On our way back from Orcas Island this weekend, we ended up in a situation I’ve been replaying in my head, wondering whether we handled it correctly. I figured I’d share it here and get some perspective from others who’ve been in similar conditions.
We left early because the forecast was calling for 35‑knot southerlies. To avoid the worst of it, we broke the trip into two legs: Orcas to La Conner, then La Conner to Everett. That plan kept us out of the 30–35‑knot stuff, but we still had a steady 20–25 knots of true wind right on the nose and against the current. We decided to motor through rather than beat into it all day.
On the second leg, just after rounding Strawberry Point, we started hearing radio traffic about a 16‑foot vessel in our area that had lost power. We noticed a larger boat that had passed us earlier now drifting, but it didn’t match the 16‑foot description, and the AIS name didn’t match the name being broadcast. While I was double‑checking the coordinates, the Coast Guard hailed us directly.
I told them we were in the area and looking, but we didn’t see a 16‑footer. We assumed the larger drifting vessel was already assisting. The Coast Guard repeated the 16‑foot description and the vessel name, so we turned around and headed toward the reported coordinates.
A few minutes later, the Coast Guard corrected themselves: it wasn’t a 16‑foot vessel—it was a 60‑footer. They asked if we were sure we could assist. I told them we were already on our way and would do what we could.
The captain of the drifting vessel then came on the radio and explained that their AIS name hadn’t been updated, and the 60‑foot boat we’d seen was indeed the one in distress. We were about a quarter mile away when the Coast Guard asked again whether we could tow. I told them we could help, but we were not able to tow a vessel that size in those conditions. They told us to continue on our way and said they would find other assistance.
As we continued home, we kept an eye on their AIS track as they drifted north toward Whidbey Island. Their AIS went dark after about two hours, and there was no indication they’d been taken under tow. This morning, though, AIS showed them tied up in La Conner.
So here’s what I’m wrestling with: Did we make the right call? Could a 35‑foot sailboat with a 20‑hp engine realistically tow a 60‑foot vessel in those conditions? If so, how far would be reasonable, and how would you rig it? Should we have stayed on scene until additional help arrived?
My gut says we made the right decision, but it still felt wrong to just continue on. If we had stayed and attempted a tow, my plan would have been to pull them toward the lee of Camano Island, about a mile away, for some shelter. There was a Coast Guard helicopter overhead with eyes on the vessel, and they said they could assist if needed, so I don’t believe the crew was in immediate danger. I also assumed they could drop anchor if they drifted too close to shore.
Still, I’d really appreciate hearing how others would have handled it.
We left early because the forecast was calling for 35‑knot southerlies. To avoid the worst of it, we broke the trip into two legs: Orcas to La Conner, then La Conner to Everett. That plan kept us out of the 30–35‑knot stuff, but we still had a steady 20–25 knots of true wind right on the nose and against the current. We decided to motor through rather than beat into it all day.
On the second leg, just after rounding Strawberry Point, we started hearing radio traffic about a 16‑foot vessel in our area that had lost power. We noticed a larger boat that had passed us earlier now drifting, but it didn’t match the 16‑foot description, and the AIS name didn’t match the name being broadcast. While I was double‑checking the coordinates, the Coast Guard hailed us directly.
I told them we were in the area and looking, but we didn’t see a 16‑footer. We assumed the larger drifting vessel was already assisting. The Coast Guard repeated the 16‑foot description and the vessel name, so we turned around and headed toward the reported coordinates.
A few minutes later, the Coast Guard corrected themselves: it wasn’t a 16‑foot vessel—it was a 60‑footer. They asked if we were sure we could assist. I told them we were already on our way and would do what we could.
The captain of the drifting vessel then came on the radio and explained that their AIS name hadn’t been updated, and the 60‑foot boat we’d seen was indeed the one in distress. We were about a quarter mile away when the Coast Guard asked again whether we could tow. I told them we could help, but we were not able to tow a vessel that size in those conditions. They told us to continue on our way and said they would find other assistance.
As we continued home, we kept an eye on their AIS track as they drifted north toward Whidbey Island. Their AIS went dark after about two hours, and there was no indication they’d been taken under tow. This morning, though, AIS showed them tied up in La Conner.
So here’s what I’m wrestling with: Did we make the right call? Could a 35‑foot sailboat with a 20‑hp engine realistically tow a 60‑foot vessel in those conditions? If so, how far would be reasonable, and how would you rig it? Should we have stayed on scene until additional help arrived?
My gut says we made the right decision, but it still felt wrong to just continue on. If we had stayed and attempted a tow, my plan would have been to pull them toward the lee of Camano Island, about a mile away, for some shelter. There was a Coast Guard helicopter overhead with eyes on the vessel, and they said they could assist if needed, so I don’t believe the crew was in immediate danger. I also assumed they could drop anchor if they drifted too close to shore.
Still, I’d really appreciate hearing how others would have handled it.
