WHEN WORD CAME from Roy Finlay in mid-October that the boat was not ready and that, given the shipping time to Morocco, we could not mobilize until February, I was surely the only crew member who felt even a remote sense of relief, in that I now had time to get properly into shape, as well as to sort my finances, get my will updated, and so on. Some of my fellow crew members were outraged. A few had taken specific time off work in order to participate, or had other obligations in February and couldn’t make the adjustment.
No one responded more adamantly than Steve. He and Janet have a maple syrup operation on the island, and he had to be there tapping trees and boiling sap during late February and March. I had access to some of Steve and Roy’s correspondence at the time. I am not free to quote from it, but will submit that Steve went at the captain with an all-but-animal rage over his perceived delinquency in not providing fair warning as to what was going on with the boat. It was Steve’s contention that Roy must have known weeks earlier not only what shape Big Blue was in but what sort of effort would be required to get her to Morocco.
By the time the ensuing quarrel derailed, Steve had pronounced Roy a liar and closet fraud, and Roy had declared Steve an insubordinate meddler (in words slightly more colorful) who could not accept authority and who would not now, ever, be part of the crew that would eventually row Big Blue to her rightful moorage in the record books.
When I spoke to Steve shortly after the announcement, he told me he was “devastated” that his eight months of training and anticipation—in effect the reshaping of his life to the exotic prospect that lay ahead—had come to nothing. Even if he could patch things up with Roy, there was the more concrete obstacle of the sugar bush.
We had barely absorbed this new and shattering reality, when an announcement came that it was now all off for a year. The proposed February departure could not be accomplished either, after which, for nine months, there would be too great a likelihood of tropical storms and hurricanes. For crew members such as Steve, this opened new possibilities—if and only if he could work things out with Roy. A new concern, however, was whether he could withstand another year of the sort of training that, at this point, had taken a toll not just on him but on his marriage.
For others who had stayed with the voyage, it was the last hatchet blow, and within days the crew was down to seven or eight committed rowers. One of them, fortunately, was Nigel Roedde, Steve’s son, who was determined to see the voyage through, thus significantly increasing the chances that Steve would find his way back aboard.
As rowers abandoned ship, my own sense of commitment deepened. By this time, I had borrowed a rowing machine and was often on it for three hours a day. At the height of Roy’s flare-up with Steve, I emailed them both, confirming my participation, hoping it would not be read as a betrayal of my friendship with Steve. Which clearly it was not. When I visited Steve and Janet at Christmas, Steve and I “raced” on a pair of machines in their rec room, after which he informed me that I was now functioning at “the fitness level of the average twenty-five-year-old” (he did not mention which species, although I assumed he was talking about human beings and on that basis permitted myself a moment or two of satisfaction over the progress I had at times doubted I was making).
If I had a training predicament it was this: that, while I was supposed to be putting on weight, the better to survive the physiological dunning of the Atlantic, I was actually losing it, couldn’t gain an ounce no matter how many gallons of oatmeal and pounds of spaghetti and handfuls of cashews I consumed. My intention was to get up to 180 pounds from my customary 160, but I knew from experience that I would have to put the weight on gradually—couldn’t hope to add that much muscle and lard during the last couple of months.
The other hitch in my training was my tendency to go too hard and thereby to risk injury, this against the advice of every knowledgeable athlete and trainer I encountered. My friend Peter White, a Thunder Bay lawyer and former competitive rower, would remind me every time I saw him that it was crucially preferable to under-train than to over-train, and that I should simply not allow myself to fall into the “harder, faster, longer” syndrome. Nevertheless, in February, while attempting to set a personal best for power and “speed” on the machine, I messed up a disc in my back—felt it pop—and for nearly three weeks could barely walk, let alone row. At the height of my discomfort, it took me ten minutes to get out of bed, another ten to get my pants on, another ten to get downstairs to the kitchen. Shortly after it happened, I attended a dinner party and spent the entire evening pitched forward at a forty-five-degree angle from the waist, as inflexible as a 5-lie hockey stick, explaining to stupefied friends that I would soon be reclaiming my youth by powering my way across the Atlantic. A week after that, still folded like a jackknife but gussied up now in an Italian tux, I lurched around a “grand” charity ball, a literary affair, at the Royal York Hotel in Toronto, explaining to writers who thought they’d seen it all that in tossing off the shackles of the years I would, among other things, be testing the resiliency of the human carcass.
Meanwhile, I learned what I could about the route, the weather patterns, the prospects. I also devoured anything I could find about modern ocean rowing—not as it is practiced by fishermen or lifeguards in wooden dories or double-enders off the coasts of, say, Newfoundland or Australia, but by the hardy extremists (“the global-village idiots,” as I have heard them called) who for nearly fifty years have made a kind of game of racing one another, or the clock, across the oceans of the world.
No one would have predicted much of a future for such a game when it debuted during the summer of 1966 (indeed, in considering its history, few free of dementia would predict much of a future for it now). On May 21 of that year, while others of their generation were rolling weed or stringing flowers in their hair in Kensington Gardens or MacArthur Park, a young British pair named David Johnstone and John Hoare, motivated by heaven knows what, left Virginia Beach, Virginia, aboard a craft named Puffin, rowed for 105 days in the direction of home, and on September 3 (as their recovered log revealed) disappeared forever from the face of the planet. A second British team, John Ridgway and Chay Blyth, set out from Cape Cod, Massachusetts, two weeks later than the doomed pair, and upon their arrival in Ireland on exactly the day their cohorts are thought to have gone to the bottom, became the first of the new-age rowers to cross the Atlantic.
In 1972, after three false starts, another pair of Brits, John Fairfax and Sylvia Cook, aboard Britannia ii, became the earliest to cross the Pacific (she the first woman to cross any ocean), rowing from San Francisco to Hayman Island, Australia. They did so in a sprightly 361 days, including food and water stops on a variety of shores and islands.
Of the thirty rowing crews that attempted ocean crossings between 1966 and 1982—attempts now referred to as “historic” ocean rows—just fifteen were successful, while three were lost entirely. The most compelling of the disappearances was that of an Englishman named Kenneth Kerr, who departed St. John’s, Newfoundland, in May of 1979, rowed for fifty-eight days on the North Atlantic, gave up, and was rescued by a passing cargo ship. He set out again several months later, this time from Corner Brook, Newfoundland, rowed for 108 days, and is believed to have been wrecked and drowned, possibly within miles of his destination on the English coast.
What distinguished those first thirty attempts from rows that have occurred since was that they were undertaken without life rafts, satellite phones, or desalination equipment—or any navigational conveniences such as an autopilot or a GPS (which had of course not yet been invented). A broken rudder or oarlock meant the end not just of the voyage but quite possibly of those aboard.
Peter Bird of the U.K. had already rowed both the Atlantic and Pacific when, in August 1982, he introduced modern desalination and communications equipment to the sport during his 294-day odyssey from San Francisco to the Great Barrier Reef in Australia. Between June 1992 and June 1996, Bird would make five more attempts to row t
he Pacific, all of them unsuccessful, invariably from the east coast of Russia with the hope of reaching the west coast of the USA. The fourth attempt lasted 304 days before he gave it up. On his fifth attempt, he rowed a couple of thousand miles east from Vladivostok, made his last contact with land on Day 69 of his voyage, and was never heard from again.
A pair of Soviet rowers, Alexander and Eugene Smurgis, embarked from Tiksi, Russia, on the Arctic coast, during the summer of 1993, and reached London, England, in 131 days. Less than three months later, Eugene, alone on a relatively straightforward run across the Atlantic, disappeared somewhere above the Mid-Atlantic Ridge and, like Peter Bird, was not seen again.
During the decade to come, Smurgis’s route, an approximation of our own, emerged as the standard transatlantic crossing, beginning either on the northwest coast of Africa or in the Canary Islands and moving westward for some 3,000 miles, aided by the trade winds, to the outer islands of the Caribbean. The less common and tougher Atlantic route, eastward from North America to Europe, is aided by the current of the Gulf Stream, which arcs north and east up the U.S. seaboard, past Newfoundland, and eventually across to Ireland.
While fewer than thirty rowboats successfully crossed any of the world’s oceans during the first thirty years of the sport, the next fifteen years—from 1997 to the present—witnessed so many attempts that successful crossings now number somewhere over 400. This is a result largely of the introduction of a transatlantic rowing race, the Atlantic Challenge, in 1997. In October of that year, thirty boats, all pairs, left the Canary Islands. Twenty-four of them eventually reached Port St. Charles, Barbados. In 2003, the race became the Woodvale Atlantic Rowing Race, a contest that every second year sends as many as forty boats out from Tenerife in the Canaries. The sport is regulated and archived by an English organization called the Ocean Rowing Society, which logs the details of all crossings, sets the rules, and keeps the record books. Those rules stipulate among other things that boats must be self-sustaining from start to finish, must touch neither land nor any other vessels en route, and must run entirely without motors or sails.
Big Blue, I had realized by now, would be running not just without a motor or sail but without a toilet—the absence of which was apparently to be addressed by a handle astern, to which one could cling while dangling one’s posterior above the ocean. During my training, I read numerous accounts of excursions such as ours, at least one of which mentioned the unsettling sight of sharks, big ones, that occasionally surfaced as someone was doing his or her business over the rail. Beyond the risks of being lost at sea and the (admittedly slim) threat of having one’s hindquarters removed by a man-eating fish, the hazards of ocean rowing, as I was able to assess them, ran to sunstroke, dehydration, exhaustion, malnutrition, extreme weight loss, supertankers in the shipping lanes, salt sores, mid-Atlantic delirium, breakdown of navigation and desalination equipment, antipathies among crew members, and bad weather.
There were also, I came to understand, great pleasures to be anticipated on such crossings: parades of porpoises, pods of whales, glorious night skies, intense camaraderie, the satisfactions of high-level fitness. One crew member from a previous crossing described his boat surfing for miles at a stretch—“as thrilling as a rollercoaster”—on twenty-five-foot waves sent up by the trade winds, which would be of primary importance to us as we made our way across. Or so we believed.
3
AS THE WINTER DEEPENED, Roy’s communication with the crew became increasingly fitful. There were stretches when we didn’t hear from him for weeks. He had taken time away to build another rowing boat, a smaller craft, for a team of British rowers—three of whom, ironically, had in recent months departed our own dwindling crew.
Roy’s own abrupt departure from the expedition in the late spring of 2010 might have been predicted. By that time, he had apparently fallen out with David, and the project was sinking into debt. The boat was far from ready for the ocean. No one knew quite what to do or think about Roy’s going. On the downside, we had lost our captain, a mercurial mastermind who had brought multi-hulled boats to ocean rowing and in so doing had revolutionized the sport. What we had gained, meanwhile, was the freedom to reshape the adventure, free of the singular fixations of an increasingly unpredictable leader.
Until now, the greatest mystery for the crew had been the nature of David and Roy’s connection, and of David’s connection to the boat. In the early days, David had been pitched to the crew as an engineer who would be aboard but not rowing, presumably as Roy’s assistant. Steve believed David was the money man, and that Shelter Island Boats was Roy’s operation. But with Roy’s departure, it quickly became clear that David, a man with the subtlest of egos, owned not just the boatyard but the boat and that he knew a good deal more than we had imagined about boatbuilding. Indeed, with a gaggle of his Long Island pals, two of whom were fellow Georgians, he was prepared now to take over the project. His motivation compared to Roy’s (whose was creative and competitive, as well as financial) was largely a matter of integrity. He and Roy had accepted money from those who had signed on, and David was not about to stiff them if he could help it.
Almost immediately, Steve, who with Roy’s departure was back in the fold, broadened his influence on the voyage. My own hope was that he would assume the captaincy, which would have been his for the taking. But he didn’t want it. He was an experienced Great Lakes sailor but did not feel confident in his navigational skills on the Atlantic. I think he believed too that the captain of an ocean rowboat should have made the crossing at least once as a crewman. However, he did set about bringing new people to the expedition, as did Nigel—an effort that would eventually put seven Canadians, a modest plurality, aboard an essentially American boat.
For the moment there were twelve of us. David wanted sixteen. Steve’s foremost acquisition, as it turned out, was not a Canadian but a Californian whose route to Big Blue was more circuitous, unlikely, and coincidence-ridden than the plotting of a Victorian novel. It began perhaps three months after Roy’s resignation, when a Thunder Bay skier and endurance cyclist named Frank Pollari, a friend of mine who is legally blind, had an inkling he might like to join our little band. He began to train. However, before he committed to the voyage he wanted to test himself on the ocean, in particular to see if an old vulnerability to seasickness still existed. Through Google, he located a veteran female rower in Long Beach, went out to see her, went rowing, and spent much of his time aboard with his head over the rail, puking into the Cali-fornia surf. And came home. And more or less forgot about ocean rowing.
Until a day in late September, when he received an email from Steve, who knew of Frank through me and wanted to know more about this mysterious, good-natured woman who had taken Frank rowing on the Pacific. Steve could not help but notice on her blog that she had rowed both the Indian and Atlantic Oceans, and had returned recently from a triumphal row around Great Britain.
The question was: Would she row for us? Might she accept the vacant captaincy? There is in the sport a prestige in being at the helm, where she had not been on any previous row. Plus, it was assumed that the boat’s experimental design and the desire for a world record would interest her. Steve petitioned her in an email—and received an answer the next day. And sent word to the rest of us that she was at least open to the idea.
We held our breath as she flew cross-country to New York to meet David and to check out the boat. And celebrated quietly as news came down, beneath the radar, that she had liked what she’d seen.
So it was a week or so later that the soft-spoken grandma from Xenia, Ohio, via Long Beach, was introduced to the crew, via email, as our new commander, Cap’n Angela—excited, as she put it, to be part of “this historic ocean row.”
MEANWHILE, in Thunder Bay, not everyone was as magnanimous about my decision to row the Atlantic as I might have liked. “Are you doing this because you want to die?” I was asked at one point by a smart-aleck acquaintance—to which I responded, i
n finest mock Confucianism, that I was doing it “because I didn’t want to die.”
“But what is the meaning of it?” I was asked by a nettlesome neighbor.
“Discovery,” I thought to tell her, adding that I assumed I would be better able to report on such abstractions when I returned.
“And if you don’t return?” she said slyly.
For now, I told her, I had discovered meaning in my training, which, happily, in mid-June, moved outdoors onto water—at Clear Lake, in the Muskoka region of central Ontario, where the family keeps a summer cottage. What a relief it was to be splashing, to be moving, to see shoreline passing, after ten months indoors on the old black C2 torture machine. My outdoor rowboat, it needs be said, was not one of those spiffy needle-nosed skiffs that you see rowers using in the Olympics but an old Norwegian sailing vessel—a Gresvig 5—given to me by my parents on my twelfth birthday. With a tuck here, a tap there, I converted it into a rowboat that worked the muscles of the upper body and abdomen to the point where several times that summer I was approached by people speculating on how youthfully and seductively “ripped” I must be somewhere beneath my T-shirt. And of course I was. Profoundly. However, as you might imagine with a guy of my age and inclinations, mine was more a metaphysical ripping, an inner muscularity, than one merely of the flesh.¹
And the ripping did not stop at my pecs, nor in the well-lit recesses of the chi. A further feature of this dutiful if moldering craft was that its old centerboard slot, which transected the seat directly beneath my hard-working glutes, regularly ripped holes right through my pants and on into what was left of the underlying muscle. To someone of lesser ambition this might have presented as a drawback. However, because of it I was infinitely better prepared for the salt and “rub” sores that accrue to all transatlantic rowers.
Little Ship of Fools Page 3
