Victuals Storage

A friend recently asked the excellent question of where I would be storing the provisions for the coming cruise.  I hope to store the bulk of the victuals in the cabin storage areas.

Port Side Storage

Port Side Storage

One advantage of this boat's "tumblehome" design where the sides bulge out is the reasonably good storage space that becomes available behind the backs of the setees in the main cabin.  Although the spaces are mirror images of each other I manage them differently.  On the port side I use large plastic storage containers to hold the bulk of the items.  This was to ensure that the supplies were protected from invasion  of water.  On the starboard side I use three small plastic containers at the bottom of the locker, but otherwise I simply us the space as one big storage box.  This system has worked so well that I haven't seen the need to use  big storage containers.  However,  I am careful to place all loose items in good quality zip lock bags for protection from both moisture and bugs.  I will also store items in the space above the starboard seat.

Below the seats is very little space for storage.  The water tanks take up the aft 2/3 of the spaces.  The remainder is taken up by a large 230 a/h gel battery on each side, and the water pressure and shower drain pumps on the starboard side.  On the port side there is a little space for storing diving masks, flippers, and a small battery charger.

The head provides generous shelf space for the storage of the usual bathroom things as well as general cleaning supplies for the boat.

Starboard Side Storage, with fishing gear fwd

Any provisions that won't fit into these spaces will likely wind up in the V-berth area up front because the aft quarter berth spaces are fully committed to boating hardware.

Provisioning Begins

Yesterday afternoon I took a bus to "Sam's Club", a big box store that in La Paz is a smaller version of the Costco's that I have visited in the USA.  They carried lines that either I had trouble finding in ordinary grocery stores (e.g. big bags of pecans) or were sold packaged on a scale useful for my needs (eg big 2.3 kg tins of whole powdered milk) so I paid the hefty 550 peso joining fee, which will probably be offset by the lower prices.

Portion of Day 1 hunting and gathering

I took one of my duffel bags in my back pack and returned with a hefty load that included 4.6 kg of powdered milk, 8 kg of rolled oats, and 10 kg of raisins.  I'll make regular visits to Sam's Club for the big and durable items, and rely on the ordinary stores for the smaller items.  In my last few days at La Paz I'll procure the perishable items.

It determining my quantities I had to keep reminding myself that although it is a long 10,000 miles to Cape Town the time involved will be around 12 or 13 weeks, which isn't too bad in provisioning terms for just one person.  I'm hoping that I'll be able to sail out with all of my provisions hidden away in the various holds. 

I've received a lot of good advice from the guys at the Palapa coffee group on where to get what.  It was Rick who suggested a visit to one of these Costco-like box stores.

And I've also gotten a few good laughs at the Palapa.  Last week I heard my comment of the year when the conversation got serious and somebody brought up the topic of the infamous, contentious, and highly emotive "Roe vs Wade" decision of the US Supreme Court on abortion rights.  "Row vs Wade?" asked John. "I don't dare for either.  That's why I have an outboard motor."  Ah, what a practical and healthy perspective on life!

Lazarette Cover Fitted

Cover normally zipped down

This morning I fitted the lazarette cover designed to prevent water from curling off the seat into the lazarette then finding its way into the bilge.  I fastened it down with thin strips of aluminum fixed to the fiberglass with screws, marked the material, then took it to Doug at Snug Harbor Sails who made the final trimming while we chatted about boats and sailing.

Cover unzipped for access to lazarette

I think that the system will work well, keeping most if not all water out of the lazarette, yet allowing easy access to the doors and most importantly, allowing me to use the seat in comfort.  Time will tell.  For now I will put the cover away until I am more than 20 degrees south of the equator.  At that time I will install the cover, bedding it down on a mild sealant such as silicone or 3M 4000.

Doings

Yesterday morning I made a request on the Club Cruceros radio net for four diesel 5-gallon plastic jerry cans.  I got a response and at 10 AM I purchased 2 new-looking ("used only once") containers at only 100 pesos each, and got to meet Robert, an interesting sailor.  That gives me a total of 40 gallons of diesel on deck, vs. 35 gallons in the internal tanks.  I'll be putting out a call for 2 more containers (and 2 extendable whisker poles).

I rode the bicycle into town and purchased more fabric, then carried the cushions from the navigation seat and the port quarter berth to Carmen's house, a very short walk from the marina.  Bob had given me good instructions, and the sight of Carmen under an open shelter at her machine and surrounded by fabric screamed out "I am a seamstress!" to the world.  I'll pick up the covered cushions next week.

I then went to Chedraui's for some food shopping, and continued my program of steadily bringing in provisions for the boat during my normal shopping visits.  I returned with ten 1-kg bags of rice (at only 10 pesos per kilo), and 6 more cans of sardines in tomato sauce, among other things.

After resumption of my strict diet during the 10 days since my return from the USA it dawned on me that it makes no sense to deprive myself of the culinary delights of La Paz when I'm facing the prospect of close to 3 months at sea with narrow and diminishing dietary choices.  So I had a hearty lunch of rice and sardines and in the evening had 5 beef tacos (arrachera) at Rancho Viejo.  (That first sip of margarita after 10 days of abstinence was indescribably good.)  From Chedraui I brought back bread and tomorrow I'll really go wild and bring back some butter.  I even plan to go completely out of control and visit the ice cream shop up the malecon.

Hilary is still a category 3 hurricane about 600 miles SW of La Paz.  It is expected to weaken but nevertheless dump a lot of welcome rain on central and northern Baja and southern Texas.

Talking to Fiji, Rail Timbers, Navigation Publications

Yesterday I rode the bicycle to the timber yard and got good help in selecting four 8-ft lengths with a profile of 3.5" x 1.5".  The wood looks like some sort of a pine because it is light in both color and weight, but it appears to be strong.  The man asked me how I was going to get the planks to the marina and I told him that I planned to carry them two at a time on my shoulder.  Without any hesitation he loaded the timber and my bicycle on the truck and off we went.  I gave the man 40 pesos (para dos cervezas, mi amigo) for his help, thinking that there are going to be a lot of things that I will miss about Mexico.

Last night I noticed that Ib and Yadranka were up on Skype so I called them and we had our first conversation since they left La Paz last January.  They are in Fiji now, enjoying the place and also having work done on their boat.  I contacted them just in time because in about a week they will push on to New Caledonia then on to their home port in Bundaberg, Queensland in Australia.
Ib told me something that may be very helpful to me in the coming cruise.  He said that he had not used his mainsail since Mexico.  He got tired of reefing the mainsail so he put up his storm trysail and used it all the way across the South Pacific.  That meant that he had no boom to deal with, no reefing to do, and was working with a tame loose-footed small sail.  He reckons that he lost only about a half knot in speed and the tradeoff was worth it.  It had crossed my mind to use only my trysail as I approach the Horn and now I am more likely to do it. The trysail will leave me prepared me for the unexpected (e.g. strong gust of wind, heavy "rogue" wave) and have me ready for heaving to.

1. Bob Carroll arriving for a visit

I began the day by putting up the rail timbers for the spare fuel containers.  The first photograph catches a glimpse of Bob Carroll who paid a visit where we wound up discussing my route to the Horn with charts from Ocean Passages in front of us.  He brought an example of a pilot chart which was to inspire me to do some productive downloading from the internet later in the day.  We then discussed various techniques of downwind sailing and I've yet to decide on what to try out (e.g. Asymmetrical spinnaker? Twin headsails? Headsail with staysail?)  I've never been inclined to pole out a sail, and now that I've sold my heavy spinnaker pole I would have a real challenge in figuring out how to hold the headsails out.

2. Port Side, roller furler line underneath

Anyway, after some measuring and drilling I put up the rail timbers, using thin rope to fasten the timber to the stanchions. Note in the second photo showing the port side timbers how the lower board will sit on the bollards, allowing free run to the white roller furler line running along the deck.  The third photo shows the lower board on the starboard side riding above the bollards, which are in use.  I'll probably lower this board when I am on my way.

The final photo shows 5 containers fitting comfortably on the starboard side.  This means that I have the capacity to carry four more 5-gallon containers on deck than I had planned, making a total of 50 gallons of spare diesel on deck.  (I've had trouble finding the amber diesel containers and have been forced to purchase the red gasoline containers.)

3. Starboard side

In the afternoon I searched the internet for pilot charts and hit pay dirt.  I've downloaded pilot charts of the South Pacific for November and December, the South Atlantic for December and January, and the Indian Ocean for February and March. These charts are an image of the paper version but better in that I can zoom up as much as I want to for a comfortable inspection of an area.

4. Note ample room for jib block and walking

I kept looking for material and downloaded the Pub. No. 229 sight reduction tables, volumes 1-5, covering the latitudes from 0 to 75 degrees.  This solves a problem that has been worrying me, the fact that I have only volumes 2 and 3 on board, covering latitudes 15 to 45 degrees.  These tables provide an easy look-up way of solving the spherical triangle in celestial navigation.  This could be done by computation, but first I would have to figure out how to do it from my copy of Bowditch.

I'll be making copies of these publications in each of my 3 computers and two of my external disc drives.

Spare Fuel Part One

I'll begin by quoting three paragraphs from my blog entry of 27 Feb 2011:

At the start of our cruise there were 25.5 engine hours on the clock and the diesel tanks were full.
At the end of the cruise there were 61.4 engine hours on the clock and it took 108 liters to top up the fuel tanks.  This represents a consumption of 3.01 liters per hour.

I looked back at my records, and the SABB engine was remarkably consistent in its fuel consumption of 2.3 liters an hour.  However, Brenda agrees that we tended to drive the SABB a lot easier that we do the new Volvo. 

At that rate Pachuca's 140 liter fuel capacity will provide about 47 hours of running.  However, I would expect at least 50% more hours if we use the engine solely to recharge our batteries (and provide some heat) during our long passage around the Horn.  That means 70 days if we run the engine an average of one hour per day.

Some of my assumptions may have been a bit rosy.   I can't be sure that fuel consumption will drop to 1.5 liters per hour when motoring along at low revs in order to charge up the batteries.  And I'm not sure that I can restrict engine runs to an average of 1 hour per day.  On the other hand, I expect a lot of help from the solar panels during the first month of the leg to the Horn.  As we get further south the wind charger will make a better contribution and the refrigerator will have to work less hard and eventually not work at all when I shut it down.  In any event I expect the passage to Cape Town to take 100 days, much longer than the 70 days of available fuel in that earlier estimate.  It didn't take me long to conclude that I would have to carry more fuel, and that fuel would be carried on deck because there won't be room either below or in the lazarette.

I already had on board 1 x 20 liter and 2 x 10 liter containers, yielding 40 liters, or just over 10 gallons of spare fuel.

Today I purchased 2 x 20 liter and 3 x 23 liter containers yielding 109 liters, or just over 28 gallons.

That will provide a total of 149 liters, or 38 gallons of spare fuel, which will be more that the 140 liters that I carry in the internal tanks.

The total fuel supply of 289 liters, or 76 gallons, should see me OK to Cape Town.

Part 2 of the project is to set up timber rails between two stanchions on each side of the deck to provide a base on which to securely lash the containers.

Carbon Monoxide Detector Installed

Preparing fuse protected power

In the early afternoon I installed the carbon monoxide (CO) detector (Safe T Alert model 60-541).  The job took me two hours, but I love taking all of the time that I need to do a job.

Back of panel.  Note handy + and - bus bars

I decided to place the unit under the secondary switch panel because it has plenty of spare room and it would place the detector centrally in the forward bulkhead of the cabin.  Power to the this panel is supplied via a 10 amp breaker on the main switch panel at the navigation station.  The installation instructions called for a 1 amp fuse but the set of fuses that I had purchased in Tahiti ranged from 3 amp to 30 amp, so a 3 amp fuse it was.

Detector under switch panel

Good supply of fuses

I'm very impressed with the unit. It can function with as little as 7 volts of power, which means that it will be going when all other electrical equipment is dead.  (Strangely, the gas detector is the first item to fail on a falling voltage.)  It has a 5 year life and has an End of Life signal to warn that replacement is due.  It can be interrogated to report on the approximate level of CO that activated the alarm. And it has a self test feature.

Spray Dodger Back On

1. No Dodger

2. Dodger with Window Covers

Francisco brought the repaired spray dodger yesterday morning as promised.  His work was good and I was happy with the price that I paid.  Bob Carroll was on board with one of his boat cushions to discuss work that he wanted done.

This morning I put the dodger up and welcomed the added privacy from passers by on the jetty as much as the sun protection for the windows.  While I was at it I put up the "link sheet" that spans the gap between the bimini and the spray dodger.  Then I zipped on the port cockpit sun screen to protect the cockpit from the morning sun.  I need to take every practical measure to keep the boat as cool as possible.  Today the temperature peaked at 101.9F compared yesterday's 104F.

3. With Link Sheet

4. With Port sun Screen

5. Looking Out Through Sun Screen

Francisco discussing job with Bob

I may have to take the canvas back down in a few days because "Hilary" has become a fully fledged hurricane and is predicted to pass comfortably west of La Paz in about 5 days (http://eebmike.com/), but one never tell with a hurricane.

Boat Heater Up and Running

I managed to finish the installation of the Red Dot boat heater yesterday, although it was a hot and long day for me that finished at 6 PM.

Heater tucked in between lower step supports

After taking some measurements I set off for the hose specialist with a note in Spanish stating that I I needed hosing to pass cooling water from the diesel engine to a boat heater.  I specified a length of 2.2 meters and gave him a hose connector for the diameter.  While he was selecting the hose I stated "por agua caliente" just to be sure that he chose something that resists temperature.  I walked out with a coil of "GATES 10LOC 5/8 INCH 300 PSI WP LOCK-ON" which is  fuel line for gasoline or diesel, as well as 4 clamps.

I then dropped by Seamar and purchased 3 meters of marine grade 10-gauge 3 core wire.  I could have gotten away with 12 gauge but I saw no harm (other than to the wallet) of trying to minimize electrical resistance.

Round silver pull switch at left of main switches

Back at the boat I began the task of physically mounting the heater, which is conceptually simple but made difficult in practice because of the tight space and very little tolerances.  Using the Dremmel tool I shaved off 3 mm off each side of the mounting bracket so that it would fit between the step supports.  Then came the painful process of bolting on the mounting brackets.  The lower pre-drilled holes on the bracket were OK, but I had to drill new uppers at about 2/3 of the way up to avoid a piece of timber framing running inside of the housing along the top of the bracket.  There were problems associated with drilling so close to side surfaces and fitting the bolts inside of a channel only 20 mm wide.

My biggest worry was fitting the hoses into the back of the unit.  The heater hose connection pipes had to pass through 1/2 inch of wood and if there was not enough pipe showing to enable me to put on the clamps then I'd lose several more hours enlarging the holes.  Fortunately the hoses fit nicely over the pipes, well inside of the wood surface, and there seemed to be enough room for the clamps. 

I removed the outlet and inlet plugs from the Volvo engine in order to fit the connectors and noted what appeared to be the remnants of a white thread sealant.  I telephoned Mark for advice and just as well, because not just any sealant will do, given the high temperatures and antifreeze coolant that it must deal with.  I then rummaged though my stores and found a tube of head gasket sealant that had been on board Pachuca when I purchased her.  The material inside seemed supple enough.  I phoned Mark again and after describing the color (a brownish black) and reading that it would not harden he said that it was worth a try.  I made the hose connections (outlet from engine to inlet of heater and vice versa) and opened the two engine coolant valves.

Return hose looping up from the left

After checking the oil level (spot on!) and opening the raw water and exhaust skin valves I started the engine, a container of coolant in hand.  My first concern was the level of engine coolant.  As it dropped because coolant was now filling the hoses and heater I added more, maintaining the proper level.  I figure that I had to add just over a half liter of coolant.  Once the coolant level had stabilized I used a lamp to meticulously inspect for leaks.  There were no leaks.  (YES!)  I then watch the engine temperature settle to a steady state 195-200 F and felt that the heater hoses were warm.  At that near boiling temperature I figured that the heater should be very effective while the engine is running.

Hose from yellow switch at right to heater, lower left

This success revived me and I decided to push on and complete the installation of the switch.  I took power from  the 15 amp  "cabin lights" breaker and for good measure fitted an in-line 15 amp fuse. I sited the switch away from the crowded electrical panel door in a location that made the mounting of the switch very easy.  After some tests to see what wire should go where I set up the switch and at the first stage of the pull I had low speed on the fan (pushing air the correct way), and at the second stage (fully out) I had high speed.  The wiring and crimping work were good the first time.  (YES AGAIN!)

I've been very lucky that this boat has offered me that one and only position in which to fit the heater.  It meets the criterion that the heater must be below the level of the engine's cooling system.  It has minimized the total hosing run to a miserly 1.2 meters and kept it out of the bilge, with likely immersion in cold bilge water.   It's out of the way.  It sucks in air pre-heated by the engine.

Back in Harness

Yesterday, Sunday, I finished unpacking and tidying up the boat then began to think about the Red Dot heater installation.  I soon realized that I would have to cut only a round 6" diameter hole instead of the larger rectangular hole that I had anticipated.  I sent a message to Bob asking to borrow his electric drill and mentioned my plan of taking the bus to Home Depot the following day in the hopes of finding a 6" hole cutter.

Heater Holes Cut With Electric Tools

In the afternoon I took the bicycle to Chedraui for some serious grocery shopping and returned with a load of fresh fish and plenty of fruit and vegetables.  Unfortunately the mangos and strawberries have disappeared from the shelves but I made up for it with plums and kiwi fruit. I didn't bring back any beer.  I had purchased an 8-pack of Pacifico Clara beer on Saturday afternoon and by Sunday night it was all gone.  It was time to climb on the wagon and clean up my act, and  I think of that 8-pack was my Farewell To Harms.

That evening I read Bob's reply in which he suggested that a "Sawzall" might do for the hole cutting job.  I didn't know what a Sawzall was but from his description it sounded like just the thing, so  I asked him to bring it.  He told me to expect him at 10 AM today.

Heater in Position.  Note Mounting Frame.

I dropped by the "palapa" coffee group this morning and let Al, Rick, Dan and Ken know that I was back.  John dropped by and I put the bite on him for his Dremmel tool so that I could trim off 3 mm from each side of the heater mounting frame.  He had it out on loan but he expected it back today. 

View of Back of Heater from Engine Compartment

I asked the group for advice on a problem that I had with my spray dodger.  When removing it before my trip to the USA I had noticed a 1.5" slit on the port plastic window.  I was hoping that there was some magic tape, glue, or welding technique by which I could repair it.  The firm opinion was that the entire window would have to be replaced, and if I left it as is the slit would get larger and larger.  Rick suggested the man to do it, asked if I wanted him to make a call, which I agreed to.  Thirty minutes later Francisco Javier Rodriques Alvarado was aboard Pachuca to look at the job.  By then Bob was on board which was a good thing because he made a good suggestion regarding my dodger and also wanted to see Francisco about a job for himself.

Bob's suggestion that covers might be a good idea because they would protect the windows from the sun when the boat was not under way.  Francisco said that the dodger was in good enough shape to warrant the covers so I agreed.  The replacement panel and two covers will cost 3000 pesos.  Amazingly, Francisco will return the dodger in only two days. 

Outlet Connection to Heater.  Note Shutoff Valve.

Once I saw the Sawzall I recognized the tool and it indeed looked like just what I needed.  I played around with it in the confined work space and it looked like I'd have enough maneuvering room.  In the Sawzall case were also two brand new wood blades.

After marking the area with cross hairs and a 6" circle I drilled a two starter holes at the top using a 37 mm spade.  Bob's drill was indispensable for this because my portable drill would not have had the torque to drive the spade.  I put on ear plugs and safety glasses then it was Show Time with the Sawzall.  The job went very well because the new blade made the cutting easy.  I couldn't cut the top of the circle because of a piece of framing, so there is a cord of about 3" at the top.  I then used the 37 mm spade to drill the two holes for the hose connections.  The holes had to be that large to accommodate the hose and clamps.

I then decided to call it a day, satisfied with the result and no major stuffups in measuring or cutting.  After 30 minutes of careful cleaning the sawdust from the engine bay and bilge it was 2.30 PM and the cabin temperature was nudging up to 103F.

An hour later I was woken from a nap by a knock on the hull.  It was John, delivering his Dremmel tool. 

With friends like that you can't go wrong.

Big Day with Simeon Baldwin

Although Simeon and I had missed each other at the PTWBF we were able to quickly establish contact via email and agreed to meet at the PT Co-Op at 10 AM on Wednesday morning.  So on Tuesday night I was a guest of Jean at Kala Point which gave me an opportunity to spend time with her and Blackberry (her personable cat) on Tuesday afternoon and Wednesday morning.

Simeon with Josh Colvin

Simeon unveiling SCAMP No. 1

I arrived at the Co-Op 20 minutes early and settled down with a superb Peru coffee at the bargain price of 71 cents and enjoyed watching the activities of just another day at the Co-Op.  The place reflected the deep hippie roots of Port Townsend with the sights and scents of the wide variety of organic and health products on offer as well as the dress and calm demeanor of the customers.  The younger people had an updated look that included face piercings and tattoos.  Some of the older ones were straight out of Central Casting, locked in the '60s and exhibiting no desire to escape.

Soon after pouring myself a second cup of a French-Italian blend Simeon showed up, exactly on time.  It was great to see him again and we agreed that it was probably for the best that we had met after the hustle and bustle of the Boat Festival.  He soon asked me if I could do him a favor and it turned out that it was he doing me the favor and an honor.  He produced a very sturdy and well made burgee with the black lantern symbol of SCAMP boats and asked me if I would take it around the Horn and bring it back to Port Townsend.  Better yet, it would bear the signature of the New Zealander John Welsford, the highly reputed designer of the SCAMP and many other boats (http://www.jwboatdesigns.co.nz/plans/plans.htm).  John had participated in the Boat Festival (where to my regret I missed his presentation) and was flying out that afternoon to the East Coast undoubtedly to deliver more presentations.

SCAMP Burgee for the Horn

John Welsford Signing Burgee, Peter Leenhouts at Left

I left the RX7 at the Co-Op and rode with Simeon in his Prius to the home of Josh Colvin, editor of Small Craft Advisor magazine, where I met Josh in his spacious new SCA office.  It was in the garage below where I was privileged to get an inspection tour of SCAMP No. 1 by Simeon, the SCAMP Project Development Director.  This was the prototype of the design, as well as the first off of the CNC (Computer Numerical Control) kits, and was built at the NorthWest Maritime Center (NWMC)

Burgee Signed, Now Comes the Hard Part

To the casual eye a SCAMP in the water may look like a toy boat but believe me, it is an  extremely well designed and built serious "Mini Microcruiser" capable of extended coastal cruising.  When he finishes his own build, Simeon has plans to sail his in the waters between Puget Sound and Canada and perhaps even around Vancouver Island.  The boat has an off center swing keel (to allow sleeping room in the cockpit), has a generous amount of waterproof compartmentation for storage and buoyancy, a clever and easy way of loading the 20 gallons of water ballast, and sails under an unstayed balanced lug rig carrying 100 sq ft of sail.  It measures just under 12 ft in length which makes it easily trailerable and better yet is short enough to avoid licensing in many states including neighboring Oregon.  I saw videos of capsize tests where the biggest problem was getting the boat to capsize.  Righting it was easy.  

The following videos are interesting:

1. Howard Rice playing with SCAMP in Mystery Bay: http://smallcraftadvisor.com/our-blog/short-scamp-video-clip.html

2. Static capsize test at Hudson Point Marina: http://www.youtube.com/watch?v=du9lvJNVqnk&feature=results_video&playnext=1&list=PL002E84E14DBCACD5

3. Open water active capsize in Port Townsend Bay: http://www.youtube.com/watch?v=wRZNWAkdkXM

4. Easy Port Townsend Bay sail with Josh Colvin: http://www.youtube.com/watch?v=hTKWlhlcXPE

5. Dan Phy's SCAMP (the second build at NWMC) sailing on San Francisco Bay: http://www.youtube.com/watch?v=I0C6Mr1HmPc

6. Redfish Kayaks: http://www.redfishkayak.com/

7. Gig Harbor Boat Works: http://www.ghboats.com/2011/08/scamp/

Restoration Project

Great Training Project

The SCAMP plans have been digitized and kits can be shipped all over the world, from Port Townsend or agents in UK and Australia.  In addition to kits, plans alone may be purchased, and some owners are having their SCAMP partially or fully built by commercial builders. There is even a nearby boatyard that will be producing an initial run of 6 fiberglass SCAMPs. The SCAMP that Simeon showed me was of top quality marine ply with 3 coats of expoxy then the paint on top. 

We had missed John Welsford who had visited with Josh and SCAMP by minutes so made haste to the home of Peter and Helen Leenhoutrs in nearby Port Ludlow.  Peter is a  Board member of the Northwest School of Wooden Boatbuilding in Port Hadlock.  I met Peter and his wife Helen, and John Welsford and his wife Denny.  We had a short conversation then John autographed the burgee and we left soon after because Peter would soon be driving John and his wife to the Bainbridge Island ferry and then on to the SEATAC airport for their flight out.

62 ft sloop under construction

Sleek and Fair Hull

Simeon with End of Bow

The we drove to the NorthWest School of Wooden Boatbuilding where Simeon led me on a comprehensive tour of the facilities.  The highlight for me was watching work on a 62-ft sloop. The school is thriving, with recent accreditation from the US government allowing study to veterans under the "GI Bill".  Before we left we had a look into a particularly charming building that had caught my eye.  It was the Ajax cafe which is open for evening meals and has a good reputation.

On the way back to Port Townsend we visited the factory of Joe Greenly of Redfish Kayaks, who builds light cedar-strip wooden kayaks of exquisite design and craftsmanship.  I had never seen boat work like that before.  Joe showed us perfectly fitting access covers that go "thonk"when pulled into position by strong magnets.  Joe told me that he had conceived and designed the system himself.  He ships his Kayaks all over the USA and probably beyond.

Maritime Wisdom at School Office

The One and Only

The Ajax Cafe

Joe Greenly's Redfish Kayaks

Joe Greenly, a world class craftsman who obviously loves his work. Note well fitting hatch cover on kayak.

Then it was time to part.  At the Co-Op car park I told Simeon that I absolutely had to get around the Horn safely now that I was carrying the SCAMP burgee.  I then drove back to Kala Point to have a late lunch with Jean and soon headed back to Kingston, thinking what a great finale to my visits to Port Townsend it had been for me.

Back in La Paz

The trip from Kingston to La Paz went better than I had hoped.

At the Morales Hacienda we all got about an hour's sleep then woke up in order to leave the house at 2.20 AM to meet the Airporter bus transport at Paulsbo at 3 AM.  Fortunately I had completed the bulk of the packing by mid afternoon so all I had to do was to wake up at 1 AM so that I could shower and pack the last minute things.  The two US Navy duffle bags that I had purchased early in my visit turned out to be perfect for the job.  I was able to set out with the two bags, weighing 38 lb and 43 lb (50 lb limit) for the cargo hold and my backpack and computer as carry-on.

Denver the Dog knew that somebody was leaving and looked sad.  I dropped into doggie mode to say goodbye on his terms, and apologized for having bitten him on the tail so hard.  He seemed a bit mollified.  I thanked Sandra for taking such good care of me and she told me to be careful and always tether myself on the coming sail.  Then Arnold and I set off for the pickup point and we arrived early enough to have a good cup of coffee and a chat.  Then the Airporter arrived and it was time to get into travel mode.

I was dropped off at SeaTac airport just before 5 AM and boarding began at 6.30  AM.  I was grateful for the early arrival because I needed most of that 1.5 hours available to me.  At the baggage checking I expressed concern that there was a span of exactly 30 minutes between the arrival of my flight at LA and the departure of the next flight to La Paz.  Indeed, as I would be landing, boarding would start.  The lady asked me if I had put together my own bookings.  I replied that I had selected the option that Alaska Airlines had offered.  She said that 30 minutes was a bit tight and usually they have a 1 hour minimum, and would I like to leave on a later flight?  I put the ball back in her court by stating that I would rely on the expert advice of AA.  She checked and confirmed that my flights were a standard AA offering.  Fine, I asked, will the connecting flight be on the same terminal?  She couldn't answer.  She checked in my bags and told me that I'd be OK.  I knew that if the connecting flight was in another terminal I would be in big trouble.

We got  into LA a few minutes late and while we were waiting for the OK to disembark I noticed that the airplane docking facility at the right was labeled "30".  I knew that I needed gate 32 so with luck I was on gate 31 and the connecting plane was one gate over to the left.  And so it was.  Because I was at the back of the incoming plane I was one of the last to emerge. I headed for gate 32, the agent asked "Mr Morales?", I said yes, presented my boarding pass, then they unlocked the gate door asking me to inform the agent at the plane that I was the last passenger.  So I have to credit AA with knowing what they are doing.  I suspect that the plane to La Paz would have been held up for me had I been later.

 The next hurdle was Mexican Customs, and I expected a long delay.  I went in figuring that emptying my bags and going through every item was their problem and not mine.  I had plenty of time and was prepared to display and describe every item of my luggage. The bags went through the scanning process and the official, who spoke good English, asked me about the equipment in the box.  I replied that it was a heater for my boat and presented my TIP (Temporary Importation Permit) which allows me to bring in boat items duty free.  She asked how much it cost and I replied about $180.  She asked if I had an invoice and I produced the one that Mark had provided me and pointed to the price of $182.  She asked if I was captain of the boat.  I replied that I was indeed captain and owner (or why else would I have been given a TIP?).  On that she waved me through without physically inspecting any of my luggage.  There was no discussion of the new GPS in my computer bag, the many yards of spinnaker halyard, the carbon monoxide detector,  the storm jib, etc etc etc.  This was all to the advantage of Customs because ultimately I was entitled to bring these items in duty free, so they had saved themselves a lot of trouble.

Duffle Bags in Cargo, Back Pack and Laptop in Cabin

Fitted Seat Covers

The taxi dropped me off at the Marina de La Paz at 3 PM and  I found everything to be in order. First of all, there had not been a hurricane and the marina was carrying on in peace and harmony.  My bicycle was next to the gate untouched, and somebody had cleaned outside of the boat.  Noe had left a welcome message in Spanish.  Inside, the first thing I noticed was the marvelous fitted covers that Bob Carrol had produced for the cabin settees.  I didn't waste much time in connecting Pachuca to electric power and internet, then unpacked the duffle bags.  It appeared that everything had survived the journey intact: e.g. 16 pairs of new glasses, the new boating equipment, the sprouts, the 9 lbs of almonds, etc.

When I returned to the boat after purchasing an 8-pack of cold beer I noted that the cabin temperature was 103 degrees which explained why I had been wringing wet in sweat since arriving at the marina.  The beer would give me energy to write this blog and get out some messages, then I would head for the shower followed by a meal at the marina restaurant.  After that I hoped to return to the boat, crash out, and probably wake up in the morning feeling that my exciting four weeks in the Northwest had been just a dream.

Visit to Mark and Chris's Property

Loading the Muzzle

Ramming Down the Apple

Arming the Breech

Fire at Will!

I visited Mark and Chris Jochem for dinner on Tuesday evening.  As in my previous visit, I met him at his business at the Port Townsend Boat Haven and followed him to his property a few miles south of Port Hadlock.  A review of my blog entry of 30 Dec 2011 (http://pachucaroundtheworld.blogspot.com/search?q=dinner+at+mark%27s) in which I described the interesting house, sauna, and gardens would be worth the effort. 

After greeting Chris and son Seth, Mark took me on a tour of the property.  I wouldn't be able to enumerate the amazing variety of fruit and vegetables that they are growin: from potatoes and carrots in the ground to a wide variety of berries, peppers, tomatoes, etc on the ground, to trees laden with apples, figs, and citrus.  I got to sample some produce along the way.  There was a small tomato that seemed to have the flavor of a big tomato concentrated in its smaller volume, and blackberries so big and juicy that rather than chew them I would squeeze them with my tongue to get their burst of flavor.  Yum.  Mark told me that they sell a few eggs but everything else is consumed by the family.

Chicken Coop in Background

Mark

Mark has begun work on a project to put up a large green house 30 ft long and over 20 ft wide.  It will have a system of circulating relatively warm air from the top of the green house to the soil below via slotted plastic pipes set in small rocks.  Unfortunately trees had to be cut down and their stumps removed. and he showed me a resulting serious stack of logs, mostly Douglas Fir.

I recently commented that I am a better engineer than a grower in the garden. Here there seemed to be a happy partnership where Mark covers the engineering side and Chris covers the growing side.

Mark asked me if I knew what a potato gun is.  Remembering how we used to ram potatoes up car exhaust pipes as naughty pre teenagers I asked if it was something that you blew through.  Not quite.  It was more of a cannon that was firing apples on this day.  It was remarkably similar to artillery of yore: ram the shot (apple) down the barrel, squirt gas from an aerosol can into the breech, close the breech, aim the cannon, and flick a lever that causes a spark.  We were sending apples a full 100 yards up to the top of the tall trees in the hill above us.  Amazing.  ... Good thing I didn't know about this in my early years.  They are not illegal but could do some serious damage.

We then sat down for a very pleasant and relaxed dinner where I got to know Chris a bit better and met attractive daughter Hanna for the first time.  Hanna is about to begin studies at college but is thinking of visiting Mexico and was interested in my experiences there. 

It was a good visit and I hope to see everyone again when I return to Port Townsend.