Vol. 31, No. 3 -- Fall - Traditional Small Craft Association

The Ash Breeze 

Journal of the Traditional Small Craft Association, Inc. • Volume 31, Number 3 • Fall 2010 • $4.00

The 

Ash Breeze 

The Ash Breeze (ISSN 1554-5016) is the 

quarterly journal of the Traditional Small 

Craft Association, Inc. It is published at 

134 E Main St., Moorestown, NJ 08057. 

Communications concerning 

membership or mailings should be 

addressed to: 

PO Box 350, Mystic, CT 06355. 

www.tsca.net 

Volume 31, Number 3 

Co-Editors: 

Mike Wick 

mikewick55@yahoo.com 

Ned Asplundh 

nasplundh@yahoo.com 

Advertising Editor: 

Mike Wick 

Editors Emeriti: 

Richard S. Kolin 

Sam & Marty King 

David & Katherine Cockey 

Ralph Notaristefano 

Ken Steinmetz 

John Stratton 

Dan Drath 

The Traditional Small Craft Association, 

Inc. is a nonprofit, tax-exempt 

educational organization that works to 

preserve and continue the living traditions, 

skills, lore, and legends surrounding 

working and pleasure 

watercraft with origins that predate 

the marine gasoline engine. It encourages 

the design, construction, 

and use of these boats, and it embraces 

contemporary variants and 

adaptations of traditional designs. 

TSCA is an enjoyable yet practical link 

among users, designers, builders, restorers, 

historians, government, and 

maritime institutions. 

©2010 by The Traditional Small Craft 

Association, Inc. 

Two exceptional events stand out in my mind 

this summer: 

The first was when John Brady opened the 

"Workshop on the Water," at the Independence 

Seaport Museum, to a group of 

volunteers from Delaware River TSCA. All 

Winter and Spring, we met weekly at the 

workshop, working on construction and 

restoration of small craft in the collection, so 

they could be sailed again. 

We finished the new build of a 16’ sharpie, 

Fish Stix (one of John’s designs), and 

restored one of the museum's Tuckups, Top 

op 

Priority 

riority, as well as necessary maintenance 

on the Chapter's Tuckup, Marion 

Brewington. In addition, Ned, I, and others 

joined together to production-build spruce 

birdsmouth/hollow spars for these and some 

of our own boats. 

It was a wonderful chance to experience 

boatbuilding with access to the proper tools, 

jigs, and experienced guidance. This 

program came about because of John's 

generous support and the organizational 

skills of the chapter President, Wendy Byar, 

Editor’s Column 

who ran the program for our benefit. 

The second event that stands out in my mind 

is the wonderful experience of attending the 

2010 Small Reach Regatta, finished just as 

this issue goes to press. 

Fifty-three trailerable boats assembled at 

Lamoine State Park, just north of Mt. Desert 

Island and were shepherded by no less than 

six crashboats. Thanks to diligent programming 

by the Down East Chapter of the TSCA, 

this magnificent event came off without a 

hitch. 

Many of us choose to travel to Maine to 

experience the challenges of sailing in those 

beautiful but strenuous waters with the 

problems of tide, wind, rocks, fog, that are 

such a part of that coast. Past years there 

have been plenty of rain, wind, and fog, but 

the weather this year was really lovely. 

Some of the volunteers that merit mention, 

and sincere thanks, include: Tom Jackson, 

David Wyman, Ben Fuller, Paul LaBrie, John 

and Susan Silverio, Sam and Susan Manning, 

Mike Duncan, and John Eastman. 

On the Cover: John Brady, Director of Independence Seaport Museum’s Workshop on 

the Water and builder of several A-Cat racing class catboats, invited members of the 

Delaware River Chapter for a sail on four A-Cats. John Guidera was one of about 

twenty participants, that day, and took many photographs. He made a digital print from 

his favorite shot and painted this watercolor of Torch 

under sail. Learn more about 

Torch 

orch, and her sister cats, on page 16. 

In this Issue: 

Gardner Grant Report: SF Maritime National Park Association ...................................... 8-9 

The Outer Banks 130 ........................................................................................... 10-13 

FMM@Cortez Builds a Spanish Longboat ................................................................ 14-15 

A Tune-Up for Torch 

............................................................................... 16-17 

The Sailing Oar .................................................................................................. 18-20 

San Diego Wooden Boat Festival ........................................................................... 21-25 

My Short, Sweet Relationship with Annie ....................................................... 26-28 

2 The Ash Breeze, Fall 2010

From the President 

by Michael Bogoger 

The Classic Boat Show and Small Craft 

Festival, South Haven, MI is one of the oldest 

and most popular of its kind in the region. 

This year it was the venue for the 2010 TSCA 

annual meeting and of its elected Council. 

The annual meeting in the Padnos Boat Shop 

of the Michigan Maritime Museum, led by 

TSCA Vice President Pete Mathews, was the 

watershed for the 2010 TSCA. Three new 

Council members were voted in: Greg Stoll 

of the Oregon Coots Chapter; Tom Shepard, 

Delaware River Chapter; and Michael 

Bogoger, also of the Oregon Coots. (See 

page 29 for the meeting minutes). 

Many thanks to outgoing Council members 

Todd Bloch, Bob Pitt and Jim Swallow for 

three years of volunteer service. Please join 

me in a special thanks to President John 

Weiss for his leadership, and also to outgoing 

Secretary, Cricket Evans. 

The upcoming year’s Council members 

accepted the following slate of officers: 

President, Michael Bogoger; Vice President, 

Pete Mathews; Secretary, Andy Wolfe; and 

Treasurer, Charles Meyers. Please welcome 

and support your newly elected officers. The 

TSCA is run entirely by tireless volunteers 

who deserve accolades. 

Congratulations to recent recipients of the 

prestigious John Garder Grant Fund. The 

recommendation of the Grant Committee to 

fund the projects of the Spaulding Wooden 

Boat Center in Sausalito CA, and Gordon 

Biles of Wenatchee, WA, in the promotion of 

traditional boat 

building efforts was 

unanimously 

accepted by your 

Council. 

Michael gets a chance to test the newly-launched Banks dory he 

helped to build with Toledo, OR high school students. 

The purpose of the 

John Gardner Fund 

is to preserve and 

enrich our traditional 

craft heritage. 

Efforts—as propounded 

by the 

Spaulding Center 

and Gordon Biles— 

epitomize the 

dissemination of that 

heritage. We can 

look forward to reports from these and other 

projects in The Ash Breeze. (See page eight 

for another recipient’s Grant Report. 

In this period of transition, it should be noted 

that the business of the TSCA was primarily 

achieved by proxy. While it is understandable 

that, with a national organization of 

volunteers and enthusiasts, many would not 

be able to physically attend a national 

meeting, more consensus could be expected. 

As a new member of the Council and new 

President, I would like to support the recent 

suggestion by member Jim Neal requesting 

that a national roster of TSCA membership 

be created for distribution to other members. 

He felt that this would create a sense of 

TSCA as a national organization and I agree. 

One method of enhancing the network of 

TSCA members is already in existence, yet 

little used. Please visit the TSCA on-line 

forum; http://groups.yahoo.com/group/ 

TSCA-Tradi-tionalSmallCraftAssn/ and share 

your thoughts. As the 

new President of the 

TSCA, I welcome 

feedback from any 

and all members. An 

active forum can 

enrich our organization 

and guide policy 

in future decisions. 

Incoming TSCA president Michael Bogoger (pronounced “bo-go- 

‘jeur”), known online as Doryman, indulges in a favorite pasttme. 

Please keep your 

TSCA alive and 

well! There are currently 766 national 

members, an increase from 755 in 2009 and 

in 2010 we are proud to boast 27 local 

chapters and growing. 

As one of the newer recruits to the national 

ranks of the TSCA, I hope to share some of 

my passion about the culture of traditional 

boat ownership. Thirty-odd years ago I built 

my first wood boat, a John Gardnerinfluenced 

Banks dory. I lived on the Puget 

Sound in Washington State then and had 

applied my carpentry skills to boat repair for 

a few years and knew a few things taught to 

me by the old timers. In the intervening years 

I came to think of myself as a boat builder 

regardless of what career paid the bills. One 

thing is certain, building boats in a time 

honored manner will not earn you a fortune. 

I have yet to find a pastime more satisfying, 

unless it is sailing or rowing those same 

boats. Since retirement seven years ago, 

building or restoring wood boats has become 

a daily task for me. There’s still no money in 

it, but hours of contemplative, pleasant work 

can be valuable in intangible ways. 

One benefit of a passion for traditionally 

influenced boats is all the great people who 

share that affection. 

I hope to hear from many of you in the 

coming year. 

Volume 31, Number 3 3


Active 

TSCA 

Chapters 

Adirondack Chapter 

Mary Brown, 18 Hemlock Lane, Saranac 

Lake, New York 12983, 518-891-2709, 

mabrown214@hotmail.com 

Annapolis Chapter 

Sigrid Trumpy, P.O. Box 2054, Annapolis, 

MD 21404, hollace@crosslink.net 

Barnegat Bay TSCA 

Patricia H. Burke, Director, Toms River 

Seaport Society, PO Box 1111, Toms 

River, NJ 08754, 732-349-9209, 

www.tomsriverseaport.com 

Buffalo Maritime Center 

Charles H. Meyer, 5405 East River, Grand 

Island, NY 14072, 716-773-2515, 

chmsails@aol.com 

Cleveland Amateur Boatbuilding 

and Boating Society (CABBS) 

Hank Vincenti, 7562 Brinmore Rd, 

Sagamore Hills, OH 44067, 330-467- 

6601, quest85@windstream.net, 

www.cabbs.org 

Connecticut River Oar 

and Paddle Club 

Jon Persson, 17 Industrial Park Road, 

Suite 5, Centerbrook, CT 06409, 860- 

767-3303, jon.persson@snet.net 

Crystal River Boat Builders (CRBB) 

Bill Whalen, 4539 N Grass Island Ter, 

Hernando, FL 34442, 352-344-5482, 

wfxw1@embarqmail.com 

Delaware River TSCA 

Tom Shephard, 482 Almond Rd, 

Pittsgrove, NJ 08318, tsshep41556 

@aol.com, www.tsca.net/delriver 

Down East Chapter 

John Silverio, 105 Proctor Rd, 

Lincolnville, ME 04849, work 207-763- 

3885, home 207-763-4652, camp: 

207-763-4671, jsarch@midcoast.com 

Floating the Apple 

1225 Park Ave., #10C, New York, NY 

10036, 212-564-5412, 

floapple@aol.com 

Florida Gulf Coast TSCA 

Roger B. Allen, Florida Maritime Museum, 

4415 119th St W, PO Box 100, Cortez, FL 

34215, 941-708-4935 or 941-704-8598 (cell), 

Roger.Allen@ManateeClerk.com 

Friends of the North Carolina 

Maritime Museum TSCA 

Brent Creelman, 315 Front Street, 

Beaufort, NC 28516, 252-728-7317, 

maritime@ncmail.com 

John Gardner Chapter 

Russ Smith, U of Connecticut, Avery Point 

Campus, 1084 Shennecossett Road, 

Groton, CT 06340, 860-536-1113, 

fruzzy@hotmail.com 

Lone Star Chapter 

Howard Gmelch, The Scow Schooner 

Project, PO Box 1509, Anahuac, TX 

77514, 409-267-4402, 

scowschooner@earthlink.net 

Long Island TSCA 

Myron Young, PO Box 635, Laurel, NY 

11948, 631-298-4512 

Lost ost Coast Chapter—Mendocino 

Stan Halvorsen, 31051 Gibney Lane, 

Fort Bragg, CA 95437, 707-964-8342, 

Krish@mcn.org, www.tsca.net/LostCoast 

Michigan Maritime Museum Chapter 

Pete Mathews, Sec’y, PO Box 100, 

Gobles, MI 49055, 269-628-4396, 

canoenut@bciwildblue.com 

North Shore TSCA 

Dave Morrow, 63 Lynnfield St, Lynn, MA 

01904, 781-598-6163 

Oregon Coots 

John Kohnen, PO Box 24341, Eugene, 

OR 97402, 541-688-2826, 

jkohnen@boat-links.com 

Patuxent Small Craft Guild 

William Lake, 11740 Asbury Circle, Apt 

1301, Solomons, MD 20688, 410-394- 

3382, wlake@comcast.net 

Pine Lake Small Craft Association 

Sandy Bryson, Sec’y., 333 Whitehills Dr, 

East Lansing, MI 48823, 517-351-5976, 

sbryson@msu.edu 

Puget Sound TSCA 

Lyndon Greene, Sec’y. , PO Box 1834, 

Anacortes, WA 98221, 360-299-9075, 

anacomaritimectr@msn.com 

Sacramento TSCA 

Todd Bloch, 122 Bemis Street, San Francisco, 

CA 94131, 415-971-2844, 

todd.sb@comcast.net 

South Jersey TSCA 

George Loos, 53 Beaver Dam Rd, Cape 

May Courthouse, NJ 08210, 609-861- 

0018, georgeowlman@aol.com 

South Street Seaport Museum 

John B. Putnam, 207 Front Street, New 

York, NY 10038, 212-748-8600, Ext. 

663 (days), www.southstseaport.org 

Southern California Small Boat 

Messabout Society (Scuzbums) 

Annie Holmes, San Diego, CA 

annieholmes@mac.com 

TSCA of Wisconsin 

James R. Kowall, c/o Door County 

Maritime Museum, 120 N Madison Ave, 

Sturgeon Bay, WI 54235, 920-743-4631 

Chapters Organizing 

Cape Cod 

Don Chapin, PO Box 634, Pocasset, MA 

02559 (Currently deployed to Afghanistan) 

Don.chapin.1@gmail.com 

North Idaho 

Joe Cathey, 15922 W. Hollister Hills 

Drive, Hauser, ID 83854, 

caadnil@roadrunner.com 

St. Augustine Lighthouse 

and Museum Chapter 

Maury Keiser, 329 Valverde Lane, St. 

Augustine, FL 32086, 904-797-1508, 

maurykeiser@bellsouth.net 



John Gardner Grant 

“To preserve, continue, and 

expand the achievements, 

vision and goals of John 

Gardner by enriching and 

disseminating our tradi- 

tional small craft heritage.” 

In 1999, TSCA created the 

John Gardner Grant program 

to support projects for which 

sufficient funding would 

otherwise be unavailable. 

Eligible projects are those 

which research, document, 

preserve, and replicate 

traditional small craft, 

associated skills (including 

their construction and uses) 

and the skills of those who 

built and used them. Youth 

involvement is encouraged. 

Proposals for projects ranging 

from $200 to $2000 are 

invited for consideration. 

Grants are awarded competitively 

and reviewed semiannually 

by the John Gardner 

Memorial Fund Committee of 

TSCA, typically in May and 

October. The source of 

funding is the John Gardner 

Memorial Endowment Fund. 

Funding availability is 

determined annually. 

Eligible applicants include 

anyone who can demonstrate 

serious interest in, and 

knowledge of, traditional 

small craft. Affiliation with a 

museum or academic 

organization is not required. 

Projects must have tangible, 

enduring results which are 

published, exhibited, or 

otherwise made available to 

the interested public. Projects 

must be reported in The Ash 

Breeze. . * 

Program details, applications and 

additional information: 

www.tsca.net/gardner.html 

* Emphasis added by The Ash 

Breeze editorial staff. 

Life Members 

Dan & Eileen Drath • Jean Gardner • Bob Hicks • Paul Reagan • Peter T. Vermilya • Sidney S. Whelan, Jr. 

Benefactors 

Samuel E. Johnson 

Generous Patrons 

Ned & Neva Asplundh • Howard Benedict • Willard A. Bradley • Richard A. Butz • Lee Caldwell • Ben Fuller 

Rick L. Pettit • Richard B. Weir • John & Ellen Weiss 

Sponsor Members 

Rodney & Julie Agar • Capt. James Alderman • Roger Allen • Ellen & Gary Barrett • Ken Bassett • Charles Benedict 

Dr. Llewellyn Bigelow • Gary Blackman • Kent & Barbara Bleakley • Todd Bloch • Robert C. Briscoe 

Capt. John S. Calhoun • Charles Canniff • Dick Christie • David & Katherine Cockey • Lloyd Crocket 

Stanley R. Dickstein • Dusty & Linda Dillion • William Dodge • Dick Dodson • Thomas Dugan • Frank C. Durham 

David Epner • Tom Etherington • Huw Goronwy Evans • John M. Gerty • Gerald W. Gibbs • Larrick Glendenning 

Max Greenwood • Mr. & Mrs. R. Bruce Hammatt, Jr. • Peter Healey • Colin O. Hermans • Kevin W. Holmes 

Peter A. Jay • Michael Jones & Judith Powers • Phillip Kasten • Thomas E. King • Arthur B. Lawrence, III 

Chelcie Liu • Jon Lovell • The Mariners Museum, Newport News, VA • Pete & Susan Mathews • D. Turner Matthews 

Charles H. Meyer, Jr. • Alfred P. Minervini • Howard Mittleman • John S. Montague • King Mud & Queen Tule 

Mason C. Myers • Rex & Kathy Payne • Tom & Susanne Regan • Ron Render • Don Rich & Sheryl Speck 

Dr. John L. Roche • Bill & Karen Rutherford • Richard Schubert • Paul A. Schwartz • Karen Seo • Gary & Diane Shirley 

Leslie Smith • John R. Stilgoe • John P. Stratton, III • Robert E. (Bub) Sullivan • George Surgent • Stephen M. Weld 

Capt. C. S. Wetherell • Andrew P. (Andy) Wolfe • Robert & Judith Yorke • J. Myron Young • Joel Zackin • Bob Zolli 


Gardner Grant Report: 

San Francisco Maritime 

National Park Association 

by Seth Muir, Education Director 

Background: 

The students that attend our Youth Boat 

Building program are juniors and seniors 

from Downtown High School (DHS), within 

San Francisco’s Unified School District 

(SFUSD). It is program-based; students enroll 

in various projects to earn credit. If they 

select a course called “GetOutandLearn,” 

they complete a wilderness trip and a ropes 

course, then join us to build a boat, learn 

seamanship and sailing, and gain maritime 

knowledge. This program uses experiential 

and adventure-based learning to engage 

Ethnicity/ 

Other Indices 

SFUSD 

High Schools 

underserved, minority, at-risk youth. After 

completing the build, students leave with a 

greater sense of personal responsibility, selfesteem, 

confidence, pride in their work, 

useful life skills and an appreciation for 

traditional boat building, small craft and their 

National Park. These skills benefit them and 

their communities forever. 

Statistics: 

Since we applied for the grant, we have 

completed two programs. Each program runs 

for 14 classes, held in the historic Sea Scout 

base in the San 

Downtown 

High School 

African American ........................ 12.6% ................. 26.0% 

American Indian ......................... 0.5% ................... 1.0% 

Middle Eastern/Arabic ............................................ 1.0% 

Samoan ............................................................... 7.0% 

Vietnamese ........................................................... 1.0% 

Chinese ..................................... 36.4% ................. 4.0% 

Filipino ...................................... 6.3% ................... 6.0% 

Latino ........................................ 21.2% ................. 46.0% 

Other Non-white ........................ 10.5% ................. 4.0% 

Other White ............................... 8.5% ................... 2.0% 

Declined to State ........................ 2.3% ................... 2.0% 

Male/Female ............................. 51.6%/48.5% ....... 52.0%/48.0% 

ELL ............................................ 27.9% 

Special Education ....................... 10.2% ................. 14.0% 

EDY .......................................... 47.2% ................. 52.4% 

Francisco National 

Historic Park. The 

programs ran from 

Mid-October to Mid- 

November 2009 and 

again from Mid-April 

to Mid-May 2010. 

Our first program 

had 23 students; our 

second had 25. 

Forty-eight students, 

out of the 64 

originally enrolled, 

received credit. 

Considering that 

students attend DHS 

because they are at 

At left, the Beach Pea is launched into 

Aquatic Park, amongst historic ships. 

risk of failing out, this is an exceptional 

success rate. 

DHS Statistics: 

DHS has 275-student capacity, based on a 

student-teacher ratio of 25:1 for general 

education teachers, and 12:1 for special 

education teachers. (The student-teacher 

ratio for our program is 5:1). Upwards of 90% 

are low-income students of color, and more 

than 52.4% are designated by the state as 

Educationally Disadvantaged Youth (EDY). 

The chart, below left, highlights DHS’s racial 

and ethnic representation, compared to the 

district’s overall secondary school enrollment. 

Disproportionately-high numbers of African 

American and Latino students at DHS, as 

compared with the school district, present a 

unique challenge of meeting the needs of the 

demographic groupings that the SFUSD 

struggles hardest to serve. While the district 

works to implement large-scale initiatives 

designed to close the achievement gap, DHS 

is entirely shaped—and driven—by the fact 

that this chasm has yet to be bridged. 

Our Survey: 

A survey of the students was conducted 

before and after the spring program with 

some interesting results. The results follow: 

17 of 25 students completed both surveys. 

The students’ comfort level on open water 

improved from an average 3.76 to 4.03 (out 

of 5), over the course of the program. Before 

this program, three of the students had never 

been on a boat, and four could not swim. 

The Granny Pram was launched in the Fall of 

2009, shown here under the oars of a 

student skipper. 


At left, the Peapod sits on the beach just 

prior to its Spring 2010 launch. 

Every student rowed and sailed a small boat. 

They got firsthand experience on at least 

three small boats: a Pelican Sailboat, a 

Cutter, and the boat they built. On launch 

days, the students captained solo; no adults 

aboard. 

Before the program only seven of 17 students 

had ever built anything before. All students 

participated in the build. Before the program, 

students listed an average of 2.7 tools that 

they could identify and use. After, the list 

increased to 4.3 tools, with a test of their 

knowledge and ability to display competency. 

Before the program, students were asked 

what jobs they might find to support themselves. 

One each said “cook,” “police 

officer,” or “business man.” Five said they 

had “no employable skills,” and sadly one 

said “selling drugs.” The remaining eight had 

no answer. After the program 14 of 17 

students surveyed answered “yes,” when 

asked if they “think they can work with tools 

to earn money by building things.” Four 

suggested they could work as a carpenter; 

three listed work as a mechanic. 

The Boats: 

In the Fall, we built a Granny Pram—a 9’4” 

classic Iain Oughtred sailboat design. It’s a 

balanced lug rig; students built mast, spars 

and sail as well as the hull. This Spring, we 

completed a Doug Hylan-designed Beach 

Pea Peapod (pictured above). Both were 

launched into the Aquatic Park with much 

celebration (below right). Photos from the 

peapod’s launch should be appearing in 

WoodenBoat magazine. 

Your Grant: 

Your grant helped us purchase all the 

materials for the first boat, the Granny Pram, 

and part of the wood for the second boat, the 

Beach Pea. We bought marine-grade 

plywood for the hulls, 1/2” ply for the foils, 

mahogany transoms, Douglas fir for rails, 

mast, and spars, white oak for thwarts, skids 

and skeg and some red oak for quarter knees, 

lines for rigging, sail kit, epoxy, paint, various 

blocks, and other equipment needs. 

Above, students hoist the completed Granny 

Pram from boathouse to launch site, 

where—at right—the boat was christened. 

Quotes from the Kids: 

Fabian: “This program changes the way you 

approach people, and our skills change 

because of the jobs we do.” 

Ismael: “To build something like this, you 

have to depend on others and they depend 

on you.” 

Suleima: “I’d never been on a boat. I never 

thought I’d be able to build one.” 

Summary: 

This is a fantastic program that exposes 

underserved kids to the tradition of boat 

building, still alive here in San Francisco. 

Interestingly, many of the students come from 

Hunter’s Point, which was historically a 

boatyard. Sadly, they have no connection to 

that history. This project, while giving them 

skills and a sense of completion, also 

connects them to their history in an important 

and relevant way. 

Your generous grant was critical to the 

success of this program. Our organization 

fully funds this project at a considerable loss 

and without the support of grants like yours, it 

would not have been possible. 


The Outer Banks 130: 

Not much water, plenty of wind, 

and lots of small boat sailing. 

by Andrew Linn 

The Outer Banks is a roughly 200-mile string 

of narrow barrier islands, stretching from the 

corner of Virginia down most of the coast of 

North Carolina. These islands create vast 

expanses of protected water that are ideal for 

small boat sailing. The Outer Banks 130 

(OBX130) was designed to explore the lower 

half of the Banks: from Cedar Island, down to 

Lookout Bight, and back. This round trip plots 

out at a little less than 130 miles, but there is 

always room for additional exploration and 

side trips. 

Expeditioners gathered Sunday, May 23, 

2010, at the campground on Cedar Island. 

People had come from all over the US, and 

even one from Canada: Bill Moffitt, with 

Andrew Linn looks over John Guidera’s 

Melonseed, brought from South Jersey. 

Photo by Chuck Leinweber. 

Ember’s ’s Watch, 

a Jim Michalak-designed 

Mikesboat yawl, played “local host” for the 

event, though he trailered up from Atlanta, 

GA. His boat was crewed by Chuck “the 

Duck” Leinweber, of Duckworksmagazine 

online fame, in Harper, TX. Bill’s youngest 

son, Sean, had his boat, Patox 

atox, a Michalak 

Piccup Squared Pram. Bill’s eldest son, Paul, 

was organizer of the OBX130 and showed up 

boatless, but had a friend in tow: Stuart 

Bartlett, who, with three-foot dreadlocks and 

Essex, England accent, seemed to walk right 

off the set of a Disney pirate movie. 

Michalak designs were well-represented by 

David Chase, who had trailered his North- 

ern Gannett, the only other Mikesboat 

known to exist, 1300 miles from Holland, MI, 

and Mike Monies, who brought his Laguna, 

Laguna Dos: Blue 

Laguna, from 

Eufaula, OK. 

Michalak wasn’t the 

only small boat 

designer represented 

at the 

OBX130: Tony Day 

had a short drive 

from Winterville, 

NC, towing his B&B 

Yacht Designs 

At left, a beautiful sunset on the Core Sound. 

Tony Day’s Princess Sharpie and Mac 

McDevitt’s Waverider 17 await the next 

day’s adventures. 

Princess 22, lovingly named Susan G 

(“Lemme tell ya, boy, if you wanta build a big 

boat, name it after your wife.” Sage advice, 

indeed), while David Ware, a veteran of the 

Texas200, had driven up from Rockport, TX, 

with his stretched Bolger peapod. 

Despite the preponderance of homebuilt 

boats, the OBX130 is not an exclusionary 

event, and production boats were welcome. 

Also from Texas was Bob Grona with a bright 

yellow Waverider 17, and that wasn’t the only 

one. ‘Mac’ McDevitt had brought his blue 

Waverider 17 from Essex, NY. Making the 

OBX130 an international event was Pete 

Lamarche, from Ontario, Canada, with his 

salty looking Nordica 16, Jester. 

TSCA was well represented, too, with 

members of the Delaware River chapter 

coming down to use the campsite at Cedar 

Island as a base camp for daysailing 

excursions: Mike Wick came with John 

Guidera, who brought his lapstrake Melonseed, 

designed and built by Thomas Firth 

Jones; Doug Oeller and Kevin MacDonald 

brought Comfort, an exquisite example of a 

Joel White Marsh Cat, and Phil Maynard 

brought his adaptation of Edwin Monk’s 

Curlew 17, complete with a Subaru 

lawnmower auxiliary engine. 

Camping in a National Seashore like the 

Outer Banks takes coordination and planning—islands 

that were open to camping 

might be closed as sanctuaries or reserves 

Before setting out, Paul Moffitt conducts the Captains Meeting from 

his perch in a pickup truckbed. Attending are (left-to-right) Mike 

Wick, unidentified, Doug Oeller, Bob Grona, Stuart Bartlett, David 

Chase and Bill Moffitt. Photo by Andrew Linn. 


Under double reefs and in rough chop, 

Laguna Dos: Blue Laguna pounds towards 

the campsite at Lookout Bight. Left-to-right 

Sean Moffitt, Andrew Linn and captained by 

Mike Monies. Photo by Chuck Leinweber. 

now. Paul Moffitt had done the essential 

preparation work of scouting out several 

possible campsites, each spaced a reasonable 

sailing distance apart. As with any sailing 

excursion, the weather was the biggest 

variable, and at the end of May, the first 

tropical depression of 2010 was threatening 

to form right off the Outer Banks. 

At the Captain’s Meeting on Sunday night, 

Paul laid out the options (few) and a 

consensus was reached to sail for an 

abandoned gun club, 13 straight-line miles 

Laguna Dos: Blue Laguna and Embers Watch rest on the hard at low tide at the campsite of 

Lookout Bight. Photo by Andrew Linn. 

(about 19 sailing miles) off to the southeast. 

All of the Moffitts had sailing experience in 

the Core Sound, and they advised the 

newcomers that Sound waters are deeper, 

closer to the mainland, and there can be 

square miles of very shallow water closer to 

the barrier islands. 

The weather, which had been cloudy yet 

warm, turned sharply worse during Sunday 

night, complete with rain and rising winds. 

The sun came up, hidden behind endless 

cloudbanks and driving a northeast wind that 

ran in the mid-to-high teens. Boats left the 

docks in their own time, the Laguna getting 

away first, heading almost directly to the 

Embers Watch and 

Northern Gannett, 

the only two 

Mikesboat Yawls 

known to exist, 

prepare to up 

anchor and get 

underway. Embers 

Watch (foreground, 

left-to-right) was 

crewed by Chuck 

Leinweber, Stuart 

Bartlett, and 

skippered by Bill 

Moffitt. Northern 

Gannett was being 

singled-handed by 

her captain, David 

Chase. Photo by 

Andrew Linn 

east, a course that would take them through 

the shallower waters on the north side of the 

channel, but get them past the headland 

without tacking. Lagunas have externally 

mounted swinging leeboards and kickup 

rudders, enabling them to skim along in 

about five inches of water when the boards 

kick up, so this course was a calculated risk. 

The rest of the fleet chose to stay closer to the 

headland - the lee shore—which required 

them to tack out every once in a while to 

gain sea room. In the steep chop, the square 

nose of the Patox 

pram caused enough 

splash to bring an alarming amount of water 

into the boat. Reluctantly, Sean came about 

and headed back to the launch site, shepherded 

back under the watchful eye of his 

father in the much larger Mikesboat. At the 

docks, they learned both David Wade with his 

Bolger double-ender and Bob Grona in his 

Waverider 17 had decided (perhaps wisely) 

the conditions and forecasts were too wild for 

safety—they opted to stay on shore with the 

TSCA group. 

Monday’s camp (N34° 48’ W76 ° 23’) was the 

site of an abandoned gun club, a victim of 

condemnation by the government when the 

barrier islands were declared a national 

Seashore in the 1970s. The approach to the 

camp was very shallow—everyone ran 

aground at some point or another. The 

shallower-drafted boats: the Laguna and both 

Mikesboats, were able to use the decomposcontinued 

on next page 


OBX130, cont’d. 

ing docks or beach while the deeper drafts of 

the Princess 22, Nordic 16, and remaining 

Waverider 17 had to anchor out. 

The evening at the gun club passed in 

merriment, but overnight, the wind increased 

until changing at dawn to the northeast, 

blowing in the high teens and covering the 

seas in “white horses.” 

The group left camp at about 8:00 am, most 

with sails reefed down at least one point. 

About two miles from camp, David Chase 

and his Mikesboat went over. It had been a 

classic broach: A larger-than-average wave 

had passed under the boat from back to front, 

Pete Lamarche made the 2010 OBX130 an 

international event when he brought his 

jaunty little Nordica 16, Jester, down from 

Canada. Photo by Andrew Linn 

lifting the rudder out of the water. The boat 

slewed to starboard and, as the wave now 

tilted the port side higher, the weight in the 

boat shifted to starboard and she settled 

gently onto her starboard side, floating high 

on her airboxes, but capsized. The Laguna 

witnessed the capsize from a few hundred 

yards upwind and rushed in to offer assistance. 

David was having difficulty righting 

Northern Gannett by himself, so Sean 

Moffitt—having joined the Laguna that 

morning—hopped overboard to assist. 

Together, they quickly brailed up the sails, 

righted Mikesboat, bailed what few gallons of 

water had come aboard, fired up the engine 

and made their way to sanctuary at Harker’s 

Island, where David opted to leave the 

OBX130 and Sean rejoined the Laguna. 

Tuesday’s campsite was to be just down the 

beach from historic Cape Lookout Lighthouse 

(N34° 37’ W76° 33’), in an area with a slight 

bay that offered some protection from the 

waters of the Barden Inlet. To get there, the 

sailors had to negotiate a dog-leg channel as 

they rounded the 

eastern tip of 

Shackelford Island. 

Although they had 

clear instructions, 

and the channel was 

well marked with 

red and green can 

buoys, the Laguna 

crew managed to 

run her aground on 

Howling winds and 

atrocious rain kept 

the armada 

weatherbound for a 

day at the campsite 

on Lookout Bight. 

When it cleared, 

they had a fine view 

of the historic Cape 

Lookout Lighthouse. 

Left-to-right are 

Mike Monies, Bill 

Moffitt, George 

Broadlick, “Mac” 

MacDevitt, Sean 

Moffitt, and Stuart 

Bartlett. Photo by 

Andrew Linn. 

a submerged sandbar. Eventually, everyone 

reached the campsite except Jester, the 

Nordic 16. Pete, without benefit of radio 

(requires a license in Canada) or a good 

chart, had opted to anchor off somewhere 

near Harker’s Island. 

Tuesday night, it began to rain and blow in 

earnest—lightning, thunder, buckets of rain, 

and winds that bounced around in the upper 

ranges of the twenties. Wednesday dawned in 

the same conditions—only now the lightning 

was flashing in dark-gray skies instead of 

pitch-black darkness. NOAA swore things 

were going to get better in the afternoon - 

late evening at the latest—so captains and 

crew hunkered down in their tents to wait it 

out. For once, NOAA was right and by midafternoon, 

the winds had dropped, the skies 

had cleared, and the day had turned 

delightful—but it was too late to strike out for 

another campsite. The group opted to stay 

where they were and sail for the gun club on 

the morrow. As evening fell, another boat 

joined their expedition: George Broadlick in 

a Bolger peapod design, Sweet Pea (named 

Sweet Pea 

ea) George had sailed from 

Harker’s Island with three reefs (“I wish I had 

four!”) in an 80+ square foot sail he had 

taken from one of his other boats. George 

reported he’d seen the Nordic 16, Jester, 

being loaded on a trailer, with Pete vowing to 

return to for the 2011 OBX130 better 

prepared and equipped with an actual chart, 

functioning GPS, and VHF radio. 

The weather was starting to follow a 

predicable pattern: The wind would rise 

overnight and stay in the high teens in the 

morning, then mitigate in the afternoon. The 

group had a problem for Thursday’s sail, 

however: The tide was going to change from 

Double reefed and sailing fast, Laguna Dos: Blue Laguna sails past 

“Mac” MacDevitt and his anchored Waverider 17. Photo by Paul 

Moffitt. 


Embers Watch easily handles chop kicked up 

by the strong winds and shallow waters of 

the Core Sound. Photo by Andrew Linn. 

high to low at 7:10 am, and all the waters 

that had gathered in the Core Sound on the 

rising tide would begin rushing out to sea, 

down through the Barden Inlet—the same 

channel through which the expedition had to 

pass. A late morning launch might mean 

being stuck in the Lookout Bight through the 

tide, and with low winds predicted in the 

afternoon, anyone who missed it might not 

make it the 20 miles to the abandoned gun 

club. 

George Broadlick sails his triple-reefed Bolger Sweet Pea into 

Lookout Bight. In the forground are Laguna Dos and Ember’s Watch 

both Jim Michalak designs. Photo by Andrew Linn. 

Camp was struck at the crack of dawn, coffee 

hastily swilled, breakfasts quickly gobbled, 

and then it was “up sail and cast off!” in the 

early morning light. Everyone made it 

through the channel and beat their way to 

the northeast—a long, wet slog against the 

short chop and winds from the east-northeast: 

“short boards” 

to the east (into the 

shallows next to the 

barrier islands) and 

long runs to the 

north-northwest. The 

winds dropped to 

less than five mph in 

the afternoon, and 

the fleet had to 

slowly pick their way 

through the shallows 

that surrounded the 

gun club—the 

Mikesboat, Embers 

Watch 

atch, captained by 

Laguna 

Photo by Andrew Linn. 

the elder Moffitt, 

crewed by Phil, and 

ballasted by Chuck “the Duck,” reached the 

docks first, followed closely by the Laguna in 

a nail-biter race at speeds of less than two 

knots. Thursday evening passed in calm 

enchantment—even the deerflies had 

disappeared, and instead the fields were 

filled with dancing fireflies as darkness fell. 

As sure as death and taxes, the wind rose up 

in the night, rising from nearly nothing to 

screaming-through-the-rigging in the wee 

hours. Friday’s dawn came with the now 

predictable ‘field of white horses’ and winds 

blowing like stink from the northeast. 

Weatherbound, the crews spent a frustrating 

morning sitting on the cinderblocks that used 

to make up the steps of the gun club. Sometime 

about 8:30 am, 

without comment or 

consultation, Tony 

Day of the Princess 

22, Susan G, cast 

off his hook, upped 

sail and started 

falling off to 

windward, looking 

like he was heading 

back downwind to 

Harker’s Island. The 

crews of the other 

boats watched as 

Susan G seemed to 

struggle, then start 

Ember’s Watch, 

sailing across the 

Sean Moffitt stretches out in the cockpit of Laguna Dos: Blue 

Laguna, while he and Mike Monies watch a ferry cross their path. 

sound, and as his sails were tiny points 

against the gray bulk of the mainland, finally 

rounded up and battled against the wind. At 

about this time, by unspoken agreement, the 

rest of the armada took to their boats and hit 

the waves. It was a long, wet slog to 

windward, bashing through steep chop and 

tossing spray while flying fish, wingless 

Ballyhoos, skittered and danced across the 

wavetops. 

The boats of the 2010 OBX130 made 

their way back to the docks at Cedar Island 

without incident, each crew helping the 

others trailer the boats and load up the gear. 

After a celebratory dinner in the restaurant at 

the Driftwood Inn, and one last night 

camping, the adventurers parted ways and 

headed back to their respective homes, 

comforted by new-found friendships forged 

by a shared struggle. 

To find out more about the OBX130— 

perhaps in preparation for your own future 

participation, please see http://obx130.com. 


At left, the “invasion” begins; blunderbuss at 

the ready, portside. Photo by Judie Bien. 

FMM@Cortez Builds a Spanish Longboat 

by Doug Calhoun 

The Florida Martime Museum at Cortez has 

continued its mission of building, restoring or 

reproducing boats of historical importance to 

Florida history. Museum volunteers replicated 

one of the earliest foreign boats to come to 

Florida’s shores, maybe even the first to 

arrive at the west coast: Hernando DeSoto’s 

longboat. The Spanish longboat was 

commissioned by the Director of DeSoto 

National Memorial Park, for use in reenactments 

as well as in parades and celebrations. 

The boat’s launching was part of a festival 

commemorating the Spanish arrival at la 

Florida in May of 1539. The site, in 

Bradenton, FL, is now a Federal Park bearing 

his name. 

Museum Director, Roger Allen, and Museum 

Boat Builder, Bob Pitt, worked together to 

come up with plans to ensure the 25’ boat 

looked historically accurate. The boat 

needed to be functional in very wearing 

circumstances, 

however; so they 

selected some 

modern materials. 

Built from 1/2” 

Okume plywood, 

with five planks on 

each side and 

doubled to an inch 

on the bottom, the 

boat looks like a 

large dory. Oars 

were made from cypress, oar locks fashioned 

from buttonwood, decks from Spanish cedar, 

and transom from 28 x 28” mahogany, to 

provide more traditional materials. 

The bottom was covered with fiberglass and 

Dynel. A stainless steel skid plate was added 

to the keel to reduce wear from the beach 

landings which will occur from reenactments 

of Hernando DeSoto’s invading soldiers. 

So many different skills were required that 

nearly every volunteer had a hand in 

building this 25’ boat. 

The boat needs a crew of at least seven 

people. It has thwarts for six oarsmen, 

another person mans the tiller, and there is 

room for others to fire guns at those on shore 

when the “invasion” commences . 

Above, the “invasion force” lands during a festival reenactment. 

Photo by Judie Bien. 

Above left, setting up the longboat molds, ribbands and garboard planking. Above right, the boat is planked up 


Above, turning over the five-plank hull. Bob Pitt, center, is conducting 

as Jerry Triolo, right, and Park Rangers Chuck Oshaben and Jose 

Asobeto, at bow, do the heavy lifting. At right, the newly-installed, 

replica cannon will add extra “firepower” for reenactment events. 

Several of the volunteers and Bob Pitt 

launched the boat at Emerson Park, across 

the river from DeSoto Park on April 24. Along 

with the park’s own volunteers, they helped 

DeSoto invade la Florida during a festival 

ceremony, at the site of the cross marking 

DeSoto’s landing place in 1539. 

When you are in the boat and someone fires 

a blunderbuss, the sound of the blast makes it 

easy to understand why natives who never 

heard one before would pull back and wait 

for another day. 

The Florida Maritime Museum at Cortez is 

located at 4415 119th St. West and is open 

Tuesday through Saturday from 8:30 a.m. to 

4:00 p.m. 

Unless indicated, photos by Doug Calhoun. 


A Tune-Up 

for Torch 

by Mike Wick 

Torch 

leads the way (with Tamwock 

to starboard and Wasp 

to port) in a fall 2007 A-cat 

outing. Courtesy of John Brady, Workshop on the Water director, members of the Delaware 

River chapter had a rare priviledge of crewing aboard these thoroughbreds. Photo by John 

Guidera. 

If you were a 28-foot, thoroughbred, catboat 

racing machine, you’d be tired too. 

That’s the way it is with Torch 

orch, a Barnegat 

Bay A-Cat that came into Independence 

Seaport’s Workshop on the Water for a tune 

up, before this year’s racing season. She was 

built in 2001, and holding her own with a 

fleet of several newer boats, but campaigning 

was hard on her structure. 

There are thirteen of these beautiful catboats 

that race each week of the summer on 

Barnegat Bay. All are high-maintenance 

racing machines that bring out the best in 

highly-motivated sailors and boatbuilders. In 

the past, they wouldn’t race if the wind was 

too strong, but each year the committee has 

moved up the threshold on wind strength, 

and the highly motivated owners have 

pushed their boats as hard as they were able, 

in one of the most unique one-design classes 

in the country. 

One problem these boats face is that the rig 

wants to go one way, and the hull—with 1600 

pounds of crew on the weather rail—wants to 

go another. The drive of the sails, instead of 

pushing Torch 

forward, twists the hull and 

causes her planks to spit caulking out of her 

seams. That is usually the first sign of trouble 

in carvel-planked hulls. 

So, Torch 

was brought back to the shop—for 

the winter months of 2009-2010— to cure 

her weaknesses and make her stronger and 

faster. How will John Brady make her 

stronger without 

making her heavy? 

A-Cats are supposed 

to weigh at least 

4700 pounds fully 

rigged and equipped 

for racing. At the 

beginning of the 

season, each boat is 

lifted up by a crane 

and weighed. If they 

are too light, they 

must carry extra 

ballast to fit the onedesign 

rules of the 

class. John has Torch 

orch 

enlisted a bathroom 

scale to keep track of 

her weight. It all 

sounds quite 

familiar; he has to take away weight as he 

adds structure to make her stronger. 

Torch 

was built with oak floorboards that are 

heaviest in the middle and taper toward the 

bow and the stern. They are the first thing to 

go. The crew trued up the floors so they are 

dead straight. Then he fastened a light and 

strong plywood floorboard to all the floors, 

making a box beam of the whole bilge. The 

floorboards and the floors become a single 

unit, so there is no movement in the mast 

step; its twist is distributed along the whole 

length of the hull. 

Next focus is the hull itself. See all that crew 

weight on the weather rail in the photo 

below? The shop crew learned a trick from 

building Silent Maid, a replica B-Cat. They 

crafted and fitted longitudinal plywood 

bulkheads that tie ribs, deck beams, and bunk 

tops together so that topsides, washboards, 

and internal structure make another 

boxbeam, strengthening the beamy hull. 

Weight on the garboards is spread away by 

the internal structure. The plywood would be 

heavy, but to lighten it, they cut stuffholes in 

the bulkheads. Presto, the interior is fitted 

with a series of handy lockers, but only 

lightweight stuff is allowed to be stowed. 

The combination of bilge boxbeam and 

washboard boxbeam won’t provide as much 

strength as the boat needs if they are allowed 

orch charges hard on the wind on Barnegat Bay. This photograph 

provided the inspiration for our front cover artist, John Guidera, to 

render the scene in watercolors (John also took the photo). At the 

tiller is Max Byar; his mother, Wendy, on mainsheet. Others aboard 

include John Brady, Dave Soltesz, Ed Smizer and Peter Byar, Wendy’s 

husband. 


Laminated web frames in Torch 

orch’s cabin tied the reinforcing boxbeam 

structures together. 

New cedar plank-edges were glued in routed slots. These will give a 

more consistent even seam for caulking. Bevels were cut to provide a 

thin groove in which to drive the cotton caulk. 

to move in relation to each other, so the crew 

built light laminated knees that tie both 

structures together. These knees will straddle 

the bunktops, but nobody ever sleeps in those 

bunks, anyway. Bunks and cabin are there 

just to comply with A-Cat rules. 

No boat can be fast without a smooth bottom. 

Once the internal structure was complete, 

the hull was turned over and the bottom 

planed, filled and sanded, until she is one 

giant convex bowl for minimum wetted 

surface exposed to the water. They painted 

her bottom with the latest bottom paint and 

popped her in the water so the hull absorbed 

as much moisture as possible before 

weighing with the rest of the fleet. Once 

these boats are commissioned, they may not 

be drysailed. If they are hauled to be 

scrubbed, they must go right back in the 

water and kept docked or moored in the 

water for the season. 

Her refit was closely inspected and met all 

the rules. This summer, Torch 

is right up 

there: in the top three of a fleet that is close 

to a dozen boats. This makes all the hard 

work worthwhile, knowing that she is strong 

and competitive once again. 

Many one-design class boats race on 

Barnegat Bay—scows, sneakboxes, Jet 14's 

and other fiberglass boats but none have the 

grace and beauty of the closely-matched 

fleet of big catboats. The fleet was only four 

boats in the 1940's and down to just one boat 

sailing in 1972, but the dedication of a few 

determined individuals has kept the fleet 

alive. Nelson Hartranft and Peter Kellogg 

stand out as individuals who worked to keep 

the class going. Mary Ann, Bat, and Lotus 

all date from the ‘20s, and have come 

through several rescues or rebuilds, but now 

many new boats, including Torch 

orch, will keep 

the graceful old ladies up to scratch. Long 

may they prosper. 

Above left, Gina Pickton drives in Starboard ® wedges to clamp new cedar plank-edging 

during glue-up. (Starboard ® material does not stick to epoxy, and a matching bevel was cut 

on it so both edges could be clamped square by driving it in). Above right, John Brady applies 

new seam compound over the cotton. Black compound was applied below the waterline; 

white compound was covered with hull paint when the topsides were repainted. Edges were 

protected by masking tape before compound was applied and leveled to help control the 

sticky mess. 

The completed hull, ready for another 

season of racing on the Bay. All photos on 

this page by Wendy Byar. 


The Sailing Oar 

by John Murray 

Part I: How, , and why, , I discovered that 

an oar moves forward instead of 

backward in the water during the 

rowing stroke. 

My failed experiment was a source of 

wonderment to me. How could my carefully 

designed swivelling blade oar be less 

efficient than a conventional oar? After all, it 

was in the book, well not quite, but it was on 

the Internet. Here is a description of how a 

racing oar works: 

The force from the blade on the water 

is generally normal (at right angles) to 

the blade surface at all times. The 

only exceptions to this are at the catch 

and the release. This force can be 

broken down into the following two 

components: 1) parallel to the 

direction of the boat, and 2) lateral to 

the direction of the boat. The lateral 

force does not contribute to the 

forward motion of the boat. Between 

70 and 110 degrees, the oar’s angle 

with the boat’s direction provides the 

greatest forward force on the boat. 

Ideally the rower’s force should be 

highest when the oar is in this 

position. (Virginia Technical Institute, 

Mechanical Engineering, Tidwell 

1998). 

So: “The lateral force does not contribute to 

the forward motion of the boat.” It seemed 

logical, so I made an oar (shown in the photo 

above) that is always at right angles to the 

boat to eliminate the lateral (sideways) force. 

What a disappointment! It was very easy to 

pull at the catch and release (above right) 

and not very efficient midstroke. However, it 

was a bit like going nowhere and moved the 

boat less than a conventional oar. I dumped 

the project, then gradually figured out why it 

didn’t work. Of course; at the catch the blade 

was going two thirds sideways, and only one 

third aft. Although it was easy to pull, two 

thirds of my action was being wasted. How 

then was the conventional oar so much more 

effective at other than right angles, when 

most of its energy was being wasted because 

“the lateral force does not contribute to the 

forward motion of the boat”? I have come to 

the following conclusions about this, 

especially for low load conditions. 

1. For a well designed curved blade, on a 

boat in motion, the water will flow over 

the blade at the catch, as the boat moves 

forward, in the same way as the wind 

blows over a sail and drives a boat to 

windward (see photos below). 

At left, the articulated oar blade swivels at 

right angles to travel. Its angle is controlled 

by a lanyard attached to the gunwale. 

This does not apply to a boat getting 

underway, as the blade will stall. This 

explains why starting strokes are short and 

close to right angles with the boat. Further 

readings on “hydrodynamic lift,” in 

relation to rowing, confirm my conclusion. 

They disclose the counterintuitive fact that 

the oar moves forward in the water, by 

around four inches, during the stroke. 

2. The lateral motion of the oar will now 

induce water to flow over the blade 

rearward, creating a forward thrust in 

return. 

3. Too much force on the oar, at the catch, 

will cause the oar to stall and create 

wasteful turbulence. 

4. The lower force, required to avoid 

turbulence, occurs naturally because of 

the smaller leverage offered the rower 

when making long strokes. 

5. Greater efficiency is offered at the catch, 

as the oar is moving sideways into clean 

water. The parallel to this is the greater 

efficiency of a sailing boat on a reach 

(catch) than a run (drive). 

6. When the oar is at right angles to the boat 

it loses energy through slippage (see 

diagram, above right, on page 19 ). This 

slippage amounts to about 30% at the tip, 

which travels furthest. This argues for a 

shorter wider blade, but for reasons of 

Above left and right: the Sailing oar, Mark I. At the catch, above left, the motion of the boat 

induces the water flow as shown. At the release, above right, the reverse occurs. The angle 

of flow over the blade corresponds to the angle of the oar in the water. 


The diagram at left, drawn by Cavan Lenaghan, shows a rower at the 

three stages of the same stroke. Dots represent the position of the 

blade in the water about every five degrees of stroke. Notice that the 

blade sails forward in the water. This “sailing” occurs for 60 degrees 

of catch and release, while stalling or moving back in the water 

occurs for 40 degrees of drive. (Data from Hydrodynamic Lift in the 

Rowing Strike. Ken Young, University of Washington, 5 June 1997). 

balance, and clearance on the return 

stroke, this is not practical beyond a 

certain point. 

My friend Colin Putt, who is a chartered 

Chemical Engineer 

and a seagoing 

adventurer, believes 

that the following 

effect also comes 

into play: “The oar 

acts like one blade 

of a centrifugal 

pump (which uses an 

impeller to throw 

water outwards 

through an exit). The 

oar acts to project a 

jet of water away 

from the centre of 

rotation, in this case 

the oarlock. The 

At left, a New 

Guinea paddle. 

curved end of the 

blade impels the 

water in a more 

effective direction 

for propulsion 

through most of the 

stroke.” This analysis 

bears thinking about 

especially when 

designing the blade. 

Years ago, I observed 

the native use 

of canoes on the 

remote island of 

Tagula, in New 

Guinea, where I had 

been shipwrecked. 

Although they had 

efficient paddles 

they would always 

use a pole to propel the canoes when the 

water was shallow enough. 

The pole had no slippage of course, and gave 

close to 100% efficiency (in contrast to 

estimated efficiencies of 70%-80% for oars). 

Natives would allow their weight to fall 

backwards off the canoe while poling and 

push themselves upright, at the last, in the 

most skilful manner. 

Excited about this interesting and counterintuitive 

theory of the sailing oar, I made a 

prototype oar that is shaped more like a sail 

to improve its performance. The leading 

edge is curved aft at 45 degrees to the line of 

the shaft and the blade is curved length ways 

and sideways to encourage non-turbulent 

flow. The angled flow necessitates curves 

across and along the blade. 

Testing with a hose (see photos below) 

showed the water attaching much better to 

the rear of the prototype. 

Now for the acid test; how would it work? 

Had I wasted my time again? 

I chose a calm day to test the oar down on 

the Hawkesbury River and opposed the 

prototype “sailing oar” against a more 

conventional blade of the same area. The 

test had to be done under calm conditions. If 

the boat was carefully rowed with equal 

force on each oar, prototype one side, it 

should turn away from the prototype if more 

efficient, and towards it if less efficient. After 

twenty careful test runs—eyes closed, eyes 

open—the dory consistently turned away 

from the prototype. It was even more effective 

when a long catch was used. Another 

continued on next page 

Above left: water does not attach to the rear of a more conventional blade. The blades use 

carbon fibre on the front (tension) side, and chopped-strand mat (better under compression) 

at the back. Above right: water attaches to the rear of the prototype for at least part of its 

length. This corresponds with the tip vortex forming futher down the blade at the catch. 


The Sailing Oar, cont’d. 

rower achieved the same result. The feel at the catch is of quite 

refined performance, with a pull propelling further than expected. 

Sometimes the laws of physics work against you. In this case not so, 

the prototype is very much stiffer because of its more compound 

shape. This enables a lighter blade that has the important effect of 

reducing outboard weight where such a reduction will have most 

effect. 

Where to from here? Well of course even more radical shapes are to 

be tested until the shape becomes too extreme. The blade will be 

married to a new design of shaft. 

It is more by accident than design that I have arrived at an efficient 

and radical way of making a stiff, light shaft. The cross-sectional shape 

goes by the rather awkward name of “isosceles trapezoid.” It was 

while I was playing around with different shapes that I was surprised 

to find that such a shape could rotate in the oarlock, as well as 

provide a flat section to match the D-shape oarlock. Since it had many 

other advantages I have been making oars using this shape. Well, you 

would not expect me to follow convention, would you? I will discuss 

its design and how to make it in the next issue. 

About the Author: John Murray invented and manufactures the 

Gaco oarlock: www.gacooarlocks.com. He comes from down under 

and has been rowing for longer than he cares to admit. He has built 

his own trimaran and sailed it around the world. He spent a year of 

his time sailing up and down the US east coast where he enjoyed the 

kindness, courtesy, and eccentricities of the American people. He has 

worked as an industrial chemist, science teacher, boat charterer and 

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and sleeves from Jamestown Distributors. 

Now in Our 27th Year! 

Monthly we arrive in your mail with interesting articles from our 

readers about dreaming of, designing, building or restoring, 

sailing, rowing, paddling and adventuring in small boats. Plus 

readers’ letters, Bolger on Design, featured columnists, advertising 

from boatbuilders, restorers, and suppliers of plans and material 

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San Diego Wooden Boat Festival 

by Kim Apel 

The Scuzbums have been participating 

individually and intermittently in the annual 

San Diego Wooden Boat Festival for many of 

the festival’s 14 years, but this year we got 

(somewhat) organized and put a record ten 

boats on display (June 19-20), literally “under 

the Scuzbum banner” at the Koehler Kraft 

boat yard on Shelter Island. All were wooden 

boats, home-built between 1962 and 2002, 

displaying the variety of wooden construction: 

strip-planked, plywood stitch-and-tape, 

ply-on-frame and so on. 

In addition to the eclectic assortment of 

Scuzbum craft, there was a shaded booth, 

At left, an overview of the 40-or-so big boats 

that made up the on-the-water display at the 

San Diego Wooden Boat Festival. 

staffed by friendly ‘Bums who chatted nonstop 

with each other and the numerous visitors. 

Mark Kovaletz made it doubly-educational by 

providing a display of “bird’s-mouth” sparmaking 

and hands-on instruction in 

“longboard” fairing, an essential technique 

of strip-planked boatbuilding. 

After setting up the exhibits Friday afternoon, 

Randy and Jeanne Ames hosted dinner at the 

nearby Silver Gate Yacht Club for exhibitors 

and families. Several out-of-towners had 

hotel reservations and made a family 

weekend out of the festival. The prevailing 

“June gloom” was actually welcome weather 

for the festival; bright sun would have been 

too much of a good thing. All that glossy 

varnish (everywhere you looked) and the 

pristine white deck and cockpit of Shawn 



San Diego Wooden Boat Festival, cont’d. 

Above, a view of the Scuzbum dry display area and glimpses of the 

nine boats on exhibit (one more was on the water). Below right, Mark 

Kovaletz’s strip-planked NS14 performance dinghy. 

first place among sailboats displayed “on the hard,” and both Shawn 

Payment’s and Kim Apel’s boats were also recognized. 

The ScuzMum didn’t originally expect to be in town for the festival, 

but her planned RV expedition to Nova Scotia was derailed by spiking 

gas costs. Unfortunate for Annie, but her presence was welcomed by 

the rest of us. Afterward, Annie thanked the exhibitors via email: 

Not only were your boats gorgeous (prize-winners all) but you 

were so friendly, helpful, knowledgeable, instructive, 

generous, and just plain good fun to be with. Our booth and 

your boats were the best there, and you guys showed a lot of 

class. You made people feel welcome, you told them about 

Payment’s just-restored Blue Jay could have caused permanent vision 

damage. 

Over 20 Scuzbums and their families participated as exhibitors or 

visitors. A few “dropout” Scuzbums who have been missing in action 

for years showed up, a pleasant surprise. The legendary Tony Groves 

was back in town, working at Koehler Kraft. The long-lost Joe Ditler, 

one of the original Scuzbums, came by the booth, as did Bret Morris. 

Scuzbums’ boats figured prominently in the “People’s Choice” awards 

for most popular boats on exhibit. Mark Kovaletz’ Grin-N-Tonic 

was 


your boats, showed them things, and 

all with a smile. You were wonderful. 

A lot of people have a really good 

feeling about Scuzbums, and all 

because of you. I don't know where 

you get all that energy, but it was a 

real pleasure to be in your company. I 

had a ball. 

Above left: Mike Kovaletz gives a longboard fairing demonstration. Above, Shawn Payment’s 

just-restored 1962 Blue Jay, on the hard. 


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Clockwise from far left, page 24: Kim Apel’s 17’ 2” sliding seat recreational rowing shell, 

designed by Glen-L; Amity, designed and built by Chuck Darragh, was one of the two 

steamboats giving free rides; a restored Thompson wood/canvas skiff on display; Shawn 

Payment’s Blue Jay underway; Randy Ames’ Patuxent Chesapeake Light Craft Kayak. 

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My Short, but Sweet, 

Relationship with Annie. 

by Bill Whalen 

1863: The war here in Florida was making 

things pretty miserable. The dang Yankees 

went and closed the Mississippi River—no 

more cattle or salt coming into the Confederate 

states. Then the know-it-alls running the 

state government, here in Florida, asked us 

for 10% of everything we grew—cows, corn, 

whatever…. Then I thought I was gonna be 

conscripted—they was calling everybody 

‘cept the preachers. I was worried. 

A few months ago, I heard from my Uncle 

Nick—on my father’s side—he left here 

about a year ago, took off and headed for the 

coast up around the Crystal River, near the 

Withlacoochee River. Some said he was 

avoiding being ‘scripted; Dad said Nick 

didn’t see the war the same way other folks 

did around here. 

Anyway, Uncle Nick asked me to come over 

to the coast to help him with a project. Seems 

there’s a good market for salt, and with all 

the salt water, and all the wood, and being 

far from the Yankee 

blockade ships, the 

coast over there was 

lookin’ pretty good. 

Then, I found out 

that a salt-maker 

can’t be drafted into 

the army, and that 

clinched the deal. 

I got over there and 

met Uncle Nick. He 

had gone into the 

hammocks outside of 

Crystal River and 

found an inlet creek 

out to the coast. 

There was plenty of dry wood about and we 

commenced to set up a salt still. Uncle Nick 

has a bunch of boys, carrying this big cane 

syrup boilin’ basin that we’re gonna use to 

evaporate salt water. And we’re gonna sell 

the salt we make. If we can get the salt out.... 

Well, Uncle Nick stayed there up by that 

inlet. He set up a heap of rocks to hold up the 

basin and got the boys to commence bringing 

in fire wood. He gave me a different job…. 

I had to go back to Crystal River and meet up 

with a few of Uncle Nick’s friends. They were 

gonna help me build a boat that we needed 

to get the salt out to the blockade runners. 

(Anyone dealin’ with the runners had to have 

a small boat. The runners was scared they’d 

get trapped if they got too close to the shore, 

beside it got pretty shallow ‘round this part of 

the coast.) 

Uncle Nick gave me the names of a couple of 

old men over there in Crystal River—Mister 

King and a guy called “Bosun”—who had 

built a couple of boats. Uncle Nick also gave 

me some money for liquor, but told me that 

I’d never get the boat finished if I started 

spreading the liquor money out before the 

work got done. I met up with the boatbuilder 

Uncle Nick sent me to and the first thing he 

asked me about was the liquor money. 

Bosun was from up north, around Virginia or 

Maryland. He said he learned how to build 

pretty good boats—he called them sharpies 

—by working for some guy named Harvey D. 

Grace. This Harvey D. Grace must have been 

a pretty good drinker too, cause Bosun sure 

learned that skill. 

Buildin’ a boat sounded interesting to me, so I 

started in asking questions of these so-called 

boat builders. “Bosun,” I said, “what kind of 

boat do I need here in Crystal River? “ 

Bosun snuffled. “Eh,” he said, “y’all can use 

just about any kind of boat here in Crystal 

River, a good sailin’ sharpie would be best.” 

“How much does a good Crystal River boat 

cost?” 

“A good boat in Crystal River is the cheapest 

you can find,” said King. “Nah,” said Bosun, 

giving King a good poke, “you gotta spend a 

lot of money on a boat!” 

“And how’s Crystal River as a home for a 

boat?” 

Mr. King grinned at me and said, “Crystal 

River is usually the last home for a boat.” 

Well I could tell from that bit of conversation 

that to get them to help me build a boat we’d 

have to continue our conversation at Burke’s 

ROB BARKER 

Wooden Boat Building 

and Repair 

615 MOYERS LANE 

EASTON, PA 18042 


Tavern. At Burke’s, Bosun and King became 

changed men, suddenly attentive to my every 

idea about boats and boatbuilding. 

Well, I followed the instructions of my Uncle 

Nick. The result of my dealing with them 

(which lasted long into the night) during 

which they introduced me to the musicians 

playing in the corner (the Yard Dogs, if I 

remember correctly), the bartender, Bosun’s 

cousins, King’s cousins, various hangers-on, 

and a know-it-all young lady who hung out 

with us tellin’ her “seagoing” escapades, her 

finding treasure and whatnot —was that I 

finally realized that I had contracted with this 

group to have a boat built. 

My head might have been bollixed up by all 

the drinking and talking because I agreed to 

pay ten dollars for the boat. Now I know that 

up around Cedar Keys a boat costs upwards 

of twenty-five dollars, but that’s because they 

got more money up there due to all the 

industry and the railroad and such. 

I regret to say that although I had contracted 

with this nefarious group to build a boat, no 

real boat was shown me, described to me, 

nor did I see a picture of one. Bosun 

produced a piece of paper filled with 

This is Mr. King cogitatin’ on the boat. 

numbers arranged in a puzzle-like configuration 

he called a table of offsets. 

It seemed to me he was trying to offset me 

from the boatbuilding money! 

Bosun, King and the rest of the group —after 

heavily imbibing of Burke’s best—absolutely 

convinced me that the numbers, symbols and 

hieroglyphics on that scrap of paper would 

produce the most seaworthy of craft. 

Early the next morning that crowd was 

gathered in the loft over the Crystal River 

Boat Builder’s shop. They were sitting around 

on the floor. No one knew what to do. 

Suddenly one person would show a spark of 

insight (or be aroused from his hangover) and 

place a mark upon the floor. Thereupon 

another would refute the first, telling him the 

mark was not fair. This went on for days. 

When they grew tired of these trivial 

arguments, boredom (and the thought of the 

balance remaining in Uncle Nick’s liquor 

fund) brought them to their feet and into the 

boatshop. 

With the lines they drew on the lofting floor, 

they made forms on which to build the boat. 

They also figured out the shape of the 

transom (the back of the boat) and the 

various angles of the chunk of wood in the 

stem (the front end). 

It turns out that those steps were very easy. It 

took many hours to connect the stem to the 

transom with the keelson (inside the boat on 

the bottom), the sheer battens (along the top 

edges of the boat) and the chine logs (which 

hold the sides onto the bottom). 

This here’s the stem; and here’s the stern 

(below). 

(Uncle Nick, I don’t know if you knew this, but 

at times during this stage, I made a few solo 

withdrawals from the liquid reserves of the 

boat fund.) 

After banging around, and bumping into 

each other, and fussin’ about lines and chines 

and futtocks, somebody said “lets put on the 

planks.” You could have heard a pin drop. 

Suddenly, these boatbuilders had to assemble 

something into boat-shape. 

Well, then the wrassling began. One guy 

would hold one end of the plank and press it 

into the stern and the guy holding the front 


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My Short, Sweet Relationship, cont’d. 

end would start yellin’. Then the guy on the 

front end would push the plank in and the 

guy in the back would start yellin’. 

Once, the guy in the front wasn’t paying any 

attention to the guy in the stern and the plank 

got nailed down. After that everyone got into 

the act and pretty soon all the planks were 

on. Then it was a race to get all the bottom 

planks on. They showed me how to caulk— 

Planks goin’ on. 

how to fill the gaps between the boards with 

cotton soaked in paint—they said that was 

gonna keep the boat from leaking. 

To be continued.... 

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Les Gunther 


Minutes of the Annual Traditional Small Craft Association Meeting 

June 20, 2010, South Haven, Michigan 

Meeting called to order by Pete Mathews, Vice President, at 10:10 Am 

in the Padnos Boat Shop of the Michigan Maritime Museum. 

Attending: David and Katherine Cockey, Peter Vermilya, David 

Ludwig, Pete Mathews, Jim Neal, Dick Dodsen, Sandy Bryson. Proxies: 

John Briggs, Phil Nager, Robert Mills, John Weiss, Dusty Dillion, Bob 

Pitt, David Green, John Hansen, Ned Asplundh, Charles Snow, 

Michael Bogoger, Jim Swallow, Andy Wolf for a total of 21 members, 

and a quorum. 

A motion was requested by Mathews to waive the reading of the 

minutes from the June 20, 2009 TSCA annual meeting. David Cockey 

supported the motion and Pete Vermilya seconded the motion. The 

minutes were accepted by acclamation. 

A brief financial report was made by Mathews based on the June 1, 

2009 to May 31, 2010 Financial Statement submitted by Charles H. 

Meyers, TSCA Treasurer. The statement showed income of $19,519.95 

and expenses of $17,295.92 for the period. A substantial bank 

balance exists at Key Bank of $30,000 in CDs. Total assets are 

$45,615.21 including interest on the CDs and a checking account 

balance. John Gardner Grant transfers in and out were $1,895 and 

$6,000. A motion to accept the Treasurer’s Report was requested by 

Mathews with support by Cockey and seconded by Dodsen. The report 

was accepted by acclamation. 

Mathews reported on the number of national members. There are 

currently 766 national members, which is a slight increase from 755 

in 2009. There are five more Sponsoring level members in 2010. The 

cost of membership retention, re: annual mailings to update memberships, 

is $422. There are 27 TSCA local chapters in 2010. 

David Cockey requested that an attorney write a clarification 

statement differentiating the status of the national organization as a 

501c3 entity and the local chapters, which are not 501c3 entities. In 

addition, he noted that further clarification of TSCA’s liability 

insurance for local events needs to be made. 

Mathews noted for the record John Weiss’ President’s Report in the 

Spring edition of the 2010 Ash Breeze. 

Jim Neal requested that a nation roster of the membership, including 

postal and email addresses, be created for distribution to members 

only. He felt that this would create a sense of TSCA as a national 

organization. Comments were made regarding privacy issues, and it 

was noted that members could opt out of being cited in the roster. It 

was also noted that vendors have access to TSCA members through 

advertisement in The Ash Breeze. 

There was no new business. 

David Cockey moved that the annual meeting be adjourned. Ludwig 

seconded. All ayes. 

The meeting was adjourned at 10:40 AM. 

Pete Mathews 

Secretary, Michigan Maritime Museum Chapter 

Traditional Small Craft Association 

canoenut@bciwildblue.com 

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SPECIALIZING IN 

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PINE ISLAND CAMP 

Founded in 1902, Pine Island is a boys’ camp that focuses on 

worthwhile outdoor activities. We have 13 wooden boats in use 

daily. No electricity on our island in Belgrade Lakes, Maine. 

Contact Ben Swan: benswan@pineisland.org 

Mike Wick 

Basement Boatyard 

134 E Main St. 

Moorestown, NJ 08057 

856-222-1216 

mikewick55@yahoo.com 

Damaged Copy? 

If your copy of Ash Breeze gets damaged in the 

mail, please let us know and we’ll gladly send a 

replacement. E-mail: mikewick55@yahoo.com or 

nasplundh@yahoo.com 

Address Changes 

If you notify ONLY the US Postal Service of an 

address change, that will not be enough to 

keep your copies of The Ash Breeze, and any 

other class of mail, other than First, arriving at the 

right place at the right time. To help us reduce 

postage costs and ensure that you don’t miss an 

issue, please send your new or forwarding address 

— 90 days in advance of your move — to 

the TSCA Secretary, PO Box 350, Mystic, CT 

06355. 


TSCA MEMBERSHIP FORM 

New Membership 

Membership Renewal/Upgrade 

Change of Address 

Individual/Family: $20 annually Sponsor: $50 annually Sponsor with ad: $60 annually 

Corporate Sponsor with ad: see below 

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Enclosed is my check for $ ______________________ made payable to TSCA. 

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E-mail ________________________________________________________________________________________________________________________ 

Mail to: Secretary, Traditional Small Craft Association, Inc., P. O. Box 350, Mystic, CT 06355. 

Note: Individual and Family Memberships qualify for one vote and one copy of each TSCA mailing. 

Family Memberships qualify all members of the immediate family to participate in all other TSCA activities. 

The Ash Breeze 

Winter 2010, volume 31, number 4 

Editorial Deadline: October 1, 2010 

Articles: 

The Ash Breeze is a member-supported 

publication; members are welcome to 

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TSCA Wares 

Back Issues: Original/duplicated back 

issues are available for $4 each plus 

postage. 

Volume 

Year 

Issue 

Newsletter .......... 1975-1977 ...... 1,2,3,4 

1 ........................ 1978 ............... 1,2,3,4 

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newal payment to the Secretary, PO Box 350, Mystic, CT 06355. Or, you 

Volume $10 additional, 31, Number per photo. 3 may send the address portion of the back cover with your payment. 31

The 

Ash Breeze 

The Traditional Small Craft Association, Inc. 

PO Box 350, Mystic, CT 06355 

Address Service Requested 

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Vol. 31, No. 3 -- Fall - Traditional Small Craft Association

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