The 2003 Wooden Boat Festival poster was designed by Tara McCarthy of Tara McCarthy Design Concern.

The Center for WOODEN BOATSThe Center for WOODEN BOATSThe Center for WOODEN BOATSThe Center for WOODEN BOATSThe Center for WOODEN BOATS

FFFFFeeeeestivastivastivastivastivalllll EEEEEditionditionditionditiondition of Shavings of Shavings of Shavings of Shavings of Shavings

2 Shavings

The Center forThe Center forThe Center forThe Center forThe Center forWOODENWOODENWOODENWOODENWOODEN BOATSBOATSBOATSBOATSBOATS

1010 Valley St.,Seattle, WA 98109-4468

206.382.2628e-mail: cwb@cwb.org

www.cwb.org

Board of TrusteesAlex Bennett, Caren Crandell, DavidDolson, Dave Erskine, Brandt Faatz,George Galpin, Ken Greff, GaryHammons, David Kennedy, StephenKinnaman, Penelope Koch, Len Marklund,Lori O’Tool, Pike Powers, Bill VanVlack,Dick Warren, Trip Zabriskie.

Board PresidentKen Greff

Executive DirectorBob Perkins

Founding DirectorDick Wagner

Boatshop ManagerBrad Rice

DockmasterPatrick Gould

Office ManagerLaurie Leak

Public Services ManagerCasey Gellermann

Special Events ManagerJulie Mae Muiderman

Volunteer & SailNOW! Programs ManagrJohn Vonk

Youth Programs ManagerNancy Ries

Shavings is a publication of The Centerfor Wooden Boats, a 501(c)(3) educationalnonprofit organization. This special 27thAnnual Lake Union Wooden Boat Festivalissue was designed and produced byHeidi Hackler of Dolphin Design,www.dolphindesignstudio.com.

Inside This IssueInside This IssueInside This IssueInside This IssueInside This IssueWelcome to the Festival! .......................... 2Quick & Daring Boat Building ............... 3Books & More .......................................... 5Build a Little Boat .................................... 6The Cama Beach Wherry ......................... 7Wembly and the Seven PhilosophiesInvolved in Boat Owning ....................... 8Help CWB Through Donations ............ 9Another Quiet Nighton the Barbary Coast ............................. 10Calendar of Events & Workshops ...... 11Cruising the Land of the War Canoes . 14Volunteer of the Year ............................ 16Membership Application ...................... 16Kay Dee II, A Historic Vessel ............... 17The Few, Fast, Frozen: Iceboating ....... 18Things to do at CWB ............................ 19Sternwheelers of Stanwood .................. 20Sea Story for the Modern Age ............... 22

OUR MISSION:To create a community centerwhere maritime history comes

alive and our small craftheritage is preserved

and passed along to futuregenerations.

WELCOMEWELCOMEWELCOMEWELCOMEWELCOMEF R O MF R O MF R O MF R O MF R O M E E E E E X E C U T I V EX E C U T I V EX E C U T I V EX E C U T I V EX E C U T I V E D D D D D I R E C T O RI R E C T O RI R E C T O RI R E C T O RI R E C T O R BBBBB O BO BO BO BO B P P P P P E R K I N SE R K I N SE R K I N SE R K I N SE R K I N S

W elcome to this year’s Lake Union Wooden Boat Festival! We’re so pleased thatyou’ve come to join our annual party. We try to make our Festival just likeeverything else at CWB: an opportunity to actually do stuff. So in addition to

looking at all the wonderful boats and displays make sure you get involved yourself: build a toyboat, take a boat ride, sail a model yacht.

This year’s Festival comesamidst lots of new and excitingdevelopments at South LakeUnion and in CWB’s life as yourfavorite hands-on maritime mu-seum. General design work forthe new South Lake Union Parkhas been completed after manymeetings, iterations, much pub-lic input, hard-nosed practical as-sessments and flights of fancy.Make sure to look for theseplans at the South Lake Unioninformation station here at theFestival. As part of the Park de-velopment we’ve been lookinghard at new facilities that giveus more capacity to deliver pro-grams, including a new shop, new exhibit spaces and an overall redesign to our layout that will helpto make us more functional and more interesting (if that’s possible!). The pace is also picking up onthe development of our new site and programs at Cama Beach State Park on Camano Island. Wehope to be operating there by the fall of 2004. Are we busy? Ohmiword, yes. Are we excited? Ditto!

In all of this planning and development, the thing that gives us the confidence to proceed isthe encouragement and support we get from people like you. We are proud of the reputation wehave with our friends and neighbors for bringing great public service to our neighborhood, ourcity and to visitors from all over the globe. With your help, we’ll continue to do the great thingswe’ve been doing for 27 years and with your help we’ll do even more.

The Festival is our annual celebration for reconnecting to old friends and making new friends.As in the rest of life, we can’t have too many friends. If you’re in the old friend category: welcomeback! If you’re new to us: please take the time to learn about all the great stuff that happens atCWB not just at the Festival but year ‘round. I feel sure that you’ll like what you see. And we hopethat we’ll see a lot more of you. We want you to be a regular part of what makes CWB trulyspecial: great people using great boats.

Enjoy the show!

Bob Perkins,Executive Director

CWB Calendars For Sale!CWB Calendars For Sale!CWB Calendars For Sale!CWB Calendars For Sale!CWB Calendars For Sale!Our 2004 Wooden Boat Northwest Calendar is hot off the press. With the calendar on your wall you can see blue sky and goodwooden boats every month. The calendar also shows the dates of the main wooden boat shows and festivals in the Northwest.

The photos, by Ted Spiegel, alternate between distant vistas and up-close details, giving reminders of the multiple ways weenjoy wood and water. Ted has been a photographer for Washington State, National Geographic, and West Point MilitaryAcademy. He has produced about 20 books and for 15 years has also produced the Hudson River Valley calendar. Ted is alsothe loving owner of a classic Norwegian Olselver. He is currently shooting for the 2005 calendar.

The calendar is for sale at the Lake Union Wooden Boat Festival for $10. After that the price will be $10 for members, $12non-members. The calendar is viewable on the web site – www.cwb.org.

Please tell your business-owning friends to consider using our calendar as a way to advertise themselves and thank their clients.

Shavings 3

Ages ago, when people typed onmechanical machines with keys and hadto use a special device to open popbottles, boats were made mostly fromwood and sometimes from plastic.Gradually, the ratio shifted, and moreboats were being built out of plastic. Thisarticle, however, is not about plastic boatsvs. wooden boats, or even about boatsas you might understand them. This isabout gumption, glue and glory (notnecessarily in that order). This is aboutthe Quick and Daring Boat BuildingContest.A well-designed and well-constructed boat is both a physical objectof beauty and an idea. Forget the physicalobject part and concentrate, for amoment, on the idea part....Platonic“boatness” vs. Aristotelian “object-ness”,if you get my meaning. If you go farenough along the spectrum from material“object-boat” towards the immaterialconcept of “boat-boat”, you eventuallycome to a place where the actual materialused is inconsequential to the project.Somewhere along this spectrum, you willget to a place where most boat buildersnever go, a place of minimal material andmarginal seaworthiness. Go just a tad bitfurther along that spectrum, and you willhave entered the rarified atmosphere ofQuick and Daring boat building.

OK, so what is Quick and Daringboat building? To describe it poetically,imagine you are on a deserted island witha few sheets of plywood and 30 casesof Sikaflex (a sinister semi-solidified goomade of seagull droppings, lard andglue). Don’t ask how you ended up withall the Sikaflex; this is poetry, after all. Youalso have a few tools which youscrounged from your sinking vessel andthat’s about it. Out of this pitifulassemblage of material, you mustconstruct a boat which will carry you tothat larger island over there that will notbe inundated by the incoming, shark-infested tide, which will overlap your tinyisland in about six hours.

We at the Center for Wooden Boatshave duplicated this scenario minus theislands, the sharks and the tide (and mostof the Sikaflex), while maintaining theknuckle-biting suspense and bravado, inour annual Quick and Daring BoatBuilding Contest.

Ah, Grasshopper, a little history: Inthe first years of this blessed event, whichis an integral part of the annual CWBFourth of July Wooden Boat Festival, sixteams of two were given two sheets of4x8 plywood, two “ 2x4 spars”, a sheetof blue plastic tarp and all the Sikaflexthey could use. The event, coincidentallyenough, was sponsored, in part, bySikaflex. The contest was held (and stillis) on the (former) Naval Reserveproperty which the Navy graciouslyoffered to us for the boat show.

Each team was required to submittheir plans to Dick Wagner and thenautical aesthetes at the CWB for approval.I doubt anyone, except perhaps Dickhimself, knows what the criteria were forentry into the contest. A photo montageof the winning entries over the yearswould not clarify the question ofaesthetics but would heighten the viewer’sesteem for the bravery of the “Sikaflex-a-nauts”. A best summary of aestheticswould be to say that the boats leaned wayover towards the “boat-as-idea”, not the“physical-object-of-beauty-boat”concept discussed earlier. An “object-boat” tends to last more than a few daysand provide its owners/builders withmore than an afternoon of frolic on thewater, whereas a “boat-as-idea boat”need only fulfill some demented nauticalfantasy on the part of the builders andmay, after totally immersing them in real“object-water”, disintegrate intocomponent parts and substances. Thisshould be perfectly clear. If you feel you’dlike more information about aestheticsand speed in boat building, the Center isfull of people who are full of ideas.

Back to history: the admirably (nopun) good sports at the Naval Reservewere becoming somewhat disturbed bythe growing, unauthorized speed bumpof Sikaflex that was growing annually intheir parking lot. Remember, that for 361days of the year, that parking lot wastheirs but we at the CWB were causing atleast as much problem with it for ourmere three or four days of boat building.

It was not only the Navy’s growingdisenchantment with Sikaflex (their loveof seagulls notwithstanding) that led toour restructuring of the Quick andDaring, it was our own powerfulaesthetic sense of boats as boats that cameto the surface, so to speak. The relativelylimited venue of boat design possibilitiesthat could be wrested from two sheetsof plywood and lots of glue had beenexhausted and it was time to expand ourvision to produce a boat design ordesigns that could be built quickly, and,MOST ASTOUNDINGLY, kept formore than an afternoon.

To reach this lofty plateau requireda revamping of the rules and anenlightened definition of our goals.“Enlightened definition of goals” is anEastern idea only recently adopted by theWest along with acupuncture and tofu.Nonetheless, we were up to the task.Over the years, we who judge the eventand dutifully receive the pitiful bribesoffered us to sway our opinions, crafteda set of rules, some of which I rememberwell enough to recount here:

The The The The The Quick and DaringQuick and DaringQuick and DaringQuick and DaringQuick and DaringBoat Building Boat Building Boat Building Boat Building Boat Building ContestContestContestContestContest

Or....how I almost glued myselfOr....how I almost glued myselfOr....how I almost glued myselfOr....how I almost glued myselfOr....how I almost glued myselfto the Naval Reserve Parking Lotto the Naval Reserve Parking Lotto the Naval Reserve Parking Lotto the Naval Reserve Parking Lotto the Naval Reserve Parking Lot

By Bob Allen

Continued on Page 4

4 Shavings

Quick & Daring BoatQuick & Daring BoatQuick & Daring BoatQuick & Daring BoatQuick & Daring BoatBuilding Building Building Building Building Continued from Page 3

1. The boat should be a “designworth keeping”. This is a Dick Wagnerconcept intended to insure that the boatnot be left as trash on the CWB groundsafter the event. We wanted boats thatcould be built by the average builder (inreasonable time) and that would servethe user well.

2. The boat should be madeprimarily of wood. One year, the winningentry was constructed of two cardboardtubes about twelve feet long and a footin diameter that were used to roll carpet.Their floatation was produced by achemical mixture that oozed a kind ofroot beer float foam into the tubes whichwere then coated with a sealant of somesort. The “bow” ends first beingsqueezed together to form a thin entry,in the timeless method used to reducewater resistance. While both “quick” andcertainly “daring”, this design was notsomething that would meet criterionnumber one, nor number two. Since the“W” in “CWB” stands for “wood”, wefelt that it was consistent with our impliedethic to require contestant entries to bemade (primarily) of wood rather thanalien substances of dubious nauticalworth or environmental safety.

3. There should be some seriousattempt to produce a boat that would carryits crew in reasonable safety though thetriangular course of “rowing”, “sailing” and“free-style”. While a capsize at the dockwhen the crew boards the vessel can be anamusing spectacle, most of those watchingwould never see it because of the crowdand the absence of live TV monitors. Wemuch prefer to have the boat capsize outwhere everyone can see it.

There are other criteria whichescape me at this writing, but you can beassured that the limited, sometimes inept,highly amusing and messy boats ofyesteryear’s Q and D are things of thepast. Occasionally, in spite of our rigorousadherence to aesthetics and the rulesoutlined above, some team will sneak ina boat of substandard quality. We havecome to tolerate this practice to someextent because it livens up the contestsince the majority of spectators aresomewhat bored by seeing boats whichfloat and sail properly and aresubconsciously hoping for a spill or somedramatic occurrence to transpire duringthe race portion of the event.

The building progresses through

two days of the Boat Festival. The teamsare divided into two groups: one groupworks on the first day of the show, thesecond group on the second day. The lastday of the show is the actual race.

Judging the event is a fairlycomplex procedure that we judgeswould have all learned by now if thenumbering process wasn’t changed everyyear. There are eight categories by whichwe judge the boats:

1. Design worth keeping2. Originality3. Showmanship4. Time5. Cost6. Weight of tools used7. Aesthetics8. Performance (the actual race)In each category, we rate the teams

with numbers from 1 to 10. There aresome variations in the numberingbetween categories and we attempt tobalance all eight categories so that wedon’t end up favoring speed ofconstruction over design worth keeping.This is to eliminate boats such as thecardboard tube boat which was built inabout 45 minutes.

At the start of the contest on eachday, the teams weigh their tools andpresent the judges with their receipts formaterials. They are given an allowance formaterials from the CWB on acceptanceof their entry, and any cost above that ispaid by the team itself and also penalizedin the judging. At noon, Dick or one ofthe other judges announces the start andnotes the time.

Much of the fun of the eventdepends on the teams and theirenthusiasm. During the course of theFestival, folks drop in to harass, question,laugh at, laugh with and generally interactwith the builders. Judges drop in fromtime to time to check on the boats underconstruction and to make sure there isno sabotage or improper bribery. Briberyis considered improper unless each judgeis compensated equally.

Among the judges, there is acontinuing discussion about the relativemerits/de-merits of each boat. Most ofour discussion centers on “freeboard” vs.crew weight, and “sea keeping ability”.Both of these are very arcane nauticalconcepts which I will attempt to explainin a few simple sentences so that the readermay better appreciate the complexity ofboat building and the ridiculous pretensethat surrounds the art thereof.“Freeboard” means, simply, how muchof this thing will stick out of the water

when it’s loaded with crew? If the answeris a negative number, then the crew willprobably get wet. To determine wherethe waterline will be on a boat, you needto know the volume of the hull belowthe waterline (which you have not figuredout yet) and the weight of an equalvolume of water. Boatbuilders determinethe waterline when they design a boatbecause they know how to calculate theinternal volume of the hull and they knowthe weight of the boat and everythinggoing into it. The waterline is that pointat which the weight of the boat andcontents matches the weight of the waterthat is displaced.

“Sea keeping” means that the boatis not likely to sink unless abused oroverloaded. Any sea that is kept by theseboats is usually returned after the event.

Believe me, after judging at least 12of these events, it’s not always obvious thatthe concepts of freeboard and sea keepingfigure hugely in the design and constructionof the boats. That’s why we judges spendso much of the event guessing what willhappen when the wood meets the water(or parking lot as the case may be).

Teams are allotted six hours tostructurally complete their boats with afree time allowance for painting oraesthetics. At the end of the first day, theboats are moved aside for those buildingon the second day. The finale occurs onthe last day when the boats areceremoniously paraded from the buildingarea to the launch area. A lively event, thisparade, and sometimes the scene of anentry dropout should some critical partof a boat come off or become unusable.

A prime requirement for the race isthat each boat must carry the two whobuilt it over a triangular course of abouthalf a mile in total length. This requirementshould provide an incentive for light-weight crews or larger boats, but not so.One year, we had a Fiji Islander-type raftconstructed of bamboo and built by twoFiji Islander-sized builders — a veryentertaining project which scored highlyin “showmanship” but, alas, disappearedcompletely during the boarding process.Depending on wind speed and direction,the course is altered each year with anattempt being made to provide upwind,downwind and crosswind legs. Sinceanything that floats will sail downwind,the sailing leg is usually the downwindleg. The last leg is “freestyle”, and thecontestants propel their humble vesselswith whatever gear remains across thefinish line to the screaming cheers ofhundreds of well-wishers.

I cordially invite you to attend thisyear’s Quick and Daring. Think of it as aminiature America’s Cup right in yourown Lake Union.

Bob Allen can find humor in a sack of staledonuts. He also has, through courage, persistenceand anguish, built his wooden 26’ Seabird yawl.Those skills perfectly matched the job descriptionfor a Quick &Daring Boatbuilding judge. So be it.

The Nina, Pinta,& Santa Maria...

It’s amazing what you can dowith a few donated boats.

When you donate your boat to TheCenter for Wooden Boats, you helpto ensure the health of our uniquehands-on maritime programs.50,000 visitors per year; 1,500 kidsin our youth programs. We’re a 501(c) (3) non-profit and we makedonating easy! Call us!

The Center for Wooden Boats1010 Valley Street, Seattle, WA 98109

206.382.2628 www.cwb.org

On Lake UnionMoorage Leases 15' - 45'

206.284.44202450 Westlake Ave. N.

www.boatworldmarinas.com

Shavings 5

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Seattle Parks and RecreationIs proud to be a sponsor of the

26th Annual Lake UnionWooden Boat Festival

South Lake Union ParkJuly 4-7, 2002

Celebrates the Lake Union Wooden Boat festival.

Bring this ad into the Seattle Flagship storein Pacific Place to receive

20% off Helly Hansen merchandise.

*Offer good only at downtown Seattle location. Not valid with any other offer.Discount on Helly Hansen merchandise only.

After my first summer of sailing the NewEngland coast, I spent the winter seasonteaching at a school in Arizona. I had beenbitten by the sailing bug and I had to figureout a way to survive living in the desertand away from the salt-water. I was anovice sailor and needed to build my skills.I did find a way to get through that winterin the desert: by reading about mynewfound passion. Sail magazine was agiven. I found many more titles that wereintriguing — I received an edition ofChapman’s Piloting, Seamanship and SmallBoat Handling for Christmas that year andI tore through The Perfect Storm in a matterof days. My passion for sailing and thesea had also turned into a passion forbooks of ships and the sea. My idea wasthat by reading about sailing, my nauticalknowledge would increase even thoughI would be off the water for nine months.I like to think that it helped.

So here it is five years later and myworkstation is located in a nautical library:the second deck of the CWB Boathouse.I have to say that more times than not, Iam pleasantly surprised by the unique titlesthat I find on our shelves. I also find itintriguing that many of our books havebeen donated and that when I open themup and find a name or an inscription thereis a story behind the story. Maybe it is theold Bluejacket’s Manual that lived in a youngsailor’s sea duffel as he set out to sea forthe first time, or the Racing Rules of Sailingthat were consulted over a heated protest.The best surprises come in the form ofthe giant box of nautical titles that getsdropped off as a donation. We recentlyreceived such a box and found manyclassic sail-related titles, as well as somesigned copies. Be still, my beating sailing-literate heart.

It is always a great time to takeadvantage of the CWB’s unique nauticallibrary. Come down to the center, grab acup of java, come upstairs, browse theshelves and kick back in the old chair thatlooks out over the lake. Who knows, youmay learn something about sailing andthe sea. One thing for certain -- it will betime well spent.

To help you get started in your pathto maritime literacy, here is a list ofrecommended nautical titles:The Craft of Sail by Jan Adkins

The Complete Sailor by David Seidman (thisis used as the text book for our sailingprograms)

The Perfect Storm by Sebastian Junger

Adrift By Steve Callahan

Sailing Alone Around the World by JoshuaSlocum

Gypsy Moth Circles the World by Sir FrancisChichcester

The Long Way by Bernard Moitessier (oneof my personal favorites)

Red Sky in Mourning by Tami OldhamAshcroft

A Voyage for Madmen by Peter Nichols

Piloting by Charles C. Chapman (necessaryreference for the consummate sailor-type)

Heavy Weather Sailing by K. Adlard Coles(more of the necessary reference)

Knee Deep in Shavings by Norman Blanchard& Stephen Wilen (this is a CWB classic! —there should be no need to ask why)

Eagle Seamanship - Square Rigger Seamanshipby Lt. William Norton (learn what it takesto tack and wear a tall ship!)

John Vonk is CWB’s volunteer coordinator andsailing instruction coordinator. He has been along-time Outward Bound instructor and in theCoast Guard Reserve. He is likely to give apithy quote from a maritime book at weeklystaff meetings.

BBBBBOOKSOOKSOOKSOOKSOOKS ANDANDANDANDAND M M M M MOREOREOREOREOREBBBBBOOKSOOKSOOKSOOKSOOKS

By John Vonk

6 Shavings

Kayak Rentalson Lake UnionSales, Classes, Rentals

10am - 8pm Mon-Fri9am - 6pm Sat & Sun

Call 206.281.9694for reservations or a catalog ofClasses/Tours or Retail Items

Northwest Outdoor Center Inc.2100 Westlake Ave. N., Ste #1

Seattle, WA 98109Your Everyday, On-the-Water Kayak Shop

Paddle 30+ different models from our docks!

www.nwoc.com

Is it your dream to build a boat, or evena ship, but you have no place to work,no tools, no budget and no know-how?Don’t despair! The Discovery ModelersEducation Center can solve yourproblem.

Build a model! We’ve got the plansor kits, the tools and the experiencedinstructors to turn you into a first-ratemodel boat/ship builder.

The Discovery Modelers EducationCenter is conveniently located in Room239 in the Armory Building at South LakeUnion Park (just west of The Center forWooden Boats). Classes, workshops,

A model may be just a bit smallerthan the boat you planned on building,but consider the advantages. A plank onframe model can utilize many of the sameskills as building a full size boat, to prepareyou for building the big one. You canbuild when you want to – whether israining or sunny, day or night. You’ll neverhave to pay moorage; your mantel oreven a tabletop makes a good “dock.”And you’ll never have to worry aboutdry rot or worms; a feather duster is allyou’ll need for upkeep. Your beautifulhandmade model will give you manyhours of pleasure – and you’ll probablynever want to sell it!

How do you get started? Contactthe Discovery Modelers EducationCenter (206-282-0985 ordiscoverymodelers@yahoo.com) for aCalendar of Events. Better yet, becomea member and receive advance notice ofclasses and workshops and memberdiscounts on fees. Throughout the year,we’ll try to hold as many classes aspossible on building wood (and evenplastic) kit models, from-scratch models,radio-controlled models, pond modelsand ships in bottles.

To augment the buildingworkshops, we also offer classes ineverything from researching your modelto how to photograph the buildingprocess and how to appraise the finishedproduct. Our classes and seminarsconcentrate on passing along general andspecific information for all types ofmodel building.

While those classes are mostly foradults, the fourth Saturday of each monthwe have a special class just for kids. For

just $12 ($10 for second child from thesame family), kids get to build a kit modelof their choice (fishing boats, sailboats,tugs and more) and take it home. All themess stays at DMEC and your kids endup the proud owners of boats they builtthemselves.

Our instructors are people withexceptional experience and know-how.They don’t just teach, they share themodel building experience with you,advising, keeping things moving whenyou get stuck and divulging the secretsof years of model making.

The Discovery Modelers EducationCenter is an old but new organization.Our founding members came togetherin the mid-‘90s to create a 1”=1’ modelof Capt. George Vancouver’s ship ofexploration, HMS Discovery. It was onVancouver’s voyage of 1791-1795 thatour coastal waters first were charted andthe Northwest found its place on themaps of the world.

The Discovery model, on displayyear-round in the Armory building, is atribute to the modelers’ art andcraftsmanship. Recently a new ship modeldepicting a vessel of great significance inNorthwest maritime history joined theDiscovery on display. The Exact, also builtin 1”=1’ scale, depicts the schooner thatbrought the first non-native settlers toSeattle.

Another addition to the model fleetis planned for this year: the Beaver, the firststeamer on Puget Sound (1836), originallya fur trader, then carrying settlers – andtheir belongings and livestock – and laterthe mail and supplies to ports all aroundPuget Sound for 50 years. Like the othermodels, the Beaver will be built in 1”=1’scale.

The models will form the signaturefleet of the planned Puget SoundMaritime Heritage Museum at South LakeUnion. As the museum takes shape,DMEC’s modelers may turn theirattention to dioramas of historical PugetSound ports, such as the mill at PortBlakeley (largest sawmill in the world inthe 1890s) or even Yesler’s Wharf (thefirst sawmill in Seattle and the place wherethe term “Skid Road” originated).

No matter where the modelers ofDMEC turn their attention, they will becarrying out a mission of maritimeheritage preservation in a uniquelyNorthwest way. Just as The Center forWooden Boats was founded to preserveand pass on small craft heritage byencouraging people to take up hands-onactivities, the DMEC seeks to preserveand pass on the skills and craftsmanshipof old time modelers and to call attentionto our precious Northwest maritimeheritage.

DMEC will be a vital and activepart of the future maritime museum, butdon’t wait for tomorrow. Join us nowand let us put you in touch with yourmaritime heritage and put your hands ona beautiful ship model. Make the pastcome alive today and help us preserve itfor tomorrow.

Colleen Wagner is a founder and ExecutiveDirector of the Discovery Modelers EducationCenter. She also is co-founder of The Centerfor Wooden Boats and has been active inNorthwest maritime heritage preservation formore than three decades. For more informationon DMEC, call or write: 206-282-0985 ordiscoverymodelers@yahoo.com

BBBBBUILDUILDUILDUILDUILD AAAAA L L L L LITTLEITTLEITTLEITTLEITTLEBBBBBOATOATOATOATOAT

By Colleen Wagner

These happy children have just completed their beautiful little wooden model boats ina three-hour class (held monthly) at the Discovery Modelers Education Center. Photoby Tami Naset

lectures and demonstrations are offeredyear-round to whet your appetite formodel building and give you theopportunity to get your hands on thegoods – i.e., the plans, the tools, thewood, the paints and more.

And when your model iscompleted, we even have an annual exhibitat the Wooden Boat Festival, where youcan show off your work and see thecraftsmanship of other modelers fromthroughout the Northwest. (The exhibitis in the Armory Building and is openthroughout the Festival, including twolarge play models for kids.)

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Shavings 7

Some years ago, the Washington StateParks Department acquired a uniqueproperty for use as a state park. Theproperty, known as Cama Beach, was thesite of a car resort built from 1932-1934on Camano Island on Puget Sound andwas operated by the same family until1989. The site has a mile of beachfronton beautiful Saratoga Passage and itswooded acres extend well inland tosurround a small lake. A boathouse filledwith wooden skiffs built for oar andpower, many rustic cabins, storagebuildings, and a store filled with thingsreminiscent of the 30’s adorn the site. Thisis a historical treasure chest.

When the owners passed away, theirtwo daughters, the heirs to the property,faced with selling the property todevelopers or trying to preserve the spiritof Cama Beach, offered to sell half ofthe land to the state and donate the restto be the site of a new state park. Part ofthe proceeds from the sale were put intotwo family run foundations to be usedto build a new dining hall for the park.The dining hall will be joined by a 15-room retreat lodge built by WashingtonState Parks. The family foundations havealso granted funds to the Center forWooden Boats (CWB) to document thehistoric boats in the boathouse and restorebuildings to be used by CWB. There areeight different boat designs ranging fromrowing and outboard skiffs to inboardboats with 2-cycle engines. To date I havedocumented a 12’ and 14’ skiff, a 15’outboard, and a 15’ inboard.

Through the efforts of the heirsand the State Park Commissioners, theCWB was asked to participate in apartnership with State Parks and the heirsto design a new state park which would

include the CWB and its programs as partof the regular activities at the site.

Inspired by this beautiful place andthe need for boats that could be used inthe CWB’s Cama Beach rental fleet, Idesigned a series of skiffs based on the12’ Heidi skiff and a wherry based onthe Piscataqua River wherry. The idea wasto have boats that could be launched offthe beach until a suitable dock could beinstalled. These boats had to be fast,seaworthy, and of a weight that wouldmake them easily handled by a small staff.

The Piscataqua River Wherry is an

ideal model for a boat that combines theeasy construction of the Swampscot dorywhile presenting an almost round bottomsimilar to more expensive pulling boats.The Piscataqua River wherry in the MysticSeaport collection was built circa 1850and is related to the Maine Salmonwherry. In fact, the Maine wherrypredated the Swampscot dory and mayhave dated back to the 18th century.

Unfortunately, as in the case of morerecent small wooden craft, few recordsremain of early craft. We are lucky thatthere are places such as Mystic SeaportMuseum in Mystic, Connecticut, whichhave preserved several examples in theirsmall craft collection. John Gardner, in hisbooks, The Dory Book, International MarinePublishing Company, Camden, Maine,1978, and Building ClassicSmall Craft, InternationalMarine PublishingCompany, Camden,Maine, 1977, are greatsources for moreinformation about theseuseful boats.

This is a boat thatcould be built by thefishermen themselves. Awide bottom board,narrower than thestandard Grand Banksdory bottom but stillsubstantial, holds sawnframes covered with

lapstrake planking. Bent frames are addedbetween the sawn frames. For the CWBboats, I wanted a lapstrake boat that couldbe built in our boat building classes bybeginners or second-time students in thenine days allotted. The five side planks ofthe Cama Beach wherry greatly reducebuilding costs as today prices for goodplanking stock are sky high. Four of theseplanks are less that 8” wide and thegarboard is from 10” planking stock. Iused western red cedar for the sides andHonduras mahogany for the transom andtransom knee, bottom board, and stem.

The original Piscataqua River wherryis part of the Mystic Seaport Collectionand plans are available from the PlansDepartment there. My wherry differsfrom the original in that the rake of thetransom is reduced and the doryliketombstone transom is modified to a finewineglass shape reminiscent of manyMaine salmon wherries. There is a slightreduction of the rocker in the stern andthe sheer has been adjusted. The sawnframes of the original have been replacedby bent frames for ease of construction.

Three of these boats were built in

CWB boat building classes. One 15-1/2-footer was sold unfinished and one 15-1/2-footer and an 18-footer were builtin classes and finished by volunteers. The18-footer is a simple stretch of the 15-1/2-footer. Both boats are set off withturned posts under the seats and theirnames carved on a banner fastened tothe backrest.

The resulting boats are everythingwe had hoped for. They row with easeand are striking to look at. As with manysmall craft, the 18-footer was found tobe a better performer than the 15-1/2-footer, and there is a temptation to stretchit still further. These boats are rathernarrow for sail with a beam of 4’, butwith the addition of washboards sidedecks and a coaming, along with acenterboard, they should move well witha small sprit sail. The seams have beensealed with polyurethane beddingcompound, which means that they don’tneed taking up before they can be usedas long as they are not allowed to dry outexcessively. This is critical at Cama Beachas the boats will be kept in a boathouse

much of the time and will be trailed tooff-site events. All of the boats have ¾”nylon line fastened in a cove in the rail toprevent chafing.

Plans for the Cama Beach wherry areavailable from me. During 2003 we will bebuilding lapstrake and carvel boats as well assome great skiffs. There are also classes onlofting, marine carving, oar making, halfmodels, and tool making. For moreinformation contact Richard Kolin, 4107 77th

Pl. NW, Marysville, WA 98271, kolinl@gte.netBooks by Richard Kolin:

Traditional Boat Boatbuilding Made

Easy, Building Catherine (a 14’ Whitehall typelapstrake boat for oar and sail), andTraditional Boatbuilding Made Easy: BuildingHeidi (a first class little 12’ skiff).Books About Historical WoodenBoats of All Kinds:

Mystic Seaport Watercraft by MaynardBray, Benjamin A.G. Fuller, and PeterT.Vermilya, Mystic Seaport, Mystic,Connecticut, third edition, 2001. This isthe catalogue of the Mystic SeaportMuseum Small Craft collection andincludes descriptions and photos of themuseums’ extensive collection. Many ofthese boats have been measured and theirlines and construction plans are availablefrom the Mystic Seaport PlansDepartment, Mystic Seaport, 75Greenmanville Ave, Mystic, CT 063550990, www.mysticseaport.org.

Rich Kolin is a versatile boatwright. He builds,designs, carves, makes tools, casts, teaches andwrites. He has named his stock boats after hiswife, children and dog. The only family name yetto be used is his parrot.

View of Cama Beach, showing almost the total 6000’ waterfront. TheBoathouse is at the point.All the buildings were built on a 2000 year-oldshell midden that levels just above high tide.Photo courtesy of WashingtonState Parks Commission

Above: The Cama Beach Wherry with planking and frames just completed. Photo byRich Kolin

Left: The lines of the Wherry. By Rich Kolin

The Cama BeachThe Cama BeachThe Cama BeachThe Cama BeachThe Cama BeachWherryWherryWherryWherryWherry

By Rich Kolin

8 Shavings

When Wembly announced he was “shopping for a bigger boat,” the DockCommittee could only shake its collective head. “It would be bad enough if he hadnormal, healthy two-footitis,” said Wellington, “but he explained to me that becausethe boat would really belong to the dogs, and since they both had four feet, he wasthinking of going from an 18-foot lugger to something in the 26-foot range.”

Wembly, like Odysseus, has been cursed by Poseidon—and Neptune andManannan and Aegir and Mother Carey and possibly even the iceberg that sunk theTitanic. Wembly’s first boat died of congestive hull failure. A manufacturing flawdoomed his second boat and his third was destroyed on the launch ramp evenbefore it got wet. His fourth boat simply and casually bankrupted him. Only with hisfifth boat, which he disguised from The Wrath of the Sea and the ComprehensiveWembly Maritime Curse as the ultimate doghouse for his two poodles, did he findseagoing peace. Now Wembly was considering replacing Bark Barque. No goodwould come of this, said the Dock Committee.

As with all predictions sorrow, woe, and doom, fulfillment was swift. A scantthree months intervened between Wembly sailing off into the sunset and hisreappearance on the end of “C” dock, boatless, with Marat and Sadie beside him.Even the dogs looked doleful. As the member of the Dock Committee least crippledby arthritis, I was dispatched to find out what had happened.

Wembly was doing a Sword Mat out of old cordage to grace the saloon of amore fortunate friend’s yacht. In response to my delicately phrased inquiry, he wassilent for so long I was on the verge of asking my question again.

Wembly and the SevenWembly and the SevenWembly and the SevenWembly and the SevenWembly and the SevenPhilosophies InvolvedPhilosophies InvolvedPhilosophies InvolvedPhilosophies InvolvedPhilosophies Involved

in Boat Owningin Boat Owningin Boat Owningin Boat Owningin Boat OwningBy Chas. Dowd

The World’s Greatest Ex-Sailor swallowsThe World’s Greatest Ex-Sailor swallowsThe World’s Greatest Ex-Sailor swallowsThe World’s Greatest Ex-Sailor swallowsThe World’s Greatest Ex-Sailor swallowsthe anchor yet againthe anchor yet againthe anchor yet againthe anchor yet againthe anchor yet again

Happy Hour 3-6:30 DAILY CANTINA ONLY

The consolations of philosophyThe consolations of philosophyThe consolations of philosophyThe consolations of philosophyThe consolations of philosophy“Owning a boat is really a lot like taking Philosophy 101,” he finally said

reflectively. I sat down on an inverted bucket. When Wembly is in reflective mode,trying to hurry him is like trying to hurry an hourglass. The dogs, recognizing theirmaster’s voice, went to sleep.

“It begins with Sophism. ‘I must have a bigger boat,’ you tell yourself. Actually,in Your Secret Heart of Hearts you know only Admiral Nelson, Captain Ahab, orTugboat Annie really needs any kind of boat. But a good Sophist can successfullyargue any proposition, no matter how far-fetched. So, bolstered by the Sophists, youset out to find your boat.

“Here you encounter Platonic Idealism. Somewhere out there is the perfect,canonical, and ideal boat, the perfect boat for you. But in YSHOH you really know thatevery boat—even the most toothsome—will be an inevitable compromise between size,cost, condition, and rig. And when you have finally found your Ideal Boat, the guy in thenext slip will have found an idealer one—if that’s a word.

“Of course, your boat is going to need a little work. Here you encounter theStoics. ‘I will persist until I get this dern boat shipshape and Bristol-fashion, nomatter how long it takes,’ the Stoic in you says. This is the classic unachievable goal.Boats are by their very nature, slaves to entropy. To paraphrase Bob Dylan, ‘Everybodynot busy being launched, is busy rotting.’

Two possible coursesTwo possible coursesTwo possible coursesTwo possible coursesTwo possible courses“The constant pressure of many tiny repairs leading to many major repair bills

can take you down two possible paths. One of them is the sorrowful road of theCynics: ‘All human endeavor is futile and doomed to end in disappointment.’But that’s a pretty soul-searing and negative state of mind, antithetical to the type ofhapless individual who ever dreams of owning a boat.

“The other course is much more suited to post-modern mankind:Existentialism. You doubt. You begin to wonder what you mean by ‘shipshapeand Bristol-fashion.’ You start wondering about the very idea of shipshape. ‘Am Idefining shipshape—or is shipshape defining me? How will I know when I get to it?And what is “I” anyway?’ And then the existential biggie: ‘What does it all mean?’ Thiscan cause existential nausea, which is not to be confused with seasickness.

“And finally you come to Romanticism. You know the Romantics: they’re theWagnerian opera fans, the Gotterdamerung/Sorrows of Young Werther crowd that can’tdistinguish between love and death. You reach this point when the weight of yourunpaid repair, reconditioning, and re-outfitting invoices equals your body weight. Orwhen you can’t sleep at night for the constant telephone calls from collection agencies.

“You realize you can no longer afford to keep your boat. To soften thisrealization you tell yourself that just owning it even for a brief while has made you abetter person. ‘We are all exalted by being tempered in the refiner’s fire of loss,’ saysthe Romantic philosopher. ‘True happiness comes only through the experience ofpain and suffering.’”

Wembly stared out at the happy boat owners cruising up and down the lake.He had the mien of a man measuring the quality of the happiness pain and sufferingbrought him and finding it wanting. And before he bent again to his mat work hesaid with authority, “Skeptics say that there are two truly happy moments in a boatowner’s life: when they buy a boat and when they sell it.” He looked even morepensive. “Their first postulate may be right, but the second postulate seems to containan irretrievable error. In fact, I’d go so far as to say they lie, old son, they lie.”

Chas Dowd does everything except hard rock and window washing. And he does it with consummateease and pleasure. His writing reflects Chas’ wide range of experiences, including boating, and hismicroscopic observance of character. He puts these elements together in tales that are entertaining,instructive and sublimely elegant.

Shavings 9

Frank Schattauer(206) 783-2400 Phone

(206) 783-0173 Fax

117 East Louisa 98102

Corner of Eastlake & LouisaMailbox Rentals

Fed Ex - UPS - PostagePublic Fax - Notary Public

2305 Eastlake Ave. ESeattle, WA 98102

(206) 324-1442

Serving Breakfast & Lunch

7 days a weekBuca di Beppo701 9th Avenue North

206.BIG.A.BUT

STOCKING MARINE PLYWOODS

206.623.0334 800.756.0334

Dedicated to providing today’s craftsperson a wide selection ofquality hardwoods from around the world with informative,

personal service.

Over 100 species in stock, including sustained yieldand reclaimed woods.

Show us your CWB card for a10% discount.

(NOT VALID TOWARD WHOLESALE ACCOUNTS)

We are open:8-5 Monday-Friday

8-8 Wednesday

Help CWBHelp CWBHelp CWBHelp CWBHelp CWB through Your “Designated” Donations through Your “Designated” Donations through Your “Designated” Donations through Your “Designated” Donations through Your “Designated” Donations

to Community Fundsto Community Fundsto Community Fundsto Community Fundsto Community FundsBy John Dean

Do you donate to 501(c)3 Non-Profit Community Service or CharitableOrganizations by payroll withholding at your workplace? Many larger companieshave programs for doing this and, if you work at such a company, you may beparticipating. Some company-sponsored giving programs donate to United Way ofKing County (http://www.uwkc.org/), while others, like Boeing, have their owncommunity fund organization. The Boeing program collects and distributes donationsthrough the “Employee Community Fund” (http://www.boeing.com/companyoffices/aboutus/community/ecf.html).

Usually you are able to designate your contribution to specific 501(c)3 Non-Profit Organizations, and donations so designated are distributed directly to thoseorganizations. Any contribution not designated goes into a donation pool, which isthen allocated based on “need” and “community priorities” established by the Boardof Directors of the Fund.

If you are a Boeing ECF member you can designate all or part of your donation(we suggest all) to the CWB by logging into the ECF web-site on the Boeing internalweb. Go to http://public.web.boeing.com/ecf/index.cfm (this is only available fromcomputers inside the Boeing intra-net). Select “login” and provide your domain,username and password that you use to log in to your desktop workstation computer.This will take you to the ECF Main Menu. Select “Where I’m Giving,” then “I wouldlike to make changes.” The next page will show current designations, if any, plusblank lines for adding designations. On a blank line click on the magnifying-glass iconunder the heading labeled “Search.” On the search page enter keyword “Center forWooden Boats” and state “Washington.” That will be enough to find the entry forCWB. Click the hotlink for “select” and you will return to the designation page.Enter your designation percentage and choose “anonymous” or “name and amount”and accept the changes and exit the web-site. This can be done anytime and takeseffect immediately.

An equivalent procedure, perhaps involving actual paper forms and your personneloffice, can be done in any workplace that has an organized employee donation program.

Please consider designating some or all of your workplace charitable donationsto the CWB.

John Dean is CWB’s volunteer computer doctor. He has kept our systems healthy and upgraded ina quiet, efficient and ever-cheerful manner.

www.seattleseaplanes.com

2379 Eastlake Ave. EastSeattle, WA 98102

206.325.0081

Breakfast & Lunch

10 Shavings

T his story took place at the Barbary Coast Fundraiser at the SanFrancisco Maritime National Historical Park (SFMNHP), which Ihave been volunteering for since July, both by sailing and helpingwith other events. We have a beautiful museum detailing localmaritime history and the Hyde Street Pier, home to a number of

historic vessels.The Barbary Coast was the strip of San Francisco along the waterfront in the

1850’s. It was a crazy place with all of the traffic from the tall ships bringing goldminers and supplies to SF. Most of the crews abandoned their vessels to race off tothe gold fields. The bay was described as being blanketed with “a forest of masts”,as hundreds of ships lay stranded, without the men needed to sail them to theirhome ports.

Most men in San Francisco at the time were recent arrivals bent on makingtheir fortunes by mining gold or serving the miners. Many had come by sea. Theywere largely young and strong. What excellent sailor material! The problem was thatfew were ready to leave the land where a fortune surely awaited around the nextcorner.

Therefore, ships’ masters were a desperate lot and were willing to pay goodmoney for men to sail their ships. Unfortunately, rather than the new recruits, it wasthe headhunters, known as impressment crews or press gangs, who received mostof the money. Often a miner, former sailor, or random San Franciscan that went toa tavern and drank a little too much or simply accepted a drink from a seeminggentleman (who had spiked it with sleeping powder) would wake up the next day,or some days later, aboard a vessel destined for some far off port. He would haveno recollection of making any agreements or signing the ship’s papers waved beforehim. One frequent destination for such unfortunates was Shanghai. For this foreignport the practicewas named.

Now tothe story of theBarbary CoastFundraiser.

We all hada lot of fun thatnight. I went tothe museum tovolunteer astable schleppinghelp or whatnota n dserendipitouslyfound a bowlerhat, tailed coat,leather shoes,and a matchinglength of ropefor shoelaceswith which to costume myself.

At this point my role changed from schlepper to schmoozer. I talked with thehigh rollers that put out $150 to attend and support our wonderful maritime park.Since I was in costume, I was treated as an authority and deferred to by those whodidn’t know me. What a hoot! (Those that did know me ladled me out the usualgood natured bilge scum they treat fellow tall ship sailors with.)

I was also pressed into service as one to not be shanghaied. The impressmentgang was wandering the crowd that night grabbing pre-selected (yet secretly informed!)young men with the intention of dragging them off to a waiting tall ship, the HawaiianChieftain.

With the help of some friends, I was able to escape the somewhat inebriatedclutches of the press gang and thwart their efforts to make $300 (1850 dollars, mindyou) by delivering me aboard to become a deckhand. Later that evening anotherfellow was less fortunate.

Gavin Newsom was this poor lad’s name. Apparently he was a San Francisco citysupervisor. Alas, no one is exempt from the rogues of the Barbary Coast. As he stood upfrom his seat, I imagine to applaud the end of the cabaret show in which that fetching lassCat performed, a fellow walked up to him and asked his name. A moment after Gavinidentified himself, this ruffian knocked him down with a single blow to the chin. He hadcohorts waiting nearby who caught Gavin as he fell and they spirited him out the doorsonto the promenade. The crowd went wild.

Meanwhile, a short distance away on the beach, two men waved kerosenelamps, signaling unseen eyes lurking offshore.

Back at the cabaret, a woman stepped to the doorway and lamented theabhorrent proceedings, urging the audience to rush out to save this lad. Ironically, shewas actually blocking the way of a mob already bent on doing her bidding. By thetime she was pushed aside (with many squeezes and pinches, I could only guess),Gavin (or a reasonable facsimile thereof) was trussed up in rags, bound with ropeand racing horizontally down towards the beach in the less than capable hands of hiscaptors.

Cannon blasts rang through the dark. Now clearly visible, a square rigged tallship stood just offshore. Their volley was returned by a cannon on the museum’sroof. Flashes of light, clouds of smoke, and reverberating concussions filled thenight.

Nearby a cutter was being rowed ashore by eight oarsmen (and women — howthe times have changed!) and a coxswain. Finished with the lamps, I splashed into thewater to help the cutter land. Three of us hauled it up the beach. By now the bumblingbobbies were blowing whistles and in hot pursuit of the trussed up fellow. The cabaretaudience was mostly outside, much of the tuxedoed half also in warm pursuit atvarious rates of shocked and drunken stagger.

The press gang hit the beach running and the bundle was passed to us and wepassed it to the able hands in the waiting cutter. We pushed her off into the waves ofAquatic Park..

Just as the water became too deep to navigate on foot, I tumbled over thegunwale and into the boat. An empty seat and spare oar awaited my ministrations.The coxswain bellowed out commands and we gladly pulled for open water. Thebobbies blew their whistles, the crowd bellowed and the museum cannon shook thenight, all for naught. We were clear of their pesky interference.

Ahead lay the Hawaiian Chieftain. (For a sense of her majestic presence, see herweb site or visit her in Sausalito. Insert the resulting sense of awe here.) Sails aflyingand cannons ablazing, she was a noble and welcome sight. Ducking the cannon ballsand battling the contrary currents, we rowed alongside and threw a line aboard.Hauled close, the exchange was made and we released our burden to Ian and hisseasoned crew of rascals.

Our responsibilities for the evening had almost been satisfied. Apparently wefailed to make delivery of the proper quantity of booze along with our humanpackage. We greeted the news with mixed feelings. Some of us lamented the need tomake yet another round trip from shore to the ship, especially with the angry mob togreet us back at the museum. Others in our boat (and I fell into this camp) thrilled atthe thought of sneaking back and evading detection (or at least capture) as we stole

the requisitebottles ofliquor, androwed backout to theChieftain.

T h ematter wassettled whenthe coxswainasserted thato u rshenaniganswere over forthe evening andthat the boozewould find itsway to theChieftain’s crewwithout ourhelp. Cries of

relief and despair arose from the boat.We turned to the oars and made our way back to our secret slip at the Hyde

Street Pier. Towards the end of our voyage, a rhythm developed and we evenoccasionally rowed in synchronization. Sailor bliss.

We made our way past the full rigged ship, Balclutha, and saw her masts andyards silhouetted against the glowing sky. Romantic thoughts of her in all of herglory under full sail came to my mind. Next, we glided past the Alma, a scowschooner from 1891 that used to sail around the bay and delta with dry goods of alltypes. She’s the one I sail on for a day or two most weeks. We rounded her stern andapproached our slip.

As we pulled in, Sue, our fearless leader in the form of the SFMNHP volunteercoordinator, welcomed us and assured us that our part in the evening’s mayhem waswell received by all involved. We tied up the boat, stowed all the gear, and slappedeach others’ backs a lot. (Even slipped some hugs in, but don’t tell anyone, as thatwas not thought of as very sailorly along the Barbary Coast, you know.) We headedback towards the museum for our just rewards for a job well done; more merrimentand irreverent revelry. We hoped we would not be recognized and persecuted forour earlier actions. (We didn’t want rewards THAT just!)

Well, that’s the story of one of the more interesting parts of the evening of thefund raiser. I left out the comparatively mundane late night party clean up and adescription of my eventually bedding down in the chief engineer’s berth on the 1906steam tug Hercules for a scarce few hours of sleep before being awakened byshipwrights recaulking the Balclutha’s deck. Also missing is that I then joined myshipmates for a 9:30-4:30 Alma day sail with a group of disabled sailors, some ofwhich we slung up over the side with block and tackle into their waiting wheelchairs.I tell you, everyday brings new and unexpected adventures out at the Hyde Streetpier.

Lawrence Garwin started sailing ships in the summer of 1998. During the 16 months prior to lastMarch he divided his time between crewing on private sailboats from San Francisco to Panama andexploring the intervening countries by thumb and bus. After visiting his native San Francisco BayArea for a month, he’s now in Australia, hoping to eventually continue westward across the seasunder wind power.

Another Quiet NightAnother Quiet NightAnother Quiet NightAnother Quiet NightAnother Quiet Nighton the Barbaryon the Barbaryon the Barbaryon the Barbaryon the Barbary

CoastCoastCoastCoastCoastBy Lawrence Garwin

Shavings 11

Calendar ofCalendar ofCalendar ofCalendar ofCalendar ofEvents & WorkshopsEvents & WorkshopsEvents & WorkshopsEvents & WorkshopsEvents & Workshops

2 0 02 0 02 0 02 0 02 0 0 33333

Dear CWB membersDear CWB membersDear CWB membersDear CWB membersDear CWB membersand supporters,and supporters,and supporters,and supporters,and supporters,

When you buy or sell a houseyou have an opportunity tosupport The Center for WoodenBoats.

CWB is participating in the ColdwellBanker Bain Community PartnershipProgram. When you buy or sell a homethrough Coldwell Banker Bain, they willdonate an amount equivalent to 10% oftheir proceeds to The Center for WoodenBoats at no additional cost to you. It isa wonderful way in which they supportnot-for-profit organizations in their com-munities. Please tell your friends andrelatives they can participate as well.This can make a big difference to ourprograms.

For details and any of your real estatequestions off, near or on the waterplease call:

Enrico Pozzo, Realtor206.790.7874

enricopozzo@cbba.comwww.cbba.com

He will be very glad to assist you. Asyou call, please mention you wouldlike to participate in this program.

Sincerely,Bob PerkinsExecutive DirectorThe Center for Wooden Boats

CAST OFF!CAST OFF!CAST OFF!CAST OFF!CAST OFF!Free Public Sail

Every Sunday at 2 p.m.Enjoy free half-hour sails on one of our classicsailboats or a ride on our 1906 Steam LaunchPuffin. Our Cast Off! program allows visitors thechance to sail in boats that are too large or toocomplex to be a part of our regular livery program.Currently, we’re sailing on Colleen Wagner, ournew Sharpie. You might also have the chance tofind out what it’s like to sail Admirable, our BristolBay gillnetter and logo boat, Betsy D, anotherclassic sharpie or Amie, a Friendship sloop. Comedown and join us any Sunday (weatherpermitting) for a free afternoon sail or steamboatride on Lake Union. Please feel free to call usaround noon on Sunday to check weatherconditions.

THIRD FRIDAY SPEAKERTHIRD FRIDAY SPEAKERTHIRD FRIDAY SPEAKERTHIRD FRIDAY SPEAKERTHIRD FRIDAY SPEAKERSERIESSERIESSERIESSERIESSERIES

Every 3rd Friday7 p.m. CWB Boathouse

Each month CWB finds a speaker of wit andexperience to talk about his or her specialknowledge. It is also an opportunity for CWBmembers to meet one another and the staff.Admission is free and refreshments are served(donations to cover costs are appreciated).

June 20, 2003“Apprenticeship to a Faroese Boatbuilder”

Jay Smith, who builds classic wood boats inAnacortes, began his career in Norway and theFaroe Islands. Jay will give a slide show talk onhis experience in Faroes, where the clock stoppedwhen it was settled by the Norse about 1000years ago.

September 19, 2003“The Voyaging Rig”

Brion Toss will give a presentation on preparingyour rig for all oceans. Toss is a master rigger witha passion to pass on his knowledge. In his uniquemanner, Toss gives Albert Einstein physics onCarl Sagan scale, with Mark Twain drollery. Youwill never have so much fun learning about atechnical subject.

27TH ANNUAL LAKE27TH ANNUAL LAKE27TH ANNUAL LAKE27TH ANNUAL LAKE27TH ANNUAL LAKEUNION WOODEN BOATUNION WOODEN BOATUNION WOODEN BOATUNION WOODEN BOATUNION WOODEN BOAT

F E S T I V A LF E S T I V A LF E S T I V A LF E S T I V A LF E S T I V A LJuly 4, 5 & 6, 2003 (Friday - Sunday)

10 a.m. - 6 p.m. each dayBoats, boats, and more boats. All types, all sizes,all wood. Visitors will be welcomed aboard boatsto view, ask the owners questions, and take rides.Interaction with wooden boats and maritimeskills is the quintessential element of the LakeUnion Wooden Boat Festival. Participate inseveral marine skill demonstrations, watch theQuick and Daring boatbuilding contest. Watchexciting classic sailboats participate in the EdClark Classic Yacht Race. See the future

boatbuilders of America build toy boats. It’s fun,educational, and if you dare, adventurous. Thesite of the festival is Seattle’s latest waterfrontpark, the former Naval Reserve Base jutting intoLake Union. Join us for food, beverages, greatfolk music, and a terrific view of the lake. Hopeto see you there.

GOLDEN OLDIESGOLDEN OLDIESGOLDEN OLDIESGOLDEN OLDIESGOLDEN OLDIESSouth Lake Union Park

July 7-23, 200310 a.m. –6 p.m. each day

A collection of sail and power boats designed byTed Geary and Ben Seaborn will be on display onthe floats at the north end of the park. Gearyand Seaborn more Seattle naval architects whosedesigns are of national significance. No fee.

CLASSIC SPEEDBOATCLASSIC SPEEDBOATCLASSIC SPEEDBOATCLASSIC SPEEDBOATCLASSIC SPEEDBOATS H O WS H O WS H O WS H O WS H O W

South Lake Union ParkJuly 26-27, 2003 (Saturday & Sunday)

10 a.m.- 5 p.m. Saturday, 10 a.m.- 4 p.m. SundayMore than 75 classic mahogany speedboats andhydroplanes are displayed, both in the water andashore, together with vintage motorcycles, classiccars and trucks (including “woody wagons”),antique outboard motors and radio-controlledmodel boats. Sponsored by the Pacific NorthwestChapter of the Antique & Classic Boat Society.Food vendors and commercial exhibits. Entryfee: $4 for adults, $8 for families. Free parking.Contact Marty Loken, (360) 321-6404, or emailMloken@Whidbey.com

NORM BLANCHARD WOODNORM BLANCHARD WOODNORM BLANCHARD WOODNORM BLANCHARD WOODNORM BLANCHARD WOODR E G A T T AR E G A T T AR E G A T T AR E G A T T AR E G A T T A

September 26, 27, and 28, 2003 (Friday-Sunday)Registration Fee: $1/ft.; Juniors: $1/boat, Saturday

Dinner & Speaker $10.00The Norm Blanchard WOOD (Wood Open &One Design) Regatta 2003 will celebrate NormBlanchard’s 92nd birthday. All classic woodensailboats, 8ft. and over, are invited to participate.Also, honoring outstanding design, popularity andlongevity, the Regatta honors the C-Lark as theClassic Plastic participants. The weekend beginswith a “Bite of Lake Union” with food providedby Lake Union restaurants. After a continentalbreakfast on Saturday, participants will attendthe 10:30am skippers meeting with racing startingat noon. Racing resumes at noon on Sunday withpost racing awards and refreshments at 4:30pm

LEARN TO “SAIL NOW!”LEARN TO “SAIL NOW!”LEARN TO “SAIL NOW!”LEARN TO “SAIL NOW!”LEARN TO “SAIL NOW!”Year Round, 11 a.m. - 1 p.m. or 1:30 p.m. - 3:30

p.m. Saturday & Sunday6 p.m. – 8 p.m. Monday – Thursday (April-August)

Instructors: CWB VolunteersFee: $300 per person (includes a one-year CWBmembership, Student LogBook, the textbook TheComplete Sailor, and practice line for knot-tying)

The SailNOW! Program offers adults a six-week(eight lesson) basic sailing course to learnseamanship and the craft of sail in a variety ofclassic boats. After successful completion of thecourse, you are welcome to sail and rent boatsyear round in the CWB Livery. Each course startswith a Saturday Shore School from 11 a.m. to3:30 p.m. After a morning classroom, ShoreSchool includes an afternoon group sail in one ofour larger keelboats.Two hour HANDS ON lessons are then availableSaturday and Sunday at 11 am and 1:30 pm year-round, plus weekdays at 6 pm from April-August.These lessons are reserved at the time ofregistration. There are no more than two studentsper boat for HANDS ON lessons. Missed lessonsmay only be made up by sailing stand by duringthe course for which you are registered.All of our instructors are volunteers, committedto teaching the art of sailing and instillingconfidence in a positive environment. Theirexperiences range from ocean cruising and racingto lake sailing and former graduates of SailNOW!Over 20 of our volunteers are US SAILINGcertified instructors.

Available SailNOW! Course dates for 2003:July 12- August 23*August 23- October 4October 4-November 15November 15-December 20*Evening lessons are available during these coursedates.

O N E - O N - O N EO N E - O N - O N EO N E - O N - O N EO N E - O N - O N EO N E - O N - O N EYear Round

Monday-Friday (excluding Tuesday during Fall,Winter & Spring)

Instructors: CWB VolunteersFee: $20 members, $30 nonmember

One-on-One sailing is one-hour instructionsessions offered for people who know how tosail, but need some practice, particularly withclassic boats. We provide this program at a veryreasonable price to ensure no one goes out sailingif they are not ready. Livery checkouts may alsobe scheduled with One-on-One instructors duringthese hours. The fee for a Livery checkout isClasslocations are listed directly beneath the classheading. The CWB Boathouse, Library andWorkshop are all located at the South Lake UnionCWB site.Until Cama Beach State Park opens, many CamaBeach workshops will be held at the Tulalip Bayshop of Rich Kolin, on the Tulalip IndianReservation in Marysville. This location isapproximately 40 minutes from Lake UnionCWB. A map to the site will be sent to studentsafter they register.NOTE: A $100 non-refundable deposit is requiredto register for all boatbuilding workshops; thebalance is due no later than two weeks prior tothe workshop. For all other workshops, pre-payment in full reserves your place. Classes withfewer than four students will be canceled orpostponed.

SUMMER IN THE CITYSUMMER IN THE CITYSUMMER IN THE CITYSUMMER IN THE CITYSUMMER IN THE CITYJuly 14-18th (Ages 12-14), July 21-25th (Ages 12-

14), August 11-15th (Ages 12-16)10:00am – 3pm each day

Cost $175.00Summer in the City is a five-day maritime skillsday camp that includes sailing, rowing,marlinspike seamanship and maritime history.Focus will be on sailing skills with the goal ofhaving students soloing by week’s end. The

program is run by our experienced staff andvolunteers who will be sharing their knowledge,skills and enthusiasm for boating and seamanship.At CWB we believe that maritime training teachesself-esteem, teamwork, patience andresponsibility. Summer in the City is anunforgettable experience!

ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!UMIAK ADVENTUREUMIAK ADVENTUREUMIAK ADVENTUREUMIAK ADVENTUREUMIAK ADVENTURE

July 14-18, 2003 (Ages 14-18)Cost $400.00

Help launch CWB’s new voyaging program,“Umiak Adventure”. Spend 5 days exploringPuget Sound aboard our 30 ft. sailing and paddlingumiak. The umiak is a skin canoe native to the

Aleutian Islands of Alaska. This stable boat wasused for transporting large loads of people andsupplies. Aboard our umiak, students will learnsailing skills, paddling, navigation, camping skillsand more. There will be 6 students and 2instructors per boat. Join the fun and adventure!Limited to 12.

ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!ADVENTURE BOUND!TALL SHIP SAILINGTALL SHIP SAILINGTALL SHIP SAILINGTALL SHIP SAILINGTALL SHIP SAILING

August 3-8, 2003 (Ages 14-18)Cost $575.00Adventure Bound! Summer Youth Voyage inPuget Sound! The Adventure Bound SailingProgram is a 6-day journey aboard the 101’Schooner Adventuress. Built in 1913, theAdventuress has been a youth sail training vesselin Puget Sound since the 1950’s. Our voyage willbegin and end in Friday Harbor on San JuanIsland.Under the instruction of licensed captains,student crew will become responsible for sailingthis 101’ vessel, plotting its course, preparingmeals and keeping watch at night. This is a hands-on program developed to teach students sailingskills and theory, navigation, knots and rigging,Northwest history and folklore, marine ecologyand much much more. This experience willprovide you with skills, friends and memories tolast a lifetime. Cost includes food and lodgingaboard Adventuress. Port of call is Friday Harbor.Limited to 22 participants.

12 Shavings

MMMMMaritime Skiaritime Skiaritime Skiaritime Skiaritime SkiHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOP

Marysville BoatshopJune 14 & 15, 2003 (Saturday & Sunday)9:00a.m. - 5:00 p.m.Fee: $115 members, $125 nonmembersInstructor : Rich KolinThe old way of traditional art: Shape a half modelof a hull and from those lines scale up and builda boat. Countless schooners, skiffs, smacks andothers were thus crafted. The new way of thistraditional art: Find a boat whose lines and historyare pleasing and capture its grace and essence byscaling down and constructing a half model ofthe hull. In two consecutive days, Rich Kolin, anexperienced boat builder, will teach students howto bring a great boat from plans to the fireplacemantle. Limited to 6.

KNOTKNOTKNOTKNOTKNOT 5 5 5 5 5: SENNIT: SENNIT: SENNIT: SENNIT: SENNITCWB, Lake UnionJune 14, 2003 (Saturday)10:30 a.m. – 2:30 p.m.Fee: If not pre paid for the series of 7, $40 member,$50 nonmembersInstructor : Dennis ArmstrongSennit involves braiding for bell lanyards, footropes, and chest beckets and there are sennit knotssuch as Matthew Walker and star. The projectsbegun in the 4 hours of instruction may takeanother 10 days to complete. Limited to 10.

FAMILY BOATBUILDINGFAMILY BOATBUILDINGFAMILY BOATBUILDINGFAMILY BOATBUILDINGFAMILY BOATBUILDINGCWB, Lake UnionJuly 3-6 (Thursday-Sunday)9 a.m. – 5 p.m.Fee: $800 members, $850 nonmembers (price is perboat/family)Families will build the Union Bay Skiff, a simplebut great plywood sail boat designed by localboatwright Brad Rice. The boat is capable ofcarrying two adults or an adult with 2 children.Participating families will build their boatstogether over the course of 2 weekends at TheCenter for Wooden Boats, under the guidance ofa professional boatwright and assisted by CWB’svolunteers. We’ll supply everything needed tobuild the boat and we’ll launch all the boats atthe end of the event! Limited to 5 families.

FORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPSeattle Blacksmith ShopJuly 19, 2003 (Saturday)9:00 a.m. – 5:00 p.m.Fee: $115 members, $130 nonmembersInstructor : Patrick MahrerAn introduction to the skills of shaping iron withheat and hammer. Students may make two maritimeitems to take home. They may include caulkingirons, boat hook or grapnel. Limited to 8.

IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)WORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

CWB, Lake Union, PavilionJuly 19-27, 2003 (Saturday – Sunday)9 a.m. – 5 p.m.Fee: $ 1000 members, $1050 nonmembersInstructor : Corey FreedmanThe ikyak, most commonly known as the baidarka,is arguably the best long range, open water kayakever designed. It is fast, seaworthy, and carries afair load. The class uses few tools and lots ofhandwork. Students will receive paddlinginstruction in ikyaks during the class. Theinstructor is renowned for his knowledge of ikyakdesign and construction, and his teaching style.Each student leaves with their own ikyak. Limitedto 5.

OARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPMarysville BoatshopAugust 9 &10, 2003 (Saturday & Sunday)9 a.m. – 5 p.m.Fee: $110 members, $120 nonmembersInstructor : Rich KolinStudents will learn the design elements of good oarsand build both straight blade and spoon oars underthe guidance of instructor Rich Kolin. Limited to 8.

CANOE REPAIRCANOE REPAIRCANOE REPAIRCANOE REPAIRCANOE REPAIRWORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

CWB Lake UnionAugust 16 & 17, 2003 (Saturday & Sunday)9 a.m. – 5 p.m.Fee: $115 members, $125 non-membersInstructor : Eric HarmanUsing a traditional wood canvas canoe fromCWB’s collection, students will begin the repairsnecessary to put it back in service. This mayinclude replacing frames and planks, repairingstems, gunwales, seats and re-canvasing. Studentsmay bring their own canoes for evaluation.Limited to 6.

HALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPMarysville BoatshopAugust 16 & 17, 2003 (Saturday & Sunday)9:00a.m. - 5:00 p.m.Fee: $115 members, $125 nonmembersInstructor : Rich KolinThe old way of traditional art: Shape a halfmodel of a hull and from those lines scale upand build a boat. Countless schooners, skiffs,smacks and others were thus crafted. The newway of this traditional art: Find a boat whoselines and history are pleasing and capture its graceand essence by scaling down and constructing ahalf model of the hull. In two consecutive days,Rich Kolin, an experienced boat builder, willteach students how to bring a great boat fromplans to the fireplace mantle. Limited to 6.

LOFTING AND SET-UPLOFTING AND SET-UPLOFTING AND SET-UPLOFTING AND SET-UPLOFTING AND SET-UPWORKSHOP (FORWORKSHOP (FORWORKSHOP (FORWORKSHOP (FORWORKSHOP (FOR

BEGINNERS)BEGINNERS)BEGINNERS)BEGINNERS)BEGINNERS)Marysville BoatshopAugust 23 &24, 2003(Saturday – Sunday)9 a.m. – 5 p.m.Fee: $115 members, $125 nonmembersInstructor : Rich KolinStudents will loft a classic boat from a table ofoffsets. This workshop will enable students toread plans and understand the arcane mysteriesof bevels, rabbet lines, deductions andconstruction drawings. This class is highlyrecommended as a prerequisite for ourboatbuilding workshops. Limited to 6.

SKIFF BUILDINGSKIFF BUILDINGSKIFF BUILDINGSKIFF BUILDINGSKIFF BUILDINGWORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

Marysville BoatshopSeptember 6, 7, 8, 13, 14, 15, 20, 21, & 22,2003 (Saturdays, Sundays, & Mondays)9 a.m. – 5 p.m.Fee: $600 members, $650 nonmembersInstructor : Rich KolinRich Kolin, an experienced designer, builder andinstructor will lead the class in building a classic14’ lapstrake-sided, flat-bottom skiff. A copy ofKolin’s book on skiff building, Building Heidi, isincluded in the tuition. Limited to 7.

FORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPSeattle Blacksmith ShopSeptember 20, 2003 (Saturday)9:00 a.m. – 5:00 p.m.Fee: $115 members, $130 nonmembersInstructor : Patrick MahrerAn introduction to the skills of shaping iron withheat and hammer. Students may make two maritimeitems to take home. They may include caulkingirons, boat hook or grapnel. Limited to 8.

IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)WORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

CWB, Lake Union, PavilionSeptember 20 - 28, 2003 (Saturday – Sunday)9 a.m. – 5 p.m.Fee: $ 1000 members, $1050 nonmembersInstructor : Corey FreedmanThe ikyak, most commonly known as the baidarka,is arguably the best long range, open water kayakever designed. It is fast, seaworthy, and carries afair load. The class uses few tools and lots ofhandwork. Students will receive paddlinginstruction in ikyaks during the class. The instructoris renowned for his knowledge of ikyak designand construction, and his teaching style. Eachstudent leaves with their own ikyak. Limited to 5.

SANDCASTING ANDSANDCASTING ANDSANDCASTING ANDSANDCASTING ANDSANDCASTING ANDFOUNDRY TECHNIQUESFOUNDRY TECHNIQUESFOUNDRY TECHNIQUESFOUNDRY TECHNIQUESFOUNDRY TECHNIQUES

CWB, Lake Union & Northwest SeaportOctober 4 &5, 2003 (Saturday & Sunday)10 a.m. – 6 p.m.Fee: $100 members, $120 nonmembersInstructor : Samuel JohnsonBasic foundry know-how will be covered in thefirst day. Students will set up the furnace & castsimple forms. The second day will involve morecomplex casting. Students will learn to build asimple but effective foundry & go home with theirown sounding lead and bronze cleat. Limited to 6.

OARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPOARMAKING WORKSHOPMarysville BoatshopOctober 4 &5, 2003 (Saturday & Sunday)9 a.m. – 5 p.m.Fee: $110 members, $120 nonmembersInstructor : Rich KolinStudents will learn the design elements of goodoars and build both straight blade and spoon oarsunder the guidance of instructor Rich Kolin.Limited to 8.

IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)IKYAK (ALEUTIAN KAYAK)WORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

CWB, Lake Union, PavilionOctober 4-12, 2003 (Saturday – Sunday)9 a.m. – 5 p.m.Fee: $ 1000 members, $1050 nonmembersInstructor : Corey FreedmanThe ikyak, most commonly known as the baidarka,is arguably the best long range, open water kayakever designed. It is fast, seaworthy, and carries afair load. The class uses few tools and lots ofhandwork. Students will receive paddlinginstruction in ikyaks during the class. The instructoris renowned for his knowledge of ikyak designand construction, and his teaching style. Eachstudent leaves with their own ikyak. Limited to 5.

BASIC WOOD WORKINGBASIC WOOD WORKINGBASIC WOOD WORKINGBASIC WOOD WORKINGBASIC WOOD WORKINGC L A S SC L A S SC L A S SC L A S SC L A S S

CWB, Lake UnionOctober 11, 2003 (Saturday)9:00a.m. - 5:00 p.m.Fee: $40 members, $45 nonmembersInstructor: Stewart HoaglandStudents will be given a basic understanding ofwood as a construction material and how it isutilized to make everyday things. Stewart is awoodworker, boat builder and instructor of wideexperience. Basic skills will be practiced andconfidence gained. Limited to 6 students.

HALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPHALF MODEL WORKSHOPMarysville BoatshopOctober 11 &12, 2003 (Saturday & Sunday)9:00a.m. - 5:00 p.m.Fee: $115 members, $125 nonmembersInstructor : Rich KolinThe old way of traditional art: Shape a half modelof a hull and from those lines scale up and builda boat. Countless schooners, skiffs, smacks andothers were thus crafted. The new way of thistraditional art: Find a boat whose lines and historyare pleasing and capture its grace and essence byscaling down and constructing a half model ofthe hull. In two consecutive days, Rich Kolin, anexperienced boat builder, will teach students howto bring a great boat from plans to the fireplacemantle. Limited to 6.

Shavings 13

Skills Workshopskills WorkshopsSkills Workshopskills WorkshopsSkills Workshops

LOFTING A ROUNDLOFTING A ROUNDLOFTING A ROUNDLOFTING A ROUNDLOFTING A ROUNDBOTTOM BOATBOTTOM BOATBOTTOM BOATBOTTOM BOATBOTTOM BOAT

Marysville BoatshopOctober 18, 19 &20, 2003(Saturday – Monday)9 a.m. – 5 p.m.Fee: $165 members, $175 nonmembersInstructor : Rich KolinStudents will loft the 10 ½ ft. sailboat “Ranger”.This workshop will enable students to read plansand understand the arcane mysteries of bevels,rabbet lines, deductions and constructiondrawings. Students will also learn how to cutout the transom, stem and molds and to set theboat up. This class is highly recommended as aprerequisite for our boatbuilding workshops.Limited to 6.

NATIVE AMERICANNATIVE AMERICANNATIVE AMERICANNATIVE AMERICANNATIVE AMERICANPADDLE CONSTRUCTIONPADDLE CONSTRUCTIONPADDLE CONSTRUCTIONPADDLE CONSTRUCTIONPADDLE CONSTRUCTIONOctober 18 &19, 2003 (Saturday & Sunday)CWB, Lake Union9 a.m. – 5 p.m.Fee: $125 members, $135 nonmembersInstructor : Ray ArcandRay Arcand is very experienced with canoeingand various styles of canoe paddles and is a skilledwoodcarver, tool maker and paddle maker. Inthis class, students will be introduced to theevolution of paddle styles and types of preferredtools. They will then use a variety of traditionalhand tools to carve their own traditionalNorthwest native paddle, either single or doubleblade.

BASIC BOATBUILDINGBASIC BOATBUILDINGBASIC BOATBUILDINGBASIC BOATBUILDINGBASIC BOATBUILDINGCWB, Lake UnionOctober 25 &26, 2003 (Saturday & Sunday)9:00a.m. - 5:00 p.m.Fee: $360 members, $390 nonmembersInstructor: Stewart HoaglandThis is a fast and easy way to design and buildyour own plywood skiff in two days. Theinstructor, an experienced designer and builder,will lead students in designing the flat bottom 8'boat that fits the needs for either sail, row orpower. A basic hull will be built without thwartsor risers. Can have lapstrake sides. Limited to 2boats, 4 students.

LAPSTRAKE BOATLAPSTRAKE BOATLAPSTRAKE BOATLAPSTRAKE BOATLAPSTRAKE BOATBUILDING WORKSHOPBUILDING WORKSHOPBUILDING WORKSHOPBUILDING WORKSHOPBUILDING WORKSHOP

Marysville BoatshopNovember 1-9, 2003 ( Saturday – Sunday)9 a.m. – 5 p.m.Fee: $600 members, $650 nonmembersInstructor : Rich KolinRich Kolin, an experienced designer, builder andinstructor will lead the class in building a classic18’ lapstrake-sided, flat-bottom skiff. A copy ofKolin’s book on skiff building, Building Heidi, isincluded in the tuition. Limited to 7.

KNOTKNOTKNOTKNOTKNOT 6 6 6 6 6: FENDERS: FENDERS: FENDERS: FENDERS: FENDERSCWB, Lake UnionNovember 8, 2003 (Saturday)10:30 a.m. –2:30 p.m.Fee: If not pre paid for the series of 7, $40 member,$50 nonmembersInstructor : Dennis ArmstrongStudents will make their own fender, the sphericalpad that protects your boat. This will be a 4-hourclass. Limited to 10.

CANOE REPAIRCANOE REPAIRCANOE REPAIRCANOE REPAIRCANOE REPAIRWORKSHOPWORKSHOPWORKSHOPWORKSHOPWORKSHOP

CWB Lake UnionNovember 8 & 9, 2003 (Saturday & Sunday)9 a.m. – 5 p.m.Fee: $115 members, $125 non-membersInstructor : Eric HarmanUsing a traditional wood canvas canoe fromCWB’s collection, students will begin the repairsnecessary to put it back in service. This mayinclude replacing frames and planks, repairingstems, gunwales, seats and re-canvasing. Studentsmay bring their own canoes for evaluation.Limited to 6.

FORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPFORGING WORKSHOPSeattle Blacksmith ShopNovember 15, 2003 (Saturday)9:00 a.m. – 5:00 p.m.Fee: $115 members, $130 nonmembersInstructor : Patrick MahrerAn introduction to the skills of shaping iron withheat and hammer. Students may make twomaritime items to take home. They may includecaulking irons, boat hook or grapnel. Limited to 8.

BUILDING A SAIL RIGBUILDING A SAIL RIGBUILDING A SAIL RIGBUILDING A SAIL RIGBUILDING A SAIL RIGMarysville BoatshopNovember 15 &16, 2003 (Saturday –Sunday)9 a.m.- 5 p.m.Fee: $115 members, $125 non-membersInstructor :Rich KolinIn this class students will build the sailing rig forthe lapstrake boat “Ranger”. This will includebuilding spars, rudder and dagger board.

NATIVE AMERICANNATIVE AMERICANNATIVE AMERICANNATIVE AMERICANNATIVE AMERICANCARVING TOOLSCARVING TOOLSCARVING TOOLSCARVING TOOLSCARVING TOOLS

CWB Lake UnionNovember 15 &16, 2003 (Saturday & Sunday)9 a.m. – 5 p.m.Fee: $100 members, $110 nonmembersInstructor : Ray ArcandRay Arcand is an experienced wood carver andtoolmaker. Students will make their own native-style crooked knife and another knife preferredby local native carvers.Students will gain historic information andknowledge of the annealing, hardening andprocesses and the fitting of the blade to handle.Limited to 6.

TOOL MAKING WORKSHOPTOOL MAKING WORKSHOPTOOL MAKING WORKSHOPTOOL MAKING WORKSHOPTOOL MAKING WORKSHOPMarysville BoatshopNovember 22 & 23, 2003 (Saturday – Sunday)9 a.m. – 5 p.m.Fee: $125 members, $135 nonmembersInstructor : Rich KolinUnder the guidance of a master boatwright,students will build their own smoothing planeand a carving knife that will provide a lifetimeof use. Students will shape & heat-treat a pieceof tool steel into a blade that will hold a razoredge. They also will learn to sharpen, use andmaintain their masterpieces. Limited to 8.

MARINE CARVINGMARINE CARVINGMARINE CARVINGMARINE CARVINGMARINE CARVING(Nameboards, Banners & Nautical Details)Marysville BoatshopDecember 6, 7 13 & 14, 2003(Saturdays &Sundays)9 a.m. – 5 p.m.Fee: $190 members, $200 nonmembersInstructor : Rich KolinUnder the guidance of instructor Rich Kolin,students will learn to design, layout, and carvenameboards, banners or seat rests for a boat orhome. Before the class, students will receive botha tool list and a copy of Jay Hanna’s Sign CarvingHandbook. Tools will be available for thosewithout them. Limited to 8.

KNOTKNOTKNOTKNOTKNOT 7 7 7 7 7: CHEST BECKETS: CHEST BECKETS: CHEST BECKETS: CHEST BECKETS: CHEST BECKETSCWB, Lake UnionDecember 13, 2003 (Saturday)10:30 a.m. – 2:30 p.m.Fee: If not pre paid for the series of 7, $40 member,$50 nonmembersInstructor : Dennis ArmstrongFor a graduation project that will encompassmany of the things learned in the previous seriesof classes, students will make a pair of traditionalchest beckets. The class will be 4 hours, but thebeckets will be completed in added sessions asneeded. Limited to 5.

For more information about CWB workshopsplease visit our web site, www.cwb.org/CalendarWorkshops.htm; call us at 206.382.2628,or e-mail us at cwb@cwb.org.

Class locations are listed directly beneath the classheading. The CWB Boathouse, Library andWorkshop are all located at the South Lake UnionCWB site.

Until Cama Beach State Park opens, many CamaBeach workshops will be held at the Tulalip Bayshop of Rich Kolin, on the Tulalip IndianReservation in Marysville. This location isapproximately 40 minutes from Lake UnionCWB. A map to the site will be sent to studentsafter they register.

NOTE: A $100 non-refundable deposit is requiredto register for all boatbuilding workshops; thebalance is due no later than two weeks prior tothe workshop. For all other workshops, pre-payment in full reserves your place. Classes withfewer than four students will be canceled orpostponed.

14 Shavings

A mainstay of the CWB experience from the start has been the monthly Fridayevening social meeting. Films, talks, and slide shows on topics ranging around theworld have been a gift to us, first in Dick and Colleen Wagner’s living room, later atthe CWB site.

More than 20 years ago we used one of these evenings to watch a film borrowedfrom the Seattle Public Library called “In the Land of the War Canoes.” I’d neverheard of it, although I had heard of its creator, Edward Curtis. Famous for hisphotography of the vanishing American Indian culture, Curtis did indeed make along film before World War I, hoping it would be successful, and help fund his long

project to capture the Indian culture invery high quality photographs.

I was mesmerized, then and eachtime I have since seen the film. It is awonderful experience in many ways, notthe least for the land in which it wasfilmed. Villages on island beaches, wavesbreaking on the rocks, sun and clouds -every time I watched I wanted to gothere and experience it.

Last summer I finally got my chance,and as is so often the case, I didn’t fullyrealize what I had experienced until later.I even got to meet and talk to a numberof Kwakiutl Indians, descendents of thepeople who acted in the movie.

My boat cruising has been amixture of camp cruising in rowing skiffsand crewing on friend’s sailboats. In thelast few years I finally acquired a powercruiser of my own and started learningthe many things I needed to safely andcomfortably head out on the big watersas my own captain.

A good friend and neighbor, whohad introduced me to Desolation Soundon his sailboats, had been foraying muchfurther north, and he began urging me todo the same. “Base yourself out of PortMcNeill” he said. “You can spend yearsexploring the waters east and south ofthere.” Last summer all the cosmictumblers fell into place, the door swungopen, and I had the chance to do this.

The cruise held many adventures,both getting to Port McNeill and afterleaving the Land of the War Canoes. Imet a lot of great people everywhere Iwent. Space prevents my sharing the wholestory, so here is the tale of my visit toKwakiutl territory.

I arrived at Port McNeill on the 7th

day of the cruise, and spent several days

CCCCCRUISINGRUISINGRUISINGRUISINGRUISING INININININ THETHETHETHETHE L L L L LANDANDANDANDAND OFOFOFOFOF THETHETHETHETHEWWWWWARARARARAR C C C C CANOESANOESANOESANOESANOES

By Dave Cox

there. While there I took the B.C. Ferry to Alert Bay. I very much wanted to visit theIndian cultural center there, and see a bit of the place.

The ferry ride was pleasant. B.C. Ferries always seems to do such a good job.We soon arrived and I headed over to the Old Custom House (which was indeed,once the custom house) for a good lunch, then walked back along the shore to theU’Mista Cultural Centre.

This was a consciousness raising experience. In 1921 the B.C. governmentdecided to start enforcing their laws against the potlatch ceremonies and arrested anumber of natives, confiscating a large number of masks and other artifacts in theprocess. The masks were all sent to a museum in Toronto.

The Indians worked for decades to recover their property. Even after the B.C.government quietly dropped the law against the potlatches in the early 1950s theyresisted returning the Indian’s property. In the 1970s the Indians were told they couldhave their property back if they built a museum to house them.

In the late 1970s the U’Mista Cultural Centre was opened. When you visit youhave an opportunity to see a videotape about the whole process, including somevery moving scenes from the opening ceremonies. During the ceremonies many ofthe tribal elders talked about how having the masks back was like the return offamily members. Their joy came shining through as they talked about what it meantto see this finally happen.

The masks, etc are displayed without any barrier between them and the visitor.You are asked not to touch them (and set off the alarms) but the tribe felt the maskshad been locked up for many years, and needed to be free when they came home. Itmakes for a very extraordinary experience.

There are normally dances performed at the center but there was a large funeralon the island that day, as a tribal elder had died. I later met some of this woman’srelatives. On the ferry back to Port McNeill there were many families returning fromthe funeral.

After 3 nights in Port McNeill, I had re-provisioned and set out on the firstsunny day in about a week. I headed SE, trying to select from a number of possibledestinations. I wound up anchored in the ominously named Beware Cove of TurnourIsland, on Beware Passage.

Beware Cove is a great place, private and remote. While there I used the tenderto run over to Harbledown Island in an unsuccessful attempt to locate a very elaboratestone wall built there by 19th century settlers. The mornings were foggy and the dayswere sunny. I relaxed and tried not to worry about the weather reports of fog andgales in the portion of Johnstone Strait I eventually had to pass through.

In exploring the area I again noticed something I’d seen before. What appearedto be virgin forest was a narrow band of untouched woodlands along the shore. Ifyou really look, you can see that the inland has been clear-cut. I noticed the samething when I rode a seaplane from Prideaux Haven in Desolation Sound a few yearsago.

After a couple of days in Beware Cove I decided to go see MamalilacullaVillage. I awoke to a morning that dawned glassy calm, overcast, and foggy inplaces. The ravens like this kind of weather and were discussing it amongst themselves.

I motored slowly over to Village Island, to the bay NW of MamalilacullaVillage. I tried to anchor near the floating store, but the grassy bottom defeated meeach time. I idled past the store and asked the woman if there would be tours thatday. She said later in the afternoon, when Tom Sewid was to return.

I went around the corner to Native Anchorage of Village Island, another nicecove. The bottom was sand and I got a good set for the anchor.

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Shavings 15

Around 1300 I rigged the inflatableand motored back over to the store atMamalilaculla. It was now sunny with alight breeze and the weather was perfectfor paddling around in the inflatable.

When I arrived, Tom (the tourguide) wasn’t back yet. I discovered therewere also going to be dances thatafternoon, for an additional fee. I decidedto wait and see about those when Tomreturned, and while waiting fell intoconversation with Glen (I hope I got hisname right) who was the head dancer.Quite a guy! Extremely knowledgeableand passionate about preserving his nativeculture, characteristics I was to discoverin Tom as well. After talking to him for awhile I went in and paid my $25(Canadian) for both tour and dances,determined not to miss any of it.

Getting from the store, which ispart of a complex of floating structures,involved walking across a long and tippyfloat and finally to shore. A short walkthrough the woods brought me to theedge of the village, starting with the oldhospital. The “white people’s” buildingsare in various states of disrepair, includingsome that are edging toward falling over.There are only parts (mostly poles) leftof the Indian longhouses. The grass is tallwhere no trails have tramped it downand the air is full of the humming ofbees, who were harvesting the nectarfrom the blackberry bushes.

Reaching the center of the village,you see it is built right on the bank abovea beautiful sand and gravel beach. The dayhad become clear, calm, and the sky wasvery blue. Large rocks litter the bay in frontof the village, and in fact give the villageits true name “Meem Quam Leese”, whichmeans “the place with the beach and rocksin front.” Mamalilaculla is supposed tomean “the place where the last potlatchwas held” and was made up by the whites– it isn’t used by the Indians.

This is a very beautiful place. Theview of the bay is superb. I could seewhy the village had been built here. I amvery glad to have experienced it.

A number of kayaks are on thebeach and many of the people in thegroup gathered for the tour and talk arefrom these.

Tom Sewid soon arrives andlaunches into an utterly fascinatingpresentation. He talks about what life waslike in the village, why the potlatch wascentral to their culture, and how damagingthe government was in killing thepotlatches, and also in making the childrengo away to government run schools. Onlyin recent decades have the Indians begunto recapture some of their culture.

Tom talks about how he and Glenwent out and greeted Springer the killerwhale when she was brought home fromPuget Sound – this being only a week ortwo after this happened. He then told awondrous story about the Indians andtheir relationship to the Orcas. I can’t reallydo it justice, but want to set down thebasics as I recall them.

The people lived in longhouses, likethe one that used to be behind me. Therewere storage areas, where the food forthe tribe was kept, and each family hadits area. There were fires burning in thehouse, with the smoke being drawnthrough the smoke holes in the roof.

One morning as the people wereawakening, an old man in one cornercould not rise. He felt very weak andrealized his time had come. He laid there

as the rest of the people in the housebegan to rise and perform their morningroutine. He thought about how muchfood his hunting had contributed to thetribe and more importantly how muchhe had been able to teach the young menabout hunting. This was his mostimportant contribution, he thought. Hewanted to teach more of what he knew,but this was not to be.

Finally someone went to the chiefand told him the old man could not getup. The chief went to see the old man.The old man told the chief it was his timeto die and asked that he be carried downand left on the beach, as was the custom.

The chief did not want to do this.He revered the old man and understoodhow valuable he was to the tribe. Butcustom demanded that the request behonored, and he directed some of theother men to carry the old man down tothe beach and leave him, as he requested.

As evening came the people stayedin the house and thought about the oldman. They were very sad about his comingdeath, but knew it was part of the cycleof life. Finally they went to bed, notwanting morning to come and have to goto the beach to find the old man dead.

As for the old man, he laid on thebeach, feeling weak, but at peace. He hadlived a long time, done much, andalthough he would have preferred to livelonger, he was content.

Night fell, and the old man startedto hear breathing from the water. Helooked out and saw a number of Orcasswimming toward the beach. They drewnear and stopped.

Suddenly he heard the leader of theOrcas speaking to him in his head. TheOrca told him he must come with them,for they had something to show him.

Somehow he found himself in thewater, traveling with the Orcas as theytook him down deep into the water. Theytook him to show him their underwaterhome and talked to him, telling him they,the Orcas, were more like the Indians thandifferent. Both breathed the air, both atethe fish. The visit went on for some timeand then the Orcas took the old man andput him back on the beach, telling himthat it was not yet his time to die, andthat he must return to the tribe and tellhim what he had learned.

In the morning, the people camedown to the beach and instead of theold man’s dead body, found him aliveand gaining strength. He lived on, andshared the tale of his experiences.

And this, Tom said, is why theIndians do not hunt the Orca, why theOrca has never harmed the Indians, andwhy the Indians do not go beneath thewater. That is the Orca’s place.

When Tom finished his spellbindingtalk, a dilemma arose for me. The tourwas to continue with a walk through thevillage, but the dancing was about tobegin. Not good! I elected to stay for thedancing.

I’ll be forever glad I did. Glennarrated and drummed, while his son didthe actual dancing. It was a stunningperformance, well worth seeing. Themasks and costumes were amazing. Seeingthe masks in books and museums is onething, seeing them danced is quite anotherthing - this is what they were made for. Ifound myself wishing I could see thedances at night, in front of a fire.

The son was slightly built, but verystrong. Some of those masks are heavy,

and it clearly takes an athlete to dance them.During the dances two large ravens

passed low overhead, talking back andforth. Then a large eagle soared lowoverhead, but hardly anyone took note,so absorbed in the dancing were they.

After the dancing I wanderedaround the rest of the village and returnedto the dinghy. The day continued beautifuland I motored back to the boat to find Inow had company. In my absence, a 40foot Catalina sailboat had anchored, andalso a 95 foot World War Two militarysupply vessel “Songhee” (named, I laterdiscovered, after an Indian tribe of theVictoria area) that was the mother shipfor the kayak group. I stopped at the latterboat and obtained a brochure for thekayak tour group. Looks like fun to me!(Spirit of the West Adventureswww.kayakingtours.com.)

I very much enjoyed somethingabout the Catalina. It appeared that therewere 3 generations of a family aboard,including two little girls, probably about7 and 10 years of age. One of the girlshad a lovely singing voice, of operaticquality, and was always bursting into song.

As the evening went on I was in areflective mood. After the visits to AlertBay and to Mamalilaculla I had a verychanged perspective about the historyand culture of the Indians of the area. Itisn’t often one has experiences of thisstrong effect.

My time was short and I had a longway to go. The next morning I reluctantlypulled anchor and started my run south,vowing to return soon and often.

If you decide to visit this area, there

are several ways to go. If you have theboat and the time, you can make the runnorth using several routes. Trailer boaterscan tow up Vancouver Island and launchat Telegraph Cove or Port McNeill.Kayakers have even more options, eithertaking your own boat or joining a tourgroup (see above.) I’m sure there areboats available for charter as well.

I only scratched the surface. My“bible” for cruising is the WaggonerCruising Guide. Reading this book’sdescriptions of the places I visitedreminds me I’m not the only one in aweof what I saw.

Dave Cox is a lifelong Northwest resident andboater. He was CWB Board president, twice, inour juvenile stage. He has always been keenlyinterested in northwest maritime history andcurrently owns five boats.

16 Shavings

Edensaw AdEdensaw AdEdensaw AdEdensaw AdEdensaw Adstrip in photo fromstrip in photo fromstrip in photo fromstrip in photo fromstrip in photo from

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Volunteer ofVolunteer ofVolunteer ofVolunteer ofVolunteer ofthe Yearthe Yearthe Yearthe Yearthe Year

Doug received the Volunteer of the Yearaward at our Spring Cruise, on the lastSunday of April.

Every spring, the swallows comeback to Capistrano, the tulips bloom inthe Skagit Valley and CWB has its SpringCruise. At our cruise dinner, the volunteerof the year, chosen by CWB programparticipants, volunteers and staff, isannounced.

There were 18 nominees for theperson who fits the description on thepermanent trophy: “In recognition of thehighest qualities of volunteerism: dedication,enthusiasm, leadership and commitment to thegoals of the Center for Wooden Boats.”

Doug wrote the Puffin’s operationsmanual, organizes instruction onoperations, gives parties for the SteamTeam, oversees maintenance of Puffin and,through his many skills and the inspirationhe radiates, has made Puffin CWB’sall-star performer this past year.

Doug Weeks, CWB’s Chief of Steam,running our 21’ Puffin.

Yes! I Want to become aYes! I Want to become aYes! I Want to become aYes! I Want to become aYes! I Want to become aMember of CWB!Member of CWB!Member of CWB!Member of CWB!Member of CWB!

Remember, it’s tax deductible!

Our Mission:Our Mission:Our Mission:Our Mission:Our Mission: To provide a community center where maritime history comes alive and our small craft heritage ispreserved and passed along to future generations.

CWB offers an opportunity to experience the dimensions of an earlier time, to put your hands on the oars of a graceful pullingboat or the tiller of a traditional wooden catboat. Your membership plays an important role in helping us offer these experiencesto everyone in our community. In exchange, we offer you discounts on livery rates and workshop fees, a 10% discount onCWB merchandise, discounts at several Seattle-area stores, our monthly newsletters, and library borrowing privileges.

Name ________________________________________________________ Date________________________

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The Center for WOODEN BOATS 1010 Valley Street, Seattle, WA 98109 206.382.2628 www.cwb.org

Why are you joining or renewingyour membership?❏ Discount on boat rentals❏ Discount on workshops❏ Discount on CWB merchandise❏ Discounts at area stores❏ Library borrowing privileges❏ Receive newsletters❏ Other _______________________

❏❏❏❏❏ Student — $10❏❏❏❏❏ Senior — $10❏❏❏❏❏ Individual — $30❏❏❏❏❏ Family — $45❏❏❏❏❏ Contributing — $75 (Includes poster and mug)

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Shavings 17

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A whole new dimension was added to recreational watercraft inthe early 1900s. Prior to that, pleasure boats were generally 100feet long, with a paid crew. The owners were pampered like Orientalsultans. Engines were steam-driven, requiring engineers and firemen.In that era, someone asked J.P. Morgan, a leader in banking, howmuch a yacht cost. His answer: “If you have to ask the cost, youcan’t afford it!”

The early 1900s was a period of frenzied industrial activity inNorth America. Out of that period came mass-produced bicycles,

the Ford automobile and small, internal-combustion gasoline engines. Almost overnight,family-sized boats were designed and built to take advantage of these new engines.Now, the owner could also be the captain. The family could cruise in a middle-classincome yacht. Popular maritime magazines began to be published in the early 1900sto serve the fast-growing constituency of private recreational boat owners.

The term ‘express cruiser’ became the brand of these modest-dimensionedpower boats. The best boatyards on the East Coast, Great Lakes and West Coastwere busy building express cruisers to be used at the summer homes of the upwardlymobile middle class. A new architectural element developed – the boathouse.Thousands of these peaked-roof structures, built over the water on pilings or floats,are found on the waterfront getaways of North America.

Even though the majority of the express cruisers were stock production boats,the ethic of craftsmanship that was found in the vessels of the J.P. Morgans wascarried out in these small yachts. The express cruisers were simply scaled-down versionsof the millionaires’ yachts.

Kay Dee II was built in that era but, notably, she was not a production boat. Shewas designed and built by and for Quent Williams of Seattle, a furniture designer,furniture builder, and Commodore of the Seattle Yacht Club. Williams had the eye,the skill and the taste – and the funds – to make Kay Dee II the most exquisiteminiature yacht possible. This boat was part of the movement of popular, affordableyachting, but a clear step beyond it.

Williams knew boats. Before Kay Dee II, he built a 39’ R-Class racing sloop.This sailboat has the classic long overhang bow and stern, and the saucy sheer ofthose calendar-art America’s cup vessels. Construction of a racing yacht requiresmaximum strength with minimum weight. Williams learned his lesson well and appliedit to Kay Dee II. The first Kay Dee was a transition between sail and power. It was adouble ender with long foredeck and large stern cockpit, with a short house that hada pilothouse at the aft end. Passengers would tend to sit on the forward end of thecabin, which would give them a good dose of spray and block the view of theskipper in the pilothouse.

Kay Dee II cannot easily be described – many of her features are unseen orsubtle. She 36’ long with 8’2” beam, with transom stern. This is a slim shape thatmoves through the water with little turbulence and allows her to do 20 knots. In1925, a 30-knot boat was considered insanely fast, and only for those maniacalleather-jacket, goggles, silk-scarf-wearing speedboat drivers. Kay Dee II was designedfor the lubberly friends-and-relatives crowd. Its speed potential was icing on thecake. Most express cruisers of the time were eight-knot boats.

Hull construction is double-planked Port Orford cedar, the prime plankingwood of the northwest. It is strong, light and rot-resistant. Double planking meansthe inside layer is diagonal and the outside is fore and aft, creating a virtual truss. Thisprevents the wood from shrinking when dry, thereby keeping the boat watertightwithout caulking. The inner planking is ¼” thick and the outer is ½” thick, giving anextremely strong, stable and lightweight boat. The lighter the boat, the moreacceleration and ultimate speed. A typical 36’ vessel of that era would probably have1 ¼” thick planking over 2”x 2” oak frames, 10” on center. In relationship to stockexpress cruisers of 1925, Kay Dee II would be like comparing a hummingbird to abuzzard.

Kay Dee IIKay Dee IIKay Dee IIKay Dee IIKay Dee IIAn Historic VesselAn Historic VesselAn Historic VesselAn Historic VesselAn Historic Vessel

By Dick Wagner

The original Kay Dee has a bow that is like a razor blade from waterline tosheer. A sharp bow is the right thing at or below waterline, as it neatly parts thewater; however, it makes a wet foredeck. Kay Dee II has a razor edge where it shouldbe, and a flare above water that knocks down the spray. Even better is a cockpit letinto the foredeck which seats five on an upholstered couch.

Kay Dee II has been cared for as the precious jewel she is. About 1996, PeterLondon of Sidney, BC overhauled her from keel to mast. London was a masterboat builder who was satisfied with nothing short of perfection. Everything Kay DeeII needed, she got. Kay Dee II is probably in better shape now than when new, withan upgraded engine, mechanical and electrical systems. Her beautiful hull andappointments, such as a German silver sink, beveled and etched windows, teakdecking and teak and holly sole, are as good as they were.

Kay Dee II is arguably the best traditional express cruiser ever built. Her pedigreedesign, construction and details are a perfect blend of technology and art. Eat yourheart out, J.P. Morgan.

Dick Wagner got an incurable case of boatitis when he arrived in the Northwest in the last half ofthe last century. He found some of humankind’s most glorious wooden structures floating all around.He finds it impossible to stop looking, trying out and writing about great wooden boats.

Photos by Greg Gilbert.

18 Shavings

Who says wood can’t be fast?

In early February, I decided to satisfy a since-childhood curiosity and experiencethe fastest of all non-motorized activities: iceboating. As a sailor and hockey player,I found the combination of wind and ice irresistable. (The word “insane” seemed tomaterialize whenever I discussed this with friends and family, but I’m sure they weretalking about something else.) Not owning, or knowing anyone else who owned aniceboat, the task of actually finding the means to do this was not easy. But repeatedInternet searches finally turned up a small company in Montana that advertised iceboatrental and instruction. Several emails and phone calls later (sprinkled liberally with myassociation with The Center for Wooden Boats), and I had a standing invite to comeout to Canyon Ferry Lake in western Montana to see for myself.

This offer came from Montanans Keith Kallio and business partner MitchMorey, and Keith’s father, Alan. Keith and Mitch run the small business I found onthe Internet, and Al runs a boatbuilding business in Helena known as Caird Boatworks.Many of the boats I saw (and sailed) were built or restored by Keith, Mitch, and Althemselves. (In fact, Al’s homebuilt Woodpecker was written up in the January 2002issue of Wooden Boat.)

Interestingly, most iceboats have been (and are still) built of wood. While carbonfiber has made some inroads in masts, and there are fiberglass bodies, by far andaway the most common materials I saw were Sitka spruce, oak, fir, and poplar. Thismade the visit all the more interesting (and motivated this piece for CWB).

Ice. Skiers hate it. Drivers fear it. But for those for who “fast” is never fastenough, there is simply no better medium. We in ordinary sailing talk in awe of boatspeeds upward of 10 knots (surfing downwind in a 30-knot blow). Iceboat sailorsroutinely see speeds 5 times that. Iceboats will easily triple the true wind speed. Manywill do 5 to 6 times what Mother Nature dishes up. And consider this: until theadvent of the airplane, iceboating was the fastest mode of human transportation.But how?

Friction. Specifically, the lack thereof. Quite simply, ice presents a very lowcoefficient of friction to most materials. In particular, steel, when ground to an edgeand bearing weight, will melt a tiny area of ice beneath it, creating a super-lubricatingfilm between ice and craft. The “craft” might be a human on skates, or a woodenstructure on skate-like blades (“runners”). The latter is an iceboat. Compared to theextremely large drag created by water on the hull of a conventional boat immersedwithin it (even a planing hull), an iceboat is effectively nearly weightless.

Current iceboat design is very simple indeed. A kayak-like structure (the body)rides on 3 runners, in a forward-pointing triangular configuration. The aft runnersare mounted under a thick wooden cross-member called the runner plank. Theforward runner (which also steers the boat) rests beneath a longitudinal piece knownas the springboard. The runners themselves are crafted of heavy gauge steel, eitherstainless or high-carbon, and are subject to some rough treatment: they must carrythe weight of boat and sailor over a very hard surface, which is rarely perfectlysmooth. Unlike skate blades, the runners are ground to a knife edge, and the aftrunners must be very carefully aligned so that they run parallel. A single sail, ofrelatively small area, provides power. This sail is rigged to a very traditional mast andboom, and controlled by a sheet just like any small sailboat. Steering is accomplishedvia a forward-facing tiller, which connects via tie-rod to the front runner, althoughsome boats use foot pedals instead.

So how different could it be from sailing a Beetlecat…?My wife Karen and I arrived at the shore of Canyon Ferry Lake on an

unseasonably warm day and there they were: a dozen or so 3-legged bug likecontraptions, waiting on the ice. The sight of full-face motorcycle helmets was anearlier indicator of what was to come. After a quick rundown of ice-sailingpeculiarities, Keith and Al had us sitting in a couple of their boats and shoved us off.Tiller steering from the front was not immediately intuitive, and early on I scattereda few ice fishermen with some experimental weaving (let’s call it a “sea-trial”). Thenthe wind took over.

As longtime sailors, we’re used to the gentle momentum increase that boatsexperience as sails bite into wind. I was unprepared for the eye-watering accelerationthat took place here. You are literally pressed back into the seat. The apparent windrotates forward so fast (and stays there), that wind identification is nearly impossible.Adding to the fun are high-velocity ice chips flying into your face, and the ratherunnerving sight of the windward runner lifting off the ice as wind pressure heels the

The Few,The Few,The Few,The Few,The Few,The Fast,The Fast,The Fast,The Fast,The Fast,

The Frozen:The Frozen:The Frozen:The Frozen:The Frozen:IceboatingIceboatingIceboatingIceboatingIceboating

By Peter Brodsky

boat over (similar to catamaran hull-flying, this is known as “hiking”). In 15 knots ofbreeze, we estimated our boatspeed at 50-60 knots. I try to imagine the experiencein a 30-knot wind. Al has clocked Woodpecker at 97 knots (many iceboaters carry aGPS receiver to verify speed). The unofficial world record is 143 mph, set back in1938! (More below) Keep in mind that you sit about a foot above the ice – the timefrom obstacle detection to CPA is VERY short. You can imagine the closing ratesbetween approaching boats going opposite directions.

Iceboats epitomize the concept of aerodynamic lift. All sailboats experience it,but are too dragged by friction to realize its full potential. On ice, the lift force fromthe foil-shaped sail accelerates the boat on beam and close reaches to several timesthe wind speed. In an iceboat, you decelerate by turning downwind. This is an eerieconcept to those of us conditioned to pinch up to avoid broaching: on ice, that canbe a disastrous maneuver, and one is always looking for room to steer to leeward incase of being overpowered. Downwind the boat will only go as fast as the wind.What a concept.

Despite its adrenaline-rush appeal, iceboating actually descends from a richhistory. The Dutch probably built the first boats in the 17th century, for movingcargo over frozen canals. The Scandinavians also claim early iceboating development,perhaps as far back as the Vikings. As the Dutch settled the Hudson Valley in NewYork, they brought their designs with them. By the 1880’s, “ice yachting” was apopular winter pastime for wealthy landowners along the river. The original boxy,4-runner sleds (essentially horse wagons fitted with skates) evolved into the mostfamous design of all: the stern-steerer. These were huge, elegant wooden vesselswith the athwartship runners forward, and a single steering blade aft controlled by atraditional aft-facing tiller. Typically over 40 feet in length, they often carried a gaff-rigged main, jib, and crews of up to 10. Sail area could exceed 700 square-feet.Boats were designed by naval architects, and built of the finest exotic woods. Manywere professionally crewed. One of the grandest of them all was owned byCommodore John E. Roosevelt (FDR’s uncle) of Hyde Park. Icicle was 69 feet longand carried 1,070square feet of canvas.In 1871, she raced, andbeat, the ChicagoExpress train runningalongside the riverfrom Poughkeepsie toOssining.

By the turn of thecentury, iceboating hadspread to the upperMidwest and Canada.It was also verypopular competitively,with entire townsturning out for races.The big boats were, byall accounts, unholybeasts to control instrong winds. Thestern-steering designwas prone to “flicker”,wherein the aft runnercomes off the ice andsends the boat spinningwildly. A hair-raising(and hilarious) accountin the Toronto Daily Starof a Toronto Harborrace in 1907 describesa typical mishap:

“Temeraire, gybing over at the Mugg’s Landing buoy, when she was in the gripof a fierce squall, turned a flip and sent her crew of eight flying in all directions. Justimagine a boat going at 65 miles per hour turning over and stop to figure out howfar the men who were clinging to her are going to go before they land. Temerairewent over and scattered her crew over an acre of solid ice, yet every jack man ofthem was able to scramble to his feet.”

Forward-steering was introduced about 1903 and greatly improved handlingability. However iceboating’s popularity was already peaking. By most accounts, itbegan to decline (due to the advent of motor sports) by WWI. Nevertheless, newboat designs evolved steadily, and iceboating became accessible to the less-than-wealthy. The “Skeeter” class was created in 1933 by Walter Beauvois of WilliamsBay, Wisconsin. Carrying just 75 square feet of sail, and only 30 feet long, it was asfast as the big stern-steerers. Even today, the Skeeters (there are 3 subclasses) areconsidered the fastest of the fast. In 1936, the Detroit News sponsored a designcompetition, the result of which was the DN class, which quickly became (and stillis) the most popular design in the world. A typical DN is 12 feet long, with an 8-foot runner plank (“beam”) and 16-foot mast, although class racing rules enforceonly the maximum sail area: 60 square feet. Other more recent designs are the Nite,Renegade, and Yankee. A truly bizarre design is known as the “Scooter”. Thesehybrids, developed originally for the occasionally-frozen saltwater of Great SouthBay of Long Island, will actually skim from ice to water and back! Many iceboatsare also adapted for land use by replacing runners with wheels. These “land yachts”are not quite as fast, but the medium is more readily available and popularity is onthe rise. There are active racing fleets for all classes in all the U.S., Canada, and

Carl Harper, of Helena, MT, and ice boat Bird. He built this iceboat in 1987 for his own use. Harper built many traditionalwooden boats in his former shop in Hadlock, WA.

Shavings 19

northern Europe.Amazingly, the generally-accepted world speed record is over 60 years old. In

1938, John Buckstaff drove his class-A stern-steerer Debutante to 143 mph on LakeWinnebago Wisconsin: in a reported 72-mph wind! An even less official speed of150 mph was achieved by Chuck Nevitt, also on Winnebago, during a 1947 race.According to witnesses with stopwatches, Nevitt’s Flying Dutchman covered the groundbetween buoys set 2 miles apart in 53 seconds - but that included a tack! To this dayBuckstaff and/or Nevitt are considered the world’s fastest naturally-powered humans.(There are several efforts in the works to change this, however, including the MissWisconsin project by Daniel Kampo, who is working on a design he believes coulddeliver 200 mph: see http://www.miswislandiceyacht.com/ for details.)

Today, the U.S. hotbeds of iceboating are in Wisconsin, Michigan, and NewEngland. The Canyon Ferry fleet is quite possibly the only one west of the Mississippi.It may also be the only place anywhere one can receive instruction and boat rental. Infact, Canyon Ferry Lake is an iceboating paradise, with a huge expanse of freshwater, cold weather (for thick ice), strong wind, and little snow. These four conditionsare the Holy Grail of iceboating and are not easy to come by in general. We are quitefortunate to be just a 90-minute flight away. And while I saw DN’s, Skeeters, and avariety of home-designs, there are reported to be two classic stern-steerers in thearea which I did not. That’s for next year.

For the interested, Keith and Mitch are eager to spread the word about thissport. They can be contacted at Montana Ice Sports (http://www.mticesports.com).Those burdened with an overabundance of sanity need not apply.

Peter Brodsky is one of CWB’s finest sailing instructors. He is kind, courteous, supportive and lovesapple pie and Mom. He is also known as “Snake” for reasons totally unknown to the editor. Hewrites good, too.

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Things to Do atCWB

The Center for Wooden Boats is a hands-on maritime museum . . . a communitycenter....a “do-touch” kind of place

STROLL THE DOCKSWe have dozens of classic small wooden rowing and sailing craft. Stop by at lunch orafter work and step into an earlier time.

RENT A BOATWe rent out many of our classic fleet. Prices range from $12 to $20 per hour formembers. A brief check-out sail is required before you first rent our sailboats.

TAKE SAILING LESSONSSailNOW!, our popular sailing program, is available on weekends and summer evenings.Start with our Saturday Shore School and be sailing on your own in six weeks. Takea refresher lesson in our One-on-One program available during the weekdays.

LEARN MARITIME HERITAGE SKILLSWe teach a variety of heritage skills from boatbuilding to navigation. We also offerfree lectures and events throughout the year.

ENJOY A FREE SAILBring the family down any Sunday afternoon at 2 pm and enjoy a free afternoon sailon Lake Union with our Cast Off ! program.

VOLUNTEERWith our small paid staff, we depend on volunteer effort. Our “family” of volunteersdoes everything from teaching sailing to repairing boats to stuffing envelopes formailings. Volunteers make CWB the welcoming place that it is!

GET INVOLVED IN COMMUNITYOUTREACH

The Center runs several programs to include people who don’t traditionally take upboating: youth at risk, homeless teenagers, and folks who are physically challenged.Ask us how you can get involved.

RENT OUR GALLERYHave a special occasion coming up? Call us!

FOR MORE INFO:Contact us at 206.382.2628 or online at www.cwb.org.

20 Shavings

In those ancient days when Ug and Og looked at the heavy load of mammoth meatthey had to haul to the village, then looked at the logs on the riverbank and thought,“If we take some vines and lash those logs together, we can load the meat on themand float down to the village,” the maritime trade began. Wherever a waterway ofsome sort has existed, it has been easier to transport people and goods by water thanover rutted roads in Summer and mud bogs in Winter. This was true until the modernroad systems with blacktop were built, forming a spider web of transport to everytown and hamlet. At that point, the local marine trades began to dry up.

Alongside every body of water, there sprang up various maritime trades;boatbuilders, shipwrights, sailmakers, engine mechanics, etc. Different waters calledfor different types of vessels. Every farmer or fisherman who lived near the watercould fashion himself a flatiron skiff to get around in. At first it was all by trial anderror, but eventually it became scientific and the marine architect was born.

Rivers and small estuaries require shoal draft vessels, which gave rise to barges andpaddle wheel steamers. Screw vessels require a fair amount of draft to be effective anddraft is the one thing severely limited in rivers. Paddle wheels, on the other hand, needonly a few inches to work effectively, so they became the natural means of propulsionfor river steam navigation. Navigating rivers is an art in itself. One should read Life onthe Mississippi by Mark Twain, to get an idea of what is required. Every river hascontinually shifting bars. Every storm or flood deposits new snags that can rip thebottom out of a boat. Rivers were often blocked by log jams, where mill pondsoverflowed and a mass of logs would roar downstream until it all piled up like a pileof pickup sticks, blocking navigation until it was cleared. Before the snag boats werebuilt, there were men who specialized in breaking up these jams. They were usuallyyoung men as you didn’t get much chance to grow old finding and blowing the “keylog” so the jam would start to flow again. Mistakes were often fatal.

Captain Henry McDonald, who established the Skagit River Navigation andTrading Company was an excellent river pilot and a good businessman. He managedto compete successfully against the railroad, even when the government gave the railsa subsidy to lower their freight rates. It wasn’t until the network of hard roads anddiesel trucks that shipping by water took a back seat.

Imagine Captain McDonald at the helm of Clan McDonald, racing his rival, thesternwheeler Henry Baily up or down the Skagit River. The pilots knew every bend,every shoal and every snag. The fire boxes were stoked red hot, the safety valves tied

down and the boilers trembling. Life on the Mississippi had nothing on the Skagit andthe Snohomish. The boats would hold at the river mouth until the tide was high enoughto pass the bar, then on down the sound, some trading as they went, but for the mostpart hauling canned milk, peas and sacked oats from the Skagit Valley to Seattle andEverett. Harvester made three round trips per week, carrying passengers and freight.

After Clan McDonald, Capt. McDonald bought out the Henry Baily and renamedher the City of Champaign. She later was renamed the Skagit Queen. She sailed untilHarvester was built when she was retired and her machinery was put in the newvessel. That was later replaced by new engines.

Gleaner was laid down in April, 1907. She was a larger boat than the ‘Queen andmuch faster, being 145’ by 30' beam and drawing 22". She carried just under 500tons of freight. She was fired by crude oil rather than coal or wood. The shipyardgrounds had been purchased in 1906 by H.C. Anderson and W.C. Brokaw. It was anexcellent site, being near both the mill and the water. To quote from the Stanwoodpaper of the day:

The building of the Glea[m]er in Stanwood means more to us than wemay now realize, for when it is known that a large boat of this size can bebuilt cheaper here than in Seattle or Ballard, it is not impossible that otherbuilders will come here for grounds for building other vessels.

Harvester was built at Stanwood. Her hull was framed and planked with seasonedDouglas fir, milled by the Stanwood Lumber Company. Her planking was 2½”thick. She was 152' by 36.2' beam and drew 12". She displaced 638 tons and waspowered by steam engines with a bore of 12¼” and a stroke of 60", operating at asteam pressure of probably 40 to 60 pounds per square inch. Harvester could carry30 passengers in comfort as well as more freight than Gleaner.

These boats were profitable for all of their working life. When Captain McDonalddied his daughters took over and ran the business well, headed by Mrs. Anna Grimison.

Harvester met her end in a raging gale on 22 October, 1934, being sunk at theend of Pier 41 in Seattle by the S.S. President Madison which broke loose at the heightof the gale and swept down on the moored gravel barges and freighters tied upthere. The twenty man crew narrowly escaped by running across the gravel bargesmoored beside her, to the pier. She was crushed and sunk along with most of hercargo, just brought down from Mt. Vernon. She was replaced by Gleaner, which wassent down to Seattle the next day to cover her route.

As near as I can tell, Harvester was replaced by the Skagit Chief.In 1938, we have a mystery which hopefully someone can solve for us. To quote

from the Seattle Post Intelligencer:

Lady Skipper Hurls Challenge for Race.Believes Stern Wheeler Can Beat Diesel Freighter.

A woman hurled a challenge yesterday to male supremacy over PugetSound waves.

She is Mrs. Anna Grimison, president of the Skagit River NavigationCompany, and she announced she would race one of her fleet of SkagitRiver steamers against the fastest freighter on Puget Sound.

Through the Post-Intelligencer she challenged Capt. E. F. Lovejoy,president of the Puget Sound Freight Lines, for a race between her sternwheeler, the Skagit Chief, and the Diesel Freighter, Indian, fastest of theLovejoy fleet

And Captain Lovejoy accepted. So the contest will be held July 4 over atriangular one from Smith Cove to Pier 1, across Elliott Bay to Alki Pointand back to Smith Cove.

AFTERMATH OF RACEThe challenge that rocked the waterfront came as an aftermath of therace Maritime Day between the Indian and the Aleutian Native of thePetroleum Navigation Company. Mrs. Grimison viewed the contest,shrugged her shoulders, and remarked:

“The Skagit Chief can beat both of them.”

Her brother, Capt. Harry McDonald, master of the river steamer agreed.

So it will be steam against Diesel, a stern wheeler against a conventionalpresent-day hull and two pioneer families in Northwest transportation circlesmeeting for the first time in a “steamboat race” like an echo from the past.

FAMILY AFFAIRMrs. Grimison and her brother and other family members of theMcDonald family will ride the Skagit Chief, while Capt. F. E. Lovejoywill go along to see that brother Bart Lovejoy, skipper of the Indian,does not worry about straining the engines.

And to combat the feminine influence, he is inviting one of the fewwomen master mariners in the Northwest, Mrs. Chance Wyman, to goalong as co-pilot.

Mrs. Wyman is the widow of the late Capt. Chance Wyman, formerowner and master of the steamer Vernona.

“I must have some help from the distaff side,” Captain Lovejoy said,

Sternwheelers of StanwoodSternwheelers of StanwoodSternwheelers of StanwoodSternwheelers of StanwoodSternwheelers of Stanwoodby Steve Osborn

Gleaner of Stanwood, moored on Stanwood’s Stillaguamish River. Warehouse foroutgoing (mainly oats) and incoming shipments in foreground. Photo courtesy ofStanwood Area Historical Museum.

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Shavings 21

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“with women entering all lines of business and making it plenty toughfor the men, I feel that Mrs. Wyman may be the deciding factor.”

It sounded like a lot of fun, but we don’t have a copy of the paper for July 4thor 5th. Who won?

Gleaner was lost in 1940 when she stranded and was snagged and sunk upstreamof the North Fork bridge on the Skagit. The machinery and other useful fittingswere removed and the 422-ton river boat of 1907 vintage was dismantled.

The next stern wheeler built for the Skagit River Navigation Company was theSkagit Belle. She was launched September 25th, 1941 in Everett and towed to LakeUnion Drydock and Machine Works where her huge paddle wheel was installed. Shewas 207' by 44' beam and a draft less than 2'. She could turn up about ten knotsloaded with 600 tons of freight. Her boilers delivered 500 HP. She was acquired bythe U.S. Army in the summer of 1942, skippered by Captain Harry H. McDonald,veteran Steamboat man of the Pacific Northwest.

I am not sure when the company went out of business, but I do remember seeingstern wheelers both here, and on the Willamette river in Oregon when I was a kid.

One other stern wheeler still exists, dry berthed as an historic monument inAnacortes. That is the snagboat W. T. Preston. The Preston is the fourth and last of thesteam powered paddle wheel snagboats. In 1882, the first was built, named Skagit.She served from 1884 to 1914 when she was replaced by the Swinomish. She serveduntil 1929 when she was replaced by the first W. T. Preston, a wooden hulled sternwheeler. In 1939, she was replaced by a steel hulled steamer with the same name,named after the only civilian district engineer for Seattle. She served the U.S. ArmyCorps of Engineers, keeping the waterways clear of snags and obstructionsthroughout the Puget Sound region until her retirement in 1981. Her specificationsare interesting. She is 163' by 34' beam and drew 3’8". She displaces 490 Gross Tons.She had two engines of 150 HP with a 14" Bore and a stroke of 72" her boilerdeveloped 180 PSI. Her paddle turned at 27 RPM flank and 16 RPM cruising. Herpaddlewheel was 18' long and 17' diameter. She has a 70 ton derrick and could liftsnags of 30 tons at a 28' radius. Her bucket could lift 15 tons at a 60' radius. She keptthe local rivers navigable until 1981. As you can see by looking at any of our rivers,they have been allowed to silt up and fill with snags and debris until they are hazardouseven to small boats. So passes an era that will never come again. It was fun to witnesseven a small part of it. There is something about the slap, slap, slap, of a sternwheeler’s paddle that you never forget.

Steve Osborn is a sailor’s sailor. He has sailed everything from dipping lug skiffs to brigantines, isa master of marlinspike, a fantastic yarn spinner, rum blender extraordinaire, and can recite fromMasefield at the drop of a fid.

22 Shavings

Arr Lads and Lasses, let’s sit down in the lee of the longboat and I’ll spin you a yarn. It is a yarn with a couple of lessons that might save your life, or enable you to save thelives of others.

It was Mother’s Day and we were aboard the yawl Joshua, taking people out on the annual Mother’s Day Free Sail. We had a brisk breeze and were sailing along nicelyon the starboard tack. Far to the north of us, two big power boats were steaming south. One altered course and passed well behind us. The other continued to head straightfor us. This is not uncommon, for the Joshua is a beautiful classic, a replica of the first boat to sail a three year single-handed voyage around the world, in 1895-98. Weexpected the boat to pass astern after taking a close look at us. As we were sailing on the starboard tack, which gave us the right of way over even other sailboats, we didas the Rules of the Road dictate and maintained our course.

The boat continued to approach at around ten or twelve knots while our helmsman began to get a bit anxious, waiting for the other boat to veer off. It suddenlybecame obvious that the boat was going to strike us amidships at full speed. Everyone aboard began to holler, and to grab for something to hold on to. To our horror, wecould see that there was no one at the helm!!!

I was standing at the starboard shrouds, looking straight into the boat through the wheelhouse window. Suddenly, one of the three or four people sitting at a table at the back of thecabin jumped up, ran forward and threw the engines full speed astern. The boat stopped about ten or fifteen feet from us, the helmsman standing at the wheel, just staring. Joshua continuedsailing and the man stepped to the wheelhouse door and shouted, “I’m sorry! I have no excuse. I just apologize. I’m sorry.”

He then got under weigh again. The name carved in his lightboard was the S.S. Colt 45. It was obvious that they had put the boat on autopilot and then sat down, eitherto lunch or a few hands of bridge, oblivious to the fact that there are other boats on the sea.

Now we come to the second part of the saga. After we got ourselves sorted out and our passengers calmed down, we began to tack to head back toward CamanoIsland. Astern of us was an aluminum open boat which we assumed was fishing. A man stood up, yelling and waving a red shirt at us. We hailed him and he said he was outof gas. We hove to and sent Pike Powers over in the dory with a gallon of gas. It was a man with his wife and two infants. He had taken them out for a boat ride and runout of gas. I hollered to him that perhaps this gave him a different perspective on carrying spare fuel, food, water and a good pair of oars. He yelled back a hearty, “Yeah.”With the Joshua’s spare gas on board, he headed off toward Whidbey.

Had Joshua not been there, and had the open boat been a few hundred feet to the East, the S.S. Colt 45 could have run it down, no lookout or helmsman seeing the manwaving the red shirt, thinking the boat heading for him was coming to help. They probably would not even know they had run over a small boat, killing four people.

So shipmates that’s my yarn, this boating safety week. When you are under weigh, keep a good lookout. There is a lot of stuff on the water that can get you into trouble.Running into a big floating log can ruin your entire day. If you are out in a small boat, take some common precautions, beyond carrying life jackets. Check your fuel tankand oil before you leave. Carry an extra fuel supply. Know the cruising range of your engine on a tank of gas. Carry food and water on board and extra warm clothes.Hypothermia can happen fast if the weather changes. Last, but not least, get a good pair of oars and keep them aboard. Make sure your boat has a good set of oarlocks.A cheap aluminum paddle will get you nowhere if there is any kind of weather and you will become exhausted very quickly. A cell phone and a G.P.S., kept in a plasticfreezer bag to stay dry is not a bad idea either.

Well, mates, I can hear the kettle starting to sing, so it’s time to go below for a mug up. We’ll see you next time. Sail safely and keep a good lookout.

A Sea StoryA Sea StoryA Sea StoryA Sea StoryA Sea Storyfor the Modern Agefor the Modern Agefor the Modern Agefor the Modern Agefor the Modern Age

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Shavings 23

Get racing Mates!

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CWB Gift CertificatesCWB Gift CertificatesCWB Gift CertificatesCWB Gift CertificatesCWB Gift CertificatesThe Gift for Any OccasionThe Gift for Any OccasionThe Gift for Any OccasionThe Gift for Any OccasionThe Gift for Any Occasion

Can’t figure out what to buy your husband for his birthday? Need ideas for the company raffle?Stumped on what to spend on Mom for Mothers’ Day? Do you have a holiday shopping list thatsends you into a panic? Next time you’re stuck for a great gift idea, think about giving a CWB GiftCertificate. CWB Gift Certificates can be purchased in any dollar amount and for any purpose -merchandise, sailing lessons, membership, boat rental, or even donations! Just think of thepossibilities. A sailing lesson for your little brother, a coffee mug and membership for Mom, or a $25donation on behalf of your civic-minded, boat-loving best friend (who has everything he needs and isimpossible to buy for anyway!). Let CWB solve all your gift giving problems!

A Seagoing AdventureA Seagoing AdventureA Seagoing AdventureA Seagoing AdventureA Seagoing AdventureDo you enjoy sailing? Or would you like to learn more about sailing? Are you between the ages of 14 ½ and 21? Come sailingwith us, we are Sea Scout Ship Odyssey, a 90 ft. yawl, (see photo at left) in Tacoma on the Foss Waterway. We leave the dockevery Thursday night at 6 p.m. September through June. Our program is open to both boys and girls. For more information,call Nic Marshall at 425-985-3584 or email Nic at nic@gatewayprinting.net. ����

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Odyssey, a Sparkman & Stevens design bulit in 1938 by the Henry Nevins Yard, Cityi Island, New York.CWB MerchandiseCWB MerchandiseCWB MerchandiseCWB MerchandiseCWB Merchandise

One Size Fits All!Clothing

Keychains MugsBurgees

They make wonderful giftsas well as great

conversation starters.

CWB Posters are also very popular,especially our largeselection of festival

posters dating back overthe last decade.

Plan on visiting our gift shopsoon. It’s the perfect excuseto visit CWB and spend timeenjoying our unique floating

museum and outstandingsmall boat collection.

The Center forThe Center forThe Center forThe Center forThe Center forWWWWWO O D E NO O D E NO O D E NO O D E NO O D E N B B B B BO A T SO A T SO A T SO A T SO A T S

1010 Valley StreetSeattle, WA 98109-4468www.cwb.orgTel. 206.382.2628Fax 206.382.2699

Volume XXIV Number 4 July 2003ISSN 0734-0680 1992 CWB

NonprofitOrganizationU.S. Postage

PAIDSeattle, WA

Permit No. 1583

The Center for WOODEN BOATS The Center for WOODEN BOATS The Center for WOODEN BOATS The Center for WOODEN BOATS The Center for WOODEN BOATS FFFFFeeeeestivastivastivastivastiva lllll EEEEEditiondit iondit iondit iondit ion of Shavings of Shavings of Shavings of Shavings of Shavings

Displays of more than 150 wooden boats of all types, sizes andvintages.Free rides on various classic sailing boats and the steam launch PuffinClassic rowing boat rentalsToy boatbuilding for kidsFamily boatbuildingShip Model exhibitPond models to try outPond model racesEd Clark Classic yacht raceRestoration of the R-Class sloop Pirate, 18’ San Francisco Mercury,15’ Culler-designed tugboat, 18’ canoeCanoe paddle making and seat caning

Oar makingSignboard carvingCaulkingCastingSlide talks on the Royal Barges of Thailand, Secrets of VikingNavigation and Restoration of Classic VesselsClassic maritime videosThe World Fender Throwing ChampionshipQuick & Daring BoatbuildingAcoustic Folk MusicPewter Pig PubAsk the ExpertGood boats, good food, good programs, good people

Festival ‘03 FeaturesFestival ‘03 FeaturesFestival ‘03 FeaturesFestival ‘03 FeaturesFestival ‘03 Features

C o n t r i b u t o r s :C o n t r i b u t o r s :C o n t r i b u t o r s :C o n t r i b u t o r s :C o n t r i b u t o r s :Bob AllenPeter BrodskyDave CoxJohn DeanChas. DowdLawrence GarwinRich KolinSteve OsbornBob PerkinsJohn VonkColleen WagnerDick Wagner