The Beacon

Saanich Peninsula Squadron

October-November 2003

P.O. Box 2122, Sidney, BC V8L 3S6

A Unit of Canadian Power & Sail Squadrons — Vancouver Island South District


Bridge Members Page page 1

Commander’s Comments page 2-3

Tee Hee Hee page 3

Calendar of Events page 4

Annual Christmas Dinner Announcement page 4

Winterizing Your Boat page 5

Cold Shock - The # 1 Threat page 6

Editor’s Corner page 6

Search and Rescue is a Tough Job page 7

7 Very Good Reasons to Wear Your PFD page 8-11

The Saga of the Dagan—Chapter 1 page 11-13

Hahahahaha page 13

MAREP - Weather Hydrographic Reporting page 14-15

Classified page 16

Between the Devil and the Deep Blue Sea

Phrase that is the nautical equivalent of "between a rock and a hard place". The devil is the pan of the deck nearest the rail on a wooden ship, which is difficult to caulk. If not caulked properly, the result could be disastrous.

The Beacon

Volume 33 Number 6 October-November2003

The Official Newsletter of the Saanich Peninsula Squadron

A Unit of Canadian Power and Sail Squadrons

Commander Cdr Lesley Head 704-0325 commander*

Executive Officer Lt/C Gay Miller 656-5190 executive

Training Officer Lt/C Ian King 704-0325 training

Assist. Training Officer 1 st Lt Ron Harris 656-8881 ato

ATO — Chief Instructor Position vacant—volunteer required

ATO –- Chief Proctor Position vacant—volunteer required

ATO — Course Registrar 1 st Lt Colin Nicholson 656-5085 registrar

ATO — Student Cruise 1 st Lt Martin Russell 652-5543 studentcruise

Treasurer 1st Lt George Winn 472-2219 treasurer

Secretary 1st Lt Kathy McDougall 654-0207 secretary

Membership Officer 1st Lt Lorri Pelto 656-4462 membership

Public Relations Officer 1 st Lt Robert Anthony 884-4950 pro

Supply Officer 1st Lt Dick Cotton 385-5223 supply

Administrative Assistant 1 st Lt Jim Milbrath 655-0747 administrativeassistant

Beacon Editor 1st Lt Ralph Hodd 652-1715 editor

Archivist 1st Lt Ralph Hodd 652-1715 archivist

Communications Officer 1 st Lt Tony Kluge 656-7032 communications

Environmental Officer 1 st Lt George Winn 472-2219 environment

MAREP Officer 1st Lt Len Burton 656-6450 marep

Webmaster Position vacant—volunteer required

Social Cruisemaster 1 st Lt Ray Scott 656-4828 cruisemaster

Port Captain 1st Lt Len Burton 656-6450 portcaptain

Special Events 1st Lt Bill Walters 652-6566 specialevents

*All email addresses are @

Meetings of the Squadron Executive Committee (the Bridge) are normally held on the third THURSDAY of each month at 1930 in the Sidney North Saanich Yacht Club , except in July and December. All members of the Squadron are welcome to attend.

The Beacon is our official newsletter. Members with articles or information should send material to the Editor before the 15th of each month.

We also maintain a website We suggest you check the site regularly for notices of upcoming events, classified ads, etc.

Page 2

Comander’s Comments

With another Boating course season underway I am happy to tell you that we have filled a class for boating and have seven students taking Seamanship Sail. I myself took this course back in the days of 5-month classes and I see that the book has been reduced significantly. However that doesn't take away from the fact that a course like this is very welcome and we all can continue to learn both from the books and the instructor, as well as the experiences of the others in the class. At the time that I did the course I didn't have a sailboat but I still learned lots! We are hoping to have enough students for Piloting in January and would like to offer any other course as long as there is a demand. Call me or the Training Officer if you want a particular course.

Trying to do Squadron Business at this time of year is particularly difficult. Half the Bridge is away!!! Having fun and cruising no doubt. I have spent the summer working. No holiday yet but maybe the National Convention in October might have its fun side? "National" got its approval from the majority of the Districts to spend $50.K to replace Brian Birch - a wicked waste of money in my opinion.

Don't forget to leave a space on your December calendar, the fifth to be exact, for the annual Christmas Party. We will be having it at Dunsmuir Lodge again this year and I heard nothing but rave reviews by those who attended last year. Seating capacity is about 92 so get those tickets once they are offered. This year’s party could be a little different, hint, hint!!!

Last month I mentioned that I would be writing a little piece on the new old boat "Dagan". I have had favourable response and I am surprised at the number of you who are showing up at the dock at Deep Cove to check her out as she is slowly changing. I have started a "Saga" of the boat and you can see some of it on page 11. I will write as construction goes along, you will probably see a bit of an article in every Beacon.

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Now, this is a learning curve for both Ian and I. I hope that some of you may benefit from our mistakes and frustrations in purchasing and refitting this boat. Ian is asking anyone who comes to see her, "that they have a suggestion, a bit of knowledge that they might share it with us".

While I think about it, does anyone know where I could purchase a good, big diesel stove for our boat? We are also looking for a unique fireplace for her too. We are looking for everything, she is nearly a shell, ready and waiting for love and attention.

I met a Naval Architect this past week in regards to the "Dagan". During our conversations I asked him about the habit of referring to vessels tonnage. He enlightened me to the fact that it does not have anything to do with the weight of the boat. The measurement of a ship in older days was by tunnage (tun=large cask of wine) or the number of tuns of wine she could carry in her hold. When calculating the gross tonnage of a ship, one ton measurement is taken as 100 cubic feet capacity. Net tonnage was calculated by taking away the measured areas that were needed for accommodations, ship stores, fuel, and engines etc. Apparently port dues and fees are calculated on these amounts. The Naval Architect was quite knowledgeable in this area and told us all sorts of little tidbits about the history of ship’s weights.

So, enough of that for now. I hope that all of you who continue to boat this fall will be safe on the water. There have been lots of groundings lately!


Cdr. Lesley Head

Squadron Burgee

Burgee anyone?? For those of you who are not aware, our Squadron has it’s very own burgee. CPS defines burgee as "a pennant to identify a yacht club or similar unit membership". Burgees are generally flown on the bow staff of a power boat or the masthead of a sail boat. Our Squadron Burgee is now in stock and may be purchased for $21.00 including taxes. What a great Christmas gift! To get yours phone Supply Officer Dick Cotton at 385-5223.

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Calendar of Events

Oct 16 Bridge meeting, 1930 at SNSYC - everyone welcome

Nov 2 Student Cruise - Otter Bay (boats and proctors are needed)

Members volunteering their services contact Student Cruise

Captain, Martin Russell at 652-5543

Nov 11 Remembrance Day - No Classes All class schedules will be

moved forward by one week.

Nov 20 Bridge meeting, 1930 at SNSYC - everyone welcome

Dec 2 Course Review

Dec 5 SPS Christmas Dinner—Dunsmuir Lodge

Dec 9 Boating Course and PCOC exams

Dec 16 Restricted Radio Operator Certificate course and exam

Annual Christmas Dinner


Back by popular demand, we have once again booked our Christmas dinner at Dunsmuir Lodge and HURRAH ! the Squadron will be sharing in the cost of dinner. Featured will be two entrees (not yet determined), as well as a full array of salads, vegetables, and a mouth-watering selection of desserts. As soon as we know the menu we will announce it. Book immediately, as the room will only take 80 people.

Date: Friday, December 5, 2003 Place: Dunsmuir Lodge

Time: 1830 Cash bar social hour Dress: Dressy but not formal

1930 Dinner Cost: $25.00 per person

To reserve call Gay Miller at 656-5190 no later than December 1, 2003

As the Squadron must pay Dunsmuir for all reserved meals 4 days ahead, any no-shows will be billed for the full amount.

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Winterizing your boat

Some years ago we ran this check list of things TO DO to prepare your boat for the winter. We are fortunate indeed, boating on the Pacific coast, in that many of us will continue to boat throughout the winter. However, whether you enjoy your boat year-round or whether you prefer to put her away for the winter, many of the following steps should be undertaken.

. change oil and filters in the engine(s).

·the fuel tanks.

·fuel stabilizer.

·Change water/fuel separator filters.

·Clean flame arresters on carburetors.

·Check all hoses and fuel lines for condition.

·Check anti freeze.

·Shut "OFF" fuel and run carburetors dry of fuel. (Gasoline engines)

·Shut "OFF" water intake valves.

·Clean salt water intake filters.

·Check fluid level in batteries.

·Ensure batteries are fully charged.

·Disconnect the negative terminal if not in use.

·Fog engine with rust-inhibiting oil.

·Use air driers inside the cabin. (if hooked up to shore power)

·Clean out holding tanks.

·Leave fridge door open.

·If tarps are to be used, secure as best as possible.

·Check mooring ropes.

·Check fenders.

·Fasten all things that go "CLANG" during the night.

·Service lower unit. Oil and or grease.

·Service outdrive, grease U-joints, gimbal, etc.

·Check props for damage, grease spline ,check for wrapped line.

Submitted by Hank Louwerse

If you must choose between two evils, pick the one you've never tried before.

Page 6

Cold shock - the # 1 threat

In November 2001 there was an investigation into the death of a fisherman who was pulled overboard as he tried to prevent a crab trap from sliding into the waters of Hecate Strait. Within three minutes the fisherman’s boat had turned around and returned to his side. Even though the fisherman was in the water less than five minutes, he was unable to respond to the crew who threw down ropes and buoys. He drowned due to the effects of cold shock – the body’s physiological response to cold-water immersion.

The shock of falling into cold water is like the magnified response to getting an ice cube down your back. This initial gasp is followed by a four-fold increase in breathing rate, and panic takes hold. Contrary to popular belief, cold shock is more likely to claim lives than hypothermia, since it takes at least 20 to 45 minutes to become hypothermic in B.C. waters. With cold shock, it takes only moments before people become too panicked to assist in their own rescue.

If someone has been in the water two to four minutes with very little air and they are panicking, you can tell them whatever you want, but they can’t hear. All they are trying to do is get some air into their lungs. Drowning can occur with as little as 150 millilitres of water in the lungs – less than half a can of pop.

This accident could have been prevented had the fisherman been wearing a PFD and if the crew had had some basic rescue techniques.

Editor’s Corner

The members of our squadron are comprised of avid, experienced, knowledgeable and enthusiastic people from all walks of life. The "stories", "sagas" and "helpful hints" are real, and for the most part, personal experiences. Len Burton, our MAREP officer, and a frequent contributor to the Beacon , sends us the following account. It is real and horrific and not for the faint-of-heart. It will give you some pause and also impart some extremely good advice. Please proceed with caution.

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Search And Rescue is a tough job

You need a strong will and a cast iron stomach

The de-icing steam from the boiler couldn't keep up with the frozen salt water on the house work and upper deck. It was dangerous, we were top heavy in bad weather and we could hardly walk on deck, it was that icy.

It's an old picture and the only one that I know of that was taken that day. If you look you can see the snow and ice on everything. Following is the story of that dreadful day - Christmas 1968

Len Burton

We were completely iced up


Seven very good reasons to wear your Lifejacket or Personal Flotation Device

Many articles have been written about Lifejackets, PFDs & Hypothermia . Slowly the boating public is beginning to accept lifejackets and PFDs as something other than a seat cushion or temporary fender. Newer lifejackets are being worn like a fashion statement, they look good, are less cumbersome and come in a varied assortment of colors.

At times CPS arranges an opportunity for us to put on our lifejacket or Pfd and get the sense of how it feels to wear one in a pool. This is your opportunity to try it out and get comfortable with it in a less than hostile environment than you just may encounter unexpectedly.

How fast would you react in a real life situation should you have to find and put on your lifejacket? How fast would you react in an emergency situation? Is it neatly stowed away forward, or in a locker, or could you reach it in an instant? Do you have the mandatory number of lifejackets aboard? Do they fit the way they were designed to fit - an adult in an adult lifejacket and a child in an appropriate jacket for the size and weight of the child? SOMETHING TO THINK ABOUT!

At times, when I was in Canadian Coast Guard Search and Rescue, we would, while on an incident, find neatly stowed lifejackets that we were searching for, in the bow compartment of a half-submerged vessel. We didn’t always find the people that were supposed to be in the lifejackets that we found.

"The Incident" that I am about to share with you happened. It is real and should be a reality check. A lot of years have passed since this incident happened, but I can remember it like it was yesterday. A lot of lives changed that day - mine, along with the rest of the SAR crew I was with. It not only affects the families, but everyone involved.

We had tied up at the Coast Guard Base in Victoria, went onto shore power, and then went home to be with family and friends. It was Christmas Eve 1968.

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Everyone was excited at being home for Christmas even if it meant being on ½ hour standby. With the exception of the deckhand on radio watch, we all went ashore. This meant we had to be within ½ hour of being ready to depart at a given moments notice - day or night - no excuses. I remember the weather was cold and snowing and utterly miserable. On Christmas day or Boxing Day I’m not quite sure which, we got orders to steam immediately for Campbell River at Full Speed. A powerboat was reported 24 hours overdue! We were all called and departed immediately as it would take at least eighteen hours to reach Campbell River. The weather was getting worse, with lots of snow lowering visibility to next to zero. I think we reached Campbell River late that night. The RCMP Marine Division came aboard to tell us what we were searching for - a pleasure craft about 25 ft. in length. Onboard were an adult male and seven little children. We didn’t even want to speculate the worst. Everyone "turned to" for this one, Seamen, Oilers, The Mate and Engineers. No one slept that first day and everyone took turns with the binoculars. The next day came and went. Every type of vessel and aircraft, with weather permitting, searched, but it was next to impossible to see anything due to the snow and zero visibility. It was still snowing fiercely. All coves and possible anchorages were checked, but nothing was found. It was like they just vanished! We had been "grid searching" now for 48 hrs, everyone had fallen back to their sea watches and all were exhausted. By now we expected the worst.

At noon on the third day a search plane spotted what was assumed to be a lifejacket alongside the bottom of Copper Bluffs just above and north of Campbell River. I was about to witness the most horrific thing I’d seen in my life. To this day I have never been able to forget or put out of my mind the events that were about to unfold.

We steamed from our search point, which was just off Campbell River. We went from "Slow Ahead" to "Full Ahead" and sped for Copper Bluffs. I was on watch in the Engine Room. It took us about ½ hour to get there, and we were the closest. As we slowed down, I was relieved to go up on deck to give a hand. I was not prepared for what I was about to see. We lowered the zodiac into the water and came alongside the body in the lifejacket.

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As the body in the lifejacket was pulled into the zodiac, we assumed we had only one body. To our disbelief and horror, the depths gave up another body, then another body - six all told! Each one had their wrist tied to the next - all joined at the wrist like a chain of frozen little white dolls, all drained of color, all with their eyes rolled back and open. They must have had a horrible and terrifying death. We were very gentle with them as we laid them all out across the quarterdeck, biggest to smallest. They were all so small and fragile.

Then something strange happened! They all started bleeding from their ears, eyes and noses. As I stood there I felt sick. Rigormortice had long since set in and lying there, their feet were all pointing down, eyes rolled back, and arms frozen like they were sitting in a chair. In reality we assumed they had some type of floatation device and as hypothermia set in and each and everyone died, they lost their grip and sank underwater. If there was any redeeming factor, they were all tied together at the wrist and we recovered all but one, who, being small must have just sunk. We recovered six, altogether and never did find the adult male who was operating the powerboat nor did we find the boat. We assumed there were just not enough lifejackets aboard. Probably the adult lifejacket that the oldest was wearing was the only one aboard.

It was a terrible loss of life, a waste of three or four families, all for the thrill of a joyride. This happened in the worst weather conditions imaginable - a powerboat operated by an irresponsible adult taking out his new Christmas present. The Coast Guard inquiry concluded that the boat, operating probably at full speed and probably at close to zero visibility, must have hit a submerged object, probably a log or deadhead, which tore the bottom out of the boat. The lone adult must have had just enough time to fit the biggest of the kids into an adult lifejacket, then tied all the rest together at the wrist, just before the boat sank. They must have died of exposure within minutes of going into the frigid waters. I also remember "very clearly" all the families that had to come aboard and identify the kids. This will stay with me for the rest of my life. The remainder of that patrol was one of the most somber ones I can remember. No one aboard said much for the rest of the patrol. That’s how a Marine incident started and ended. Incident closed.

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The color of a Lifejacket or PFD is also very important. We now have a wide variety of colors to choose from, but from the other end of the binoculars searching for one,

Bright Orange is still the color I prefer and wear today.

Len Burton

MAREP officer

The Saga of DAGAN

by Capt. Lesley M. Head

Chapter 1: Finding Dagan:Winter '02/'03

It wasn't as easy to find a used, useable fishing boat to do a conversion on as everyone had said. We started looking in the winter of 2002-2003 and discovered lots of old boats in the papers and on websites that where grossly overpriced or just plain gross. "We" is myself, a young '50ish' gal with lots of spunk left and Ian, my partner, a little older '50ish' guy with lots of guts, whom I will refer to as the "Bilge Rat". Our plan was to find the right boat, rip her apart and convert her into a "home trade III" charter
vessel to carry up to 10 passengers to Alaska and around the British Columbia coast.

The first boat of any consequence was found in Victoria Harbour. She was 40ft. with a 13 ft. beam. The owner had cleaned her up and we could see that we were thinking too small for the plans we had. After an offer he flatly refused, we continued to look.

We then headed to Steveston and Ladner to look at boats that were listed on websites of brokers in that area. They were in pretty bad shape and would require lots of money to clean them up before even getting into the rip and rebuild stage. While there, a salesman whom I will refer to as the "crook", mentioned to us that a slightly larger vessel was available that had been started on and might just be up our alley!

There she was in Steveston, 60 ft. 18ft. beam and looking rather nice. She was built in 1927 and had been fishing on the West Coast until the mid-90's. The owner was willing to look at offers as he had 2 other boats as well. So an offer went in, in March, t and waited until May to close the deal.

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The owner, having gone to Europe for a vacation, had to complete her for the sale and a few things on board didn't work (actually most things didn't work). A week before the closing the owner and I and his cousin and the Bilge Rat ran her up the river to Shelter Marine to have her pulled for inspection by a surveyor.

I guess things really started to go wrong there. The owner paced back and forth the entire time she was in the slings and that set off the surveyor. He began asking questions and didn't like the answers he got. Apparently the things that hadn't worked had not been repaired either. The day before closing came and I phoned the "Crook" to find out if the conditions of the contract had been met. "No, but I better close or he and the owner would ’sue me’ ". The next day, closing day, the boat still not complete, I cancelled the sale. I asked the "Crook" for my deposit back and he informed me that he and the owner were going to keep it. Needless to say a good lawyer and several hundred dollars later we finally got back a good portion of the deposit. As I write this, four months later, that boat is still up for sale. Too Bad!

Well, we weren't put off yet. So, back to square one and looking through the want ads, websites and magazines. About the first week in June I decided that Prince Rupert, on the northern coast of BC, might be the place to buy. We had heard so much about the fishing fleets there and how the cut back in fishing licenses had left many of these boats on the docks with "For Sale" signs on them. We contacted a Broker there who had a possibility, and then I phoned the Chamber of Commerce to brokers. The lady there put me on to a nice old guy "Ray", who ran a marine service, who occasionally sold boats. Ray had just spoken to a fellow that very morning who had decided to sell his boat. Would we be interested? So mid-June off we flew to Prince Rupert to see two boats. It was an
extremely expensive trip as there are no direct flights to Prince Rupert, and the boat that Ray had let us know about was 120 miles south of there, accessible by charter plane only.

We viewed this trip as an adventure and it surely was. Prince Rupert is a charming place with a great history. Ray, our guide told us all about the place and spent hours doing the tour. We looked at the first boat, a big 65 ft. 18 ft beam boat which was totally useless as she had been ravaged by her crew and left to sink. And then off to see the second boat at a fish camp 120 miles south of Rupert in a little bay. The flight down was wonderfully scenic and we landed 35 miles Southwest of Hartley Bay.

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"Dagan" sat just off the side of this magnificent lodge. She had, earlier that spring, towed up the fleet of 20-18ft. completely outfitted fishing boats, and then had been left on a mooring buoy in the next bay. One night she had broken free in a severe storm and had landed on her side on a beach where she was filled with water up to the top of her bridge. The owner had refloated her, cut all her electrics and then got her going with the use of an old car battery. She now sat tied next to the lodge, engine running and looking pretty sad. Her bilge was full of oil and her fuel tanks as well as the hydraulic tanks had seawater in them. There was a huge cement curb on her deck and lots of garbage too.

The fishing lodge life was a new experience for us. The patrons were up at the crack of dawn and most took their breakfast with them as they hurried off in the 18ft fishing boats, to find the perfect catch. The staff there were attune to the customers every need
and everyone smiled constantly. The food was wonderful and there was no shortage of snacks. The owner of this lodge had built this two storey palace on a huge barge. Every room had its own bathroom and there was a massive dining room and lounge. Apparently the owner had sunk the prior lodge and had this place built to replace it. I wonder if at some point he'll sink this place too! We were given a comfy
room and fed as well as the customers. The view was great and except for the large generator that never turned off, it was quiet.

So, back to the boat. Ian offered a fair price and the deal was struck. The owner was to bring the boat to Prince Rupert in good condition and we would deal with Ray on the financial side of things. Well, two mistakes here! The purchase price was done with a hand-shake and the boat was supposed to arrive seaworthy! We left the next day by plane and returned home excited about our purchase.


A young punker with spiked, green, purple and orange hair gets on the cross-town bus. His clothes are a tattered mix of leather and rags, his legs are bare and he is without shoes. His entire face and body are riddled with pierced jewelry and his earrings are big, bright feathers. He sits down in the only vacant seat, directly across from an old navy man who just glares at him for the next ten minutes. Finally, the punk gets self-conscious and barks at the old man, "What are you looking at you old geezer. Didn’t you ever do anything wild when you were young?"

Without missing a beat, the old man replies, "Yeah, back when I was young and in the Navy I got really drunk one night and had sex with a parrot. I thought maybe you were my son."

Page 14

MAREP - Weather and Hydrographic Reporting

There are two constants that we encounter while boating - the weather and our position while on the water. Over the wind and weather we have absolutely no control. We know where we are by referring to the latest charts issued by Canadian Hydrographic Service . At times we will encounter weather too severe to be out in, and at times we may discover our charts may have items added or deleted, or a buoy that may have moved out of position. Your MAREP report, if you make one, may save another mariner from encountering inclement weather, a log or a dead head. Your report of an uncharted rock or buoy out of position will most certainly save another boater from incurring damage to their pleasure craft.

Cartography and Charting

Over the past centuries the oceans have been charted to a great extent. With the sophistication of new equipment, we have moved on to a level of cartography that was only dreamed of but a few years ago. Where does MAREP fit into both of these categories?

For me, CPS has brought a greater awareness of the two. They are called "MAREP Weather & Hydrographic", both refer to Marine Reporting.

The MAREP weather program involves our sending in reports on local conditions in the area where we are cruising, by the use of our VHF Radio. Our weather reports are now mostly automated, but have you ever-encountered less than favourable conditions when the VHF weather channel broadcasts sunny days and light winds? This can be encountered in Georgia Straits at most times in the early to late afternoon and is more noticeable around the Parksville/Qualicum area where the warm winds blow from the shore.

In the late summer/early fall it is not uncommon to awaken to radiation fog, at your slip or anchorage. It usually burns off quickly in the morning as the sun rises and the warmth from the sun dissipates the fog. As we slip into fall, the fog may not lift for days.

Page 15

The days are cooler, the sun is setting lower and faster than during the warm summer months. Extra care and attention should be taken if one encounters fog. Smaller vessels should be fit with Radar Reflectors. For those of us cruising the Gulf Islands, the fall can be a more rewarding cruising season than the summer. There is less traffic on the water, more available open anchorages and moorages. The major drawback that one should be aware of

is the availability of fuel in the Gulf Islands. Most Resort Marinas do not pump fuel after the end of September due to the declining boating over the fall and winter months. Fuel supply in Tsehum Harbor is year round. Be sure to fuel up before going out.

This is also a time where MAREP reporting is very important. The fewer the boats on the water, the fewer observations of the quickly changing weather on the water. The BC Ferries will still be running during the winter months but the hourly service will be cut back to two hours. After setting out for a day cruise during these months, and checking the weather forecast, if your VHF radio is so equipped while listening to Channel 16, switch to dual scan and also monitor Channel 11, Victoria Traffic . Fog may quickly roll in at any time and being aware of what is around you is just as important as the inclement weather you may encounter.

MAREP reporting is what makes us safe and responsible boaters.

I have more than enough MAREP report sheets and information. It is not hard to make a report or fill out a report. Your observation may just save a life or prevent damage to an unsuspecting vessel in transit through our waters. The start of fall and winter cruising is about to begin. It can be a challenging time to be on the water and a chance to hone your boating skills. Since taking the MAREP position in the Saanich Peninsula Power Squadron, I have filed three MAREP Hydrographic reports. They were not hard to do. I would encourage all members to participate. We have all taken the courses offered by CPS and some of us became members in the squadron. Why not take the time to get involved in MAREP and apply the knowledge you have gained through CPS to further boating safety.

LEN Burton MAREP Officer.

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WANTED: Help! Help! We need a member with some computer know-how or savvy to assume the position of Webmaster. The site is working and the major job would be to make occasional changes as well as upload pictures and post the Beacon. Pay is negligible but rewards are many.

Please contact Commander Lesley Head at 704-0325 or e-mail

FOR SALE: 24 ft fiberglass sailboat - $4200.00 obo

10 hp outboard. Call Cathy at 920-6854 after 4 PM or


FOR SALE: 60 feet of anchor chain 5/16—$60.00.

Please contact Mary Hunter at 658-8715

FOR SALE: Sealand portable/permanent toilet - $85.00

Has a 5 gallon holding tank capacity and may be used as a portable head or installed permanently with pump-out overboard or to larger holding tank.

Call Dick cotton at (250) 385-5223

FOR SALE: Garmin GPS Map 210 including two G Charts: 1) Nanaimo to Bute Inlet and 2) Puget Sound to Gulf Islands) plus Lowrance 3500 Depth Sounder (No transducer) Package Deal. Contact Jan or Shelley Nielsen at 250-656-1959 or e-mail

COMPANION WANTED: To share cruising experiences on my 26’ power boat. Please call Ray Scott 250-656-4828 or e-mail

CELESTIAL NAVIGATION: The Brentwood Bay Squadron will be offering Celestial Navigation , likely starting in mid to late October. Anyone wishing to take the course should call Stephan Larsson at 656-9921 to register.

Please advise if you want to PLACE an ad. Please also advise editor if you want to DISCONTINUE an ad.