sailboat race san juan islands

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The Club is back to full operation with Wednesday and Friday meal service open to members, guests and reciprocals starting at 5pm.   Come enjoy dinner with the best view of Friday Harbor from our infinity deck! The Club has a full calendar of social programs and cruises planned for 2023.   We will be cruising north to the Gulf Islands, Victoria, Sucia, Rosario, Barkley Sound and more.  Members also cruise together in exotic winter vacations ranging from Bora Bora to the Antarctic. If you are new to the islands as a full time or seasonal resident there is no better way to make connections with your new island home and fully appreciate our unique environment.   Click here  to learn more about the benefits of membership.

The San Juan Island Yacht Club (SJIYC) is organized to encourage and support all forms of boating in the Pacific Northwest, to bring our nearly 300 members together to build friendships, share matters of common interest, and to promote safe and enjoyable boating.  Boat ownership is not a membership requirement. We sponsor 8 or more cruises each year along with the Shaw Island Classic sailboat race, numerous social functions, educational programs, and San Juan Island’s Opening Day celebration of a “Community Afloat”.   Our members cruise as far north as Glacier Bay and south to the Gulf of California.

Membership Information

The San Juan Island Yacht Club is located above the Port of Friday Harbor Marina.  Our clubhouse is open to members, their guests, and reciprocal Yacht Club Members. Bar & Dining Room Hours: Wednesday 5:00–8:00 p.m. Friday 5:00–8:00 p.m. Physical Address: 273 Front Street Friday Harbor, WA 98250 Mailing Address: P.O. Box 67 Friday Harbor, WA 98250 Manager:  Karen Rhinehart 360-378-3434

Thank you to all our local business sponsors! 

SAN JUAN ISLAND YACHT CLUB

The San Juan Island Yacht Club is the island's largest boating organization with over 300 members, power and sail.  The Club is inclusive and works actively to connect the island community with its marine environment and the boating experience.  A major activity sponsored by the Club each year is Opening Day in early May with its theme of "A Community Afloat". This is a celebration involving boaters, islands businesses and community groups of all stripes in support of boating education and safety. 

Our clubhouse is a full-service facility with large meeting room, bar and kitchen facilities that hosts club dinners most Wednesday and Friday nights, as well as many special social events throughout the year.   Members of yacht clubs with reciprocal privileges have first-come/first-served access to free club moorage in the harbor and are invited to join club members on dinner nights.

The San Juan Island Yacht Club is a cruising club. Our members travel as far north as Glacier Bay and south to the Gulf of California.  We sponsor 10 or more cruises in the Salish Sea and beyond each year along with the popular Shaw Island Classic sailing race. Memberships are currently available.

FRIDAY HARBOR SAILING CLUB & RACE TEAM

Sail with us.

After-school sailing club and race team for middle and high school students.

Fall Season 2024

Register here

Middle school and high school students living on San Juan Island or attending any school on SJI. Exceptions are possible; see the contact information below to inquire.

After-school sailing programs:

Learn to Sail (LTS) , for those totally new to sailing, needing a refresher, or needing more experience and confidence; sailors will be sailing RS Teras, Laser’s and V15s

Development (Dev) , for those with sailing experience needing to work on improving technique; this will be for sailors who are beyond LTS and are aiming to improve their skills; sailors will be sailing V15s and Lasers

Varsity, High School Racing team , for those committed to racing in regional regattas and training multiple days per week; sailors will be sailing FJs and Lasers

When you register, please let us know which program you prefer, but know that the coaches will ultimately need to make the final determination for safety and pedagogical reasons, and will also likely move sailors among the groups as the season progresses.

Varsity begins practice on Wednesday September 4th, 2024.

• Development begins practice on Monday September 9th, 2024
• Learn to Sail begins on Tuesday, September 10th, 2024.
• All programs end Wednesday October 30th, 2024. 

For the VARSITY sailors, we’ll hold a mandatory Sailor, Parent, and Coach Meeting on -Date/Time TBD . At least one person from each varsity sailor’s family must attend, and we’ll provide a zoom link for people who cannot make it in person. The in-person meeting is strongly preferred though, as it’s really hard to get pizza through a computer microphone. 

Practice will be every Monday and Wednesday after school for Varsity and Dev, Tuesday and Wednesday for Learn to Sail; note that the times for Wednesdays are different:

There are periodic Tuesday and Thursday field trips to Orcas to join the sailing team there for practice; this will be available by invitation only for the High School Varsity sailors.

Jackson Beach, at the net shed at the far end of the beach. This facility is owned by the Port of Friday Harbor and we use it without charge, which helps us keep our tuition down. Please thank the Port Commissioners for this community service when you can.

• LTS and Dev – $150 for the Fall season (but see note 3)
• Varsity – $200 for the spring season (plus regatta fees)

Financial aid is available. Just ask – no paperwork is required.

Payment can be made by check (to SJISF), cash (in person at the start of the season), or online via the donate button on the home page

For sailors traveling to more than one regatta or invited to the Orcas training sessions, payment of the higher Varsity tuition is necessary regardless of which group they train with. It’s fine to wait and see how this turns out and pay when it’s clear. 

For regatta fees, see the Regattas session at the end of this page.

The Varsity team (and for invited sailors ready for competition) will be competing at some of the regattas currently listed on the REGATTAS page. Some of these are middle-school development regattas, and are for sailors new to racing and in the Dev program. This list will be refined after the sailor-parent meeting, when we identify who’s interested in which regattas. 

Participation in any regatta requires advanced payment of $20. This pays for each sailor’s entry fee and contributes to the wear and tear on boats, fuel, insurance, and coaches travel expenses. 

Most regattas are two-day races (Saturday and Sunday). A few are one-day only. 

For the official high school regattas, sailors will compete on their own high school teams. We support Spring Street International School and Friday Harbor High School teams, and we coordinate with the Orcas Island High School Team. Home-schooled students and middle-school students may participate on these teams under the rules of the Northwest Interscholastic Sailing Association . 

Parents/sailors will be responsible for transportation, housing, meals, and entry fees (financial support is available). Online registration [ here ] and any required payment must be made by 2 p.m. two weeks prior to the regatta in order to permit our coaching staff to organize boat transportation, coaching availability, and coordination with the Orcas Island team. 

Varsity tuition covers coaches, safety boats, insurance, and certain other costs. It does not cover all regatta costs, such as registration fees, transportation, housing, and meals. All additional costs will be kept down to the extent feasible, and will be communicated early. Some will be required to be paid in advance. See the list of regattas for more information. 

Sailors who register to race in a particular regatta are expected to race on all scheduled race days, emergencies and illnesses excepted, as much of the planning is highly dependent on who will be racing. Failure to attend a regatta for which a sailor has registered may result in removal from the racing team, depending on the circumstances. In all cases, early and complete communication is the best plan. We are human, and we do understand that life can be complex. But please do your best to not make our lives unnecessarily complex. 

If you find a regatta you wish to sail in that’s not on our list, talk to us about providing use of a boat and coaching support.

What to bring

All sailors will need to wear:

• Wetsuit (optional late in the season, replaced with non-cotton shirts, pants/shorts, and a spray jacket)
• Booties or water shoes
• PFD (Coast Guard approved Type II, not inflatable)

We recommend:

• Sunglasses and/or hat

We have loaner gear (wetsuits, booties, PFDs) but can’t guarantee that any particular size is available; therefore we recommend purchasing your own. Ask us if you need any assistance with this process, or if you need to come see our collection and claim a particular size.

• We start each season with a swim test: wearing a PFD and wet suit, each sailor jumps off the far end of the dock and swims to shore. This is surprisingly popular with the kids.
• Parent donations are welcome — cookies, helping the kids launched each day and de-rigged at the end of the day, cash money, private jets, Fabergé eggs .
• We do ask that parents volunteer to help with the boats only if they’re familiar with rigging dinghies; keelboat knowledge isn’t helpful.
• We also ask that parents help other people’s children, not their own, as we’ve found that goes much more smoothly .
• Please don’t come sailing if you or your family members have a contagious disease (covid, flu, plague, whatever) so we don’t all get it.

Parents please be sure your child brings:

• FOOD! Kids get hangry and need an after-school snack or even a full lunch and something they can fit in their PFD and eat on the water (protein bar, granola bar, dried fruit, etc.). High sugar snacks can make this worse, so we suggest something with some substance. 
• Warm and dry clothes, and a towel, for afterwards; early in the spring season they will be cold after sailing, and at any time of the season they’re going to get your car’s upholstery wet otherwise.

Contact the Bossy One With The Clipboard at: [email protected]

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49 ½ th Un-Shaw Island Classic Race Results

• Written by Peg Gerlock

It turns out that fresh air sailing was just the thing to escape Covid-19 craziness, as 49 sailboats showed up for the San Juan Island Yacht Club’s special and unique 49 ½ Un-Shaw Island Sailboat Race on Saturday, August 8. The weather was just as crazy as everything else this year, and the currents, once again, never looked at Washburn's tables.

Two Way Race    Photo by Jim Corenman

As in the past, racers could circumnavigate Shaw Island in either direction factoring in shifting winds, variable currents, narrow rocky channels, and ferry traffic. This was a pursuit race with each boat assigned a start time based on her PHRF or committee-assigned rating. Physical distancing requirements meant no committee boats and no pins, so the start/finish line was determined via GPS and visual locators and timing was on the honor system.

Winds were light and shifty at the start with just enough breeze to allow for a semi-orderly start. Two-thirds of the fleet headed north up San Juan Channel against the ebb for a clockwise rounding, while the rest of the fleet rode the ebb with light but steady following winds. Once in Upright Channel the wind eased and adverse current pushed boats back towards Cattle Pass. Wind conditions were fluky with boats, spinnakers flying, passing in opposite direction and other boats on the same course and bearing, but opposite tacks.

Un-Shaw 2020    Photo by Jim Corenman

Narrow Wasp Passage presented its usual challenge of avoiding collision with other boats and rocks while bobbing along with the light current with equally little wind. Additional battlegrounds for clockwise racers were rounding Hankin Point and punching through the flood waters rushing between Canoe Island and Flat Point in Upright Channel. A rising southerly wind in San Juan Channel aided racers in both directions toward the end of the race. “We charged down San Juan Channel to the finish in just enough wind to cross the line a couple of boat lengths behind Madrona and a couple minutes ahead of Secret Squirrel” said Chris Wolfe, skipper of Raku. These three boats placed first, second and third in division 4 and fourth, fifth and sixth overall.

There were many challenges on this crazy race day and only 13 boats crossed the finish line during the last hour and a half before the 6:00 p.m. cutoff. A fun day on the water was had by all, though. “We were under power heading for the slip when time expired. Still, a great day on the water! What a great break to spend six hours thinking about nothing but boat speed.” said Jack Mckenna, skipper of Sleeper.

Purple Martin, the winning crew  Photo by Boris Luchterhand

First to finish and winner of division 2 at 4:26 p.m. was Betsey Whareham’s Purple Martin, one of six Martin 242’s entered for the race. Second overall and for division 2 was Rozz, another Martin 242 skippered by Jeff Johnson, followed by Mark Bunker’s Interface, a Dash-34 and first in division 3. In keeping with tradition, the highest rated boats are division 1, and unfortunately there were no finishers for that division.

Complete results and photos can be found at the Club’s website at http://sjiyc.com , click on “ Race Info ”.

A special shout-out goes to Wally Lum, who sailed with Kat and Michael Durland on the 6-meter, Challenge, who finished with 30 minutes to spare. This was Wally’s 50th, having competed in every Shaw (and Un-Shaw) race! Well done, and we look forward to celebrating properly next year.

Award Masks, Un-Shaw 2020    Peg Gerlock

There was no dinner served by the First Mates at the clubhouse followed by no awards presentation. Winners will receive a hand-sewn nautical face mask that may be worn for personal protection or flown as a brag flag.

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Prohibition Failed as a Social Experiment While Fueling Advancements in Boat Design and Marine Technology

The same features that attract boaters to the San Juans today—secluded coves, hidden inlets, and lush forests—once made these islands irresistible to smugglers. A century ago, the scenic anchorages of Sucia, the pastoral light station at Stuart Island, and other now-popular cruising destinations set the scene for illegal activities encouraged by a close international border and fast getaway vessels. In the late nineteenth century, contraband included woolens, silks, and opium, all of which could be snuck in duty-free from Canada by boat. People, too, were smuggled after an exclusion act banned Chinese laborers from entering the United States in 1882.

When the National Prohibition Act outlawed the sale of alcoholic beverages in 1920, bootleggers recognized an opportunity for easy profit by smuggling in whiskey and other spirits from British Columbia, where these products were legal. Prohibition lasted until 1933, ushering in an era of remarkable excess and lawlessness, while fueling innovation and ingenuity in boat design and marine technology. During the heyday of the 1920s, the “rum runners” operating in the waters around the San Juan Islands “had the world in the palm of their hands,” recalled the son of a local bootlegger.

Vice in the City

Generally speaking, the United States had always been a nation of drinkers [see, for example, William J. Rorabaugh’s The Alcoholic Republic: An American Tradition , 1979]. One ad from 1906 showed a girl sharing a beer with her grandpa, suggesting that drinking locally brewed Rainier Beer was a family affair, benefiting children and the elderly alike. Consumption of alcohol soared in the early twentieth century, with some estimates claiming that Americans drank three times what they do today. Attempting to stop this trend, temperance groups such as the Anti-Saloon League waged an effective campaign against “demon rum,” a generic term that applied to all liquor, resulting in the passage of a series of state dry laws and eventually in a national ban.

Advocates pushed Prohibition as a “Noble Experiment” that would strengthen family life mostly by restricting access to drinking establishments and the sale of booze. “The saloon is the most fiendish, corrupt, hell-soaked institution that ever crawled out of the slime of the eternal pit,” preached Reverend Mark Matthews, pastor of Seattle’s First Presbyterian Church. “It is the open sore of this land.” Some historians now view the temperance movement and dry laws as a way to clamp down on the working class, who, it was feared, might lose productivity if laborers spent too much time in saloons, and on immigrants whose culture and heritage sometimes promoted consumption of alcohol (German beer halls, for instance).

Temperance campaigns targeted cities like Seattle, which had flourished after the Klondike Gold Rush of 1897-1898. Rapid growth and prosperity during the early twentieth century brought taverns, cigar stores, dancing halls, and gambling parlors to the downtown area, particularly south of Yesler Way. A 500-room brothel, reported to be the world’s largest, stood on Beacon Hill, the result of shady permitting allowed by the mayor and city officials.

Washington became a dry state in 1916, and the national ban on alcohol several years later was more restrictive—at least on paper. Yet enforcement proved difficult, as measures were underfunded and Washington residents quickly became disenchanted with the new law in 1920. Many Americans who supported the national ban did not realize that beer would be included. Prohibition did not stop the sale and consumption of liquor; it simply drove it underground. And Seattle was a robust market. Speakeasies requiring secret passwords for entrance seemed to emerge on every corner, replacing the old watering holes and offering drink, dancing, and jazz. The Club Royale in Seattle, which required a special membership card for entry, served its boisterous customers their illegal beer in cups so enormous it became known fondly as the “Bucket of Blood.”

Speed Boats, Mother Ships, and Illegal Booze

The demand for alcohol in the cities of Puget Sound could not have been met were it not for the rum runners that brought the contraband south from B.C. With nicknames like Legitimate Pete, Uncle Slug, and Pirate Jack, these bootlegging entrepreneurs quickly figured out how to supply thirsty customers while turning enormous profits. The proximity of the Canadian border made for swift over-water transport, and small, fast rum-running vessels escaped detection by speeding at night and weaving through islands, sometimes during stormy weather. They picked up their illicit cargo at B.C. ports or by visiting larger “mother ships” anchored outside the US boundary.

The sparsely populated San Juan Islands with their hidden shorelines provided ideal cover for boats engaged in this activity. Sucia Island, for instance, was a popular drop off point for bottles of illegal booze, which were packed into burlap sacks for transport. Rum runners typically stowed these sacks below in hidden compartments, and sometimes they towed them from the stern, where they could easily be cut adrift if their boat was stopped.

Roy Olmstead, a former Seattle police officer and leading bootlegger, regularly sent his speedboat Zambesie to Haro Strait to collect Canadian liquor at D’Arcy, the southernmost of the Gulf Islands, located west of San Juan Island. This pickup spot was strategic, as D’Arcy was not only surrounded by reefs but also served as a colony for Chinese immigrants afflicted with leprosy, which rarely received visitors or much public scrutiny. Once loaded, the contraband made its way to various distribution points on Puget Sound.

So successful was Olmstead’s smuggling operation that it was said he made more profit in one week than he could have earned in 20 years on the Seattle Police Force. He employed a staggering assortment of people, including boat captains, crews, truck drivers, accountants, and lawyers. He paid off city council members, Mayor Doc Brown, and a large portion of the Seattle Police Department, as his years on the force helped him identify who to approach. Olmstead’s wife Elise (sometimes called “Elsie”) allegedly helped his smuggling business on a radio program, where she was known as “Aunt Vivian.” While reading stories to children, she reportedly sent messages in secret code to Olmstead’s boats as they sought to make deliveries.

Olmstead took pride in the quality of his liquor and counted the Rainier Club, Arctic Club, and aviation pioneer William E. Boeing among his customers, earning him the nickname the “gentleman bootlegger.” A beloved figure, he was also called the “good bootlegger” owing to his refusal to resort to violence even when confronted by hijackers. Olmstead avoided drug trafficking, prostitution, and other illegal activities sometimes associated with bootlegging. Prohibition was unpopular, and Olmstead and many who worked for him believed they were performing a useful, even respectable service.

For all the adventure and glamor, rum running could be dangerous. In 1924, for instance, Chris Waters, the keeper of the Turn Point Light Station on Stuart Island, spotted a boat drifting in Haro Strait. Boarding the vessel, he discovered that the doors and hatches were covered in blood, while multiple bullet holes suggested a struggle. No one was on board but a cap filled with blood confirmed that the crew of the Beryl G had met a gruesome fate. Canadian authorities joined the US Coast Guard in investigating the boat, which had a B.C. registry. Piecing together the evidence, they learned that the owner and his son had been doing business with Tacoma rum runners, who murdered them, ripping open their bodies with a butcher knife so that they would not float. The culprits had hijacked the boat to steal the sacks of liquor on board. Two years later, two of them were hanged in Canada. “The Beryl G murders put the whole rum running trade on edge,” noted historian Rick James [ Don’t Ever Tell Nobody Nothin’ No How: The Real Story of West Coast Rum Running , 2018].

A Game of Cat and Mouse

The vessels used in rum running evolved over time. While large boats could transport more cargo, speed and the ability to out-maneuver pursuers, including hijackers and the Coast Guard (charged with enforcing Prohibition on the seas) were highly desirable. Boeing Aircraft influenced the design of fast boats by finding a new use for the light-weight engines once used in combat planes during World War I. Faced with a surplus of these V-12 motors, the company incorporated them into a new line of square-bowed vessels with inverted hulls called “sea sleds” that sold out quickly in the early 1920s. The 12-cylinder aircraft engines were advertised for purchase in local newspapers and boating magazines. Using two of them allowed some boats to approach 40-knot speeds, even when carrying a full load. Boatyards in Vancouver, Victoria, and Seattle filled the growing demand for low-hulled speed boats, while at the same time building the Coast Guard patrol vessels that would pursue them.

During the years of Prohibition, the Coast Guard experienced the largest peacetime fleet expansion in its history. The service sometimes repurposed the rum running boats it seized, using them to pursue smugglers. But its larger vessels were not ideal for chasing and apprehending speed boats. Accordingly, Congress appropriated funds for a new fleet of small boats and an increase in personnel, designed to intercept the rum running trade. During the mid-1920s, a fleet of 75-foot wooden patrol boats were built. Nicknamed “Six-Bitters,” which meant 75 cents, they were equipped with a 1-pounder cannon and other small arms, and could reach speeds of 15 knots. The Puget Sound Naval Shipyard in Bremerton similarly built 36-foot patrol boats capable of speeds up to 25 knots for the Coast Guard.

Coast Guard patrols were further aided by developments in radio communication. During Prohibition, the radio direction finder (RDF) helped detect lines of bearing on transmissions from mother ships and speed boats. At the same time, rum runners could use RDF to locate the Coast Guard as well. “It was a huge game of cat and mouse,” wrote one Coast Guard source [William H. Thiesen, “The Long Blue Line: Catching the Rumrunners—Coast Guard Adopts New Technology during Prohibition,” 2021].

Coast Guard chases sometimes erupted in gunfire, requiring smugglers to repair bullet holes in their boats. Civilians, too, were drawn into the drama. “Many waterfront residents were jolted awake during that era by the howl of high-powered engines,” John Lund commented, “the peace shattered by cannon fire and the darkness ripped by Coast Guard machine gun tracers and searchlights aiming to uphold the law” [“Rumrunners,” Northwest Yachting 1991].

In 1933, the 21st amendment repealed Prohibition. No longer profitable, rum running shut down for the most part, signaling the end of an era. “The great parties, the adventure, the big money … these were gone,” observed historian Norman H. Clark [“Roy Olmstead: A Rum Running King on Puget Sound,” Pacific Northwest Quarterly , 1963].

While the long-term effect of Prohibition on America’s drinking habits is open to debate, the impact on boat design and marine technology is clear. The Coast Guard was better able to meet the challenges of World War II with its advanced fleet of ships and increase in personnel. The growing market in small, fast recreational vessels benefitted from the design of speedsters during Prohibition, and multiple observers claim that hydroplanes evolved from the boats equipped with airplane engines [see, for example, Brad Holden, “Prohibition in the Puget Sound Region (1916-1933),” History Link, 2019].

Today, those cruising in the San Juan Islands can explore the locations important to the rum running trade a century ago. Sucia, for example, offers mooring buoys in multiple bays and coves where illegal booze was once packed into burlap sacks. The light station still stands on Turn Point, where the Stuart Island keeper spotted the ill-fated Beryl G drifting in Haro Strait. Rumors of old rum running boats deteriorating on the shores of San Juan Island persist. D’Arcy Island, located west of San Juan Island, has two new mooring buoys at the site where Olmstead once ran his bootlegging operation. Rum Island and other place names further evoke the smuggling trade, reminding boaters of a time when noble ideals clashed with repressive measures, and a national dilemma played out in our region’s waters.

Lisa Mighetto is a historian and sailor residing in Seattle. She is grateful to the Coast Guard Museum Northwest for providing documents and images.

Lisa Mighetto

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Un-Shaw Island Sailboat Race

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