No. 58 - June 1984


Doris and Paul Eck1and


a)   Cabin seat back cushions

b)   Galley drop-leaf extension

c)   Pressure water system

d)   Cockpit floor mounted traveller

e)   Mast raising transom support

f)   Storm jib tack pendant



On our first trans-Ontario (Lake) crossing two years ago, where one is on a constant 20 degree heel for hours on end, it became most apparent that seat back cushions in the cabin would be most desirable. In order to match the factory interior-cushions, Hans Tanzer had three custom-made cushions made to order; two for the port side and one for starboard. These two inch thick cushions are made to standard Tanzer top quality specs with vinyl backs, held in place by Ve1cro strips (on cushions and seat backs). On the port side, two cushions were fabricated to accommodate the table when erected. The aft (port) cushion is long enough to cover the fore-after dimension from the forward seat area to the bulkhead when the table is down. With table up, this longer cushion slides aft into the port quarter berth area out of sight. The addition of these cushions is both functional and pleasing to the eye being made from identical T22 fabric.



The T22, like all small yachts, has no galley counter space. Also, none that will accept hot pots or dishes. Therefore, a 12 x 12 inch hinged leaf, made from 3/4" plywood and veneered with white Formica, was installed per the following sketch:




The plywood is edge trimmed with 1/2" teak and has a 1/2 inch lip on the top side. When folded down, it's out of the way and takes little space.



Upon rising after a glorious night's sleep in the V-berth, the first chore (for the skipper) is to fill the kett1e for coffee #1. Pumping galley water manually was not only a frustration but also usually wakes up the crew, upon which the entire team is started off on the wrong foot. The problem was solved by the insertion of a small electric pump. We used the PAR model 42510 - a low cost $15.00 pump. Electrical control is via a center-off two position toggle switch mounted on a 1/4" teak corner panel where the galley counter top meets the bulk­head. In the switch up position we get full water pressure, filling the kettle instantly. As mentioned, the center position is off, while in the switch down position, we have a 3 ohm, 10 watt resistor in series, providing a slow flow of water. In this position, it's just great for washing hands or potatoes, while not using up too much valuable water. The key issue was to still allow the manual galley pump to operate. There would be nothing worse than having a dead battery and no water. Although the electric pump normally allows manually pumped water to flow, this is only dependent upon the resting place of the impe11er. Therefore, re the plumbing diagram below, a check valve, etc., were all mounted on a 1/4" plywood panel attached to the starboard cockpit locker bulkhead, right near the water tank. The panel is arranged that it can be removed for winter storage.





A seat level thwart mounted mainsheet block traveller clutters the cockpit. Since we find a traveller to be very useful on mainsheet trimming and adequate main trim range being plus or minus 1 foot each side of center, a standard aluminum beam ball-bearing car type was bolted to the cockpit floor. We used the standard T22 lower mainsheet block fitting with the support spring on the car which has eight stop positions across its 24" width. This arrangement does not in any way diminish the ease of movement in the cockpit.



While much has been written on this subject, we have yet to read about a neater, cheaper, more easily stored on-board rear mast support, to be used while raising or lowering the T22 mast. For those readers who have yet not experienced the event, physically trying to hold a 50 pound mast straight over your head while also standing on the stern combing and while the crew feeds in or pulls out the mast tabernacle bolt, is no mean trick. A rear mast support is essential for manual raising and lowering. The drawing below depicts the DORIS III method.


#1 shows the modified standard Tanzer rear mast support, which we use while trai1ering the boat. A 1.5" pipe was welded to the aft and lower end of the support. On the upper aft side was welded a 1/3 section of 1.5" pipe.


In #2, two sections of l.25" pipe joined by a standard pipe threaded coupler have a new hinged fork attached to the upper end and a sliding ring sleeve attached to the lower section. The sliding sleeve has a diameter large enough to go over the upper bracket as shown in #3. A keeper is welded on the lower section so that the sleeve doesn't go overboard. When rigged, the height with the mast resting in the fork, keeps the mast just clear of the pop-top hatch. When disassembled, including the unscrewing of the two pipe sections, all pieces will fit into the starboard quarter berth locker. NOTE: Pipe is black iron, not galvanized, which welds easily.




When the storm jib is necessary, we are usually also in high waves. Should the bow go under a wave, and it usually does, the jib picks up piles of water. To prevent this we fabricated a 16" tack pendant, which raises the jib off the deck, clearing all but a few ridges. Fabricated per the sketch below, the cost was

$20 from MMOS.





Dick Besse, Skaneateles, NY


In 1983 we used this mast-stepping/unstepping rig and system on 18 Tanzer 22's, with complete success. It is safe, can be operated single handed, and is reasonably quick to set up. My mizzen-mast is made of a cast-off one-design mast, rectangular, hollow, wood. It mounts into the rudder gudgeons, and is stayed to the quarter cleats on the cockpit coaming. The roller on top is the standard type used on boat trailers. My mizzen-mast is just tall enough for the mast to clear the convertible hatch cover. The carabineer for the upper shrouds is quick to attach, secure, and provides enough extra length to the shroud to permit lowering without any extra loosening of turn buckle. A winch, or second person, is needed to raise the mast from the position pictured; but lowering is single-handed with a cleat as a snubber. Not shown clearly in the photo is the block attached to the stem head to lead the line (which is attached to the jib halyard) aft to the mast on cockpit area.



Mizzen-mast - 7'6" from top of top gudgeon to top of roller, for convertible hatch model.

Carabineer - Nicro-Fico 10511, 2.25" x .25"




Keith and Barbara Rhodes



Guy Paquet was the first to mention Champlain, but his off-hand suggestion caught fire and took off. From then on, all through the winter, we talked and planned. Other people were also interested, and at one point we had a seven boat flotilla planned, but when July '83 came round, we were back down to three - "Sunchaser", a Grampian 26, skipper and mate Keith & Barbara Rhodes, with supernumerary crew Doug & Betty Shore, retired airline types, from England. "Sea Wisp", with Guy & Gerry Paquet and "Black Magic" with Ron and Cathy Kinley - both T22's.



"Sunchaser" and "Black Magic" cleared PCYC, heading east for Montreal and beyond. Due to family commitments, Guy and Gerry were unable to depart till Monday, so they took the overland route, with Betty and Barbara, leaving Doug and Keith to do their own cooking, etc. (especially etc!). The day was sunny, with easterly breezes 10-15 knots. We sailed easily to the seaway, motored down through the locks, and arrived off Expo Marina at 1400. Surprise! The wind was still easterly, but was blowing up to 25 knots, which led to an uncomfortable beat through the harbour and past Varennes, till we smartened up, and reefed the main. With a #2 jib, we flew down the river, and reached our first planned stop - Vercheres - at 1715. It's a safe, solid harbour, highly recommended, with the main landmark being a huge statue of a 14 year old girl, who single-handedly defeated the local Sioux Indians. Despite Henks prophecy, the local drunks did not keep us awake, but the local kids ensured we did not oversleep, by tossing plastic blocks down onto "Black Magic's" cabin, disturbing Ron. (Rather like a bear in spring.)



After a good breakfast, we left Vercheres at 0750, with winds north, at 10-15 knots and falling. We started with reefed main, but within a hour we had full main and #1, which gave us an excellent run into Sorel, at a full 6 knots.


We almost passed the mouth of the mighty Richelieu; it looked like an aquatic version of a backstreet, between two freighters. Surprisingly narrow. As we approached the swing bridge, and started to circle whilst it opened, we got our first VHF call - from Barbara. What a time to pick, to wish me Happy Birthday! The wind dropped as we passed up the Richelieu, so we used Honda power for the rest of the day. The motorboat traffic on a Sunday is unbelievable - we were continuously rocking in the wakes, even in the St. Ours locks.



Our stopping place at 1800 that night was unplanned, but fortuitous, being tied to a public dock in St. Charles, alongside a restaurant. That evening, after the traffic on the river had subsided, we took advantage of the high walls of the public dock to lower our masts. The huge crowd of spectators literally melted away, as they realized that some physical work was approaching, and volunteers might be needed. Half an hour later, two masts were snugly cradled over the hulls, and we settled for the night.



Next morning, 0750 again, still no wind, we powered towards Chambly, meeting with two other sailboats enroute. Our decision to drop the masts, the previous evening, really paid off - to open the bridge in Beloil, the drill is to phone the operator, then wait for him to come from his home. We passed comfortably under the closed bridge, leaving one of our new companions behind, where he was delayed for an hour or more.



This really made no difference, because when we got to Chambly at 1130, they only had room for one boat, so Ron and I stayed for the next lift, forecast 45 minutes later. Then the locks closed for lunch! Honest! It was 1300 before we got through, into the narrow, scenic confines of the Chambly Canal. We transited the last lock, in St. Jean, at 1545, and continued upriver under gray skies, and a downpour of steady rain. Doug and Cathy stayed below (on separate boats) while Ron and I sat and slowly froze, as the cold rain slowly worked its way into the foul weather gear.



I was rudely awakened from a kind of frozen stupor when, at about 1730, Ron came close alongside, so that I could watch while he ate a bar-b-cue steak, with all the trimmings. Exercising the authority of a skipper, I rousted the crew, and we had roast chicken and French fries, still in the rain.


Finally, the rain stopped just as we came round the bend in the river and found Gagnon Marina, where we had planned on meeting Guy, Gerry, Betty and Barbara. No sign of them. "Sea Wisp" was there, and finally a warm and well-fed bunch arrived from the local Chinese restaurant.


Tuesday, we raised three masts, stowed another 10 or 20 tons of gear, food and drink, and at 1100 left Gagnon for Rouses Point. After a brief stop we departed for our first Lake Champlain cruise, to Deep Bay (3.25 hrs).


This is a beautiful, safe anchorage, well sheltered, except from the south, and as crowded as Dowkers on a Saturday. After supper, the cruise committee met on "Sunchaser", and as the sun set and the fireflies twinkled, we planned our next three days itinerary (over a gallon of Gallo Chablis). A perfect night's sleep was only slightly disturbed by a need to move "Sunchaser" further from "Black Magic", as a slight wind change had caused a mutual attraction that was threatening to get physical.


The first leg of our Wednesday cruise was very short - out of Deep Bay and round to the right, to a magnificent beach off Short Point Cove. The water was cold, and there was a marked reluctance all round to swim in it, which Doug ended by falling in - twice! At noon, we left for our second destination, Burton Island, in moderate winds. The approach to the Gut (a 20 ft. break in a stone embankment) turned out to be a beat, with full main and #2 - an exhilarating sail! Then under the railway bridge and into the inland sea, where, as the guide book­predicts, we had three different opinions as to the course and which island exactly was Burton. Finally, when everybody agreed I was right (the only time), we arrived at the Vermont State Park Marina, which has a brand new dock system, in late afternoon. This proved to be such an attractive spot that we stayed two days, enjoying the slightly warmer water, and exploring the island. This was one of only two stopping places during the cruise where we were alongside docks, with a chance to meet and talk with other boaters.



Friday morning we left Burton and set course for Valcour Island, which has several excellent coves for anchoring, along its east side. We settled in Sloop Cove, at 1530, as being least crowded, with bow and stem anchors. Barb and I took the dinghy and went exploring. It's a pretty spot reminiscent of Thousand Islands.



Back to Sunchaser in time for cocktail hour. Then we all dressed in our best shore clothes for a dinner at Valcour Lodge, on the New York side of the Lake. Leaving both anchor rodes in the dinghy, with a lantern on its seat, we took Sunchaser over to Sea Wisp and Black Magic, and picked up the whole gang, then continued the cocktail hour as we powered round Valcour Island, and over to the Lodge. We had to pick up a mooring, and dinghy ashore, which wasn't easy when the girls were all dressed up.



That meal was a stand-out! The atmosphere, the food and the service, were excel­lent, and the prices were reasonable too. However, after liqueurs and coffee, we were shuttled back to Sunchaser in the dark, and left to our own devices to find Sloop Cove again. The return trip was hilarious, with only me worried about such things as rocks, navigating, etc. But we managed to find the Cove with no trouble. However, approaching Black Magic from a slightly different direction from our earlier departure, we grounded . . . Even a Honda makes a noise at full throttle, pushing 6000 pounds of sailboat with 8 happy sailors off a sandbar at 2330.


Saturday dawned warm and sunny again. After a leisurely breakfast, we set course south, for Willsboro Bay, under spinnaker and main. We held 6-7.5 knots for two hours, which seemed an eternity after the short legs of Lake St. Louis. Willsboro Bay faces northeast, which is fine for sailing in, but is always a beat out. Slight drawback. Once again we were alongside a well kept marina and camp ground in a magnificent setting from a scenic viewpoint. The mountains really surround the lake at the south end, which can result in some strange wind shifts and sudden squalls.


We spent the day on the beach, swimming and sunbathing, followed by a long walk in the local countryside after dinner.


Sunday morning, we left Willsboro, at about 0800, and as expected, beat up the bay - finally emerging, we turned east, heading for Shelbourne Bay. The winds started to die, and after drifting out into the lake, and through the Four Brothers Island group, we finally gave up. We started the Hondas, powered into the Bay, and dropped anchor behind Allan Head. Swimming was good, with the water noticeably warmer than at the start of the week.


Monday was sunny and warm again. Almost monotonous, all this good weather. We pulled anchors, and motored (no wind) to Shelbourne Yacht Club, reputed to be the most exclusive, and with the best ship chandlers store on the lake. I believe it, but was unable to get the parts I needed for a broken swimming ladder. On to Burlington, for the really serious big-town shopping.



The docking facilities give you a choice of two features: 1) Inadequate, and 2) Expensive. We settled for inadequate, and ran aground in the mud near the public launching ramp. We went on shore and bought all our duty-free purchases (except liquor - it doesn't keep) and had a civilized meal. Then back on to the Lake, where we headed south for Kingsland Bay, on another marathon spinnaker run. We arrived at 1800, just in time for Happy Hour and another perfect evening.


Tuesday. Sunny and warm again! By now the wind had changed around to the south, so we spinnakered again, back the way we came, enroute to Mallets Bay.


The wind dropped, and we had to resort to power again. The benefits of travelling in company were demonstrated when Sunchaser stubbed her keel on a rock, and ran aground. One line from the bow, and another from the masthead took care of that, and we continued into Mallets Bay. The most outstanding memory of our evening in one of the North coves, was the onslaught of the mosquitos at nightfall. We were literally driven from the decks in seconds, and there followed a lengthy period of slap and tickle (?) in the cabin, until we overpowered them. That night the weather broke, with heavy rain and thunder showers, just for a change.


The next two days we saw a succession of vigorous storms and pleasant sunny periods as we worked our way back to Valcour Island, Mid-Point Cove, entered the Richelieu into Canada and arrived at Gagnon Marina.


Friday was another sunny day. We dropped Guy's mast, and the marine railway had "Sea Wisp" on its trailer in twenty minutes. Two hours later, Sunchaser's mast was down, Black Magic's also, and Guy returned for the second Tanzer and the rest of the group. We left Sunchaser in Gagnon, and her return to Pointe Claire became part of another vacation. Two weeks after leaving PCYC, we were back, brown, healthy and relaxed after another perfect vacation. But whatever can we do next year? Would you believe Georgian Bay?



We found Chaplain to be every bit as good a vacation spot as Thousand Islands, but different. The sailing was far better, with much more open water. Anchoring in restricted bays, if adequate swinging room is allowed, means opportunities to meet people in the evenings are reduced, especially for those without a dinghy. We had one between three boats which was adequate, and really used it, but even so, made less contact with other boaters than last year.


Champlain was also noticeable for boats with the blue Fleur de Lys of Quebec, most of them cream Tanzer 7.5s with green stripes. In some locations, language was also a barrier to making new acquaintances. The trip down (and later back) is no more onerous than the Thousand Island trip, except for the demasting, and even that was well catered with free hoists. Lake Champlain has the cleanest imaginable water. Pump-outs at all the points we used were free, except on the Canadian side of the border ($5-$8). Cause and effect?