Undaunted Curiosity: Boating America’S Coasts and Waterways Volume I British Columbia to New York City (Bc to Nyc)

Contents

DEDICATION

ACKNOWLEDGEMENTS

CHAPTER I

CHAPTER II

CHAPTER III

CHAPTER IV

CHAPTER V

CHAPTER VI

CHAPTER VII

CHAPTER VIII

CHAPTER IX

CHAPTER X

INDEX TO

APPENDICES A, B, C, D, E, F, G & H

and

BIBLIOGRAPHY

Endnotes:

DEDICATION 

To First Mate, Deck Hand, Chef, Dish & Boat Washer, Tool Retriever, Hostess, Dog Walker, Social Secretary, Line Handler, Assistant Mechanic, Deputy Navigator, Lover and Soul Mate:

PAMELA S. AYRES

Who performed superbly in all those capacities for the entire 26,000 miles of the 15-year voyage, with both of us laughing during, and loving, almost every mile and minute of the adventure.

And to THUNDER, who decorated our lives the first decade

And LIGHTNING, who learned boating from puppyhood

ACKNOWLEDGEMENTS 

First and foremost, Pam. She not only morally supported me during the years of distilling this from our joint logs, but also, as on the 15-year cruise, was and remains my source of inspiration and mender of failing memory.

Don Olson, Esq., and Dick Taylor, both published authors and former professional compatriots. They encouraged me to put aside other writing projects and document this cruise of a lifetime. Although both wisely advised to make it brief and less instructive, I couldn’t, so went ahead anyway. Both also opined that the thing was too unwieldy to be published. But I ignored them, now convinced that my business enterprise of writing may well turn into an expensive obsessive hobby. But I’m mightily trying for commercial success.

The Trafford staff, especially Terry Lussier, Trafford’s computer guru, who very pleasantly worked me thru my computer ignorance to get this thing into pub-lishable form. And decided this tome mustbe two volumes

Eric Johnson, of my former company, MSI, whose computer expertise, applied gently to my computer illiteracy, made it possible to produce this tome.

The Harmon Family, Senior, Junior, and Mater, of Port Angeles, Washington, all of whom attempted unobtrusively to provide us with some of their two generations of amazing accumulated store of world class boating knowledge.

Last, there are the numerous boaters, dockhands, technicians, marina-bound would & wannabes, and dock and locktenders encountered during 15 years of cruising. Most were wonderful and unwittingly contributed the many tales related in this tome. We never knew the names of those few who were not helpful. But all those mostly nameless aides are gratefully acknowledged and thanked.

THE INTENTION OF THIS BOOK:

This book is intended to be entertaining and instructional. Entertaining by providing fascinating, interesting scenic and historical highlights, and boater tales, gleaned from 15 years of literally almost circumnavigating North America and traversing the vast majority of its navigable waterways. Instructional to those interested in travel and boating. And informational, relating how to buy and equip a boat, and how to plan and execute cruises, both major and minor. Tidbits of information are inserted where they intersect with the entertaining, providing responses to situations encountered, enlightening, significant and entertaining. The related tales mostly are amusing to hilarious, but they too provide information and instruction. Primarily instruction and elucidation as to how relaxing, enjoyable, educational and magnificently satisfying and diverting boat travel is within North America.

SO READ ON-IT’S QUITE A STORY!!

THE NATIONAL WATERWAYS SYSTEM-Most, but not ALL

THE START OF IT ALL:

THE REASON FOR BOATING:

GOING BOATING IN STYLE:

HAVING IT ALL WHEN BOATING:

ITJUST DROPPED FROM THE SKY ASIDE WETDREAM:

THE START OF SERIOUS BOATING:

THE BEGINNING OF REALLY DEDICATED CRUISING:

THE RESULT OF GETTING SERIOUSLY HOOKED ON BOATING:

BIG TIME CRUISING-IN STYLE:

IN MARATHON FLORIDA: (with dinghy in water and motorscooters on dock)

CHAPTER I 

GENESIS OF THIS BOOK

This is an adventure book. But an adventure without either of fright or special effects. An adventure which a couple and their dog(s) enjoyed immensely. A recounting of the Cruise of a Lifetime. A boating journey of 26,000 miles by water, all within the confines of the territorial waters of America-the United States and Canada. Mostly within rivers, but all four coasts as well. A trip that started with the intent only to take weekends away from intense work schedules, but which evolved into a monumental cruise encompassing thousands of miles of historic waterways, rivers, canals, lakes, and dams and locks.

A Voyage Thru History. This was a literal voyage thru history-the history of two nations and their first and formative transportation system-coasts, rivers and lakes, and some really old canals. This saga encompasses four boats, scores of thousands of gallons of fuel, 683 stops, three years and eight months of water travel spread over 15 years at an average speed of around 10 miles per hour. That rate allowed for the massive taking of time literally to smell the roses. And to look, and to seek-out of pure UNDAUNTED CURIOSITY.

THE small GREAT LOOP

The Great Loop. Map 1 is the Great Loop of boating fame. This route also is referred to as The Great Circle. But the Loop has an Association. Many aspire to complete The Loop but few so accomplish. The voyage can begin anywhere on the route, for the way is well marked by the U.S. and Canadian Coast Guard. There are several possible route deviations, but all routes generally enjoy a minimum 9’ deep by 100’ wide navigation channel maintained by the U.S. Army Corps of Engineers, a canal authority, the Canadian Department of Transport, or Mother Nature with a few nudges from man.

The Really BIG Great Loop. This is the story of the almost literal circumnavigation of North America via the Really BIG Loop. But first, America’s smaller Great Loop Waterway. Were one to start in Chicago two Great Loop route decisions must be made immediately. First, the preferred initial direction is counterclockwise, thus mostly downstream. The next decision is dependent on the bridge clearance of the boat. The Basic Question: Can your boat clear the 10’ 6 fixed Chicago River RR bridge at S. Canal and W. 18th Streets? If Yes, then thru the Loop is the scenic way. No" sends you to the Cal-Sag Canal, just south of Chicago, circumventing Downtown and the Chicago Loop. Soon, these two waterways merge, leading to the Illinois River, thence southwestward to the Upper Mississippi River, and on south to Cairo, Illinois where the Ohio River joins the Mississippi.

Around the Great Loop. From that confluence it is a short trip up the Ohio River to access the Tennessee/Cumberland River system. The counter-

MAP 1

AMERICA’S GREAT LOOP WATERWAYS CRUISE

(the small version)

Used with permission from Raven Cove Publishing and America’s Great Loop Cruiser’s Association (www.greatloop.com) P.O. Box 168, Greenback, TN 37742-0168 Join Today!

As can be seen from MAP 1, above, there are several alternate routings and numerous other rivers of significant size and scenery-all of which access AMERICA THE BEAUTIFUL.

clockwise Loop then proceeds southeast thru TVA lakes and locks to the head of navigation of the Tennessee-Tombigbee (Tenn-Tom) Waterway.

The Tenn-Tom’s many locks and lakes, and hundreds of miles of scenic isolated waterways and channelized rivers lead directly south to Mobile. From there the East Gulf Intracoastal (EGICW) winds thru the coastal scenery of south Alabama and Florida’s panhandle to Carabelle. Just east of there the dredged waterway thru protective coastal marshes and islands disappears.

The EGICW is discontinuous from Carabelle to Tarpon Springs, forcing a careful weather check at Carabelle (or Tarpon Springs if clockwise) prior to making the 180-mile open water crossing. Other than the short jump across Hampton Roads, Virginia, and the Atlantic Coast of New Jersey, this is the only significant stretch of unprotected water on America’s Great Loop Cruise.

Florida’s Portion of the Great Loop. From Tarpon Springs to Ft. Myers the Intracoastal Waterway (ICW) proceeds thru heavily populated canals and spectacular housing to and across Tampa Bay. Depending on water levels in the cross-Florida Caloosahatchee-Okeechobee Waterway, that usual route is taken. If either of drought or speed persist, around the tip of Florida is no big deal and preferred in winter and by those who want desolation and scenery. But check the weather, for much of this tip-of-Florida route is relatively open water.

The Atlantic ICW varies from heavily developed to deep swamp isolation as it proceeds northward behind and thru the coastal islands of Florida, Georgia, South Carolina and North Carolina. Then there is another route decision.

Dismal Swamp or Coastal Route? Except during late summer droughts, the Dismal Swamp route is preferred for its isolation, treed tunnel effect and history. But the more populated eastern coastal route is always available. Both emerge into Norfolk and, soon, Chesapeake Bay. That historic area eventually leads to the Chesapeake & Delaware Canal, then down the big and rapidly widening Delaware River to Cape May, NJ.

Although there is a New Jersey ICW, Congress has neglected it by not appropriating monies for dredging, thus any vessel with a draft of more than 24" is effectively denied access to the magnificent scenery and numerous resort and residential communities lying behind New Jersey’s Atlantic Coast.

Into New York. Even were the NJ Intracoastal usable, a short run from Ma-nasquan Inlet and around Sandy Hook into New York Harbor is required. Required is the wrong term for, with a modicum of visibility, this is a patriotic and mightily emotional entry. Gradually the NYC Brooklyn skyline emerges, then the national symbol-the Statue of Liberty-backed by Lower Manhattan’s skyscrapers comes into view. This is the Great Loop’s spectacular!

The Big Apple. After NYC, the Hudson River beckons to Troy, above Albany. Here another route selection must be made-directly north to Montreal via the Hudson River/Lake Champlain route, or the Erie Canal (now the New York State Canal System) west. That decision also must be made due to fixed bridge clearances-both ways have 16’ fixed bridges. The Champlain Route has no alternative outlet, but the Erie Canal does. For the latter the Oswego Canal leads

north into Lake Ontario from the Erie Canal near Syracuse.

Which Lake? The Champlain route leads into the St. Lawrence River, thence west upstream to Lake Ontario. The Erie Canal thru Buffalo ends in Lake Erie. The Oswego Canal outlet, as well as the St. Lawrence, both eventually lead to western Lake Ontario and the Welland Canal. That monumental history-laden Canal and its enormous ship locks lift the boater into Lake Erie.

Traveling Lake Erie’s length to and north in the Detroit River, across Lakes St. Clair and Huron, around Michigan’s thumb thru the Straits of Mackinac into Lake Michigan and south completes the Great Loop in Chicago. The place to land is Burnham Park Marina, sheltered by Soldier and Meigs Fields.

Where to Start? Obviously, the Great Loop can be picked up at any point on the map and described route, and done either clockwise or opposite. But completion of the full Loop is a daunting, unbelievably scenic, astoundingly historic and amazingly energizing and interesting journey.

THE REALLYBIG GREAT LOOP

Following Map 2 shows the route this book and its companion Volume II describe in sufficient detail such that one contemplating the journey can make an informed response to the basic question: Do we do the usual Great Loop; or the REALLYBIG one? And the Great Circle around America?

Cost. Expenses will be dealt with sparingly in this book, but the way we did it cost around $977,000 for the four boats and ancillary equipment, including din-ghys. After selling all after use, the net capital cost was about $607,000.

More than 29,000 gallons of fuel was consumed. Then there were the slip rentals, winter storage charges, travel to and from the boat, insurance, guide books and charts by the box, periodic service and repairs as needed and, as the saying goes, a boat is a hole in the water into which you pour money. And we did pour. We did not chinch. We could and did enjoy, mightily so! We immersed ourselves in history and joy. When we eventually retired from cruising we still are often asked: Did you tire of boating? Our emphatic and instantaneous response is Absolutely not! We found ourselves repeating waterways. It was time to get an RV and see what we had missed between the rivers. We loved cruising immensely!

Spread over 15 years the operating expenses averaged around $50,000 per year, with the early years less and later ones more. Thus the 15 year journey cost around $1.36 million. But it was done in first class style. We figured it as reward for two lives well spent. Before we really became enmeshed in retirement.

The entire voyage, or just the small Great Loop, could be done in a smaller boat for much less and far speedier, if desired. We chose comfort and immersion in history and scenery over speed and economy.

It wasn’t cheap, but it was a fabulous journey. And the enjoyment

was priceless!

Table 1

SUMMARY OF THE AYRES’ CRUISE OF AMERICA

The above numbers are equivalent to a trip around the world; 103 days of engine time; 3½+ years of travel; averages 46 locations/year, 10.44 miles/hour, 20 miles/day had we traveled every one of the 1,300 days utilized, and two days per location for considerable sightseeing, personal enjoyment and exploration. And the smelling of roses and enjoyment of history; and of AMERICA.

HOW AND IN WHAT IT ALL BEGAN

THE Source

A NECESSARY SUBSCRIPTION FOR CRUISING BOATERS:

MAP 2

ANOTHER VERSION: THE GREAT CIRCLE ROUTE

MAP 3

THE AYRES’ REALLY BIG GREAT LOOP

THIS FOLD-OUT MAP IS LIGHTLY GLUED INTO THE INSIDE BACK

COVER OF THIS BOOK and CAN BE REMOVED, CHERISHED AND ADMIRED BECAUSE:

THE MAP IS EXTRACTED WITH PERMISSION FROM THE

PUBLICATION

NORTH AMERICAN INLAND WATERWAYS MAP AND INDEX

THE MAP WAS DEVELOPED BY DAVID EDWARDS-MAY AND IS PRINTED AND PROVIDED FOR THIS BOOK BY EUROMAPPING ©2005

THE MAP DRAMATICALLY ILLUSTRATES THE MAGNITUDE AND LOCATIONS OF THE NORTH AMERICAN WATERWAYS SYSTEM, BOTH AS IT PRESENTLY EXISTS AND AS IT HISTORICALLY WAS CREATED, BUT GRADUALLY ABANDONED IN GREAT PART

EACH SPECIFIC WATERWAY, BOTH PRESENT AND HISTORIC, IS DESCRIBED WITH MUCH INTERESTING DETAIL IN THE TEXT OF THE BOOK WHICH ACCOMPANIES THE MAP AS ORIGINALLY PUBLISHED IN 2005

BY VIEWING THIS MAP ONE CAN DISCERN THE MAGNITUDE OF

THE REALLY BIG LOOP VOYAGE REPORTED IN VOLUME IAND VOLUME II of

UNDAUNTED CURIOSITY-BOATING AMERICA’S COASTSAND

WATERWAYS

BOATERS ARE INVITED TO ACQUIRE AND EXAMINE THE PUBLICATION

INLAND WATERWAYS MAP AND INDEX – NORTH AMERICA

WHICH CAN BE PURCHASED AT

WWW.WORLDCANALS.COM or

EUROMAPPING

20 AVENUE DE LA HOUILLE BLANCHE

38170 SEYSSINET, FRANCE

e-mail: euromapping@wanadoo.fr

VOLUME I of this book can be purchased at:

www.trafford.com/robots/06-0611 .html OR from EUROMAPPING, as listed above

CHAPTER II 

UNDERSTANDING BOATING

Going boating is not a simple undertaking, despite what some people may believe from boat advertisements. Most enjoyable, but not simplistic if done with even a modicum of care. Going cruising is even less simple. And extended cruising requires extensive preparation, a wad of money, dedication, much introspection, many hours of research and, more important, the ability to reach committed decisions. This Chapter explores boating in such a way that those seriously contemplating extended cruising can be carefully serious.

Some Background Before the Journey Begins. Boating is a term that conjures up scads of definitional mind pictures, usually tracing back to one’s youth. The fuzzy memories of childhood, the scenes from scores of heroic movies, and the word pictures painted by hundreds of novels, ranging from Homer’s The Iliad and The Odyssey all the way to Jaws and The Perfect Storm define boating and that activities’ necessary underside-boats. Then there is the real world of nautical endeavors.

Defining Boating. The basic and accepted definition of a boat is a wa-terborne conveyance that safely can be placed on a ship. Thus bigger is defined out. Then there is the canoe and rowboat, both of which qualify as a boat, but only in mild waters. Otherwise they sink. The ubiquitous bassboat also is removed from consideration due to its highly specialized nature and generally fishy smell. Then there are workboats and pleasure craft. Only the latter will be considered for the purposes of this dissertation on boating via cruising. And we won’t even mention PWCs-Personal Water Craft-or sea-doos, wave runners, watercycles or whatever term one prefers.

So the subject can quickly be pared down to an even more basic item-type of motive power. Since the demise of the steamboat there are only two real power sources for pleasure boating: internal combustion power OR sail.

Sail vs. Power. Sailing is said to be an activity in which the boater is more interested in the act than in the place or direction. Such is understandable, since only a highly skilled sailor effectively can proceed upwind, especially against a river current in a narrow waterway. Or dock the craft while under sail. Even the U.S. Coast Guard navigation rules define a sailboat as being a powerboat when its sails are void of wind and proceeding under internal power.

Power boaters want to go someplace-usually. But generally not very far; not nearly as far as we went-26,000 miles. Or take as long as we did-15 years; or spend the time viewing the scenery and studying the history of the areas we traversed, as did we. Power boaters also differ from sailboaters in goal-they want to get to a specific place but enjoy the act enroute. That act of boating usually is inherently enjoyable, especially when self-limited to what one believes to be good weather. But not always, for marine weather forecasting is still an arcane art. All one has to do to differentiate the joy of powerboating from that of sailing is to attend the end of a sailing event that terminates in fog, rain and wind.

Cruising. When a powerboater moves more than a few miles, and doesn’t immediately return to his/her home port, but motors on to other places in a serial manner, that can be considered cruising. We encountered a lot of boaters who had powerboats, but didn’t cruise. Several stories will be related in this book about engineless power boats, party boats, boats that never moved, and boats moved a mile or so into the lake for the weekend, but never cruised.

But cruise we did, massively. We never intended, but somehow made the transition from boaters to cruisers. What that entailed was the proverbial hole in the water getting not only markedly deeper but considerably costlier.

So far as we can determine, NO COUPLE has ever done what this book relates-CRUISE the vast majority ofAmerica’s waterways.

Others have cruised more miles, around the world, to and from Mexico and Alaska, down the Atlantic Coast and thru the Panama Canal and up the Pacific. But cruising, exploring and experiencing most of the waterways of North America to the heads of navigation, and living comfortably in the process, may be unique. To us it was an epiphany. We had UNDAUNTED CURIOSITY about what was around the next river bend, just a way up the river, or in the next lake, and what tidbit of American history awaited.

The magazine of CRUISING, PassageMaker, each month since 1996 has been full of cruising tales and experiences. It is THE source of information and inspiration for cruisers and would-be cruisers. If any spark of inspiration is ignited by this book then subscribe to PassageMaker Magazine, 105 Eastern Avenue, Suite 103, Annapolis, MD 21403. It provides a REAL taste of cruising thru its stories, ads and informational pieces. It is a great vicarious read, as well.

How We Did It. This account of the Really BIG Great Loop (Great Circle?) now will explain how a basically non-adventurous but highly organized and orderly couple gradually got lured into CRUISING AMERICA via traveling that REALLY BIG Great Loop, and how we discovered the original Great Loop. And how/why it was decided to embark on the REALLY BIG Great Circle Loop and satisfy a building UNBOUNDED CURIOSITY to Cruise America’s Coasts and Rivers, and to see what was there!

And Cruise them we did!

Fortunately, or unfortunately, whichever way one might view this book, the sheer magnitude of our CRUISE ofAMERICA, and the documentation accumulated during the 26,000 miles and 15 years, has dictated that this recounting be of sufficient size to require TWO volumes. This Volume I encompasses the preliminaries, followed by relation of the interesting, instructive and humorous happen-stances of the Cruise, from Biitish Columbia to New York City (BC to NYC). The balance of the Cruise, from NYC around the nation and Canada again to the GulfICWand Tennessee-Tombigbee Waterway, is covered in Volume II.

CHAPTER III 

GETTING HOOKED ON BOATING

Every boater can, at great length, describe what got he/she initially interested in and hooked on boating. Our route to addiction may be unusual, but typical as well in many ways. It will act to illustrate how we began what turned out to be a 15-year hegira not unlike that of Homer’s hero Odysseus, or Ulysses, but without the Great Storm and the attendant deus ex machina events.

Flying Into Boating. In early September of 1984 then-significant other POSSLQs [Persons of the Opposite Sex Sharing Living Quarters] Pam Swift and Doug Ayres flew from Van Nuys to Merced, California. There Doug’s (my) financial consulting company, Management Services Incorporated (MSI), had a contract with the City of Merced to analyze its revenue structure. We traveled in our Mooney 231 single engine aircraft, which I piloted. After working on the project for two days, early Thursday morning we took off from Merced Municipal Airport after securing clearance from the then-Castle AFB traffic control for a circling departure to 13,000’. The weather was CAVU [ceilingand visibility unlimited].

That altitude was necessary to clear Mt. Whitney. Doggie Thunder [our peek-a-poo/terrier] was in the back seat. As the climb went above 10,000’ the three of us alternated sniffing on the oxygen bottle and mask, which Thunder eventually eschewed, undoubtedly due to the fact that the shape of his snoot did not fit the human breathing mask. We watched our fingernails to assure they were not turning blue, thereby denoting encroaching asphyxia. Thunder just shrugged off both the altitude and the supplemental oxygen.

On to Sedona. Turning east the route overflew Death Valley, Mt. Whitney, and the Peach Springs navigational VOR and avoided the then-Bellemont Navajo Army Weapons Depot restricted area just west of Flagstaff, Arizona. A gradual descent into Sedona’s mesa top airport evoked awe as we admired the spectacular red rock butte scenery surrounding Sedona on this cloudless day.

For the next two days we methodically made arrangements for our wedding 51 weeks later. The only problem was vendor disbelief of arranging a wedding and reception a year in advance. But cash deposits solved that difficulty quickly.

Flying the Grand Canyon. Early Sunday morning, in exquisite, calm and unlimited view weather, we fired up the plane and flew about 160 air miles a bit north of directly west out of Sedona. It was 1984, prior to the stringent flight restrictions placed on Grand Canyon National Park. This was the Canyon of the great Colorado River, which has three basic parts. The flight route then went north, our descending into the first portion of this great gash in the earth-the north-south run of the River gorge just upstream of Hoover Dam, at Boulder City, NV. After Lake Mead dribbled away below, the cliffs increased in height. We dropped to 2,500’ below the rim, now having turned eastbound into and thru the main Grand Canyon. We then flew its entire 227-mile length. The Grand Canyon is about one mile deep and averages ten miles in width, signifi

cantly plus or minus. As passing the South Rim we took a great picture of Thunder standing on the seat, paws on the window frame, looking up at people looking down from the tiny portion of the South Rim where tourists accumulate.

Discovering Lake Powell. Soon the Colorado River wanderings down in the depths of the Grand Canyon turned to a generally north-south direction, into the third portion of the Colorado River Canyon. This run is Marble Canyon, terminating northbound at Glen Canyon Dam, about 60 miles north of the bend. On reaching the Dam and being shocked by its presence, of which we had not known, and seeing the great expanse of water behind the Dam, we immediately gained altitude to around 12,000’. From that vantage we discovered the second largest manmade lake in the United States-Lake Powell, Arizona/Utah. Its beauty, extent, numerous side canyons, and unspoiled and undeveloped 1,960+ mile shoreline had a powerful effect on us, enhanced by the view from a mile-and-a-half above the then-3,635’ normal above-sea level full Lake surface.

Discovering Boating. Spotting the Page, Arizona airport, spiraling down and landing provided information about this desert beauty spot of a lake. The small Page Airport terminal building contained an array of local tourist literature, among which was a houseboat rental pamphlet. Right then and there the decision was made that we would spend our honeymoon here, 51 weeks later. We then and there telephoned and reserved a 32’ houseboat for a week, to start two days after our marriage on August 31, 1985, 51 weeks later.

Marriage and Boats. We were married on schedule, spent our wedding night at L’Auberge, a French country inn in Sedona, and the next day drove 165 miles north to Page’s Wahweap Lodge to spend the night. Our houseboat was being readied for occupancy the next morning. The Lodge overlooked the huge launch ramp, where we spent the afternoon observing the many types of craft

being launched and retrieved from boating on this huge expanse of pristine scenic water. By observing and studying the launch and retrieval techniques and abilities of boaters it was easy to see the wide variance between type of watercraft and individual boaters. We didn’t know it at the time, but an idea was being implanted in our subconscious that eventually would germinate.

Slow, Not Comfortable. The next morning, we received a quick orientation on the houseboat, and away we went. We were impressed immediately with two things: first, the durable reliability of the Johnson outboard motor and, second, the Spartan nature of the houseboat’s facilities.

But we managed. The fold down sofa for a bed, use of the Lake for bathing, the tiny toilet, and the utility of the deck for swimming and sunning, and the necessarily limited ability to eat well all were livable. A third factor then surfaced-this thing was SLOW. Slow, slow, slow! Thus the extent of sightseeing of gigantic Lake Powell was drastically limited. And there was much scenery to be drunk in here, one of the most isolated and scenic places in America.

Hooked. We spent the week putt-putting around the arms, bays and canyons of the south one-quarter of Lake Powell. Thunder accompanied us, and he, as did we, loved landing in a new spot each day, exploring, and then walking in the rocks or strolling on the tiny beaches between the hundreds of isolated coves. While pulled up on the lakeshore each afternoon and evening Doggie Thunder learned that he could climb the abundant red rocks and find humanly inaccessible paths. We thus dubbed him Chief Climbing Red Paws.

Dog on a Honeymoon? Yes, Thunder was on our honeymoon with us. He had been the ring bearer in our wedding ceremony and was an integral part of our lives, and remained so for 16 wonderful years. We three had lived together for three-and-a-half years, so it had been time to get legal and legitimatize our son, Thunder Road Ayres.

By the time we returned the houseboat to Wahweap Marina near Page all three of us were hooked on boating. While on this sojourn we discovered the total diversion of the boating life and the magnificence of Lake Powell. Was it little wonder that the entirety of the 10 hour 600 mile drive back home to Pasadena, California from Page, Arizona was spent discussing how much we had enjoyed this marginally comfortable and very slow type of scenic and relaxing boating? And how much more pleasant and diversionary it would be from our intense time-consuming but very satisfying occupations were we to have our own boat. But a comfortable, properly equipped and faster something.

BOATS AND EQUIPMENT

So Research Began. I am incapable of making any significant decision without conducting a considerable amount of research. I must know the basics, options, alternatives, detailed costs, advantages, disadvantages, potential pitfalls, inventory and all the other things that can/might/will befall one prior to making a sizable investment. [Not that a boat can really be considered an investment.]

The decision to buy a boat was facilitated by the Federal Aviation Administration (FAA). Soon after our marriage I was diagnosed with asymptomatic atrial fibrillation. Two attempts to reset my heart didn’t work, thus I was on blood thinning anti-stroke medication warfarin for life. At that time the FAA considered that drug medically disqualifying, so I lost my pilot’s physical certificate and thus was barred from flying. So the airplane was sold and we got serious about what eventually developed into an advanced case of big time boating. The shift from 3Dimension to 2D travel was painfully made. Life slowed.

Size Does Matter. The expression size matters very likely had its genesis in boating. During their life spans, boaters always seem to be moving up. And that refers to size of craft and, for many boaters, number and horsepower of en-gine(s). Talk to any powerboater and he/she eventually will either express the desire to secure a larger, longer, more powerful craft or they will regale you with how they moved up into what they now are aboard. And aspire to go bigger yet.

Over the next several months our discussions were about the results of the increasing volume of accumulated boating research materials, and the dilemmas that info was presenting. There were several decision trees to work. Following are the type decisions that anyone contemplating cruising by boat would have to make. The purpose of this discussion is to be instructive as well as informative.

Trailered or Fixed Base? The basic size issue can be summarized:

1.   19’to 21’boat ±-with cuddy cabin and canvas enclosure(s)

2.   22’ to 28’ boat ±-with enclosed cabin and some canvas

3.   29’ to 35’ boat ±-enclosed cabin, flybridge and/or some canvas

4.   36’ ± and longer boat-yacht with many possible layouts

5.   Houseboat—by definition not easily highway trailerable

Trailered. This mode of boat transport of necessity requires a place either to park or store the boat when not in use. Leaving the vessel in the water in a fixed location also requires a site, but usually a rented one. Thus fixed costs rise for the latter as do lack of security, availability, and flexibility as to cruising location. If cruising is the goal, then size re-enters the equation. Those boats ranging from 19’ up to about 28’ can be trailered. Above that and the mobile option effectively quickly dissipates and is greatly compromised.

Enclosed Living. Cruising by boat also necessitates having a place to sleep. It is not always possible, and usually impossible and insecure, to beach and sleep ashore. Motels may be at the beach but most are simply not easily reachable by cruising boaters. Much of the waterside land of America is privately owned and thereby legally inaccessible to transient boaters. Public lands abutting waterways are rare outside the West, which is one reason the Colorado River Lakes are boat intensive-National and State Recreation Areas line these bodies of water-thus permitting putting ashore for the night.

Not far up the boat decision tree you get to the limb requiring an enclosed cabin/sleeping area. In smaller boats this is a cuddy cabin, literally requiring cuddling. Not necessarily comfortably; just cuddling. So size is re-visited.

Size Again. Since we wished to have the flexibility of moving the boat around the West to take advantage of the many inland and protected boating opportunities there, we opted for a trailerable boat rather than leaving it semi-permanently docked on one of the western lakes and waterways.

That decision led to determining the maximum practical size of a trailerable boat. Since we wanted complete facilities, comfort for all seasons, and as little canvas as feasible but maximum enclosure, the choice narrowed quickly. All the boats of less than 25’ in length just didn’t have the enclosed area and facilities we felt necessary to avoid the lack of comforts of the Lake Powell rental houseboat.

So we embarked on the specific selection process. Note: The variety of boats, and especially the advancement of boating and electronics technology has made the base from which choices can be narrowed considerably greater in 2006 than it was in 1986. Thus the decision tree might well be easier, due to competition, and more difficult, due to more technological complexities.

CHAPTER IV 

THE FIRST BOAT

So we embarked on the purchase of our first boat. The culmination of all the research, and 1986 boat sales and magazine literature quickly seemed to narrow to two choices: 1) a Bayliner 2755, which is 27’ 6 long and 8’ wide, dry weight around 7,000 pounds; or 2) a Regal 26’ 6, which had the same niceties and a bit more weight what with its two engines. Trailer weight is included.

The Decision Is Made. On discussing boats with Los Angeles area dealers, the Regal dealership did not seem interested in cutting a deal. So we went to the Bayliner, pretty much both by default and price, as well as dealer accommodation. Plus, the Regal with its two engines could not easily be equipped with a marine generator, thus summer air conditioning would be nil, an unacceptable situation in California, especially on the Colorado River lakes. Although the Bayliner would have only one engine, an auxiliary outboard could be added easily, and a 3.5KW genset and air conditioning were usual options. And with that amount of electricity a second air conditioner could be added, which was done.

The engine was the durable GMC small block V-8 which, due to the extra cooling possible by marinization, produced near 235 hp. The drive was I/O, which is boatspeak for Inboard/Outboard. That arrangement is very efficient, what with the engine under a hatch in the very aft of the boat, hooked to a transmission and propeller which are outside, on the boat transom. The latter can be lifted and lowered hydraulically, and the entire mechanism turns with the steering wheel. The result is amazingly accurate directional control.

The Tow Vehicle. The Bayliner 2755 was selected for a second reason. It was the then-largest boat that could be trailered anywhere in the West without any type of highway tow permit. But its weight and length on its tri-axle trailer required a substantial tow vehicle. That led to yet another decision tree.

Truck vs. RV. A one ton truck would be required for the 9,000 pound fully loaded Bayliner 2755 and trailer. Plus, what with the far flung navigable internal lakes and waterways of the American West, and the lofty mountain passes out of LA, we took the RV option. Thus there’d be a home enroute, plus the potentiality of other RV trips, which eventually were taken in abundance. The tow vehicle search took nearly three months to consummate a decision.

The maximum allowable combined length of towed & towing vehicle in western states in 1986 was 65’. After measuring the Bayliner, trailer and tongue, a 32’ Class A motorhome was dictated. After much research, searching, inspecting, crawling under, literature reviewing, tire kicking, test driving and perambulating RV sales facilities, the decision was made to buy a new 1986 Rockwood 32’ Class A motorhome, powered by the time-proved GMC 454ci big block engine. An underdrive and Banks turbo were added, as was a 100-gallon auxiliary gas tank. The 10,000 pound tow rating was adequate-for a few years. Pictures of this lash up, and the RV are on page 10.

The Dually. In 1988 we did purchase a new one-ton GMC/Landmark conversion four-door crew cab dually, with bed cover, in a blue and white paint scheme that matched the boat. That subsequent decision was made due to having sold one of my companies on a phase down and out agreement and thus we had more time to vacate. So we began to split time between boating and RV trips. But the RVing is another story, for another book and another time.

Supplemental Equipment. Now that both pieces of basic equipment were in place, a decision was needed as to supplemental gear. Included in the term basic is the required U.S. Coast Guard (USCG) safety gear of a tethered throw ring, lifejackets, fire extinguishers, signal flares and the like, as well as flashlights. After the usual personalized exhaustive research, the following was determined to be minimal additions for the type of inland waters cruising that would be desirable for the level of diversion we desired.

1.   Marine VHF radio fixed in boat with antenna

2.   Handheld marine VHF radio

3.   Video depthfinder

4.   Carbon monoxide detector inside cabin

5.   Spot/floodlight in case of night/storm need

6.   Cellphone connection to power and a high gain boat cell antenna

7.   8’ 6" inflatable dingy with rigid bottom and stern w/ 5 hp outboard

8.   Basic tool kit

9.   Bow and stern anchor & two small side stabilizing anchors w/ lines

10.   Fenders and mooring lines

11.   Ski lifejackets for us and doggie lifejacket for Thunder

12.   Housekeeping equipment and supplies

13.   2 personal computers (1986 Grid laptops) and Okidata printer

14.   2 large ice chests w/ drain plugs

Minor Modifications. We had aspirations to cruise for as much as six weeks at a time on Lake Powell, so minor boat modifications were required. A bow boarding ladder for access in beaching was added and the bow bunk cushions were replaced with carpeted W marine plywood. Two sets of chocks were screwed into that platform to hold the two huge ice chests. One was designated for soda pop and the other for perishables. The built-in refrigerator was too small and too much of an electricity guzzler to be useful, so it became dry storage. Various sized plastic baskets and crates were added to the aft bedroom shelf for clothes and along the sides of the former bow bunks for other storage.

Adequate Storage Space. Boat manufacturers share one common trait with RV builders-they utilize every cubic inch of potential storage space. Thus a place to put things was not a problem, EVER. So one must acquire a series of plastic containers to hold all the stuff one needs or believes will be needed to assure a comfortable cruising experience. Most boats can hold all and carry the weight. Over the years we found that we carried far more than used, so we advise adding stuff & things slowly and sparingly. Live with the initial basics thru a few trips and then determine what is truly needed.

1986

GETTING STARTED WITH THE NEW BOAT

Now that all the gear was in place, we just had to go boating. Lake Mead, Nevada/Arizona, on the Colorado River, was the first destination.

The Boat Is Delivered. On November 2, 1986 Bayliner 2755 Wet Dream was delivered, complete with all specified modifications and options. The next week was spent organizing, placing and stowing in the boat and RV all the stuff & things that had been acquired for boating and Rving. Way too much, but it was stowed. We had had the motorhome for a couple of months and been on two short exploratory trips, so after the packing and placing week we were ready!

This first trip was most educational and revelatory. Prior to buying the boat a very useful Saturday had been spent in a restaurant that hung out over the Dana Point, California Marina launch ramp. A hefty tip to the wait staff enabled an all day stay at the table with the best ramp-viewing vantage point. There we observed the launch and retrieval techniques of hundreds of boaters, picking up more tips on what to do and what not to do. Although there all day, neither a boat as large as ours, nor a Class A motorhome used as a tow/launch vehicle showed up at the ramp. But we really believed we were prepared. Yeah, right!

Learning to Drive? On the day we were to depart for Lake Mead our respective schedules did not coincide well. In the morning I went to the storage yard and hooked up the boat to the RV so that all Pam had to do after her workday was to drive the RV with the boat behind it to an isolated back street in the nearby gated community within which we lived. There we would complete the loading and depart for Las Vegas’ Lake Mead during the evening.

At 4:30 p.m. Pam arrived at the storage yard, climbed into the RV driver’s seat and fired up the engine. She had come directly from her Pasadena City Council meeting, so was dressed in a business suit and heels. As she proceeded to pull out of the parking space, pointed towards making a left turn into the afternoon traffic of six lane Foothill Boulevard, the owner of the storage yard came a runnin’ and a shoutin’, Stop! Stop! You can’t do that! He was a very nice elderly gentleman, equable and watchful over the many RVs and boats stored in his facility. Half way down the lot Pam stopped, rolled down the driver’s side window and asked, What are you waving about? He said something about what with her being a woman driving a marginally legal 65’ 6" rig she couldn’t possibly have learned how to drive that lash up.

With that she replied Just watch me and proceeded to bull her way across three lanes of oncoming eastbound Foothill Boulevard traffic into three more westbound lanes, and drive the two miles home.

Sunday, November 9-Loaded and Learning. We rendezvoused at home, quickly completed the boat loading and were off on LA I-10 east, then I-15 north to Las Vegas. Departing home after dark, arrival was around 11 p.m. somewhere in Henderson, Nevada, outside Vegas. On spotting a shopping mall with no lights and no vehicles around it, we decided to spend the night there. In the process I made the mistake of driving into an unlighted area which was assumed to lead to a loop around a large vacant store. It was a dead end. We spent the next hour learning how to back a 33’ 6" loaded 9,000 pound boat and tri-axle trailer out of a narrow dead end while avoiding numerous posts, railings and pillars. It was past midnight when we got properly situated and to bed in the RV. But we had learned how and how not to tow, maneuver and back up the boat trailer. Adversity led to learning. That, unfortunately, usually is the case.

Launching and Leaving. The next morning after finding the Boulder Beach, Nevada Lake Mead Callville Marina launch ramp we launched Wet Dream.

Every launch ramp has an area used to ready a boat for launch. We spent the better part of an hour there, assuring we were in fact as ready to launch and go boating as we believed ourselves to be. We did O.K. in the launch, during which process one person remains on the boat so the other can drive the now-empty trailer and tow vehicle to the designated parking area. That discipline was exercised fairly well and, amazingly, thereafter we never really had any launch and retrieval difficulties, only gaining in elapsed time and efficiency. Except in severe crosswinds, which always is a problem to boaters launching and retrieving their vessels, regardless of experience. The time spent at launch ramps observing the techniques and foibles of hundreds of other trailer boaters had been time well spent. We became experienced boat launchers within months and never were ridiculed, which is a desirable boater goal.

LAKE MEAD NEVADA /ARIZONA

Over the next eight days the entirety of Lake Mead was covered, experimenting with, learning and exercising the new toy, the 27.5’ Wet Dream. [The derivation of that name will be reported later herein.] It was much faster than the honeymoon houseboat, our only prior boating experience. And far more comfortable. In fact, it was the perfect vessel for the next several years of boating, our keeping it in the side yard of our Rancho Mirage, California house, then in a dedicated bay in the lower level of the Sedona house until April 6 of 2001. It was used sparingly past the mid-1990’s. But she was a reliable, spacious and comfortable cruising boat. And she made for a great start in boating.

To Temple Bar. Although Wet Dream was capable of 25+ mph at WOT (wide-open throttle) it was rarely pushed beyond half throttle, thereby cruising around 20 mph. This outing covered 206 miles in 17.2 engine hours, for a 12 mph average, counting launch and retrieval-not bad for a shakedown cruise.

We beached each night save three, the first night being spent at Temple Bar Marina. Being the only boaters there, we had the place to ourselves, including the restaurant. We decided to eat there so walked up the hill from the Marina slip to the lighted but empty eatery. There the cook informed us that due to lack of customers only chicken was available. About halfway thru the meal a scrubby looking guy in grubby clothes strolled in and was cheerily greeted by the cook/waiter/dishwasher. A shapely attractive young woman accompanied the

MAP 4

LAKES MEAD & MOJAVE, AMZONA^EYADA

new arrival. Hearing him order steaks for both caused us to consider open rebellion since the chicken was only marginally cooked and barely edible.

Who Dat? As the newly arrived couple was served their steaks Pam, in an overly loud voice says, That looks like a beat up old Lee Majors, the TV actor. With that the steak eater shot back "I am Lee Majors. So we quickly paid for our meal and slunk out. The next morning we learned that Majors had a cabin nearby and often flew there in his airplane with various ladies. Moreover, he was a regular" and had his own personal steaks in the restaurant freezer ready for the arrival of him and his lady friend of the day/night.

On To the Grand Canyon. The next day we cruised the 40 more miles east in the broad Lake to the lower reaches of the Grand Canyon. Here we beached and spent the afternoon and night in the slackwater pool where the current of the Colorado River dies into the backup of Lake Mead, the U.S.’ largest man-made lake, behind the stupendous and awesome Hoover Dam.

This was where rafting groups land after spending a week or more drifting thru the Grand Canyon, their having put in at Lee’s Ferry, Arizona, more than 200 miles upstream. Several such groups were retrieved in the next few hours. From here the rafters were towed by a waiting powerboat to a road ending at our beached location. Vans, trucks and small buses there picked up the bedraggled rafters and shuttled them to civilization. They were a really miserable looking bunch of humanity. Sleeping on the rocky and sandy riverbank, eating at a campfire, going potty in a can, and enjoying the beauty of the Grand Canyon from below and within definitely had its downside. The degradation was well illustrated by the sleep/food/rest/warmth-deprived rafters observed from our comfy viewpoint sitting aboard Wet Dream or on camp chairs on the beach.

Lake Mead in November. The November weather on Lake Mead was delightful; 50’s at night and high 60’s daytime. This initial boating experience was a wonderful initiation into the world of boats we would enjoy so completely for the next 15 years. We didn’t realize it at the time, but a big time romance had been initiated. We returned to Temple Bar, but this time eschewed a slip, beaching for the night. Next, we moved west to spend two nights in a slip, at a different marina each night, after spending the day exploring this huge calm, long oval body of water. The beauty of the wholly undeveloped surrounding National Recreation Area with its rocks, cliffs, desert and shimmering blue lake water was, and remains indescribable. It must be seen to be believed and enjoyed.

Death on the Launch Ramp. On return to the Callville Marina launch ramp from whence we departed, there was a Sheriff s patrol boat with flashing blue lights sitting off the ramp. We were informed that the facility was closed. On objecting about non-access to our tow vehicle and trailer in the parking lot, the deputy explained the closure. The night before an apparently distraught lady had decided to commit suicide by driving down the ramp at a high rate of speed. Several divers now were in the water and a tow truck standing by on the ramp, all apparently in preparation for recovering the vehicle and its contained body. One never can tell what events arise while boating! But death by launch ramp?!

Returning Home. After tying up at the dock of another ramp two miles from Callville and bumming a ride to the RV & trailer, we retrieved. The re-loading process went slowly but quite easily, it being the first time. We now had experience, becoming experienced boaters in a week. Yeah, right!

During the 270 mile six hour drive home we professed how enjoyable this outing had been with its interesting incidents. Clearly we now were seriously enamored of boating. And realizing how diverting the experience was from our respective high-pressure occupations. We had found the perfect diversion.

1987

THE SOUTHERN CALIFORNIA COAST&LAKE MOHAVE

Over the first six months of 1987 two brief outings were made in Wet Dream. Some trips are related in greater detail than subsequently will be the case herein. The details contained here are to isolate the acquisition of boating experience and accompanying emotions, relaxation and appreciation.

But First. We felt we needed experience, so arranged two short trips involving launching and retrieving, and cruising under varying circumstances.

First, the boat was trailered to Newport Beach, California. Pam’s family was visiting from Iowa, so they got a coastal cruise to Long Beach, California, aka Iowa by-the Sea. The launch and 70-mile round trip up Southern California’s Pacific Coast to Long Beach’s Shoreline Village at its Downtown Marina went swimmingly dry, calm and warm, it being April 25. All had a wonderful day and we experienced salt water and ocean swells for the first time. On return all visiting family good naturedly pitched in and hosed down the boat to remove the accumulated salt spray, an absolute necessity when one cruises in ocean water.

Lake Mohave. Two months later we hauled WetDream to just above Davis Dam, on the Colorado River between California and Nevada’s southern tip. Fifty-five mile long Lake Mohave backs up behind this dam all the way to the face of gigantic Hoover Dam. We had only three days, so we ran at high rpms up-Lake to just below Hoover Dam. Air temperature was 108° w/ humidity at 2%. Enroute the low humidity required consumption of a six pack of soda pop-each. And we neither had to tinkle ‘til the next day, attesting to the efficiency of one’s epidermis, the body’s secondary liquid waste disposal system.

A Shock. On reaching the effective end of navigation, perhaps a mile below Hoover Dam, we found a tiny sandy patch among the rocks and drove Wet Dream up onto that and stabilized it with three anchors against the noticeable current. On observing that the water off the stern was deep we immediately stripped naked and dove into the River. We were out instantly, for the water turned out to be only 55°, and a real shock to our systems! On recovering it became evident that the Hoover Dam hydro-powered turbines were drawing water from Lake Mead’s depths, thus the cold bottom water, sun not having warmed the snow fed Colorado River impounded behind Hoover Dam. So ended the respite from the 108° mid-summer sun reflecting off the rocky cliffs and river’s rocky edge. Generator powered air conditioning sufficed, though.

A Surprise. The desert cooled to a comfortable night in Wet Dream’s queen-sized aft sleeping compartment, and awaking refreshed after the extremities of nature of the previous day. On arising the boat was tilted at about a 20° angle side-to-side and the same bow to stern. On looking at the bow it also became noticeable that the river level had dropped significantly during the night. We then remembered having been warned about the wide variations in water depths of the Colorado River lakes, due to those levels being determined by the amount of electric power needed in the West. When power demand drops-like on this Sunday morning-fewer turbines are on line thus less water is allowed to flow thru the dam’s generator penstocks into the stream and lake below. Colorado River boating lore is rife with tales of boaters being stranded on a dry riverbank for days, until electric power needs dictate greater water flows.

Stranded? On further examination, Wet Dream probably was not stranded. After breakfast at an awkward angle, measurement showed depth off the stern as six feet. So the engine was started, allowed to warm up, the stabilizing anchors pulled and stowed, the outdrive lowered and shifted to reverse and the throttle goosed. Wet Dream shot off the sandy patch into the current far out in the Colorado River. The trip down lake and back home was uneventful. We felt like experienced boaters now, enough so to embark on a next big adventure.

Next. We now were going to plan and take a real cruise; on the Willamette, Columbia, Snake, John Day, and Clearwater Rivers of Oregon, Washington and Idaho. We wanted to experience and view what Lewis & Clark explored nearly 200 years earlier, and to see from river level what I had seen from the highway as a U.S. Army Truman Trooper 40 years earlier, and had flown over two decades ago in my Globe Swift airplane.

PREVIEW& SUMMARIZATIONOF WHAT FOLLOWS

Although excruciatingly detailed day-by-day flow-of-consciousness text logs were maintained in addition to the numerical logs contained in the Appendices, from this point on the narration herein generaly wil be grouped, with some being

dated day-by-day, whichever seems appropriate to keep up with the timing, and to convey the selected boating tales and assisting boating tipsin the most effective and reader friendly manner.

For those who wish to track the voyage day-by-day, Appendices D, E, F & G provide that information for each of Wet Dream (D), ‘lil Thunder (E), Big Wet Dream (FF), and Doug Out (G). Appendix His the fiel consumption record for Doug Out, while Appendix A is a listing ofthe Locks traversed during the 15year hegira Appendix B is Ayres’ Boating Rules. Appendix C is a

listing of the low bridge clearances which obstructed our ability to enter and enjoy some reaaly neat canals, lakes and waterways. Of course what is low for one craft wiil be adequate for another, so measure and mark your specific clearances, secure and peruse the charts and guides, andplan the cruise accordingly.

1987

THE WILLAMETTE, COLUMBIA & SNAKE RIVERS

I had spent several years in Oregon, as City Manager of its capital, Salem, as well as the USAF Reserve Administrative Officer in charge of the south, then-military, half of Portland International Airport. Thus I was familiar with the boating opportunities of Oregon and Washington, directly resulting from the immense amount of rainfall encountered in the western half of those two States. After gathering maps and materials and planning what would be the first of our many lengthy summertime cruises, we were ready to use our new experience.

To the Willamette River. The three-day, 1,000 mile RV trip towing Wet Dream from the Ganesha Hills Southern California house to Oregon’s Willamette River was uneventful save one incident. However, during this transit it was realized that the RV was somewhat underpowered and its gearbox a bit light for pulling the 9,000-pound boat and trailer. That realization the next year resulted in purchase of a tow vehicle with heftier gearing and differential-a 1988 GMC one ton plushed-up Landmark dually crew cab conversion. Although the Rockwood RV with boat topped the storied I-5 Grapevine’s 4,144’ Tejon Pass out of the LA basin at 45 mph, and the Siskiyou’s 4,310’ Summit between Redding, California and Ashland, Oregon at the same speed, the climbs were a struggle for the motorhome. The underdrive was at times in the 1½ gear. And engine and tranny temperatures on constant watch, but never a real problem.

Wednesday, July 1-To Lemoore NAS. We left home at 3:00 p.m. and reached Lemoore Naval Air Station near 7:30 p.m. Pam’s brother Everett Taggart, with wife Darla and two young boys, Justin and Jason, was based there. Everett was a Navy carrier aircraft electronics technician. Watching the faces of the SPs at the gate on entering with the huge rig, as pre-arranged by Everett, was worth the entirety of the drive.

Thursday, July 2-Over Siskiyou Summit. The one transit incident occurred during the habitual morning walk-around prior to leaving the KOA RV Park in Redding. I noticed that the vertical riser of the trailer holding the winch and bow rest was cracked and ready to separate. Had that actually happened the boat very likely would have slid off the trailer into the interstate. A responsive, competent and inexpensive mobile welder corrected the break in 30 minutes such that we never again had any problem with the tri-axle Trail-Rite trailer.

Friday, July 3-At Salem, Oregon. The Redding to Salem drive was without incident. The evening was spent visiting with Bob Moore and Jim Breithaupt.

Bob was the retired Salem City Manager, having been forced into early retirement due to glaucoma. Jim had become Bob’s partner in a regional financial consulting firm that worked with my Management Services,