Wednesday, October 31, 2007
Tuesday, October 30, 2007
I was reading Sissyfish the other day and he was describing an experience of getting ragdolled, held down and basically worked during a wipeout. It reminded me of a similar experience; although, in truth, I would have to say it was one of the few times in my life I ever was concerned for my life while surfing.
I was surfing a north coast cove in mid winter. There were only a handful of others out and the waves were pretty much a mess. But there was an occasional fun one coming through and it was better than the alternative...that being, not surfing. We were on the south end of this cove, because it was the only way to the outside, riding the riverlike rip out to the lineup. There were rights and lefts coming through...the rights deposited you right back into the rip, and were soft and fat...the lefts were faster, hollower and left you in a mess of confused swirling waves, currents and inshore holes.
Of course, after a couple rights I had to have a left. I caught a good one and after getting knocked around and duck diving a half dozen waves finally got sucked back into the current along the headland. I surfed for a few hours and the waves definitely were on the increase, but the tide shift wasn't helping them much. I decided to head in once I got another one. Now, getting a right would have defeated the process of "heading in" since it would have placed me smack dab into the rip...even most lefts weren't likely to get you out of the area of the rip due to wide inshore trench where water piled up and ran south at speed. The only sure bet was to paddle a bit north, find a left or even just angle north as you proned in after the wave broke.
I found my left, but I was too late...I was up, but my board was airborne and never bit into the waves face. The lip grabbed me slammed me down, spun me and I felt that pull at my ankle that went suddenly slack...broken leash. It was my own fault, it was an older leash and the cord just broke, too brittle for the size of the waves...which weren't huge, but definitely 10 foot faces and meaty. I surfaced and looked to see if my board was somehow miraculously in the vicinity...no such luck. Just then another wave broke and I dove for the bottom, not deep enough though and got spun again. I went through this for about 3 more waves before I hit the deeper water of the inshore channel and started to swim for shore.
I was able to spy my board which had washed onto the beach and had been rescued by someone and pulled up out of the surge onto the rocks. At least I didn't have to worry about that. But I did have another concern, because I quickly realized that at the rate I was getting sucked south I didn't have a chance of making it to shore. But I gave it a good try, swimming as hard as I could for the beach only to get sucked into the rip and back out into the lineup. I swam past a couple guys, kind of embarrassed but what could I do. One guy asked if I was OK, I said I was and started to swim north. Once I got to what I thought was far enough north I headed in for round two.
I tried to pick up a wave or two and bodysurf them, but without fins I wasn't able to do much more than be driven in by them. Again, I made my way in to the inside and stroked for shore. I tried swimming at an angle into the current briefly but recognized I could make better headway swimming in with the current. I don't know if it would have mattered, but in any case, by the time I was about 25 yards off the beach I was in the sideshore and was getting pulled out. I could touch bottom, but the water was still chest deep. I resigned myself to another circuit and got sucked back out. There was a time that a swim like this would not have been a problem, but now I wasn't swimming or surfing regularly and I was feeling pretty tired. As I entered the lineup agin I talked with the same guy, who asked again if I was OK, I said I was...but did rest a few minutes before starting another swim for shore.
The third go round I swam even farther north, nearly to mid beach, taking my time and looking for the best spot to angle for. As I began swimming in I realized I was tired, cold and a little bit worried. I swam in slowly, diving as deep as I could between waves but I was having a tougher time holding my breath for any long period. Then as I hit the inner channel the beach started moving as the current grabbed me and I put my head down and swam as hard as I could. I looked up occasionally and I was worried to see how far south I had drifted in just a minute or so. As I approached the point of no return, where I would be sucked out for another go around I put my head down and stroked hard. I passed the creek and thought I was in for it, felt for the bottom and there it was, about waist deep. I waded ashore, made my way up to where my board was, grabbed it from the guys sitting there and said "That was a fun swim!"
Monday, October 29, 2007
Sunday, October 28, 2007
Saturday, October 27, 2007
NE WIND 10 TO 15 KT. WIND WAVES 2 FT. NW SWELL 5 FT AT 11 SECONDS.
Never waxed one...
Never been waxed...
Seems like the territory...
Of kid locals...
Seeking graduation...
To rock tossing...
Tire slashing...
Or elk head removal.
Friday, October 26, 2007
Tuesday, October 23, 2007

It's roping right now...I just know it.

Monday, October 22, 2007
Sunday, October 21, 2007
S WIND 20 TO 25 KT. WIND WAVES 6 FT. W SWELL 13 FT AT 12 SECONDS.

Saturday, October 20, 2007
Friday, October 19, 2007
Thursday, October 18, 2007
Wednesday, October 17, 2007
Tuesday, October 16, 2007
Monday, October 15, 2007

Headed back down for a look in the afternoon and as I watched the closed out waves thump on the bar listened to tales of "You really missed it", "It was all time 2 hours ago", a missed voice mail of "You're a big fat pussy for not surfing right now" and of Gerry Lopez killing it on his SUP...there were still a few fun ones coming through in the cove so I bolted on the flex fin and gave it a go. Not all time, but I didn't miss it and the inside closeouts I took on the head were definitely not for the faint of heart...or pussies.
Friday, October 12, 2007
Thursday, October 11, 2007
SE WIND 10 TO 15 KT. WIND WAVES 2 FT. W SWELL 12 FT...SUBSIDING TO 10 FT AT 11 SECONDS.
Wednesday, October 10, 2007
- novice/inexperienced
- rental softtop surfboard
- out of shape
- cove/currents
- 20 foot+ forecast
Sounds like all the elements in place for another tragic drowning on the Oregon coast...
Tuesday, October 09, 2007
Monday, October 08, 2007
Sunday, October 07, 2007
NW WIND 10 TO 15 KT. WIND WAVES 2 FT. NW SWELL 11 FT AT 11 SECONDS.
Not all of the mystery below the steep walls of Mt. Neah-Kah-Nie occurred in the days before the coming of the white man. The debated loss of the British full-rigged ship Glenesslin in 1913 culminated in a complex court of inquiry and investigation that commanded the attention of shipowners and insurance companies the world over. On the first day of October, 1913, the Glenesslin bound for Portland, 176 days out of Santos, was sighted sailing unusually close to the Nehalem shores. It was a beautiful fall day, the ocean lay calm, and the sky was flecked with light clouds. Visibility was almost perfect and the gentle breeze should have been the delight of any deep water man. Suddenly and for no understandable reason the vessel pointed its bow directly for the devilish waters about the base of Neah-Kah-Nie, five miles north of the Nehalem River. Those who observed the strange antics of the ship thought they were seeing an apparition. But this was no Flying Dutchman; it was a staunch iron ship with a crew of live men. All sails were set and she was coining in fast. At precisely 2:30 p.m. an underwater ledge of rock, ripped a hole in her bottom plates and the ship crashed head on against the precipitous base of the 1600-foot Mountain.
Cresting breakers nipped at her stern with terrific force. With only a ballast of cement to keep her steady, she worked unceremoniously on the jagged teeth beneath her.
Captain Owen Williams, master of the stricken ship, Was aware of his hazardous position. Little time was lost in shooting a line to the rocks, where willing shoreside dwellers had arrived to make it fast. All 21 crewmen reached the rocks safely. Those aiding in the rescue had plenty of questions, but Captain Williams remained silent as did the other officers. There was no mistaking the odor of liquor on many of the survivors. Some were actually said to have been drunk.
Even as some light gear and personal effects were removed, the ship, on a starboard list with all canvas set, gave indication of breaking up.
While photographers and painters captured her death struggles, the groundwork for legal procedure got under way.
Rocks having penetrated the hull, no hope existed of refloating the vessel. Lloyd's Insurance surveyor rushed down from Portland and found the tide ebbing and flowing through the bilge, and the sternpost started. He advised the immediate sale of the wreck. On October 7, A. Bremmer and John Caavinen of Astoria paid $560 for it, but a few days later gladly disposed of it to a Nehalem party for $100. The difficulty of getting anything of value to shore made it extremely problematical that the wreck was even worth the latter price.
A Court of Inquiry consisting of the British Consul; Captain Davidson of the British ship Lord Templeton, and Captain Dalton of the British steamer British Knight, met on October 11. After examining the officers and the crew of the wrecked ship, they revoked the master's certificate for three months and the second mate John Colefield's papers for six months. First mate F. W. Harwarth got off with a reprimand. The officers were also held responsible for the drunken behavior of their crew at the time of the stranding.
Because the wreck occurred in comparatively clear weather, Captain Williams was charged with being "negligent in his duty." The same charge was leveled against the second mate who was on watch when the ship struck the rocks. He had permitted the vessel to get too close inshore before calling the master. The reprimand was given the first mate because he failed to act immediately on being notified of the threatened danger. The charges were serious ones in the light of the obvious facts, and the scars were never erased from the records of the accused.
Navigators who knew the Oregon Coast at the point where the Glenesslin came to grief explained that a windless pocket existed inside Cape Falcon. Once a sailing vessel was in this bight, it became a virtual impossibility to bring it about.
The Liverpool-built Glenesslin became the primary target of crashing breakers which swept the length of her. Though she was quickly destroyed, the legal entangletnent involving her loss was by no means rapid. Pages of testimony went on record and the insurance companies refused to pay claims. The cry sounded that the wrecking of the vessel was part of a nefarious scheme to collect her insured value in a day when the steamer was crowding the square-rigger off the high seas.
Settlement was reached only after volumes of paper work and exhaustive investigation. The insurance was finally paid, the loss being recorded as due to the inexperienced first and second officers who were only 22 years of age.
In pondering the wreck of the Glenesslin, the reader should understand existing conditions under which the latter-day sailing ships operated. Basil Lubbock, one of the best informed of British maritime writers, explains it thus:
In the last half dozen years before World War I it was heart-breaking work for the masters of British sailing ships and many of them left their old love, the square-rigger, for steam, simply because they could not get competent officers or men. Those who hung on usually had to put up with an old "has been" as a mate, who either drank or was such a poor sailorman that he had either lost his ship in disgraceful circumstances or had never been trusted with one. And for second mate, the windjammer "old man" had to be satisfied with a boy just out of his time. More than three-quarters of the crew, also, were likely to be useless steamboat men or crooks and invalids, who were of no use aloft.
In such conditions sail could not be carried safely, for the skipper was certain to be let down by his watch officers or his crew at the first emergency. The former could only handle the ship in the clumsiest fashion and the latter could not take in sail in any wind. There were, of course, any number of good officers and men afloat, but they preferred the easier conditions and greater opportunities of steam. Thus in her old age we find the Glenesslin sailing without her royal yards and with two boys as mates.
And so the loss of the Glenesslin, one of the most discussed shipwrecks on the Pacific, passed into history, but in the memory of many salts, the ship lived on. In 1901 she had won a trans-ocean sweepstakes race over a field of eight square-riggers by some 17 days. In 1902, the Glenesslin covered 1000 miles in four days running. She also held a record never equaled by any other sailing vessel--Portland, Oregon, to Port Elizabeth, South Africa in 74 days. This exceedingly handsome ship, built in 1885, once the pride of the DeWolf fleet, had left her mark but was stricken from the records by human failings.
Saturday, October 06, 2007
S WIND 20 TO 25 KT WITH GUSTS TO 30 KT. WIND WAVES 6 FT. NW SWELL 7 FT AT 11 SECONDS.
I thought about a couple different titles for this post...
Style...
Technique...
Skill...
But ultimately, the title was already there: Failure.
Seven come Eleven is usually pretty lucky...
But the numbers 20, 25, 30 and 6 equals craps...
Tuesdays forecast is promising:
S WIND 35 TO 40 KT. COMBINED SEAS 21 FT.
If I paddled out into that...
I'm sure I'd match the above surf bather's Failure.

























