Archive for March, 2010

Trays and Platters

Alder Tray

Alder Tray

Cherry Tray

Cherry Tray

Redwood Burl Trey with Crennelated Rim

Redwood Burl Trey with Crenelated Rim

Curly Redwood Platter

Curly Redwood Tray

Double Spiral Platter

Double Spiral Platter of Curly Redwood

(click images for larger view)

Walnut Platter

Walnut Platter

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Wednesday, March 31st, 2010 3D Works (stills) I No Comments

1. Working for MarAd

MarAd seal

I spent four years working for the U.S. Maritime Administration. At that time it came under the Department of Commerce and its duties and functions were being greatly expanded. It is interesting to note that this was during a republican administration and the President was Richard Nixon. My title was Western Region Port Development Representative. I was the first person to hold the position and that, to some extent, allowed me to design the job around myself. There was a fair amount of research money available with which we could address problems of a generic nature that plagued the port industry. I worked closely with various industry associations to find worthy projects for research, and in the process I became familiar with almost all of the ports on the U.S. west coast plus Hawaii. I made many friends and contacts within the industry and that eventually proved useful when I started a consulting business.

MarAd’s core responsibility was subsidizing U.S. flag vessels so that they could compete successfully with vessels that registered under foreign flags, resulting in their access to cheap labor. U.S. flag vessels were required to hire U.S. citizens. Another MarAd responsibility was the administration of the National Defense Reserve Fleet which, in the Western Region, was located at Suisun Bay. I was allowed to visit that fleet on one occasion and was given a guided tour.

Reserve Fleet at Suisun Bay

Reserve Fleet at Suisun Bay

For me, the most interesting part of this tour was that my path crossed once again with the USS PICTOR AF-54, the same vessel I served on in the Navy. (To see several posts regarding the PICTOR  click here). The Navy had returned the PICTOR to the Maritime Administration in 1970 and there she was, my former home afloat for two years. I went aboard and wandered around. It was like strolling through a ghost town. In fact, the whole moored fleet had a kind of spooky feeling to it. This was accentuated by the wind whistling through the rigging and the moan and groan of all the ships working against each other. I roamed here and there to see if I could find any evidence of my former presence — I could not. I went into my old stateroom and stared at my old berth. I went into the wardroom which looked the same except there was nobody there. There was always somebody in the wardroom. Finally, I went up to the bridge and looked at the chart table. The drawers beneath it still had charts in them and there was a set of parallel rulers adrift on top. The whole experience was rather strange and melancholy. You really cannot go back again.

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Saturday, March 27th, 2010 U.S. Maritime Administration No Comments

Caricature of Uncle Rob (2010)

Caricature of Uncle Rob (2010)

Caricature of Uncle Rob (2010)

This caricature of Uncle Rob was rendered by John Hewitt in about 30 seconds. To visit John’s own website click here.

Wednesday, March 24th, 2010 Portraits No Comments

3. Navigating to Hawaii

Doug’s plan for his great adventure was a grand tour of the South Pacific islands, and it all began with a first leg to Hawaii. The STARSHINE left Alameda on October 4th, 1977 and I was on board. The crew consisted of Doug, his wife Linda, his daughter Heather, his brother Stan and four good friends.

Off We GO

Off We Go

An Escort

An Escort

(click on image for larger view)

Navigation soon became a main topic of conversation because, in the crew of eight, there were five of us that knew celestial navigation and each had a sextant at their disposal. It was decided that each would calculate their own fix and plot it on the chart. We would then average them all together and that would be our working fix for the day. Because I was nearsighted and wore glasses, I always found evening stars and morning star difficult to do. You have to be able to see the star and the horizon at the same time, and when the horizon is visible the stars are hard to spot. Glasses are definitely a hindrance. Consequently, I specialized in LAN (Local Apparent Noon). LAN is normally used only for latitude, but if you have accurate time there is a way to determine longitude as well. This was in the early days of digital electronic wrist watches. They kept excellent time, and were much easier to use than the mechanical chronometers I used in the Navy.

Other members of the crew had specialties too. Doug’s bother, Stan, was “Chief Fisherman.” In preparation for the trip he had researched the technicalities of fishing for albacore which are colloquially referred to as “winged pigs.” They are fat little tuna with long pectoral fins, and they are considered to be one of the best of the tunas for eating. Stan usually had his albacore line out in our wake and the results were good as you can see from one of the photos below. Linda was cook, and Heather was all-around “Girl Friday” including standing watches at age eleven.

"Winged Pig"

"Winged Pig"

Lot of Sun

Lots of Sun

In general, the passage from California to Hawii is an easy trip. It is a down-wind slide all the way. This particular voyage was no exception. We had lots of sun, and made it to Hilo on the “Big Island” in a little over 15 pleasant days.

Doug Retrieves A Wayward Halyard

Doug Retrieves A Wayward Halyard

Rudder Repairs Underway

Rudder Repairs Underway

As I remember, when we were three or four days from Hilo, we had a humorous little incident that proved interesting from a navigational point of view. It happened during one of the night watches when the deck watch, let it be known there was a brightly lit ship coming into view. Everyone went up on deck to take in this sight. Sure enough, approaching from the direction of Hawaii was a cruise ship and it looked like a whole village with all its lights. We also noted that it looked like a collision course. Doug got on the radio and called them up. The conversation went something like this:

“Passenger vessel — this is the ketch STARSHINE, ten days out of San Francisco, bound for Hilo. We have you off our port bow with a constant bearing and closing range. Do you see us?”

All our running lights were on but a couple of the crew played flashlights on the sails to increase our visibility. An answer came back within seconds. This with a pronounced British accent:

“Yes, STARSHINE — this is the Princess Lines ship XXXXXXX, two days out of Honolulu  bound for Los Angeles. We see you and will alter course to pass astern of you.”

In situations like this, a vessel under sail has the right-of-way according to the International Rules of the Road. They did as they said and there was no danger at all, but since we had them on the line, we decided to ask them for their position.

“Wait one” was the reply.

Within a minute they were on the air again with a longitude and a latitude which they explained was a DR (Dead Reckoning) from some 30 hours ago. THIRTY HOURS AGO! In the meantime we had done evening stars, morning stars, LAN and evening stars again. This was a bit of an eye-opener for us. Here was this huge impressive ship and we were much more conscientious in our navigation than they were. The truth of the matter, however, is that we were navigation fanatics and, when you stop and think about it, there really isn’t anything to run into between Hawaii and the West Coast. I even heard of one rustic character who, being ignorant of celestial navigation, got to Hawaii by following the airplanes passing overhead.

We immediately went to the chart to find out how close they were to us. The latitude looked okay but the longitude put us somewhere in Arizona. We got back on the radio again and asked if they would please confirm the longitude they had given us. Again the very British accent came back, but this time you could almost feel the embarrassment in it. He had apparently transposed some digits and what should have been 141 was given to us as 114. He blamed it on the ship’s computer. We plotted this new number on the chart and found that they were still so far from us that we shouldn’t be able to see them, but there they were a couple of hundred yard away. At that point we decided to leave well enough alone. Our navigation was RIGHT ON. Several days later I got up in the morning, looked at the chart and thought: “We should be able to see it from here.” I went up on deck and sure enough there was the top of Mauna Kea poking up through the morning mist.

“LAND HO !”

All this reminiscing about celestial navigation makes me feel a little sad. It was always such a satisfying experience to make your sights, do your calculations using logarithms, plot your fix and be able to point with confidence to an X on the chart and say “We are here!” Today, with GPS (Global Positioning System) and computers the task has become mundane. I wonder if the Navy even has a position aboard ship called “Navigator” any more.

Upon arrival in Hilo, I had to leave and fly back to my job in San Francisco but Doug, to his credit, went on and completed his grand tour of the South Pacific.

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Friday, March 19th, 2010 STARSHINE 5 Comments

2. Fitting Out and Tuning Up

After the launch of STARSHINE Doug obtained a berth in Alameda on the Oakland Estuary. He sold his house and moved his family aboard the boat. There was still much work to be accomplished to complete the construction of STARSHINE. He had decided on a ketch rig and that rig was almost as much work as the basic hull. I don’t remember the exact sequence of events, but at some point he quit his job with Matson and obtained financial backing from his father.

One event that does stick in my mind is the stepping of the sixty-foot main mast. Most people would have hired a crane for this job, but Doug had figured out how to do it using the winches of the boat and the main boom to create a fairlead and leverage. It was a unique demonstration of ingenuity and daring. The mast was tipped vertical and lowered down on to its step while a number of friends and family manned temporary stays to prevent disaster.

Eventually, the rig all came together and after that it was a matter of working out the bugs and learning to handle whole thing. Here is how she looked underway:

Under Sail

Under Sail

(click on image for larger view)

Under Power

Under Power

Tuning up consisted of a year spent racing STARSHINE on San Francisco Bay. There were also a number of coastal trips. Our two families took one trip up the coast to Drakes Bay. Here are a couple of photos from that trip:

Me and Doug in the GAMBELLA's dingy at Drake's Bay

Me and Doug in the GAMBELLA's dingy at Drake's Bay

Left to Right: Daughters Dee Dee (mine) and Heather (Doug's) me, Doug and Lynne

Left to Right: Daughters, Dee Dee (mine) and Heather (Doug's), me, Doug and Lynne

Toward the end of 1976 Doug was feeling confident about sailing STARSHINE and began to make plans for a really BIG adventure the following year.That will be the subject of my next post.

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Saturday, March 13th, 2010 STARSHINE No Comments

31. Wave

Wave

Wave

pen & ink                                                                                                                                                   4 x 12

Wednesday, March 10th, 2010 Page 31 No Comments

1. A Boat is Born

Having an established genealogy (see LA BAÑERA and GAMBELLA), and having been conceived (click here), the future STARSHINE entered a long gestation period. Doug eventually rented space at the Palo Alto Boat Works (East Palo Alto location), and obtained an old Matson container in which to store tools and materials. Serious construction then began in on his future boat. Here are two photos of the work underway:

Site Preparation

Site Preparation

Taking Shape

Taking Shape (sign courtesy of Uncle Rob)

Needless to say, many hour were spent on this effort, not only by Doug, but also a large circle of friends and family.

(click for larger view)

Ferrocement construction requires that an armature be assembled to which a special blend of water-impermeable cement is subsequently applied. Hours and hours were spent twisting ties, shaped like an old fashioned hair pins, to hold all the wire mesh etc. together. The nerve-wracking part of the whole process is the fact that the most crucial step is out of your control. Application of the cement must be done all at one time and by a crew hired for that for that purpose. However, Doug proved to be a good planner, and each step was carefully thought out beforehand.When the day came to apply the cement, things went well with only a few minor glitches. The whole structure was then covered with tarps and the hull was steam-cured for a period of time. After the curing there was still the deck and internal bulkheads to build, installation of the engine, paint to be applied and on and on and on.

Eventually, the time for launch did arrive. This is another occasion that is bound to make one a bit nervous, and necessitates the hiring of a crew and crane. Here are a couple of shots of that day:

Launching

Launching

Linda: "I Christen Thee STARSHINE"

Linda: "I Christen Thee STARSHINE"

(click on image for larger view)

The baby was then spanked on its bottom with the waters of San Francisco Bay.

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Saturday, March 6th, 2010 STARSHINE 1 Comment
 

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