsorships and financial support. I understand the implications of transiting the Northwest Passage but am uncomfortable disguising personal ambitions with a ’cause’ at this time. Additionally, the boat’s owner doesn’t wish to have the media attention necessary for such a promotion.
Leaving Washington State in May, it is a long way to get to the Bering Strait, the western gate to the Northwest Passage. There is essentially the month of August to transit the Canadian Archipelago if the ice clears at all. With success, this puts our arrival in Europe sometime in September.
There are no guarantees of success or even survival, as usual. There are also personal, weather, geopolitical, and pandemic uncertainties that could impose themselves to change or halt the expedition. However, the boat is proven, and the owner and I already have one transit under our belt, so the planning moves forward.
Having transited in 2019, I already have much of the gear necessary and knowledge of a few things I wished I had. April will see continued preparation, wrapping up my work, and tidying up Sampaguita. The owner arrives on April 30, and we will prep the boat for launch on May 6, with a need to be in Port Hardy, British Columbia, by May 16.
I will post updates as our departure approaches with ways to follow Sailing With Josh through the Northwest Passage.
When faced with the dilemma of how to install a lee cloth on a small boat, The Resourceful Sailor decided a lee net was more suitable. It was more versatile, less costly, and more adaptable to Sampaguita‘s anchoring options. This is the subject of the latest installment published by Latitude 38 and ‘Lectronic Latitude on March 21, 2022. I can’t thank Monica and the crew enough for their support.
Sometimes with boats, you have to think outside of the box. The tool box, that is. The latest installment of The Resourceful Sailor does just that in an effort to remove the external chainplates from Sampaguita. The full article was published on February 18, 2022 on ‘Lectronic Latitude, the online version of Latitude 38. A special thanks to Monica and the crew for keeping the column alive.
Click below for the full article.
What do you do when your aging sailboat hardware needs rebuilding or replacing? The Resourceful Sailor takes a look at some of the possibilities using the Schaefer round bar traveler as an example in, A Traveler’s Story. A special thanks to Latitude 38 and ‘Lectronic Latitude for publishing it on January 24, 2022. It takes a look at rebuilding an oldie, but goodie found on Pacific Seacraft Flicka 20s. Thank you for taking the time to check it out and thank you to Monica and crew down in the SF Bay area for their support.
For the full article, follow the link below to ‘Lectronic Latitude.
https://www.latitude38.com/lectronic/the-resourceful-sailor-a-travelers-story/
And there is also a video:
Looking for a little more light in the cabin? How about a better view from down below? There’s a new Resourceful Sailor installment, Transparent Drop Boards, which highlights how I made acrylic drop boards for Sampaguita, a 1985 Pacific Seacraft Flicka 20. The full article was published in Latitude 38‘s online magazine, ‘Lectronic Latitude, on January 5, 2022. Thank you for checking it out, and special thanks to Monica and the crew, and Happy New Year to all.
For the full article, follow the link below to ‘Lectronic Latitude:
https://www.latitude38.com/lectronic/2022/01/05/#resourceful-sailor-building-transparent-drop-boards
A new Resourceful Sailor Series installment is here! After a rig refit, the mast of Sampaguita, a Pacific Seacraft Flicka 20, needed to go back up. Could it be done at the dock? Could it be done single-handed? You betcha. Latitude 38‘s online magazine, ‘Lectronic Latitude, has published “Raising the Mast of a Small Sailboat with the Resourceful Sailor – The Solo Version” on December 17, 2021. This article and video go hand in hand with this past June’s “Lowering the Mast of a Small Sailboat.”
It explores the prep involved in raising a small sailboat’s mast using simple machines and physics. It compares some of the differences and similarities between raising and lowering a mast and includes a first-person video of the action.
A special thank you to Monica and the crew at ‘Lectronic Latitude for their support and patience.
For the full article, follow the link below to ‘Lectronic Latitude:
https://www.latitude38.com/lectronic/2021/12/17/#raising-the-mast-small-boat-resourceful-sailor
For the video:
A version of this article was first published on the July/Aug 2019 issue of Small Craft Advisor Magazine.
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“How do you run a stern-tie setup when you have limited working and storage space on board?” This is one of the questions I asked myself in fitting out my Flicka 20, Sampaguita, for Pacific Northwest expeditions. First, I’ll address what a stern-tie is, why you might need one, and the equipment involved. Second, I’ll review the specific issues I faced as a small boat owner and how I personally solved those challenges. Third, I’ll discuss how this solution and its variables works for Sampaguita in real-world practice.
A stern-tie is a line leading from the stern of a boat to an object on shore. This could be a tree, a rock, or piling. In Washington State Parks and British Columbia Provincial Parks, you will often find rings, chains or posts installed for this purpose. When used in conjunction with a bow anchor, the line holds a boat in a particular place or aids in the security of the bow anchor.
In the Pacific Northwest, there are many beautiful coves and inlets to attract you to anchor for the night. Sometimes you need a place to wait for the weather or a tidal rapid to settle. You might have run out of navigable light, or are too exhausted to sail on. Once in the anchorage, the seabed may have a steep sloping bottom or be of poor holding ground for the anchor. Sometimes there is limited room because of rocks or other boats in your swing circle and in some anchorages, it is just considered polite to reduce your swinging radius to leave room for later arrivals. So, you see, a stern-tie setup can be necessary for safety, security, and etiquette.
I will limit the equipment focus to only the stern-tie setup including the line, a reel, and chafe protection. The materials used and the working and storage space will be considered. Not included are the bow anchor and the tender. While both are necessary for stern tying, they will serve you in other situations and are considered prerequisite acquisitions. Each presents problem-solving challenges which could be articles of their own.
In the search for my own stern-tie solution, my first step was to purchase 300 feet of 3/8”, 3-strand, yellow, polypropylene rope. This would give me an adequate length to lead to shore and then back to the boat. An advantage of going in a full circle like this is that polypropylene line hitches on the cleat better than it ties into knots. However, the biggest reason is when departing there is no need to leave the boat to untie the line. Just release the line from the cleat and reel it in.
I chose 3/8” diameter line because this size would provide adequate strength for my anticipated loads and 3-strand because of its lower cost. The choice of yellow, and polypropylene, was due to safety. The yellow would provide high visibility so other boaters would see it. Polypropylene, because it floats, aids visibility and offers the best property to avoid accidentally wrapping the line around my outboard’s propeller.
The crux to the working and storage space consideration is the reel. On my Flicka, the rudder is transom hung and occupies the mid-section of the transom. The outboard engine is mounted to port of the rudder. To starboard, hung on the stern rail, is the propane tank. The stern light is also located here. On a Flicka, the mainsheet traveler is the stern rail, and Sampaguita has dual backstays. Furthermore, I stow my fenders on the starboard rail and my stern anchor and reserve fuel on the port side. With all this other necessary gear, there is not much room for a permanent, traditional style line reel.
At first, I tried to do without a reel, coiling up the line and storing it in the cockpit locker. This addressed the working and storage space issue, but 300 feet of 3-strand polypropylene can be unruly and tangle easily. This caused problems with deployment and retrieval and took too much time. Research uncovered options like garden hose reels (too bulky) and beautifully crafted stainless steel reels (too expensive AND too bulky). Neither offered the simple, economical and flexible solution that suited my single-handing style and my small boat.
Then, I had an idea. I went to the marine store and inquired if they had any empty rope spools. They had many; I was offered a choice and opted for a weather resistant plastic one. I searched my stash of nuts, bolts, and washers, finding a combination to build a handle to wind in the line. I drilled a 3/8” hole through the outer edge of what would be the top side of my reel. I fed a 3/8” X 6” fully threaded bolt up through the hole, added large fender washers to both sides and finally a nut to tighten it down. What I had on hand was mild steel, and after 4 years it is showing some rust. If you want greater style, cost and corrosion resistance, go for all stainless steel. As a final touch, I sleeved the bolt with a piece of 3/8” I.D. plastic hose to protect my hands from the threads.
Next, I found a piece of lumber from my marina’s refuse pile that could be a post for the spool to spin on. I whittled down one end to fit tightly into Sampaguita’s sheet winch ratchet socket. I cut the piece to a length that, once installed in the ratchet socket and the spool added, it would extend only an inch or so above the reel. I made two, in case one broke. Finally, I tied one end of the line to the spool and wound up its entire length.
Chafe protection was added to the working end of the stern line. This was a spiral cut segment of old water hose, followed by a small float and a stopper knot. The line needs protection from chafe regardless of what its tied to. If a tree is used and unprotected, the line will cut through the bark. This is a great reason to use chains, rings, and posts if they are available. As the line is reeled in, the chafe guard remains in place while the rope runs through it. The small float then “gathers” the guard at the end, bringing everything back to the boat.
When the stern-tie set up is not in use, it is stored under the v-berth. This location is the best out-of-the-way space on my Flicka roomy enough to accommodate the spool. Additionally, it keeps the polypropylene line, which is highly susceptible to UV degradation, hidden from the sun.
Is this a simple, inexpensive and flexible solution that works? I found it to be. It does require forethought when approaching an anchorage and a stern-tie is anticipated. With storage areas on my small boat, I need to move something to get to something. Collecting the setup from the v-berth is no exception. If the kayak is not in tow, that will need to be inflated. As I choose an anchor spot, I also survey the shore for an appropriate object for a stern-tie. Once the bow anchor is set, the post goes on the winch, the spool is added, and I paddle the line ashore and back. I hitch the line where it leaves and returns to the boat, and the reel is not under load.
When departing, the line is released and wound in. The location is easy to access, and the post doesn’t inhibit rotation. After it is reeled in, I move on to weighing the bow anchor. Once underway, I return the stern-tie set up to storage. When I have access to a freshwater hose, I rinse the line and reel to remove any salt and grime. A good rain will work for this too.
I have tried some variations of implementation. One, inflating the kayak in route to the anchorage. This was awkward on Sampaguita’s small deck, but possible in mild weather. For another, I temporarily dropped a stern anchor over the side after the bow anchor was set. This kept the boat in position while I inflated the kayak. A stern anchor can also be useful when taking the line ashore to keep the boat from swinging to the wind and current. Speaking of these, consider them as well as potential future shifts. Strong cross winds can apply heavy loads on lines and hardware, much more than would occur if swinging to just a bow anchor. Likewise for currents, which in tidal areas may reverse or swirl. While winding in my line, I have gotten the float caught in the rocks. This necessitated kayaking ashore to unhook it, defeating the point of the full circle. It is also nearly impossible to reset the bow anchor once stern tied. Releasing the line and starting over is likely the best option. You may note, these variables can happen regardless of the answer for the stern-tie setup.
Each sailor, for each boat, will have their own variation on the stern-tie setup that best accommodates them. A smaller boat may present more challenges concerning working and storage space and require creative and unorthodox solutions. I offered a solution that has worked for me and my Flicka. If it works for another boat, in part or in whole, or inspires a different creative solution, I will be satisfied. For people who want to have big adventures on small boats and budgets, The Resourceful Sailor hopes to give ideas on how to make this happen. Remember, keep your solutions prudent, safe and have a blast.
More Video! Check out the new Resourceful Sailor Series piece, “Lowering The Mast Of A Small Boat,” published by Latitude 38’s online magazine, ‘Lectronic Latitude. In this one I highlight an advantage to going small by lowering the deck-stepped mast of Sampaguita, a Pacific Seacraft Flicka 20 at the dock. No cranes, no fees, and if you are really ambitious you can do it single-handed. It does take some set-up, research, and a grasp of physics.
A special thank you to Monica and the crew at ‘Lectronic Latitude for their support and patience.
For the full article, follow the link below to ‘Lectronic Latitude:
Photo: Eric Maffre
Breskell stopped in Tuk for provisions and repairs and left with a story of human connection. Tales From The Northwest Passage – Tuktoyakyuk – What’s In A Fish? has been published in the June issue of 48 North Magazine. It’s an honor to be published alongside Andy Cross and Karl Krueger, two inspiring local adventurer’s.
A special thank you to editor Joe Cline for his support, Eric Maffre for his photos, Olivier Huin for his ship, and Scott Wilson for his mentorshuip..
You can get a subscription to 48 North Magazine or pick up a free copy at your local chandlery or marina.
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Sailing With Josh 