The Yardarm

Newsletter for The Hudson Cove Yacht Club Late Summer 2014

Commodore’s Message

Hi All, The summer seems to have gone quickly but I guess that means we were having fun in the sun. I am somewhat saddened that this is my last article for the Yardarm as Commodore. Throughout the years I have enjoyed the camaraderie from fellow club members and most definitely appreciated the work of past Commodores as well as the Board of Governors. The club has had some interesting outings and meetings. Some members have been certified in CPR, some of us cruised Long Island Sound. We’ve taken a short trip to Nyack and cruised up the Hudson to Rondout Bay. On August 23 rd Many of us were able to picnic although a huge rainstorm passed by and we almost needed our life jackets. There was actually about 4 or 5 inches of rain by the conference center. However, the food and company were great. There were also several potluck BBQs where many of us (or should I say the Commodore) over indulged because the food was so good. We still have an upcoming general meeting Saturday, September 27 th as well as our Election Meeting on Saturday October 18 th . Please consult our website hudsoncove.com for activity updates. I am saddened by the recent death of a former member of the yacht club, Hedy Singer. Her husband, Mel Singer, survives her. Our thoughts and prayers go out to him. Sincerely, Marc Goldzweig Commodore, HCYC

Coming Up:

“Shells sink, *General Membership Meeting dreams float. September 27 th Game Room next to Samalot Life’s good 7:30 PM on our boat.”

—Jimmy Buffet— *Annual Election Meeting October 18 th Spook Rock Golf Course 7 PM

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Hudson Cove Yacht Club Turns

The year was 1984. Back then, according to founding member Ron Alfandre, you couldn’t moor at a Long Island Sound yacht club, not even just for dinner, unless you were a yacht club member. So Ron, Jeff Friedman, Don Merberg, and Marc Halpern started “what-iffing.” What if they formed a club out of Haverstraw. Their boats were already docked there. They had friends who would likely want to join. So began a year of plans. The club name was chosen, a statement of purpose was es- tablished, and preliminary by-laws were drawn up. Steve Pendleton and Nancy Devries were welcomed on board. It was Nancy who de-masculinized the by-laws. They’d been written as if the only members were men (who says Commodore’s are always he-s?). In fact, HCYC may have been the first club to offer full membership to women as well as men! Other firsts followed quickly… First Yardarm, first Board of Governors’ election, first Commodore’s Ball (then called simply the Annual Dinner Dance… dinner, drinks, music and dancing for just $30!). Membership grew reaching 83 boats by the end of 1988. Ron served as club treas- urer on an off (mostly on) for 18 years. Read more about the who, what, and how it all started on hudsoncove.com. Click on “About Us” and cruise down memory lane.

“Twenty years from now, you will be more disap- pointed by the things you didn’t do than those you did. So throw off the bowlines. Sail away from safe harbor. Catch the wind in your sails. Explore. Dream. Discover.“ —Mark Twain— The Yardarm Page 3 It was the best of times, it was the worst of times... Three Yacht Clubbers’ cruise plans hit rough waters!

And Then There Was One! It was to be the Power Fleet’s Annual Cruise… Through the New York State Canal System to Lake Champlain. Ten days, twelve locks...an adventure! But work responsi- bilities and family commitments intervened and Linda and Jeff Troy lock Anders on “Sleepwalking” were the only ones to shove off that sunny Thursday morning. A beautiful five-hour ride the first day brought them to Coeymans’ Marina in Coeymans NY. And that’s where their trouble started. First, a buoy chain wrapped around their prop and the boat had to be hauled. No damage so they set off the next morning looking forward to their first lock experience at Troy; then, congratulating themselves on what a piece of cake it had been. And then it really went wrong… They lost their GPS, had a muffler leak with water in the en- gine room, a bilge pump went blewie and had to be replaced along with a float. Jeff was able to keep up with all the repairs until one engine conked out. That’s when they said “uncle” and headed back. Jeff had to restart the bad engine at the Troy lock since problems there meant he would have to maneuver through the single working door (tricky on only one engine). Luckily the engine kicked in and they babied it all Jeff working the lock the way home carefully monitoring the temp and oil pressure. It started to overheat just before Haverstraw. They docked on one engine around 7:30 PM after a long, long 13-hour ride home. And yes, they’d try it again next year!

e r is saf harbo for.” hip in a e built “A s hips ar what s is not — t that Shedd bu —John Sunset at Haverstraw, a very welcome sight The Yardarm Page 4

Chuck Manley Tells Us the Dumb Things He Did Yet It All Worked Out in the End With A Little Help From His Friends. We go to sea in our boats with the expectations that we get to our destinations without any problems. We check our inventory of safety equipment, make sure our communication devices work, check and service or replace all our fillers, belts, pumps on the engine, and make sure the batteries are charged and working, etc. Even when you do all that you have been trained to do or paid to insure a safe passage problems do occur. If they occur on the high seas there is a high possibility that it will happen in bad weather creating some intense times where “keeping your cool” is a real necessity. And do not do dumb things. We have a saying on one of our pictures aboard “Cloudspin” “Boating is hours of pleasure interrupted by moments of terror.” Even seasoned boaters will get blasé about checking all the important points to insure a safe passage. You have been relaxed, it’s a sunny day (maybe) and the boat has performed well during your cruise. Then it happens! “Cloudspin” was doing very well for our HCYC Long Island Sound Cruise this summer. Although there was not much wind to sail on we made good time to Newport and we were on our way back to home port. There was some rainy weather while we were at port in James- town, Rhode Island; but, that is what you expect a little of during a two-week cruise on the Sound. We reached Clinton, CT on a bright sunny day to stay overnight at Cedar Island Marina. It would be only a few days until we would be back at Haverstraw. All was well! Clinton is known for FOG and is a very difficult harbor to enter or leave when you cannot see the front of your boat. But the GPS with its track makes it an easy trip through the zigzag passage to the Sound. And the only lesson to know is to go slowly, stay on the GPS track, and watch for the marker buoys, if you can see them. As we cleared the channel the fog started to clear and we determined that there was some light wind to sail on. Having been wind-starved during our trip it was a pleasure to get the sails up and do some sailing. Well the wind gods were not cooperating and we determined after nearly an hour, that with the dying wind and current against us it was proper to get the engine going and make for Milford. The ills for having a cruise plan. That is when our problems began! As we increased our speed the engine would decrease in RPMs. It appeared to be a diesel problem and a check of the engine indicated a diesel leak! You see I should have checked the engine compartment before leaving the dock and I would have found the mat below the engine saturated with diesel. (1 st dumb mistake- Check the engine before you leave the dock.) Then I recalled the engine had started to act a little funny (not a big fat ha-ha, but now a revelation aha!) when “Cloudspin” was reaching the dock the night before; the engine was making a few interesting revs. However, it was a long trip to Clinton and cocktails were on our minds. (2 nd dumb mistake- If something seems wrong it probably is and you should check it out.) (Cont’d. on page 5)

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The leak was found, but the compression washers needed were not anywhere in our inventory of hundreds of nuts, bolts, and washers. Trying to crank-up the offending attachment to the primary filter did not help. (3 rd dumb mistake – have on hand important parts and forget the multitudes of minor parts with little impact on safety or emergencies.) However, at last, we did one thing right - we had Sea Tow insurance (for a 26 year-old boat it was the right thing to have- 1 st bright act, never leave home without it.) A call to Sea Tow connected us to a local Sea Tow that came to our aid in about a half an hour and delivered “Cloudspin” back to the dock we had just disembarked from. And “miracles of miracles” (as the song goes) from the powerboat next to our dock out popped a genie (one of the marina’s mechanics) who immediately said, “Your boat is next.” (Sometimes it is dumb luck). Sure enough he got aboard and checked the leak, got the washers, and made the repair! I had a spare diesel filter for the primary and wanting to avoid # 4 dumb mistake had him re- place the old one. Although I had replaced it last fall it was coated with some type of gel that we must have picked up in some diesel we got during the season! Bravo for getting that done. We stayed over at Clinton with “On the Wing” who had stood by patiently during all of these activities. We thank Jerry and Rita Cohen for their support; but, this is one of the big smart things in going to sea – having other seasoned sailors around to aid when problems occur. To all of you who want to cruise to faraway places, the Hudson Cove Yacht Club cruises are excellent times to build your sea knowledge and experiences and know that there are always others around to come to your rescue! To limit those potential moments of terror you should join the fleet! The next morning was a glorious one of sunshine and expected fair winds (wrong on the latter point) and off we went with an engine that sounded a little unfamiliar. We got just past the gas dock and our engine alarm sounded. Turning back to the dock with the jib out we radioed that we were coming back to that dock to check things out. I first considered the water pump; but, the savvy Captain of “On the Wing,” Jerry Cohen, said “Did you check the raw water intake?” It had been open the whole trip and no reason that it should be closed, but (you guessed it) our genie did close it. Not one of the three wishes you usually get from a genie (and, of course, my 4 th dumb mistake—see dumb mistake # 2) . We completed our trip home to Haverstraw without any other dumb mistakes. So the rule one should always remember is that complacency has no place on a boat leaving the dock at anytime. Have a check list and use it. If something does not sound or act as usual, it probably is not right. And last but not least, it is great to have towing insurance and a fleet of friendly HCYC boats around!

Chuck Manley—Cloudspin

“The lovely thing about cruising is that planning usually turns out to be of little use,” —Dom Degnon— The Yardarm Page 6

The Incident at Seymour’s Mooring Field Marc and Gail Goldzweig Took a Cruise on the L.I. Sound and Met a Mooring Rope with an Iron Grip . Marc and I had quite an under-water experience while trying to hook onto a mooring in Northport Bay. While steering the boat, I somehow drove over the mooring. The rope wasn’t cut but got stuck under the boat. So, mad as hell, I jumped into the water (about 4:00 PM) and tried to swim under the boat to assess the situation. It appeared that the rope was caught and tangled around the rudder as well as the prop. The office informed us a diver would have to be called (on a Sunday evening $$$$$). Marc said maybe we should make the call. I said ‘No Way!’ with a few expletives. I insisted that I would do it myself. We had no swim gear, mask , etc., but I went in anyway. An hour later, after many attempts, I came up. The rope was off the rudder; but, had now attached itself to the prop. Down I went again. I had to use my toes, feet and legs, to finally get us loose. YAY!!! I came back on board , we took the line and attached it to the cleat. In all, it took us over an hour. No diver. Me green with boat bottom paint; but, WE DID IT! What time is dinner? Gail Goldzweig—It’s About Time

“Sailors, with their built in sense of order, service and discipline, should really be running the world." —Nicholas Monsarrat— The Yardarm Page 7

HCYC Summer Cruise on the Long Island Sound Oyster Bay, Stonington, Newport… That Was Just the Start! Jerry and Rita Cohen Share the Memories. This summer our Cruising Fleet Captain, Chuck Manley, organized a trip to Newport, Bristol, and Block Island, RI. Rita and I, along with Chuck, Eileen, and their long time cruising friends, Kathy and Paul, ventured out a little further east than last year. “Cloudspin” and “On the Wing” started out from Haverstraw with an audacious goal to reach Oyster Bay, 70 NM. It took less than 10 hours. We had the current, weather, and wind in our favor. When we arrived in Oyster Bay, we were greeted with a soaking sun shower while capturing our moorings. Once settled, we had cocktails on Cloudspin and dined at Canterbury's Oyster Bar and Grill. The next day we headed for Branford, only 42 NM. Sailing was good, and Cloudspin had her spinnaker set. What’s great about Bran- ford is its floating concrete docks, pool, laundromat, shower facilities, and marina restaurant. Early the next morning we set off for the quaint New England town of Stonington, a 46 NM passage. As we approached the harbor, we saw a magnificent sloop. Its mast had four spreaders and was over 100 ft. tall. We moored at Dodson Boat Yard and had dinner at the Water Street Cafe. Leaving Stonington the next morning, we passed “Fox and Vixen” at her mooring. On day four, it was off to Newport, only 33 NM. We made reservations for two moor- ings in Jamestown, across the bay from Newport! What a great decision! The Newport Jazz Festival was being held that weekend. The harbor was packed. It was said that there were 48 super yachts in the harbor, plus hundreds of smaller yachts and boats. You couldn’t miss Judge Judy’s powder blue yacht Below are a couple of pictures from Newport harbor. We took the ferry from Jamestown to Newport which runs hourly. We walked from one end of the town to the other taking in the flavor and exploring the unique shops. Before leaving, we stopped in for a drink at one of the pubs overlooking the harbor. We found Jamestown to also have excellent restaurants. We were going to leave for Bristol the next morning; but, it was cold and rainy so we stayed a third night in Jamestown.

(Cont’d. on page 8) The Yardarm Page 8

The next morning we were going to go to Block Island. However, hurricane Bertha was brewing out over the Atlantic just off the NE coast. We didn’t want to chance going to Block, so we decided it would be best to stay near shore. We considered Watch Hill or Mystic, but no slips were available. Luckily Chuck was able to get a mooring at Stonington. On the way a pod of dolphins (20 to 30) crossed our bow. An unbelievable sight! We rafted up overnight and shared drink and food. The next day we made passage to Cedar Is- land, Clinton, CT. I would just like to point out that the depth of the channel is less than six and a half feet between red channel markers 6 and 8. A great place to clean the barnacles off your keel! We tied up to the T dock. This spot is ideal for a dock party, but it was late so we dined at the Aqua Restaurant at the marina. The next morning we headed out for Port Jefferson. However, Cloudspin’s engine was running rough, so we headed back to the marina for repair. Again, On the Wing, with a 6 ½-ft. draft, had to push through the sand in the channel to leave and enter the marina. In the morning it was very foggy. With the visibility less than 100 yards, we waited until it started to clear. Leaving Clinton, On the Wing, again, cleared some more of the sand from the chan- nel. As we approached Falkner Island, Cloudspin started overheating. Cloudspin had to be towed back to Cedar Island, and again On the Wing cleared some more sand from the channel. After looking at the problem, an easy fix was made. We decided to go to Milford to meet up with “It's About Time” and “Melita.”

Photos from the top: Dolphins, Fog in Clinton, Milford Landing, Northport Yacht Club (Cont’d. on page 9)

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Milford is one of the best towns to visit by boat. After a long, hot day of sailing, you can refresh yourself with a scoop of ice cream at the stand right in the marina. The ice cream is rich and creamy with many flavors to choose from. The marina is only a few blocks from downtown where there are several fine restaurants. That night we ate at Bistro Basque. Leaving Connecticut, Cloudspin and Manhasset Bay Capri Marina On the Wing sailed all the way to Northport, a picturesque village on the north shore of Long Island with mansions lining the bay. We stayed at the Northport Yacht Club and had dinner at Skipper's Pub. The next morning Cloudspin made their way back to Haverstraw. We stayed a second day, touring the town, and swimming in the club’s pool. Later we met up with Seas the Day 3, It’s About Time, and Melita. We all had a delicious dinner at the Northport Yacht Club. To make our trip back to Haverstraw easier, we stayed a night at Brewers Capri Marina in Manhasset Bay. On the Wing had a 125-ft. and a 95-ft. yacht on either side of her. She looked like a toy boat in comparison. We caught the town launch and had dinner at the famous Louie's Oyster Bar and Grill. What a view! The next morning we left for home. We arrived in Haverstraw around 5 PM. Jerry Cohen—On the Wing

Being on a boat that’s moving through the water, it’s so clear. Everything falls into place in terms of what’s important and what’s not. —James Taylor— The Yardarm Page 10

HC Yacht Clubber and Race-Rules Blogger, Tom Conway, Shares his Insights about Finishing a Race on the Course Side of the Line

July 31 st Race Background Boats were finishing tonight's race from 24 to H. The committee boat's finish line was not perpendicular to the last leg. It really could not have been since boats in the other class were finishing from G. It was clear when looking from the committee boat to 24 that H should be left to starboard by the finishing yachts. It was also clear when looking at the finish line from 24. Current was ebbing hard and boats were sliding south as they approached the finish. Since they had slid so far to the right on their approach, they were not able to tell which side of the line they needed to cross in order to finish. Some boats finished from the wrong side and then called on the radio to dispute that they should be allowed to finish from either side. The follow- ing excerpts of the rules will attempt to show that there was only one side that they should have finished from and they were wrong to try and finish from the other side. Having blogged about finish line issues in the past, I began to be concerned as to which side to leave H on while we were on the second to last leg (F to 24). As we approached 24, I in- structed the crew to keep a careful eye on H and the committee boat to see if it was clear which side we would need to leave H to as we finished. I talk mostly about H since it was much closer to the last mark than the committee boat, we knew we would be finishing right next to H. At 24, we took a sight to H and the committee boat. With H being much closer and to the right of the committee boat, we saw clearly that H would need to be left to starboard in order for us to finish from the course side of the line. As we rounded 24, we sighted H against the bridge in the distance to make sure we did not lose gauge to it due to the current. In other words, I wanted to have the boat head straight to H over the ground. To do this, I had to steer a course 10-20 degrees to the left of H since the current was pushing us right. We were able to maintain a relatively straight line over the ground and it was clear the entire time that H would be left to starboard in order to finish properly. Before finishing, I gave no- tice to the crew that if there was no horn, we would need to round H to port and cross the line from the other direction. It seemed clear that we were finishing properly, but I thought it best to be prepared for any possibility, especially since we had a five-minute advantage. As we passed H to starboard, I headed downwind to cross the line immediately. The horn blew and we sailed on away from the line. We had finished.

Observations on the Next Two Boats T he next two boats behind us sailed a different course. It appeared that they pointed their boats at H for much of the leg. As such, they were continually swept to the right. As they got closer to H, they came from an angle that eventually put them on the wrong side of the finish line. Since they sailed so far from the rhumb line, they could not tell which side to finish on. They crossed from the wrong side. (Cont’d. on page 11)

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Radio Misinformation At least one of the boats instructed the race committee that they could finish from either side of the line. This was wrong and should not have been broadcast. They were correct in asking the race committee to take their time; but, they should also record the time of their own finish. The proper procedure is to request redress if you believe the race committee made an error.

Rules Involved Finish A boat finishes when any part of her hull, or crew or equipment in normal position, crosses the finishing line from the course side. However, she has not finished if after crossing the finishing line she (a) takes a penalty under rule 44.2, (b) corrects an error under rule 28.2 made at the line, or (c) continues to sail the course. The definition of finish mentions that a boat must cross the finishing line from the course side. Looking from 24 to the finish, it was clear that the pin should be left to starboard. This was also evident after the race by looking from the committee boat back to 24 and seeing the pin to the left of line of sight. The difference was not slight; at least 10 degrees from being parallel. The boats may claim that the finishing line was laid so nearly in line with the last leg that it cannot be determined which is the correct way to cross it in order to finish. This argument is il- lustrated in Case 82 of the rules. Case 82 When a finishing line is laid so nearly in line with the last leg that it cannot be deter- mined which is the correct way to cross it in order to finish according to the definition, a boat may cross the line in either direction and her finish is to be recorded accordingly. This case would not apply to the race. The case involved a committee boat that was swinging on anchor causing the line to swing from one side to the other from the last leg. The line during our race did not vary in the steady wind and current. It was clear before, during, and after the race that the pin should be left to starboard when finishing from 24. The boats may claim that from where they were it was not clear. That may be the case, but their error in allowing the current to sweep them far from the rhumb line does not mean the line was laid nearly in line with the last leg. There was a clear way to cross the line and they crossed from the wrong direction. Rule 28.2 explains that you would have to go around the end of the line to re-finish. 28.2 A string representing a boat’s track from the time she begins to approach the starting line from its pre-start side to start until she finishes shall, when drawn taut, (a) pass each mark on the required side and in the correct order, (b) touch each rounding mark, and “ The pessimist complains (c) pass between the marks of a gate from the direction of about the wind; the previous mark. the optimist expects it She may correct any errors to comply with this rule, provided she has not finished. to change; Tom Conway—Jazz the realist adjusts the sails.” —William Arthur Ward— The Yardarm Page 12

To the Lighthouse, and Buoys, With Toolboxes and Bulbs

From the Long Island Sound to Mariners usually steer clear of lighthouses because they often signal shallow water and the Raritan Bay, the United other hazards, and are typically protected by States Coast Guard’s Aids-to- rugged embankments. But on a recent week- Navigation Team Tends to Buoys, end, a 26-foot boat bounding over the chop in Long Island Sound cruised straight up to Exe- Lighthouses, and the Occasional cution Rocks Light, a lighthouse that sits by a Squawking Goose. shipping lane that leads out of the East River. August 21, 2014 NY Times The boat, a steel-hulled United States Coast Contributed by Nancy De Vries Guard vessel, nosed up against the big boul- ders surrounding the lighthouse, allowing two men in blue work jumpsuits to hop out. The men — Roberto Rivera and Alberto Valdez, both electrician’s mates first class — were conducting a regular maintenance visit. They carried toolboxes and supplies over rocks stained white with sea gull droppings. Overhead, the gulls squawked up a storm. Before unlocking a padlocked door to enter, Mr. Rivera, 49, knelt down and saw small, off-white eggs filling several nests. “No wonder the gulls seem a bit aggressive.” The two electricians belong to the Coast Guard’s aids-to-navigation team, which is based in Bayonne, NJ, and maintains navigational aids from the Shrewsbury River in New Jersey through New York Harbor and up the Hudson River to West Point, as well as in Long Island Sound. The team inspects, maintains and positions more than 800 buoys in waterways in and around New York City that are equipped with some combination of lights, bells, gongs and devices that emit radar signals. Team members also maintain the navigational equipment on nine major lighthouses, from Execution Rocks and nearby Stepping Stones Light, south to Sandy Hook Light and Great Beds Light in Raritan Bay. Inside Execution Rocks, a 55-foot granite tower, Mr. Valdez and Mr. Rivera mounted an ornate steel staircase that led to a small octagonal room with windows all around. In the center was a modern apparatus powered by a broad bank of solar panels outside. Mr. Valdez, 35, removed the top of the device and inspected a series of two-ampere bulbs that seemed much smaller than one might imagine a lighthouse lamp to be. In fact, there were a half-dozen bulbs, wired so that if one burned out, the next would be activated. Of the six bulbs, the men replaced three. “You get one or two used up every three months,” Mr. Valdez said, as he dusted cobwebs off the steel panels and six plastic lenses that surrounded the bulbs to help direct the light and project it as far as 15 miles away. He checked the bearings that allow the light to rotate fully every 10 seconds, which is what makes it appear to be blinking. Several months ago, Mr. Rivera said, a problem had occurred

(Cont’d. on page 13) The Yardarm Page 13

with the apparatus. “It was rotating so fast, it was like a disco light,” he said, while Mr. Val- dez kept tinkering. “No fear, pal, what’s the worst thing that could happen?” Mr. Rivera said to Mr. Valdez, who responded, “It could take off like a windmill.” Mr. Rivera laughed and said, “He gets nervous — I say, if it’s working, leave it alone.” Mr. Valdez was standing on a wooden stepladder that had been left in the tower. “We decided it was easier to keep ladders at the lighthouses, rather than having to bring them out and carry them up,” he said. The men try to bring an extensive selection of tools and parts along on their visits because, Mr. Rivera said, “it’s not like you can run down to the hardware store if you forget something.” He found the steel door to the balcony jammed and with a firm kick — “It just needs a little influence” — forced it open and walked out onto the circular walkway, which offered broad views of Westchester County, Connecticut, Long Island and the Manhattan skyline. “Out here, it’s just us and the sea gulls,” Mr. Rivera said. Execution Rocks and the other area lighthouses are inspected about every three months, said Senior Chief Jason Brisson, the Coast Guard officer in charge of the team. He and his group document any structural damage suffered by the equipment it maintains — and some- times worse. After Hurricane Sandy steamrollered through, a coxswain, Chris Geiser, found an entire lighthouse, Old Orchard Shoal Light in Lower New York Bay, had been wiped out. On this day, Mr. Geiser was idling off Execution Rocks as Mr. Rivera and Mr. Valdez checked the solar panels and banks of batteries as well as a fog detector rigged to a fog- horn. The electricians work together frequently in New York. Their job often entails climb- ing tall buoys and towers to get to lights, no easy task if the buoys are rocking and fresh gull droppings make things slippery and smelly. The men have an abundance of lighthouse stories, such as the one about the time Mr. Rivera found a goose trapped in West Bank Light. He grabbed the bird with a tarp, he said, and released it outside “where her boyfriend was squawking at her to come out.” They speak fondly of each lighthouse, including Staten Island Light, with its huge lens and 1,000- watt bulb that “warms up the whole room.” Before leaving Execution Rocks, Mr. Rivera and Mr. Valdez inspected and added water to the battery cells on a lower floor of the tower, and found that two of the eight large solar panels outside needed replacing. They joked about the legend that the lighthouse was haunted and how it had gotten its name from accounts of British colonial soldiers executing people by chaining them to the rocks and leaving them to drown in the rising tide. They walked through the attached lightkeeper’s house, which had not had a regular occu- pant in 35 years. It was sold at federal auction to a Philadelphia man who opened it last summer as a bed-and-breakfast with accommodations that he described as “indoor camping.” Each of the three bedrooms can fit two guests. The rate is $300 a night per room, which includes a cot or air mattress and bottled drinking water. Guests are expected to provide their own food, ice and sleeping bags. Mr. Rivera, who grew up in the Bronx and is preparing to retire in several months, said he found the idea of living in a light- house appealing — to an extent. “That wouldn’t be a bad deal,” he said. “You could go boating and fishing all summer.” Winters, he added, would be another story: makes it appear to be blinking. Several months ago, Mr. Rivera said, a problem had occurred “You’d freeze.” —Story by Corey Kilgannon, Photos by Dave Sanders

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Smile ! Summer Cruisers… At the Northport Yacht Club ...

In July, the Pfluegers took a land-and-sea vacation to Alaska where Carolyn sized up a native. An d Bistro Basque in Milford, CT

Yacht Clubbers Enjoyed sunny skies for a potluck in August….

And dodged torrential rain one week later when the annual end-of-summer cook-out turned into an eat-in! The Yardarm Page 15

You’re Invited to A Showing of “Nature and Interaction” An Art Exhibition Including the Works of HCYC’s Joyce Byrnes Now Through November 9 th

Pomona Cultural Center 584 Rt. 306 Pomona, NY Gallery Hours Friday-Sunday 2 PM to 6 PM

Reception Saturday September 27 th 6 PM to 9 PM Featuring the Music of the Joel Zelnik Trio

Photos this issue courtesy of Linda Anders, Chuck Booth, Jerry Cohen, Stu Finn, Chuck Manley, Mike Pflueger, and Barbara Samalot. The Yardarm Page 16

Yacht Clubbers At Your Service...

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Soft shades and gentle lines reflect nature’s beauty.

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Samalot Marine

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Molly (left) and Rosy, Samalot’s top sales’ personnel , take five.