Seven am to 2 pm. We motor sailed down the St. Marys River and out of the Potomac. When we turned north in the Bay, we jibed the main, replaced the small jib with the Genoa, shut off the noise and enjoyed a wonderful beamy port reach, almost to the mouth of the Patuxent River. Here we are passing behind Point No Point Light, with plenty of depth for us.

We were doing seven plus, with favorable tide but the wind gradually diminished. The seas were glassy, indicating no wind, but the wind indicator, 63.5 feet above the water, showed some wind and we were moving at four knots, well above the rate of the tidal flow. But the wind gradually slowed, as did our speed,  to three knots, to two, and then we turned on the engine again. Solomons is only about ten miles from St. Marys as the crow flies, across the neck of land between the Potomac and the Patuxent, but almost four times as far by sea.
We had been to Solomons in 2006, when we docked at the Yacht Club. In 2012, we missed this port when we holed up during a windstorm. This time the threat of another thunderstorm caused us to moor ($30/night) at Zahnisers Marina, at the pencil point. It has been warm and sunny here by day.

We have use of their dinghy dock, showers, garbage disposal, swimming pool (though we did not use it) and loaner bikes. Solomons was bought by Isaac Solomon in 1865 to use as a trading and fish packing place. It was an island then but land fill at the far end attached it to the land. This place is chock full of 17 marinas, yacht Clubs and boat yards, with room to anchor in the other inlets up the eastern branches (the chart is unfortunately displayed with west at the top). We took showers, and used their bikes to go shopping and then to dinner at the eclectic CD Cafe. Our marina also has a barbecue area, (but we did not have charcoal). There we met the owners of s/v Baby B, a Saga 40, in great condition. Many people keep their boats here and drive for hours to enjoy them on weekends.
The first half of our lay day was for chores and then we split up: Lene got the solitude she sought and I visited the Calvert Maritime Museum (and Westmarine, where I managed to buy absolutely nothing!) It turns out that today was National Museum Day, which meant I saved the $9 senior admission fee. They have an outdoor nature station with information about local water grasses and wildlife, a great habitat for the resident otter, an aquarium, lots of stuff for kids, and lots of stuff for me too.

Ned, my docent for a guided tour of the Drum Point Light, which was moved here when it was decaying.

There are only two others of these screwpilers left. One is at the Chesapeake Maritime Museum at St. Michaels (across the Bay and our next stop) and one is still in use, near Annapolis. These screw pile lights are the only pretty ones in the Chesapeake, in my opinion. The wooden handle, below, is to pump up a 150 pound weight, which descends gradually during the next two hours, causing the heavy hammer to strike the outside bell through a removable panel between the windows, twice every fifteen seconds to warn during fog when the light cannot be seen.

ILENEs mast and forestays are visible behind the trees, to the right, from the top of the light.

And tthe museum has boats, of course, lots of boats. I learned that in the War of 1812 the British attacked cities along the Patuxent until they made a land dash from high up the river across to Washington DC, which they sacked. And the mouth of the river was home to three huge military facilities during WWII, for naval aviation, weapons development and amphibious assault.




They have several beautifully restored wooden pleasure craft, an interesting set of exhibits on wood carving (in the background behind this lovingly restored "dugout" fishing boat and with a display of mid century small power racing boats on the balcony),

the art of seam filling, blacksmithery and a large section about the excavation of fossils from the nearby riverfront cliffs. A very nice afternoon. The second nights thunderstorm passed at 1 am, without strong winds and with us safely on a mooring.

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The Cricket class was a 15 foot, chined, V-shaped, catboat with wishboom that died out in the early 1960s. By that time the Cricket fleet was only found at the Miami Yacht Club and, given the small numbers at the demise, it is today, a forgotten class. But in digging through U.S. sailing history more comes out about the Cricket.

The Cricket class was designed sometime during the 1890s, in or around Atlantic City N.J, where it became extremely popular. Reports indicate hundreds were built and about one hundred were racing out of Atlantic City in 1900. It was, as far as I can determine, the earliest example of a chined, V-shaped sailing dinghy in the United States. More about the early development of the Cricket class (who was the designer? what prompted the design? when did the class die out in Atlantic City?)  has been hard to come by.

In the 1920s, when Northerners began to flock to the remote, but bucolic winter paradise that was Florida, the Cricket class was also exported in numbers from the New Jersey shores. It was reported that twenty five Crickets were shipped to southern Florida with most of them destroyed in the hurricane of 1926. The  Cricket class would rebuild in Miami and would form the core of the Southern Florida Sailing Association (later the Miami Yacht Club) when it was organized in 1928. The Cricket would become the boat to beat in the free-for-all under 150 sq. foot (sail area) class.

When, in 1931, Bill Crosby designed the Snipe for the Florida West Coast Racing Associations free-for-all Trailer class, he must have been mindful that his Snipe would initially be compared against the Cricket class, at least in Florida. Between the two, the hull design similarities are striking. It does seem that Crosby started designing his Snipe using the Cricket as a baseline and then added user-friendly features (a sloop rig with a high boom being the most notable one). The Snipe went on to international fame, the Cricket, to oblivion.

Some photos:

A smattering of classic Florida sailing dinghies; on the left, the Optimist Pram, behind the Pram, a Mothboat, in the center, a Cricket, with the other Cricket, bow on, in the foreground. Behind the Cricket is a Suicide class.

Crickets launching at Miami Yacht Club, late 1950s.

Crickets going upwind. In all three of the ones in view in this photo the crew are hiking using skinny hiking boards.

The closest we have to a set of lines for the Cricket was this one-design commissioned by St. Petersburg Yacht Club as featured in The Rudder, 1919. The lines look very close to a copy of the Cricket although the length for this one-design is a foot longer than the Cricket.

A blog post about an earlier New Jersey dinghy, the Philadelphia Tuckups of the 1870s can be found here.

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Lenes finger, at the right, is pointing out our slip on F Dock at this Marina, a huge one. In 2012 and 2014 we stayed at a free dock by the Radisson hotel, a couple hundred yards to the upper left of the poster but this time we wanted repairs and might have had to haul the boat so a marina was needed.

Gaston showed up with his assistant promptly as scheduled. I had cleared out the aft cabin to give access to the area of concern. He laid a pencil on the shaft, so light that it would easily detect vibration. Nothing. It does not happen at the dock, even when, tied onto it tightly, we run the engine in gear up to 2500 rpms, trying to drag the dock. He dissembled the flexible coupling again, tested for alignment with feeler gauges, reassembled it and pronounced that it was within tolerance. So the problem is outside the boat, at or near the propeller end of the shaft. He suggested that we wait until the fall and when the boat is hauled, we check the cutlass bearing and remove the propeller and ship it to California for what will be an expensive reconditioning job. He said that we are not in danger from the current situation.
Then he lent us his truck and we visited the supermarket, the drugstore, and a law firm where I signed a document and got it notarized. I spent a few hours planning the places we could stop along the Potomac on the way up and down to Washington DC. It is slim pickins for anchorages and marinas with water deep enough for ILENEs 58" draft. I have asked the 6500 members of a "private group" on Facebook for more information.
Later Gaston came over and paid us a social visit. He was born in France, raised in Israel and is an excellent mechanic. He was affiliated with and sailed in the Caribbean 1500.

The weather has been rainy most of our two days here and so we did little. I had visited the nautical museum and lightship in 2012 and toured the historic district. It rained then too!
They also have a Childrens Museum and one honoring Virginia athletes. I took a pass on those. There is a small Jewish Museum and a historic 1812 house, both of which can be toured, but only in season, not now.
So we took showers, took on water, cleaned the boat, blogged, read, cooked, ate and watched the first two episodes of the PBS series Wolf Hall, based on a novel by Hillary Mantell, which my book group read a few summers ago, about Thomas Cromwell, an attorney in the time of Henry VIII.

We would have left the second of these two days but the forecast of rain and 25 knot wind in our faces deterred us and the forecast came true.

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Our dinghy, "Rojay", has hung from ILENEs davits, with its outboard attached, since we got in in Florida except when in use, which, since we have gotten back north, has been rarely. With the approach of Autumn it would not be used again this calendar year. So I (a) lowered it,(b) took off the lock that holds its outboard on (which was harder than expected due to apparent rust - so I have to take the lock back to Westmarine), (c) removed its equipment to the boat or locker, (d) drove Rojay to the dock, (e) removed her outboard, (f) used a cart to get it to the car and (g) dropped it off at Island Outboard where Tony will change the oil and store it --warm -- for the winter.
Then, with help, I hauled Rojay up onto the dock, used the air pump to evacuate as much air as possible, got it onto a cart and rolled it to the locker house, where the hard part began. We had to get it through the door, along a narrow passageway on its side, up an ever narrower and steep stairway and into the locker, where it fits with its bow low in the back corner and its stern hung up high and by the door.On  this diagonal it just barely fits and my helpers had their doubts about that until it was in. A tough job for three old men!  Thanks to Mike, who had come out for the Old Salts event with me, and we also enlisted George, our Clubs Grounds and Lockers Chairman, who is a ubiquitous and always helpful presence at the Club.  Thanks Mike and George!

The sail was pleasant on Bennetts "Ohana" with he and I and two couples, Mike and Sandy and Morty and Klara. We enjoyed about 2.5 hours underway despite the extremely light winds. In that time we got down to the entrance to Little Neck Bay and back.  At times we made only one knot and toward the end were making 3.5. But we had no destination to get to and no deadline to get there and the refreshments were, well, refreshing, on a hot and  sunny pleasant afternoon. I was a bit left out of the conversation for a while when it turned to skiing, in which sport all the others participated.

As readers know, I had planned to crew aboard Sangaris from City Island to Annapolis in October. And while I remain welcome, it appears that I am not needed for that voyage because Katherine has taken off from work and will be able to help Craig. Meanwhile, Bob, aboard his 47 foot Aerodyne, Pandora, does need crew so I have changed boats. The planned passage is from Essex CT to Hampton, VA during a weather window in early October. I am looking forward to telling you about his big fast new boat and our passage. That passage will likely be the next sailing I do because Lene and I will be on a bus tour of National Parks from September 19 -30, through South Dakota, Wyoming and Utah.

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White, unpainted bottom.  Six work days took place during this period, (totaling 30.75 hours - so Im not working too hard) and two fun days as well.
Why not start with the fun. There was an emergency meeting at the Club because of a failure of a quorum at an earlier meeting. This one took only five minutes and we accomplished two ministerial tasks so they can be acted upon at the next meeting. And then a delicious Moroccan style buffet was served. So this not being a food blog, I will refrain from telling you about the menu -- except for the apple cake, which, based on the flavor and moistness and icing I would have called a carrot cake, except the moistness came from chopped apple instead of grated carrot. And I ended up sitting at the table with the Clubs book group, twelve women and three men, and enjoyed their discussion of "A Man Called Ove" even though I had not read the book.
The other fun event was the 20th Annual Gow Dinner, sponsored by Tex and Maria, who we dined with in Marathon Florida last winter. Tex pays for the whole meal so the full price of the tickets, $50/capita, goes to the Dow School to sponsor a scholarship in memory of their son, who was a student there, until he tragically died in a motorcycle accident. Tex and Maria flew up from where they had left their boat on their way south. I have contributed the cost of two tickets every year for the last twenty, including those when we were south and could not attend in person. Tex is a PC at the Harlem and also a member of the Huguenot, and this year the event took place at the Huguenot. Tex and Maria have a large circle of friends at both clubs and elsewhere, so attendance was good. Somehow, I had forgotten to send in the check so they had no reservation for us, but another PC, who did have reservations could not come at the last minute so we were seated at a table of Harlemites. Tex made a speech, and in his tradition, cried.

Basically the work involved winterization of the water systems and installation of the blue canvas cover with a few other chores started or completed. I had a big problem with the winterization, having sort of forgotten one important ingredient: It is a two man job, one to pour in the pink propelyne glycol and the other turning on and off swtches and faucets and waiting till the discharge appears pink. I got stuck and called upon Ed Spallina, who came in from Connecticut to help me. I used four of his very inexpensive hours and had the pleasure of taking him to lunch at the New Rochelle diner, sort of hidden in plain sight near the Home Depot. Ed is not "certified" as a technician, but he is magically able to figure out how things work. I had drained the raw water strainer, of its sea water through a screw at the

bottom, but had never been able to remove its stainless steel filter basket, because I did not know how to get it open. Well now I know that the top screws off and it is a good thing we looked inside because the basket was substantially corroded away. With this picture and a few measurements, I expect to be able to get a replacement basket that fits. Without its straining, particles are likely to be sucked through the engine causing major problems. Ed also bypassed the hot water heater after draining it, by detaching the two hoses that (1) feed cold water to the heater and (2) take hot water from it and connecting them to each other with a black plastic piece with hose barbs at both ends. I had the piece but had not figured out how to use it. Also, we detached the hose that takes fresh water from the tanks to the fresh water pump, and inserted a three foot long piece of hosing cut from the spare hose left over from the water maker installation job of 2010, and inserted a funnel at the top end. So now I do not need to pour so much of the pink stuff into the tanks, but can pour it directly into the pump. This year I used 14 gallons of the stuff. Next year, half that amount!
The cover comes in two pieces and installing it is a bear. On the day before, I scrubbed the topsides, and removed most of the stains in the fiberglass deck caused by the decay of fallen maple leaves -- they put ILENE under a big maple. Im on deck, about 14 feet above ground with the life lines removed and have a lot of lugging and heaving to do to do to get the cover into place and zip the two halves together. It took me four hours. And the problems involved the zippers. In the spring of 2014 when I took the cover off, I noticed that the aft most zipper on the port side was broken. I meant to take the big piece in to Doyle Sailmakers to get it fixed but I forgot. So at the end of the day, the cover was on, but with one inoperative zipper, about ten feet long. I was too tired to take it that half off, fold it up, put it in the car and take it to Doyle. Plan B was to sew across the gap and that took several hours the next day, with a tough job of pushing the needle into the fabric, using the palm to get it most of the way through and then pliers to pull the end through. Good exercise for the core muscles, doing this while balancing on the top of the step ladder. And at the end of the day I noticed another bad zipper, the one that closes the cover up above the swim platform, through which we enter, though it will hold this season.
I could not remove the sensor that measures speed through the water from the through hull where it had been painted in over the years. But Ed had a pliers with a large enough jaws to grab it and that is done. And I bought butt connectors and shrink wrap tubes and spiced the five wires from it to the five that lead from there to the power source and display. Final test: I asked a man working on a nearby boat to spin the wheel that protrudes from the bottom of the boat after I turned on the instruments and got to the cockpit where I could observe the display for boat speed. When he spun the wheel with his finger the instrument changed from zero to showing speed. Hooray! Then I took the tube with the wheel out and replaced it with the attached plug. The reason that the wheel kept breaking until now was the pressure of the heavy lifting strap against it. And the boat has a little plastic sign saying "Strap" telling the yard guys where to place the straps, so that the boat will be balanced in the two straps. Yep! -- right where the speed instrument is. So next spring, after the boat is back in the water, I will pull out the plug and then quickly insert the instrument into the hole through which the water will then be spurting.
The last part of the work involved the anchor and chain. The anchor was where the gap is in the cover at the bow.

I lowered anchor and chain to the ground using the windlass. Then I used (1) rust penetrating oil, (2) heat and (3) a hammer to break the seal and detached the anchor and its shackle and took them to the locker. The surprise was at the bitter end of the 300 feet of stainless chain, the end where it it attached to a "D" clamp it the locker. It was tied on with a square knot in 3/16 inch line, and not that strong Spectra stuff either! When I put it back, this attachment will be made fast with a stainless steel shackle. I have sawed off a large part of the horizontal 3/4 inch thick plywood platform on which the former Lectrasan was seated. This gives me better access to the chain locker and, I hope, will reduce the problem of the chain piling up and jamming the windlass while we raise the anchor. By sawing this off I got the vacuum cleaner hose and my arm into the locker to remove accumulated sand and rust particles and then scrub the rust stains of its interior walls. The half of the chain that goes into the water with each anchoring, is heavily rusted but otherwise still in good condition. The other 150 feet that have lain in the locker is white in this photo.

First I tied loops of it up behind the car and dragged it several blocks through the streets to grind off the exterior rust particles. The remaining work, in addition to installing the new brackets in the spring, is to scrape off 90 percent of the rust on the interior surfaces of each link.





Below is part of the boat, with its cover. At the top is the bottom of the blue canvas. below that, to the right is the aft portion of the bottom with its several coats of grey barrier coat, partially covered with what is left of the blue anti-barnacle paint. To the left, going forward, is the white gelcoat, after the paint was removed. After I touch up this surface it will put on several coats of barrier coat and then several coats of bottom paint. But that will take place in the spring.

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A first for Earwigoagin; I put a keelboat up on the header photo. This is a 30 square meter, a type also commonly referred to as a Skerry Cruiser, and to my eye, the various square meter sizes are the prettiest of yachts with long, long, overhangs, low freeboard, and efficient rigs. (I have always found large overlapping jibs to be photogenic.)

Alden Smith put a comment up about this photo and. in reply I realized I didnt know the history of the square meter rule. So a quick tour around the Internet turned up a couple of factoids.

• The rule originated in Sweden in 1907 as a reaction to the perceived rigidity of the International Meter rule. The current rule, administered by the Swedish Classification Board, traces back to 1925 with some tweaks along the way.
• It is based on a sail area rule, the square meter is the sail measurement of the class though this is somewhat deceiving as only 85% of the jib foretriangle is measured, hence the extreme overlapping jibs to get free sail area.
• There were a bunch of classes from 15 sq. m. up to 150 sq. m. but the two that survive in some numbers today are the 22 sq. m. and the 30 sq. m..
• If you want to dig in deeper, as usual, the best place to start is the Wikipedia page.

There was a good number of 22 sq. m.s that were either imported or were built in the United States and several years ago I came across one being restored in Annapolis. Unfortunately Ive forgotten who the owner was.

Sea State Marine, out of Missouri, of all places, (their blog is part of my blog list) is in the process of restoring a 1929 sq. m. Kippis, a Skerry Cruiser that was sitting in a barn in Missouri. Some, but not all, of Sea State Marines blog posts on the 22 sq. m. rebuild can be found here.

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A bright warm sunny day. In the morning Witty was not his normal self. He did not wake Lene at 5:30 demanding his breakfast, his tail was down and he kept looking upward as at the ceiling. Lene thought he might have somehow become blind because he was looking up at the light coming through the hatches. But once we emerged from the cabin a different scenario appeared. A large pelican had used the top of our mast as his toilette seat and rained large quantities of guano down upon the boat, where it splattered, especially on its dark blue canvas. Thats where Witty likes to lounge. We think he may have been defecated upon and traumatized by the experience. My mom wrote a copyrighted but unpublished childrens book: "Pele the Pelican." She loved these birds, their grace despite such an ungainly body and their ability to hurl themselves, open-beaked into the water, seeking fish, Well the other end of their alimentary canal creates quite a mess. I spent two hours cleaning. Residues remain that will require a hose and soapy water to eradicate.

With this and inflating and hoisting the dink and closing the cockpit table we did not get underway until noon for the three hour passage. We ran the engine hard, 2800 rpms, which is good for diesels -- to let them burn off the carbon deposits that build up. And part of the time we went quite slowly using only the genoa. This was a short hop, anchor to anchor, and we dropped just outside the Titusville mooring field, where we had taken a mooring on our way south. I tied the new snubber hook to a very short piece of very strong line. and attached the middle of the new snubber line to its other end, to lead both ends back, one through each bow chock. We did not lower the dink here, living in our own very small world.

I made the charoseth and a dish with carrots and dried apricots -- sweetness being a theme of the Passover holiday. and though burgers are not the traditional meat, they were delicious. With store bought macaroons and home cut melon for desert.

But before the feast, the cockpit table was large enough for the seder plate, the matzohs and the three wine or juice cups -- one for each person and one for the prophet Elijah, who is always welcome. This may have been my first al fresco seder.

Seder translates to English as "order" and the order of each step in the home dinner ritual is prescribed in a book called the Hagadah.  Well I forgot to bring one but after 70 years I know the story fairly well and while we had a loose non-orthodox version of things, we did have a Seder. Observers will note that we forgot one of the ritual items that belongs on the table -- a charred lamb bone to signify the paschal lamb whose blood was smeared on the doors of the Israelites so that the angel of death passed over their homes when smiting the first born of the Egyptians.  Our crew was rather bored by the story,

their message: "Show me the beef!"  






A quiet sunset over Titusville where we had lots of room.

                                                                                                                                                                                                                                                                                                             

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