In This Issue: Two Book Reviews • Letters to the Editor A Walk
Transcription
In This Issue: Two Book Reviews • Letters to the Editor A Walk
The Ash Breeze Journal of the Traditional Small Craft Association, Inc. Vol. 29 No. 2 Summer 2008 – $4.00 In This Issue: Two Book Reviews • Letters to the Editor A Walk Through the Shops At the Northwest School of Wooden Boatbuilding CABBS Boat Building Project: A Tribute to Don Bailey Musings on a Mud Flat • The Bordertown Skiff • Feather’s Crossing Whitehall Spirit Classics Travel the World Launchings The Ash Breeze The Ash Breeze (ISSN 1554-5016) is the quarterly journal of the Traditional Small Craft Association, Inc. It is published at 1557 Cattle Point Road, Friday Harbor, WA 98250. Communications concerning membership or mailings should be addressed to: P.O. Box 350, Mystic, CT 06355. www.tsca.net Volume 29 Number 2 Editor Dan Drath [email protected] Copy Editors Hobey DeStaebler Cricket Evans Charles Judson Jim Lawson Charles Ratcliffe Editor for Advertising Pete Evans Editors Emeriti Richard S. Kolin Sam & Marty King David & Katherine Cockey Ralph Notaristefano Ken Steinmetz John Stratton Layout with the assistance of The Messing About Foundation The Traditional Small Craft Association, Inc. is a nonprofit, tax-exempt educational organization which works to preserve and continue the living traditions, skills, lore, and legends surrounding working and pleasure watercraft whose origins predate the marine gasoline engine. It encourages the design, construction, and use of these boats, and it embraces contemporary variants and adaptations of traditional designs. TSCA is an enjoyable yet practical link among users, designers, builders, restorers, historians, government, and maritime institutions. Copyright 2008 by The Traditional Small Craft Association, Inc. Editor’s Column Shaw & Tenney has been a friend to TSCA since our very beginning. TSCA is incorporated in the State of Maine, Shaw & Tenney provide our corporate home. Congratulations to them on turning 150 years. Shaw & Tenney Turns 150 By Steve Holt Shaw & Tenney, the oldest manufacturer of oars and paddles in the U.S. and the third oldest manufacturer of marine products, turns 150 this year. Started in 1858 as a water-powered manufacturer on the Stillwater River in Orono, Maine, the company has moved twice within the same town and changed owners only three times. Shaw & Tenney has remained much the same business, and is renowned for its quality. In addition to the manufacture of traditionally handcrafted solid wooden oars, paddles, wooden masts, spars, and flagpoles have been recently introduced. I credit the company’s longevity to the employees, whose quality, craftsmanship, consistency, and commitment to the customer are first-class: “We’re a manufacturer, not a production company, and making these products takes a lot of hand/eye coordination—the key is wood, but the craftsmen need to know how to respond to wood. The entire Shaw & Tenney product line is on display at www.shawandtenney.com. Shaw & Tenney 20 Water Street PO Box 20 Orono, Maine 04473 1-800-240-4867 www.shawandtenney.com Front Cover Activities at the Northwest School of Wooden Boatbuilding. This boat is the 16-1/2 foot-long Sunray, a 1932 Edwin Monk lake runabout design. Edwin Monk, the noted Seattle designer, was just stepping out on his own when he published this design in his 1934 book Small Boat Building for the Amateur, since republished by Dover Press in 1992 as How to Build Wooden Boats. In this picture, we're looking at Sunray's stem while the boat's bottom was being sanded and the sides planked. The green tape on the stem is there to protect it from stray nicks and scratches while we sanded the bottom since the stem will be finished "bright." Although not visible in this picture, Sunray has a dip, or inverse curve in the aft one third of the bottom of the boat, with which Monk intended to keep the bow down at speed. Sunray is being traditionally constructed of mahogany and meranti planking over white oak frames, with a mahogany stem, keel and transom and Alaskan Yellow Cedar deck beams. She was designed for a 25 or 30 hp outboard engine, which is what she'll carry in this incarnation. Photo by Pete Leenhouts. Address Changes: We instruct the Postal Service to forward the journal to your new address, but if it is not forwardable, we are charged the full third-class fee (not the less expensive bulk rate fee) for its return, along with the address correction fee. To help us reduce postage costs and ensure that you don’t miss an issue, kindly send your new address to TSCA Secretary, P. O. Box 350, Mystic, CT 06355. 2 ______________________________________________________ The Ash Breeze – Summer 2008 Gardner Grants “To preserve, continue, and expand the achievements, vision and goals of John Gardner by enriching and disseminating our traditional small craft heritage.” In 1999, TSCA created the John Gardner Grant program to support projects for which sufficient funding would otherwise be unavailable. Eligible projects are those which research, document, preserve, and replicate traditional small craft, associated skills, and those who built and used them. Youth involvement is encouraged. Proposals for projects ranging from $200 to $2000 are invited for consideration. Grants are awarded competitively and reviewed semiannually by the John Gardner Memorial Fund Committee of TSCA, typically in May and October. The source of funding is the John Gardner Memorial Endowment Fund. Funding available for projects is determined annually. Eligible applicants include anyone who can demonstrate serious interest in, and knowledge of, traditional small craft. Affiliation with a museum or academic organization is not required. Projects must have tangible, enduring results which are published, exhibited, or otherwise made available to the interested public. Projects must be reported in the Ash Breeze. For program details, applications and additional information visit TSCA on the web at www.tsca.net Benefactors Samuel E. Johnson Life Members Jean Gardner Bob Hicks Paul Reagan Sidney S. Whelan, Jr. Generous Patrons Ned Asplundh Howard Benedict Kim Bottles Willard A. Bradley Lee Caldwell Stanley R. Dickstein Richard S. Kolin Zach Stewart Richard B. Weir Capt C. S. Wetherell Joel Zackin ...and Individual Sponsor Members Jon Lovell David Epner Rodney & Julie Agar The Mariners Museum, Edna Erven Captain James Alderman Newport News, VA Tom Etherington Roger Allen Charles H. Meyer, Jr. Richard & Susan Geiger C. Joseph Barnette Alfred P. Minnervini John M. Gerty Ellen & Gary Barrett Howard Mittleman Gerald W. Gibbs Bruce Beglin Raymond Glover John S. Montague Charles Benedict Les Gunther King Mud & Queen Tule Robert C. Briscoe Mr. & Mrs. R. Bruce Hammatt, Jr. Mason C. Myers Richard A. Butz John A. Hawkinson David J. Pape Capt John & Charlotte Peter Healey W. Lee & Sibyl A. Pellum Calhoun Colin O. Hermans Robert Pitt Charles Canniff Steve Hirsch Michael Porter Dick Christie Stuart K. Hopkins Ron Render David Cockey Peter A Jay Don Rich James & Lloyd Crocket John M. Karbott Karen S & Bill Rutherford Dusty & Linda Dillion Terry & Erika Downes Phillip Kasten Richard Schubert Paul A. Schwartz Dan & Eileen Drath Carl B. & Ruth W. Kaufmann Karen Seo Frank C. Durham Stephen Kessler Michael O. Severance Albert Eatock Thomas E. King Austin Shiels Michael Ellis Arthur B. Lawrence, III Gary & Diane Shirley John D. England Chelcie Liu Charles D. Siferd Walter J. Simmons Leslie Smith John P. Stratton, III Robert E. (Bub) Sullivan George Surgent Benjamin B. Swan Joshua Swan John E. Symons James Thorington Joel Tobias Peter T. Vermilya Dick Wagner Tom Walz John & Ellen Weiss Stephen M. Weld Michael D. Wick Hank & Hazel Will Chip Wilson Robert & Judith Yorke J. Myron Young The Ash Breeze – Summer 2008_________________________________________________________ 3 PINE ISLAND CAMP Founded in 1902, Pine Island is a boy’s camp that focuses on worthwhile outdoor activities. We have 13 wooden boats in use daily. No electricity on our island in Belgrade Lakes, Maine. Contact Ben Swan: benswan@pine island.org. TSCA Chapters Adirondack Chapter TSCA Mary Brown, 18 Hemlock Lane, Saranac Lake, New York 12983, 518-891-2709, [email protected] Annapolis Chapter TSCA Sigrid Trumpy, P.O. Box 2054, Annapolis, MD 21404, [email protected] Barnegat Bay TSCA Patricia H. Burke, Director, Toms River Seaport Society, PO Box 1111, Toms River, NJ 08754, 732-349-9209, www.tomsriverseaport.com Cape Cod Don Chapin, PO Box 634, Pocasset, MA 02559, 774-392-1833 or [email protected] Cleveland Amateur Boatbuilding and Boating Society Hank Vincenti, 7562 Brinmore Rd, Sagamore Hills, OH 44067, 330-467-6601, [email protected] Connecticut River Oar and Paddle Club Jon Persson, 17 Industrial Park Road, Suite 5, Centerbrook, CT 06409, 860-767-3303, [email protected] Delaware River TSCA Tom Shephard, 482 Almond Rd, Pittsgrove, NJ 08318, [email protected] Down East Chapter John Silverio, 105 Proctor Rd, Lincolnville, ME 04849, work 207-7633885, home 207-763-4652, camp: 207-7634671, [email protected] Floating the Apple Mike Davis, 400 West 43rd St., 32R, New York, NY 10036, 212-564-5412, [email protected] Florida Gulf Coast TSCA Roger B. Allen, Florida Maritime Museum, PO Box 100, 4415 119th St W, Cortez, FL 34215, 941-708-4935 or Cell 941704-8598, [email protected] Friends of the North Carolina Maritime Museum TSCA Brent Creelman, 315 Front Street, Beaufort, NC 28516, 252-728-7317, [email protected] John Gardner Chapter Russ Smith, U of Connecticut, Avery Point Campus, 1084 Shennecossett Road, Groton, CT 06340, 860-536-1113, [email protected] Pine Lake Small Craft Assoc. Sandy Bryson, Sec., 333 Whitehills Dr, East Lansing, MI 48823, 517-351-5976, [email protected] Puget Sound TSCA Gary Powell, 15805 140th Ct. SE, Renton, WA 98058, 425-255-5067, [email protected] Sacramento TSCA Todd Bloch, 122 Bemis Street, San Francisco, CA 94131, 415-971-2844, [email protected] Lone Star Chapter Scajaquada TSCA Howard Gmelch, The Scow Schooner Project, PO Box 1509, Anahuac, TX 77514, 409-2674402, [email protected] Charles H. Meyer, 5405 East River, Grand Island, NY 14072, 716-773-2515, [email protected] Long Island TSCA Myron Young, PO Box 635, Laurel, NY 11948, 631-298-4512 Lost Coast Chapter—Mendocino Stan Halvorsen, 31051 Gibney Lane, Fort Bragg, CA 95437, 707-964-8342, [email protected], www.tsca.net/LostCoast Michigan Maritime Museum Chapter Pete Mathews, Secretary, PO Box 100, Gobles, MI 49055, 269-628-4396, [email protected] North Idaho Joe Cathey, 15922 W. Hollister Hills Drive, Hauser, ID 83854, [email protected] North Shore TSCA Dave Morrow, 63 Lynnfield St, Lynn, MA 01904, 781-598-6163 Oregon Coots John Kohnen, PO Box 24341, Eugene, OR 97402, 541-688-2826, [email protected] Patuxent Small Craft Guild William Lake, 11740 Asbury Circle, Apt 1301, Solomons, MD 20688, 410-394-3382, [email protected] SE Michigan Merged into the Pine Lake Chapter as of May 1, 2008 South Jersey TSCA George Loos, 53 Beaver Dam Rd, Cape May Courthouse, NJ 08210, 609-861-0018, [email protected] South Street Seaport Museum John B. Putnam, 207 Front Street, New York, NY 10038, 212-748-8600, Ext. 663 days, www.southstseaport.org TSCA of Wisconsin James R. Kowall, c/o Door County Maritime Museum, 120 N Madison Ave, Sturgeon Bay, WI 54235, 920-743-4631 Organizing Eastern Shore Chapter Mike Moore,5220 Wilson Road, Cambridge, MD 21613, [email protected] St. Augustine Lighthouse and Museum Chapter Maury Keiser,329 Valverde Lane, St Augustine, FL 32086, 904-797-1508, [email protected] 4 ______________________________________________________ The Ash Breeze – Summer 2008 Book Review The Rangeley and Its Region: The Famous Boats and Lakes of Western Maine By Stephen A. Cole. Tilbury House, 2007,160pp. Illustrated Reviewed by Ben Fuller About twenty years ago, the Rockland Apprenticeshop got interested in Rangeley Lake boats. As part of building a Rangeley, they commissioned Stephen Cole to research and produce a manuscript about them and David Dillion to measure and produce plans. The boat got built, the plans drawn, but the book was never published until now. Now, thanks to Tilbury House, it is in print in a handsome production. It is well reviewed by Mike O’Brien in WoodenBoat #199. I can’t really improve on his review, so I thought it would be interesting to give TSCA members something about the first research, revival and replication of the Rangeley thirty years ago. When I first went to work for Mystic Seaport in 1978, a new project was just starting in the Boat Shop. John Gardner and Barry Thomas were interested in investigating wood production boat techniques, and wanted always to have a boat under construction in the Shop. Boat sales would cover material costs as well as costs of any assistants needed. Projects chosen would be boats that were not in commercial production but for which John and Barry saw might be commercially viable if Mystic did the basic research. The project chosen was replication of Mystic Seaport’s 14' 7" Charles Barrett Rangeley boat. John and Barry knew that these boats were production boats that Herb Ellis who had bought Barrett’s shop was still building but likely would not be much longer ( Herb shuttered his shop in 1981) and that the smaller model would likely suit the needs of potential buyers more than the standard 17-foot guides model. Led by Barry Thomas, the Shop built two runs of them, 21 in all. The first boat was a one off, built from measuring and lofting the Barrett. The prototype was bought by then chair Clifford Mallory, and since has been given back to the Museum’s boat livery. After building the first one, Barry and Ed McClave, who had come to work at Mystic, went to Rangeley to study Herb’s patterns and ask about things like why our boat had some hog in its keel. (You needed to set the molds with a little rocker which came out when the boat came off the molds.) Armed with that knowledge, the second boat was patterned, and the third built with patterns. While never achieving the production of Barrett and Ellis shops…up to thirty a winter, with a crew, perhaps twenty solo…we learned a lot about use of patterns, and followed this up with production runs of Rushton 14foot rowboats, some Seaford skiffs and some tuckups. Ed McClave did a seminal article on compression bending published in WoodenBoat #36 and drew up a really nice set of plans, and of course went on to found a major yacht restoration business. Clark Poston worked with Barry on these boats and went on to become the Program Di- rector at the International Yacht Restoration School. For some reason, the story of Mystic’s research into the Rangeley did not make it into Cole’s book. For those interested in more material, there are interview materials and photographs in the Seaport Library. Personally, having rowed both the 14 and 17, the 14 is a better choice if going solo is your habit. It can be car topped, and works well with a passenger. If you usually are out with a party or row with a partner, the 17 would be better. If we had Cole’s book, interpretation would have been much easier. Cole shows how the Rangeley model migrated from the St. Lawrence area via a boat from Ogdensburg. This model was brought over by anglers who formed the Oquossoc Angling Association. These men were well familiar with angling in the Adirondacks and the St. Lawrence, both areas that preceded Western Maine in tourist interest and accessibility by decades. For them the Rangeley Lakes were new fresh fishing grounds, and there was no suitable local boat for guided fishing. Cole emphasizes how Rangeleys were production boats. Building these was an industry, a vital component of a tourist driven economy. Well built, these were not the pampered pets of wooden boat hobbyists. These boats were built on the run, were built to work and work hard. They evolved from the double enders to a fine low power outboard driven boat, the kind of boat that might again be popular as gasoline prices climb. Traditional boats were not traditional boats to those that built them. Accompanying his manuscript is a terrific selection of photographs. Historic ones gleaned from the archives of the Rangeley Historical Society, along with those from the Maine Historic Preservation Commission and from the Maine Folklife Survey show how it was. Herb Ellis, Skeet Davenport and others who provided interviews to Stephen Cole and earlier researchers are now gone. A builder in Rangeley, Richard Woodward, has picked up the Rangeley. Dozens are still preserved in sporting camps of the region. And with this book, the story of the Rangeley has been beautifully presented. The Ash Breeze – Summer 2008_________________________________________________________ 5 Letters to the Editor signed up over 150 members. sional boat builders like John, Pete At the same time we had started to Comments on the 30-Years Ago piece, Culler, Weston Farmer, eloquent writers organize rowing and sailing regattas. Spring 2008 Ash Breeze such as Waldo Howland, or environmenAfter the first two, the whole idea Dear Editor: tal leaders like Pete Seegar. All of these The Traditional Small Craft Associa- caught fire and soon there were a people shared a kinship in their love of growing number of groups organizing tion was founded by John Gardner at small craft and the preservation of the Mystic Seaport in about 1974 or so after events open to all comers in Central skills and yes the hardnosed ethics of the he had contacted the Coast Guard about California including Sacramento, working man which made the whole the problems he had with their new boat Sausalito, Redwood City, Davenport concept of craftsmanship possible. (Bill Grunwald), Santa Cruz, Monterey building regulations. They had been Both John and Pete Culler, another and the San Francisco rowing clubs. written by industry lobbyists and correspondent and friend, agreed to One of the core groups was customers exempted sailboats, kayaks and canoes. support my efforts. I gave the name “The Rowboats were counted as outboard craft and friends of Bill Grunwald. Ash Breeze” to the Journal because as a These were heady days for what John member of Mystic Seaport, I had just and were given floatation requirements called the small craft revival and there that were impossible for our type of received their journal in which there was was pent up demand that exploded as wooden small craft. a photograph of a becalmed Gloucester each new opportunity beckoned to learn The Coast Guard said that unless fishing schooner being towed from the there was a lobbying group representing and do more with traditional small craft. harbor by her dories, powered by an John Gardner was excited about what our interests, no input would be re“Ash Breeze.” This photo and the was happening and sent us some money spected by Congress. So John called on caption are on the front page of the first from the TSCA treasury to publish a his friends to meet and see what was issue of the Ash Breeze (Volume 1, No. 1 schedule of events and a brief newsletpossible. He also had several meetings January 1978). with the Coast Guard and offered to test ter. After a year of this John asked me to Publishing this newsletter was develop a national newsletter for the examples of traditional craft from the primitive by today’s standards as TSCA as interest in the TSCA was Mystic Seaport collection. copying centers were in their infancy. I waning. The Mystic group was not John was a man of many parts. Most tried to find a printer. The man printing really capable of starting a lobbying people do not know that John had a local newspaper said that I would have earned a Masters degree from Columbia. organization and the Coast Guard did to print at least 2500 copies and allow not seem to be particularly enthusiastic He was a lifelong advocate of social for 1/3 loss in the printing process. I had about enforcing the regulations on every a few hundred dollars and that would justice and as a young man participated small boat builder (defined as anyone in the WWI Veteran’s Bonus March on not work for us. who builds a boat and then sells it). Washington in 1932. So if you needed What we ended up with was an I proposed a change for the newsletsomeone to take on the Coast Guard, extremely labor intensive process. I was ter. I thought that the newsletter should John was the right man. the editor, proof reading copy and The first newsletters were typewritten be more of a journal including the choosing the order. I accepted all comers thoughts of all of the membership. Each and only rejected two articles; one by a and mimeographed (does anyone would be given equal value whether it remember what a mimeograph was?) commercial purveyor of epoxy who was was an enthusiastic amateur or profesand were published at Mystic after the making impossible claims and another original meetings and by someone who must were basically meeting have had a mental minutes. problem as his text was I had been correspondunintelligible. ing with John for some Laura (my first wife) years by then, and he had the hard job. She did asked me to see what the layout work. The text support there was in the had to be taken to a typist Santa Cruz, California with an electric typearea for the TSCA. writer, photos had to go Thanks to John’s the newspaper printer to mentions of my shop in be photo copied with dots his articles, many small (a half tone, Ed). Then all craft enthusiasts both of this was pasted onto 8local and around the From the Mystic Seaport collection, a Gloucester fishing schooner 1/2 by 11 sheets and titles country at some time being towed from the harbor by her dories, powered by an “Ash Breeze.” were added using transfer dropped by the shop. In a This photo and the caption are on the front page of the first issue of the letters. Then to the copy little over a year we center for printing and Ash Breeze (Volume 1, No. 1 January 1978). 6 ______________________________________________________ The Ash Breeze – Summer 2008 stapling. We also had the mailing list copied to stickers. When this was done we had a volunteer party at our apartment overlooking Santa Cruz harbor. There we folded, pasted a dot to hold the fold, attached the address sticker and the stamp. A lot of work went into it all. John told me to spend all I needed for the project and I always printed up several hundred extra copies for promotion. One issue which included an article about St Lawrence Skiffs by Harold Herrick went to 1000 copies. Harold sent us extra money to cover the extra copies. It cost about $300 to $400 to print each issue in those days. I had the suspicion that John would not have minded if we had spent all of the money in the TSCA treasury as many of the early East Coast supporters apparently felt that there was no longer a need for the TSCA. I argued for the need to connect the enthusiasts across the country, boat builders and boat users. The upshot of all of this is that as the Ash Breeze brought in more money than it spent and the dream stayed alive. Then the time came for us to pack up the shop and move to the Northwest. We not rich people and were just hanging on so (the marriage was beginning to look that way too) it was impossible for us to continue, so we offered the Ash Breeze to anyone who would take it on. Fortunately for all of us Sam and Marty King did so and cleaned up and professionalized the Just before the annual TSCA meet and row to Capitola process. We should all from Santa Cruz in 1975. Over 70 people attended from be thankful to the Los Angeles to Puget Sound. The pictures show the boats succession of editors on the Capitola beach. who have taken on the shop. On small craft: with a expressive hard work of turning out what has shrug, a twist of his face, and a slow become a real jewel. shaking of his head tempered by obvious Best regards, Rich Kolin disallusionment: “They are not for the PS: Say Dan, can we still print an working class.” On boats neglected: issue for $400? (Today the cost is about Hands in the air! Excited expression! “It $1700 per 1000 copy issue. Ed.) must have got into the hands of the ignorant!” Comments on Remembering Bill Bill had many followers and I was one Grunwald of them. I built my first boat in his shop Dear Editor: in the late 1960s, an 8 foot lapstrake Bill Stoye’s article brought back dinghy which I had designed. I had memories of my early days in Santa spent the last year or so lofting small Cruz, California. I had moved there to boats on a half sheet of plywood on my attend the University of California at kitchen table and at last had got up the Santa Cruz after three years in the US guts to built it. Bill said that I could Army. School was my build it in his shop and that he would third occupation, My help me with materials. He built his first was sailing and my lapstrake boats with Philippine masecond was boat hogany and that’s what I used. building. Boat building Bill’s shop was in Davenport, a little soon became my town dominated by a cement plant, just obsession and I read up the coast from Santa Cruz. He always every book, surveyed had some young men building boats for every wooden boat and him with various states of expertise and visited every boat shop. every now and then someone building Bill Grunwald’s shop an independent project. All in all a great was a regular stop. What a character. When place to hang out and learn. By the time I met him, Bill had decided that he he talked his face was didn’t have the patience for the fine like rubber, reflecting work and left that for the young fellers. and projecting his As I set up my boat I realized that the emotion in a voice that beam was excessive, my design stank was a combination of and my lofting was for naught. One of WC Fields and James Stewart. His arms would the guys working there, Robert, helped me to redesign the center station and I wave and his shoulders ended up removing the other molds and would shrug as he Capitola to Santa Cruz showing four of Bill Grunwald’s building the boat by the shadow method proclaimed his distain stock boats; two semi dorys and two Higgins and Gifford which turned out to be a great introducfor the waywardness of Grand Banks dorys from Howard Chapelle’s American tion to lapstrake planking that I would the people who by Small Sailing Craft. That was the small craft bible in never recommend. I named the boat mistake entered his those days. The Ash Breeze – Summer 2008_________________________________________________________ 7 Comments regarding oar leathers, Spring 2008 Ash Breeze Dear Editor: I saw Tad Lyford’s letter on oar leathers and I offer the following comments: A good, and economic, source are “belly strips” Two boats at what I believe is the launch ramp at Elhorn that are available from Slough located at Moss Landing half way between Santa leather suppliers, you Cruz and Monterey. The boat on the left is one of Bill generally have to ask as Grunwald’s stock boats and the one on the left is my first they are a bin somewhere custom built Whitehall, the Stella. —these are the strips left Pequod and later, when I opened my over after they have cut a skin and there shop in the early 70s, I put a showboat is usually enough to get at least couple gaff rig on her and John Gardner of sets of oar leathers at a price much published a picture in the National less than buying first quality skins. The Fisherman. Bill Grunwald throughout leather is between 1/8" to 3/16" thick this just shook his head. But I know that and are a reddish brown colour. I was just one of many young fledglings Getting a tight fit comes from cutting that he gave the chance to fly. the oar leather so you have about a 3/16" These were just a few of my memories gap when the leather is dry, soak it of Bill. He was one of those quiet people overnight and sew it on wet. A trick here that blazed a wide trail. is to leave the skin to fully dry before Best regards, Rich Kolin trimming the ends and if you slip a small piece of mylar sheet under the Comments on the Incidential Intelli- leather before cutting it with a sharp knife, the oar doesn’t get damaged…and gence, Spring 2008 Ash Breeze when everything is finished rub a piece Dear Sir: of smooth hardwood round and away I was greatly disappointed that you, from the edge of the leather and it will of all people, should forget the most leave a nice rounded edge rather than a important Mole of all. Your Incidental cut end. Intelligence, page 17 of the Spring A note on sewing—DO NOT punch Issue, has a list of mole (moles). The holes, use a sailmaker’s needle (it has a mole I refer to is, he of The Wind in the triangular point) and have 6 or more feet Willows. The Tales therein were thorof thread, sew very loose stitches and oughly enjoyed by my children, and tighten it down after—I prefer to use Barbara and I never tired of reading the waxed linen thread rather than polyester story to them. and if you maintain the leathers there is The only other mole I am familiar no risk of the thread rotting out. with was called the Oakland Mole, The herringbone stitching is a locking where steam powered car ferries stitch, details can be found in the Ashley discharged their cargo from San Book of Knots No.3538. Francisco, which may be before your Cheers, time. The Overland Limited discharged Terry Ridings <[email protected]> its passengers on the mole before the Salt Spring Island, BC, Canada bridge was built. They then rode the ferry to San Francisco. Dear Editor: Very truly yours, Most of the wear on the oar occurs I remain, Queen Tule where the oar rests on the oarlock not where it bears rowing thrust. As the oar is lowered into the water, the button bears against the top of the oarlock and forces the bottom of the leather to tear across the bottom of the oarlock. This problem can be obviated somewhat by angling the oarlocks out to the same angle that the oar makes going into the water. It is a problem I have dealt with in the design of the Gaco oarlock which I have successfully used without leathers. (see video on www.gacooarlocks .com) John Murray Comments regarding Stand On or Give Way, Spring 2008 Ash Breeze Dear Editor: As a member of the TSCA, I enjoy reading the Ash Breeze journal. But to set readers straight on the little quiz on page 14 of the Spring 2008 issue—Stand On or Give Way—I would like to offer a comment. If the vessel that has the wind on the starboard beam is a power vessel, then the answer to the question is correct. However, it would appear from the context of the question that it is talking about two sailboats approaching each other. The International Rules for the Prevention of Collisions at Sea (commonly called ‘ColRegs’) has only three rules under Rule 12, Sailing Vessels. In summary, (a)(i) When each has the wind on a different side, the port tack boat shall keep out of the way of the other; (a)(ii) When each has the wind on the same side, the vessel to windward shall keep out of the way of the vessel to leeward; (a)(iii) A port tack vessel that sees another to windward and cannot determine which tack she is on shall keep out of the way of the other. In your little quiz, the sailboat on the starboard tack (wind on the starboard beam) has the right-of-way. I hope this clarifies the situation. Frank White Dear Editor: In the Spring 2008 issue, you printed the following question and answer: Q: Your wind is on the starboard beam. You see two colored lights two points on the lee bow. What do you do? 8 ______________________________________________________ The Ash Breeze – Summer 2008 A: You keep clear; the other ship is close hauled on port tack. There are a lot of unstated facts embedded in the question. The answer makes it plain that there is an assumption that the lights are green and red, and that the lights are at the same height, the lights are on a single vessel, that you AND the other vessel are sailing vessels, that both of you are under way, that neither of you is constrained by draft, that neither of you is engaged in fishing, dragging, towing, or any other commercial operation that limits your maneuverability. Once you told me this question comes from Reed’s Seamanship and Nautical Knowledge, 26th edition. The question can be found on page 117. It's part of series of questions on the rules of the road, the series runs from page 109 to page 125. When you read the entire series of questions, and see the headings of the sections into which they are grouped, all these assumptions are made clear. But even with all of those facts made clear, the answer is still wrong. Because as everyone who sails knows, if two sailboats are on different tacks, the starboard boat has right-of-way. (Technically, it's the stand-on vessel, and the port-tacker is the ‘give-way’ vessel). You can look it up, it's in the COLREGS, Rule 12 on the web at the US Coast Guard COLREGS site: <http:// www.navcen.uscg.gov/mwv/navrules/ rules/Rule1112.htm> The COLREGS have been around since 1972, and that set of rules hasn't changed in all those years. We would like to think that the 26th edition of any book has had enough time to work out the kinks, and publishing obviously wrong answers is a bit of a kink, so how did this mistake slip through? The answer lies in the date of printing. The 26th edition of Reed's was printed sometime around 1931. COLREGS was 40 years in the future and the world was operating under a set of rules that were very similar to COLREGS Rule 12, but with one important distinction. There was a clause that took precedence over 12.a.i, that stated that ships running free (off General Rules of Sailing It is an acknowledged rule of sailing, and one which, although General rules originally suggested by convenience only, has been often recognized by Courts of law, that if a vessel is going close hauled to the wind, and another, meeting her, is going free, the latter must go to leeward; for otherwise the vessel going to windward would lose her position (b). On the same principle, vessels having the wind fair must give way to those sailing by or against the wind (c). It is also a rule, that when both ships are going by the wind, the vessel on the starboard tack must keep her wind, and the one on the larboard tack bear up, thereby passing each other on the larboard hand; and that when both vessels have the wind large or a-beam, and meet, they must pass each other in the same way on the larboard hand (d). For a vessel on her port tack is bound to give way to a vessel on her starboard tack, and if there is any danger of collision to port her helm and go to leeward of the other ship, which should keep her course. the wind) were required to give way to those that were close-hauled. The sidebar can be found in A Compendium of the Law of Merchant Shipping, by Maude and Pollock, published in 1861. It is an acknowledged rule of sailing, and one which, although originally suggested by convenience only, has been often recognized by Courts of law, that if a vessel is going close hauled to the wind, and another, meeting her, is going free, the latter must go to leeward; for otherwise the vessel going to windward would lose her position (b). On the same principle, vessels having the wind fair must give way to those sailing by or against the wind (c). So there you have it. The answer was right, but hasn't been for 36 years. We all have such answers rattling around in our heads, things that were correct when we learned them, but are no longer. The prudent mariner, when faced with possible collision, will not rely on the Spring 2008 issue of Ash Breeze, or any single reference for that matter. Even if you do know the right answer, don't assume that the other skipper agrees with you, or even sees you. Darkness changes things. I remember well a frightening situation where I first saw a red light, then a green, then a red. I thought the other skipper was weaving towards me, until I realized I was seeing a traffic semaphore on shore on a really clear night. Eric Slosser Northwest School of Wooden Boatbuilding Summer Project Submitted by Kendra Seaman The School is running a workshop series this summer on building a sixteen foot Whitehall. The workshops begin on June 21 and run through Aug 23 and are broken down into weekends on: Lofting, Molds & Backbone, Framing, Steambending & Ribband Construction, Planking (Line Out and Garboard), Planking (Carvel & Lapstrake), Caulking, Setting Risers, Thwarts, Gunwales, Knees and Breast Hook, Finish Work, & Oar Making. We thought the courses may be of interest to your readers. Is there a section we could fit the information in? What format would be best? Northwest School of Wooden Boatbuilding Phone 360-385-4948 Toms River Seaport Society & Maritime Museum Annual Wooden Boat Show Saturday, July 19th, 2008 at Huddy Park, Toms River, NJ, Admission is Free The feature boat this year will be Tom Heckman's 1929 50' Elco, Liberte. We will have boat rides this year on the Black Eagle, owned by the NJ Museum of Boating. Our Seaport Museum will be open to visitors all day. Phone 732-349-9209 The Ash Breeze – Summer 2008_________________________________________________________ 9 A Walk Through the Shops At the Northwest School of Wooden Boatbuilding By Peter M. Leenhouts The Northwest School of Wooden Boatbuilding in Port Hadlock, WA, at the water’s edge on Port Townsend Bay, an arm of the Puget Sound northwest of Seattle on the Olympic Peninsula, is well into its 27th year of instruction. The Boat School, as it is locally known, is committed to providing to men and women of all ages and backgrounds a quality education in traditional wooden boatbuilding and fine woodworking. Founded by master shipwright Bob Prothero in 1983, the School strives to impart a sound, practical knowledge in traditional maritime skills, using wooden boats as the training medium, and works to imbue students with the pride and satisfaction that comes from skillful work joyfully executed. Join me for a walk through the school’s three main shops to see the nine boats under construction this semester. We’ll start in the Large Boat Shop which is under the direction of Instructor Richard Wilmore, with help from Shop Assistant Jeff Covert. The 12 students in the Traditional Large Craft class are building two boats this year: a 20-foot Crosby catboat to plans provided by Mystic Seaport for a client in the Seattle area, and a 16-foot mahogany runabout designed in 1932 by Seattle designer Edwin Monk as a boat to be sold upon completion of the course. This catboat was built with a purpleheart stem, stem knee and keel, and a mahogany transom. It is being planked with 7/8-inch red cedar over stem-bent white oak frame. The Mystic Seaport book Building the Crosby Catboat by Barry Thomas (1989), addressing their experience constructing the Breck Marshall, has been of significant help, as we have focused on building the cat using the construction methods detailed in the book. Once the cat is planked, we’ll begin caulking the hull. Traditional Large Craft students have gained a first hand appreciation for lofting and constructing a classic boat of this size under Rich Wilmore’s exacting instruction. The 16-foot lake runabout Sunray was designed by noted Seattle designer Edwin Monk in the early 1930s; its plans appear in Monk’s 1934 book republished in 1992 as How to Build Wooden Boats by Dover Publications Inc. The runabout was designed to be powered by a 25 or 30 horsepower outboard engine. Under Jeff Covert’s careful direction, Sunray is shaping up to be a beautiful boat with that classic 1930s look exemplified by a refined bow flare and slight barrelback aft of the open cockpit. Its white oak frames also served as the boat’s molds, so it was relatively easy to plank, though students learned a great deal about making perfect wood-to-wood joints in those yards of Crosby Cape Cod Catboat—Instructor Rich Wilmore checks frame bevels. All photos by the author. highly visible mahogany seams. Sunray also has a reverse curve in its bottom aft of the cockpit, a feature which Monk employed to keep the bow down at speed. Deck beams and shelf are of Alaskan Yellow Cedar, and the boat will have a mahogany deck. Walking down the hill under the newly budded trees to the shops on the water, we step into instructor Bruce Blatchley’s sunny Contemporary shop, where the nine students enrolled in the Contemporary composite boatbuilding course are building three completely different boats. Carpenter, featured recently by another builder in WoodenBoat’s annual magazine Small Boats, is a plywood lapstrake boat built to designer L.F. Herreshoff’s 1929 lines published in his book Sensible Cruising Designs (reprinted in 1973 by International Marine and many times thereafter). It will be sold by the School when it is completed. According to the book, the Carpenter was designed as a tender to the much larger Walrus, and, in the designer’s words, “…is sort of a cross between a whaleboat and a dory…an admirable sea boat…(and) would obviously carry quite a load through rough water with considerable ease.” Today, it’s envisioned that the 18-foot Carpenter would make a great Raid boat with her excellent carrying capacity, ability to be easily beached, and simple two-masted rig. The two-masted Sailing Canoe Excelsior, designed by William Atkin in the 1920s as a 21-foot flat-bottomed cruising canoe, was converted to contemporary construction and lofted by Bruce Blatchely’s 2007 class, which also built The Monk Runabout—planking nearly complete 10 ______________________________________________________ The Ash Breeze – Summer 2008 460 420 Nubbin dinghy – cutting veneers Planking in progress on Carpenter hull in two successive vacuum baggings, and are fairing it smooth before turning it over to begin work on the interior. The School will list this boat for sale when it is completed. Nubbin dinghy—fairing hull Walking next door to Senior Instructor Tim Lee’s Small Craft the Davis family built small boats in Workshop in the Westrem building in Metlakatla, Alaska from 1900 through the which Instructor Ben Kahn is working as middle years of the 20th century. Their rugwell, we will find four boats under con- ged, seaworthy boats are very highly restruction. Tim’s 16 students are enjoying garded by builders up and down the West the boatbuilding challenges inherent in Coast. Dick Wagner, founder of the nathis number and variety tionally-known The Center For Wooden of boats. Boats (CWB) in Seattle, took the lines off The Traditional Small one of the few remaining Davis Boats and Craft class is building published them in a CWB monograph in two Davis Boats, a trim 1981. The boats have proven to be an ideal 14-footer that will be carvel planking project for this year’s Trasold by the School upon ditional Small Craft class, and by the completion, and a longer boats’ lines, it is expected they will be fast 16-footer for a Seattle- and able small craft for area waters. area client. Both boats The lapstrake Grandy skiffs, this year are planked in red cedar being built in both the 12-foot and 9-foot over white oak frames models, were quite a popular model for and a mahogany back- the Grandy boat Company of Seattle, and bone. they’ve proven to be an excellent boat for Atkin Canoe Excelsior—decking in progress Three generations of the Northwest School of Wooden Boat- the red cedar strip hull. With a beam of 5 feet 4 inches, Excelsior promises to be a fast yet burdensome canoe that will be relatively easy to keep on a trailer. Students in this year’s class finished framing the hull, built the deck beams and plywood deck, and are constructing the keel, rudder, masts, blocking and rigging for an owner in the Southwest. The little 6 foot 8-inch foot Nubbin dinghy was designed by local Port Townsend designer Ed Louchard as a four-layer red cedar veneer hull to be cold-molded over a purpose-built mold. Students in this year’s class built the mold, glued up the c 440 The Ash Breeze – Summer 2008_________________________________________________________ 11 Visitors are always welcomed at the school for shop tours. While I personally enjoy Monday mornings at the School with the promise of a new week in the shops, there’s much to be said about the opportunity to walk through the shops on a Friday afternoon as work is wrap14-foot Davis Boat has been turned over for interior work ping up for the week to see all that has been acwhile planking is in progress on the 16-foot Davis. complished. The Northwest School of Wooden Boatbuilding as well. The School usually sells those they’ve built well before the end of building is accredited by the Accrediting the class in June each year. These boats Commission of Career Schools and Colare built with a mahogany backbone and leges of Technology (ACCST), which is transom, red cedar planking, and white listed by the U.S. Department of Educaoak frames. Two Grandy skiffs were built tion as a nationally recognized accreditlast year with locally-harvested black lo- ing agency. Accredited degree programs at the boat cust frames. They make an especially beauschool include six-month and nine-month tiful yet tough small boat. The Fishing Skiff is an early design diploma programs and a twelve-month defrom the boards of noted Seattle-area de- gree program for an Associate Degree of signer Edwin Monk. This design also ap- Occupational Studies. Degree programs pears in Monk’s 1934 book cited above. include the Traditional Small Craft, Large These boats are built by Beginning Boat- Vessel, and Contemporary Wooden Boats building students in the fall semester, and programs. Accredited summer courses at the school sold by the school. The 14-foot model has proven to be a popular size, and it is easy include Yacht Interior Joinery and Wooden to see why – not only is it an eye-catching Boat Repair and Restoration courses. Additional courses at the Northwest boat built of long-lasting red and yellow cedar , it is easily trailered and handled. School of Wooden Boatbuilding include Students build the oars and rig the boats weekday evening courses in conjunction as well. This boat is the last of the Monk with experts in related maritime trades, Fishing Skiffs remaining at the school (al- evening and weekend supplemental though more will be built during the fall courses and a number of workshops vary2008 session) and is waiting to be crated ing in length from one day to several and shipped to its new owner in Califor- weeks. Supplemental courses include a maritime craft design course, a three nia. month course in sail design and construction, week-long short courses in basic lofting, sail design and blacksmithing, and short weekend workshop courses in wooden plane making; sharpening, tuning and using hand planes; making half models, and other marine skills and trades items of interest. For further informaPlanking is nearly complete on the 9-foot Grandy skiff. tion, visit the school’s extensive website at www.nwboatschool.org, call the school at 360-385-4948, or write The Northwest School of Wooden Boatbuilding, 42 North Water Street, Port Hadlock,WA 98339. About the Author Pete Leenhouts is a retired Navy officer and current student in the Traditional Large Craft class at the Northwest School of Wooden Boatbuilding in Port Hadlock, WA. He previously completed the Contemporary and Traditional Small Craft courses as well. In addition to woodworking, he enjoys researching, photographing and The remaining 14-foot Monk Fishing Skiff waits for delivery. writing about boat construction and history. Pete is looking forward to building and repairing wooden boats of all sizes upon his completion of the school this fall, and can be reached at [email protected]. “Have adz will travel.” 12 ______________________________________________________ The Ash Breeze – Summer 2008 The Traditional Small Craft Association PO Box 350 Mystic, CT 06355 The 2008 Annual Meeting of The Traditional Small Craft Association (TSCA) will be held on Sunday, October 5, during the Mid Atlantic Small Craft Festival, St. Michael’s, MD, at the Chesapeake Bay Maritime Museum. The new Council will meet following the general meeting. Please vote for THREE candidates for the TSCA National Council for terms June 2008 - June 2011. Deadline for receipt of ballots is June 1, 2008, via mail or e-mail. TSCA National Council – vote for no more than THREE (3) candidates: ROGER ALLEN, Florida Gulf Coast Chapter CRICKET (ELIZABETH) EVANS, Sacramento (River) Chapter PETE MATHEWS, Michigan Maritime Museum Chapter JOHN WEISS, Puget Sound Chapter Write-in Candidate ____________________________________________ TSCA National Council – vote for no more than THREE (3) candidates (see reverse for voting instructions) ROGER ALLEN, Florida Gulf Coast Chapter - Roger has been instrumental in starting three Chapters of the TSCA: the Delaware Valley, North Carolina, and Florida Gulf Coast Chapters. He has also started and run three traditional boat building programs: at the Independence Seaport in Philadelphia, at the North Carolina Maritime Museum, and most recently the Florida Maritime Museum in Cortez, Florida. He is dedicated to the preservation of regional traditional watercraft and the skills required to build them. CRICKET (Elizabeth) EVANS, Sacramento (River) Chapter - Cricket is a rower, mainly in San Francisco Bay and the Sacramento Delta. She has served on the Council several times, and was President from 2005 to 2007. She is currently the National Secretary of TSCA. PETE MATHEWS, Michigan Maritime Museum Chapter - Pete has retired after nearly 40 years in the Recreational Marine Industry working in various capacities for manufacturers and distributors. His interest in small boats dates back to his father’s sailboat when he was a very small child, and has never been far from them since. He has built several small boats but is primarily involved in Wood Canvas Canoes. He runs a hobby shop called Crescent Pond Canoes where he builds and repairs these boats and some small wooden boats. He is active in the Michigan Maritime Museum in South Haven, Michigan and is a charter member of that chapter of TSCA, currently serving as Secretary. JOHN WEISS, Puget Sound Chapter - John is a founding member of the Puget Sound Chapter and has been chapter Secretary and Webmaster since 1997. He served on the TSCA Council in the 2000-03 and 0407 terms, and as President from June 01 to June 03. He is currently the national Chapter Coordinator, Membership Coordinator, and Webmaster. John is a retired US Navy officer, currently works as a 747 Captain, and messes about the Seattle area in his kayak, sailboat, and Adirondack Guideboat. The Ash Breeze – Summer 2008_________________________________________________________ 13 SECRETARY Traditional Small Craft Association PO Box 350 Mystic, CT 03655 Fold here, tape edges, affix First Class Postage VOTING INSTRUCTIONS Ensure your membership is current through April 2008 or later (date on Ash Breeze label)! If not, mail your renewal with your ballot, or note on e-mail that renewal has been sent. You can vote by e-mail or mail. To vote by e-mail, send message to [email protected] Subject line: 2008 Council Ballot, Your Name, Your Member Number (from Ash Breeze address label) In the body of the message, repeat your name and member number, and list the names of your 3 choices for Council membership, one name per line. To vote by mail, fill out ballot on back, cut top half, fold and tape for mailing. Affix First Class postage and return address. — or — Photocopy or hand-write your ballot, name, and member number, and place on post card or in envelope. Mail to TSCA Secretary PO Box 350 MYSTIC CT 06355 14 ______________________________________________________ The Ash Breeze – Summer 2008 The Spring issue of the Ash Breeze carried an update of the Project # One in the CABBS chapter. Your Editor was somehow musically carried away and referred to Don Bailey as Bill Bailey. My apologies. CABBS Boat Building Project: A Tribute to Don Bailey By Hank Vincenti Since the untimely death of our dear friend Don Bailey, in July 2007, your Board of Governors has sought a fitting tribute to his memory. As it sometimes happens in this world of human uncertainty, the answers we seek are handed to us and we only need to recognize and act upon them. I believe this is such a case. Marlene Bailey has donated all the materials, parts and plans for the Green Island 15 sailboat that Don had started. Paula and I have picked up all the material and I proposed that CABBS complete the boat as a club project, sell it and have the proceeds go to a charity in memory of Don. Marlene was delighted with this idea and was sure this would have pleased Don. What better way to honor and remember our friend. The Green Island 15 sailboat is a design from Headland Boats of Australia. Check out www.headlandboats.com for photos. It is a flat bottom and sides design of panel on frames, screw and glue construction. It is sort of like a CABBS Optimist dinghy on steroids. The finished hull is 15'-6" long, 5'-6" wide, and 2'-8" high. Don had purchased the Okoume ply, mahogany dimensional lumber and the epoxy for the boat. The bottom 4' x 16' panel has been scarfed and glued, the two side panels are cut to shape, butt blocked and glued and the chine logs are attached. The five frames and the stem section are assembled. There are 5 full ply panels and one partial in appropriate thickness to complete the boat. The spar materials, fasteners, fittings, rigging, sails and other items will need to be purchased. Again the answer has been handed to us in the form of a $500 check from the Wendy Park Foundation to CABBS in appreciation for our efforts in initiating and supporting their WHISTLE Youth Sailboat Program for inner city children. I don’t need anymore convincing; this is a project that should be done. Our only need is a location to build the boat. So lets put our collective thoughts together and I am sure we will have an answer. Please contact me with your suggestions and comments. Musings on a Mud Flat By Pete Evans So many of the worries in this life are about what you should be doing or what you might have done. When you are stuck on a mud flat in a rowboat, you can’t do anything. You just wait. And this can have a wonderfully soothing effect. The rowboat is important, preferably a flat-bottomed one. A large boat or a sailboat with a keel creates worries of its own when aground, but the simplicity of a flat-bottomed rowboat allows relaxation. When you are stuck on a mud flat and the water is off in one direction and the dry land is off in another with about a hundred feet of deep, warm, black, viscous mud between you and them, you just wait. Gradually, in God’s good time, the water will return. Eventually it will lift you free. In the meantime, you can sleep or read, or, if you have a relatively big boat like a Grand Banks dory and have brought supplies with you, you can walk about a little in the boat, maybe cook something to eat, or shift gear, neaten up a little. When you are on the mud, these activities are easier to perform because the boat doesn’t rock. Also, you can just sit and watch the mud flat. A mud flat is very much alive. In a civilized country, it is populated with rusty cans, broken bottles, abandoned tires, three- legged chairs, plastic bottles—a large catalog worth examining, if you’ve nothing else to do. Also, birds love mud flats—willets, curlews, ducks, sanderlings, egrets, and of course, seagulls. They nod and scurry about, stand on one leg or stalk sedately, make abrupt jabs into the mud to snag a meal. Seagulls establish and reestablish territory, sleep or stare about arrogantly. I was once stuck on a mud flat off the Foster City Sewer Plant for about four hours. A flock of sanderlings apparently thought the dory was a log, for they had no fear—well over a hundred of them. I sat very still. They scampered around the boat for 15-20 minutes, running, feeding, piping in small, shrill voices, filling the mud flat with life in the late afternoon sun. Then, with one motion, they were gone. That wasn’t a log after all! On a mud flat, there are splashes, pops, small geysers, sudden slushings, movement all about. Water is always draining somewhere across a mud flat and seaweed vibrates in the tiny current of the channels. If pickleweed is present, so too are small crabs. Under the surface, the mud crawls with clams, shrimp, worms, protozoa, algae, bacteria—all manner of living things that thrive in a warm, salty, soft, shifting mix of soil and vegetable matter. As sun warms the flat, it steams and mist drifts low over the mud. The water returns. Watch a rock , a rusty can, any convenient marker. Look away. Read a paragraph or two. Look back. The water has touched your object. Look away. Look back again. It is gone, beneath the water. The water covers all, washes all. The mud flat? The primordial ooze from which we all came. Unless, of course, you are a Creationist. Festival of the Sea San Francisco Bay This festival will be held July 23-28, 2008 on San Francisco Bay with headquarters at the SF Maritime National Historic Park, Hyde Street Pier. On Wednesday, July 23 there will be a Parade of Sail as part of event. Master Mariners vessels are invited to participate. w w w. m a s t e r m a r i n e r s . o rg / RegistrationParadeofSail2008.pdf w w w. m a s t e r m a r i n e r s . o rg / ParadeofSailOrder2008.doc George C. Knies 2333 Lariat Lane Walnut Creek CA 94596-6518 Tel 925-939-0230 E-mail: [email protected] The Ash Breeze – Summer 2008_________________________________________________________ 15 TSCA Annual Meeting Mid-Atlantic Small Craft Festival October 3-5 St. Michaels, Maryland Submitted by David Cockey The 2008 TSCA Annual Meeting will be held on Saturday, October 4 in St. Michaels, Maryland during the Mid-Atlantic Small Craft Festival. MASCF is held on the grounds of the Chesapeake Bay Maritime Museum (www.cbmm.org). It starts Friday, October 3 and concludes Sunday, October 5. The TSCA Annual Meeting will be on Saturday afternoon at 4 PM. (Time is tentative, please contact David Cockey for confirmation if you will be traveling to attend only the meeting.) The Council will meet on Sunday morning at 10 AM. This year’s Mid-Atlantic Small Craft Festival will be the twenty-sixth. There are typically 350 participants from around the country, and over 200 small boats including traditional small craft of numerous types: rowboats, canoes, kayaks, sailboats, electric boats, the occasional vintage motorboat, and sometimes craft which defy conventional classification. But you don’t need to bring a boat to participate. Activities include workshops, boatbuilding demonstrations, sailing, rowing, and paddling races (with classes for children), judging, and cardboard boatbuilding and trials for teenagers. Children’s activities include toy boatbuilding with a pond in which to sail the completed boats, and a scavenger hunt on Sunday morning. And there’s always lots of messing-about on the water. MASCF is a true family event, with participants ranging from toddlers to seniors. Parents report that their children insist on returning every year. You can attend the festival as a museum visitor during the day on Saturday, or as a registered participant for the entire weekend. Registration includes camping on the grounds, participation in the workshops (including toy boatbuilding for children), races, a seafood sampler on Friday evening with music, light breakfast on Saturday and Sunday, and dinner on Saturday evening. If you’d like to receive a registration application contact the museum. St. Michaels is an historic small town on Maryland’s Eastern Shore, and is a popular weekend destination with a number of interesting shops. Many MASCF participants camp at the museum on the grass and under the trees in tents, vans and small trailers (no hook-ups). St Michaels has one motel and several inns and bed & breakfasts. Numerous other accommodations are about 10 miles away in Easton. The closest major airports are Baltimore-Washington International (70 miles) and Reagan (Washington) National (85 miles). For more information about MASCF contact: Chesapeake Bay Maritime Museum 213 N. Talbot Street P.O. Box 636 St. Michaels, MD 21663 410-745-2916 If you have questions about the TSCA Annual Meeting contact: David Cockey 248-651-2744 [email protected] The Bordertown Skiff By Barbara Ohler I grew up in a small town on the border of Washington State and British Columbia called “Blaine.” At that time it was a fishing community and my dad was a fisherman and my uncle “Thane” was a fisherman and my Grandma and Grandpa had a boarding house for single fishermen where we all hung out. As a little girl, I heard a lot of wonderful stories told in front of Grandma’s wood cooking stove, Grandpa’s home brew and a deck of cards. That’s probably where my fertile imagination came from. Anyway, later in life, I came to love little wood rowboats and I found a group of people who also loved them. I got a nice little wood skiff from Bill Grunwald and joined the club these people had formed in California. I don’t remember much about the skiffs and dories that the fishermen had. My mom said that she liked a lapstrake boat because she thought they were tough and my dad said they used a kind of skiff for Alaska that launched stern first. I know that I could row a skiff when I was five years old and that I found my five yearold self again when I was 40 and bought my Grunwald dory. I still have and love that boat and I have several other boats too and a husband and a house and my own stories of adventure, mostly true. But, I am a vastly more complex person than I was at five and my vision of the perfect boat of my early childhood has changed and become as complicated as I have. The Bordertown Skiff is a small heavily built dory. It is about 10 feet long and has a narrow beam. It’s lapstrake cedar on bent oak frames and has straight blade spruce oars. It’s a beautiful boat from all angles and can be easily launched stern first in a seaway. This boat will hold eight people comfortably and has a stowable gaff schooner rig with topsails, three jibs and a square running sail. She can take on the most vicious seas from the Bering Sea to the Southern Ocean. She sleeps six in the fo’c’s’le, with cabins for Captain, mate, bosun and cook. The rigging is all served and parceled, tarred and laid with all kinds of fancy work. The masts are tall as skyscrapers and varnished to the bottom of the white tops. The decks are all teak with prisms, butterfly hatches and deckhouses where appropriate. The bow boasts a hood ornament of a jet plane polished to a high degree of shine. She is fast enough to compete with most world-class catamarans. She has twin 671 diesels with a bow thruster for maneuverability. There is air conditioning, central heat, a heliport and hot tub on deck. The Bordertown Skiff is available through brokers in all major international cities where mega yacht excellence is appreciated. Vote in the Council Election Ballot in this Issue 16 ______________________________________________________ The Ash Breeze – Summer 2008 The Journals of Constant Waterman— Paddling, Poling, and Sailing for the Love of It by Matthew Goldman Breakaway Books, 2007 ISBN 978-1-891369-73-5 Reviewed by John Weiss How did one person come to be marooned TWICE on not-so-tropical islands, and how did he escape? Who was Arthur Finkeldey, and how was he related to the ferryman? What did Grampy keep in the glove box of his blue pickup truck? Why was Aunt Deborah gazing into the fire “with distant eyes”? I won’t tell you here, but it will be worth looking for the answers yourself… Matthew Goldman is not a “waterman” in the sense of a more common use of the term–the professional fishermen and crabbers of the Chesapeake or elsewhere who ply the water day after day as their life’s work. Rather, he is a self-described “water rat” who would just rather be on the water than anywhere else, whether the pond or river or sound, on punt or kayak or sailboat. He served in the Navy and currently spends many of his days in a boat shop repairing others’ boats, but I get the sense that he does that just to facilitate an easy escape to his sloop or Whitehall. Goldman’s “Journals” are actually a collection of trip logs, musings, and reminiscences as well as diaries and personal journals. While he tries to set a theme for each of the three major sections, the individual entries, each of only 2-4 pages, do not follow any recognizable pattern. He may take you through 3 consecutive days of a solo sailboat delivery trip, or jump from a Navy submarine tender to beachcombing in Florida to swimming in Ireland. You will read a tidbit about his first little pram right at the beginning, but will have to wait quite a while before you get to “the rest of the story.” The water, in several of its many forms, is the single apparent thread tying them all together. Those of you who subscribe to Messing About in Boats are likely familiar with “Constant Waterman.” Indeed, about half of the 90 essays in this volume have been published in MAIB in the past 3 years. I would consider that just one more reason to buy the book–to re-read some of those forgotten tales as well as to read the additional musings… For those of you not familiar, this is not a book to speed-read or to attempt to finish in a single sitting. Rather, the next time the weather, the kids, the job jar, or whatever else has you tied to the house instead of out on the boat, pick it up and refresh your memory on why you really SHOULD be on the boat instead. If you’re easily distracted, that’s not a problem. Just read a few pages, and then go out for an hour’s paddle. Chapter News The Southeast Michigan Chapter merged into the Pine Lake Chapter, effective May 1, 2008. The Pine Lake Chapter officers and contact information will remain the same until their next regular elections. John Gardner Fund Calendar Year 2007 Year End Report January 1 Beginning Balance: Contributions Investment Activity Interest & Dividends Growth Disbursements Grants & Scholarships MCF Fees December 31 Ending Balance (2) Grant Budget for: 2007 2008 Grant Budget Available $62,495 100 1,332 7,574 none (562) $70,939 2,660 2,960 $5,620 Notes: 1 No grants issued in 2007. 2 Before 4Q07 investment results 3 Report presented in round numbers and text edited for clarity. Wooden Boat Center Offers Course for Youth Submitted by Lee Caldwell The nonprofit Spaulding Wooden Boat Center in Sausalito is offering a free boatbuilding and sailing program for students 12 to 18 years old. Students will help build a 12-foot Norwegian pram—a lightweight wooden boat—and then use it to learn basic sailing skills. The program is divided into three phases, basic woodworking, building and sailing, beginning in April and ending in November. For more information, call 415-3323179, or visit the Spaulding Wooden Boat Center at the foot of Gate 5 Road, Sausalito, CA. The Ash Breeze – Summer 2008_________________________________________________________ 17 This is a forward of what Glenn Woodbury wrote for the Sucia group (at YahooGroups.com) about crossing the straits under sail and oars from Marrowstone Island to Sucia and back. Visit YahooGroups for the complete story. Ed. Feather’s Crossing By Glenn Woodbury Northbound — The beginning was a fiasco. Feather had been out of the water for a couple of years after a borrowed mooring parted, she went on the beach in the winter of 2004, tearing off her skeg. I did recover all the bits at low tide, including the keel band, rudder and attendant hardware. I’m homesteading on Marrowstone Island on the earn-as-you-learn finance plan; so it was a while before I got our cabin to a point where my wife was willing to let me spend some boat time. I spent the month before Sucia 2007 with a good deal of help from Alan building a new skeg and performing various other repairs, deferred maintenance and minor improvements. Alan built a “rowing seat” to mount on the aft end of the centerboard case. I’m still not sure if it was a good idea or not. Our plan was to launch Wednesday afternoon (before Sucia), load up, let the boat soak overnight (I’d been soaking the bilge with a hose for 3 days), and leave on the dawn ebb Thursday morning. Wednesday evening found me frantically varnishing spars and oars and leathering the oars. We launched at dawn Thursday. By the time we loaded and cleared the dock at Ft. Flagler at the North end of Marrowstone it was almost the end of the ebb... We tried anyway. Sailed across to Keystone on Whidbey. It was obvious we had totally blown the tide. If it wasn’t for the back eddy in Admiralty Bay, we’d have wound up in Seattle. We worked the back eddy as far West as Admiralty Head, where it peters out against the Whidbey shore. Spent the rest of the flood tacking on and off the head until it eased enough to put our tail between our legs and reach off to the State Park moorings at Ft. Worden in Port Townsend. Also found the boat making more water than I was comfortable with, but hourly pumping kept up with it. It was never a hazard, but stayed a worry for the whole cruise. Lesson: when you blow a tide by six hours, you’ve lost 24 hours. Hit the next cycle. We spent the night at Alan’s and left promptly, rowing on the dawn ebb Friday, got the tide perfectly. And cut Pt. Wilson too close, actually passing inside the buoy. Had a miserable time trying to row in the rips. It was so rough I was afraid we’d lose the boat. Thank Pete Culler for a damned sea worthy design. The water would just come to the deck edge, and that beautiful bow would rise over the sea. It was all I could do to keep one end to the seas (I swear they were six feet high and three feet apart), either bow or stern first, like a MacKenzie River driftboat. Between rips we tried for all the Northing we could. My eight year old daughter was promptly scared and seasick. I was terrified; my biggest worry that my daughter was going to either drown or die of hypothermia from the sea sickness. It was bad. Somewhere around the “SA” buoy we got enough wind to set sail, which steadied us out a lot, and relieved us of rowing. Lesson: check your charts for topography liable to cause rips or overfalls. Bad ones are usually labelled as such on the chart. It’s obvious that an ebb coming around Pt. Wilson will be forced up by the rapid shoaling there and raise a huge rip. We should have headed well EAST from Ft. Worden and not gone North until we had enough offing to keep the ebb from setting us through the shoals. Before we left, Alan had checked with Lynn Watson, who usually passes West of Smith Island and into Cattle Pass. We went East of Smith, which was a mistake. The tide turns in Admiralty inlet an hour before it does in Rosario Strait. So when the wind died (of course) we had the remains of the ebb setting us South again. We were afraid if we got too far South we wouldn’t get the flood up Rosario. So we rowed for three hours to hold the same position, actually losing ground from being just at the North end of Smith, to a little bit South of Smith before the tide turned. Lesson: Northbound, go West of Smith, the worst is that we would have been set a little bit further West; the incoming flood would have taken care of that though. We still had to row. My daughter was still sea sick, and getting colder, despite polar fleece and full rain gear. She couldn’t keep down soda crackers or even plain water. I called my wife on the cell and asked her to meet us at Flounder Bay to take Ælfhild (our daughter) home. About the latitude of Deception Pass the seas calmed and Ælf decided she wanted to make the whole rest of the voyage with us. I said only if she could keep crackers and water down. Around the South end of Flounder Bay we got a little breeze and were able to sail North through the bay and into the marina there. It was after closing hours, but we got through on their after hours number and got permission to tie up behind the fuel dock. Ælf was feeling fine, my wife met us, and we arranged to spend the night with Alan’s friends in Anacortes. We bought some mechlazine for Ælf and arranged for Dianna (my wife) to meet us in Friday Harbor on the way home to pick up Ælf so she wouldn’t have to cross the straits the other way. Lazy Saturday morning, since the tide wouldn’t flood until afternoon. Underway on the first of the flood. Sailed for less than an hour until the wind dropped enough for us to row. Rowed up Rosario, cursing the steady stream of overloaded south bound power cruisers and their obscene wakes. The captain wanted a cannon; or at least a potato gun. Got a little wind off the East corner of Orcas and was able to lay on one long tack with the tide holding us up to the wind. Back to rowing off Barnes and Clark. Near dark, a countercurrent against us on the south side of Matia Island which wasn’t shown on the current print out Alan had downloaded from the Sucia website. But, cursing and rowing, we made it into Fossil Bay just after dark to the music of Jamie’s pipes. Lesson: Check the full sized tide charts. When we looked at the book in camp, we saw our countercurrent. If we’d gone North of Matia, or closer to Orcas we’d have avoided it. 18 ______________________________________________________ The Ash Breeze – Summer 2008 Southbound— Heading down President’s Channel to Jones Island, the wind was light. Everyone else was being sporting, using sails only, and edging towards Waldron Island to get a little more wind. We edged closer to Orcas to get a better current; whenever the boom swung inboard we’d top it up and row. It worked, we were first to Jones, beating in on the last mile against a brisk Southerly. Tuesday it rained. I had not packed rain gear. My rain suit lives behind the seat in my truck. I knew that, and in the rush of packing the first (Thursday) morning, I forgot it. I put on a lightweight pullover windbreaker I keep in my day pack. It was calm. I swallowed my pride and let Jamie tow us to Spencer Spit via Friday Harbor. Alan and Ælf on Wayward Lass with Jamie, so Ælf could stay dry in the cabin. I sat in the rain and steered Feather, slowly getting soaked to the bone. Rendezvous accomplished, and Ælf headed home on the ferry with her mother. Lesson: Always bring rain gear and one or two dry changes of clothes. Jamie lent us his cruiser suits (insulated coveralls) for the return crossing. We parted from the flotilla the following morning (Wednesday) at Spencer Spit with a light SE wind and drizzle. We rowed most of the day. No problems with the tides or rips, we nailed everything. Most of the time the wind was too light to be worth tacking against, so perforce, we rowed. Going through the channel to the West of James Island we had enough wind to sail as the following current pushed us South. By now the drizzle had soaked us thoroughly, and whichever of us had the helm was getting hypothermic. Rowing kept the other one warm. We put on the cruiser suits and blessed Jamie Orr. Lousy visibility with drizzle, mist and fog off Smith. No steering compass. We used my hockey puck hand bearing compass, sighting on our own bow, and periodically wiping off the rain drops. We rowed South past Smith. Southbound the difference in current change worked in our favor, so passing East of Smith again wasn’t a problem. Actually hugging the Whidbey shore would have worked too. South of the “SA” buoy we got enough wind to sail, but still a headwind from the SE. We made one long tack from there to Pt. Wilson, the flood being strong enough to lay the point. Some light rips, but not so bad on the flood and we stayed outside the buoy. Lost the wind off Fort Worden and had to row up Port Townsend Bay. Just before we got to Pt. Hudson the long forecasted West wind finally showed up. At my demand, we sailed the last 1/4 mile after rowing most of the day. We couldn’t lay the marina entrance of course, and had to row in to the guest dock. The next day I took Feather home across the bay to Marrowstone Island. It was one of the worst and best sailing days of my life, and my wife will probably never forgive me. But this has been a long post, and that story can wait for someone with a sufficient quantity of single malt to lubricate me properly. Lesson: We rowed three fourths of the trip. Our rowing seat was too high up, being on the centerboard case. Also, the leathers should have been further up the oars. We were constantly topping up the main boom to clear our heads when rowing. We couldn’t row from the forward thwart without hitting the mast with our backs at the end of the stroke. No good solutions. I want to change the rig to lug yawl to get rid of the boom. Having another person to steer so two rowers can sit on either side of the centerboard case, and not hit the mast either might also work. As she is, Feather is a great daysailor. As a camp cruiser she leaves a lot to be desired. But, by heaven she’s beautiful. This year, I want to bring my wife. I’d like to stay married too. So we’ll drive around to Bellingham. I won’t take the ferry. If you’ve been following our news, the replacement boats just won’t have the capacity in the summer. Glenn Woodbury aka Black Douglas, Master of the Sloop-Boat Feather and the Terror Scow Bay About the Author Glenn Woodbury was born in 1957 and has been sailing, rowing and paddling on and off since 1959 when his father built a Sabot dinghy in the garage. In 2003 he retired from the U.S. Coast Guard as a Chief Boatswain's Mate after a 20 year career. He lives on a small homestead near the south end of Marrowstone Island, in Washington state with his wife and youngest daughter, who is learning to sail the Sabot. On this voyage he was accompanied by his younger brother, Alan, a stripling of 48 years and his daughter, who was a month shy of her 8th birthday. About Feather Feather is a Concordia Sloop Boat designed by Pete Culler in 1964. She is rigged as a gaff knockabout sloop with auxiliary oars. She was built by John Graham in Sausalito, California in 1983 for his own use. He wanted her very light, so she is planked with 3/8" glued lapstrake Bruynzeel plywood over steamed oak frames, with a hollow free flooding “Bolger” style skeg and only 300 lbs inside ballast vs. the designed 400 lbs. She is 17' 8" long, 5' wide, draws 18" with the centerboard up and about 3' with it down. Bill Doll Named New Gardner Grant Chairman Truly good news was announced in April with Bill’s appointment to this important TSCA position. Bill will bring enthusiasm and action to this committee. His first communication to the applicants is printed below. Dear Gardner Grant Applicants: I just wanted to introduce myself to you and say that your applications have not been forgotten. David Cockey has stepped down as Chairman of the Gardner Grant committee and I have taken over as chairman and will continue the process. David is still on the committee and he will continue on to help with the review process. I would like to tell you a little bit about myself. I have been in the small boat world since 1975 professionally working at four major maritime museums. Presently I am at the San Francisco Maritime Museum as Curator of Small Craft. I have been on the board of the Museum Small Craft Association from 1988 to 1995 and presently my wife Wendy and I are membership and treasurer for the Sacramento chapter of the TSCA. I will be assembling some folks to help with the grant application review. Once the committee is formed we will review your applications and notify you. The Ash Breeze – Summer 2008_________________________________________________________ 19 Whitehall Spirit Classics Travel the World By Harold Aune A number of boats left for worldwide destinations recently. An Expedition 17 model went to Warren Lowery in Lane Cove NSW Australia. The boat arrived unscathed even though the crate had been abused. He states, “The total lack of dam- age attributes to the strength and design of the frame within the crate! She is as beautiful as I imagined. Many thanks to all involved in the magic.” Rob Coull also in New South Wales received both a classic Whitehall Spirit 14 and a Solo 14 which we shipped together in the same crate. One was for him and one for his wife. We await to hear who got what. A pair of Classic Whitehall Spirit 14 slide seat models were recently shipped to Rune Selmar in Oppegard Norway and another to his friend Einar Rasmussen who will be keeping his boat in Denmark. The boats were crated and shipped by ocean cargo and are now en route. Closer to home a Classic 17 double slide just went out to Kent Fleming in Eugene Oregon. Kent is 6'4" and so is his son. He bought one of the first Solo 14s but found it a little small for the two of them so traded it in on a classic double slide 17. Both he and his son now both slide seat row together and Kent reports he thoroughly enjoys it. Many more boats are in build right now including a Sailing Tyee Spirit 14 for a client in Italy. Classic Whitehall Spirit models are world travelers to be sure. “We deliver through rain, sleet, snow or gloom of night,” just like the postal service used to do. Wilf Lewis is shown here with a full load of Solo 14s as he drops one off at Eric Dieter’s lakeside home in P a r r y S o u n d about 75 m i l e s north of To r o n t o . This is Eric’s third Whitehall Spirit. His first was a Whitehall 14 several years back then a 17 sail slide in 2004. Last year an accident left his right hand in a damaged state and he decided the lighter Solo 14 equipped with light weight (3 lb. each) carbon fiber sculls would be better suited for rowing and easier to handle. When the snow melts – sometime soon Eric is willing to show the Solo to anyone in the area who wants to check it out. Contact us and we will get you the details. The next snowy stop was near Ottawa at Gatineau in Cantley, Quebec where Renaud Venne Landry who is opening a Solo dealership. He took delivery of 6 shiny new Solo 14s. The name of his company is ‘Les Embarcations L’Harfang’ which in English means ‘The Snowy Owl of Quebec.’ Another place to check out the Solo or even buy one! Renaud has a dock and showroom in this beautiful country location and is just a few minutes from Ottawa. Saline Solution in Sausalito Back on the West coast avid rower Douglas Gilmore took delivery of his Solo 14, Saline Solution, in Sausalito, California. Doug is outfitting the boat with the latest Speedcoach electronic speed and stroke rate tracking equipment. We are also fitting these electronics to a demo model here in Victoria, and combined with Doug’s input, will be able to learn lots more about the most efficient way to row a Solo. Doug is also in the process of starting the Either Oar Rowing Club. More details on this soon. Whitehall Reproductions Canada Ltd. 905 Ellery St. Victoria, BC, Canada V9A 4R9 Mailing Address Box 8850 Victoria, BC, Canada V8W 3Z1 Sales: 1-800-663-7481 20 ______________________________________________________ The Ash Breeze – Summer 2008 A new column to appear from time to time. Members are invited to submit news of their latest constructions. Launchings Leaps and Bounds By Bill Stoye Design: A John Atkin George. The last boat he designed and his wife Pat says, “their favorite.” Built by Ed Foster, Tzabaco Creek Boats, in Geyserville, CA. She is 16 feet overall, 15 feet at the waterline, 4 feet on the beam and draws 3-7/8 in. Launched at the Petaluma Marina, Petaluma River, on April 5, 2008. Conceived with one eye on the San Mega Melon Launched By Dave Lucas Bill Stoye in Leaps and Bounds Francisco Maritime Museum’s Annual Gunkhole and the other on day trips on our Northern and mid state California. She will live on a trailer, will travel anywhere a boat trailer with inspiration can go. My dreams drag her to New Jersey. Gardner Grant Committee Newly formed, Rejuvinated Bill Doll, Chairman Sandy Bryson David Cockey Dana Hewson Jim Lawson Hake Roulstone Dick Wagner-Emeritus Sid Whalen We launched Howard Heimbrock’s 20 foot Melon Seed today for its shake down. You can see from the picture how she went. There are a few bugs to iron out but it’s a super boat. It’s easy to launch and load, and rigging is not too bad if you know what all of the lines go to. I wasn’t sure but Howard has it all figured out. The pivoting mast works fine. We launched and motored out against a 10 kt breeze to anchor and adjust things. Yes, motored. She has a 40 pound thrust trolling motor built in that pushed it along nicely. She handled really well, and best of all, she is fast. I had my GPS and she did 5.9 kts in about a 10–12 kt breeze. Since she’s pretty light she accelerates rapidly and with a 6-1/2 foot bean is easy to hold down, even with this large sail plan. I couldn’t resist since we were in his neighborhood so I called Roger Allen at the Cortez Maritime Museum to see if he wanted to come down for a ride. He came down to the dock in a flash for a quick turn around the bay. Roger is the godfather of this design. He took the Joe Leiner 13 foot melon and blew it up 10% to get the 15-1/2 foot Cortez melon and Howard took the 15 and blew it up another 25 % to get this 20 footer. 5.9 kts must be her hull speed in calm water because she would shoot right up to that but even Capt Rog couldn’t get her to 6, in spite of all of my noisy encouragement. St. Augustine Lighthouse and Museum Chapter Forming Submitted by John Weiss Maury Keiser of St. Augustine, FL, has contacted TSCA to express interested in starting a TSCA chapter there. Maury is part of a group that builds small boats at the Lighthouse Museum in St. Augustine, and the chapter will be affiliated with the museum. Contact: Maury Keiser 329 Valverde Lane St Augustine, FL 32086 904-797-1508 [email protected] Mystic Seaport Cancels Small Craft Weekend As we go to press, Mystic Seaport has announced they will not hold the Small Craft Weekend in 2008. The Ash Breeze – Summer 2008_________________________________________________________ 21 Editor’s note: I found the web notice of this event really special in its flavor and technique. This is a chapter I wish were closer in miles to Friday Harbor. Caterpillar Island Western Oregon Messabouts COOTS Chapter TSCA No fees, No prizes, No rules Quinn’s Cove Summer Solstice Messabout Messabout Camping Area Parking Entrance for Quinn’s Cove Where: Quinn’s Cove, 10000 NW Lower River Road, Vancouver, WA Caterpillar Island - 45.42.02N 122.45.38W — on your GPS When: June 22, 23, 24 Fees, Prizes, and Rules None, none, and none. (Subject to local availability.) Dock Frenchman’s Bar Regional Park Quinn’s Cove is just east of the south end of Caterpillar Island. Caterpillar Island is on the wash side of the Columbia River. 22 ______________________________________________________ The Ash Breeze – Summer 2008 The Constrictor Knot By Hank Vincenti This knot is probably the world’s best temporary seizing. It was invented by the late Clifford Ashley, whose lifetime of research in knots resulted in his publication of the Ashley Book of Knots. Whenever a seizing or whipping of a temporary nature is desired this is the answer. The harder you pull it the tighter it grips. In fact, once set up really tight, it is almost impossible to untie. It is quicker to cut it. The Constrictor knot is simplicity itself, just a right hand overhand knot with a riding turn added. (An overhand knot is the one you use to start your shoe tying.) As shown in the illustration, you start with a round turn about the rope, held with the thumb and second finger, then a second turn is taken around the raised index finger and the rope. Now bring the working end up over and under the standing end, in other words, the overhand knot as shown in the second illustration. Pull it up carefully and as tight as the twine will stand. Note how the riding turn bisects the overhand knot and keeps it from slipping. Kind of like that extra index finger of a friend while tying a parcel knot. With two riding turns the knot makes a pretty good whipping, although it will not last as long as a properly done orthodox whipping. It may seem awkward at first, but a few practice ties and it soon becomes a no-brainer. It is very handy when doing line splicing instead of using some kind of sticky tape. Larger size cord can be used to hold a temporary splint for a cracked spar, paddle, fishing rod, etc. For more strength it can be done with soft wire using some type of attached handles to pull it tight. Think about using it as a temporary clamp for a work shop glue up. Once you get used to this knot it is amazing how many uses you will find for it. Lost Coast Chapter Community Boat Building Event By Bob Treaster On Saturday, February 2nd, we began the first of what will, hopefully, be many more “Community Boat Building” sessions. The space, tools and hospitality were all generously donated by Linda and Dusty Dillion. We also had assistance and advice on the prototype, the San Juan Jr, from Jim Swallow, Stan Halvorsen, Al Holston, Tatanica Russell and Jim McDannold. In attendance were approximately 20 parents, children, and other interested parties; all of whom expressed a high degree of enthusiasm and desire to learn more about the program and the end product. During the day on Saturday, we began construction of “The Weekend Skiff” by demonstrating, with the help of the participants, the method of gluing up the side panels, constructing the frames and other pre-building necessities (most accomplished by Dusty D)! By noon we had succeeded in putting together what was largely a recognizable boat. On Sunday the 3rd, the group furthered construction on a previously started boat, and also began construction on the boat for Tatanica Russell and his children. Tatanica had donated cypress which was used for the seats, floor boards and the bow and stern thwarts. He also funded the purchase of several The Weekend Skiff books to be placed in the Fort Bragg Library for the general public. On the 12th of February the first boat finished under the program was launched at the World’s End Rowing Club dock. On hand for this auspicious occasion were Selby Drew, Stan Halvorsen, the boat’s owner Bruce Abernathy, Bob Treaster and a bottle of beer (a micro-brew I believe) for the ever important christening. I, for one, was thrilled at the idea of launching and rowing a boat in which we had all participated. From a novice’s point of view, I felt it rowed well and, most importantly, it didn’t leak, nor did it sink! If you or anyone you know are interested in joining the boat building program, particularly if it involves kids of the junior high ages of 12-15 yrs., please contact Bob at 937-3976 or P.O. Box 691, Mendocino, CA 95460. The cost of the basic hull kit Weekend Skiff is $350. The plans for building this boat are from The Weekend Skiff by Richard Butz and John Montague. Delaware Chapter Events Submitted by Mike Wick May 16, 17, 18 is a sleep-aboard cruise of the lower Chesapeake for catboats and similar craft. This event is called the Southern Chesapeake Cruise. June 14, 15, 16 The chapter is coordinating with John Brady of Independence Seaport Museum for a gathering of small craft on the Delaware to celebrate the relaunching of Elf, an 1888 Lawley built thirty-five foot racing sloop that has just completed a 17-year total restoration. There will be a fleet of museum and member boats as well as Bull and Bear to welcome her return. A summer-long tour of classic yacht regattas is planned for Elf. The Ash Breeze – Summer 2008_________________________________________________________ 23 Oarmaster III Drop in rowing unit • Converts any boat to sliding seat rowing • As used in the Alden Shells 10 + yrs. • Made of marine aluminum and stainless steel Dimensions: LOA 56", Width 13", Seat height 8", Rigger height 8", Rigger width 65", 20 Lbs. $699 Rowing Sport * 978 356-3623 * rowingsport.com 24 ______________________________________________________ The Ash Breeze – Summer 2008 Small Craft Events Puget Sound Sacramento-SF Bay TSCA June 28 Weekend: Blake Island Campout Jul 12: Grapeview Point, North Bay, South Sound Sep 6 or Oct 4: TBA: Skagit River Delta Oct 5: TSCA National Annual Meeting, St. Michael's, MD This year's TSCA annual meeting will be held in St. Michael's along with the annual Mid-Atlantic Small Craft Festival. Oct 11: Curry & Oars, Lake Forest Park Civic Club, John Weiss, 206368-7354. Dec TBA: Annual Meeting, Gary Powell, 425-255-5067 June16-20: SFMNHP Gunkhole into the Delta. Lucas Lineback, 415-561-6662 x30 July 13: Master Mariners Wooden Boat Show, Corinthian Yacht Club Aug 2: Big River Row Aug 10: Petaluma River Festival Aug 23: China Camp heritage Days, an MMBA and TSCA joint event Sep 13–14: Marshall Beach and Annual Meeting Oct 4: Napa River Row Nov (tbd): Delta Meadows Row Nov 29: Wet Turkey on Brannan Island Jan 1, 2009: Hair of the Dog on Tomales Bay Jan 10, 2009: Planning Meeting, Aeolian Yacht Club, Alameda Other Pacific Northwest Events 4th of July Weekend: 31st Annual Lake Union Wooden Boat Festival and Classic Speedboat Show June: Salt Spring Island Classic Boat Show, Ganges, Salt Spring Island, BC, Canada August: Portland Wooden Boat Show, hosted by Riverswest Small Craft Center. Contact Bob Elden at 503-281-6825 or [email protected] August 24-27: 20th Annual Vancouver Wooden Boat Festival, Vancouver Wooden Boat Society, Granville Island, Vancouver, B.C. August 25: Gig Harbor Heritage Row, from the Gig Harbor Jerisich City Park Aug 31–Sep 6: The Shipyard School Raid— Silva Bay to Port Townsend Sep 7-9: 31st Annual Wooden Boat Festival, Wooden Boat Foundation & Northwest Maritime Center. Cupola House, Point Hudson, WA [email protected] Lake Champlain Maritime Museum 4472 Basin Harbor Rd. Vergennes, VT 05491 802-475-2022 WoodenBoat Show at Mystic Seaport Museum June 27-29 TSCA will have a booth at the WoodenBoat Show at Mystic, CT. More than 13,000 people visited the show last year. TSCA will have brochures available and will encourage many interested people to join TSCA. If you are already a member, stop by and look over the TSCA wares. It’s a good time to buy a TSCA hat, a Tshirt, a patch. Recent and older copies of the Ash Breeze will be available. Great time to fill in your collection. It’s also a good way to renew your TSCA membership. On the other hand, feel free to just stop by to talk about small wooden boats and TSCA. Friends of NCMM July 6: Crab Cake Cook-Off. Amateur chefs compete in the Watercraft Center of the museum. Contact 252-728-1638 Oct 25: Fall In The Water Meet. A celebration of small craft and check out the new facilities. The museum will have the fleet of Spritsail skiffs there for TSCA members to sail. Friends office 252-728-1638 No-Octane Regatta June 14, 2008: Bring your own wooden canoe, kayak, guideboat, or rowboat for a day of fun! Adirondack Museum P.O. Box 99 Blue Mountain Lake, NY 12812 Mystic Small Craft Weekend June 7-8: The 38th year in a row running of this event has been cancelled. Mystic Seaport 75 Greenmanville Avenue Mystic, CT 06355-0990 860-572-5315 Florida Gulf Coast June 21 & 22: 2nd Manatee Outdoor Festival, Coquina Beach, FL. Think Kayak Worlds. July 12: Youth Sailing Program at Sarasota Sailing Squadron Kids in Boats! Come and take a kid sailing with crew from the Sailing Squadron John Gardner Chapter June 13-15: Sea Music Festival Mystic Seaport June 14: JGTSCA Nautical Tag Sale, Boathouse, Avery Point, CT June 27-29: Wooden Boat Show Mystic Seaport,Mystic, CT July 6, 1:30PM: Monthly Meeting, Boathouse, Avery Point Campus, Groton, CT Friday Meetings, 6:30PM: Boat building, Avery Point Campus, Groton, CT (weekly) July 12, 7AM: The Blackburn Challenge, Gloucester, MA August 23: Celts & Currachs 2008 New London, CT August 30-31: Gloucester Schooner Festival, Gloucester, MA The Ash Breeze – Summer 2008_________________________________________________________ 25 S P O N S O R drathmarine http://drathmarine.com 1557 Cattle Point Road Friday Harbor, WA 98250 Mole got it right... ALBERT’S WOODEN BOATS INC. • Double ended lapstrake • Marine ply potted in Epoxy • Rowboats – 15' & fast 17' • Electric Launches – 15' & 18' A. Eatock, 211 Bonnell Rd. Bracebridge, ONT. CANADA P1L 1W9 705-645-7494 [email protected] Museum Quality Wherries, Canoes and Cabin Cruisers 54442 Pinetree Lane, North Fork, CA 93643 559-877-8879 [email protected] Richard Kolin M E M B E R S Custom wooden traditional small craft designed and built Boatbuilding and maritime skills instruction Oars and marine carving 360-659-5591 4107-77th Place NW Marysville, WA 98271 [email protected] ROB BARKER Wooden Boat Building and Repair 615 MOYERS LANE EASTON, PA 18042 26 We thank our Sponsor Members for their support and urge all members to consider using their services. SPECIALIZING IN SMALL-CRAFT SAILS Fine Traditional Rowing & Sailing Craft www.dabblersails.com S P O N S O R NORTH RIVER BOATWORKS RESTORATIONS [email protected] Ph/fax 804-580-8723 PO Box 235, Wicomico Church, VA 22579 741 Hampton Ave. Schenectady, NY 12309 518-377-9882 Stuart K. Hopkins, Sole Prop GACO oarlock snaps onto the oar for semi permanent capture. Made from hardened 316 stainless and UV proof polypropylene. Kind to oars, it is carefully angled shape cuts out friction and wear. Cost: $35 for two oarlocks, two sockets and sleeves from Jamestown Distributors. M E M B E R S BOATS PLANS BOOKS TOOLS Specializing in traditional small craft since 1970. Duck Trap Woodworking www.duck-trap.com We thank our Sponsor Members for their support and urge all members to consider using their services. 27 S P O N S O R MIKE WICK BASEMENT BOATYARD Duck Soup Inn 50 Duck Soup Lane Friday Harbor, WA 98250 134 E Main Str Moorestown, NJ 08057 360-378-4878 856-222-1216 Fine Dining for Sailors Email: [email protected] Les Gunther Redd’s Pond Boatworks Thad Danielson 1 Norman Street Marblehead, MA 01945 [email protected] 781-631-3443—888-686-3443 www.reddspondboatworks.com M E M B E R S The Design Wor ks orks 9101 Eton Road, Silver Spring MD 20901 301-589-9391 or toll free 877- 637-7464 www.messingabout.com R. K. Payne Boats http://homepage.mac.com/ rkpayneboats LARS NIELSEN 361-8547C 656-0848/1-800-667-2275 P 28 Rex & Kathie Payne 3494 SR 135 North Nashville, IN 47448 Ph 812-988-0427 P.O.Box 2250, Sidney BC Canada V8L 3S8 We thank our Sponsor Members for their support and urge all members to consider using their services. EZ-Row, Inc Forward Facing Rowing System,with Sliding Seat S P O N S O R John Bargess Linda Bargess 1315 Atlantic Highway Northport, ME 04849 Tel: 207-338-0009 Fax: 207-338-9603 [email protected] www.camdenhillsrealty.com Comes Complete Nothing else to buy EZ-ROW INC. www.ez-row.com 877-620-1921 M E M B E R S We thank our Sponsor Members for their support and urge all members to consider using their services. 29 Now in Our 25th Year! Monthly we arrive in your mail with interesting articles from our readers about dreaming of, designing, building or restoring, sailing, rowing, paddling and adventuring in small boats. Plus readers’ letters, Bolger on Design, featured columnists, advertising from boatbuilders, restorers, and suppliers of plans and material for small boating, and free subscriber classified ads. 68 Pages Pages —12 — 12Issues/Year Issues/Year 68 $8 Trial Subscription (3 Issues) — $32Subscription Subscription(12 (12Issues) Issues) $8 Trial Subscription (3 Issues) — $32 SEND FOR FREE SAMPLE COPY Seaworthy Small Ships Dept A, POBox 2863 Prince Frederick, MD 20678 800-533-9030 Catalog Available $1.00 www.seaworthysmallships.com Messing About in Boats, 29 Burley St., Wenham, MA 01984 Damaged Journal? If your Ash Breeze is missing pages or gets beaten up in the mail, let the editor know. Email: [email protected] ROB BARKER Wooden Boat Building and Repair 615 MOYERS LANE EASTON, PA 18042 30 ______________________________________________________ The Ash Breeze – Summer 2008 Copy Deadline, Format, and Ads Deadlines v29#3, Fall 2008, July1 Articles The Ash Breeze is a member-supported publication. Members are welcome to contribute. We encourage you to send material electronically. Text may be sent in the body of an email message or, alternatively, as MSWord attachments. Send photos by US mail or as email attachments in jpg or tif format. Typewritten material or material submitted on computer disk will be accepted too. Please give captions for photographs (naming people and places) and photo credits. Email to: [email protected] Advertising Rates Effective March 1, 2006 Yearly rates, 4 issues/year Sponsor - No Ad $50 Sponsor with ad - 1/8 page $60 Corporate Sponsor - 1/4 page $125 Corporate Sponsor - 1/2 page $250 Corporate Sponsor - 1 page $350 Corporate Sponsors with 1 page ads will be named as sponsors of a TSCA related event and will be mentioned in the ad for that event. Members’ Exchange 50 words or less. Free to members except $10 if photo is included. TSCA WARES Back Issues Original or duplicated back issues are available for $4 each plus postage. Volume Year Issue Newsletter 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 1975-77 1978 1979 1979,0,1 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998/99 1999/00 2001 2002 2003 2004 2005 2006 2007 2008 1,2,3,4 1,2,3,4 1 1-9 1,2,3,4 1,2,3,4 1,2,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3 1,2,3,4 1,2,3 1,2,3 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 1 Contact Flat Hammock Press for ordering details. Flat Hammock Press 5 Church Street, Mystic, CT 06355 860-572-2722 [email protected] Caps Pre-washed 100% cotton, slate blue with TSCA logo in yellow and white. Adjustable leather strap and snap/buckle. $15. ($14 to members if purchased at TSCA meets.) T-shirts 100% cotton, light gray with the TSCA logo. $15.00 postpaid for sizes M, L, and XL and $16.00 for XXL. Patches 3 inches in diameter featuring our logo with a white sail and a golden spar and oar on a light-blue background. Black lettering and a dark-blue border. $3.00 Please send a SASE with your order. Decals Mylar-surfaced weatherproof decals similar to the patches except the border is black. Self-sticking back. $1. Please send a SASE with your order. Burgees 12" x 18" pennant with royal blue field and TSCA logo sewn in white and gold. Finest construction. $30 postpaid. Visit: www.tsca.net/wares for ordering information. TSCA MEMBERSHIP FORM I wish to: Join Renew Change my address Individual/Family ($20 annually) Patron ($100 annually) Sponsor ($50 annually) Canadian with Airmail Mailing ($25 annually) Sponsor with 1/8 page ad ($60 annually) Other foreign with Airmail Mailing ($30 annually) Enclosed is my check for $____________________________________ made payable to TSCA. Chapter member? Yes No (circle) Which Chapter? _________________________________ Name Address Town Email ________________________________________________________________________ ________________________________________________________________________ ______________________________State_______ Zip Code________________________ _____________________________________________________________________________ Mail to: Secretary, Traditional Small Craft Association, Inc., P. O. Box 350, Mystic, CT 06355. Note: Individual and Family Memberships qualify for one vote and one copy of each TSCA mailing. Family Memberships qualify all members of the immediate family to participate in all other TSCA activities. At the finish of the annual TSCA meet and row to Capitola from Santa Cruz in the year TSCA organized, 1975. Over 70 people attended from Los Angeles to Puget Sound. Here the boats are shown tied up at the docks at Santa Cruz. This annual row in Monterey Bay, CA, was approximately 6 miles in length. The Traditional Small Craft Association The Ash Breeze PO Box 350 Mystic, CT 06355 Non-Profit Org. US Postage PAID Providence, RI Permit No. 1899 Address Service Requested Time to Renew? Help us save postage by photocopying the membership form on the inside back cover and renewing before we send you a renewal request.