This issue is dedicated to Ewan & Mathilde
Jack Tar issue #1 designed and edited by Kim Carver, with final assistance by Clif Wolford. Kim is grateful to be part of the maritime community and started this magazine so that we could better connect with one another, even while at sea. This magazine is by and for mariners. Please email letters, photos, stories, rants & raves, galley or slush recipes to firstname.lastname@example.org.
To Nanette Brown, Clif Wolford, Jarad Matula, my mom, Stacey Lary, Philip Niedermann, Jeffrey Norton, Bryan Clutz, Garret Lovejoy, Jonathan Thomas, Karyn Newbill, Shawn Strange, Capt. Christopher Trandell, Laura Levin, Kent Matsuoka, Eric Van Dormolen, Captain Stephanie Robb, Jimmy McManus, Bonnie Hutchinson, and everyone in the Tall Ship Sailor’s Group for moral, financial, and technical support.
By Captain Mason Marsh
The slap and hiss of the steel grey water on the hull beneath my slack face did little to soothe my misery. I’d been turned inside out and hung over the lee rail on the main deck of the Brig Lady Washington by a consuming bout of seasickness.
It was my first voyage off shore and the first eight hours were a hoot. I was loving the buck and roll of the brig and the cool
Some say that the great thing about puking is the relief the act brings. When you are seasick, that supposed gift is unwrapped quick and cast over the rail with everything you’ve ever eaten, or have even thought of eating. Instead of comfort, you get tears. Cold sweat trickles down your back as your gut ties itself into knots that Ashley himself never heard of. When you are seasick life takes on a certain gloom. You are much more than just sick, you are so ill that if you could spare the energy to recall all of the previous times you have tossed lunch, you’d smile with smug morbidity at just how great it would be to just be ill.
I didn’t stroll down memory lane while draped over the yellow rail that day. Instead I glared through the prisms of my tears as the sea slid up and down the rotund hull of the brig. The cold, dull water would fall far from me only to return with alarming speed to pause an arm’s length from my gaping mouth. Countless gallons of the salty Pacific found the freeing port at my feel and swirled and swished around my boots, soaking my pantlegs. The contents of my heaving stomach were long gone, but my muscles kicked and punched with copious effort in hopes of retrieving something, anything, to give to the sea.
After what seemed like days of jaw-aching misery, the foulie-draped Mate made his way casually down from the cheerful dry real estate of the Quarter Deck. He paused at my side, stole a quick glance overboard as if to investigate if there was anything worth staring at, and then he chuckled. The bastard laughed. “I see you kept a hold of your hat”, he said. I looked at my left hand where my fleece cap was clutched in icy fingers. My right hand had been busy wiping my face and hugging the thick fir rail. “yeah”, I countered. “You wanna know how to keep from getting seasick?”, he asked. “yeah”, I muttered, as every cell in my body that still held the will to live screamed, “TELL ME! I’LL DO ANYTHING!”
And he spoke the words that would give me a future in seafaring. The weather-beaten wisdom of generations of jack tars was going to be passed from a salty old sea dog to a puke-splattered pup. He spoke the words and then simply walked away, leaving me to my thoughts and my gagging body.
He said, “Sit under a tree.”
First Aid, CPR and Your USCG License
Among the pile of papers you must have in order to get your Masters or Mates License is your First Aid and CPR Course Certificate. Yes, the I’s have to be dotted and T’s crossed on all of the application papers so the processing of the application does not get slowed down. There are several First Aid Classes you can take across the
The group or organization offering the class must submit their training curriculum to the USCG for approval. A small part of the approval process is to ensure that it meets the International Maritime Organizations requirements (IMO www.imo.org ), then meet the requirements of the CFR’s (Code of Federal Regulations) 46 CFR 10.205(l)(3) and STCW Code. There must be a written and practical test process and records maintained for a certain amount of time.
One difficulty of taking the Master or Mate test at the USCG Regional Exam Center (REC) is the test questions that cover first aid and CPR may not be updated for the current standards. The American Red Cross and the American Heart Association update the standards of care for first aid and CPR every 2 to five years. What does this mean? The questions that you encounter on the USCG Licensing test data bank may have different correct answers than what you learned in the First Aid and CPR class. One big difference is the American Heart Association compressions to breaths ratios. Currently the ratio published from the AHA is 2 breaths to 30 compressions.
Once you complete the approved first aid course, you must submit your application to the Coast Guard before one year from date of issue of the first aid certificate or it will not meet USCG requirements. Some organizations only certify the First Aid & CPR card for one year while others expire after 2 years. This does not affect the 1 year from issue date for USCG application requirements.
In Summary, check with the USCG for approved courses. They are listed alphabetically by company or organization on the web link above. Complete the course, and submit your application with in one year of completion of the First Aid CPR Course. From here, good luck, have fun and hope to see you out on the water some time. – JONATHAN THOMAS
First Aid & CPR – New vs. Old Standards
CPR cycle = 30 compressions + 2 breaths (do not stop to check pulse)
Rescue Breathing – Victim NOT breathing = Skip pulse check and begin CPR!
CPR cycle = 15 compressions + 2 breaths (stop each minute to check pulse)
Rescue Breathing – Victim has pulse = rescue breaths every 5 seconds
- CAPTAIN MASON MARSH
Your Rights to Health Care as a Traditional Sailor
“Know your rights; these are your rights; All three of ‘em; It has been suggested; In some quarters, that this is not enough!”
1) You have a right to safe working conditions aboard a ship that is seaworthy, free of defects and dangerous conditions.
2) You have the right to receive immediate and adequate medical treatment regardless of fault or cause for any accident or sickness that occurs while working for the ship. This includes any injury or illness that is caused or aggravated by your service aboard the vessel. The fact that any injury pre-exists does not necessarily deprive you of your entitlement to maintenance and cure.
3) You have a right to “maintenance and cure” while injured. Maintenance is a daily dollar amount sufficient to support you (food, shelter etc...) while being treated for your injury or illness. Cure is the cost of the necessary medical care.
4) You may have the right to receive additional monetary compensation for any injury that occurs because of the negligence of your employer, co-workers or because of dangerous conditions aboard the ship.
5) You have a right to file any worker's compensation claim. It is against the law to fire or harass an injured worker for filing a workers' compensation claim.
6) As a maritime worker you are covered by several federal laws:
The Jones Act: Seamen who are injured can make a claim based on the negligence of an employer, vessel owner or coworker, and may collect compensation based on present and future damages. Claims include failure to provide a safe environment, failure to provide necessary medical attention, and failure to maintain a “seaworthy” vessel. To qualify as a seaman under the Jones Act the worker must show that: “their duties contribute to the function of the vessel or to the accomplishment of its mission, and that you have a connection to the vessel in navigation that is substantial in terms of both its duration and nature.” Often the owner of a ship will try to dispute that the injured sailor was in fact a seaman. See “Tall Ship Sailors Best Practices” for more information on how to establish seaman status.
The Longshore and Harbor Workers’ Compensation Act: Provides protection to maritime workers who are injured on navigable waters. This act was created to fill the gap between the Jones Act and state worker’s compensation laws. The Jones Act provides protection to seamen and state workers' compensation laws only apply to injuries that occur in a particular state. This act provides protection to non-seaman such as longshoreman, harbor-workers, ship repairmen, shipbuilders and sailors who alternate between several vessels of different ownership and and other maritime workers.
Workers Compensation: Transportation workers (seaman) are generally not covered by state worker's compensation laws. But, if you try to file a Jones Act or L&H claim and are found to be ineligible you may be eligible to file a worker's compensation claim. Research the laws in the state your ship is based out of.
WHEN AN ACCIDENT OCCURS RESULTING IN AN INJURY
Injured sailors cannot rely on the company they work for to treat them fairly. When injured, you must act to protect yourself. Failure to do so could result in being denied injury compensation you are clearly entitled to. Here are some suggestions to aid you in asserting your rights.
1) Immediately report the accident to your Captain or Mate and request that a written report be made, along with a log entry. Make a note of the name of your superior and the date of the accident.
2) Write down the name, home address and telephone number of each witness to the accident. You should keep a daily diary of how the injury affects you. List in your diary the people who could testify to the effects of your injury upon you, the time you are off work, medical appointments and your physical conditions (what hurts). No detail is insignificant.
3) If possible take photographs of the accident scene and your injuries.
4) Obtain immediate medical attention by a direct request to your supervisor or the Captain. Record the name of the ship's doctor/medic, treatment given and medications taken.
5) Do not sign any papers or statements as to how the accident happened, unless first read by your own lawyer. Keep copies of all paperwork you are given. Be careful who you talk to. Do not discuss your injury with lawyers or representatives from the company.
6) If you are seriously injured, you should obtain the services of a lawyer experienced in handling the claims of injured seamen.
IF YOU ARE UNABLE TO CONTINUE WORKING
1) Immediately inform the company if your doctor says you cannot work.
2) Request money to live and eat with while undergoing your medical care or treatment or request that the company directly provide you with shelter and food.
3) Do not let the company send you home without thoroughly discussing with your doctor:
a. Whether you can travel,
b. What further medical care you will need,
c. If the doctor thinks it would be better for you not to go home.
4) If you do go home, request the company to arrange proper medical care at your destination.
5) Do not sign any papers settling your case against the company with out having discussed it with a lawyer who handles seaman's accident cases first.
Note: If the company will pay your wages while you are receiving medical care and not working, you may sign a receipt for the amount of wages only. Be sure not to sign anything else.
Tall Ship Sailors Best Practices
As mentioned in 'Your Rights as a Tall Ship Sailor' the Jones act will only cover your injuries if you qualify as a seaman. The Jones Act states that to be considered a seaman (and hence covered by the act) the sailor must show that “their duties contribute to the function of the vessel or to the accomplishment of its mission, and that you have a connection to the vessel in navigation that is substantial in terms of both its duration and nature.”
Often students and volunteers aboard traditional ships are not considered seaman and may not be covered by the Jones Act. Here are some basic steps you can take to ensure that you receive Jones Act coverage if injured.
1) Get your Merchant Mariners Document. Your MMD or Z-Card is issued by the US Coast Guard. An entry-level MMD has an OS (Ordinary Seaman) rating, you do not need to present sea time or take an exam to get your OS MMD. You should contact the coast guard for information on how to obtain your z-card. As you gain more experience you should work towards qualifications such as
2) Ask for copies and save all paperwork (contracts and tax forms) given to you by the company and/or your officers when you are hired. Always read everything that you sign. It is illegal to require an employee to sign away their right to: medical care, federal overtime protection and a federal minimum wage. If a ship is paying you sub-minimum wage they must supplement this by providing room and board.
3) If you are a sail trainee and/or a volunteer make sure that the ship you are working aboard has insurance and that you are covered by it. If you are not covered by the ship's insurance policy you should think twice about working aboard the vessel. You may not be covered by the Jones Act as a volunteer.
4) Keep a journal. This is a fun thing to do while at sea and is a good way of chronicling your work aboard a vessel. Keep photos and documentation of any work and travel you do with the ship. All of this could be used to prove that you have “substantial connection to a vessel”
5) When you leave a ship get a certificate of sea time (an official letter detailing your time spent working aboard a vessel). This is needed when you apply for an AB later in your career. But it is also an easy way to show your history of maritime work that can be used to establish yourself as a seaman before a court in case of an injury.
6) Organize with your shipmates. If you notice unsafe conditions or practices aboard a ship, get together, discuss it and change it. Hopefully together you can prevent injuries from occurring. – SAMANTHA LEVENS
For more information on the information above please contact:
Sailors belong on ships... we all know the rest of the yarn, but I would like to give my thoughts about how often, and to what extent a variety of experiences makes one into a better, more professional seaman. I am here to advocate for the most well rounded, professional, and able mariners that we can make of ourselves. In order to achieve that I believe that a breadth of experience, not only on sailing vessels, but in several different segments of our industry are essential to that professionalism.
Firstly I would like to address the issue of rotation or hitch length. Consistently, the single most common problem regarding crew ability and cohesiveness in the sailing fleet is Burn Out, caused by too much time spent aboard without a break. Everyone will agree that going to sea for a living, no matter the size, shape, or mission of the ship, is a very physically and mentally demanding job. It is a job that requires 100% of the seaman the entire time that we are aboard. In the merchant service this is a well recognized problem that is monitored by shipping companies as well as the seafarers unions or individual mariners. I also understand that money issues and wages are lowest in the sailing niche of the industry, often compelling seaman to stay aboard for longer lengths of time than are desirable for sanity's or professionalism's sake. While I believe that the ultimate solution for this should be an increase in wages for sail training and sail passenger industries, the reality at this moment is that it is unlikely to happen. So how do we as individual mariners resolve this dilemma? The answer is with better paying relief work aboard ships and in other maritime positions. Most merchant berths will pay three to six times or more of what a paid position on a sailing vessel will. Not only will this type of work allow you to make enough to live as well or better than twice the amount of time at sea under sail only, but it ultimately will better your skill set and make yourself a better seaman. This will also benefit the marine industry as well.
One of the growing issues in the merchant service is the lack of young talent coming in. There is a real need in those aspects of the industry for competent, knowledgeable and young seafarers. My personal experience has been that there is no better training device to learn the core skills of seamanship than working, maintaining, and operating a vessel under sail. That being said, working sailing vessels is only a small, specialized aspect of seamanship and is not a viable lifelong career, save for a very few of us. The complement to this is that it allows for more sailors to stay involved and underway in the industry for a lifetime. Just as having a breadth of individual experience within the merchant marine makes each individual seaman better, so each ship benefits from having sailors that can keep coming back to the sailing industry for a lifetime.
The primary focus of my rant, however, is about the individual. There is no better, more challenging, more fun to way to go to sea than under sail. The seamanship one learns aboard a tall ship is unparalleled. You learn problem solving skills that are then envy of the rest of the industry. The tall ship sailors' intimate knowledge of the environment and how to handle the ship instead of fighting the elements also makes for superior ship handlers. The sailing community can be quite insular, often precluding the addition of new or merely different techniques and practices that diversity of experience allows. Ship management, both shore side and shipboard is usually more professional outside of tall ships. The use and proficiency of tools, techniques, skills and equipment of a modern merchant ship also increase the skill set of any mariner.
Diversity of personal experience is the greatest course to professional growth and knowledge. The next greatest is to sail with and for as broad a range of shipmates and ships as one practically can. – BRIAN CLAMPITT
The Sea is My Profession
a column dedicated to tall ship sailors
Welcome to the first issue of Jack Tar magazine. Kim plans to focus many pages on the DIY world of tall ships, education, traditional sailing, and seamanship; giving voice and access to sailors, their stories, information, discussion, and, no doubt, insight and controversy. Our industry needs a resource that will offer an outlet for all the issues and knowledge that make up our world. Shipmates need a journal with topics specific to the ships, gear and people they love. The various organizations and their staff need insight into the life and business of the vessels and shipmates they support. Many of us are new to this profession and appreciate any means of discovering and enjoying what it’s all about. Traditional sailing is science, art and hard work that provide a never ending font of beauty, knowledge, and insight. The sea, the ships and our mates ultimately teach us the wisdom of life.
This column is dedicated to the issues and concerns that we face. It’s about open and frank discussion on a wide range of topics and issues in our profession. Yes, our PROFESSION (The second oldest, I believe). Traditional sailing is a vocation requiring skill, training, and dedication. The educational requirements to begin are minimal; a strong back and a willing mind. Or is it the other way around? Regardless, enthusiasm is the sole necessity for acceptance. Knowledge comes later. How many jobs will take you in because you happened to be on the threshold and willing to work? What other industry will ask you to stay, give you a place to sleep, AND three meals a day because you work and play well with others? Not many, I can assure you. Some people will jump right in and jump right out after a time. Some will make it their life for a while and move on to other things… though they never leave forever. Many never leave. They are caught. A few will make it a career, but, most will make it a profession.
Why? Is it the money? Not hardly. Some ships pay well, some decent, most are not very lucrative. The benefits are the adventure, shelter, travel, food, etc, etc. Is it the camaraderie? There are great people in many fascinating walks of life. Is it the work, the ships and the programs? Maritime organizations offer opportunities to teach and work on historic, albeit, static vessels. Travel? Adventure? What?
It’s the knowledge that you have successfully managed to sail YOUR ship, with students or passengers, in any or all circumstances, safely upon the sea. You went out and came back. The sea is the most unforgiving mistress. Irving Johnson said it best, in “Around Cape Horn”.
“We sailed this ship with our own hands…”
The modern tall ship sailor is bereft of the same experience that was available to the jack tar of even 50 years ago. There are those who were fortunate enough to sail with Master Mariners such as: Arthur Kimberly, Alan Villiers,
The traditional sailor must be proficient at vessel management, personnel management, time management, maintenance, ship systems and engineering, accounting, legal requirements, and, of course, paperwork. Not to mention, they must be skilled at sailing, navigation, weather, charting, harbor familiarity, rules and regulations, education, teaching, entertainment, rigging and a whole sea (ahem), of talents and abilities too numerous to mention this issue.
Arguably, Seamanship is the highest art and expertise that any mariner could ever hope to master. The ability to intuitively know and understand the right action in, (or preferably before) any situation is a quest of a lifetime. The sea and the universe are infinite. No sailor, living or dead, can claim to “know it all” or “seen it all“. Understand that right now. ANY sailor that declares that they know everything there is to know, that their way is the only way, is either a fool or presumptuous, usually both.
We are all students of the sea. The lessons we learn from the ocean, the weather, our ships, and, ultimately, ourselves prepare us for more and greater lessons. To stop learning is to become complacent, and the ocean will not tolerate complacency. The demands of the sea and the ship, by their very nature create professional mariners. There is an old saying;
“Eternal vigilance is the price of safety at sea.”
Traditional sailing is a profession of the highest order. Those who do not treat it so will not satisfy the demanding sea… or themselves. – THE ITINERANT SAILOR
Engineer’s Confessions… We lost sight of land many days ago and tempers are becoming slightly edgy and frayed at the ends. Usually there are a few troublemakers in a large crew like this, but not this time. All are docile, trying not to be mean to each other and all that crap... BOOORING !!! I am so incredibly bored with these people I'm about to jump into the ocean just for a change in perspective.
The Trainees are all very pleasant and nice if you talk to them, but as a mob they are the most unmoving object that has ever not gone anywhere. Not a single party has spontaneously happened. Half of the guys are between 18 and 20 and the other half are older than 40, with only the pro crew left over in the midrange. OK, OK, there are 2 or 3 twenty- and thirty-somethings amongst them, but a single swallow don't make no summer.
Marlinspike, our traditional Sunday-afternoon-open-a-bottle-of-rum-and-be-merry has fizzled away.
Well, last Sunday the Captain, who is of the same opinion, just kept the Rum coming... with the usual party result. The kids got drunk really fast, threw up and were out by about 7 o'clock and the older trainees turned in at 8 o'clock as usual, complaining about the music.
Just half an hour ago we saw land the first time in 33 days, Rodriguez, it is said to be, only 2 or 3 days and this is finally over.
For some reason on this trip the toilets behaved rather disgustingly. There are 2 heads that drain into a common pipe and from there overboard. If someone is flushing (pumping) one head, the person sitting on the other head usually gets a wet ass, since air bubbles get pushed up the piping... I don't think I need to elaborate how disgusting that is. When you sit on the john and you hear the other head being pumped, you either jump up and run for cover, or start pumping against the coming tide...
I couldn't explain why it would do that all of a sudden since it never did that the whole previous trip. So now, half a year later and bored enough to actually crawl around the shit-piping, I discover that someone closed the valve for the vent. So I simply opened it and the problem was solved.
Now, I think I mentioned how bored I was - I took a discarded plastic bottle and filled it with water, some vinegar, Lee & Perrins steak sauce, liquid soap and baking soda. The active ingredients being the vinegar and baking soda, which react rather violently. It’s very showy for the un-initiated.
I took that mixture, which I brewed at a place where everyone could see me, and the chemical reaction. I told them to use a capful every time they were flushing to prevent bubbles. My explanation that I gave was that the acid in the vinegar and the alkaline ingredients in baking soda would fill the bubbles with heavy vapors so they would sink and get flushed out with the rest.
Immediately I was the local hero. An official Memo was posted so that no one would forget how to do this. People were cheering in the streets and confetti was everywhere... ok, not quite... but you get my drift.
The only light source in this intellectually very dark place was Monty, a research engineer and now my assistant in the engine room. He exclaimed: "'eavy Bubb'es !?! Is dat loik 'eavy wotar? Does it glow?"
I had to make 3 more batches until the custom finally fizzled out. But the real payoff was that I was entertained for days. – PHILIP NIEDERMANN
I Don’t Sail, I Yacht
There is a distinct difference between sailing and yachting. While yachtsmen are a small group growing by the day, sailors are all around the world. Sailors are a very stereotyped group of people who live a certain lifestyle which is commonly associated with being wealthy. Yachtsmen are a group of people, who break that stereotype and invite just about anyone to join in the fun. We live by these basic guidelines:
1) Always remembering to provide an exceptional leg/crotch thrust toward a yachting competitor or a fellow yachtsman, or anyone who might be on the pier. Be sure to include the appropriate amount of un-tanned skin as you hike up your shorts during the act of the thrust. A minimum of 3-4 inches is needed to accurately portray a sublime thrust. While passing a pier which is naturally crowded with people trying to get a glimpse of you, give them a treat and spit some game towards them. Anything goes, I mean you are on a yacht, they are just looking at your yacht, you can say anything you want. It's not like the girl you just hit on is going to have her boyfriend swim after your yacht. She most likely would ditch her poor boyfriend because she just realized how much better you are, simply because you are yachting. Make sure you let everyone on the pier know what you are doing; yelling "WERE YACHTING!" is the most efficient way to tell them.
2) When you have a beer or mixed alcoholic beverage of your choice, you must remember to place it in its respective yachting coozie to keep the beverage cool as your soft lips guide the booze into your surely awesome body. The coozie is vital to yachting; it goes hand in hand with the leg/crotch thrust. Never, for any reason, have a drink with out a coozie. The only exception to this is a glass with a stem to it, in which case the coozie would likely cause you to spill your beverage, which is alcohol abuse, and is a capital crime as a yachter. Remember to maintain a variety of coozies so that you can match them to your elite outfit. A black or white coozie would go nicely with the tuxedo you are planning to wear to the wedding. Your coozie does not have to match your belt or shoes, coozies are best matched with the polo you are wearing. As you surely already know, coozies are hot commodities, so unless you have backups, do not lend out a coozie, for you are not likely to have it returned. A rule of thumb for coozies, 'The coozie makes the man.'
3) Pirate behavior is very strongly encouraged.
4) When entering or leaving a yacht club, whether it be for a day cruise or regatta, make a scene. There is no reason, ever, that you should have to sneak in or out of a yacht club with out drawing attention to yourselves. Inform everyone around that you are yachting as you leave or return. Fly your flags, show off your coozies/custom made yacht cups, leg/crotch thrusts are a must! You are an important person, people should salute you. Speaking of saluting, never under any circumstances salute with out a leg/crotch thrust. We are not the military; they have fox holes, we have port holes, big difference. You must also play music, any music, no matter how obnoxious it is. The more obnoxious the music, the more of a yachter you will be. Just remember, 'We're bringing sexy back.'
As you can tell, we are quite distinct in our actions and behaviors. We have little shame, high standards for entertainment, and we like to keep raising that bar. While sailors are going to bed to be rested for the races the following day at the regatta, yachters are having 40s duct taped to their hands. While sailors are eating sit down multi course meals, yachters are having a beer-b-que. While those sailors are sleeping to prepare for the big race tomorrow, we're stumbling around waking them up when we get back from the bar around 3am, then using the black out rule to deny any and all of our actions. I think you get the point. We are not regular Joes, but we are rocking the boat. We are the new breed of sailors, we are yachtsmen.
The best part, you don't even need a boat for yachting, yachting is more of a way of living. Constantly showing everyone how important you are and how awesome you can be; the boat just makes it that much more obvious.
Anyone can do it, everyone should.
Ladies and Gentlemen, the sailing world is under renovation, and we are at the helm. –JEFFREY NORTON, BRYAN CLUTZ, GARRETT LOVEJOY
Karyn Newbill – karynn.smugmug.com
Ashore & Abroad January/February 2007
January 6, 2007,
When Brits invaded
January 2007, Mainland Shetland’s Scalloway Fire Festival
Make sure summer will happen again by honoring the sun Viking style. Join a torch-lit procession through Scalloway down to the shore, where a Viking galley will be set to burn at sea.
January 26-28, 2007 – The 46th annual TUNARAMA FESTIVAL
Bulk up those arms with a few dock throws for
Check out greentortoise.com
$15-$20 buses between NYC,
Did you say you needed a “ship and a star to steer her by”?
SoundWaters is looking for a few good crew who are willing to sail the Mighty Long Island Sound. Crew responsibilities include but are not limited to: Teaching environmental education aboard 80' sharpie schooner in 3-hour ed sails & weeklong summer camp. Sailing said sharpie schooner, Maintenance and Chores. Benefits include: 200/wk stipend, room and board (waterfront property) stumbling distance to quite possibly the cheapest dive yacht club ever, and less than an hour train ride to NYC. Check out our website on www.soundwaters.org
Send apps to
Captain Justin Cathcart SoundWaters,