Hard Aground Chapter 4

PM's Perspective

While we waited for our turn to be hauled, we were docked under cover within Buckhorn Yacht Harbor Marina.  For a week, we explored the area by bike, were given a courtesy car and drove to Peterborough for a day, ate at all three of Buckhorn's restaurants, provisioned, did laundry, visited the library, went to the community center, met our neighbors and such.  Bob even did some bright work. But our most memorable moments were when we were boarded at night by an intruder, not once but twice.  I awoke from a sound sleep about 3:00 AM and heard footsteps on our deck and felt the boat move ever so slightly.  "What the heck?" I thought to myself.  I then saw the intruder walk past Bob's side of the state room and was taken aback by the light reflected in his left eye.  I was a bit unnerved.  I shook Bob.  "We have an intruder on board," I tried to whisper.  We then heard this thumping, then clanging.  I jumped out of bed and banged on the wall thinking I may scare him away.  It worked!  I grabbed  the flashlight and shined it on shore just in time to see a huge raccoon amble into the bushes.  He apparently reached in under the screen door, managed to catch hold of a shopping bag containing a quart of epithane varnish that was sitting on the entry step and tried to pull it out.  That was the source of the noises.  He returned the following night.  This time we closed the boat doors, so he couldn't get into too much mischief.  Bob thinks he just wanted to help with the bright work.

Monday arrived and Velomer got hauled.  As the hull emerged from the water, everything was looking as it should, no gaping holes, gashes or overly obvious impairments.  Closer inspection proved otherwise.  The damage was worse than we expected, but not nearly as bad as it could have been.  The more closely I inspected, the more disheartened I became.  The good news was that we were at the right place to get the repairs done correctly.  As far as we could tell from the scars in Velomer's hull, particularly the keel, we most likely grounded on a ledge and as we slid off, the edge of the rock dug into the keel in three stripes along the entire keel's length.  The repair process included drilling an inch boring into the back of the keel to drain any water that was in the keel, let the keel dry out, taking the fiberglass off the keel and replacing it.  Damage also included pitting of the hull where propeller bits or pieces of rock dug into the fiberglass.  These wounds also needed repair. And, of course, the damage to the gel coat on the port side that sustained damage because we had no reverse and couldn't avoid contact with several concrete walls.  

Velomer gets hauled

Close up of keel damage

The shipwright drilling into the keel
to dry it out.

Close up of the pitted hull by the
propeller

Keel under repair with new fiberglass
and wood keel protector.

Pitting under repair!

Port side under repair!

Keel in bow area under repair!

When we were first hauled, we were thinking maybe a day out of the water, then two days, then three.  Bob and I used our time to take the flybridge cover down and wash all 13 panels and condition the isinglass.  Bob found a large piece of carpeting in the dumpster and we fashioned replacement carpeting in the engine room to protect our knees as we crawl about in that area. We also had the opportunity to get to know the staff at the marina and other boaters.  One couple we met were Joanne and Shirley who just had their boat rebuilt.  Their boat is a Hobo, a brand no longer made, that is the most compact boat imaginable with a living area, dining area, sleeping area, kitchen area, bathroom and helm all withing 21' of boat. Joanne is known as Hobo-Jo around the boatyard!

On the fourth day, Thursday, we were ready to roll!  Velomer looked fabulous with a new brass keel plug, freshly painted keel, repaired gel coat, cleaned flybridge, new engine room carpeting.  Although we will miss the fine folk at Buckhorn Yacht Harbor, we were so happy to be underway again!  Unfortunately, our good feelings didn't last too long.

New brass keel plug

New prop in place and ready to go.

Ready to roll!

Joanne and Shirley aboard their Hobo!

Hard Aground Chapter 3

PM's Perspective

Bob's activity of preparing to dive under Velomer to remove the prop attracted much attention from passers-by who became bystanders which gave Bob the audience he has so desperately desired since, I think, birth.  He was in his element looking trim and sleek in his one-piece dive skin as he donned his BC, Phil's bright pink scuba tank, regulator, mask, fins and snorkel.  Of course, I was on hand to explain why Bob needed to remove the propeller in the first place and was regaled with even more "that's nothing, let me tell you about when I went aground" stories.  My humbled and bruised ego (after all, I consider myself a very competent woman with more than average skills who would never go aground) was beginning to regain confidence.  I was beginning to feel as if I have gone through the initiation rite of a not-so-exclusive club as every boater goes aground at some point.

The array of tools dockside included a pair of pliers, two pipe wrenches, a hammer, and an ice pick.  Why an ice pick, I have no idea, but it looked good all laid out.  Several of the bystanders became sidewalk superintendents who were very helpful (seriously) in the process.  Once all geared up, Bob, with pliers in hand, slid into the water with a splash, waved to the crowd and descended into the water, fading away in the murk.  Every once in awhile we caught glimpses of pink and bursts of air bubbles along the hull when Bob exhaled underwater.  One minute passed, then two and three.  Then five.  Bob had explained that removing the prop was simple.  All you had to do was remove the cotter pin, unscrew two bolts, remove the prop from the shaft and make sure the prop-shaft key didn't fall into the mud below.

Just at the point of real concern on my part, Bob emerged from the murk, pliers in hand but nothing else.  "I'm having trouble getting the cotter pin to come off."  The superintendents gave several suggestions.  With the pliers and a long screw driver in hand, Bob descended again.  Lots of underwater clanging was heard.  Five more minutes and Bob surfaced with a twisted, bent, and rather deformed cotter pin.  Success!  Next, at the recommendation of one of the supervisors, Bob used the hammer applied at just the right angle to loosen the first bolt, then the second.  He brought these to the surface and handed them to me.  Descending for the fourth time, he took a line with one end attached to the boat, slipped it through the prop and gently yanked on the line -- the signal to those above to haul the prop up.  Ever so slowly, the superintendents raised the prop.  As the prop broke the surface, I cringed to see the damage, but I must admit I also experience a pang of pride.  I didn't do a half-assed job of going aground, I really went aground!  That evening, the prop folks came and picked up the prop with promises of return the next day.

Before

Hotel California plays Eagles songs on Canada Day

Our four days in Peterborough were spent enjoying what the area had to offer.  The post prop removal day was July 1, Canada Day and Peterborough celebrated like no other.  The park directly adjacent to the marina started to fill early in the morning with food and trinket venders.  By noon, throngs of people were milling around; downing tasty ethnic food, typical festival fare of hot dogs or sausage, onions and peppers, or cotton candy and other teeth rotting goodies; and viewing various demonstrations of karate, yoga, native dancing, gymnastics and whatever on the concert stage.

Full moon rising

Freya Peterson, the AGLCA harbor host in Peterborough, threw a cocktail party for loopers that evening and at 7:00 PM, the band Hotel California, regaled the capacity crowd with Eagle songs.  A very pleasant sense of nostalgia captured our hearts as Bob and I made our way around the sea of people.  The evening was made all the more mystical by the rising of the full moon over Little Lake.  Shortly after dark, the fireworks began!  Bob and I had ringside seats on Velomer's flybridge.

After!

The next day was spent trying to figure out the phone system in Canada and the best, most cost effective service package (no easy task for this techno-phobe!), provisioning, exploring Peterborough, and discovering the recreation trails throughout the area.  The following day, Friday, Bob and I took advantage of the bike trails and rode to lock 21, Peterborough's famous lift lock.  That evening, the repaired prop was delivered!  We couldn't believe it was the same item. It looked more like a piece of art work to display on the wall rather then something you put on the shaft to propel the boat.  Saturday Bob reattached the propeller with less of an audience, but an audience nonetheless.  That afternoon, we bid farewell to Peterborough and started heading north once again along the Trent-Severn Canal toward Buckhorn Yacht Harbor where Velomer will be hauled to inspect the hull, shaft, cutlass bearings, and rudder for any additional damage that could not be assessed while still in the water and to perform fiberglass repair.

Lock 21, Peterborough lift lock

Burleigh Falls

We have made it to Buckhorn Yacht Harbor passing Burleigh Falls on the way waiting to have Velomer hauled.  All the boats that we were traveling with have gone on to other harbors.  The haul takes place on Monday, two weeks post grounding.  Depending on the extent of damage we may be here for awhile longer.  We are using our time to get in some biking, provisioning and sightseeing. Bob is doing more bright work, I am catching up on the blog, and we are both getting antsy to continue the adventure.

Hard Aground Chapter 2

PM's Perspective

The next day was Monday, June 29 which gave us two days to cruise to Peterborough in time for Canada Day.  Peterborough Marina is located between locks 19 and 20, a mere 55 miles and seven locks from Campbellford municipal docking, so two days left ample time to make our destination in a timely manner, or so I thought.  We left the dock shortly after 8:30 AM heading toward lock 13 just up the canal apiece.  The lock was open when we arrived and entered smoothly pulling up to the front of the port side of the lock and securing lines to the lock's vertical cables.  Several other boats were cruising toward the lock so we waited for them to enter and get secured.  We were joined by Chimera (a 36' Monk with Jim, Gwen and Blaine aboard), September (with Ben and Nancy aboard) and Chinook (with Klaus and Elizabeth aboard) as well as two others.  Our locking through was a pleasant, social affair with lots of chatter about adventures in Campbellford, plans for Canada Day and the like.  As the boats exited the lock, Velomer was the first out and headed toward lock 14, 1.5 miles away.

The canal between locks 13 and 14 takes a 90 degree turn to the port and has several islands and a small peninsula jutting out from the port side shore.  The charts clearly state to stay within the channel as outside the channel is unforgiving.  The capital R in the waterway on the chart indicates the bottom consists of rock versus G for gravel, M for mud or S for sand.  As Velomer approached the 90 degree turn with Bob at the helm he said, "PM, take the helm.  I need to go below for a moment."  Not a problem.  We often make this switch.  As I got behind the helm, I quickly pressed the auto pilot 10 degree to the port three times for a 30 degree correction in course.  Nada.  Velomer kept right on going in the same direction.  Not to panic, I quickly looked down at the auto pilot and realized that the auto pilot was not engaged.  Again, not a problem.  It's happened before.  I quickly engaged the auto pilot and got us back on track with a few more presses and negotiated the turn.  Velomer rounded the bend with ease smoothly gliding passed red channel marker T248 to starboard.  As Velomer approached the port shore more closely I again pressed the 10 degree starboard button to correct course.  Again, nada!  What is going on here?  As I was looking down at the auto pilot trying to figure out why the auto pilot was not responding, Velomer slide passed green marker T249.  I looked up and saw the entrance to lock 14 looming ahead.

"Where the heck is Bob?" I said to myself. "He should be back by now. Well, if he doesn't make it back in a timely manner, I'll just have to helm Velomer into the lock."  This is a maneuver I have yet to do, but no time like the present.  Without warning, I felt a strong thrust upward and sideways and heard a continuous deafening sound.  "What the f...?" I said to myself.  I saw green marker T251 on the right and thought I'm clearly in the channel so we can't be aground.  Then, "Oh shit, the green marker is supposed to be to port."  At this point, Bob comes scrambling to the flybridge as best he can while the boat is at a 45 degree angle to horizon, "What the hell...?"  The situation became obvious.  We were clearly aground.  Hard aground.  Very hard aground.

Bob jumped into action turning on the bow thruster and moving the joystick to starboard and the bow into the current.  Velomer groaned as she teetered.  "Are we going to tip over?" I wondered.  It sure felt like it.  We both tightly held on to available railing.  Slowly, ever so slowly, Velomer's keel turned and slide off whatever it was that hung us up while she still screamed in pain.  As Velomer slid, Marker T251 appeared to port and with a final splash, Velomer was free at last!  "Oh, thank God," I said to myself as I suddenly decided to get religious.  I sighed a bit of relief but deeply stressed by whatever damage may have been done.  Bob assessed immediate damage and realized Velomer still possessed maneuverability.  Gwen's voice came over Channel 16, "Are you both all right?"  After an affirmative reply, she continued, "That was spectacular.  Your hull was out of the water! Damn, I should have taken a picture."  Bob slowly helmed Velomer into the lock where we secured the lines to the lock cables. He then went down into the engine room to see if Velomer was taking on water and see if there was any visible damage on the inside of the hull.  The other boats followed with all aboard asking how we were and offering any support we needed.

The downstream lock gates closed and the lock began to fill.  The lock master came to the side of the lock where Velomer rested.  He bent his knees to be at eye level with us and gently asked if we were okay.  I was still shaking from the experience, still trying to figure out exactly what happened and why.  "A bit shaken but okay," I replied.  Bob, who was back on deck by this time, entered into a litany of how there was no visible damage on the inside of the hull, how he could still operate the boat but needed to tie up somewhere safe to snorkel and assess damage to the outside.  The lock master replied that we needed to tie up on the port side directly at the top of the lock so that we could give a police report.  He witnessed our grounding, saw our hull out of the water, our sharp angle and immediately called 911 as he thought for sure we must have been ejected from the boat.  He also said that due to the current as the top of the lock, that this location was not safe to check for damage.

After the upstream lock gates opened, Velomer limbed out of the lock and we tied her up to port side. The OPP (Ontario Provincial Police) who responded to the 911 call came over and took our report. P.C. Summerfeldt took down our names, birth dates, addresses, telephone numbers and details of the grounding including time, date, who was at the helm, etc.  The event was even assigned an incident number.  After this interview and taking a few deep breaths, we made our way to lock 15 where the lock mistress directed us to a small embayment to the port of the top of the lock where the current is almost non-existent and we could dock Velomer to check for damages.  She also told us that we probably wouldn't find dock space at lock 17 as it is a very popular place for overnighting and typically fills up very early in the day.  We were a bit discouraged by this news but decided that if needed we could anchor for the night.  I also felt our getting to Peterborough in time for Canada Day slip away.  Once tied up, Bob donned snorkel gear and dove down.  The only damages he could find were three curled prop blades and a scraped keel over its entire length.  Bob also discovered that due to the curvature of the blades, Velomer had no reverse gear which is a problem when trying to stop forward momentum.  He also realized that Velomer could not exceed 5.0 kph (6 mph) without getting vibration.

Velomer in the flight lock with
Chimera to our port

Just about his time I began to feel like an embraced member of the boating community. New travels fast among these circles and sympathy abounds when it comes to incidences involving groundings and other problematic events for boaters. As we pulled away from lock 15 towards the flight locks of 16 and 17, Ben from the vessel September called on the radio to say that there was dock space waiting for us at the top of lock 17 and to come on up.  Ben had directed the other boats to move a bit tighter together to make room for Velomer.  As we left lock 17, Nancy was on the bow of September with a boat hook ready to take lines from Velomer, pass them onto folks on shore so they could gently pull us into the tight dock space along the wall.  I felt we were in tender hands.  Once docked and on terra firma, all sorts of folks came up to me to relay their grounding story!  To continue with the religious theme, I felt baptized!

Still hopeful that we may be able to get to Peterborough this day, we left early the next morning. The route through the Trent Severn for the day would bring us across Rice Lake and through two locks over a distance of 49 miles.  Because we could only cruise at 6 mph to avoid vibration, the trip would take us a minimum of seven hours.  Add two locks into the mixture and the time increases by at least another hour.  And with no reverse gear, lock maneuvering would be challenging.  Surprisingly enough, our day went fairly smoothly making Peterborough without major incidence.

We informed Peterborough Marina that we were a handicapped boat with no reverse and needed a slip with no current so Bob could dive down and remove the prop to get it repaired.  We were given slip B28 which happens to be on the main pedestrian thoroughfare of the downtown public park where all the Canada Day festivities were to take place.  Once securely tied up, Bob went about putting on his scuba gear, setting out tools and preparing to remove the prop.  The marina staff helped put him in touch with Kawartha Prop Repair from Buckhorn Yacht Harbor who was willing to come to Peterborough, pick up the prop and return it after repairing it.  Life couldn't get any better than this, but it actually did!  To be continued in Chapter 3!

Hard Aground Chapter 1

PM's Perspective

Let's face it, smooth sailing through crystal clear water along scenic countryside visiting idyllic quaint villages with unique boutiques, charming architecture and lovely informative museums is boring, so I will not bore you but will provide you with the more exciting moments of our Velomer adventure!

To quickly catch up, from Annapolis we cruised to Summit North Marina on the Chesapeake and Delaware Canal.  We planned to stay a week, but the weather forecasts became more and more ominous with bad weather extending for more than a week.  Based on the impending forecast, we decided to take advantage of the current fair weather and high tail our way to New York Harbor where we would visit with Phil and Bettina in Brooklyn.  The trip was to take four days.  Day 1 from the C&D Canal to Cape May, NJ; Day 2 from Cape May to Atlantic City; Day 3 from Atlantic City to Manasquan, NJ; and Day 4 from Manasquan to New York Harbor, exact location to be determined.

Day 1, May 28, was one of our longer cruise days, but quite doable.  We departed the dock at the crack of dawn and arrived in Cape May with daylight to spare and time to walk around the area and buy fresh fish for dinner.  Day 2 began again at the crack of dawn as we left the dock.  With such an early departure, we were scheduled to arrive in Atlantic City by 11:00 AM.  This left us just too much time in Atlantic City, not our favorite spot.  Bob and I just looked at each other as we approached and simultaneously came to the conclusion that we were Manasquan bound.  We arrived in Manasquan by 6:00 PM having done 86.6 nautical miles, a new record for us for one day's cruise.  Best of all, we avoided Atlantic City with its artificial glitz and downwardly spiraling economy!

Manasquan in the morning

The next day we woke up to clear skies in our immediate vicinity but could see thick fog out on the ocean.  Bob, in his optimism, said, "It will burn off in no time."  We departed by 7:30 AM exiting the Manasquan inlet into the pea soup fog on the ocean.  We figured few if any sport fishing boats would be out in this fog, but used the radar system to make sure we wouldn't run into anything.  This was the first time we really had to use radar for serious navigation but were able to make our way without ramming into anything (just yet)!  My main concern was our approach to New York Harbor and the main shipping channels, but fortunately, the fog did burn off just as we entered the harbor.  Initially we were going to find a marina on Staten Island, but Phil recommended we find something closer to Brooklyn.  We found our ideal spot at Sheepshead Bay Yacht Club directly behind Coney Island.  The neighborhood offered everything we could want including Cherry Hill Gourmet, a grocery store deli with the most wonderful fresh prepared foods imaginable; easy access to the subway; and incredible people.  We arrived strangers and left adopted family members!  Our week in Brooklyn was spent not only eating fantastic food but visiting with Phil, Bettina and Bettina's parents, and of course our grandpuppy, Otto.  Our one trip into Manhattan was to visit with our dear friends Sam and Suzie whom we get to see all too infrequently.

Phil, Bettina and Otto at
Croton-Harmon High School

On Saturday, June 6, Phil, Bettina, Otto, Bob and I headed north on Velomer to Half Moon Bay marina in Croton-on-Hudson, my home town.  Unfortunately, blustery north winds and incoming tide made for a very rough ride, the longest sustained rough seas we have ever experienced.  Velomer is a mighty boat and could take the pounding, the folks aboard not so much.  Even poor Otto, all decked out in his personal flotation device, looked a bit green around the gills.  Bettina, who is prone to motion sickness, took a good dose of Benadryl and was able to sleep through much of it.  Once docked at Half Moon Bay, the winds calmed down.  The next day and after a solid night's sleep, we all took a walking tour of downtown Croton where I indicated the three schools I attended, my favorite haunts, Senasqua Beach, the railroad station, the former Grand Union grocery store, the intersection where my dad was a crossing guard and the like punctuated by childhood stories. That afternoon we walked to Croton-Harmon Station and bid Phil, Bettina and Otto farewell as we put them on a train to New York and Bob and I returned to Velomer to continue the Great Loop.

Hudson River Valley

The next morning we bid Croton adieu and headed up the Hudson again.  The Hudson River Valley is definitely eye candy with the majesty of West Point, the prominence of Bear Mountain and everything in between.  One of my favorite features of the river are the lighthouses.  We overnighted at Riverview Marina in Catskill and arrived in Waterford just north of Albany.  Waterford is the starting point of the Erie Canal for west bound vessels.  The town has a very welcoming waterfront with a long wall where boaters may tie up for as many as two days, a tourist info center, showers and restrooms.

Albany from the Hudson

Restaurants, laundromat, grocery store, and hardware store are within an easy waking distance.  Most boats take advantage of the town's hospitality and stay at least two nights and sometimes more depending on the weather.  In stark contrast to our last Erie Canal experience, we passed through the locks without major mishaps.  No boat hook lost, no hull slamming against the lock walls.  We made it as far as Brewerton when we received the news that the Erie Canal

Bob, PM, and Brian

was closed until further notice due to heavy rains in the Finger Lakes region creating flooding and a great deal of debris in the canal.  We, along with many other boaters, made the most of the situation.  Some took the opportunity to travel home to touch base with family, others did work on their boats, others rented cars to explore upstate New York.  We did a variety of things like get our teeth cleaned, discovered the joy of food shopping at Wegman's, and nurtured a fast friendship with Dede and Jim McGuire, aboard the good vessel Hope, whom we met at Little Falls.  We also used the time to touch base with Brian Burns, my high school classmate who lives in Syracuse and his partner, Doris.  Friends who knew you way back when are quite special.

After eight days, the canal reopened and we took advantage of the situation by heading out on

Visitor on Velomer, a 2" water bug

Tuesday, June 23 along with Dede and Jim aboard Hope.  We had eight locks and 30 miles to negotiate to get to our destination of Oswego, NY on Lake Ontario where we planned to spend two nights to prepare for entry into Canada.  In the second lock, the bow thruster died. Again!  The remaining six locks were a testament to Bob's boat handling skills and my line handling skills.  The situation was made even more challenging by the fact that it was quite windy and Velomer's flybridge enclosure tends to catch the wind and act like a sail.  Despite some tense moments, we made it into Wright's Landing International Marina in Oswego.  Bob was able to repair the bow thruster that had shattered a shear pin by replacing the pin, not an easy task, but not impossible.  The next day the four of us enjoyed visiting Fort Ontario in Oswego and exploring the town by bicycle.

Lighthouse on Oswego breakwater

In the early afternoon, Bob went to enter our course across Lake Ontario and into Canada where we planned to go through customs in Trenton.  The only problem was that the chart plotter wouldn't load the Canadian charts.  After an hour on the phone with Garmin, the tech at Garmin decided the plotter had a defunct chip reader.  "This is an easy fix," he said.  "Send the Garmin back to the factory, we'll fix or replace the reader and send it back to you."  "How long and how much will that be?" I asked.  "Well, let's see.  Once we get the unit, we can have it back to you in 10 to 14 days.  Too bad your warranty ran out last month, so it will be about $500 plus shipping."  This timing was absolutely not going to work as we had reservations at Peterborough, ON for June 30 and July 1 for Canada Day (their Independence Day).  The problem was solved by calling West Marine 45 miles away that happened to have a new chart plotter on sale and would deliver it to the boat that evening! Yeah, West Marine, our hero.  That night we had a potluck dinner on Hope saying our goodbyes as Dede and Jim were going in another direction.  We will sorely miss traveling with these lovely folks!

Welcome sign at entrance to the
Trent-Severn Canal

The next morning we left the marina at 6:15 AM and headed out across Lake Ontario.  By this time, the high winds of two days prior had calmed down and the crossing fairly uneventful.  Our main concern at the time was Canadian customs.  While at Wegman's and charmed by all the fresh fruits and vegetables, we really loaded up on these items.  After putting away all these great foods, I googled what we can and cannot bring into Canada.  Among the forbidden items were fresh fruits and vegetables.  Determined not to have any of these confiscated by customs officials, Bob and I were eating as many of these as humanly possible.  "What's for breakfast?" Bob asked.  "Fresh fruits and vegetables," I replied.  "What's for lunch, snack, dinner?"  The answer was always the same.  Fresh fruits and vegetables.  Stir fried, sauteed, roasted, salad, every imaginable form.  Oh, for a potato chip!  When we finally reached our destination of Trenton, ON, Bob went ashore to clear customs (I had to stay on Velomer during the process as only the captain is allowed onshore).  One of the first questions the custom's official asked was, "Do you have any fresh fruits or vegetables, any meats, any alcohol?" "Yes to all the above."  Bob was prepared to list all contents of Velomer's larder when the official asked, "Are they intended for consumption aboard the boat?" "Yes, Sir." To which he replied, "Welcome to Canada.  Your customs number is ...." So all that worry (and eating) was unnecessary.  Live and learn.  Next time, we'll know.

Velomer in Lock 1 of the
Trent Severn Canal

The next day we started the process of locking up the Trent Severn Canal, a waterway 240 miles long with 44 locks.  We didn't leave the dock until early afternoon.  We had a light day ahead of us intending to go through six locks over 12 miles and spend the night at the bottom of Lock 7.  The locks are very well maintained and have at least two attendants if not three.  The fills are very gentle and more often than not, you travel through the locks with other boats, often the same boats lock after lock for that particular day.  Often locking through is a social event with lots of conversation and merriment.  In our first lock we met up with a number of other loopers, a few of whom we first met at the

View from suspension bridge of
Ranney Falls in Campbellford

conference in Norfolk.  Our first day was quite pleasant and enjoyable.  That night we moored along the lower wall of Lock 7 with the folks on Chimera, another 36' Monk.  The following day was equal in quality as we made our way through the next six locks and 15 miles to Campbellford, located between Lock 12 and 13.  The community has town docks on either side of the canal, a recreation trail, restaurants, grocery store, liquor store, and most importantly a chocolate factory.  The most outstanding feature of the town is a huge sculpture of the toonie, the two dollar coin, in the downtown park (see below). Due to inclement weather forecasts, we decided to stay here for two days and enjoy what the town has to offer. Our second day included a hike in the rain to Ranney Falls and across the suspension bridge, restocking supplies, and visiting with other loopers.  Our good times, however, were not to continue indefinitely! To be continued.