Fresnel Lens to be displayed at NDL

Newsletter of
The New Dungeness Light Station Association
A non-profit Historical Organization
Fresnel Lens to be displayed at NDL
VOLUME XXIII
NUMBER 2/3
September 2016
Inside this issue:
Fresnel Lens
1
Editor’s
Comments
2
General Meeting
3
Speakers for
General Meeting
4
USLHS Tour
5
New Board
Member
6
Festivals & Events
7
GPS and AIS
8
History Repeats
Itself
14
NDLSA Landing
Craft Vessel
15
Recent Keepers
18
Availability
19
Thanks to the Clallam County Historical Society, the New Dungeness Light
Station Association has on loan the Fourth Order Fresnel Lens from the
Cape Flattery Lighthouse on Tatoosh Island (sometimes referred to as the
Tatoosh Lighthouse). This lens replaced a First Order lens in 1932, and
was removed when the Light Station was automated in about 1977.
This beautiful lens has three flash panels and
two solid panels. The flash panels have
bullseyes and together with the solid panels
projected three consecutive flashes followed
by a darkened lens, covering a period of 45
seconds. The lens was manufactured by
MacBeth Evans Glass Company, Pittsburg in
the early part of the Twentieth century making
it a rare lens.
The NDLSA plans to display this lens on its
original pedestal in the southeast front room
of the Lighthouse Building. It will complement
the Fourth Order Fresnel lens we have on
loan from the U.S. Lighthouse Society. It will
be enclosed in a Plexiglas case specially
made to display the lens, with humidity control
to help protect the polished brass. It is on a
fairly tall pedestal making the entire assembly
about 7 feet tall.
The lens has been disassembled by Chad Kaiser, and it now resides in a
workshop where volunteers are carefully (some might say painstakingly)
polishing the brass. The brass was in decent shape, but will require a
couple hundred volunteer hours to polish. Once that is complete, it will be
assembled in the shop to make sure everything works, and then will be
reassembled at the Light Station. The lens is complete, including the motor
and lamp base, so we hope we can display it as a rotating lens.
Hopefully, next time you visit the Light Station, you will be able to see this
lens in all its glory.
By: Steve Reed
The FOGHORN - September 2016
The official newsletter of the
New Dungeness Light Station Association
P.O. Box 1283, Sequim, WA 98382
360.683.6638
BOARD OF DIRECTORS
Tom Sinton
Steve Reed
Judy Newblom
Sarah Miller
Bill Bjorklund
President
360.460.1904
1st Vice Pres.
360.385.4245
2nd Vice Pres.
360.504.2236
Secretary
206.947.1347
Treasurer
360.681.5161
MEMBERS
Julie Bacher
Rick De Witt
Marsha Holden
Janet Jones
Bob Larsen
Jim Moran
Bob Stoltz
360-698-7226
360.681.3494
360.681.8814
360.582.9134
360.681.0577
206.387.8859
360.582.0196
Page 2
Editor’s Comments
Attention Photographers!!
As I am filling in as Editor for Judy Newblom for the
September FOGHORN and sitting in my office trying to think
of something to write for “Editor’s Comments”, I received a
notice from the U.S. Lighthouse Society regarding a new
book, Lighthouses of America, which will be published in
2017.
I know that most Keepers at New Dungeness take at least
one camera with them to the Lighthouse because we have
seen the results of your photographic efforts. This is an
opportunity for you to submit your beautiful images of or
taken at New Dungeness for publication, and hopefully one
or more will be chosen and you and New Dungeness will be
recognized and included in this new book.
The Editors are seeking high quality “art” type photos
depicting images of, or taken at, lighthouses, lightships, and
lateral buoyage of the United States.
They can be
contemporary or historic. They should be original and not
previously published. Digital images must come from
original, digitally captured or digitally copied from original
prints, slides or negatives.
RECORDING SECRETARIES:
Vacant
This is an opportunity for your favorite lighthouse-related
photograph to appear in a book from a large international
publishing house. This offer is open to everyone.
TRANSPORTATION:
Bob Larsen
360.681.0577
Deadline is September 15, 2016 so start looking through
those photos now.
SCHEDULING & MEMBERSHIP
Chad Kaiser, Gen. Mgr. 360.683.6638
E-mail:
[email protected]
FOGHORN EDITOR
Judy Newblom
360.504.2236
Email: [email protected]
REPORTER AT LARGE
Jean Reed
360.385.4245
Email: [email protected]
FEATURE WRITER
Skip Sherwood
559.250.8977
Email: [email protected]
Web:
www.newdungenesslighthouse.com
For complete details, go to:
http://uslhs.org/sites/default/files/assets/
Lighthouses_of_America_photo_book.pdf
New Dungeness Lighthouse lost one of its most
active and devoted volunteers. Judy filled many
roles through the years with the NDLSA.
Judy Davidson
1939-2016
Condolences are extended to her husband, Ken,
and her extended family.
The FOGHORN - September 2016
Page 3
UPCOMING EVENTS—GENERAL MEETING—CRAB FESTIVAL
GENERAL MEETING
Program: Modern Day Lighthouse Keepers
Presented by: Fred Blomshield and Cynthia Privoznik
Fred and Cynthia have been Keepers at New Dungeness many times, took care of the Sequin
Island Lighthouse Station, Maine for four months in 2014, the Battery Point Lighthouse Station,
Crescent City, California for the month of June 2015 and Big Sable, Little Sable and Ludington
North Breakwater Lighthouses, Michigan for a month in the summer of 2016. They will share these
exciting and varied experiences along with their beautiful photographs.
Saturday, October 22, 2016—1:00 p.m.
Fred & Cynthia at
Sequin Island
TRINITY METHODIST CHURCH
100 S. Blake Street, Sequim
Raffle
NDLSA will hold its annual Raffle drawing
during the General Meeting
The winner receives a one-week stay for two
adults at the Light Station and
a one year Family membership
-----------------Get your ticket at the Crab Festival or the
day of the meeting
Door Prizes
-
Refreshments
-
Silent Auction
Come join us and meet your fellow Keepers
Open to the public - bring a friend
See more on Fred and Cynthia on the following page.
This is a presentation you don’t want to miss.
CRAB FESTIVAL
Come be an Ambassador for New Dungeness
October 7, 8, and 9
Port Angeles
The FOGHORN - September 2016
Page 4
Cynthia M. Privoznik and Fred S. Blomshield first stayed at
NDLS Christmas week of 2012 and the first week of
January 2013. They learned about the Keeper Program
from friends in Wenatchee, checked the availability and
signed up.
Their first experience included their drivers having to saw
and move a log to gain access to the beach and mid-week,
the water heater had to be replaced by volunteers who are
always “on call”.
Cynthia says of her first glimpse of the lighthouse, “It looked
so pretty and tiny in the distance. A dream was coming
true – to actually live at and take care of a lighthouse! I had
read a book on women lighthouse keepers many years prior and regretted that I had been born 100
years too late to have that profession. Now was my chance to experience a small aspect of that
unique way of life that is sadly no more.”
Cynthia reflects on the first keepers at NDLS.
“In the living room and in the lighthouse were photos of the first keepers Henry and Mary
Ann Blake as well as other past keepers. I wondered what they would think if they could see
the lighthouse today. It is shorter than it was in their day since 27 feet of it was removed from
the top in 1927 due to cracking and damage. I’m sure they would be very pleased to see that
the lighthouse is still a working navigational aid and that thousands of people visit it every
year. They would be curious to see the Keepers house that wasn’t there when they lived in the
quarters adjoining the tower, which are now the museum rooms. They would be amazed to
see that the end of the spit had grown about ½ a mile since they were there and that there
was now a 600 foot well that provided fresh artesian water and a nice green lawn all about
the station. A single planted tree – a Japanese pine was in the yard. They would see and
appreciate the labor of love and devotion that a dedicated group of caring people 150 years
later would provide to keep their beloved little lighthouse alive and working.”
Fred and Cynthia have advanced degrees in Aerospace Engineering from Purdue University. Fred
was an Aerospace Engineer with McDonald Douglas (St. Louis, MO) and the Naval Air Warfare
Center (China Lake, CA). He continues to be a Consultant in Rocket Propulsion for Industry and
Government. Cynthia was a flight test engineer for 31 years with NASA and the U.S. Navy. She
worked on developing missile and aircraft systems and verified their performance as well as their
proper interaction together. She was back-seat qualified to fly in the test aircraft to perform her
duties.
Fred served on numerous incident investigation teams for DOD and NASA. He was the scientific
advisor to the Navy, Army and Air Force and NASA on combustion instability. He is internationally
known. He has authored or co-authored over 200 professional papers and publications and given
presentations at professional meetings in the U.S. and internationally, receiving a wide variety of
awards and accommodations for his contributions in the field of rocket propulsion and combustion.
Since retirement Cynthia has concentrated on painting (www.cmpanimalart.com), violin, and
knitting.
She and Fred share many interests including hiking, backpacking, camping, biking,
snowboarding, X-C Skiing, kayaking, reading, writing, traveling and taking care of lighthouses.
The FOGHORN - September 2016
U.S. Lighthouse Society Tour Visits New Dungeness
On August 15 New Dungeness Light
Station was visited by 42 lighthouse
enthusiasts. The USLHS’s “Puget Sound
‘Plus’ Tour” Group with leaders Bill and
Judy Newblom were ferried from John
Wayne Marina to New Dungeness via
Humpback Hauling from Roche Harbor.
They were greeted with refreshments
provided by Roberta DeWitt and Jean
Reed and a temporary gift shop hosted by
Marsha Holden.
During the previous couple of days they
had visited lighthouses in the San Juan
Islands and on Whidbey Island. Leaving
NDLS, they were continuing their tour
along the west coast of Washington touring 17 lighthouses,
one lightship and a keeper’s quarters for a lighthouse gone
but not forgotten. They also visited Hurricane Ridge, the
Hoh Rain Forest, the Jamestown S’Klallam Tribe campus in
Blyn and the Makah Museum in Neah Bay.
Page 5
The FOGHORN - September 2016
Page 6
NDLSA WELCOMES NEW BOARD MEMBER
Julie Bacher earned an Associate Arts degree from
California's Santa Rosa Junior College in 1967, majoring in
Medical Assisting. That is where she met and later married
Joe in 1969 and called Sonoma their home. With Joe's job
transfer, they relocated to Bremerton in 1992. Julie retired
after 37 years in Health Care, ranging from a front office
receptionist, medical transcriber, hospital buyer and supply
chain inventory specialist. Julie spent the last 19 years
employed at Multicare Health Systems in Tacoma. An avid
motorcyclist for the last 28 years, she has ridden most roads
throughout 10 of the western states. She has been involved
for several years with Washington's only Women on Wheels
chapter, Olympic Thunder, holding the Director position for
four years and recently promoted to Washington State
Ambassador for Women on Wheels.
Julie and Joe enjoy travelling, hiking, camping, photography
and lighthouses. They have visited more than 40 lighthouses on both the east and west
coasts. Joe and Julie have been members of New Dungeness Lighthouse Association since 1998,
have been keepers on many occasions and have participated in "work parties". Julie has a son
Eric and daughter Anne and two granddaughters.
Tale from the Tower
A recent keeper related this story to the driver on the return from his stay at the Lighthouse. The
keeper was “on duty” in the tower when a gentleman was sent up to see the view from the top.
After looking around and making comments on how nice it was, he stated, “I just got out of prison. I
was there for 15 years.” The keeper was a bit taken back and several thoughts ran through his
mind including, “I wonder if he was there because he threw someone off a high place.” After a long
pause, the visitor continued, “I was the prison dentist.” Thank goodness the keeper could relax and
continue the tour!
The Lighthouse Stevensons
The extraordinary story of the building of the Scottish lighthouses
by the ancestors of Robert Louis Stevenson
By: Bella Bathurst
The Scottish Coast was notorious for many shipwrecks. Starting in the late 1700s, four generations
of Stevensons, ancestors of Robert Louis Stevenson were engineers that supervised the
construction of lighthouses along the Scottish coast including Bell Rock, Eddystone and Skerryvore.
One hundred years later, Robert Louis Stevenson wrote, “When the lights come out at sundown
along the shores of Scotland, I am proud to think they burn more brightly for the genius of my
father.”
The FOGHORN - September 2016
Page 7
FESTIVALS AND EVENTS
Sarah Miller and Jim Moran carry the Lighthouse Banner
Patriotic Lighthouse Model
“Stay for a Week—Memories for a Lifetime”
Fourth of July Parade
LAVENDER FESTIVAL
Setting up is always fun
One of the
busiest years
ever at the
Lavender
Festival with
visitors from all
over the U.S.
expressing
interest in the
lighthouse and
the keeper's
program. We
hope to see
new members
and keepers.
Merchandise and raffle ticket sales were brisk.
Thanks to all the volunteers who donate their time to make
these festivals successful.
The FOGHORN - September 2016
Page 8
GPS and AIS: Navigation Aids Described
By Rick DeWitt
While we all love lighthouses, we must accept that they are now obsolete as navigation aids.
Nothing has done more to replace them than the satellite-based Global Positioning System (GPS).
This invention has transformed sea, land and air navigation by providing the user with a very
accurate three-dimensional report of where the GPS receiver device is located. With these data
available electronically, new navigation tools (and a great game) have been developed. Automatic
Identification System (AIS) is one of these GPS-based tools that the maritime industry has
embraced to show the position, speed and course of other vessels in the same local area. New
Dungeness Lighthouse Keepers are encouraged to use their laptop computers to access AIS
display websites that show ships traversing the Strait.
This article will attempt to provide a primer about how these systems work.
GPS (Global Positioning System)
Since GPS is the key to AIS, let’s start with that; and the first thing to know is that while the
acronym “GPS” has come to refer to all space-time-based position determination systems, it
actually is the name of the system developed by the United States Department of Defense in the
1970’s; the “Global Positioning System”. Since then other nations have developed and launched
their own versions; the Russian “GLONASS”, European “Galileo” and Indian “IRNSS” are
examples. These other systems exist because each one can be encrypted or degraded on
command, but they all use the same principle of operation.
There are two basic GPS signals; the L1 or Coarse/Acquisition (C/A) signal available to civilian
consumer units, and the L2 P(Y) encrypted precision signal available only to military users with the
encryption keys. This article will be dealing only with the L1 C/A signal.
Time-Based Distance Measuring
The key to GPS is the speed of radio signals as they travel through space. This is also the speed of
light: 186,282 miles per second, or 670,616,629 miles per hour. Each of the 24 GPS satellites in
orbit transmits its position and the precise time when it was at that position, several times a second.
The 24 active satellites, and several sets of spares, orbit at 12,540 miles altitude in a set of six
inclined orbital planes, with six satellites spaced in each orbit. The satellites each receive updated
data tables from ground stations to keep their location and clock accurate.
The basic idea is that if you know where at least four other points are (in three dimensions), and
how far you are from each of them, then you can determine where you are. The accuracy of your
position depends on the accuracy of the four known points and the accuracy of the distances. This
process is called Trilateration. Visualize four satellites in orbit above the earth, each surrounded by
a sphere whose diameter is the distance from the satellite to your GPS receiver. The four spheres
will intersect at a single point below their orbit (you), and another single point above their orbit
(usually not you). This lower intersection point is unique to your location, and you can imagine the
spheres moving in orbit above you with their diameters constantly changing until new satellites
come into view.
The FOGHORN - September 2016
Page 9
Figure 1
Your receiver ignores the intersection out in space, so if you go geocaching up there be sure to buy
the limited edition astronaut receiver that lets you declare which point to use.
Your Receiver Clock
Perhaps the true “magic’” to GPS is that your dinky little receiver contains the equivalent of an
atomic clock synchronized to the satellite clocks with an accuracy for the C/A signal of
± .00000001 seconds. Actually, the clock in your receiver is nowhere near that accurate, but it is
constantly updating itself based on the satellite times. In fact, the actual position calculations really
involve adjusting the receiver clock time until at least four signals converge to a common point.
The Position Calculation
There have been several algorithms developed to solve the position equations. I will explain the
way a human, thinking in three dimensions, would do it. Feel free to browse the web for more
variations.
The radio receiver part of your device is continually grabbing satellite information and filing it into a
buffer with latitude, longitude, elevation, satellite time and receiver clock time. When first turned on,
the calculator part of your device gets the first satellite (S1) info from the buffer and makes a simple
assumption; that your position is directly below this satellite at sea level (P1). This lets the
calculator set the initial receiver clock correction factor (RCCF) to satellite time + 12,540 miles @
186,282 miles/second. Now get the next satellite info (S2) and use the RCCF to adjust the received
time. Use the time difference between satellite and receiver to calculate a distance from the
satellite. This gives you a circle (C2) below that satellite of possible receiver positions. Unless you
really ARE directly below S1, there will be no points on the circle that match P1. See Figure 2. So
now, you need to get another set of satellite data (S3), apply the RCCF and check the new surface
The FOGHORN - September 2016
Page 10
circle (C3). Once again, very little chance of any intersections. So now start increasing the RCCF
and re-calculating all three distances. As you do this, the S1 projection also becomes a circle (C1)
and at some point, all three circles intersect (Figure 3, top down view). Whoopee, you have found
your position as if you are at sea level. Add a fourth satellite, and more, to get your true elevation
and even more accurate position, as well as even more accurate receiver time.
Figure 2
Figure 3
Figure 4
Your device can now use its clock + RCCF to display a very accurate Universal Coordinated Time.
From now on, the receiver uses this corrected time to calculate distances to satellites instead of
assuming a starting position below S1. There will be a “fuzzy blob” area at the circle intersection
point(s) due to atmospheric effects and slight satellite position errors. The radius of this blob is
reported as the position accuracy, usually about 10 feet for consumer devices.
Your GPS device can now generate a position track (breadcrumb trail), a speed and a heading as it
continues to update its position.
Universal Coordinated Time (UTC)
Once a GPS receiver has a solution, it also has an extremely accurate clock. This clock time is
usually displayed as Universal Coordinated Time, which for some reason uses the acronym UTC.
UTC does not have time zones and used to be called Greenwich Mean Time (GMT). Many non-
The FOGHORN - September 2016
Page 11
navigation applications use UTC to perform precise timing functions. Cell phone towers use GPS
clocks to precisely insert phone transmissions into a data stream.
Differential GPS
In March 1990, “Selective Availability” (S/A) was enabled, reducing civilian accuracy from 20 meters
to 100m by inserting different random offsets to each satellite’s clock. This was done to satisfy US
national security concerns over providing accurate signals to possible enemy smart bombs.
However the FAA, USCG and the DOT, which did not have access to the encrypted military highaccuracy signal, had all developed applications that needed the <20m accuracy. The Coast Guard
had been working on a system called “Differential GPS” (DGPS) that used surveyed ground
receivers, with very accurately measured locations, to determine the real-time error between known
and GPS-derived positions. The continuously generated error correction data could then be
broadcast on a marine VHF radio channel sideband. This simple and elegant solution to the S/A
degraded accuracy problem also solved the issue that the S/A errors are local and unique, based
on which satellites are in view. The correction factors are also local and broadcast with low power
short-range transmitters. This means that DGPS receivers get the proper correction factor when
they see the same satellites as the local ground station. DGPS also provides inherent corrections
for atmospheric and satellite location errors.
Figure 5
By 1996, vendors were providing consumer receivers with DGPS that completely negated the S/A
errors in the US, where DGPS was available. In addition, US military forces were found to be using
consumer GPS receivers during the Gulf War because of their availability, but there were no
differential ground stations to send corrections! In 2000 President Clinton issued an executive order
that permanently turned off S/A. However, Differential GPS did not go away, due to the need for
extreme accuracy with some navigation tools, like airplane landing. DGPS still provides local
correction for almost all system errors. By the way, the Federal Aviation Administration (FAA) calls
the DGPS signals generated at all major airports the “Wide Area Augmentation System” (WAAS), in
case you see that correction option on your receiver.
The FOGHORN - September 2016
Page 12
Geocaching
Perhaps the most fun with a GPS receiver is to play the Geocaching game. The website at
www.geocaching.com/guide/ explains “Geocaching is a real-world, outdoor treasure hunting game
using GPS-enabled devices. Participants navigate to a specific set of GPS coordinates and then
attempt to find the geocache (container) hidden at that location.”
Figure 6 below, is a screen dump of all the geocaches near my home in Sequim, WA.
Figure 6
The Future of GPS
The GPS system is in trouble. At the same time the program was being developed (early 1970’s),
methods were being tested to jam the signal in local areas to deny “unauthorized use”. GPS
jammers can now be purchased off the internet, although their actual use in the US is illegal.
Recently a new problem has emerged with the (also illegal) emergence of GPS spoofing devices,
which override the satellite signal with a stronger false signal. As of this writing, there is no
economical way to defeat either of these devices.
If you have a consumer GPS receiver, and are interested in seeing what jamming looks like, just
take a drive near the US NAVY submarine base in Bangor, Washington or the White House, or any
other restricted military installation. Watch your receiver’s accuracy display change from 10ft to
over 100ft as you get close to the facility, and then report “Lost Satellite Reception”.
The FOGHORN - September 2016
Page 13
The US Coast Guard is investigating re-commissioning an updated version of their old LORAN
(Long Range Aid to Navigation) land-based system, which would use a much stronger radio signal.
This enhanced-LORAN (eLORAN) would be more difficult to jam or spoof. Other ground-based
GPS options are also being tested.
AIS (Automatic Identification System)
AIS is a maritime position-reporting system that augments traditional marine radars used by the US
Vessel Tracking Services (VTS). Each vessel’s on-board GPS receiver position, speed and course
data are rebroadcast on marine AM radio channels in digital format. Special AIS receivers take the
position reports of all AIS-equipped vessels within range and display them on a radar-like screen.
Additionally, receiver stations can update a worldwide database on the Internet.
AIS reporting websites can then be accessed with a browser and all the “compliant” (reporting)
vessels in a geographic area can be displayed. Figure 7 shows one of these websites;
“MarineTraffic.com”. This link will open the site to the area around the lighthouse:
http://www.marinetraffic.com/en/ais/home/centerx:-123/centery:48/zoom:10
Figure 7
The FOGHORN - September 2016
Page 14
There are various options to control how much information is on the screen. Figure 7 shows vessels
underway or moored, aids to navigation and includes the vessel names. These settings are
available in the Layers menu in the blue bar on the left side of the window. Placing the cursor over
a ship icon will display the vessel’s name, course, speed and destination. Left-click on the ship icon
to get more details, particularly the departure and destination ports. Hover on the 3-letter port
abbreviation to see the port name, click on the abbreviation to get port information. Clicking on the
vessel name in the pop-up box will bring up several pages of information, including last ports of call
and photos.
For more details on GPS and AIS try some of these on-line linkshttps://en.wikipedia.org/wiki/Global_Positioning_System#Fundamentals
https://en.wikipedia.org/wiki/Differential_GPS
https://en.wikipedia.org/wiki/Universal_Time
https://en.wikipedia.org/wiki/Automatic_Identification_System
Does History Repeat Itself?
In May two of our younger generation keepers saw
the photo of Irene and Janice Brooks playing in a
wheelbarrow at the Light Station circa 1904. They
decided to emulate that photo.
Their mother,
Melissa Patton, commented about their stay, “We
had a wonderful time at the lighthouse. Thanks for
all your work there to make it such a special place.”
Irene & Janice
Brooks
Circa 1904
(Photo from Jan Norwine)
Cadence & Geneva
Patton
May 2016
The FOGHORN - September 2016
Page 15
NDLSA Landing Craft Vessel
By Tom Sinton
This article is to inform NDLSA Members
about our Landing Craft Vessel (LCV)
acquisition.
A primary duty and obligation of the
NDLSA Board is the preservation of the
NDLS for the education and enjoyment
of the public. As a certified Non-Profit
Organization, we accomplish this
primarily by the combination of
Membership and Keeper Fees, some
grants and many thousands of volunteer
hours per year. Without that, the NDLS
Landing Craft Vessel—Paradigm
would slide into disrepair accompanied
with the loss of our lease with the U.S.
Coast Guard. Due to the location of the NDLS at the end of the 5-mile long New Dungeness Spit
and Wildlife Refuge, dependable access is an absolute requirement for the continued viability and
existence of the NDLS. Current access for our transportation vehicles is only possible by paid
access through private property on the bluff with a narrow and steep dirt “driveway” to the beach
and then the access is restricted by USFWS to the north shore of the Spit, which we have
authorization to drive our specially equipped four wheel drive vehicles during the low tide windows.
This and previous Boards have recognized the following multiple access risk exposures that could
seriously compromise or preclude the ability for the NDLS to exist:

It is not that unusual to experience storms that breech the Spit, and thereby making it an island.
These breeches usually self-heal in a day or so, but most long term weather forecasts indicate
more severe weather in the future, so this will likely become more of a challenge.

There is a possibility of the total or partial loss of our current access to the beach through the
private property, either as a refusal by the current owner to renew our current (paid) access
agreement or a sale to a different owner,

The current private “driveway” through the private property could experience a wash-out or
landslide, which would totally and immediately preclude vehicle access to NDLS. We
understand that the road washed out years ago, and it cost the USFWS about a half million
dollars to repair, and untold months to get the funding. We do not know why they repaired it
then, but have been assured they would not do that again. Regardless, the cost and time
required to address that type of event would at least seriously compromise or even preclude the
ability to service, maintain or keep the NDLS.
After many studies and discussion, we came to the conclusion that the only realistically possible
action we could take to assure access would require acquiring a suitable boat – particularly a “dropfront” Landing Craft type vessel. Accordingly, starting late last year, Al Hamilton took the lead in the
search for that type of a boat. In February, Al located such a boat for sale on Lopez Island. After
doing further investigation and reviews with Board Members, Al made a presentation to the Board
The FOGHORN - September 2016
Page 16
at the February meeting, and after considerable discussions and review of the need and options,
the Board approved the purchase of the boat subject to a “not-to–exceed” price, of $60,000 and to
inspections and test drives. On 22 March, Al, Chad, Bill Bjorklund and I went to Lopez Island to
inspect and test drive the boat, and we were all impressed with the condition and capabilities. Al
had a short and friendly negotiation with the owner, and settled on a price of $52,000 including the
first class trailer.
Boat Information:
Custom built in 1992 for the owner by Astoria Boat Works, Astoria, OR.
Length -- 28 feet, Beam – 8.5 feet, Draws – 18 inches, but 2 foot depth is recommended
Interior Deck – 6.5 feet x 24 feet – (Has carried Toyota size pickup and backhoe before)
Floor Space – 7.5 feet x 17 feet
Motor – 270 HP, 7.3 L Ford V-8 Turbo Diesel with 300 hours on re-build
It has a Hamilton jet drive (direct connect without the added weight or complications of a
transmission
100 gallon fuel tank – and uses about 9 gallons per hour
Speed – cruising speed 20 knots, top speed 25 knots
It can go from full speed to full stop in about 2 boat lengths, and can rotate 360 degrees
The purchase of this boat is the largest single expenditure
the NDLSA has ever made, and I think it is a demonstration
of the depth of commitment the Board has to the future of
the NDLS. Two previous Board Members, Paul Mowery
and Johan Van Nimwegen, both made strong
endorsements and support of the need and for the
purchase of the boat. The previous owner of the boat had
named it “Paradigm”, which we felt was appropriate and
decided to keep the name.
Three days later, Al, Chad and Bill returned to tow the boat
back to the Transfer Station in Sequim, where it remained
for a month for minor repairs and maintenance, safety
equipment, replacement of the steering console and to get
the “survey” done for insurance. We were pleased that the
survey value assessment was considerably more than our
purchase and incidental costs.
New Console
Built by Tom Sinton
In mid-May, the boat was put in the water at John Wayne
Marina and training sessions started almost immediately.
The sessions are ongoing and intimidating for both
inexperienced people like me, and those with lots more
experience. It is worth noting that the dock in Sequim Bay
The FOGHORN - September 2016
Page 17
where we have been practicing is still floating, but now there are fewer barnacles on the docks and
pilings, and the rest of the barnacles are pretty scared. We encourage and invite anyone interested
with boating experience or interest in learning about operating this boat to contact Chad.
Concurrent with the purchase of the Paradigm,
on April 4th, we formed a “Boat Start-Up
Committee”, led by Al Hamilton, with JP
Persall, Bill Bjorklund, Steve Reed, Jim Moran
and Tom Sinton, to develop Operating
Procedures, Check Lists, Training, Safety and
Operations Manual. We were fortunate that JP
Persall, with her extensive experience and
career in the Coast Guard, took the lead in
developing those plans.
Training continues and there have been
several trips to the Lighthouse to transport
work crews, various subcontractors and to do
necessary inspections. Big benefits are that
we can reduce the number of vehicle trips up
and down the beach and the associated
Training Begins
impact to the Wildlife Refuge. Also, we can
schedule our trips mostly independent of the
tides, so we are able to go to the Lighthouse at “normal” daylight hours. It has been a comfort to
have the boat access in case of a medical emergency. The boat is currently moored at John Wayne
Marina, but we plan on taking it out of the water and storing it at the transfer station during the
winter when the days are shorter and the weather unpredictable.
In summary, I believe we have accomplished our goals in purchasing the boat – that we now have
capability to sustain the presence and
existence of the NDLS. We look forward to
the future and new opportunities that may
become available with the LCV. However,
rumors of us offering water skiing or parasailing from the boat, or of the installation
of a wet bar are unfounded.
Paradigm landing at the Lighthouse
Last note: I would like to offer special
thanks and acknowledgements to Chad
Kaiser, John Holden, Bill Bjorklund, Johan
Van Nimwegen, and especially Al
Hamilton for taking the initiative to find the
LCV, and be the leader and trainer and
tireless participant to make it come
together and happen. It could not and
would not have happened otherwise.
The FOGHORN - September 2016
Page 18
Recent Keepers by Carol Ball
Six Kansans were recent lighthouse keepers. We were Aileen, Carol, Jean, Mary, Sara, and Steve;
mother, 2 daughters and 3 friends. We heard about this experience through Jean's friend Linda De
Moss. That was on a Tuesday back in August. By Saturday, we had all joined the New Dungeness
Light Station Association and signed up for a week to be Keepers.
Traveling halfway across the country to stay on an isolated Light Station for a week took lots of
planning, especially food and menu planning. As soon as we arrived in Sequim in a rented
minivan, we took to WalMart and Safeway, each with a shopping list. The lovely people at the
Quality Inn took our commandeering of their luggage carts with a great deal of poise. It took two
trips to the Transfer Station: one with 3 people and luggage and
another with the other 2 people and the food.
We took full advantage of new shipments of shirts and vests
(ladies shop, after all). When were we likely to see them again?
We arrived at the Light Station in early afternoon to a busy, busy
visitor day - final count 76 visitors. We had quick tours of
mechanicals, the house, and other facilities - everyone vanished
and we were in charge. We found out that our keeper's booklet, the
quick tour of the facility and the omnipresent signs actually did give
us all the information we needed. We were very relieved to find the
gasket the white board had ordered us to grease, for instance.
Aileen, the Organization Queen, set out a daily grid for tasks and
free time. Everything got done and we each had adequate time to
walk the beach, take photos, sit on the porch or beach bench, read,
listen to music, do jigsaw puzzles, watch/sleep through videos, and
cook.
Mary's very first visitors were a young couple who got engaged at
the top of the Lighthouse. They asked her to video it! We were
also surprised at a small, but cheery, number of people who had
ties to the University of Kansas - Rock Chalk.
The Lighthouse Lantern was a good place to spot sea lions,
Harbor seals, kayakers, ships including two(!) submarines as well
as the intrepid hikers. Mount Baker in the Cascades was present
for our viewing pleasure for four days.
One of our most
enjoyable parts of
the day was to
end it with a
lovely dinner and
a glass of wine.
We took turns
preparing dinner
with a great deal
of pride - dessert
every night.
Our Saturday departure came all too soon. I think about the time
spent out there often and check those web cams everyday....I
want MY lighthouse to continue to sparkle.
The FOGHORN - September 2016
Page 19
2016 Reservation Dates
Depart at
—
Return
Available Rooms
Currently full—please check back for cancellations
2017 Reservation Dates
2017 Rates:
Adults: $375 and Children (6 through 17 years of age): $195
Whole House (minimum of 4 adults required): $2250
Depart at
—
Return
Sat Oct 28th @ 12:10 AM — Fri Nov 3rd @ 7:10 PM
—-
Special Holidays
(Halloween)
Fri Nov 10th @ 11:00 PM — Fri Nov 17th @ 7:10 PM
Fri Nov 17th @ 6:30 PM — Fri Nov 24th @ 10:10 PM
Fri Dec 15th @ 6:00 PM — Fri Dec 22nd @ 9:10 PM
2018 Dates will be posted for review in
December
The Keeper Quarters has three main
bedrooms, two with queen size beds and one
with a queen and a twin. There is also an
additional bedroom with two twin beds.
Maximum capacity is 7 People.
(9 possible with special arrangements)
If you are eligible to stay at the Light Station,
and see available dates that interest you,
please email Scheduling Services at
[email protected]
or call us at 360-683-6638
3 Rooms
3 Rooms
(Thanksgiving)
Fri Dec 1st @ 6:00 PM — Fri Dec 8th @ 10:10 PM
Fri Dec 8th @ 9:30 PM — Fri Dec 15th @ 6:40 PM
Available Rooms
3 Rooms
3 Rooms
(Hanukkah Begins)
3 Rooms
3 Rooms
Photo by Sara Wentz
The Official Newsletter of
The New Dungeness Light Station Association
P.O. Box 1283, Sequim, WA 98382-1283
RETURN SERVICE REQUESTED
May 2016
NONPROFIT ORG.
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