No. 42 - February 1981


Don and Daphne Anderson


Few things are more enjoyable than a long relaxing sail of some serene waterway, with nothing to mark the passage but a lapping of wavelets at the bow, a harmony of reflection along the waterline, and a brief untroubled wake.


Sentimental Daddy: He should have started at the beginning. We drove nine and a half hours in one day to get to Newport from Montreal. We were beat, but we launched the boat, raised the mast, and rigged it. That was Tantramar's initiation to salt water.


We met some people right away who were very interested that we were from Montreal. Pat Clayton, who is secretary of the T22 fleet in Newport, went out of his way to help Dad and me. Loaned us his dinghy so that we had a little tag-along.


Everyone was so friendly and kind down there. I went exploring with my friends from the boat next to ours. We visited Goat Island in their dinghy with the 2 horsepower motor. On the island they have old cars to rent - Rolls Royce’s - about 200 of them.


The next morning we visited the chandler to pick up the charts we thought we would need, assuming that we would more easily find the exact ones locally. That was a mistake. They were fresh out of some of them. We should have got our cruising charts well in advance of our trip, and then we would have had the added advantage of being able to study them at leisure ahead of time. However, we had brought along chart 1210 TR, the Power Squadron IN training chart of the Newport area. Mike Nicoll-Griffith had been disgustingly much more provident than we and had all the proper charts. When we compared the outdated 1210 TR to his, very few changes were needed, so we used it. (This is a no-no for good piloting, you understand.)


Tell about the fog, Daddy. . . .  Oh yes . . .


We wanted to explore the harbour, and set out threading our way through the forest of boats. The fog crept in, and suddenly we were surrounded by it. It was weird! There were boats all around us, and yet we were in a private little world all our own, with only the occasional in­truder as if from another dimension. After a time the fog lifted, and we put up our new Duck and Rainbow spinnaker and sailed back.


Did you notice the lady in one of the sailboats we met about then? She looked up at our Ducky, clasped her hands and exclaimed, "Oh, I love it, I love it!" Smart gal!


What I remember is the kids in the boats later on who looked up and exclaimed, "It's a duck, isn't it?" . . . . . . . Dumb kids!


There were lots of people around the harbour -- some waiting for the fog to lift. I made friends with the family in the boat next to ours. They were planning to sail to Martha's Vineyard. Mike N.G. wanted to make that trip too, but the fog was discouraging. His bad luck was our good fortune because we cruised together on inland waters instead.


The next day we both undocked and set out to see at close hand the 12­metre trials being run a few miles S.E. of Brenton Reef Tower. This high structure with its distinctive horn signal is a very useful aid to navigation for Rhode Island Sound. As soon as we had passed by the tower we could see in the foggy distance the familiar sail plans of some l2-meter yachts. When we got near enough we could see Sveirge, the Swedish boat and the Australian boat squaring off for a trial. Mike and I cruised near the committee boat, and watched two starts.


We had a little difficulty keeping up with them. Other l2-meter boats were out that day. We observed Russell Long's Clipper and the British boat Lionheart moving about.


Lionheart is the one with the unique mast. The top end of it is all white and especially bendy to help shape the mainsail.


Dutch Island in the West Passage was our rendezvous. We swam, explored and stayed the night off the east shore. Dutch Island is now a wildlife preserve. On exploring its overgrown concrete slabs and stark, broken brick walls one gets an eerie awareness of an historical presence. It has an old lighthouse, inoperative, but still standing on its southern tip. In early days, the island was a military lookout post. During World War II, the army used it for training. The ruined brick building served as a barracks until it was dynamited for practice after the war. One can stand amid the ruins and imagine the hectic activity which must have been the rule there during its hey day.


That's where I fed the seagulls. Only six turned up for a five bun feast. The kingfishers turned up too, and put on a diving and fishing performance for us.


Oh, but I enjoyed the swim we had the next morning just north of Conanicut Island when the wind went calm. Remember there was a power cruiser aground on Boiler Awash Rock at the time?


After navigating the passage between Patience and Prudence Islands, we crossed the Providence River and tied up at the wharf in Bristol. Bristol is a quiet town just large enough for good shopping. Mike and I had a beer at a nearby tavern. I've forgotten the name, but it should be called "The Attractive Barmaid".


Then with evening approaching, and with a steady breeze from the west, we started a three-hour beam reach north on Mount Hope Bay under spinnaker. The sun slowly descended into the low hills on Bristol Neck. This was one of the most pleasant passages I have ever experienced. Wanting to try out the new spinnaker, I sat for a long time on the lee side where I could see it and rested my right hand on the sheet while Daphne took the helm. By just changing the weight of my hand, I could minutely adjust the luff so that it was just beginning to curl, maintaining the shape of the top of an airfoil. For three hours the evening smiled benignly on two T22's sailing up Mount Hope Bay.


Try lying outstretched on the foredeck sometime with head over the gunwale and watch her prow with such a casual deliberation thrust its way through wave after wave. Cascades of water and foam, patterns of bubbles and ripples vary endlessly -- individuals, like snowflakes. The rhythm, the light in the curl at the bow and in the spreading bow wave have a fascination. They are symbolic: In a sailboat one can pass by, use nature to his purpose, create something beautiful, say thanks, and leave it exactly as one found it, -- no noise, no pol­lution, not even a footprint.


Turn over on your back and look up. The wind plays in the sails. There is no froth, no bubbles, but the sail senses the vagaries in the wind. Telltales stream, forestays sag, the mast sways, with rhythms of their own. Clouds change shape, form or disappear. A setting sun paints a theme of colour across a scattering of cirrus wisps in the sky. A myriad of things proceed on accustomed ways deliberately; leisurely, majestically. One has the leisure to observe, to enjoy and succumb to a balm of peace and happiness.


We anchored and rafted in Kickamuit River mouth. The water there glowed with phosphorescent organisms whenever we disturbed it with anchor rode or paddle. So we swam in it after dark and really got the little buggers excited.


We decided to return to Newport the next day via the Sakonnet River, and out into the ocean around Newport Neck. It was under the Rail­way Bridge near Tivector that the episode of the Swirly (as Marg N.G. calls it) happened. The passage is quite constricted so that the out­going tide causes the water to converge into a swiftly moving stream, and then diverge and slow down again beyond the bridge. We approached the bridge under sail thinking to ship through without the motor (and without incident). However, as we lost the wind in the lee of the bridge, the boat began to turn towards the nearest piling where there was a considerable swirl. By the time we were right under the bridge the boat had turned crosswise of the current and was moving swiftly sideways. The prow only nudged the piling boards, and then we were through but still turning with the swirl -- very embarrassing! Afterwards I realized more fully what had happened. Not only did we lose steerage as was to be expected, but with the water accelerating suddenly under the boat, it was as if the boat were suddenly moving backwards in the water. The rudder thus began to work backwards. The more it was laid over to turn the boat away from the piling, the more the rudder action turned the boat towards it!! Then we were caught in the rapidly rotating swirl near the piling. We nicely completed an 1800 rotation and ingloriously began our trip down the Sakonnet River backwards -- a point of sailing we don't experience very often.


Soon after the encounter with the Swirly, we were out into Rhode Island Sound beating against the SW wind to get back into the East passage. The waves were about four feet and Tantramar's first en­counter with them was exhilarating. There were acres of fish nets and buoys to be avoided off Sheep Point. Soon we had rounded Castle Hill and Newport Harbour was just ahead. The waves subsided, the bow wave curled and spread leisurely, we threaded our way through the forest of boats again slowly, quietly, their masts reflected in the water all around us.




Jacques d'Avignon, no. 595, Cornwall, Ont.


Where can you be assured of wind every day? Where can you find a land/sea breeze regime most of the time? Where can you wake up every morning in a different cove under the watchful eyes of a family of bald eagles? There is only one answer to all these questions: the Brad d'Or Lakes in Cape Breton.


We have just spent three weeks of unforgettable cruising on these bodies of salt water. Yes, salt water partly because of the connection to the ocean but also, I was told, because of the brine springs coming into the lakes.


Getting There: If you decide to trail down, be advised that there are at least 1,000 hills to go up and down. Some of these are mean, even on the Trans-Canada Highway. Half way there you ask yourself if it is all worth it. The answer is yes. You should count on 3 to 4 days of driving to be on the safe side. Try not to be on the roads on week­ends, as it can be very difficult.


Equipment should be checked carefully, brake controller in perfect condition, (I use an electronic gizmo sold by CMF in Hudson, Que.: it is superb), repack wheel bearings, check your tie down points on the trailer for wear and feel your bearings every time you stop for fuel. While on the subject of fuel, I should mention that I had to use no lead high test gasoline while in New Brunswick and Nova Scotia in order to avoid pinging: I cannot explain why the necessary switch from regular to high test, except for hills.


Unloading: Here is the bottleneck. Unless you have a self launching trailer, you have to use the only crane available on the system. It is located at the Cape Breton Boat Yard in Baddeck. I was told that a certain "Red Baron" was seen on the Lakes earlier in the season; he had left his trailer in St. Peters. Maybe John has more information. It is also necessary to make reservations to be loaded back on your trailer.


Logistics: Food prices are very reasonable at the Co-op store near the government wharf in Baddeck. After hours, try "George's store" across from the Post Office. There is a very clean Laundromat in the building. A small marine store near government wharf carries a fair supply of parts. Ice is available in many stores. The post office General Delivery will hold mail. Put the name of your vessel in the address: it works: I have tried it!


Charts and Guide: "Cruise Cape Breton" published by Devco in Sydney is a must, but we found some of the data obsolete and in one case dangerously inaccurate because of recent shoaling. Three hydrographic charts cover the complete area: the chart depicting the southern half of the system needs some getting used to. It is a reprint of an old Admiralty chart circa 1850 or so; black and white, very accurate but in some cases having too many details. Forget the tide, practically non-existent, but beware of current in the Bara Strait. It is there, and at times fairly strong and not square to the bridge opening.


Anchorage: In only one case did weeds cause any problems in the various coves. Most bottoms are mud and clay; you should expect your anchor to disappear and hold firmly. I would recommend a scope of 6 or 7 to 1; seemed to work with the high winds that can pipe up fairly rapidly. I cannot recommend any bays over another; they are all picturesque and different. I would avoid Shenacodie Bay in the future because of a phenomenon that occurred the night we were there. Around 0300 hours, we started going up and down on a series of 4 and 5 rollers. These rollers occurred every 10 to 15 minutes, were estimated to be about 2 to 3 feet high and this scenario lasted till 0700 hours; then dead calm. I have not found nor heard an explanation for this roller coaster.


Salt Water Uses and Problems: If you use the right soap, you can wash in this water. For shampoo "Head and Shoulders"; it works very well and rinses clean. For dishwashing detergent, "Palmolive" did wonders. You can expect some corrosion but nothing phenomenal, except if you were sold a stainless steel vent cover and it turns out to be some cheap whatever; then you end up with a rust ring' on the deck.


Sails: When I go back, I will leave the spinnaker and gear at home. If you are short-handed, I cannot see any use for it. We sailed many times with the regular jib and the main with one reef; the speed varied between 5 and 7.5 knots. On one occasion, with the jib alone, "Iceland" was cruising around 7 knots, so we decided not to bother with the main! We used the Genoa once for about 2 hours: I am happy we had it but we would not have suffered using a jib. What I am looking for as a cruising sail locker is: main with reefing, jib and storm jib.


Communications: VHF is available on the Lakes; Sydney and Canso Radio have a spotty coverage of the lakes. Operators are very courteous and extremely helpful. You will often hear the coast stations but will be unable to answer because of hill shadows. Move as little as 1/2 mile outside a cove or bay, and you will get Solid 5/5 contact. Weather forecasts are available on WXI and WX2 around the clock. We were able to receive and make phone calls without much difficulty when necessary. If you are tied up at government wharf, our experience has been that no communication is possible on VHF. C.B. (GRS), forget it completely. We got so crammed for space that I removed the beast during the first week of the cruise. The skip was so bad that we were hearing stations in the U. K. but nothing, around the lakes.


Cruising: So far, this has been more of a technical background paper. Now, for the cruising part of it. It is very hard to describe the experience it has been for us: the experience of a peaceful anchorage, good mussels for appetizers, beautiful sailing wind, superb weather, unhurried days; all of this in one of the most majestic and picturesque settings in Eastern Canada. (No, I do not work for Nova Scotia tourism!) It is also imperative to mention the friendliness of everyone that we came in contact with. One aspect of the cruise was surprising and also revealing: the major proportion of the vessels was of U.S. registry. Many of our neighbors cruise up the East Coast and spend weeks, sometimes months, on the lakes. We counted about one dozen Tanzers at anchor in Baddeck, 7 or 8 were T22's.


I mentioned earlier the eagles. They are the bald eagles, nesting everywhere, soaring on the thermals and if you are lucky they will answer your call and come soaring over your vessel. That was quite an experience. It is also quite an experience to go ashore and gather 1/2 bushel of mussels in less than 30 minutes. They are good with a bottle of white wine chilled in the lake.


Conclusion: If OPEC does not go berserk with the oil price, we intend to go back this year for a month. We believe that you could cruise the Bras d'Or for many years and not get tired of it. Anyone requiring information is welcome to write to me and I will try to answer. (Jacques d'Avignon, 214-1430 First St. E.', Cornwall, Onto K6H 6H1)




T. H. Anstey, no. 144


'TILIKUM' (144) was purchased by her original owner in Washington, D.C. Jim and his two daughters sailed from Washington to her present land­locked berth at Brittania Yacht Club in Ottawa, over a three week period. Ever since she changed skippers both TILIKUM and I have wanted to break loose again. The chance came towards the end of June, 1980.


We launched at Hog's Bay Marina from a trailer with a good extension. That evening, packing was completed. Next morning under overcast skies we cast off at 0915. The trip to Black Rapids was great because we had not seen the houses along the Prince of Wales Drive from their water­fronts before. Neither my crew nor I had been through a lock. But there were no problems - remember that 3,000 lbs. has a lot of inertia. So SLOW means DEAD SLOW!


I will not try to describe the whole trip. Perhaps a few highlights will whet appetites; then a few observations. With me during the two week period, at different times, I had my wife, both daughters, a son­-in-law, his brother and a nephew. Three was the maximum aboard at anyone time, so that the logistics of moving crew became an interesting exercise. It worked well.



It took us four and a half days to Kingston, stopping at Smiths Falls for showers, etc., and on Big Rideau Lake at a friend's cottage. The bird watching was great, particularly in those parts of the system where there were marshes. We should have taken a bird book. We did have "Kars on the Rideau" by Coral Lindsay aboard. Legget's "Rideau Waterway" would have been better. Nonetheless, Lindsay gave some good background in addition to the material that Parks Canada gave us when we bought our 6 day pass for $9.00 (the best bargain I have" had for a long time!)


The scenery from Rideau Lake down the Newboro-Cranberry Lake chain and the Cataraqui River is quite different from that on the Rideau. Both are great. Having reached Kingston, we berthed at the Centennial Basin right in front of the City Hall, raised the mast, and were under way in two hours. The next day, having returned to the Basin for over­night, we sailed west outside Amherst Island, through Upper Gap and then to Pictou Yacht Club. The winds, except for the last two hours, were great. We logged 30 miles in one 6 hour period.


The next day we made the return trip in light airs, so stayed inside Amherst Island and berthed at Portsmouth Harbour (the Olympic site) in time to shower and have our second dinner ashore. The Portsmouth restaurant is excellent. We were anxious to see the 1,000 Islands and test tour navigating abilities. Thus three days were allotted to “discovering” all sorts of nice passages and campsites. We spent a few hours with a camera (in hand) and Tilikum going through her paces.


Everybody thoroughly enjoyed themselves. We had some rain, some calms, but mostly excellent winds and good weather. We highly recommend both the canal and the lake sailing.


Now for the observations:

- an old pair of 18Scm. skis screwed together and bolted with U-clamps to the stbd. stern stanchion kept the mast well above 6' from the cock­pit sole and just enough room to raise the pop-top. Also, there is complete freedom for tiller and motor movement. (The skis are available to borrow.)

- charts are a "must"; sailing directions are good, but the list of lights, buoys, and fog signals, while interesting, is certainly not necessary.

- Seaway Charts insist that "The Seaway Handbook" shall be kept on board every vessel in transit. However, when the Authority was visited in Ottawa, all they would make available was the "Pleasure Craft Guide" which is necessary only if going through any locks.

- a 25' garden hose is needed to replenish water tanks.

- the two way trip consumed 70 litres of gas with a 7.5HP Mercury. Thus a reserve tank is highly desirable.

- showers are available at Smiths Falls and at both Kingston Marinas. So are Laundromats.

- we found that cut-off wind shield fluid containers were great for keeping our food lockers in order.

- the Mud Cut at the east end of Lower Rideau Lake is quite navigable for a Tanzer 22.

- fishing was good at the bottom lock of Kingston Mills and at the upper end of the Narrows Lock (7 casts gave 7 fish!!!). So take a rod and bait.

- we could not float TILIKUM (fixed keel) on to the trailer for the return to BYC. So we used the crane with no problems.


Two weeks was long enough, but three would have been better and given more sailing on Lake Ontario. TILIKUM will certainly make this passage again. And go further next time.



Jack and Cherrye Frink, no. 506


December 29th, 1980, four members and one guest of the Sacramento Chapter of the Audubon Society made the Annua1 Christmas Bird Count on Folsom Lake aboard Tanzer 22, no. 506, Spray II, our pride and joy. She provided us good viewing, space, a quiet approach to birding areas, steadiness for viewing with scopes and binoculars, and even a warm cabin refuge from the chill and mist. We covered all areas of the main body of the lake and about ten miles up the North Fork of the American River (until our keel started touching bottom). Fog and mist persisted all day, so we had to rely on our Johnson 6 for nearly the whole distance.


For the next Christmas Count we'll hope for sunshine and a fair breeze. Also, we hope to have Jim Ulrich's T22, no. 509, to do part of the lake and the South Fork of the American River. Jim is a member of Audubon, too, and has the only other T22 on Lake Folsom. With just two of us, we're not quite a fleet, but we don't lack for enthusiasm for the Tanzer 22, and there are two other sailors becoming interested.


Most of our weekends are spent on board, and we overnight, usually about a mile back into New York Creek Cove, where it is quiet and peaceful, and scenic beauty abounds here in the foothills of the Sierras. For the overnights, the convertible hatch and dodger are really great. For the dinners and evenings in the cabin, we've in­stalled a small fluorescent light over the table for better light and a much smaller drain on the battery. For late Fall and early Spring's long, chilly evenings and nippy mornings, we use a small catalytic heater. Mid-winter (December to March) we just daysai1. It gets below freezing once in a while at night, but nothing really freezes over. Our only winter concern is condensation and that is handled nicely with a little desiccant dryer ($5.95 each).




Gibson C. Scott, no. 1735


Now that we have paid our dues in full (nearly $17,000.00) and are fully enjoying our T22, no. 1735f/k, I am eager to converse with other owners. My wife, our five month old son and I just joined the Class Association and are finding the readings of immense interest.


Our first experience and encounters were, I regret to say, short of sensational. We took possession of her; christened the 'Barbara Leigh', at the end of February, 1980. Now what was one to do with an itch that you can't scratch! Alberta has about one meter of ice on most lakes at that time of year. Well, come March, we were unable to stand it any longer and decided her christening would be in salt water.


And so our encounters began. From the beginning our trailer has not had brakes that operate. To endless pleas, they were not repaired before our trip. Now what sailboat dealership is that busy in February?


We towed 'Barbara Leigh' to Vancouver - about 800 miles from Edmonton ­through the Ye11owhead to Sunset Marina on Howe Sound. And in spite of the atrocious weather, no brakes and seventy-five percent mountainous roads, we made it.


Being of sound mind, when not sailing, and an engineer of sorts, (before departing Edmonton) I became aware of a potential problem in launching/retrieving. The keel guide provided was in no way high enough to be of much use in either case. To clear the pads was to clear the guide. I raised the guide to within about four or six inches from the hull. This way a miss was virtually impossible when guiding in on a retrieval.


Secondly, and something gained by experience, the tiny roll on the winching post provided could prove more menacing and dangerous than positive; especially if a surf (unavoidable at most coasts around the world) were coming in. I simply replaced it with a well padded yoke, which would guide the bow to its most forward point.


Speaking of points: these units are quite expensive to begin with, and deserve equal attention in design as an integral part of a Tanzer 22, especially for one about to trailer extensively. How about it, Tanzer? How about an ear for a new salt - or an old one? These problems seem to stem from day one. Incidentally, I still don't have brakes, but would like them, and have now approximately 7,000 miles on the trailer. Most of our miles, by the way, were simply advertising miles for Tanzer. With the exception of the West Coast, the only lake in Alberta we've been able to launch this lovely little fin keel is in Wabumum Lake. And believe me, we've had a go at a great many!


We wouldn't trade her for a centre board. One day these ‘launches' will receive enough complaints and all will be made right. Unfor­tunately, we're one of maybe two or three fixed keel boats in this province, and that day may be a long way away.


However, as long as we can keep the 'Barbara Leigh' wet, we'll be happy.





Sob Raven, Chief Measurer



As you are aware, the by-laws of the Tanzer 22 Class Association for­bids the use of an adjustable backstay. In the past, measurers had accepted the taping of these backstays, in a manner to render them inoperative during racing, as sufficient to conform to this by-law.


Even though a boat could not change the tension of its rig during a race, it could still do so immediately prior to the start. As a result, we feel that an advantage still exists over a boat that has only normal turnbuckles. The range of tension available is greater than could be achieved with turnbuckles.

Therefore in the coming sailing season, measurers will strictly enforce the adjustable backstay by-law. Any boat with an adjustable backstay will not be permitted to race in Class sanctioned events. We feel that as a result of the difficulties encountered at the North American and some regional championships that we must take this action.



In keeping with the object of the Class Association of promoting family cruising and racing in the Tanzer 22 Class, it has been suggested that we modify some of the racing restrictions to facilitate and encourage racing of boats whose primary interest normally lies in cruising.


By doing this, it is not our intention to split our racing fleet but rather to create a vehicle through which less experienced skippers may gain an opportunity to perfect their racing skill to the point where they would feel comfortable and are able to enjoy competition in the racing fleet. In order to do this, we propose to change the by-laws to allow a boat in the cruising division to race with a minimum crew of two people and restrict the sail inventory to the working sails which would normally be purchased with the boat - i.e. main, working jib and storm jib. It is hoped by doing this that we will encourage more people to use their boats and, in a comfortable manner, to par­ticipate in the sport of sail boat racing.


4.1 The Association shall sanction races in both a cruising and a racing division. The following restrictions shall apply, except as noted, to all boats participating in races sanctioned by the Association, as provided in the by-laws.

4.3 Crew  

     The minimum crew for racing in Association sanctioned events shall be (3) in the racing division and (2) in the cruising division, . . .



     The helmsman for racing in Association sanctioned events must be either a full or associate member, . . .



     In the case of the cruising division, sails will be

restricted to the main, working jib and storm jib.



Helmsman: A helmsman who has raced in a cruising division may change division during a particular season and participate in races held by the racing division. However, a helmsman who has raced in the racing division may not in the same season race in the cruising division. The intention of this rule is not to restrict a helmsman's opportunity to race, but rather to prevent an experienced skipper from dominating an event designed primarily to introduce less experienced sailors to the enjoyable aspects of sailing competition.