Southwinds Sailing July 2003



Southwinds Sailing July 2003
July 2003
For Sailors — Free…It’s Priceless
By Groupe ZODIAC
SAVE 10%
Compact RIB-310
• Rigid polyester hull for high
performance with minimal maintenance
• Length: 10'2"; beam: 4'11"; max hp: 10;
capacity: 881lb.; weight: 88lb.
Model 2635241 1899.99
RIB-310 w/9.9hp, 4-Stroke–Model 1180173 Reg. $3859.98
SALE $3473.98 PKG. SAVINGS $386
RIB-310 w/9.9hp, 2-Stroke–Model 1180223 Reg. $3849.98
SALE $3464.98 PKG. SAVINGS $385
SAVE $10
Cruiser Vest
• Roll up and stow on your boat deck, then easily inflate for fun excursions
• Unique directional strakes enable kayak to track well on almost all types of water
• Length 13'8", width 2'8", weight: 650lb.
• Deep neckline and lightweight
Crosstech® flotation foam offer greater
freedom of movement
• USCG approved Type III; designed for
recreational boating
• Adjustable 1" belts for snug, custom fit
Model 2643161
Ref. Model 2673747 Reg. 29.99
Two-Person High Performance Sevytex Kayak
SAVE $20
SAVE $20
SAVE $20
10" Random Orbital
Buffer Kit
Stainless-Steel Tool Kit
Bosun’s Chair
• Random orbital action prevents
streaks and swirls
• Buffs, waxes and polishes
• Plugs into any standard 110V AC outlet
• Includes two polishing pads and
carrying case
• A quality set of tools for taking on a
multitude of onboard jobs
• Includes wrenches, pliers, screwdrivers,
brushes and mini-shears
• Molded plastic carrying case with a
water gasket seal
• Mesh fabric stays cool
and dries quickly
• Deep, clear pockets keep
tools and other gear
accessible and visible
• Large, stainless-steel D-rings
Model 3737012 Reg. 69.99
Model 1828946 Reg. 69.99
Model 504969 Reg. 149.99
SAVE 10%
Windex 15 Wind Indicator
Sailkote Dry Lubricant
• High-performance,
multi-purpose lubricant
• Outperforms silicone, wax,
Teflon® and petroleum lubricants
4oz. Spray–Model 500697 Reg. 9.99 SALE 8.99
12oz. Spray–Model 318230 Reg. 16.99 SALE 15.29
Quart–Model 367104 Reg. 33.99 SALE 30.59
Model 135210 Reg. 47.99
• Super-sensitive to slight changes
in air flow at the masthead
• Features sapphire jewel suspension bearings,
large fin/low inertia vanes and fully adjustable
tacking-tab systems for quick reference
• 15" vane and reflectors for high visibility day
and night
Sticky Bags
• Convenient storage keeps cockpit clutter-free
• Attaches to any clean, flat vertical surface
• with three, super-strong suction cups
12"H x 12"W–Model 232440 17.99
18"H x 12"W–Model 232580 19.99
July 2003
Selection varies by store.
SINCE 1977
Save over $10,000
2003 Jeanneau SO 37 – New
in the water and ready to sail away.
Loaded with factory and dealer
options, hard dodger/bimini combo,
electronics, autopilot and much more.
Regular Sailaway Price $155,047.
Call Massey and save over $10,000.
1995 44’ Beneteau
Oceanis 440 –
"Innocent Dream" is 2-stateroom
yacht, lightly used and never
chartered. Equipment list includes
Genset, Air, Radar, Plotter,
Autopilot, etc. $194,500.
Save over $25,000
New 2002 Catalina 42 MKII – hull #793 – Wing keel-2 stateroom
model with centerline owners berth and heads in suite. Loaded with factory installed
electronics, factory hard dodger, custom bimini and muchmore. Regular Sailaway Price
$226,559. Call Massey and save over $25,000.
1995 Hunter 430 –
The perfect liveaboard or
cruising yacht at a bargin
price. This boat is ready to
sailaway and will not last
long. Only $115,000.
1997 Caliber 47 –
Superb bluewater cruiser with
AC/Gen/SSB/Dink/Radar and
much more. Ready to cast off
for the Islands or around the
world. Asking only $275,000.
60 Rivolta ‘83 . . . . . . . . . $479,000
54DS Jeanneau ‘04 . Call for TurboQuote
52 Jeanneau ‘04 . . Call for TurboQuote
49 Jeanneau ‘04 . . Call for TurboQuote
48 Tayana ‘00 . . . . . . . . . $449,000
48 Soverel ‘75 . . . . . . . . . . $75,000
470 Catalina ‘04 . . Call for TurboQuote
47 CaliberLRC ‘04. . Call for TurboQuote
47 Caliber ‘97 . . . . . . . . . $295,000
470 Catalina ‘00 . . . . . . . . $345,000
47 CaliberLRC ‘97 . . . . . . . $295,000
46 Beneteau ‘01 . . . . . . . . $279,500
46 Beneteau ‘97 . . . . . . . . $199,000
46 Bavaria ‘99 . . . . . . . . . $199,000
45.2 Jeanneau ‘04 . Call for TurboQuote
45 Morgan ‘95 . . . . . . . . . $249,000
44 Dean Catamaran ‘99 . . . . $285,000
44 Beneteau ‘95 . . . . . . . . $185,000
43DS Jeanneau ‘04. . Call for TurboQuote
43 Jeanneau ‘02 . . Call for TurboQuote
43 Hunter ‘95 . . . . . . . . . $115,000
42s7 Beneteau ‘96 . . . . . . . $179,000
42 Catalina ‘02 . . . Call for TurboQuote
42 Catalina ,01 . . . . . . . . $189,500
42 Catalina ‘89 . . . . . . . . $119,000
42 Beneteau ‘83. . . . . . . . . $92,500
41 Morgan ‘89 . . . . . . . . . $127,000
41 Morgan ‘89 . . . . . . . . . $124,900
41 Morgan ‘87. . . . . . . . . . $92,500
41 Morgan ‘73. . . . . . . . . . $64,900
40DS Jeanneau ‘04 . Call for TurboQuote
400 Catalina ‘03 . . Call for TurboQuote
400 Catalina ‘95 . . . . . . . . $149,000
40 CaliberLRC ‘04. . Call for TurboQuote
40 CaliberLRC ‘97 . . . . . . . $249,000
40 Jeanneau ‘04 . . Call for TurboQuote
40 Beneteau CC ‘97 . . . . . . $120,000
39 O’Day ‘84 . . . . . . . . . . $83,700
387 Catalina ‘04 . . . . . New Model-Call
383 Morgan ‘82 . . . . . . . . . $72,500
38 Morgan CC ‘93 . . . . . . . $137,500
38 Island Packet ‘99. . . . . . $245,000
38 Hans Christian ‘83 . . . . . $149,000
38 Beneteau ‘01 . . . . . . . . $147,000
37 Jeanneau ‘03 . . Call for TurboQuote
37 Hunter ‘97 . . . . . . . . . $118,900
37 Gulfstar ‘76 . . . . . . . . . $49,900
37 Endeavour ‘82 . . . . . . . . $65,000
36 Westerly Corsair ‘86 . . . . . $79,000
36 Catalina ‘03 . . Call for Turbo Quote
36MKII Catalina ‘99 . . . . . . $125,000
36 Catalina ‘94 . . . . . . . . . $88,500
36 Catalina ‘84 . . . . . . . . . $82,500
351 Beneteau ‘96 . . . . . . . . $77,500
35 Prout-Catamaran ‘72 . . . . $59,000
35 Jeanneau ‘03 . . Call for TurboQuote
350 Catalina ‘04 . . Call for TurboQuote
35 CaliberLRC ‘04. . Call for TurboQuote
34 Prout Catamaran ‘90. . . . $120,000
34 Ericson ‘87. . . . . . . . . . $64,900
34 Catalina ‘03 . . . Call for TurboQuote
34 Catalina ‘98 . . . . . . . . . $89,500
34 Catalina ‘87 . . . . . . . . . $54,000
33 Hallberg Mistral ‘72 . . . . . $55,000
320 Catalina ‘00 . . . . . . . . $99,500
320 Catalina ‘04 . . Call for TurboQuote
320 Catalina’99 . . . . . . . . . $97,500
310 Catalina ‘04 . . Call for TurboQuote
30 Hunter ‘88 . . . . . . . . . . $38,500
We have a large assortment of Sunsail, Sun Yacht
and Stardust phased-out charter yachts available
at favorable prices. Call for details.
The Massey Team of Yachting Specialists – experienced sailors one and all – are dedicated to helping other sailors make
sound, knowledgeable decisions relative to yacht selection, ownership and custom outfitting.
Palmetto, FL 941-723-1610 • TOLL-FREE 800-375-0130
Brad Crabtree
Scott Pursell
Frank Hamilton
Mike Fauser
St. Pete, FL 727-828-0090 • TOLL-FREE 877-552-0525
Edward Massey
Bill Wiard
Mary Beth Singh
Jack Burke
[email protected]
Al Pollak
(See page 53 for alphabetical list)
Beneteau Sailboats
Back Cover
Boaters Exchange/Catalina Sailboats
Carson Yacht Sales/Beneteau
Back Cover
Colgate 26
Eastern Yacht Sales/Beneteau
Back Cover
Finish Line Multihulls/ F-Boats & Used Multihulls
Flying Scot Sailboats
Hunter Sailboats
Massey Yacht Sales/Catalina/Jeanneau
Murray Yacht Sales/Beneteau
Back Cover
Performance Sail & Sport/Hunter/Hobie/Windrider
Sailboat Row/Salt Creek Marine District
Sarasota Sailing Squadron/ Youth Sailing
donated boats
Snug Harbor Boats/Compac/Elliot
St. Barts Yacht Sales/Beneteau
Back Cover
Suncoast Inflatables
Tackle Shack/Hobie/Sunfish
Ullman Sails/Hunter Sailboats
Weathermark Sailing Center/Catalina/Hunter
Windcraft Catamarans
Bluewater Sailing Supply
Boaters Exchange
Bo’sun Supplies
CDI Propellers
Defender Industries
Ecoquest/Air Purification
Garhauer Hardware
Glacier Bay Refrigeration
Grin Designs/Dinghy sail and More
Harken Gear
Hotwire/Fans on other products
Island Marine Products
JR Overseas/Moisture Meter
Masthead Enterprises
Performance Sail & Sport
Plastimo USA
Rparts Refrigeration
Sailboat Row/Salt Creek Marine District
Rolls Batteries/Surrette
Tackle Shack
Atlantic Sails
Banks Sails
Bluewater Sailing Supply
Bo’sun Supplies
Cruising Direct
Dwyer Mast
Hong Kong Sailmakers
Masthead/Used Sails and Service
National Sail Supply
North Sails
Sabre Sails
Sail Exchange/Used Sails
Sailboat Row/Salt Creek Marine District
Schurr Sails
Steve Smith Mobile Rigging
UK Sails
Ullman Sails
July 2003
Banks Sails
Sail Covers & More
Don’s Salvage, Clearwater FL
Nautical Trader, Nokomis FL
Scurvy Dog Marine, Pensacola FL
Steve Smith Mobile Rigging/Consignment, Tampa Bay FL
Sailboat Row/Salt Creek Marine District, Tamp Bay FL 32
Sea School
Smooooth Sailing/Tampa Bay FL
Beta Marine
RB Grove/Universal and Westerbeke
Sailboat Row/Salt Creek Marine District
Charleston Resort & Marina, SC
Crow’s Nest Restaurant & Marina, Venice FL
Isla Del Sol Resort & Marina, Tampa Bay FL
Sailboat Row/Salt Creek Marine District/Tampa Bay FL
Flagship Sailing, Tampa Bay FL
Sailboat Row/Salt Creek Marine District, Tampa Bay FL 32
Yachting Vacations/ Punta Gorda FL
Massey Yacht Sales/Sunsail/Tampa Bay FL
Bluewater Insurance
Davis Maritime Surveying/West Florida
Mobile Marine Services/Tampa Bay FL
Sea Tech
Bubba Stories Book
___ $12.00/(3rd Class) ___ $24.00 (1st Class)
(941) 795-8704 •
P.O. Box 1175, Holmes Beach, FL 34218-1175
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From the Helm ................................................................ 7
Letters ............................................................................. 8
Books .............................................................................. 9
Southwinds Maintenance Tips ....................................... 10
Stephen Fishman
Racing Calendar ............................................................ 12
Bubba Uses Hi Tech to Place in Race .............................. 16
Morgan Stinemetz
Kativa Finishes First in Charleston To
Bermuda Race ............................................................... 18
By Dan Dickison
“See Ya on the Two!” .................................................... 20
Travels on the Gulf Intracoastal Waterway
By Barbara and Bruce Pierce
More Lessons in the Bahamas ........................................ 24
By Colin Ward
Photos of the Regata del Sol al Sol 2003 ........................ 28
Interview with José Miguel Díaz Escrich,
Commodore, Club Nautico Internacional
Hemingway (CNIH) de Cuba ......................................... 31
By E. Pimiento, s/v Habañero III
Cuba Sailing Race Fails to Start ...................................... 36
By Morgan Stinemetz
Conch Republic Cup 2003, Key West to Cuba ............... 38
By Peter Goldsmith
Southern Sailing: The Sailor’s Wind – Part III .................. 43
By Dave Ellis
Racing and Regattas ...................................................... 44
Wrecker’s Race in Key West, Dauphin Island Race,
NE Florida, Georgia Racing
Business Briefs ............................................................... 48
Classifieds ...................................................................... 50
The “Falken” has Landed. Vikings in America ................. 54
By Ron and Suzanne Yankowski
Alphabetical Index of Advertisers ................................... 53
Advertisers’ List by Category ............................................ 4
Subscription Form ........................................................... 4
More Lessons in the Bahamas. Colin Ward Photo.
Page 24
Making mojitos in Havana. Michele Geslin Photo
Page 38
A Ketch motor sails down the ICW near Captiva Island
in the Pine Island Sound. Steve Morrell Photo.
Sail the Web with Southwinds:
See many of the current features on the Web,
along with past issues, Cuba articles and more.
Send your letters to the editor on the Web.
Stay tuned, this Web site is evolving.
July 2003
Steve Morrell
Heather Nicoll
Kathleen Elliott
JULY 2003
Publisher & Editor
Design/Graphic Production
Gary Hufford
(727) 585-2814
Steve Morrell
(941) 795-8704
(877) 372-7245 toll free
Southwinds Media, Inc.
PO Box 1175, Holmes Beach FL 34218-1175
(941) 795-8704 • (941) 795-8705 Fax
Rebecca Burg
Dan Dickison
Patrick Edwards
Dave Ellis
Patti Findlay
Stephen Fishman
Michele Geslin
Peter Goldsmith
Scott Gregory
Karen Hermanson Kim Kaminski Barbara & Bruce Pierce
E. Pimiento
Morgan Stinemetz Colin Ward
Ron & Suzanne Yankowski
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, or general sailing interest, or sailboats, or sailing in some
far off and far out place.
Keep them 1500 to 2000 words maximum (and we also like
shorter stuff), and we might sometimes take something up to 3000
words. You can send it typed, double-spaced, with all your contact info or by e-mail or on a disc. We’d much rather receive it on
disc or by e-mail, as that saves us lots of work. In that case, it’s
better single-spaced. If you want the stuff returned, then enclose a
self-addressed stamped envelope and give us a good 6-8 weeks to
get back to you, although sometimes we move faster. Keep in
mind we might be sailing or trying to meet the next deadline.
PHOTOS: We like photos with just about every story, so send us
some of those. We’ll take photos of interest alone without stories, too. We also like funny ones of the water world. We’ll take
them via e-mail, on disc, slide, or prints, black and white or color.
If they’re comin’ electronically, then make them high resolution
– like 300dpi, but a little less will work if needed. Send to the
address below or e-mail to [email protected]
Southwinds is published monthly by Southwinds Media, Inc.,
copyright 2003. All rights reserved. No portion of this publication can be reproduced without the written permission of the
SUBSCRIBE TO SOUTHWINDS: One-year subscriptions third
class $12, first class $24. Mail in check, e-mail or phone to contacts listed below. Charge cards accepted.
P.O. Box 1175, Holmes Beach, FL 34218-1175
(941) 795-8704 Toll Free (877) 372-7245
Fax (941) 795-8705
Reach Southwinds online at:
or [email protected]
From the Carolinas to Cuba…From Atlanta to
the Abacos…Southwinds Covers Southern Sailing
July 2003
Open Cuba Up
his month we have three articles of concern to sailors who
are interested in sailing to Cuba. The first, on page 31, is an
interview with Commodore Escrich, Commodore of the Club
Nautico Internacional Hemingway. Good reading.
The second is an article about the failed attempt of a Canadian individual to put together a race from Tampa Bay to Havana (since the past Havana Cup, organized by U.S. citizens,
was stopped by pressure from the current administration in
power in Washington), and the third is about the Conch Republic Cup and Annual Key West to Varadero Race. In the latter article, the organizer of that race has written not only about
the event and its participants, but also commented about the
“gestapo” tactics used by U.S. government officials in harrassing
race participants, U.S. citizens, as they returned from Cuba.
Although the Canadian organizer in the failed Tampa Bay
race appears to have lost all semblance of legitimacy, the organizer of the Conch Republic Cup (and Varadero Cup), Peter
Goldsmith, has run this well-organized event for several years
and has done so following all the legal requirements of the U.S.
government for American visitors to Cuba. At least he has done
what the federal government told him was acceptable. This time,
agents of the U.S. government appeared to have lied, using the
facade of they “changed their minds,” and decided to ignore
the rights of U.S. citizens. Are these agents proud of how they
acted? Or do they just like bullying people? Do they really consider their actions examples of a free democracy? Read Peter
Goldsmith’s words for yourself.
What is sad, and somewhat disgusting, is what hoops
Americans are forced to jump through to do something that is
morally and constitutionally their right to do anyway. Constitutionally, Americans have every right to go to Cuba and spend
their own money. The current “policy” of not allowing Americans to visit Cuba and spend money is what is immoral and
illegal. Those who go and do so are not criminals. The govern-
ment, which harasses them on their return and stomps on their
rights, is acting criminal.
This is besides the failed false hopes of the trade embargo
with the island.
Others will say that it is immoral to spend any money in
Cuba as it is helping to support the dictatorship of Fidel Castro.
Do you want to end the closed society and government in Cuba?
Then let American tourists travel there; let American businesses
trade there; let Cuban businessmen trade here; let American
students go to school there; let Cuban students go to school
here; let American sailors sail their waters. Let American citizens in. They are the best exporters and importers of an open,
free society. They are the best proponents of a free democracy.
They are living, breathing examples of it. And they don’t have
to preach to do it. They just have to be themselves—not be spies,
nor groups with political agendas—they just have to go about
doing what free people do: interact, socialize, trade, sing, dance,
and, of course, sail. Watch Cuba evolve under those conditions.
Just keep the current U.S. government out. They might send
agents down there who acted like the ones who harassed returning U.S. sailors in Key West. We don’t want them representing us. Cubans might get the wrong idea and keep the rest
of us out. Then Cuba will just stay the same closed society it is
now. And we’ll never get to sail to the biggest island in the Caribbean only 90 miles from our shore and get to know the everyday people who live there..
Any comments or thoughts about this editorial, or the subject matter? Southwinds would like to hear from you.
E-mail letters to the editor:
[email protected]
Or call (941) 795-8704.
Are you a good writer? A good photographer? Want to get published?
Southwinds magazine is looking for sailors to write about and
photograph their experiences. We are particularly looking for
articles about sailing in the Bahamas, their favorite anchorages
in Southern waters, and their charter experiences in the South,
the Bahamas, the Caribbean and points beyond.
We are also always looking for those interesting, funny, learning experiences
both in story form and in photographs. And we all know that sailing can have all those aspects.
Southwinds has always been known to be written by sailors who are like the readers themselves—
everyday sailors out there enjoying the sport of sailing, or is it the art of sailing?
July 2003
July 2003
One of our members pointed me in the direction of Southwinds,
“News & Views for Southern Sailors,” and the Southeastern Sailing Association (SESA), suggesting that you might have an interest in the plight of the Pedro Miguel Boat Club (PMBC).
We are a small club located on the Panama Canal, providing service to the cruising community in the form of an extended repair facility, a safe place to leave your boat, and a
watchdog on the Panama Canal.
Over the years we have been very successful at what we do,
the club being instrumental in holding down the transit rates for
the Panama Canal, a battle fought in 1998 and again last year.
The Autoridad del Canal de Panama (ACP), and the government of Panama, have decided we need to go away, so they
have started an eviction process claiming that we are “intruders,” that is, trespassers. We have continuously occupied our
location since the mid 1930s, so we are hardly intruders (as a
note the government of Panama is trying to also shut down
the Balboa Yacht Club-one of the two other main non-profit
yacht clubs-using the same tactics of eviction).
The problem comes in the form of our ability to relocate.
The PMBC has been a very low “margin” club for the 18 years
of my leadership, in that we hold down the rates to members
and visiting members and use our excess funds to support
charities and the needy in the local community.
The ACP refuses to compensate us either by relocation to
another area in the canal or by financial compensation for our
facility, so that we can relocate somewhere else in the Republic. Thus, we can continue our mission of cruising support. If
the ACP succeeds in removing us without compensation, we
go away-finished, dead!
Why is maintaining a watchdog and a “home” for yachts
in this area needed? Lose the ability of yachts to easily move
from one ocean to another, particularly the Caribbean to Pacific passage, and the industry of offshore cruising yachts
becomes threatened. How so? I give you an excerpt from an
e-mail sent to me:
From: Ron Sheridan/Monday, June 9, 2003:
The boating industry, sail or trawler, will crumble if the dream
of the South Pacific and world cruising is GONE. The concept of the Horn or container ship to transit the canal is as
comforting as a ruptured hemorrhoid in a salt bath. (In the
United States, the eventual economic effect would be similar
to the luxury tax levied on big boats a decade ago that nearly
destroyed the U.S. industry). It would also affect every mom
and pop sailor, every dreamer, and every magazine subscriber
from 8 to 88.
Whether the closure comes from the Autoridad del Canal
de Panama’s not wanting yachts to use the canal as stated by
their current administrator (in the public hearings for transit
toll increase in 1998) during his time as the Panama Canal
Commission’s administrator, or by raising prices to the point
of exclusion, who knows. The elimination of the watchdogs
makes everything easier, as the action can be implemented
before anyone knows.
You are an industry scion and have access to many in the
boatbuilding industry; therefore I am asking you to support
our effort to remain “alive” in Panama. It is important to the
whole sailing community.
We need to get folks aware of the plight of the PMBC, set
some definitive news articles in the stream, and bring the pressure of worldwide public opinion to the government of Panama
and the ACP. Anything that you, or your organization, can do
to further this will be much appreciated. Any information or
support that you need from us, just shout.
You can find more details on this at our Web site, and historical articles on what we have done as a “watchdog” over the
Craig Owings
Commodore, PMBC,[email protected]
Any comments or thoughts about this letter, or the subject matter?
Southwinds would like to hear from you. E-mail letters to the editor:
[email protected]
By Captain Rick Rhodes
With the Cruising Guide to Florida’s Big
Bend, Pelican Publishing completes
a series of cruising guides to Southern waters that covers the coastal waters
from North Carolina around Florida and up to the Louisiana/Texas border. The other guides are written by Claiborne
Young (and the Florida Keys guide written with Morgan
Steinmetz) and covered all these areas but skipped the section
known as the Big Bend. Captain Rick Rhodes, author of two
other cruising guides in the United States, covers the area from
Apalachicola to Anclote Key. This section of the Gulf Coast has
several other names besides the “Big Bend,” among them being
the “Nature Coast,” the “Forgotten Coast,” and the “Hidden
Coast.” Each of these latter three names gives way to a feeling
of an uninhabited and wild area, which holds true for those
who have visited this area. Captain Rhodes explores, besides
the coastal waters, 21 river systems, going up some as far as
into Georgia on the Apalachicola, and into Alabama on the
Chattahoochee. His introduction alone will have cruisers planning their trips into this area before going on to the first chapter.
Published by Pelican Publishing Co., Inc. $23.96.
By Peggie Hall, the Headmistress
Boat owners everywhere have been holding their breaths waiting for this book to
appear on shelves. Just about every boat
owner and visiting crewmember on boats
throughout the world can relate to the
need for such action to be taken as mandated by the title of this book. The subtitle, A Boat
Owner’s Guide to Marine Sanitation Systems and Other Sources of
Aggravation and Odor, speaks for itself as to what this book is all
about. The book includes an extensive discussion not only of
boat odors but also of the legalities, technicalities, installation, maintenance and care of boat sanitation systems. Discussion of other causes of boat odors, such as standing water,
is also included. There is even a discussion on maintaining
fresh water systems for washing, cooking and other uses. Exploded views of several common marine toilets, along with
parts lists, are also included.
Methods to help isolate the problems of boat odors are discussed. This book, if used successfully, could save marriages,
friendships, returning crewmembers, and human sanity (and
sanitation). Well worth working at. Seaworthy Publications. $19.95.
July 2003
Dirty Rotten Dock Lines
ike many other skippers, I keep my boat in a marina with
floating docks so the dock lines rarely get untied or moved.
Recently, I moved my boat from one marina to another and
noticed the dock lines had gotten stiff and were turning green.
When I inspected my spare dock lines, I found they had also
gotten stiff, and all the lines were aggravating to coil and
difficult to tie. I don’t usually let maintenance get so out of
hand, but luckily there is a way to make these lines look and
feel like they used to feel.
If your dock lines are more than five years old, it might
be time to think about replacing them due to chafe, but all
lines become stiff over time from lack of use. This is especially true of three-strand dock lines as opposed to braided
dock lines since most braided lines are made from synthetic
fibers. Many boats slipped in fixed piers don’t have to deal
with the problem of stiff dock lines because the lines must be
retied fairly often – at least seasonally - even if the lines are
tied to tide risers.
A green color in the texture of the fibers, on the other
hand, is the result of dirt and pollution accumulating on the
dock lines over a long period of time, giving mildew a chance
to grow. The remedy to both problems is to remove the offending lines and soak them overnight in a bucket of liquid
dishwashing detergent diluted with about one ounce of soap
to each gallon of water. Remove the lines from the bucket a
July 2003
day or two later, and rinse them thoroughly with a garden
hose to wash off the soap. After the rinse, place the lines in a
washing machine together with a liquid fabric softener and
any brand of laundry detergent.
After the wash cycle is complete, do not put the lines in
the dryer! Instead, lay the lines out straight and let them dry.
It’s important to remove all the kinks and hockles, especially
if they are three-strand lines, since the combination of extended use and the action of the washing machine will twist
the lines beyond the norm and, in extreme cases, may unlay
a portion of the line.
Before the dock lines are re-installed, it’s a good idea to
add chafe guards on existing or anticipated wear points.
Chafe protection comes in many forms and includes material such as sections of garden hose, clear vinyl tubing or, my
personal favorite, oil-tanned leather.
Fastener Advice
Sometimes, one runs into shortcuts and tricks that “everyone” knows. “Everyone” doesn’t know! Here are three useful tips about fasteners that I, and many of my friends, have
used time and again.
• If a machine screw or machine bolt is too long and you
don’t have one of the right size, consider sawing off the
excess with a hacksaw or a Dremel tool. Before cutting,
thread the nut onto the shank well above the cut line. This
way, the nut can help re-form any threads damaged during the process. It’s been my experience that if the original
nut becomes damaged while reshaping the threads, there
are usually extra nuts in the toolbag even if extra fasteners
are in short supply.
After shortening the shank, lightly file the end to remove burrs and make it less likely that you will damage
the nut.
• If a metal fitting still won’t budge even after all the fasteners have been removed, don’t get a bigger hammer. And
trying to pry a fitting free by tapping a flathead screwdriver or wood chisel along the edge will only damage
the surface beneath the fitting. Instead, take a break and
go visit a musical instrument store. A length of piano wire
will quickly break the seal and leave the surface unmarked.
Put on a pair of leather or heavy fabric work gloves
and, using a length of about three feet, wrap the piano
wire around two fingers on each hand. Use the wire like a
saw, moving back and forth beneath the fitting while, at
the same time, holding the wire up on the ends and away
from the surface. After the hardware has been removed,
the bedding material will be much easier to clean up.
• One of the most frustrating repair problems I know of is a
bolt that won’t budge. It’s especially frustrating if the one
that sticks is the last of four. Short of drilling out the fastener, this is the best method I’ve come across for dealing
with stubborn bolts.
Clean the area around the head of the fastener and apply Liquid Wrench or a similar seize-release solvent. After
a few minutes, tap the sides of the head with a hammer to
help work some of the anti-seize fluid beneath the head.
Wait a few more minutes, then clamp a set of locking pliers to the bolthead and rotate counter-clockwise. One of
two things will happen — either the bolt will break loose
and it can be removed, or the head will twist off and the
fastener will have to be drilled out. It’s been my experience that, more often than not, the fastener can be easily
$12 A YEAR
July 2003
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 [email protected] or fax to 941-778-5579.
Southwinds Magazine also offers reduced advertising rates for non-profit organizations.
Local club’s evening
racing continues
C-Gull Regatta
BBYRA event
Miami Yacht Club
Double Handed Race
Coconut Grove Sailing Club
Conch Cup
Miami Yacht Club
Thursday evening racing
Davis Island Yacht Club
Bradenton Yacht Club
(941) 865-0345
FRIDAY evening racing
Clearwater Yacht Club
(727) 447-6000
St. Petersburg YC
Sarasota Sailing Squadron
(941) 388-2355
Treasure Island YC
(727) 367-4511
AUGUST 30 - 31
Summerset Regatta
Distance and Buoys
Caloosahatchee Marching &
Chowder Society
(941) 482-6280
AUGUST 30 - 31
Labor Day Regatta
Sarasota Sailing Squadron
(941) 388-2355
Friday evening racing
Southern Yacht Club
JULY 1 - 5
Ensign Nationals
JULY 5 - 6
Flying Scott - Meigs
JULY 5 - 6
Firecracker Regatta
Open Portsmouth
Browns Creek Sailing Assoc.
Guntersville, Alabama
(256) 582-2438
Around the Lake race
Corinthian Sailing Assoc.
JULY 12 - 13
Flying Scott - Summer
Mobile Yacht Club
JULY 12 - 13
Area D Semifinals - Adams
Pontchartrain Yacht Club
GYA Women’s Offshore
Pensacola Beach Yacht Club
JULY 26 - 27
J-22 GYA Champs
Rhodes 19 Birthday Regatta
Pass Christian Yacht Club
JULY 26 - 27
Flying Scott - Weatherly
Gulfport Yacht Club
(228) 863-2263
AUGUST 2 - 3
J-22 Angus Invite.
Gulfport Yacht Club
(233) 863-2263
PHRF Single Handed
Corinthian Sailing Assoc.
AUGUST 16 - 17
Laser GYA Champ’s
Sunfish GYA Champ’s
Gulfport Yacht Club
(233) 863-2263
Junior Handicap
Southern Yacht Club
AUGUST 23 - 24
J-22 Summer Swelter
Pontchartrain Yacht Club
(985) 626-3192
AUGUST 30 - 31
Flying Scott - Lipton
Pass Christian Yacht Club
(228) 452-2571
Local club’s evening racing
JULY 5 - 6
Independence Day Regatta
PHRF and Dinghy
Lake Norman, Charlotte, NC
JULY 12 - 13
Area D semifinals Mallory & O’Day
Lake Norman Yacht Club
(704) 821-8752
JULY 12 - 13
Beaufort Water Festival
Hobie, MC Scow, JY15, Force
5, Laser, Laser Radial, Sunfish,
Junior Sunfish
Beaufort Yacht & Sailing
(843) 522-3320
JULY 18 - 20
Charleston Inshore Regatta
Charleston Yacht Club
(843) 722-0209
JULY 18 - 26
Flying Scot North Americans
Lake Norman, Charlotte, NC
Small Boat Long Distance
Lake Lanier Sailing Club
AUGUST 2 - 3
Open One Design Regatta
Lake Lanier Sailing Club
(770) 967-9323
Too Hot to Trot Regatta
Birmingham Sailing Club
Dog Days Regatta
PHRF & One Design
Privateer Yacht Club
Chattanooga, Tennessee
JULY 12 - 13
Area D Semifinals
Clearwater Yacht Club, FL
(727) 447-6000
JULY 19 - 26
Texas Youth Race Week
JULY 19 - 20
Junior Liptons
Southern Yacht Club
For a list of yacht clubs and sailing associations in Florida, the Carolinas, Georgia, Alabama, Arkansas, Louisiana, Mississippi
and Tennessee, visit our Web site 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 [email protected] and give us your W eb site address also.
July 2003
July 2003
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All measurements are approximate. Standard equipment may vary
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Bubba Uses Hi Tech
to Place in Race
By Morgan Stinemetz
Bubba stories are not available
on the Internet because
Southwinds does not have the
electronic rights to the stories.
July 2003
“Kativa” Finishes First in
Charleston to Bermuda Race
By Dan Dickison
ST. GEORGES, BERMUDA—After six long days of sailing upwind from Charleston, SC, Dr. Mike Finn and his crew aboard
the J/160 Kativa crossed the finish line off St. David’s Lighthouse on the northeast end of Bermuda early Friday morning
May 23 to end a 777-mile race that seemed much longer. Finn
and his 10 crewmembers arrived at almost four in the morning
Bermuda time, spent yet happy to be on terra firma and the
first team to finish among the 16 that began the race on Saturday, May 17.
A veteran sailboat racer from Slidell, LA, Finn said this was
the longest ocean race in his career. It also turned out to be the
longest edition of the Charleston to Bermuda Race on record.
“This race was tough,” he said. “We had wind on the nose almost the entire time, but the boat performed admirably and
the crew was marvelous. They really never let down, and I think
they proved themselves to be very capable.” Finn said he was
particularly proud of his two sons, Ryan and Jeff. Both made
the trip with him, and the former served as Kativa’s navigator.
Kativa was predicted to be among the first finishers, but the
boat never held the outright lead until late in the race when she
jumped ahead in the final 40 miles approaching Bermuda. Rex
Conn’s 48-foot trimaran Alacrity out of Still Pond, MD, traded
the lead with Charleston’s Teddy Turner, Jr. and his 40-foot
trimaran Troika over the first five days of the event, but Conn
managed to leave Turner behind on Thursday night and crossed
the finish line just under three hours after Kativa. Though Turner
and his crew did everything they could to get to the finish line,
their boat missed the mandatory time limit by just over an hour,
and thus only two boats are officially scored as finishing.
Almost from its first mile, this race presented a challenge
with blustery 22-knot breezes sweeping in from the east right
before the start. The crew on board Ken Sawyer’s S&S 46 Lionhearted saw the boat’s headstay tear out of the deck less than
five miles into the race. They were fortunate not to suffer a
July 2003
The start of the Charleston to Bermuda Race.
dismasting and returned safely to the dock. Then, just outside
the Charleston Harbor jetties, Conn and company aboard Alacrity saw their mainsail shred to pieces. They spent the better
part of an hour switching to their old, baggy, Dacron mainsail,
and fell well behind the fleet.
The conditions continued to be rough for the next several
hours, and with the winds coming right out of the direction
where Bermuda lay, no boat made much progress. Susan Ford’s
all-woman team on board her Hinckley Bermuda 40 J/Henry
was among the first boats to turn back for Charleston. J/Henry
initially experienced minor rigging problems. That, coupled with
the lack of progress and one case of severe seasickness on board,
forced Ford’s team to turn back. By the end of the day on Sunday, an additional three boats had abandoned the race and
turned back to Charleston (Bill Buice’s Moody 419 Far Horizon,
John and Trisha Flanagan’s Bristol 53 Tsunami, and Mike Kapp’s
Sabre 38 Ghost).
By Wednesday evening, three of the 11 remaining boats in
the race had opted to engage their engines in order to make
better progress toward Bermuda, effectively eliminating them
from competition (Albert Mintz and Jerome Abernathy’s
Beneteau 473 Victory, Pierre Manigault and Franz Baichle’s S&S
10-Meter Twilight, and Brad Law’s Gulfstar 50 Shenanigan.) Ultimately all the boats in the fleet except for the two trimarans
and Kativa engaged their engines to reach Bermuda.
This was a race where the winds rarely shifted more than
40 degrees off the nose, meaning the entire course to Bermuda
was upwind, a phenomenon veteran sailors in Bermuda say is
a true anomaly. The crew on board Kativa allowed that they
flew spinnakers for almost six hours midway through the race,
but that was as much off-the-wind sailing as any of the boats in
this contest experienced.
According to several competitors the night passages were
particularly challenging. Rex Conn estimated the seas at one
point to be almost 25 feet, though others gauged them to be 15
feet high at their maximum. Crews later related that they were
July 2003
Travels on the
Gulf Intracoastal Waterway
By Barbara and Bruce Pierce
“Crossroads, this is the Creole Sue. Hey, Cap’n, come alongside a me an’ we’ll see ya on
the two. Now, ya’ll have a safe trip.”
Crossroads docked along the GICW in Louisiana
reole Su, a commerical tug pushing a huge barge, was
one of the many tugs we met up with on our trip down
the Gulf Intracoastal Waterway (GICW) as we traveled
from Texas to Florida.
We’d been warned that we wouldn’t be able to understand
the thick Louisiana drawl of these captains. And it did take some
getting used to. We’d also been warned that these captains, who
spent their lives pushing barges back and forth on the busy
ICW, wouldn’t be tolerant of cruisers who were inexperienced
in traveling their territory; they’d eat us up and spit us out!
July 2003
It was a cold, gray February day when we left Galveston
Bay. Crossroads, our 40-foot ketch, had been trucked from
Mexico to Kemah, TX. We’d spent four years cruising the
Pacific coast of Mexico. Traveling on an inland waterway was
new to us. We wanted to take this trip as neither of us had
been anywhere in the South.
Not only did the idea of the busy barge traffic scare us,
there were the many locks and drawbridges; we’d never dealt
with locks or drawbridges. And there were rough towns along
the way where we were warned not to get off the boat. There
were no anchorages. The water was shallow, and with our
six-foot draft, we’d for sure go aground. The list of our fears
went on and on.
Lots of firsts; that’s what cruising is all about. This trip
gave us lots of firsts and challenges. Nearly all of them turned
out to be very positive. It was a great trip. We were told it’s a
six-day run from Galveston to New Orleans, anchoring every night. We enjoyed it so much that we took 21 days.
The ICW is well marked. It wanders through narrow canals, through lagoons and bayous, through the open waters
of Mobile Bay and Mississippi Sound. Created for commercial traffic, the ICW is crowded with tugs and barges, the busiest waterway in the United States in the area just before New
The view from the cockpit was never boring; it changed
every few hours. From the tall marsh grass and many species
of birds of Texas, to
tently polite and helpful
Louisiana’s eerie swamp
with each other and with us.
land, where we could
Same with the bridge and
picture a character from
lock tenders; we never ran
The Texas Chainsaw Masinto a rude person.
sacre lurching out, to
As the GICW was once
Alabama’s picturesque
strictly commercial, anchorcanals, to the rich foliage
ages are few. For us, finding
and beautiful beaches of
an anchorage was a fun part
Florida. Neither of us
of each day. There were lots
wanted to go below; it
of safe, beautiful, isolated
was too good to miss.
anchorages to be found,
We were awed by
with the help of the tug capthe miles and miles of
tains and the Southern Waterwilderness, the birds, the
way Guide. One of the more
quiet. It was totally quiet
memorable was when we
and tranquil, other than
nestled up to the side of a cathe barges calling their
nal and dropped the hook.
traffic on the radio.
The fluke of the anchor was
Much to our surprise,
submerged, but the shank
there was almost no
stood out of the water. Now
trash in the water; no
that’s shallow.
empty cans floating by. It
Ingraham Bayou in Alais a pristine, quiet, fascibama was our all-time faBruce and Barbara Pierce onboard Crossroads. Steve Morrell photo.
nating wilderness.
vorite anchorage. SurThough this area is
rounded by tall pine trees,
spectacular in wildlife and beauty, we didn’t meet up with
with the bay nearly to ourselves and perfect weather; anchorany other cruisers traveling this route until Florida.
ages don’t get any better than this. Three dolphins accompaDealing with the tug captains turned out to be one of
nied us as we drove into the bayou and continued to swim
the more interesting and positive experiences: “Comin’ at
ya eastbound here,” from Senor Peco. “I be out chur way on
the one,” from Cajun Chris. Following the U.S. Coast Guard
Rules of the Road, “one” means you’re turning to starboard,
“two” means to port.
Most of the barges were filled with diesel fuel, LPG, salt,
or dangerous chemicals. Many were huge, up to 1,000 feet
long and up to 110 feet wide.
We were impressed with the tugs; most were in mint,
newly-painted, Bristol condition. The captains were consis-
July 2003
and leap out of the water for
the three days we were there.
Bald eagles soared and glided
above the trees. Pirate’s Cove,
a cruisers hangout with great
hamburgers, was a short dinghy ride away.
Avery Island was another
great anchorage, a short side
trip in Louisiana. At the home Cruising the GICW in Texas in winter. Barbara Pierce photo.
of Tabasco Sauce, we enjoyed
exploring it, listening to street musia day at the old red brick factory, surcians, thoroughly enjoying all the sights
rounded by acres of grass, big old oak
and sounds.
trees dripping with moss, and the
Apalachicola, on the Florida Pansound of Cajun/Zydeco music.
handle, was a great town. From the
At Morgan City, we tied up at the
Scipio Creek Marina, we could walk to
public dock for free. We’d been warned
the Piggly Wiggly supermarket, where
not to get off the boat here. Good we
they also sold wonderful home-cooked
trusted our instincts. We were welfood. There were lots of pleasant folks
comed by a city official with a packet
and interesting old houses. We both
of helpful information about the city,
were offered jobs and seriously considdiscovered great soul food at Rita Mae’s
ered staying awhile.
and discovered a great hardware store.
The drawbridges, which we had
We were glad we found Morgan City.
feared, turned out to be a cinch. Just
New Orleans was an incredible exbefore New Orleans, 11 drawbridges
perience. We tied up at the Municipal
lifted for us in that one day.
Marina on Lake Ponchartrain and spent
Each lock was a challenge. All
five weeks there. The French Quarter
went well except one: We were tied to
was an easy bus ride. We spent days
July 2003
a huge barge going through
the lock. There was a drawbridge immediately after the
lock. The barge would fit under; we definitely would not.
While we frantically worked to
untie from the barge, the
bridge tender asked: “Why
aren’t you waiting for the
bridge to open?”
We responded, “You don’t
understand; we’re tied up to this barge.
We need the bridge open now!”
The bridge tender then asked us,
“What parish are you from?”
“Parish? We’re from California and
we’re going to hit your bridge!”
With only seconds to spare, it
The few real challenges we met,
and all the firsts we experienced, made
for a great trip on the ICW, an adventure we’ll long remember. We highly
recommend it.
“See ya on the two!”
Any comments or thoughts about this article
or the subject matter, Southwinds would like
to hear from you. E-mail letters to the editor
at [email protected]
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July 2003
in the
By Colin Ward
have heard sailors say that cruising the
Bahamas is a piece of cake. True, it is
not the same as rounding the Horn or
singlehanding across the Atlantic; however, the Bahamas deserve a lot of respect Mandalay med moored in Morgan’s Bluff.
when it comes to reefs, shoals, unprotected
anchorages and unpredictable weather.
We learn new lessons every time we go there. And every year
gans Bluff on Andros followed by a non-stop trip to Miami.
we hear of boats that are damaged or lost, not to mention the
We had never stopped at Morgans Bluff but had heard several
occasional lost crew member.
good reports. We knew the U-shaped harbor was open to the
This April, after several weeks exploring the Exuma Islands,
north and protected from the east, south and west. The foreit was time for Colleen and I to sail Mandalay home to Florida.
casters were predicting that we would see southeasterlies of
We had enjoyed a brisk sail from Normans Cay to Nassau where
15 knots on Friday, southwesterlies 15 - 20 knots the next day
we had taken care of our “city” business like receiving mail,
and then several days of light southerlies.
paying bills and buying groceries. We were now studying the
We decided to head out to Andros on the southeasterly,
weather for the 150-mile trip over the Bahama Banks and across
sit out the southwesterly in Morgans Bluff and then finish the
the Gulf Stream to make landfall in Miami. The return trip across
passage over the next day and a half in light southerlies. Our
the Gulf Stream can be intimidating because it takes a day or
course would be essentially west, although from Bimini to
two to get to the Stream during which time the weather can
Miami we would be sailing a southwesterly course to countereasily change from the preferred light southerly winds. What’s
act the set of the Stream. The anchor was up by 0800 on deparmore, there are few sheltered spots for a deep draft sailboat to
ture day, and we headed for the western entrance of Nassau
stop and wait for the weather to improve. Crossing the Gulf
Harbor. We waited while a cruise ship carrying 3300 passenStream between the Bahamas and Florida with the wind against
gers and 1275 crew entered the harbor and then headed out
the current is definitely not recommended unless you like breakinto the Northeast Providence Channel.
ing square waves that quickly build to 10 - 12 feet.
There was almost no wind, but we raised the main in anOur weather window was taking shape, however. A weak
ticipation of the southeasterlies filling in shortly. Once we were
cold front was stalled over Florida, but the weather reports called
clear of Nassau Harbor (and two more cruise ships that were
for light winds with a southerly component for several days.
heading that way), we eased the main and unrolled the 140
Our friends on Elysium VI suggested a day sail to Morpercent genoa. Our course was northwest until we cleared the
shoals of New Providence. Then we headed up a few degrees,
and the sails began to draw nicely. Sure enough, by the time
we were pointing toward Morgans Bluff, the sails were moving us at 4.5 knots, and the engine was quiet.
It was not long before our speed increased from 4.5 to 5.5
knots, then 6, then 6.5. The wind was blowing 15 - 20 on the
beam, and there was a bone in Mandalay’s teeth. Before we
closed on Andros, we left the lee of New Providence and felt
the wind and seas building as we crossed the Tongue of the
Ocean. By the time Morgans Bluff was visible, the 140 percent
genoa was reefed to about 90 percent, and we were thinking
about a reef in the main. The GPS told us we were sailing at
seven knots over ground. We knew that our anchorage would
be safe with the southerly winds, but I worried that the surge
would make it uncomfortable. Since we did not know how
much maneuvering room there would be in the anchorage,
July 2003
we dropped sail before we
reached the channel (actually a
gap in the reef). When we
headed into the wind to lower
the main, the bow plowed a
deep furrow in each of the large
choppy waves coming toward
us. We breathed a sigh of relief
as we passed the bluff and saw
that the water was flat inside.
The first sight was a large
tanker called Titas that carries
drinking water from Andros to
Nassau every day. We passed
Titas and dropped the hook in
10 feet of water where the chart Colleen with the Elysium VI crew.
reported good holding. Knowing that Titas drew much more
than 10 feet, we were quite sure that it would not come visiting
in the night. Elysium VI was already tucked in close to shore.
We agreed that a restful evening was in order, and the exploration of town could wait until Saturday.
Both the chart and the cruising guide indicated that Morgans Bluff had a small man-made inner harbor in addition to
the sizable anchorage to its north. An island freighter, the Emerald Express, arrived and entered the inner harbor. We were surprised when it disappeared inside. The basin only looked to be
about 400 feet square on the chart. The freighter was well over
100 feet long and carried several truck trailers on deck. A ramp
at the bow allowed loading and unloading the cargo. The next
morning, a second island freighter entered the inner harbor and
tied up next to the Emerald Express.
Saturday arrived peacefully, but the sky was cloudy and
looked a bit unsettled. The wind had clocked to the southwest
as predicted, but we were still well-protected. It crossed my
mind that coming to Morgans Bluff in a norther would be a big
mistake. At about midday, the sky became darker and all of a
sudden, I felt a cold blast of air from the north. Almost instantly,
the wind machine reading jumped up to 29 knots, and the direction was due north. The boat was blown south and finally,
after what felt like several minutes, I felt the anchor grab and
reset. I was glad we had not anchored any closer to the beach
where the water shoaled up rapidly. I secretly hoped it was a
brief squall line, but there was no thunderstorm close by so
“brief” would be wishful thinking. It was not long before the
waves began to grow, and Mandalay began bucking like a
bronco. It was easy to see that with the almost unlimited fetch
to the north, we could be in a lot of trouble if we stayed put.
Colleen wondered if we should head out and make for
Frazer’s Hog Cay for some northerly protection. Although that
would have been a better anchorage in a norther, we would
have to travel directly north into the building 30-knot wind and
accompanying seas for 12 miles before we felt any relief. Not a
pleasant thought. In addition to riding out the norther where
we were, there was one other option. The cruising guide mentioned that in a pinch, a sailboat could obtain permission to
enter the small inner commercial harbor and med moor
(Mediterranean mooring) to
the rocks and be protected. The
book also mentioned that our
present anchorage was “unsafe
in northerlies.”
I jumped in the dinghy
(once again thankful for a large
RIB with a 15 h.p. motor), and
motored between the jetties
into the inner harbor. The basin was indeed small and the
water was flat inside. The two
island freighters were docked
inside, along with a catamaran
and a couple of small motorboats. I tied up the dinghy and
went looking for the harbormaster. My search began at Willy’s
Water Lounge, the only business in sight. Willy’s son Prince
pointed out a small car near the beach and told me to look for
the harbormaster in the car. I hurried over to the car only to find
its occupant sound asleep on the front seat. Normally, I would
not wake someone enjoying a midday nap, but I was getting a
$12 A YEAR
July 2003
bit desperate as the wind was now well over 30, and the harbor was close to untenable. The groggy harbormaster said we
could come in and tie up as long as we did not obstruct the
freighters. He also said I should look for Shalom at the
freighter dock who would help us. He told me the water in
the man-made basin was 14 feet deep. Not wishing to waste
any more time, I dinghied back to the boat and told Colleen
we were heading inside-let’s get docklines ready, and we
would figure out how to med moor Mandalay.
We motored up to the anchor and managed to get it
aboard without damaging the topsides and headed between
the jetties to the inner harbor. My plan was to drop anchor in
the middle of the basin and let the wind blow us toward
shore where I would dinghy lines ashore to complete our
med moor. We entered the basin and found that the water
was indeed plenty deep enough. I steered up into the center
with the anchor at the ready. A figure on shore began running and shouting to Colleen, who was on the bow, to drop
anchor and back the stern up to the windward shore. Since
this was not our plan, a stalemate ensued until we agreed
that we would follow this man’s instructions. The anchor
was dropped, and I now had to reverse the boat into the 30knot wind toward a rocky shore with tree stumps for cleats.
Mandalay reverses fairly well by single screw sailboat standards, and we were soon easing into an opening between
two local powerboats. I told Colleen to snub the anchor while
I dinghied a line ashore. I left the engine idling in reverse
and jumped in the dinghy with the end of the first stern line.
I handed it to the man, soon to be identified as Shalom, but it
was too short to reach the casuarina tree stump that served
as a cleat. I quickly retrieved another line to extend the first
while Mandalay idled in gear and stayed put. Colleen began
tying dock lines together to make a second stern line and
two very long bow lines to extend back to the rocks. Finally,
Shalom helped us tie a spare anchor line all the way across
the harbor to a mooring bitt on the far shore.
Once the boat was secure, we introduced ourselves to
Shalom, who was surprised we had not heard of him. Although we took him to be a Bahamian, he corrected us and
said he was from Jamaica and had been schooled in England.
He had been around the world three times in merchant vessels, had worked for the Windjammer Cruise Lines fleet, and
spoke several languages. He worked for the freight company
in Andros and helped cruisers like us when necessary. Shalom said we could stay in the harbor at no charge, but a tip
Salt Creek Marine District
July 2003
(well-earned) for him would be appreciated.
Next, our thoughts turned to Elysium VI. I jumped in the
dinghy again to see how they were doing and to describe med
mooring in the inner harbor. Once I passed through the jetties
and saw the waves, I reconsidered the dinghy idea and headed
back to use the radio on Mandalay. At first, Elysium decided to
remain in the anchorage (they had seen the size of the inner
harbor during a previous visit!), but it was not long before
they called back, having changed their minds. I rounded up
Shalom, who picked a spot for them, and we told them to come
on in. After weighing the anchor with some difficulty, the
Whitby 42 motored into the harbor and repeated the exercise
we had been through. This time, I ferried their docklines to
shore while they struggled to reverse the full keel vessel into
its spot. Our dinghy also doubled as a tugboat as I pushed
their stern where the propeller would not take it. They dropped
a second anchor and were soon secure while the wind in the
outer harbor blew up to forty knots from the north churning
the anchorage up like a washing machine.
With both boats secure, we all retreated to Willy’s and
enjoyed a couple of Kaliks and thanked Shalom and the
dockmaster and anyone else listening for the inner harbor and
their help to get in there. The water depth in the harbor was
fourteen feet almost to shore so we were thankful that our
rudders could be within a few feet of the iron shore rocks and
not be in any danger as long as our anchors held. Of course,
by the time we left Willy’s to return to our boats, the wind
had dropped to 15 knots from the southwest, and the outer
anchorage looked inviting again.
The next morning we brushed the sand out of the cockpit
that had blown over from the beach to the north of us. We
heard on the radio that two boats had gone onto the reef at
Mama Rhoda Rock near Chubb Cay. One was a sailboat and
the other a 48-foot trawler.
We stayed in Morgans Bluff until the unsettled weather
passed through the area. We enjoyed the Sunday night party
at Willy’s complete with disc jockey and twelve speakers about
100 feet from Mandalay. Every day, Willy’s had a loud and
aggressive game of dominoes under way on the deck. We
watched as the freighters came and went, and we watched
some local children diving from the bank into the deep basin.
Elysium VI had to slacken its anchor rode to insure that a
freighter cleared it when turning around in the basin. We also
saw fishermen loading conch onto a ship bound for Nassau.
They had caught the conch at another island and had stored it
in the water off the beach until it was time to ship it to market.
Finally, when we were ready to head for Bimini and Miami, light southerlies were predicted. We headed out across
the Banks (80 miles in 15 feet of water with no land in sight)
until we neared Bimini. We dropped anchor near Bimini’s
North for a few hours’ sleep before heading across the Gulf
Stream. When we arose at 2 a.m. to begin the final leg, the
weather report was calling for deteriorating conditions in the
Miami area with 25-knot southwesterlies (which would be on
our nose) predicted for late that day. We crabbed across the
Gulf Stream at full speed and reached Miami’s Government
Cut in rain and thunderstorms, but thank goodness, before
the wind built to 25. It was time to splurge on a marina and
unwind from our interesting return trip to Flor-ida. After
clearing back in to the United States, we relaxed in the marina. A manatee and her pup came up to the dock to visit and
let us scratch her head and belly. A pleasant welcome home!
Among the
lessons learned
were that weather
pretty reliable
when conditions
are stable but can
be completely
wrong if there is a
stationary front in
the area. Also, we
need a fall-back
plan if the conditions change. I
knew the inner
harbor existed at
Morgans Bluff but
would not have
taken the boat
into such a tight
spot under normal conditions.
My other fallback
plan of heading
over to Frazer ’s Paradise Island in Nassau.
Hog Cay went out
the window when it became a 12-mile upwind slog into 30to 40-knot winds. We also learned a little about Andros and
its friendly people.
More cruisers have
been recently stopping there , and we
know why. Lastly,
we wondered about
our choice to leave
Nassau on a Friday. We know it is
bad luck to start a
voyage on a Friday, but after all,
we had been island
hopping for several months, and
we were not sure
this counted as a
new voyage!
Once again,
we learned respect for the Bahamas and were
reminded not to
underestimate the
conditions there.
Any comments or thoughts about this article or the subject matter,
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[email protected]
July 2003
Scenes from the
Regata del
Sol al Sol
It’s more than a sailboat race,
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in the sailboat race from St. Petersburg,
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Want to Volunteer and Help Next Year’s
Regata del Sol al Sol? Call George
Crook at (727) 343-4777
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Al Pollak
Interview with José Miguel Díaz Escrich,
Commodore, Club Nautico Internacional
Hemingway (CNIH) de Cuba
By E. Pimiento, s/v Habañero III
Department, including recreational boating. Prihat kind of yacht club is the only one in
vate pleasure craft, if available, can be called
the country, has 1600 members from 45
upon to assist in defending Cuban waters. As
different countries (but no local dues-paying
an example, he cites Ernest Hemingway’s sermembers), charges only $150 US per year dues,
vice during WWII as a submarine spotter on his
will train any local child to sail a dinghy, offers
fishing boat, Pilar.
member discounts on services, helps with offiDíaz Escrich had a vision, born of his father’s
cial travel paperwork and fosters international
and his own naval service, his yacht club childfriendship among recreational boaters worldhood, his studies, his career experiences, his love
wide? What kind of man would start such a
of his country: Develop the recreational boatclub and in so doing become an international
ing industry in Cuba. He became a consultant
ambassador of goodwill, recognized promoter
for nautical tourism and proposed founding a
of marine tourism and a one-man welcome Commodoro Escrich
new yacht club at Marina Hemingway, seven
committee to visiting yachtsmen?
miles west of Havana. At the time, all Cuban yacht clubs were
The answer, of course, is the Club Nautico Internacional
closed. There had been many clubs prior to 1960, but the perHemingway de Cuba (Hemingway International Yacht Club
ception of them as elitist, exclusionary organizations of wealthy
of Cuba) and its founder, José Miguel Díaz Escrich. The story
capitalists made the creation of a new and different one diffiof this unique yacht club is intertwined with that of its founder
and commodore, a man passionate about the development
of recreational boating in Cuba.
Commodore Díaz Escrich, son of well-to-do Galician and
Catalonian parents, was born 21 December 1946, and grew
up in Santiago de Cuba on the southern coast of the
Caribbean’s largest island. His father, who was a successful
businessman and yacht club member, served in the U.S. Navy,
helping with logistics in Jamaica during the Second World
War. His love for things nautical, his business sense and his
organizational skills live on in his son, José Miguel. Growing
up, young Díaz Escrich enjoyed water sports in Santiago de
Cuba, especially swimming and rowing. He knew he wanted
to become a naval officer, but those not yet 18 years old did
not get into the Cuban Naval Academy.
Instead, at age 16, Díaz Escrich joined his country’s army,
hoping eventually to gain acceptance in the Naval Academy.
His army record was spotless, and after one and a half years
his dream came true: he entered the academy at Mariel, now
closed. After graduation in 1969, he worked his way up the
ranks to commander of an anti-submarine ship. He returned
to the classroom, first as a professor at the academy, then as a
master’s degree candidate at the highest level naval academy
in the former Soviet Union. Returning to Cuba after four years,
he worked in Naval Base Operations on the General Staff,
focusing on international maritime and legal issues.
When he retired in 1991, he spent some time on merchant
and fishing vessels. Díaz Escrich used his well-rounded education to develop Cuba’s maritime industries: merchant marine, commercial fishing, and defense. After the revolution,
there was no recreational boating in Cuba, but he felt that
sector could and should be developed. In the navy, he had
learned about the strength a state gains when its industry’s
diverse powers are coordinated strategically. During times
of war, all facets of the marine trades fall under a single War
July 2003
cult. Nevertheless, with great effort,
Díaz Escrich was able to clear the
way to open the first post-revolutionary yacht club in Cuba.
A decade later, it seems such a
natural thing. During the 1950s,
many international fishing tournaments took place in Havana, attracting fishermen and their boats from
all over the world. Fidel Castro and
Ernest Hemingway met and fished
together in a 1960 Hemingway game
fishing tournament celebrated at the
Barlovento Tourist Residence, later
named Marina Hemingway and
where the American author presented the Cuban president with several trophies. Three photographs of
Ernest Hemingway hang in the yacht
club’s office today, including one of
Hemingway and his boat, Pilar, dated
27 May 1950.
The area where the marina and
Marina Hemingway
yacht club now stand was originally
developed in the late 1950s as
Residencial Touristical Barlovento (Barlovento Tourist Residence). An advanced concept for its time, the plan was to
build condominiums, bungalows, villas and recreational fa-
July 2003
cilities on 633 plots of land between four man-made canals,
similar to developments in South Florida. Hotels and a casino were also planned, though only one hotel, Hotel El Viejo
y El Mar (The Old Man and the Sea Hotel), was built. Construction was done by a U.S. company with Cuban capital.
Díaz Escrich notes Frank Sinatra was the vice-president of
the company, assisted by several of his fellow “family” members. The areas named Paraiso and Intercanal D were the only
ones where building was completed. By the end of the 1960s,
most of the landowners had emigrated to the United States.
During the period 1960-82, the area was in use but was
not tourist-oriented. The Cuban kayak team and an academy
of fishing occupied some of the land, and a naval base for
torpedo boats was established at the end of Intercanal D,
where the boatyard now stands. With the Russians in retreat,
the Cuban government approved new investment laws to develop tourism and started removing the warships from
Intercanal D. Cubanacan, a tourism holding company, was
founded in 1987 and given the land at Barlovento. Marina
Hemingway was established there, but the campaign to promote marine tourism had just begun.
Though it would seem a natural development to have a
yacht club for local and visiting mariners in a tourist complex
on the water, it took until 21 May 1992 for the club to open.
That day, with 28 members from 10 countries, flags from each
country were displayed, causing some concern about the Stars
and Stripes, the only U.S. flag flying over Cuban soil. Unlike
previous yacht clubs, it is open to any and all who love the sea.
There is no discrimination—all are treated with respect.
The second year, membership climbed to 150, representing 23 countries. Currently, there are over 1600 members from
44 countries. Additionally, children from Havana are encouraged to learn sailing on the club’s Optimist dinghies and to
train for the Olympics on Snipes, Lasers, 420s, 470s and a
donated 25-foot sailboat. Díaz Escrich says the yacht club
acts as a godparent to many children, teaching them sailing
and teamwork skills and guiding them in their development.
The Club Nautico Internacional Hemingway
Yet, due to a lack of suitable boats in which to train, Cuba is
unable to send well-coached, highly competitive sailors to
international games.
The club is non-profit and completely independent,
boaters elsewhere take for
granted but unusual in a socialist country. No
from the government; club
income is from
dues, donations
and the members’ bar on the
first floor of the
clubhouse. After operating expenses, funds
are used for club
functions and
nautical events,
including hosting international
sailboat races,
fishing tournaments, junior
sailing regattas and the national kayak and water-ski teams.
The club also has a donated 25-foot sport fishing boat.
The clubhouse is in a former private residence on Marina Hemingway’s Intercanal D. It has been refurbished ex-
July 2003
tensively with donations and materials
bought at cost. It has
a small, friendly bar
and a lounge with
comfortable seating
and a television.
Temporary membership is available, and
highly recommended,
for visiting boaters.
Annual membership
dues are very reasonable for those who
plan to stay awhile or
to return often. Members receive discounts The CNIH waterfront
on dockage, rental
cars, and restaurant meals at Marina
Hemingway, as well as knowledgeable advice on cruising Cuban waters, help with clearing in and out
nationally and internationally, help
in obtaining and understanding Cuban charts. Most valuable of all, the
club offers boaters the security of
good friendship in a foreign land.
This yacht club is a safe, tranquil
destination where even a novice
cruiser can be confident knowing
help is only a call away.
Díaz Escrich serves not only as
commodore, but also as Cuba’s
goodwill ambassador to recre- Marina Hemingway Dock.
ational boaters, internationally and
locally. He attended the Toronto boat show in January 2003
and signed fifteen reciprocity agreements with Canadian
yacht clubs, including RCYC. Five more are pending. He
has also attended the Miami boat show, but U.S. yacht clubs
can offer only informal relationships to their Cuban counterpart. Díaz Escrich particularly enjoyed his first Miami show
in 1996, when he was reunited with his older sister, whom he
had not seen since 1961.
“Cubans love the sea,” Díaz Escrich says, “and all nautical activities.” A strong recreational boating industry will ben-
July 2003
efit Cubans directly,
as well as indirectly
through marine-related tourism. Over
7000 Cubans own
boats, mostly for
sport fishing, and
300,000 amateurs belong to the Cuban
Sport Fishing Federation. In sailing,
290 boats, 2500 amateurs and 610 athletes are registered.
Additionally, there
are 450 kayaks and
canoes, with 3000
amateurs and 1050
athletes, plus 120 rowing boats registered.
Olympic class boats and equipment, especially keelboats and a
12-oar longboat, are essential for
training Cuban athletes, Díaz
Escrich feels, and he would like to
see some donated to the club. He
also needs international boating information and support in his battle
for scarce government resources.
“In Cuba,” he says, “only the
government can develop recreational boating.” He offers his professional background and experience to guide the effort for the most
beneficial results because “there is
no room for error!”
Why do top-level sailors race from Spain, Martinique,
and Florida to Club Nautico Internacional Hemingway? And
why do snowbirds flock there from Canada and even from
the United States despite the embargo? Because it is there …
and so is Commodore José Miguel Díaz Escrich.
Any comments or thoughts about this article, or the subject matter? Southwinds would like to hear from you. E-mail letters to
the editor: [email protected]
July 2003
Cuba Sailing Race Fails to Start
By Morgan Stinemetz
he first annual Sail-Cuba Regatta,
scheduled to begin May 3 from
Tampa Bay, went to the bottom, a
foundering wreck, before the start. At the
closed skippers meeting on May 2 at the
St. Petersburg Bayfront Center, the attendees—each of whom had a minimum
of $350 invested in the event, voted to a
man to cancel the race. They also wanted
their money back. This writer was
present to cover the meeting but was
denied entry by Gilles Rancourt, a Canadian citizen who was behind the regatta. Rancourt runs a Canadian company called Exit Solutions and, apparently, is its sole employee.
Previous to the scheduled start of
the race, attempts to get clarification
from Rancourt on how many boats were
in the regatta failed. I twice talked to a
man in Canada who never identified
himself and who was as slippery as oil
July 2003
on black ice when asked direct questions.
On April 18 the Treasury Department’s
Office of Foreign Assets Control (OFAC)
posted a notice on its Web site about incorrect information that Rancourt was
putting out on the Exit Solutions’ Web
site. The sum and substance of the notice was that “…a U.S. boater cannot
claim fully hosted status if he or she is
prepaying a third country entity to cover
his or her travel-related transactions in
People who went to Cuba, under
Rancourt’s plan, would be breaking the
law, the OFAC posting said. The penalties are Draconian.
There are no restrictions on travel
to Cuba by Americans, but people who
have no specific or general license to do
so cannot legally spend money there.
That was the core issue Rancourt had
hoped to skirt. He failed.
On April 21, OFAC sent Rancourt
a letter telling him that U.S. citizens or
people under U.S. jurisdiction could not
legally participate in his regatta. However, Rancourt apparently did not immediately inform the people who had
signed up for the race and coughed up
their money.
For example, Don Parmer of
Panama City, who paid in $700 for both
his boat—a Beneteau 381—and his own
entry, wrote me the first he heard that
there were difficulties with the race was
after he had sailed down to St. Petersburg from Panama City and talked to
Rancourt on the phone.
Frank Walker, one of Parmer’s crew
who attended the skippers meeting,
said that some skippers had received a
fax of an OFAC letter to Rancourt—in
which OFAC told Rancourt that his
plan, as it related to U.S. citizens, would
Any comments or thoughts about this article or the subject matter, Southwinds would like to hear from you.
E-mail letters to the editor at [email protected]
not wash—but others had not.
The skippers—there were but five
at the meeting—and their crews socialized for a spell before the meeting got
under way. Rancourt had some T-shirts
he was selling, at $15 or $20 a copy; there
is a difference of opinion on the exact
price. Then Rancourt got up to address
the group and complained that a former
race official, whom he named, blew the
whistle on the race. There was a canvassing of the people present, and the vote
was unanimous to cancel the race. According to Walker, “Rancourt side-stepped
the issues other than to say the cancellation (and return of the fees) was (the
former race official’s) idea. The discussion went on for over an hour, and all he
(Rancourt) did was go around in circles.”
Three days after the race had failed
to start, Rancourt released a statement,
which he e-mailed to a number of sailing publications. In it, he said the regatta
had been postponed. The truth was that
the participants had voted to cancel the
race. Cancellation and postponement are
not the same course of action, but
Rancourt ignored the distinction. He put
the blame for the problems with OFAC
on one person (the former race official)
and took none of it himself. He also
stated that talks with OFAC regarding
the race were ongoing.
Both of the statements were incorrect. First of all, Rancourt had no evidence whatsoever to back up his statement that it was the aforementioned
race official who lodged a complaint
with OFAC. Secondly, in my discussion with an OFAC official in Washington a few days ago, I was told that
there was, as far as he knew, nothing
for OFAC to discuss with Mr.
Rancourt. There is another inconsistency, too. The e-mailed statement
from Rancourt came from Exit Solutions in Canada at a time when
Rancourt was supposed to be in Cuba.
Rancourt e-mailed me, too. In answer to my question about the regatta
being black-flagged by OFAC,
Rancourt replied: “In OFAC’s sole
opinion it was not a fully hosted event.
This view is not shared by many others including our membership and
ourselves [sic].”
I asked other questions. Had he gone
to Cuba in early May? No answer. Had he,
in fact, danced around the issues of refunds
at the skippers meeting, as people there
claimed? No answer. Did he once have
problems with a boat charting enterprise
in Varadero, Cuba? No answer.
The reality is this: Regarding fully
hosted travel to Cuba, it doesn’t make any
difference what the opinions of the participants or Mr. Rancourt are. The U.S. Department of Treasury makes the rules, and it is
the entity that the participants would have
had to deal with had they gone.
While the people who put up $350
each to get in on the regatta may have
shown poor discernment in sending
money out of the country on what
amounted to no more than a lick and a
promise, I believe they showed excellent
judgment in not going to Cuba. It may not
be easy to kiss off $350, but it is a cheap
price indeed, compared with getting into
a major hassle with the U.S. Treasury
people, who, after all, is holding what
amounts to a royal straight flush against a
pair of treys.
You wouldn’t want to bet on it.
July 2003
Conch Republic Cup 2003 –
June 15, 2003
By Peter Goldsmith, principal race officer of the CRC
The 3rd Annual Conch Republic Cup 2003
and the 7th Annual Key West to Varadero
Race (Varadero Cup) started about one
mile outside Key West harbor at 5 p.m.
with 5 knots of breeze.
The start of the Varadero Cup race
wenty boats registered to sail this
year (half as many as last year).
Fifteen boats made the trip to
Cuba. Three boats retired before the
starting date, and two boats left the
race after the start. George Bowman on
S/V Orion got out past the reef but 16
miles after the start, realizing they had
to motor all the way, retired at that
All but one of the boats eventually
turned on their engines. It was like a
lake. The smoothest I have ever seen
the Gulf Stream in 25 years of sailing.
Dave Lung on Kialuana, a Voyage
Mayotte Catamaran (50-foot), waited
until 12:30 p.m. May 24th to start his
engine; he was carrying one of the organizers. A number of the boats caught
mahi-mahi (dolphin fish).
Last to arrive in Varadero, at 2:00
a.m., was Morgan Laimbeer with his
crew of eight on S/V Jack Morgan Machine, a Gulf Finn 34. They sailed all the
way and also sailed into the dock.
This year we had a race committee boat one mile off the entrance to
Malo Pass that went down to Cuba
three days early, Michael Kolbas and
Susan “Patti” Findlay on S/V Caribbean
Spirit, a Gemini 30. As there was no one
to check in to finish, they spent the day
swimming and snorkeling.
Conch Republic Cup results:
Racing: 1st; Jack Morgan Machine (Gulf Finn 34) Morgan
July 2003
The Varadero Cup, held on May 26, was
a great success with five Cuban boats
participating. The race was a leeward/
windward course along the beautiful
beaches. The weather cooperated with
a 10-to-12-knot breeze at the start, and
on the return leg the winds picked up
with a small squall and rain to make
for a fast and exciting finish.
The Cuban boats look forward to
this race all year long and attended with
their usual good spirits and enthusiastic sailing. Commodore Escrich threw
two great parties at Marina Acua. One
night was a floorshow with Cuban
dancers that got everyone to their feet.
Commodoro Escrich presented each of
the captains a polo shirt with an embroidered Marina Hemingway emblem.
Trophies were awarded for the
Varadero Cup, and each of the winning
boats received lovely Cuban handicrafts. We had a beautiful dinner and
entertainment by a fabulous Flamenca
group called “Ecos.”
Varadero Cup Results:
Racing: (spin)1, Jack Morgan Machine, Morgan Laimbeer
(Gulf Finn 34); 2, Pocket Rocket, George Wolf (J35); 3, Ace,
Bob Parker, McGregor 65 cutter:Cruising: (non-spin); 1,
Siboney (Puertosol), Cuban, Elan 43; 2, Scarab, Hugh
Robinson, Hunter 36; 3, Sandpiper, Tom Gaunt, Nonsuch
30: Multihull: (spin); 1, Roaming Chariot, John Scanlon,
Newick/Native Tri; 2, Simbas, (Gaviota), Cuban boat,
Fontaine; 3, Ciclon (Gaviota), Cuban boat; 4, Kialuana,
Dave Lung, Voyage Mayotte 49; 5, Cayo Blanco, Cuban
boat; 6, Tamaris, Cuban boat
The next morning, May 27 was the start
of the 61-mile race to Habana, with an
8:00 a.m. start outside of Malo Pass and
a finish line at Ferro Morro Castle. The
race was cancelled due to lack of wind.
Boats motorsailed to Marina
Hemingway with everyone arriving
before dark.
As always, we were well-received
by the marina and the Cuban people
thanks to Commodoro Jose Escrich
and his staff at Club Nautico de la
Habana. People were able to make
trips into Old Habana on the free bus
system. There was live outdoor entertainment at the hotel.
The evening of May 28, a 6:00 p.m.
cocktail party was held at Club Nautico
so the boaters could meet the club
members. Everyone joyfully imbibed
Cuba libres and mojitos, listened to the
music of El Jilguero Pinareno, and
feasted on a barbecue put on by the
club members, with CRC members
contributing fish and steak.
The next evening we had a wonderful dinner presented by Commodoro
Escrich and his staff. Commodoro
Escrich once again welcomed everyone
to Cuba and Cuban sailing waters,
stressing the need for good will among
the members of the world’s sailing
Since there were no trophies to
award, certain aspects were brought to
1. The smallest boat (Norsea 27) from
Comments From Peter Goldsmith,
Principal Race Officer of the CRC,
About Problems with the U.S. Government
in Going to Cuba:
A Flamenca dancer who entertained at the
award dinner in Varadero.
Sarasota, FL. S/V Cabaret—Captain
Ken Watkins and his crew Michael
Allison. It took them 4 days to arrive in Marina Hemingway, but they
Oldest sailor–Hugh Robinson, S/V
Scarab (73 years young).
Youngest sailor–Ryan Tomita, S/V
Ace (10 years old).
First to Arrive in Marina
Hemingway and Varadero–Bob
Parker, S/V Ace.
Last to Arrive in Marina
Hemingway and Varadero–Mark
Milnes, S/V Eubett/You Bad,
Please see CONCH REPUBLIC on page 42
e had a wrinkle in the works
when the Commerce Dept informed us that vessels and their
contents are exported to Cuba even
if they merely visit a Cuban port.
Unauthorized exports to Cuba or
Cuban territorial waters are subject
to criminal prosecution and administrative proceedings that can result
in fines, imprisonment, vessel forfeiture and denial of future export
To comply with this required license we had each of our vessels registered with the CRC 2003 join as
members/volunteers of Conchord
Cayo Heuso. In accordance with this
US Department of Commerce BXA
export license, CCH is considered a
legal “humanitarian aid: exporter
transporting donations to Cuba.”
Each boat carried with them donations of medical supplies, office supplies, clothes, etc.
At the CRC 2003 registration at
Geslin Sailmakers on May 22 at 3:00
p.m. CWO 3 Carlos Martinez – intelligence officer with the U.S. Coast
Guard 7th District out of Miami, FL,
invited himself into our offices to
assist with the paperwork requiring
acknowledgement of security zone
and permit to depart during a national emergency. We told him we
only had a few vessels left to process, but he insisted on staying and
making up a list of the boats and captains. They OK’d all the vessels’ paperwork.
That evening at our bon voyage
party Commerce Department
Agents Zachary Mann and Jonathan
Barnes (accompanied by 4 other
government agents from OFAC, etc.)
crashed our party and requested that
they be allowed to talk to all of the
boats’ captains. We obliged them by
clearing off a table, letting them put
down their paperwork and hand out
the information they offered. The
agents stated that they wanted
people to be aware of and understand the need for an export license.
At that time, the director of CCH,
John Young, explained to Special
Agents Barnes and Mann that the
humanitarian license would cover
members of his organization who
had volunteered to deliver the medical supplies. 100 people watched as
the agents acknowledged the
director’s statement and then left the
pre-event meeting with no further
The next day at the start of the
race a Coast Guard boat with perPlease see COMMENTS on page 40
July 2003
COMMENTS continued from page 39
sonnel transported three government agents throughout the
start, taking pictures of all of the boats.
All boats:
1. Applied for and received a Customs decal for re-entry into
the USA.
2. Applied for and received U.S. Coast Guard permission to
enter Cuban waters.
3. Joined an event that was fully hosted (CRC 2003), thus were
not required to spend any money while in Cuba. (Boats were
told by the Commerce Department representatives to retain
documents showing we were not charged for dockage, visas, electric or water, and to obtain hosting letters.)
4. Joined a humanitarian organization that has organized deliveries of medical supplies to Cuba under their export
license for 12 years. Their license is valid through February 29, 2004.
Upon returning to the United States, we learned that Special Agent Barnes had decided, after the group left for Cuba,
that they “had changed their minds” and that there were
“some problems with the export license.” Special Agent Barnes
had obtained a federal search warrant for the boats that were
on the list given to them by the Coast Guard intelligence officers. Warrant was issued on 05/30/03 at 4:28 p.m. to search
on or before 06/01/03 (not to exceed 10 days). Warrants were
made out in the boat owner’s name, boat name, and registration number, to be searched “while at the U.S. Coast Guard
July 2003
group Key West pier or within 10 miles thereof.”
Boats that returned to Key West were first cleared by
Customs, Immigration and the Department of Agriculture.
This took about 10 minutes with no problems. We were given
a questionnaire asking if we spent any money and who sponsored our trip to Cuba. We were then told to wait for another group of agents.
Department of Commerce (four agents) with two city
police officers and a woman carrying a large black bag (that
no one could look in) arrived, and we were told that all members of the boat had to leave the boat while they carried out
their search. No warrant was supplied at this time. In the
search warrant it states: If the person or property be found
there, to seize same, leaving a copy of this warrant and receipt for the person or property taken, and prepare a written inventory of the person or property seized.
Many people never saw a search warrant and did not
receive an itemized list of seized property. The agents confiscated charts of Cuba and charts with sailing courses between the United Sates and Cuba. They took pictures of GPS
waypoints, cameras and film, cruising guides, Cuban
handcrafts received as gifts, all paperwork relating to the
CRC 2003 race, all paperwork relating to Cuba, all paperwork regarding license and membership cards from the
Conchord Cayo Heuso humanitarian export license, and all
fully hosted letters stating that no money was spent in Cuba.
The agents were asked why they didn’t inform the participants of the race at the pre-event party that there was something wrong with the export license. The only answer we
heard was that “they changed their minds.” Many participants feel that they were blind-sided by that special agent
who chose not to advise us of his concerns or intentions when
he had all of the participants gathered in the pre-event meeting. Now the very person who has threatened us with fines
and seizure has taken the documents we would have used
to demonstrate our efforts to comply.
I am the owner of the Conch Republic Cup/Key West
Cuba Race Week and sole promoter of it. Geslin Sailmakers
and the Key West Sailing Club have no official attachment.
All laws in the United States are there because they have
stood up to a Constitutional challenge. Laws broken lead to
handcuffs and jail.
The Cuban embargo has not faced a Constitutional challenge. The Government won’t let it into court. There are groups
who have incurred fines for traveling to Cuba, who since the
1980s have been trying to get their day in court with negative
results. Until the embargo against Cuba stands up to a Constitutional challenge, it is only policy and not law.
Therefore, the harassment, intimidation, bullying and
“Gestapo” tactics employed by government agencies on our
return from Cuba, was illegal. In fact they are the ones breaking the law: violating our Constitutional rights. We are not
at war with Cuba. Cuba is not a declared enemy!
If this is an exercise, why did they spend taxpayers’
money sending all these agents to Key West to set up a command center, flood the docks day and night with agents in
bullet-proof vests, man undercover vehicles, and have night
surveillance by airplanes and boats searching for the return
of our race group. If they had a legal leg to stand on, don’t
you think after several years of trying to stop this race, they
would have stood on it?
Policy cannot be enforced as law.
What they have achieved out of this harassment is to
make those who carried out this government policy look like
morons who will do whatever their government tells them,
right or wrong. Have we ever seen this before in history? The
government should fear the people as it did when the Constitution was signed and not the people fear the government
as it is now.
Many people have come up to me, here and in Cuba, telling me how brave I am for continuing to hold this sporting
event year after year in the face of what the US government
throws at us. Well, it’s not me being brave; it’s the law-abiding and hard-working, taxpaying voters who join this event
that are brave.
Another result of this race is that after boats come back
and are subjected to this illegal intimidation, they don’t go away
quietly. This gets their political dander up. They call and write
letters to their state, local and federal representatives. They relate their experiences to their friends. And they vote.
Show me the law.
Although there were some difficulties dealing with the
U.S. government, on our return everyone was really positive
about our trip and time spent in Cuba. We’re looking forward
to a bigger and better race in 2004. Each year everyone is totally enthusiastic about this race, and this year was no exception.
We have many return boats and expect the same for next
year in 2004. We are moving the date to the end of April to
coincide with a weeklong celebration of Conch Republic Days.
To all race entrants in the Conch Republic
Cup and others concerned about the U.S.
policy not allowing U.S. sailors to go to
Cuba freely:
Southwinds magazine would like to hear your story
on your experiences in the race, or your opinions on
this issue. We will print anonymous letters (and protect the source) to protect those who believe the U.S.
government will not protect their freedom of speech in
expressing their experiences and views and rights on
visiting Cuba. We would also like to print your experiences and views so that others can make more informed
decisions on whether they should attempt to sail to
Cuba and be better informed on how the U.S. government will detain, harass, and/or question them (or not)
about their travels to Cuba.
If nothing else, we would like to hear your opinions about the rights of traveling/sailing to Cuba for
You can e-mail: [email protected] Or mail
to: Southwinds, PO Box 1175, Holmes Beach FL 342181175, or fax to (941) 795-8704.
July 2003
CONCH REPUBLIC continued from page 39
Catalina 30–smallest boat to make the
full journey.
6. Last boat to turn on engine from Key
West to Varadero–Dave Lung, S/V
7. Race committee boat–Michael Kolbas
(and Patti Findlay), S/V Caribbean
8. Boat with the largest crew–George
Wolf, S/V Pocket Rocket (9).
Thanks was given to Jose Luis for his
assistance with the race committee; a kind
of thankless job but so necessary, and it
took a big load off the CRC organizers.
May 30 with a 10:00 a.m. start back
to Key West, the wind was 10 to 12 knots
out of the NNW. The race ended at the
main ships channel markers with boats
taking their own times.
Racing: 1 - Jack Morgan Machine – (Morgan Laimbeer) finish time of 21 hrs 12 min. Cruising: 1 – Scarab -(Hugh
Robinson) finish time 21 hrs 3 min 2 – Sandpiper(Tom
Gaunt) finish time 25 hrs 42 min
Making Mojitos.
Commodoro Escrich
The bon voyage party and Return Awards ceremony was held
at Kelly’s Caribbean on Caroline Street, Key West.
The hotel and swimming pool at Marina Hemingway.
Southwinds Magazine now on Web
July 2003
The Sailor’s Wind —
Part III
By Dave Ellis
irds fly, planes take wing and sailboats move upwind and
down without having a clue as to why it happens. It really
doesn’t matter. But since the reason for the forward motion on a sail has been taught incorrectly for several generations,
it may be of interest to some.
Besides, before getting all involved in figuring out why the
wind makes the boat move I used to win sailboat races. No
longer. So I need to confuse everybody else.
The “watermelon seed” explanation of the opposing forces
of the sail and keel “squirting” the boat forward is not exactly
correct, yet it has a grain of truth. Both foils use Brunelli’s principle when the wind or water flows over them. The faster the flow,
the lower the pressure. While we say that as fact, why is that?
Both water and air are made up of their respective molecules. Each molecule is jiggling in all directions at near jet-plane
speeds. They don’t jiggle very far, of course. The warmer they
are, the faster and farther they jiggle.
A sail in air that is not moving would have the same number of molecules bouncing against the sail on each side. But if
air on one side is moving faster than the other, the molecules on
the fast side would each bounce against the sail fewer times.
Each bounce may not amount to much. But there are about 100
billion-billions of molecules in each drop of water or air. The
forces add up.
It is similar to cars waiting at a stop light. They are close
together. When the light turns green, they speed up and, except
in Atlanta and Miami, get farther apart. If you took a picture of
any moment in time, there would be more cars in the picture
when they were at the stop light than when they were going 55.
Wind on the upwind side of our sail goes more directly
toward the leach than wind that bends around the leeward side.
Yes, the sail is very thin. But the wind takes a short cut on the
upwind side and bends around the leeward. Two molecules that
take the different paths will strive to meet together at the back
of the foil. The leeward side has to go faster to get there. Theorists will tell you that compared to the ambient wind, the sail
actually makes the wind go in a circle around itself.
Since there are more bouncing molecules on the upwind
side at any one time than there are on the leeward side, there is
a lack of force on the leeward side. Voila! Low pressure. The
boat is pulled sideways and a little forward.
Incidentally, that’s how the Brunelli effect can work in incompressible water. Since water is about 800 times more dense
than air, the keel can be smaller than the sails and still balance
most of the side force.
Oh, and forget the accelerated slot effect. Doesn’t happen,
even though most sailing schools still teach it. If the wind accelerated through the slot between the main and jib, there would
be low pressure there, right? That would mean that the main
and jib would tend to come together in that low pressure area.
We know the opposite happens. The jib is rock hard and
the main may have a bubble away from the jib. The wind does
go through the slot, but at a REDUCED rate. It helps re-attach
the flow on the main behind the mast.
See SAILOR’S WIND on page 48
July 2003
By Rebecca Burg
Key West’s roiling turquoise harbor appeared
to be complete chaos. Arriving from all directions, over 40 sailing vessels of all shapes and
sizes congregated in front of the tiny island.
Massive schooners skillfully maneuvered in
deeper waters while wild little racers sashayed
between rocking buoys. Everywhere in between,
small cruisers and big liveaboards carefully jockeyed for prime positions. High strung multihulls,
taut sails flashing, jumped wakes and wove behind their slower sisters. Key West was under an
invasion of sail.
At the edge of the coordinated confusion,
a large graceful ketch snarled an ill-placed crabtrap line. Prop entangled, she was yanked
aground on a nearby flat. She helplessly tilted
on her side, sails fluttering. Relieved to see fishing boats assisting the wounded ketch, I con- Troika sails with the schooner, AmericA. Patti Findlay photo.
tinued toward the starting line of Key West’s
Key West, is not your usual sailing regatta. There are no flags,
Wrecker’s Cup Race. This was the first time I’d dared to enter
and no protesting or complaining is allowed. The only serious
my tiny daysailing trimaran Troika in the area’s wildest sailrules were the common sense adherence to the maritime rules
boat race.
of the road. Other than that, racers simply engaged in about a
The Wrecker’s Race, held four times a year over winter in
seven-mile drag race from Key West harbor to southerly Sand
Key Light. Participants are grouped in one of several basic categories such as monohull over 30 feet, monohull under 30 feet,
schooner, multihull or old classic. Organized by Key West’s
popular Schooner Wharf Bar and Galley, the race was created
in the spirit of local maritime history.
In the 1800s sailing vessels sometimes ran aground on the
numerous reefs surrounding Key West. Stationed in high towers, local wreckers kept a lookout for troubled ships. If one
was sighted, the race was on as wreckers rushed out to be the
first to save the crew and secure salvage rights to the cargo. It
was a lucrative endeavor and competition was fierce.
With a length of only 16 feet, Troika was by far the most
diminutive participant. Highly maneuverable and fast, she held
her own in the gusty 18-20 knot winds as we joined the clutter
of waiting sailboats. With a practice rush toward the start, I
tested my timing. The harbor waters were confused and
choppy. Troika’s torpedo-like amas needled through the translucent face of each steep wave, flinging glittering spray over
my head. The aggressive trimaran was especially edgy in the
brisk winds. I loved sailing her for that.
Finally, the committee boat’s horn blasted. The mad rush
was on. Blue, red, brown and white sails spread and eagerly
grabbed air on a dramatic downwind flight toward the finish.
Bobbing in the chop, bows of all shapes and sizes bore past
Key West in an excited stampede. It was challenging to be sailing singlehanded in such a crowd. Tiny Troika slid between a
pair of 100-foot-long schooners. Luffing, we fell behind, our
wind stolen. The huge ships quickly passed. I was humbled.
Once again in clear air, Troika lunged forward. Like a thing
insane, the trimaran swerved and surfed over the steep swells.
We pulled near the lead as the racers began to disperse and
fan outwards. I rode the foaming wake of the beautiful and
July 2003
speedy wooden schooner Appledore. I waved and her passengers and crew gave me curious glances. Troika must have resembled a mosquito buzzing a bird of paradise.
Close behind me was a lean cruiser racer, spray hissing
beyond her leaping bow. Danger, a mean-looking white schooner, edged alongside the cruiser and pilfered her wind. The
two slowly fell behind. Off to the side, an eye-catching electricblue ketch named Defiant was charging forward with authority. Sporting a wind generator, an array of solar panels and
heavy-duty dodger, Defiant was pure cruiser. This didn’t stop
the liveaboard Morgan Out Island and others like her from racing. Fascinated, I watched another big Morgan O/I aggressively
engage Defiant in a personal battle for air. Swerving in a slow sailflapping dance, the sister cruisers forced each other off course.
Tough little Troika continued to press onward. I was sitting
behind the trimaran’s aircraft-like cockpit to distribute weight
and lift her bows. Legs tightly wrapped around her slender
hull, I felt like a cowgirl clinging to a lurching, bucking bronco.
I was drenched as Troika’s bows slashed through cool seas. Envying the dry boats nearby, I wondered why I hadn’t taken my
cozy liveaboard cruiser instead. Seven miles in strong winds
was a long ride for a 16-footer.
Far ahead of the pack, racing trimaran Pterodactyl flew over
the finish, taking first place overall. Long, sleek monohulls and
speedy local schooner AmericA soon followed. A cruising catamaran was tenaciously matching Troika’s progress for a second
place finish in the multihull category. I urged my feisty sailboat
onward. The big cat was persistent and the finish line was near.
Riding over a particularly steep swell, I lost my grip on the
wet tiller. Troika slipped. Windward ama springing skyward,
we violently crashed sideways into the trough. Her rig shook
and my teeth rattled. The world tilted. Boom touching water, I
sheeted out. Yellow sail flailing, Troika’s airborne stern slammed
back into the blue. A wall of water rushed into the cockpit and
over me. Coughing, I spat out tongue-shrinking salt. Eyes stinging, I shook my head, struggling to regain dazed senses.
The stunned but unhurt trimaran bounced helplessly as I
worked to recover her jumbled control lines. Bilge pumped out,
we surged forward again. I was surprised to discover that we
had lost little ground. My misstep had happened so quickly.
Trimming her main, I skittered past the big catamaran to take
second place in our category. Troika had sailed to the finish in
just under an hour.
Foul weather gear-well soaked and chilled from the wind,
I was happy to head back to Key West. Troika passed the remaining racers as they closed toward the finish. I noticed that
the two Morgan O/I cruisers were still engrossed with each
other. Creating a race of their own, they seemed to have ignored other competitors in their class. Despite a newly torn jib
leech, Defiant valiantly pulled ahead as the cruisers waltzed
over the finish.
It was difficult to slog upwind in the rough conditions. I
felt as if Troika was sailing in a washing machine. Defiant noticed my uncomfortable struggle. Using a waterproof handheld VHF, I responded to her captain’s hails and eagerly accepted an offer of a tow. This is how it is with many long-time
cruisers. They look out for each other.
That night, in warm dry clothes, I attended the Wrecker’s
Race awards party at Schooner Wharf. A large-screen TV displayed a video of the race, which was filmed by the committee
boat. Sailors and crew traded tales of the day’s adventures.
There was a pleasant little buffet dinner and an awards ceremony punctuated with laughter and social camaraderie. Troika
received her second-place award. The unusual trimaran, the
smallest boat in the race, became a local celebrity for a moment. It was a fine ending to an enjoyable and audacious Key
West race.
The 2003 Clearwater to Key West Race got off to a slow start on
May 14 with west to southwest winds in the 8-10 knot range.
Unfortunately, winds died down to totally calm conditions by
the first evening and continued throughout the night and the
following day.
Jeff Russo, aboard Intrepid, described the night sea as so
calm that you could see the stars reflected in the glassy waters.
On Thursday the no-wind conditions continued on into the
night, and most of the 44 boats ended the trip motoring into
Key West. Intrepid, along with many others, made the decision
to turn the motor on at 2 a.m. Friday morning. With 38 hours
into the race, they still had 100 miles to go. That meant that
they had averaged up to that point just over three knots in the
220-mile race.
Although no non-spinnaker boats finished the race sailing, five spinnaker boats did complete the race, though hardly
in record time. Velox, a J-125, was the first to arrive in 56 hours
24 minutes and 30 seconds, although it came in third in corrected time. That average speed was just under four knots. In
July 2003
The Naples to Key West Race, also not the fastest race, did
experience far better conditions, with the first boat to finish, Southern Crescent, averaging about 5.5 knots for the 95-mile race.
That was just enough to edge Cary Geyer on Ranger 33
Tigress, who has done pretty well himself lately, by 16 seconds
on CT. Geyer was first across the line at 2:18:58 to Ghost’s 2:19:51,
but Davis corrected out to win the PHRF Spinnaker class.
K.C. Knapp on C&C 30 Sea Jay came in at 1:39:36 on a 9.3mile cruising course to win that class over Bryce Merrill on
O’Day 28 Compsensation (1:45:32).
In one-designs, Dave Strickland was perfect with three
bullets in winning the Flying Scot class, while Randy Rea was
almost as good in Lasers with two firsts and a third.
Non-Spin - 1; Southern Crescent, 36, 17:19:12, 16:22:05: 2; Children At Play,114, 20:31:31,
17:30:38: 3; Constellation, 66, 19:29:39, 17:44:56: 4; Celebration, 99, 21:52:46 19:15:41: 5;
The Jack Morgan Machine, 132, 24:52:38, 21:23:12: 6; Tippecanoe,126, 25:44:43 22:24:48
Multihull – 1; Trimatic, 75, 20:58:19, 18:59:19
RESULTS: Armed Forces Day Regatta NJYC May 18 St. Johns River Cruisers PHRF Spinnaker
(11.5 NM) 1.Tom Davis, Cal 9.2 Ghost, 1:48:14; 2.Carl Geyer, Ranger 33 Tigress, 1:48:30;
3-Hal Runnfeldt, Morgan 27 Cracker Jack, 1:49:31. Cruising (9.3 NM) 1.K.C. Knapp, C&C
30 Sea Jay, 1:39:36. One-designs Lasers 1.Randy Rea (1-1-3), 5; 2.Skip Canfield (2-3-1), 6;
3.Buck Mercer (4-2-2), 8. Flying Scot 1.Dave Strickland (1-1-1), 3.
corrected time, Fire and Ice, placed first.
Regardless of the slow sailing, festivities in Key West were
enjoyed by all.
Non-Spin - 1; Fire & Ice, 90, 60:33:40, 55:03:08: 2; Rocket, 75, 60:18:25, 55:42:59: 3; Velox,
6, 56:24:30, 56:02:28: 4; Mariah, 72, 60:42:50, 56:18:25: 5; Daring, 84, 66:25:45, 61:17:16
By Patrick Edwards
Tom Davis and his Cal 9-2 Ghost won again, this time at the
Navy Jax YC Armed Forces Day Regatta on May 18 but not by
Davis, the North Florida Cruising Club racer whose name
is a fixture at the top of the PHRF spinnaker class results more
often than not, covered an 11.5-nautical mile St. Johns River
course off NAS Jacksonville in 5-15-knot winds with a corrected
time of 1:48:14.
By Patrick Edwards
Tina Brady started off 2003 the way she ended 2002, winning
races in the Women’s Sailing Series on the St. Johns River.
She breezed to the cup in the PHRF (Non-spinnaker) class
in WSS No. 1, the first of four annual races, on April 5, covering a shortened 7-nautical mile course in 5-10-knot winds with
a CT of 1:23:43. The time hardly mattered, though. Brady and
J/24 Big Deal! would have won even without the time allowance.
Jodi Weinbecker aboard Hunter 35.5 MoJo was second in
the all-female PHRF class at 1:41:46.
Glenna Curtis on Olson 30 Rapid Transit won the co-ed
crew cruising Class in 1:28:41.
Women’s Race No. 1 April 5 St. Johns River Jacksonville PHRF Non-spinnaker 1.Tina Brady, J/
24 Big Deal!, 1:23:43; 2.Jodi Weinbecker, Hunter 35.5 MoJo, 1:41:46; 3.Penny Edwards,
C&C 24 Lucky Penny. Cruising (Co-ed crew) 1.Glenna Curtis, Olson 30 Rapid Transit, 1:28:41.
By Scott Gregory
Lake Lanier Sailing Club held the second annual Quantum
Melges 24 Southeast Inland Championship on May 17-18 on
Lake Lanier, GA. The event is an annual stop on the Melges
24 Southeast Circuit and counts toward the overall Southeast
Circuit rankings. After six hard-fought races, Team Satisfaction, USA 378, with Scott Gregory, Scott Nixon, Michael Schulz
and Jeremy Tudor, was crowned the Melges 24 Southeast Inland Champion. Current Melges 24 National Champion, Doug
Kessler, Liberty USA 489, finished in second place and Gary
Umberger, Minnetonka, USA 108, placed a strong third.
The fleet enjoyed consistent pressure with several large oscillations on Saturday. Steve Jones and Eric Andrews on Sick
Puppy, USA 90, sailed a strong first race by working the lefthand
side of the fleet upwind and sailing good downwind angles to
win the first race. Team Satisfaction, with Scott Nixon calling
tactics, won the next two races with solid boat speed and by
taking advantage of a consistent lefthand shift off Winder point
to lead at the first windward mark. Gary Umberger won the
fourth and final race of the day with great speed and excellent
tactical calls by Dave Van Cleef downwind.
Saturday night the Melges 24 fleet shared stories from
July 2003
the days racing and enjoyed Williamson Brothers’ Barbecue,
beer and Mount Gay Rum. The racing started early on Sunday morning with a consistent 10-15 knot breeze. It was excellent weather for Melges 24 racing. The racing was tight
and positions were traded back and forth among the top four
boats. Mark roundings and laylines were made interesting
by large and isolated puffs and thirty-degree oscillations. You
looked golden one minute and felt like a red-headed stepchild the next. Team Satisfaction found their own private puff
on the last downwind leg that allowed them to plane into the
lead and win race five. The last race was made interesting by
Gary Umberger’s attempt to approach the weather mark from
the port layline. The entire fleet watched in awe as Gary managed (by the skin of his teeth) to avoid serious damage by
ducking Satisfaction and Liberty, which were set up on the
starboard layline. Team Satisfaction enjoyed another good race,
finishing first with solid boat speed and excellent crew work.
The boats were out of the water by 12:00 p.m. and the awards
ceremony was held shortly thereafter.
Dennis Slaton and the race committee did an outstanding job of setting the marks for the median wind all weekend. Thank you. Frank Vandal, Bad Influence USA 95, racing
in his first Melges 24 regatta finished a respectable fifth behind the Road Warriors from Tennessee on Sick Puppy, Steve
Jones and Eric Andrews. Scott Baker and his lovely wife,
Nobody’s Girl USA 200, received tapered spinnaker sheets
courtesy of VC Performance Rigging for traveling the farthest to the regatta. Scott Baker sails out of New Orleans, LA.
The primary sponsor for the regatta, Quantum Sails, had a
strong showing with Satisfaction and Liberty finishing first and
A special thanks goes to all of the out-of-town boats traveling to Atlanta for the regatta and Scott Nixon with Quantum Sails and Dave Van Cleef with VC Performance Rigging
for sponsoring the regatta. In addition, Scott Nixon and Dave
Van Cleef put on an excellent speed clinic on Friday that was
well attended by the fleet. Thank you for the continued support of the Melges 24 fleet and for sharing your knowledge
with us.
waters of Mobile Bay to anxiously await their official start. By
10:00 a.m., all of the contestants had begun the race toward
Dauphin Island, in good winds and sunny conditions. However, as the boats approached the historic Middle Bay Lighthouse, Mother Nature decided to take the wind out of
everyone’s sails. The boats were going nowhere fast and stayed
in their current race positions for almost three hours. The majority of the racing fleet that did manage to complete the race
by the cut-off time of 5:00 p.m. sailed to the finish line under
spinnaker sails (only half of the entire fleet finished the race).
But the lack of wind did not dampen the spirits of those in
attendance. Music, laughter and plenty of sailing awards were
presented following the race at the awards ceremony on Dauphin Island. Johnny Robert and his crew on Fine Line earned
the top honors and captured several trophies from this year’s
competition. Congratulations, guys!
Many of the participants were making plans to attend the
festivities for next year’s racing event and raft-up. This race is
hosted each year by one of the four yacht clubs on Mobile
Bay. In 2004, the 46th Annual Dauphin Island Race will be sponsored by the Fairhope Yacht Club. (2005 - Mobile Yacht Club,
2006 - Buccaneer Yacht Club and 2007 - Lake Forest Yacht Club.)
Check the Fairhope Yacht Club Web site at: for information about next year’s
46th Annual Dauphin Island Race.
First Boat to Finish (Commodore George Brother’s Trophy) - Fine Line - Johnny Roberts
(Fairhope Yacht Club); First PHRF Corrected Time (R.O. Douglas Trophy) -Larrikin - Ken
Kleinschrodt (Buccaneer Yacht Club) ; First ALL- Female Corrected Time (Raphael Trophy) Jazz - Nancy Marshall (Mobile Yacht Club);First Monohull Skipper over 60 Corrected (Cutty
Sark Trophy) -Blitzkrieg - William Roberts (Jackson Yacht Club); First Catamaran Corrected
(Dr. H.S. Walker Trophy) - Mark Ederer; First Overall Portsmouth Non-Spinnaker Corrected
(Lake Forest Yacht Club) - Sun-Ur-Buns - Norbert Long (Mobile Yacht Club); First Overall
Portsmouth Spinnaker Corrected (John Glover Trophy) - Beasterly - Will Brennan (New Orleans Yacht Club); First Overall PHRF Boat Corrected (Turner Trophy) - Fine Line - Johnny
Roberts (Fairhope Yacht Club); First Overall PHRF Non Spinnaker Corrected (Buccaneer Yacht
Club) - Boomerang - Mike Wierzalowski (Fairhope Yacht Club) ; First Overall PHRF Boat
Uncorrected (Mobile Bay Cruising Association) - Fine Line - Johnny Roberts (Fairhope Yacht
Club); Shortest Elapsed Time Uncorrected (Lundquist Trophy) - Fine Line - Johnny Roberts
(Fairhope Yacht Club) ; Perseverance Trophy (Crew demonstrating most perseverance) Clueless - Brett Holt (Point Yacht Club) ; Governor’s Cup (Alabama Club with most 1st, 2nd &
3rds) - Mobile Yacht Club ; Best Sportsmanship (Arch McKay Trophy) - Marie Bidney (Lake
Forest Yacht Club)
By Kim Kaminski
The 45th Annual Dauphin Island Race (one of the largest pointto-point sailboat races in North America) was held on Saturday, April 26 in Mobile, AL. Over 220 sailboats ranging from
PHRF, Spinnaker, Portsmouth, One-Design, Multihull and
Small Boat classes participated in this annual event.
This year’s race was sponsored by the Lake Forest Yacht
Club of Daphne, AL, along with race sponsors Cellular South
and ExxonMobil (Mobile Bay Operations). The festivities began on Friday evening, April 25 where over 600 participants
were welcomed to the skippers briefing and registration party
held at the Lake Forest Yacht Club. Hooter’s girls were present
to serve up beverages to the contestants, and members of the
Lake Forest Yacht Club provided a Carribean-type meal of
pulled pork and jerk chicken to all in attendance.
On the following morning, at 9:30 a.m., the first starting
gun launched the Spinnaker class boats on their journey south
to Dauphin Island as the other competitors gathered on the
July 2003
Banks Sails Tampa is pleased to announce it is now offering
custom canvas work at its shop on North 56th Street and
Hillsborough Avenue in Tampa. Chris Bare has joined Banks
to offer his services, building everything from biminis, enclosures, and dodgers, to winch, sail and accessory covers. He
has extensive experience in sail and canvas design, having been
employed by sailmakers on the Chesapeake Bay (Quantum
and Sobstad) and in the Puget Sound (Halsey-Laggard) and
also running his own canvas shop, Bare Essentials Yacht Canvas, near Solomons, MD. Chris can be reached at (813) 6260420, Banks Sails Tampa, for your canvas needs.
Come mid-August of 2003, six adults, all of whom are nonexperienced sailors from three sponsoring companies, will meet
in Ft. Lauderdale, FL, for the first time to attend an eight-hour
sailing course. Upon completion, the crew of six, along with a
qualified captain, will raise the mainsail and embark on a tenday sailing adventure to the Bahamas.
“With a host and camera crew in tow, this reality-based and
educational sailing event is being filmed as a 60-minute nationally-televised sailing event,” says Chris Davis, event coordinator for Destination: The Bahamas. Within the scope of
partial strangers learning together as they explore the open
sea, the beautiful cays, sheltered coves, and lush ports in the
Bahamas, the crew will be highlighting the day-to-day operations of sailing and appropriate gear necessary for any trip.
“This ultimate product placement branding is truly designed
to offer all associated sailing and vacationing companies the
perfect platform to entice would-be sailors and experts alike,”
asserts Chris. Designed to be a cannon practice for the audience to adhere to, Destination: The Bahamas’ objective is simply a first-hand guided tour on how to apply the associated
equipment in order to sail a vessel to the Bahamas as well as
charismatic and captivating places to visit once one has arrived.
Furthermore, the objective continues in respect to the platform
that provides the audience with a fantastic resource of companies to contact with the desire of acquiring the viewed merchandise.
For comments, inquiries or sponsorship availability,
please contact: Chris Davis; (904) 318-0052;
[email protected]
St. Petersburg Store North, 2000 34th St., N.; (727) 327-0072
When: Every Thursday 7-9 PM Call the store for topics
Fort Lauderdale Store 2300 So. Federal Hwy. (954) 527-5540
When: Wednesday Evenings 7 pm
Wed. July 2:
How to Cruise, Yet Stay Together
(after all these years) w/reknown longterm cruisers, Charles & Corrine Kanter
Wed. July 9:
Your Marine Engine & the Basics
(that it needs from You), w/Mike Olson
of StageCoach Marine
Wed. July 16:
Taking Your Email with You,
w/Gary Jensen of DockSide Radio, Inc.
Wed. July 23:
Brighten Your Boating Days with
Varnishing Tips from Joe Purtell of Interlux
Wed. July 30:
The NEW DSC service, & what it’ll do for
Your Boating, w/Rich Galasso
of Standard Horizon, Inc.
Jensen Beach Store 3523 NW Federal Hwy. (772) 692-3092
Wed. July 9
Marine GPS
Wed July 16
Marine Hurricane Preparedness
SAILOR’S WIND from page 48
I had a Contender hull in the 1970s, but it came without
the mast and single-sail rig. So I put a Windmill rig and sails
on the boat. The sail area was the same at 119 square feet. But
I always beat the Portsmouth handicap for a Contender. The
two-sail rig was faster.
At the St. Petersburg Sailing Center in 1987 we took a radio antenna and attached a 15-foot typewriter eraser ribbon.
(No cassette tape at junior facilities; it gives bad sore throats.)
I challenged the kids to make the ribbon go through the slot
on a 420 lashed to its trailer in the parking lot. In a nice breeze
they could not. The ribbon would even go a short way on the
windward side of the jib, curve back around the headstay and
then around the leeward side of the jib.
Finally, we pulled the ribbon through the slot by hand.
The ribbon would fly near the windward side of the jib, fall to
the deck, and then pick up again beyond the jib, behind the
The wind “sees” the whole package: jib and mainsail and
any other laundry you have up there. Experiments in low speed
fluids have developed a shape with a near tadpole shape. Add
the jib to the main as a unit and you have this overall shape.
Here’s a thought for the fiddlers among you: hot air vibrates farther, bouncing less often against the sail, so has less
force. Planes have a more difficult time taking off in very hot
July 2003
air. So figure out a way to make the leeward side of the sail hot
and the windward side cold. You would have an enhanced
Brunelli effect.
Note that every time the wind doubles in speed, the force
against the sail increases by nearly a factor of four. When sail
area is doubled, the same ratio applies. Many more molecules
affect the sail at any one time in more breeze. So we find ourselves overpowered quickly with just a little wind increase at
above, say, 15 knots.
When air gets warm, it expands; that is, the molecules jiggle
farther, faster, and have to make more room to do so. Land
heats up much faster than water. So, when the air over land
expands, air from the cooler water tends to fill in that lower
pressure area over the land. That’s sea breeze.
To have a sea breeze or lake breeze there has to be a difference in temperature. When water along the Gulf of Mexico or
in shallow lakes gets up around 90 degrees in the summer, there
is little sea breeze effect. Ironically, their best sea breeze may be
in winter or spring when the water cools and a sunny day heats
the land.
Local knowledge is the only way to learn your sailing area.
Just stay out of the middle of the lake on a hot day. Naturally,
that is where they plunk the weather mark.
July 2003
The last month your ad will run is in parentheses at the end of the ad.
You must call by the 15th of that month to renew for another 3 months.
Call (941) 795-8704, e-mail to [email protected],
or mail to PO Box 1175 Holmes Beach FL 34218-1175.
All other classified ads are $20 for up to 20 words and
$5 for each additional 10 words, $5 for a photo.
All ads go on the internet and your Web site or e-mail address in the ad will be linked by clicking on it.
Hunter 260 – New. Take the helm and plan your
cruise. This boat is ready to GO! Enclosed full head,
complete galley, 2 double berths. Own your second home on the water. Ullman Sails/Sarasota
Sailboats (941) 951-0189 or
[email protected]
Advertise your business
in a display ad in
the classifieds section.
Sold by the column inch.
2 inches minimum.
(3 column inches is 1/8 page)
Per Inch
Hunter 240 – New. EZ mast-raising system and a
shallow draft make this centerboard boat simple
to trailer and rig. Daysail or cruise. Large cockpit
for entertaining and sleeping space for six. See it
at Ullman Sails/Sarasota Sailboats (941) 9510189 or [email protected]
formance designed for Florida’s shallow water.
Ullman Sails/Sarasota Sailboats (941) 951-0189
or [email protected]
Hunter 1983 22.5 New paint bottom-top, 7 sails,
8hp Honda new, tandem trailer with brakes. All new
rigging, AutoHelm D/S plus more $12,000. (352)
867-5841 (7/03)
’80 Buccaneer 22’ 4hp outboard, main, working
jib, 150% Genny. Chemical toilet. Very clean.
Comes with slip. (727) 638-2339 (7/03)
Precision 15’ - 28’ – Daysailer or cruiser, we have
the boat for you! Call for a brochure or stop by
and inspect these well-built boats. Comfort and per-
July 2003
1968 Morgan 25 - recent sails, new opening ports,
freshwater use, trailer available, recent paint, 8hp
mariner, in the family 26 yrs, no blisters, shallow
draft/CB, $5,800 obo Dave (404) 819-5656 (7/03)
29' Norwalk Island Sharpie Ketch, 1994
Luzier Custom Built , Kirby Design, shown in April
1998 Southwinds, Excellent Thin Water Performance, Bronze Ports, A/C, Many Extras, Reduced
$29,900 Call 764 8904 (8/03)
28' Ranger 1976, immaculate, fresh-water maintained racer/cruiser with $16,000 in recent improvements, 12 sails, new Yanmar. $18,000
Call 770-619-4002 or
[email protected] (9/03)
23' Kirby 1986. Super PHRF racer (180 swfl) or
daysailer. 9 sails, GPS, fluxgate compass, Nexus
CPU, boat speed-depth. Faired hull,keel. Details,
pix avail. $8000 [email protected] (7/03)
C&C 24 Built 1975. New Main, Old Main, 4 jibs &
one Spinnaker. 5hp Mercury OB. $6000 OBO. Located near Gulfport MS (228) 452-7380 (8/03)
Hunter 31 1986, Shoal Draft, second owner,great
Bahamas cruiser, ready to go again, lots of recent
work, includes dinghy and outboard, $29,900.
Located North Florida (404) 236-0511 (8/03)
35' Island Packet 350 1997 Proven livaboard
Cruiser. Well maintained. Setup for extended cruising. More info and photos at:: http:// or (252) 671-0358
[email protected] (8/03)
1984 Irwin Citation 34 Recent major refit, new
interior, new electronics, reconditioned sails, bimini,
dodger, fresh bottom paint, Yanmar 3GM, wheel
steering. OWNER FINANCING $33,900. (252)2297245 [email protected] (9/03)
1984 Cal 35-MarkII (5' draft) 32hp Diesel, Fully
cruise and liveaboard equipped with A/C/heat,
microwave, stall shower, etc. Numerous recent
upgrades and parts replaced. e.g.Genoa
[email protected] or (941) 505-1558. NO
’98 Hobie 13 Wave Excellent condition. $2,700
includes trailer, beach wheels, and extras. (941)
758-7276 (Bradenton,FL) (8/03)
1984 Aloha 32, Mark Ellis design. Performance
cruiser. 35’ LOA, 32’ LOD,11’beam 4’9” draft. 25hp
Westerbeke. Hood Furling, bowsprit, autopilot, 2
headsails, davits, 2 speed winches, marine ac,
supercruising layout, 2000 survey 48K. asking
$42,500. Will consider trades. (239) 218-8680 or
(800) 443-8908 ext. 4313. (8/03)
Cape Dory 25, New Honda 9.9, Seven sails, Two
anchors, New wiring, Auto pilot, Fish finder, Electronics, Pressure water, New Trinidad bottom\,
Dingy, Cruise ready, Much more! $6,500, (305)
296-5490 (9/03)
J/27 (1989) - VG Condition, Sobstad Genoa &
Mainsail, 2002 UK Spinnaker, 2002 Sobstad Jib,
Evinrude 4HP, Sailcomp, Knotmeter, Triad Trailer,
Keel/Rudder Faired, Bottom Painted 11/2002,
Titusville, Florida. $20,500. (407) 323-5459. (9/03)
Wavelength 24. Very good condition. Dry sailed.
North main, 155, 3/4 spin, float-on trailer. Outboard. Near Atlanta. $7500. (404) 872-1934 (9/
Bravura Sportster 29 Very Late (November 1999)
Model, Was raced three times with excellent finishes. #1 in Spinnaker class/Leukemia Cup 2000,
Only in the water for the 2000 season. Mint condition Loaded Looks Brand New. Must sacrifice Immediately. Will deliver as far South as Key West on
its own double axle Custom Trailer. $57,000. Boat’s
original price was over $100,000. Must Sell NOW
!!! YOU SAVE BIG. [email protected] or (609)
841-6356 (8/03)
O’DAY 32, twin cabin, 2 heads, shower, low hours
diesel, new mainsail, 2 jibs, 2 anchors and rode,
Avon dinghy, cruise ready. $19,995 OBO, will deliver up to 500 miles from Pensacola. 850-455-8830
or [email protected] (9/03)
(shorter terms available)
Brewer 12.8 1986.
Excellent cruiser/
live-aboard yacht.
A Ted Brewer design to cruise
around the world,
fast. Has been well
maintained and is
in impressive condition. Gen set,
reefer/freezer, 4 1/
2' draft, recent bottom job.
More photos at (727) 943-9364
[email protected] (9/03
Davis Maritime - Professional Accredited Surveys–
see display ad in the index of advertisers. (727)
323-9788; e-mail: [email protected]
Wanted, Mirage 5.5. Rigging, sails and trailer unimportant, must have sound hull. Under 1K call
John (772) 913-1045 (9/03)
(941) 795-8704
Colorful Books About Sailing the Bahamas and
Caribbean. The Virgin islands Illustrated; Sailing
Through Paradise (covering the Bahamas thru the
Virgins); Wreck and Resurrection (sailboat repair);
Alphabet Sea (AGES 3-8). Package deals. Tortuga
Books. (800) 345-6665.
[email protected]
Ocean Routing – Jenifer Clark’s Gulf Stream Boat
Routing/Ocean Charts by the “best in the business.”
(301) 952-0930, fax (301) 574-0289 or
July 2003
Sailmakers/assistant sailmakers wanted
Fastest growing sail loft in the Southeast is expanding and needs more sailmakers/assistant sailmakers.
Call (850) 244-0001 or e-mail [email protected]
Regional Sales Representatives wanted to sell
advertising space for Southwinds magazine
in all areas of Florida and the South. Contact
[email protected] Sales experience a must.
Experienced Sailmakers Wanted – UK Sailmakers
Palm Beach, FL, location is expanding and needs
skilled sailmakers. Candidates must have strong “gogetter” attitude and be highly capable in Dacron
and laminate construction and repair. Canvas experience a plus. Call (561) 844-3884 or e-mail
[email protected]
Pier 17 Charts & Publications
DMA-NOAA-TOPOS-NTM-Textbooks. South’s largest nautical store at 4619 Roosevelt Blvd., Jacksonville, FL 32210. (904) 387-4669 (800) 332-1072
Fax (904) 389-1161
Sabre Sails is expanding its dealer network. If you
are interested in a rewarding business with a fun
side, call (850) 244-0001 or e-mail
[email protected]
Visit Southwinds new boat and crewlisting service
Visit Southwinds new boat and crewlisting service
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
SeaTech Systems – Computerized navigation &
communication. Call for free Cruiser’s Guide to the
Digital Nav Station and CAPN demo disk. (800) 4442581 or (281) 334-1174,
[email protected],
Writers, photographers, personal sailing
experiencers (sic). Southwinds is looking for contributors – send your stuff in and let’s look at it:
[email protected]
July 2003
If you are under 35 and cruising the Caribbean,
we’d like to hear your story. We are working on
stories about those out there cruising and why they
went. Contact Cherie at [email protected]
Have an interesting Charter story? Southwinds
magazine is looking for people to send in articles
about their charters – in the South, the Caribbean,
or wherever. Contact
[email protected]
Responsible, honest, licensed contractor, well-experienced in high-quality homes, seeks like-minded
investor to finance and partake in build/remodel
projects in Manatee County or nearby . Must be interested in doing something for fun, interesting
projects & making money. (941)795-8711 (12/03)
Steve Smith Marine Rigging Services Used gear
and chandlery. See display ad in Index of Advertisers. (727) 823-4800
Sailing Yacht Services Repairs, maintenance,
equipment installed, marine consulting, yacht deliveries by USCG Licensed Captain, Free Estimates
– No Job Too Large or Too Small – Reasonable and
Reliable - Ron Butler (727) 582-9335
• Masts
• Booms
• Hardware • Rigging
Aluminum Mast Co.
Moisture Meters for Fiberglass or Wood. JR Overseas. (860) 927-3808 See display ad in Index of
Carry-on Portable air conditioner Model 5000
capacity 4800 BTU including air deflector. Excellent condition $375.00 Located Ft. Lauderdale
phone (954) 525 0058. (8/03)
Wheels Custom
Leathered –
guaranteed, 1 year
warranty. Free turks
head. Over 100
satisfied customers
last year. Contact
Ray Glover at
Sunrise Sails Plus
(941) 721-4471 or
[email protected]
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
Dinghy davits, OB motor lock, and other gear. Island Marine Products. See display ad in Index of
Advertisers (727) 698-3938
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: or
[email protected]
Don’s Salvage Yard in Clearwater. Huge assortment
of gear. (727) 576-8577. See Display ad in Index of
Nautical Trader. Buy and Sell, consignment.
Venice/Sarasota Area. (941)488-0766. See Display
ad in Index of Advertisers
Scurvy Dog, Marine Equipment Resale. Pensacola.
(850) 434-1770. See Display ad in Index of Advertisers
Sail Covers & More!
Best Prices Ever
for Custom-Made Canvas
Buy Online or by Phone & Save $$
Highest Quality & Satisfaction Guaranteed
Family Owned & Operated
For more information and to see
our products & pricing go to
(800) 213-5167
25 HP Diesel Engine for Sailboat. 105 total hours
since new from factory. $2,500 Call (727) 457-8746
or e-mail: [email protected] for details. See more
info on the internet at: (8/03)
LIVE ALONE SAILOR with unique cement boat looking for relationship with foxy lady with lots of
money. Exotic dancers whose family members work
for law enforcement are tops on the list. Women
from Keokuk, Iowa need not apply. Woman I am
looking for must know how to sail, cook and clean,
in that order. Send your best recipe and acknowledge which gourmet markets you prefer shopping
at. Am drinking Cribari by the gallon now, but would
like to know more about bottled wine…snap-cap
or corked, it makes no difference. If you like to sail
and don’t mind a few roaches in your life, this may
be your golden opportunity. If you know how to
sew and have your own fishing gear, so much the
better. No rap music fans, please. Email to:
[email protected]
Order regatta photos online.
Thistle Midwinter Regatta 2003 St. Petersburg
password thistle
Sailfest Sarasota 2003
password sailfest (O)
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
See Display ad in Index of Advertisers
Hong Kong Sail Makers
Cruising Sail Specialists Top
Quality, Best Price Delivery 2 - 3
Weeks (852) 2789 1938
(852) 2789 3155 (FAX)
E-mail: [email protected]
Ponce de Leon Hotel
Historic downtown
hotel at the bay,
across from St.
Petersburg YC.
95 Central Ave.
St. Petersburg, FL
(727) 550-9300
FAX (727) 826-1774
Boat Name Special – $85 (as above)
FREE matching Home Port and FL numbers with
order. Call for a brochure of colors, styles, and low
prices. We apply or mail orders welcome. Aqua
Graphics In Pinellas and Hillsborough (727) 3434304; Manatee, Sarasota, and beyond (800) 2056652 VISA/MC Accepted.
(shorter terms available)
CONTACT EDITOR: (941) 795-8704
E-mail: [email protected]
S U B S C R I B E T O Southwinds
$12/YR – 3RD CLASS or $24/YR – 1ST CLASS
New special offer–third class mail only. Fill in & mail coupon, or
send us your name and address with a check or credit card number to Southwinds Subscriptions, P.O. Box 1175, Holmes Beach,
FL 34218-1175. You may also call (941)795-8704.
Name ______________________________________________________________
Address _____________________________________________________________
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ENCLOSED $ ___________ Check _____ Money Order _____
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July 2003
The “Falken” Has Landed
By Ron Yankowski
he Falken landed in Safety Harbor,
FL, on May 24, just like the Astronauts whose “Eagle” landed on the
moon years ago..
But this Falken (falcon) is a Viking sailing ship from Gulfsteam, near Jensen
Beach, FL. It has landed to claim territory
for the Sons of Norway, who are descended from fierce Viking stock.
The Sons of Norway, organized over
100 years ago with 65,000 members worldwide, recently held a regatta on Old
Tampa Bay comprising five ships competing for a trophy and a good time. It was a
belated celebration of Constitution Day
(Syttende Mai), a holiday signifying the
independence of Norway from its 500year union with Denmark in 1814 and
from Sweden in 1905.
The Suncoast of Florida has seen
many invasions such as those by
Gasparilla and his pirates in Tampa Bay,
but the Vikings from Norway are by far
the most sun-loving and fun-loving group
to party on the palm-laden beach at
Phillippe Park.
Arthur Olsen from Sarasota was
proud of the upcoming race that would
match the skills of the various Sons of
Norway lodges that were represented at
the race. These “Vikings” came from near
and far including Clearwater, Orlando,
Jacksonville, Gulfstream, and Sarasota.
The unique fiberglass boats with open
oarlocks are 22-and-a-half-feet long, and
each has one square sail of 117 square feet..
The crew of either six or eight oarsmen
has a coxswain who calls out cadence to
maintain the rhythm of the rowing and is
responsible for the steering. The number
of invaders assigned per ship depends on
whether or not any modifications have
been made to the boat.
Originally, the first boat of this type
was designed for fishing and was found
abandoned in a cold stream in Norway.
The lucky finder, who was on a cruise vacation years ago, convinced the captain of
the cruise ship to bring it back to the
United States. He felt that it would be a
way to promote an interest in the Norwegian-Americans’ ancestral culture. The
first copies were produced and used in
Jensen Beach and were supported by the
contributions of Mr. Evinrude of Evinrude
June 2003
Suzanne Yankowski photo.
boat motor fame!
Let’s get back to the races. There are
three heats of usually two boats each that
have to maneuver around a mile-long elliptical racecourse. The first leg is rowing.
The second and third leg is using the
square sails, and the last leg is back to the
strenuous rowing.
The actual sailing is difficult because
of wind shifts and having to go in one direction only—downwind. The square sails
do not allow for tacking. They do, however, give the crew a breather from the
George Teigland as well as Coxswain
Kim Brew and her husband Rich of the
Jacksonville Hagar crew, were all excited
about the race because they wanted to
“beat” the Valhalla crew from Orlando.
The Hagar crew had recently won the
Mayor’s Light Parade in Jacksonville and
is invited to many mayoral functions.
These two particular lodges have been
friendly competitors for years and were
anxious to begin.
The first heat had Valhalla (Orlando)
beating Solkyst (Suncoast) from
Clearwater; while the second heat had
Hagar (Jacksonville) finishing over Falken
(Gulfstream) and the Vikings from
Sarasota. Unfortunately, the Sarasota crew
got a late start due to confusion over the
various signals of the starting horn.
The third heat was a competition between female Viking crews from Orlando
and Clearwater. This was the first time that
this event had been scheduled, and the
Valhalla Orlando group took the race.
The fourth heat was the final race of
the day for the championship. The carved
dragon heads on the prow of the boats
were waiting impatiently to spring over the
starting line. The horn
blasted and the race began.
The crews rowed furiously and then after
the first turn, bright red,
yellow, white, and
striped sails were unfurled to catch any
available wind. The
boats were jostling for
position and five minutes later, the crew of the
Falken crossed over the
finish line with Hagar,
Valhalla, and Solkyst following close behind.
The Sons of Norway, District 3, which
includes Florida and the East Coast to
Georgia, have three regattas a year. They
look forward to the competition but are
not overly concerned about winning. They
put more emphasis on the fellowship and
meeting friends at a meal.
Watching this unusual race stirred, in
my imagination, the exploration and bravery of the Vikings, who visited North
America long ago,
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