I wanted to explain how we arrived at our funding goal–to explain the cost drivers. It’s probably difficult to imagine how we budgeted for our upcoming adventure, 2,000 miles down the Ohio and Mississippi Rivers in a homemade barge pushed by a speedboat.
Construction & Equipment
Here is a picture of the Quartermaster’s List–the items that we have to check off as we load our supplies in New Baltimore before shipping them overland to Pittsburgh. The items in black I have acquired over the years or already bought for this expedition. The items in red we still need to procure. Take a glance to see all the different kinds of things we have to bring to navigate the rivers safely, legally, enjoyably and sustainably.
The costs to complete the boat’s construction, equip it for the three-month expedition, and finish the electrical system, add up to $2623.
While the Ohio and Mississippi are not tidal like the Hudson (and therefore will provide current to push us along), and while we will have a windmill-powered electrical system attached to two electric motors to steer, we nonetheless will have fuel requirements. First, in case something goes wrong with our windmills, we are bringing a small generator to supplement our electrical generating ability. More importantly, the Mississippi is a very sinuous river, like a piece of boiled spaghetti that fell on the floor, which means that while we will float generally south, we will constantly be crossing and re-crossing the shipping channels. In order to avoid being run over by commercial tankers, we will have to use a gas motor to stay as close to shore and to cross the channels as quickly as possible. We want to have at least $1000 budgeted for gas. (Subtotal: $3623)
In order to get the barge, the supplies, and the speedboat which will function as a tugboat to Pittsburgh, we will have to rent a Uhaul. We’ve built the barge in sections no longer than 8-feet in one dimension, so that all of the pieces can be loaded into a long Uhaul. We will also have to take a pickup truck with the speedboat on a trailer. New Baltimore, NY and Pittsburgh are 444 miles apart by road. Our fuel miles-per-gallon are going to be pretty horrible. If the Uhaul costs around $400 and each vehicle uses $100 in gas, we’re looking at $600 to get the supplies to their starting point just above Pittsburgh on the Allegheny River. (Subtotal: $4223)
If we budget $2,000 for food, for two people, for 90 days, it comes out to $3.70 per meal. We’re going to be doing a lot of fishing and Ramen Noodle eating so that we can afford to have meals in towns sometimes. (Subtotal: $6223)
The whole point of this trip is to visit as many small towns and big cities as possible. We’re going to try very hard to sleep at anchor or to find people or businesses along the way where we can tie up in a safe place, leave the boat, and explore. But I imagine we will have to pay for dock space in some of the larger cities. Since docking fees can cost $12-$20 per foot, and our barge is 20-feet long, staying at a marina can cost us $240-$400 per night. (Or, the equivalent of 100 of those $3.70 meals.) Were going to avoid it as often as possible, but if we stay at a marina once per month while on this trip, that will cost around $1000. (Subtotal: $7223)
Sam and I are pretty good at making unorthodox repairs to stay afloat, and I have a small backup motor and redundant systems to charge the batteries, but if something goes wrong and we need to buy new batteries (which cost $110 apiece) or have a marine mechanic replace a propellor or service our engine, we would like to have a little reserve cash. $300seems like a good number. (Subtotal $7523)
Sam and I will each have our personal life savings of about $1,000-$1,500 before we set sail, but we will also have our personal bills to pay such as cell phone bills, health/car insurance, loan payments etc over the three month period. So that knocks necessary fundraising down by about $1000, to $6523. Also, I have a security deposit from my apartment worth $1100, assuming the landlord doesn’t try to take it, so that brings the fundraising down to $5423. My GoFundMe is currently at $1380, so Sam and I have to raise $4,043.
Along the way, Sam and I are going to do a little busking. We sing and play a couple of instruments and we’ll put out a tip jar. I’m also going to try and sell as many of my books about Coming of Age on the Hudson as possible. I earn $4.83 cents when I sell a volume on Amazon, so if I sell 1,000, the trip will be paid for! But realistically, we hope to raise the money through a combination of book sales, busking, GoFundMe fundraising, doing casual labor down the rivers, and regular old river charity.
Anyhow, I just wanted to explain how I arrived at the GoFundMe goal, so you didn’t think I was pulling it out of thin air.
Here is a picture of the barge, almost completed, in New Baltimore as of July 19th.
Ever since I was 21 and planning to build my first boat on the Hudson River, I’ve daydreamed about taking a raft down the Mississippi. Thirteen years later, I’m actually doing it. Starting on September 1st, 2018, I’m leaving from Pittsburgh on a homemade boat, and hoping to get to New Orleans about three months later.
I started drawing the plans, making a schedule, setting a budget, and gathering materials back in January. Rather than reinvent the wheel, I looked at some of the designs for my previous boats and picked out the best parts. The new boat actually incorporates pieces of all of the rafts I took down the Hudson, plus hardware from a sailboat I bought but never used, a motorboat I bought but never used, several canoes, a sunfish, and a rowboat. For that reason, I decided to name her Float of the Phoenix.
As you can see from the picture above, I designed the boat to be two boats. The front 20-feet are essentially a floating barge with an 8×16 foot cabin. In this barge are rooms for me and my partner on this trip, Sam, a commode, a galley, and a bar. This barge will be propelled, very slowly, by two electric trolling motors (which I have left over from my Hudson River trips), as well as a small 4.5 horsepower engine. These motors will be enough to steer the boat, but hardly enough to push it into a headwind or upriver against a current. At the back of the living-space/barge, the boat interfaces with the speedboat which I bought in March. The speedboat has a 50 horsepower engine, which can propel the entire rig at around 3 mph. (Given that the current on the Mississippi runs around 3-4 mph, this would provide 7-8 mph movement relative to the shoreline when piloting the boat downstream). Or, the speedboat could be detached, the barge could be piloted alone or remain anchored, and the speedboat can travel 35 mph. Kind of like how the starship Enterprise-D has can separate its battle bridge from its saucer section. The combination of the two crafts gives us the space to live and store supplies, and the security to bring equipment like computers, but also a one-day range of 60 or more miles if one person stays with the barge while the other uses the speedboat.
I discussed the boat design with Mike, my partner on the Hudson River trips, during the first three months of this year. The main points were how big to make the vessel, how to get it to Pittsburgh (the only water route to the Mississippi is through the Great Lakes, over Michigan, through a canal at Chicago, and down a portion of the Upper Mississippi, which would add thousands of miles to the trip), and what to use for floatation. I decided I had to transport the boat over land in a Uhaul, so each piece had to be de-constructible to portions small enough to fit into the bed of a truck. I also decided that the best kind of floatation would be pontoons, as opposed to a displacement hull. We tried looking for second-hand pontoons from a pontoon boat, but they cost thousands. I contacted a company from New Zealand that makes plastic pontoons, but they said that the cost of transporting them to the U.S. would be many factors higher than the cost to me to purchase them. I thought about building my own pontoons out of plywood, but I’ve never been able to make them hold water, and they would cost a lot of money and time. I thought about using large-diameter sewer pipe, but, again, only one store stocks them in my area and they wanted $400 for a 16-foot pipe. Meanwhile, other years I have used 55-gallon plastic barrels and they worked great. I used to buy them for $13 apiece from a gourmet tomato sauce factory in Catskill, but they’re out of business. It takes 450 pounds to submerge a 55-gallon barrel. They are 2.5 feet in height. I could make two pontoons, each from seven barrels laid end-to-end, which would give me 6,300 pounds of displacement. I found a car wash in East Greenbush that sold the barrels for $10 apiece. They got their detergent delivered in them. So Dad and I drove across the river and got them on a rainy Sunday afternoon in March. In case you’re wondering, a standard pickup bed fits exactly 14 55-gallon drums standing upright. We brought the barrels to my parent’s house in New Baltimore, where, for the previous month, I’d been creating a work area in the woods behind their house.
The problem with using barrels on a boat as opposed to a dock is that barrels are designed to float, but not to cut through water. The way most docks are designed, and the way I’d designed Assiduity back in 2009 (on which this vessel’s design is loosely based), the barrels are tucked up under the decking of the dock, strapped into place individually with fire hose, and there are gaps between each barrel of several inches. When a boat constructed this way is pushed through the water, not only the first barrel but every barrel gets pushed through the water, creating drag. Meanwhile, every vessel has a hull speed, which is the speed at which the vessel moves through the water most efficiently. Hull speed is based on the length and shape of a hull. Basically, when the bow of a hull cuts through the water, it creates a wave. At slower-than-hull-speed, that wave breaks along the sides of the boat, creating drag. At hull-speed, the wave breaks immediately behind the motor at the stern of the boat, creating the least amount of frictional resistance. (Boats can travel above hull speed, but it requires exponentially more power AKA fuel consumption for every integer increase in speed).
To overcome the problem of 14 barrels making 14 individual waves, I decided to combine the barrels into pontoons. This would come with a double benefit: not only would I greatly decrease the drag on the boat by presenting a solid shape to the water, but in the event that any part of a pontoon is punctured, it would only damage 1/7 of the pontoon, because each pontoon is composed of seven individually-sealed barrels.
I could only think of fiberglass for combining the barrels. And before I could fiberglass I had to get the barrels into a pontoon shape at least temporarily. I decided to use Gorilla Tape. It took me one day of working alone, and a few hours with my friend Andrea, to get the pontoons duct taped together. For ease of transport, we made two sets of 4-barrel long pontoons, and two sets of 3-barrel long pontoons.
Now the fiberglass cloth could be laid across the barrels without falling into the spaces between them. It didn’t matter that the duct tape will eventually not hold up to the stress. It just needed to hold the barrels together until the fiberglass hardened the barrels into a single shell.
Fiberglassing is not fun. You have to use an epoxy, which is a two-part chemical that hardens when mixed. A “hardener”–the smaller container in the picture–is mixed with a “resin”, which begins the reaction. The mixture has to be exact, a few drops too much hardener and the mixture will cure in just a few minutes; too few drops and it will never harden. The cheapest epoxy I could find was from Older Timer Industries, on Amazon, for $87 a gallon. [TIP: If you’re ever using epoxy to fiberglass, get all of your materials set up first, like your brushes, and your fiberglass strips cut to size, because once you mix the epoxy you’re working against a ticking clock. Also, put the hardener into your mixing container first, and the resin on top. It is counterintuitive but it will help you mix the materials together more easily.]
Fiberglass also is not cheap. Luckily I had a roll laying around since 2010 when I built my last boat. Fiberglass comes in a long roll. You lay it on whatever you’re building or fixing and then you paint the epoxy on it. The epoxy gets absorbed into the threads of the fiberglass and when it hardens it makes a composite of a hard kind of amber with strong fibers running through it. It’s the same principle that makes bricks, which are dried mud and straw, so much stronger than just dried mud or straw. There are two tricks with fiberglass. The first is to select the right weave size as you’re buying it. Too small a weave (less than, say 1.5 oz) and you need to put many layers on before you get a good amount of strength; too big a weave (say, over 5 oz) and it gets hard to get the epoxy to permeate the weave and make a strong bond (although you could fix this problem by contacting an epoxy supplier and getting them to make you an epoxy with a lower viscosity). The second trick is to cut the fiberglass into the largest strips that can go around whatever curve you’re fiberglassing without wrinkling. You can bend fiberglass a little bit better than you can wood or plywood, which can only bend along one axis at a time, but if you try to fiberglass over a long conical surface with a sheet of ‘glass the size of a bed sheet you’re going to end up with a lot of wrinkles because it won’t lay flat.
In the picture above, I could use one long sheet of glass, because the barrels are cylindrical but not conical. That is to say, the fiberglass only has to bend in one direction–down–not sideways or diagonally.
Once I finished fiberglassing the pontoons, I started to think about what I could put on the front of them to make them cut, rather than plow, through the water. I discussed the idea of making shapes out of cardboard and taping them in place at the front of each pontoon and then fiberglassing them, with my father, but he had another idea. Back in the woods, I’d left my 2010 boat, Assembly Required, for the last eight years. Mike and I had made that boat by covering a canoe with plastic wrap and then fiberglassing it and taking the mould off when it hardened. So it had two bows made of fiberglass that were shaped like canoe bows. I took a saws-all and cut these tips off [insert mohel joke here].
It was a little janky trying to attach the tips of Assembly Required to the bows of the pontoons, because the tips widened a little wider than the barrels. Eventually the barrels would be sort of arrow shaped ====> rather than completely flush.
Next we took more fiberglass and used it to attach the tips to the pontoons. Sam came down to help on this part of the project. He is going with me on the trip. It helps tremendously to have a second person around when epoxying, or carrying something heavy, or framing, or traveling 2,000 miles down the Ohio and Mississippi over three months.
Mike always suggested filling anything close to the water with foam for extra protection. I decided to fill the pontoon tips with foam because they were the most likely to hit something. If they sprung a leak, the water could only fill as much space as not taken up by the foam I put in. I cut pieces of foam from a sheet of 2″ insulation foam I’d had lying around since 2012, and then I sprayed expanding foam into all the crevices. I used two cans.
Then it was time to duct tape the tops of each pontoon, to present a solid surface for the fiberglass.
Then I coated the whole kit and caboodle with more layers of fiberglass. The 1″ stick in the picture is in place to help the boat track through the water (move in a straight line).
In the meantime, I happened to see on Facebook Marketplace that a man in Castleton, across the river from Coeymans, was selling a rowboat for $200. I wasn’t quite sure how to support the deck of my barge if it was going to be 12-feet wide as planned, because the floor joists would have to stretch over eight feet unsupported between the pontoons. If I had something like a rowboat between them, it would provide support beneath the deck and also give me a lot of storage space. I checked out the boat, it seemed in good shape, it was light enough that two people could lift it, it was made of fiberglass, it was approximately the same depth as my pontoons, and it had flat gunnels (side walls) so that I could run the floor joists of the barge across and they would sit evenly. I bought the boat, Dad drove his truck up to Albany, met Sam and I, and we brought it back to New Baltimore. Sam and I tried the boat out in the Hudson with a trolling motor and found she moved well, and I needed just to patch a small hole in the stern and to get a bilge plug to fill the bilge hole.
Now it was time to paint the pontoons with a pigmented “gel coat.” I actually did not do this. The gel coat I bought off of Amazon was the wrong product, and I was in a hurry to get the pontoons done (I only had one whole day and one morning a week to work on the boat during May). Instead I bought an “epoxy paint”–which I had never heard of before–from Shady Harbor Marina in New Baltimore. I could choose from green or red. I thought green was more woodsy.
I used the green epoxy paint on the bottom of the rowboat, too, and put about ten coats on the seam on the transom where the rowboat leaked. When I was finished, it was nice to see the three hulls all matching in color.
But it’s as important to wear latex gloves when using epoxy paint as it is when using epoxy! I had been in a hurry that day and didn’t want to bother. Bad choice. After washing with gasoline, soap and water, and a pumice stone, this was the best I could do. I had to wait tables that night looking like I had moldy fingernails.
The pontoons had taken almost a month and a half to finish. The reason they took so long was because I work on the boat in New Baltimore, and live and work in Albany as a waiter. Generally I would leave Albany at 8 a.m., put a coat of fiberglass on the pontoons between 8:45-11:30, and then I would have to drive back because it would take at least two hours for the epoxy to harden.
The decking was much more straightforward framing work, except that I had to plan it in sections which could be easily moved and transported.
The final boat will be 12×20, which dimensions are easily divisible by four, to keep my cutting to a minimum. (Plywood comes standard in a 4×8 foot sheet; 2x4s come standard in 8-foot lengths.)
I brought the two front sections of the pontoons and the rowboat down into my parent’s yard, where it is flat, and where there are electrical outlets nearby. I placed the hulls within a 12-foot square.
The front of the pontoons (pictured above to the left and right of the rowboat) were almost exactly 12-feet in length, as was the rowboat, so that I could frame a deck by building three 4×12 foot sections of deck and bolting them together to produce a 12×12 foot deck, or 144 square feet. [144? Gross!]
I’d gone to the hardware store to buy the pre-treated 2x4s for the decking, but I forgot about all the bracing I would need, every 16-inches between the crown and base plates of the deck frame, to support the plywood. So I went around the “boat graveyard” in the back of my parent’s house and took all the 2x4s off of my old contraptions, raided my workshop for odds and ends, and ended up with the 30 pieces of 45″ joists that I needed.
This was June 7th. Dad and I framed out the deck sections in the yard during the mid-late afternoon (I happened to have a Thursday off).
Many hands make light work. I have a paragraph in Coming of Age on the Hudson about how one extra person does not cut your labor time in half, but by 4/5, because one extra person just makes it so much easier to frame something or cut something by holding the other end of a board so you don’t have to make a jig or hold a board in place with your foot while putting a screw in with your left hand and holding a screw gun in your right. Anyhow Mike and Sam (my friend from last year’s Hudson River boat) came down on Thursday evening and helped me bolt the frames together. Sam was much better than I am at drilling holes so that the bolts pass through in a straight line and don’t get stuck in the wood (because he measured everything precisely), and I asked Mike to focus on how to make a jig that would allow for the 4.5 hp gas motor to vice onto the back of the boat.
I took a 12-foot board and bolted it through the 4×12-foot sections to hold them all in place. When we were done, I could really see what the dimensions of the boat would be.
Loading the Pieces Individually
As I said, I had to construct the pieces in fragments small enough that I could lift them with one other person, and they could fit in a pickup truck, because I will have to disassemble the whole craft and ship it to Pittsburgh. On Friday of last week, Dad and I unbolted everything Mike and Sam and I had bolted together the day before, and shipped it to my friend Jake’s island on the Hudson River.
I was glad to see that we could load all of the deck pieces as well as the two front-halves of the pontoons into the bed of the pickup truck, as planned.
We brought all of the materials to Jake’s island. They would be safe there, so that Sam (the other Sam, who is going on the trip with me), and I could assemble them on the beach inside Jake’s island’s cove on Monday, when we both had a day off of work at the restaurant at which we are jointly employed.
Assembling the Boat for the First Time
On Monday, June 11th, I picked Sam up at his apartment and we drove to New Baltimore to assemble the deck on the pontoons. We hadn’t yet tested the pontoons, or the rowboat after I’d (attempted to) fix the hole in the transom. We drove to Brigg’s Island, the island of which Jake is the caretaker and where we’d build the boat. Brigg’s Island is 1/2 mile south of Coeymans and forms the northern boundary of the Hannacroix Creek. Jake maintains the northern tip, where he has a dock with a sailboat that he and his friends are fixing up. There is a very steep staircase that leads down from the north cliff of the island to the river. To the left of this staircase is an outcropping of rock which protrudes north toward Coeymans. This outcropping creates a natural, small, beach bay approximately 100 feet across. The bottom of this bay is sand. The bay is made of sediment which flows into the bay from the tidal action of the Hudson, because the north side of the island has been filled with silt from dredging the Hudson, so that the “island” is technically now a peninsula, although the easiest access to this bay is from the tip of the island, which Jake owns, by boat, rather than overland, through the jungle which has grown from the deposited silt over 95 years.
I wanted to assemble the boat on the sand beach within the bay, because I was wary of the effect of frequent tides and wakes from barges and speedboats jarring the boat as I took several weeks to assemble it. I preferred to bring the materials to the beach and anchor it in such a way that 3/4 of the time, the boat would be beached (and therefore immune to the effects of wakes, tides, and winds) while 1/4 of the time it would float, so that I could come to the island and test the buoyancy of the pontoons and the motive power of the outboard.
So, Sam and I had to carry the pontoons and the frame down a staircase to the very tip of the island, which is composed of broken rocks which are submerged for 1/2 of the day and dry the other half, and get the pieces around a sheer outcropping where our only choice was to carry each individual piece while wading hip-deep through moss-covered rocks (an endeavor which would require several hours).
Instead, I proposed that we carry the rowboat to the river’s edge at the bottom of Jake’s cliff, load the framing, screws, and tools on top, and I would wade around the island pulling the boat by a rope. Sam agreed, mostly because I emphasized that this was objectively the safest and most time efficient plan.
First we carried the pontoons, individually, down the staircase to the water’s edge. We put them in the water and they floated perfectly. I swam each one to the rock outcropping and shoved them into the cove, because the waves would push them onto the sandy beach just a few yards away. Then we carried the decking down and put it on the center hull.
Sam commented, “Dude, I feel like we’re in the 1800’s on the Erie Canal.” As I pulled him, inside the boat, around the corner of the precipice and dragged him and the boat onto the beach, he sang, “…fifteen miles on the Erie Canal.”
When we’d drove, carried, and pulled the materials into the cove, we were overcome by the picturesqueness of the scene.
After all, what were our friends doing at that moment? They might have been in an office, working at a service job, overcoming a hangover, or playing video games. None of that could compare with the present, in which Sam and I were assembling pieces of our creative projection on a beach on a beautiful spring afternoon.
We assembled all the pieces, vice-gripped the trolling motor and marine battery into place, and installed the 4.5 hp outboard motor, to give it a shakedown trial. The electric motor carried us easily into the river, and then the outboard started up on the first pull, and moved us at least 3 mph. We went south to the mouth of the Hannacroix Creek, in New Baltimore, which is the one 1/4-mile of the Hudson River that I have visited by boat more than any other part of the 150 mile stretch from Albany to NYC (and I have gone past places like Coxsackie or Poughkeepsie four or six times.) I took this picture from the first evening we tried out the motors on the boat.
It was a really grand time putting the boat together with Sam on a deserted beach with tug boats and yachts going up the river and the sun coming down, up to our calves in the water, the birds flying over, the fresh breeze blowing in our faces.
The next week was fun but stressful. I’d agreed to house sit/ cat and dog sit for my good friends Nyssa and Rich. They are two of my closest friends. After the apartment that I’d lived in for nine years burned down, I stayed with them, and their cat slept with me every night, and their dog is always excited to see me. At the same time, a group of folks I’d met on the river last year, who are part of an international organization called Ninth Wave which, among other endeavors, paddles rivers across several continents, were about to canoe the Hudson River, and I’d agreed to pick them up from the train station, let them sleep on Nyssa and Rich’s couches, and then drive them to New Baltimore where they would stage their 2018 river adventure. In exchange for the hospitality, they accompanied me to the hardware store to purchase the lumber for the walls and ceiling of the cabin, and then helped me paint the 35 2x3s and seven sheets of plywood, front and back. I had to paint them so that the lumber would not absorb water and increase in weight by 300%.
On the next Monday, June 28th (three days ago as of this writing), I picked up Sam and we drove to New Baltimore to frame out the walls of the cabin and the ceiling. We accomplished this task by 2 pm. Sam and I went to the Halfway House Tavern, the oldest business in Ravena, for lunch. Then we brought two canoes to Coeymans, lashed them together, and loaded the walls and ceilings on top. I figured it would be easier to paddle the materials 1/3 mile south to Jake’s island than to carry each piece from the top of Jake’s island around the precipice, our bodies semi-submerged.
Once we’d loaded the plywood and walls onto the canoes, there was no place left to sit. Sam and I tried to sit atop the lumber and paddle south, but the wind was blowing north, and twice we tried to paddle south only to be blown back north into the dock from which we’d departed.
I decided the only way to get the materials to the island was for me to take a rope and walk along the shore rocks. I’d done this for eleven miles along the Hudson in 2010, when the wind was so unfavorable that neither our motor nor our oars could overcome the blowback. Sam remained in the boat and used an oar, and later a 2×4, to keep the canoes from getting stuck on the piers that make the dyke along the western shore, built by the Army Corps of Engineers in the 1920s to prevent erosion and maintain the channel depth.
It was a treacherous expedition which took an entire hour to complete. The rope was short enough to be caught, frequently, on the protruding piers and the bolts of metal that extend from them. The rope tended to pull Sam and the canoes with the lumber into the piers. Fallen trees and other obstructions laid over the piers and required me to let go of the rope, overcome them, and meet Sam on the other side, ready to toss the rope, having paddled. The heat index triggered several alarms, so that we could not exert any effort without sweating so profusely that we required cloths to wipe our eyes. Then suddenly a storm broke over us, and it began to rain. Sam shouted jovially,
“Of course! This is our luck, man!”
And I rejoined, sarcastically,
“Hey it could be worse!”
After we did finally make it to the cove, we just checked that the barge was anchored and tied up well, which it was, and unloaded the supplies on it.
Two days ago, June 19th, I went to New Baltimore and met my dad to build the walls of the cabin. I used to not like to work with my dad, because neither of us had any experience working with power tools or framing walls. Now, I love working with my dad. He has learned about framing walls and using power tools from me, as I built boats and a cabin in the woods at Mom and Dad’s property. Especially, though, Dad read my book, and there is a lot of specific information about boatbuilding, and he is a character in it, and we have grown closer since he read the book, and I have come to anticipate his help and ideas in my boat construction.
He is also nearly seventy, and although he is a great help as a physical laborer–greater than, say, any girlfriend I’ve had, even at sixty-nine years old–I don’t want to tax him. So I like to ask Sam or Mike or my other friend Sam to help me move heavy things that require dexterity.
But Dad can certainly carry a framed-out wall, hold up 40 pounds, or suggest unorthodox ideas by which to complete a task, so I certainly like his company.
Anyhow yesterday, Dad and I went to the island. Sam and I had already deposited all of the heavy parts to assemble. Dad and I had to transport our bodies, a cordless drill, screws, some lumber, and a waterproof roof rack that you might put on the top of a car, to the cove, around the precipice that is 5-feet deep at high tide, which it was.
The wind was blowing so hard that white caps were crashing over the surface. Dad asked me about an object he descried in the river, whether it was a stick. I confirmed that it was a whole branch, almost a section of a tree, floating downriver. It took merely ten minutes for it to float a half mile past us, which suggested the river surface was blowing south quite fervently.
The most eventful part of the day was canoeing around the tip of the island into the cove in the heavy wind. Dad, I believe, has only been in a canoe one another time, and we were loaded with supplies. Dad got into the front of the canoe, and a barge passed just as I was pushing us off. A wake broke over the bow and doused him with water. Soon, though we were around the tip of the island and the wind blew us safely into the cove.
I brought the anchor up. It’d held the barge off the beach. When the anchor was aboard, I blew right onto the beach, next to Dad, who waited with the canoe and supplies. Once beached, we began to take the plywood and framed lumber that Sam and I had brought aboard the previous day off the boat. Then we laid out the plywood decking, screwed it in place at the corners, and left a half-section right in the middle unscrewed, as a hatch for access to the rowboat.
Next we screwed the walls into place.
Here’s a view out the front of the cabin. Hopefully I’ll have a similar view for about two and a half months straight this fall.
The hatch opening was 4 ‘ by 4’, and gave access to the entire rowboat for storage space.
Today, June 21st, the first day of summer, Dad and I went to the island and put the roof on. We used a cordless drill to drill pilot holes, and my power drill plugged into an inverter attached to a marine battery to drive the 3″ contractor’s screws. Adding the roof made the structure much more ridged. My phone overheated so I had to take this picture from back atop the ridge on the island, on zoom, so it is a little blurry. That is the status of the boat as of today.
The Next Steps…
The next steps are to finish the construction of the boat, fundraise for the expedition, wire the electrical charging system, and prepare the boat for transportation overland from New Baltimore, NY to Pittsburgh, PA.
The portion of the boat seen above is currently 12-feet square. The finished boat will be 12-feet wide by 20-feet long. Thus I will be extending the length of the boat by eight more feet, the same size as the cabin in the picture. I need to finish fiberglassing and painting the rear portions of the pontoons, frame out two more deck sections like Mike, Sam, Dad and I made ten days ago, and then frame out the rear of the cabin and roof as in this picture. Then I need to purchase and cut the plywood for the sides of the cabin. The cabin will have 2.5-foot windows which will fold down around the entire length of the cabin, beneath which will be screen to help protect us from mosquitos. I will be adding a door to the front and a sort of hinged deck on either side which will extend over two canoes. The rear portion of the deck will interface with the speedboat I bought in February, as a barge interfaces with a tugboat, so I will have to come up with some sort of bumper system that also secures the speedboat in place when driving the barge. Interior work on the cabin and the final paint job will not be completed until we have launched in the Allegheny River above Pittsburgh.
I am using Kickstarter, a fundraising website, to try to raise $7,000 for the trip. Kickstarter is an all-or-nothing fundraising site, meaning that people offer to donate to a project but are not charged for their donation unless the total amount of the fundraising goal is pledged. There are incentives built into the donation levels. For example, donating $25 entitles a contributor to a copy of my book, Siren Song, $60 gives a contributor a two-volume copy of Coming of Age on the Hudson, and $500 buys a contributor two days and one night on board the boat as we make our expedition. I have 30 days to raise the $7,000 or I lose any lesser amount pledged. The Kickstarter math is complex, though. If 140 people pledge $50 and get a copy of my book, and it costs me $10 to print a copy and $5 to mail it, and Kickstarter takes it’s 10% fees and charges, I net $4,200. If 700 people donate $10 and receive no books, I net $6,300. It makes it a little hard to budget the total amount of money I will have available until the end of the Kickstarter period. I’m also saving for the trip from my regular employment, but much of that money is currently going to purchase construction materials. Along the way, I am hoping to raise awareness of my book on Amazon.com and sell enough copies to supplement the amount I will start out with. The more books I can sell or money I can raise, the more interesting of a trip I will have, because I will be able to visit more places and see and blog about more things. Since the purpose of the book I’m writing on this project is to compare the political and cultural life of the small towns along the Ohio and Mississippi, and abstract those conditions or policies that are leading some communities to thrive, my fundraising is directly related to the quality of the book. The more I can raise, the longer I can stay on the river, the more places I can dock, the more tributaries I can travel up, the more cultural facilities and local businesses I can visit and patronize.
Also, as of today, I am quitting smoking in order to save money for the trip (as well as for it’s health benefits)!
Having enough electricity on this trip is key. My partner on the trip, Sam, and I will be bringing our laptops, cell phones, and AV equipment in order to blog and podcast along the way. I need to use my phone for the river charts app which requires running my location services. The navigation and anchor lights and interior lights need to run. And I am using two electric trolling motors, mounted on the two sides of the boat, one of which is remote controlled, to steer when the river presents conditions that do not require the outboard motor. To power all of this equipment, I am installing two 1Kw windmill generators, which I already own, but which I need an expert to help me wire to the bank of four deep-cycle batteries which will store our power. We will also bring a generator and, if the budget permits their purchase, solar panels. All of this needs to be wired to a sacrificial fuse which prevents overloading in high gusts of wind and a charge controller, at a minimum.
As of right now, the plan is to take the boat apart on August 1st and store it on land at my parent’s house until the last week of August, and then to rent a Uhaul to transport all the pieces, as well as the speedboat, out to PA. I would much prefer to find a professional driver with a flatbed to bring everything out. I have started to spread the word that I am looking for that service, but if anyone has any advice, please contact me at DallasTrombley@gmail.com.
I will be updating this site at least once a week as the construction progresses.
The tide and the wind were both moving downstream. As I left my parents back on the dock, I threaded between red buoys that lead to the main channel. I’d never had to stay in the channel before.
A third of a mile south of Coeymans Marina a green buoy marks the southern terminus of a long dike of rocks, which rise about four feet from the water during low tide, but were submerged during high tide. I worked my way south to this green buoy, then bore to port until I came about and faced upstream, heading north, against the ebbing tide, and into the wind blowing south at 5 mph. Within five minutes I was back even with the dock at Coeymans where my parents stood, now on the other side of the river. In another five minutes I was astride the cranes and barges of the industrial trade zone which has recently been built on the site of the old Powell and Minnock Brick Plant, and where they have been building the new Tapan Zee Bridge and floating it downstream in sections.
Now the boats docked outside of Yanni’s on the western shore blocked my view of Coeymans Landing and my parents, and I focused on motoring north. Across the channel from the trade zone were four five barges moored or just sitting right on the shallow waters outside the channel, though they appeared, at high tide, to be in almost in the middle of the river. After another five minutes I’d passed the trade zone and came abreast of the green conveyer belt of Lafarge Cement Plant dropping gravel into a the bed of a black barge. This conveyer belt runs inland, across 9W, under the Thruway, and through my high school campus into the cliffs behind the high school, which are the southern ridges of the Helderberg Escarpment, of which Thatcher Park is the most famous part. I passed Lafarge and drew the tiller 10 degrees toward me, so that my bow moved to starboard, toward the eastern bank, then straightened out so that I was heading for a spot toward the opposite shore between two pillars of the Castleton highway and Alfred H. Smith railroad bridges. The Castleton bridge brings you across to the Mass Pike, while the Alfred H. Smith is the southernmost freight rail bridge on the Hudson. This bridge creates the Selkirk Hurdle–any freight going to New York City or southern New England has to travel north as far as Selkirk to pass over the Hudson on this bridge. There used to be a railroad bridge next to the FDR/Mid-Hudson Bridge in Pougkeepsie but it burned. After sitting vacant for four decades it opened about five years ago as a pedestrian walking bridge connecting Poughkeepsie and Highland.
It was just past one as I went under the bridges. On the north side of them I started to look around and see what the boat was doing. I looked back at the motor swashing the water in white bubbles. The backs of the canoes cut deep in the water from the force of the motor. The bows of the canoes were out of the water in the front. I worried that water might be splashing or even washing into the canoes at the back. I let go of the motor and jumped to the middle of the boat to look into the hatches at the bottoms of the canoes. There didn’t seem to be too much water coming in. I got back to the stern of the boat and grabbed the motor’s tiller to straighten out again. Now I was passing a little area of river where there are only trees on both shores. This was the spot I’d gotten marooned on The Manhattan Project when a storm hit when Jim Gadani was towing me north, and he’d had to untie me and set me adrift to get back to Coeymans. I saw the beach on the eastern shore where I’d rode out that storm, before moving The Manhattan Project north in the middle of the night. That was back in 2007. That was the first time I’d been on the water, alone, at night, with nothing to eat and no way to call for help. That was two days before somebody stole my boat and set her adrift in the river and I had to call the police so nobody hit her as she floated without lights.
The water was choppy. The wind was blowing south and making waves. When the wind blows in the same direction for hour after hour the water gets a momentum of its own, even when the wind isn’t gusting. The water gets going like a conveyer belt made out of triangular braille waves. Each little wave and trough bounced the boat. I looked behind me to make sure no barges or other boats were coming up behind me in the channel. I played with the throttle and learned how to turn it up or down. When I turned the throttle up, the motor pushed the back of the canoes even lower into the water and the bows even higher out of the water. That’s called “planing.” It used the most gas, and moved me fastest, but it made it hard to steer because the raised-up bows caught the wind, and it made it more likely that I’d swamp the back of the canoes. So I kept the motor around half-power. A motorboat passed me traveling south. A wake radiated out behind it. In a canoe it might take almost a minute for the wake to reach me, and I always had time to steer into the wake so it wouldn’t strike me broadside. But since I was moving upstream quickly, I struck the wake just a second later. I ran over the wake going 4 mph. It sent the boat bouncing up and down and it looked like the cabin would snap off. I hadn’t had time to tie the standing rigging to the tops of the windmill poles to give them extra support. I vowed to slow to the lowest throttle setting whenever I crossed over a boat’s wake, and to hold the cabin’s walls to stabilize them.
As I passed Castleton and it’s marina I saw a No Wake sign. I wondered if I was generating a wake with my motor. I’d never made a wake before, and I’d built eight boats and travelled a cumulative total of almost 1,000 miles on the Hudson and Delaware Rivers and the Champlain Canal. I throttled the motor down so it was almost stalling as I passed the boats. It took about six minutes to pass the marina on the lowest setting going into the wind and against the tide. When I got above the marina docks I opened up the throttle and started planing again. Around 1:45 I passed Henry Hudson Park on the western shore and Campbell Island on the east. The tip of this island I’d named Trombley Point and where the Papscanee Creek meets the Hudson I call Babcock Ellis Bay. My friend Rob and I were caretakers of this island for a short time in 2009, but it was full of all kinds of gun-shooting people and a guy who accused us of scaring eagles away who threatened to have our cars towed and we got terrible poison ivy from head to toe and so we stopped going to the place. Things got worse but you’ll have to read my book to get the juicy details. Anyhow, after I’d passed Henry Hudson, but before I got to Albany, I saw a big boat coming downstream. It turned out to be the Dutch Apple. Some puzzled passengers waved to me from the top deck.
It was after two now, and I hadn’t yet reached Albany. Meanwhile I had planned to meet a reporter from the Troy Record in Troy at 2:30–ten miles upstream. The Troy Record was the only newspaper that deigned to reply to my emails about the book tour, so it was important to me not blow off the meeting. So I left the tiller, crawled forward to the dash, grabbed the dry box with my cellphone, lighter and wallet, and texted the reporter that I was likely to be late, and that I might not make it to Troy even by four o’clock. She said that getting to Troy was basically the hook by which she’d sold the story to her editor. I said I would try as hard as I could, and I’d text her at 3 p.m. to let her know if I’d past Albany yet.
I looked behind me and saw the Dutch Apple turning around a mile downriver, just north of the Castleton bridges. When I looked north I was rounding a bend by Cooper Kill abreast of the three smokestacks from the power plant you see if you drive south of Albany on 144 in Glenmont, and my first view of our fair city was ahead.
A few moments later I slid past the juncture of the Hudson and the Normanskill Creek. This was the spot where The Manhattan Project was stolen, burned, and set adrift in 2007. On any of my raft trips I always slow here and observe a moment of silence.
The wind agitated me as I entered the Port of Albany. From the Normanskill up to the railroad bridge above the city is about two and a half miles of straight river with no bends. So there was nothing to stop or slow the wind and nothing to slow the momentum of the water which moves like a conveyor belt after its been whipped by the wind for 12 hours. I couldn’t even move to the side of the water to get where the current slows down, because both sides of the Port of Albany are occupied with industry or decayed and rotting piers, all labeled with signs saying “Keep Back 200 Feet” and “Coast Guard Patrolled.” It was 2:30 when I passed the warehouses and salt piles and trash heaps of the Port and I texted the reporter from Troy and said “I don’t know if I’m going to make it up to Troy by 4. If I don’t make it north of Albany by 3 at least, it doesn’t seem likely.” It had taken me about 1.5 hours to go the 8 miles from Henry Hudson Park to Albany, and Troy was at least another 10 miles.
There is basically no way to go from a boat to the City of Albany unless you rent a dock from I don’t even know who, and I’ve gone up and down the river from Albany seven times over eleven years. Albany gets as much tourism from the Hudson as Coeymans Hollow derives from the Alcove Reservoir. The only thing that passes as an attempt by the city planners to connect people with the river is a waterfront park which I refuse to call Jennings Landing, but that’s what it’s called. I call it the Corning Preserve. Anyway, you can get an idea of how much this park and the Hudson River are regarded when you consider that this was a beautiful day, the last day of August, and absolutely no one in the whole city of 80,000+ people was down at the only riverfront park.
To get to this one landing area, you have to park in Downtown Albany, which is dead like a ghost town after 5 p.m., and take a walking bridge over a highway and railroad tracks, until you come to an amphitheater. If there isn’t a city-sponsored concert going on, then there is nothing going on. Unlike most cities and towns with river frontage, you’re not even allowed to tie up to the docks jutting from the shore. A few years ago I got a call from 20 people from Brooklyn who had built a series of paper boats which they were taking from Troy to Manhattan. They wanted my advice about Albany. The leader of the group was exasperated. “Every other town along the way, we’re just pulling off at their dock and resting at the municipal park. Albany is the only city that says we can’t stop there. They said if we want to take our boats out of the water in Albany, we have to buy a $1,000 liability insurance policy!” I told the guy just to take the boats out and rest at Corning Preserve anyway, because nobody ever goes to the park, so the chances are he wasn’t going to get into any trouble. But I told him not to look like he was having too much fun–not to open up a can of beer or play music or dance or laugh too loudly–because then a lot of people would be annoyed, if they heard about it, somehow.
Just a few minutes later I passed The Riverfront Bar and Grill, which I call The Barge, where I was having my first book signing that evening at 7 p.m. This is Albany’s only riverfront restaurant.
After The Barge I passed under a railroad bridge and then passed the boat launch where the crew teams launch their sculling boats, and where the Albany AquaDucks used to begin the river-portion of their tours. Now it was 3:15, and I texted the reporter to say that I didn’t think I’d be in Troy until at least five. She said it would be better to do a follow-up interview after my book tour was over than to rush that Thursday night. I agreed. Up to starboard, on the western shore, I saw a beach and a dock, and steered for that. About 50 feet from shore I killed the motor and let my momentum bring me onto the beach. I slid in and grounded on the sand. I jumped off with the anchor and dropped it halfway up the mud and gravel beach. Then I sat down and looked over my boat at the river. Then I laid back and closed my eyes in the afternoon sun with the end-of-summer breeze blowing. It was 3:40 and I’d made it as far north as I was going to go, used an outboard for the first time, taken the boat 20 miles north–that morning the boat was on a trailer with a flat tire and I’d not had gas or batteries to charge it. I figured a ten minute power nap was in order.
I heard some talking over my shoulder and saw a white man and a black woman sitting in the shade in the grass on the hill behind me. I thought it was odd that they didn’t think I was odd, but just sat there talking quietly. I had three hours before my signing at The Barge just across the river and downstream. I figured I’d take stock of the boat’s condition and by that point hopefully the beach would be vacant so I could nap.
I brought the anchor line back aboard and started pushing the bow toward a dock up the beach. I heard the man up the hill shout to ask if I needed help. I said “No thanks! I’m good. But what town is this?”
“Rensselaer!” he shouted, surprised.
As I dragged the boat through the water I felt a sharp pain in the soft skin of my left index toe. I assumed I stepped on a water chestnut or bulls-head, but when I looked down there was a big yellow bee flopping around in its death throes still affixed to my skin. I kicked at the gravel and water to pry him off. After I’d reached the dock a moment later my toe and the toes to the right and left of it were achy and itchy and starting to swell.
I tied the boat to the cleats on the municipal dock. I saw the jacket I’d set off with in the morning lying on the deck. One of the sleeves were soaked, so I hung it over the 1″ boards that formed the deck frame to dry. I walked aboard and opened the hatches that led to the port hull. Two inches of water sat still in the hull. This was a result of the splashes made by the waves as I motored from Coeymans. The splashes hit the bottom of the deck and splashed through the space between the deck and the top of the canoe. Two inches for four hours on the water wasn’t bad. I checked the hatch that led into the other canoe and there was about the same amount of water. I removed the clothing and equipment from the canoe that I wanted to dry–like the orange garbage bag of clothes I’d stowed below deck, and some of my electrical equipment. I lifted one of the 60-lb marine batteries onto the deck and hooked up the wires to the bilge pump around the battery’s positive and negative terminals, jammed the clear plastic hose into the pump’s valve, and held it into the bottom of the canoe. The water shot up through the tube and poured over the side of the canoe. I had to stay bent with my head down in the canoe for about ten minutes, conscious of being watched by the people on the shore. Then I crawled over and used the pump on the starboard canoe. The bilge pump can never get the last puddles out of a boat hull, because it is like a vacuum cleaner that pulls water through a grate, and if any air gets in at the same time, it can’t seem to pull the water up. So for the last 1/8″ of water in the canoes I took a towel, dipped it in, held it overboard, then twisted it dry. About five times I did this and then the port canoe was dry. I repeated the process on the starboard canoe, then I hung up the towels so they’d dry in the sun. Then I removed my clothes from the orange plastic bag and hung them around, so they would dry in the afternoon sun. As I did this I heard footsteps coming down the gangplank to the dock.
“You need any help? Came to give you a hand,” I heard.
“Come on, come on, I’m sick, I’m sick, don’t feel good,” I heard, from a woman.
I turned and saw the white man and the black woman who had been sitting in the shade up the hill in the grass behind the beach.
“I’m good, just tidying up,” I said.
“Uhhhh, come on, come on,” the woman said. She made puke noises like she was dry heaving.
“It gets shallow here. There’s tides here,” the man said. “I could give you a push. You better get to the deeper water. You got maybe, ten minutes.”
“I’m alright,” I said. I went about the boat inspecting the supplies that had gotten wet in the bottom, pulling them up and placing them on deck.
“Now you stop it. Stop it now! Go up in the grass I told ya. You gotta get off the water. Go up there now.”–the man. The woman did not go back up the gangplank. She stood sort of hugging the man, looking at the water. The man watched me as I took out my inverter and electric speakers and untangled the cord. “Just a little push, I’m here to help you,” he said. “I know this river. This is the Hudson. I come here all the time.”
“I’m just going to be here a little longer and then I’ll push off,” I said.
I put the inverter on the aft deck next to the marine battery. The inverter translates direct-current (DC or battery power) into alternating current, so you can run appliances that you would plug into a wall. The inverter had a red and a black wire to hook up to the positive and negative battery terminals, respectively. There was a plastic screw to hold the red wire in place on the poles of the inverter. The black plastic screw for holding the negative terminal in place was missing. I looked in the dash and in the bottoms of both canoes, but I couldn’t find it.
“You don’t see a black plastic nut anywhere, do you?” I asked the man. He was staring as his girl friend made puking noises.
“No I don’t see one of those. This is your boat?”
“You built this boat yourself?”
“Yes, out of two canoes.”
“Where’d you come from?”
“New Baltimore, it’s south of Coeymans.”
“You’d have an easier time going the other way. The power of the river goes down, not up.”
“Yes,” I said. “This is as far north as I’m coming.”
I reached into the canoe and twisted the nut off of one of the other batteries. I tried to screw it onto the negative terminal bolt on the battery, it to hold the black cable onto the inverter, but the nut was too large. I held the black cable to the inverter and pressed the power button, and the inverter turned on, but when I let it go, it beeped and turned off. I grabbed a roll of black duct tape from the dash and taped the black cable in place on the inverter. It turned on, then it turned off again.
“That kinda stuff don’t work good for electrical kinda stuff,” the man said.
I needed a steadier connection between the black wire and the inverter. In the dash I found a small L-bracket. I put the eye of the black cable around the negative terminal on the inverter, then I slid the L-bracket on top, then I taped the L-bracket in place. When I turned the inverter on it stayed on. I brought the speakers back to the inverter and plugged them in. I put the headphone jack from the speakers into my cell phone. I opened up the Spotify App and pushed the “shuffle play” button on my “Jazz for Cocktails” playlist. “The Good Life” by Sinatra rang from the speakers.
“Success!” I shouted. “This is the first thing I’ve jerry-rigged since I’ve been out here on the water. Feels good.”
“Frank Sinatra,” the man said. “I like him. I like ‘Singing in the Rain.'”
“Sinatra is good for an afternoon sunset on the water,” I observed.
The woman made puking noises and the man sent her up the dock, but she came back less than a minute later. As I tidied up, she saw the Milkduds and Skittles I’d unpacked to dry.
“Let’s go to Walmart and get some money and get candy!!” she pleaded.
“Later,” the man said. “This boat is like Gilligan’s Island,” the man said to me. “I bet you didn’t think I was old enough to know that.”
“Sure I did. I know it; but I wasn’t alive when it was coming out new.”
“How old are you?”
“I’m 33,” I said.
“Wow, you’re younger than me?” the man exclaimed. The man had no hair and was missing his front teeth.
“I guess so,” I said.
“I thought you were older than me!”
“You saying I look old?” I joked. The woman laughed. The man said nothing for a while. Then he said, “Hey, you think I could have a cigarette?” and I gave him one. He sat Indian-style on the dock, his girl friend hanging on him while continuing to stand.
For about 20 minutes I organized the supplies and put them into the hatches out of the way. I brought out two chairs like you might bring to a sports game if you’re sitting on bleachers–they had no legs but a fold-up backrest and armrests with cupholders. I’d filled a grocery bag with trash.
“Is there a garbage can around here?” I asked.
“Up the beach,” the man said.
“Do me a favor and stay here with the boat for a minute while I throw this out?”
“I’ll carry it up for ya!” the guy said. “Got any returnables?”
“I got one,” I tossed him an empty Coors Light can.
“Thanks! Hey, I’ll bring that garbage up, no problem. But I got one favor to ask. My girl, she ain’t never been on a boat before. Permission for her to board, Captain?”
I said she could. She was very afraid and squealed as the man held the boat and tried to help her over. When she’d gotten onto the boat she laughed nervously.
“I’ll give you a tour,” I said. “That’s the bow of the boat, and back here is the stern. There’s the dash, there, watch your head. Under here are the hatches to go to the bottom of the cabin.” She didn’t say anything, but clutched one of the 1″ cabin frame sticks.
“See, it ain’t so bad, I told ya,” the man said. “Permission to board, Captain?” I told the man he could come onboard, too. So then they were both standing on board.
“You guys want a beer?”
“Yeah!” they both shouted. For a second I wondered if I was somehow immoral. I wouldn’t feel bad giving a beer to any stranger that wanted to sit on my boat and talk to me, but these two people seemed like they might have special needs. But then I thought, what the hell, it’s a Coors Light, and maybe they would enjoy having a beer on the boat more than anybody else would. So we all sat and had a beer and listened to jazz music and talked for a while. They bummed two more cigarettes off of me. The man gave me his number and said his name was Buck and he was from Rensselaer. He asked me about every bracket and rope and little part of the boat. So I got an interview after all, even if these strangers wouldn’t publish what I said in a newspaper. After we finished our beers I was eager to get across the river to a vacant little inlet to steal a nap before I went to The Barge. Buck offered to push me off from the dock after I readied the electric motor. (I only had to go across the river and down about 1/4 mile, with the wind and tide helping me, so I figured I’d just use the motor to steer.) Buck pushed me off and I turned the motor to reverse and plowed myself right back onto the beach. He pushed me off and I turned the motor on and the same thing happened.
“Now, Captain, I said I’d push you off once. This is gettin’ too much,” Buck said. I realized I’d put the cables from the trolling motor on the wrong terminals, and that made the motor turn the propeller in the opposite direction, so that when I hit reverse, it moved me forward. I switched them to the correct position–red to positive, black to negative–and then when Buck pushed me off and I turned the motor on reverse it pulled me out into the river, and the wind and tide started me downstream. A regular stranger would have stood on the beach and watched me for a little while, but Buck and his girl hurried up the beach with the four empty Coors cans, I assume to get to Walmart to get some candy.
I turned around and switched the motor to the forward position to propel myself across the river. Two teenaged crew teams, one male one female, were practicing their sport on the glassy slack water. The young people sat in six long sculling boats, followed by an aluminum bass boat with three coaches, the one at the back barking commands through a megaphone. The electric motor moved me across the channel so I disrupted their nautical meanderings with neither noise nor wake.
Once back on the Albany side of the river I turned off the motor and drifted. I had an hour to go 1/4 mile south. I could see the old railroad bridge and The Barge beyond it.
It was nearing sunset; the shores were shadowy, though the middle of the river, the railroad bridge, and the buildings rising above the tree line to the south reflected yellow and salmon sunlight. I call this the Melancholy Time of Day or the Nostalgic Time of Day. I opened my cooler and used some ice to mix up an Old Fashioned in a rocks glass I’d carefully wrapped in a towel in my backpack.
Before I’d taken a single sip I drifted astride the plastic docks by the rain location for Alive at Five, next to the ramps that the Albany Aquaducks used to launch, and there was a boy about ten years old standing alone looking out at the river. When he saw my boat approaching he waved. I slid my Old Fashioned out of sight and motored over to the dock in front of him. When I tossed a line along the dock cleat he ran over and greeted me.
“Wow did you build this boat?” he asked.
“Yeah. It’s made out of two canoes and wood, and those propellers up there are actually windmills, so if the wind blows it will start to move those propellers, and they have a kind of motor inside, but instead of using power themselves, they take power from the wind and turn it into electricity, and that gets stored in batteries under the deck, and the motor at the back of the boat is hooked up to those batteries. So it’s like maybe you’ve heard of a ‘hybrid car?’ Those are cars that run on both gas and electricity. This is a hybrid boat!”
By now I was standing on the dock while he had his hands on the 1″ cabin frame boards and was leaning way over the deck.
“Can I get on it?”
“You’ll have to ask your mom,” I said. A woman with brown hair was walking toward us from further down the dock where some people were getting ready to greet the crew team when they returned, and a man was launching a jet ski.
“Can I go on, Mom?” the kid shouted.
“Sure!” the mother smiled at me. “But don’t touch anything.”
The kid leapt aboard and I showed him the center hatch and the hatches that led under the deck down inside the canoes, where it was dark, where there were batteries and ropes and the electrical inverter and tester and wires.
“Can I go for a ride?” he asked.
“If it’s okay with your mom,” I said. The mother said sure. She seemed like a cool mom.
“Okay we’ll go for a spin in a big circle around that little island of weeds and come back,” I said. The kid nodded and sat Indian style in the middle of the deck. I motored us away from the dock and back upstream, close to the shore, around a strange hula-hoop-sized circle of weeds fifty feet out from shore.
“What is that?” the kid asked.
“I donno,” I said. It looks like a little island. Imagine that was somebody’s garden, and they had to take a boat out here to work on it?”
“That’d be a lot of work! What are those metal things?” There were some kind of metal poles sticking out of the circle of weeds.
“I donno,” I said.
“Can we take the pipes?”
“I think we better leave them where they are. They look pretty dirty. Plus, what if we pulled the pipes out and they’re holding the island in place and it goes floating down the river?”
We got back to the dock and the kid asked to go out again but I said I had to get moving on. The mother asked about my boat and said her daughter was on the crew team, which was coming back to the dock now. When I untied from the dock, I started drifting south slowly. An old man strolled along the dock asking me questions, until there was no dock left. I retrieved my Old Fashioned and enjoyed a sip as I drifted beneath the railroad bridge toward The Barge.
I was in easy sight of the people eating at The Barge once I’d passed under the railroad bridge. I took my time drifting past them, so they’d get a chance to read DALLASTROMBLEY.COM Coming of Age on the Hudson written across my bow. I was still listening to Sinatra and sipping my Old Fashioned, so I wasn’t in a hurry. This was the nicest time I’d had on the boat since I put her in the water. I actually drifted a little past The Barge but Katie texted me that she’d gotten there already so I used the motor to head into The Barge’s dock and tie up. Katie came down the stairs from the restaurant with a couple of bags, followed by a family with two little girls who wanted to look at the boat, while a couple of guys stood at the railing on the top deck of the restaurant and yelled down some good luck greetings having just googled DallasTrombley.com.
This was the first time that Katie had seen the boat since I’d put the motor and signs and the canvass walls on it. She checked out the gas motor and I showed her how it raised and lowered. She looked at the motor with a mixture of respect and fear. Loud machinery like chop saws and outboards connected to gas tanks make her nervous. I remember the first time she watched me on a woodworking project. Two years ago she wanted to make a half-barrel into a wishing well for her friend’s bachelorette party. She had the half-barrel and I designed a roof with a dowel to lower a hanging pale. The gifts would go inside. Anyhow, my tools were at my friend CJ’s garage at the time, because I’d just lost my apartment in a fire. We drove to the garage at dusk and I cracked open a Coors Light and held a cigarette in the other as I held a board in place with my foot in the near-dark. When the saw screeched, Katie looked faint. Back in the present, I showed Katie the hatches and we stored those supplies she didn’t mind getting wet. Then we strolled up the steps to The Barge and ordered some steamed clams and a gourmet salad and drinks while we waited for people to arrive at seven.
The Barge was nice. It is permanently moored to the land, it appears. Of course the interior is an open concept, with the bar located in the middle, rows of high-top tables surrounding it, and then a dining-room dance floor and stage at would have been the bow or stern of the barge. There was a warm cross breeze. Our friends Nick and Louisa showed up first, followed by my friend Bridgette and her cousin, and Rob and Roxanne, who have been involved in boat trips down the Hudson for 12 and 9 years, respectively, (Rob took part on the first trip of the U.S.S. Crablegs in 2006 and participated in every other raft trip, most of the time as the only other participant). While we were looking at the boat, Marty, a friend from my first period of employment at the Assembly, came and chatted for a while, and my former colleague Lekeya, who I knew from working at the Assembly the second time, brought her son, Nick. My boss from 14-10 years ago, who was a kind of mentor for me in my early twenties, Nora, also came, and we ended up drinking Old Fashioneds until the restaurant was closing up. It was a grand evening because I sold five books (my quota for each day was five), Bridgette game me a copy of Ernest Hemingway’s short stories, and I just always love seeing people from different parts of my life, meeting one another.
We descended to the dock in the dark. The tide was creeping north again, while we were headed south. Luckily, the wind was blowing downriver, in the direction we wanted to travel. I wanted to use the electric rather than the gas motor now, because it is almost silent and I looked forward to Katie experiencing the river at night, especially south of Albany, where the light pollution wears off and the stars shine through. We bade goodbye to Nick and Louisa and Bridget and Nora and Rob and Roxanne. I was at the top of the wave.
Katie and I had a nice time piloting the boat under the Dunn Memorial Bridge and looking at the industry on the west shore of the Port of Albany. It grew chilly, however. In previous years, Rob and I made trips in canoes or open boats two or three months earlier in the year. The temperature was in the seventies at night. Now it was 56 degrees and the windchill cooled us. We dropped the canvass at the back of the boat to catch and break the wind. The canvass turned concave as it caught the breeze. My back started to knot-up from sitting at the back of the boat facing Katie while twisting my left arm around to steer the trolling motor. After two hours (about 11:25) we passed the Normanskill and left Albany.
Now that we’d been on the water for two hours, the novelty started to wear off. I’d been awake for 18 hours, having put the boat in at Coeymans and travelled to above Albany earlier that day. And I was disappointed not to be able to share the full night-river experience with Katie. In other years, barges passed, and it was eerie how they appeared silently in the night, moved by almost unheard, seen only where they blocked ambient light along the top of the tree line, silent and invisible though they weigh hundreds of tons and cover the area of a football field. But no barges passed on this evening, so I didn’t share this experience. Also, I’d wanted Katie to see the stars. When you look south from the middle of the Hudson over Schodack and Castleton, Bethlehem or Selkirk, (you can’t tell where one jurisdiction ends) you see the sky nearly as the natives of 400 years ago. Transecting the black dome, the Milky Way spills a spectre of stars and you start to think how the sun is a star like all those other stars and there are lightyears of space between each of them, and the disc of the Milky Way is like Saturn’s rings but instead of dust is starstuff, and it takes 500,000 years for the light from the stars in the middle of the galaxy to reach our eyes, and another half of the galaxy stretches on the other side, and we’re just one galaxy out of 100-billion galaxies, and the earth is a lot smaller than any of those stars and you’re a lot smaller than the earth, and you feel afraid at first, because of your smallness, and then you think about it some more and you start to feel liberated by the fact that you exist and there is all this space out there. But the sky was overcast, so we couldn’t ponder the stars. We could only motor on, at 2 mph, on top of liquid blackness, with blackness to either side, under a dome of blackness. We grew tired and the temperature fell.
We started to shiver after 1:30 a.m., as we approached Henry Hudson Park. I suggested to Katie that we forget about getting to Coeymans, where we had dock-space waiting for us, and tie up at Henry Hudson and sleep under the gazebo. We could see the lights of the Castleton Bridge clearly, and Katie knew that that bridge is visible from Coeymans, so she said she’d prefer just to keep going and sleep at my parent’s house. As we motored astride Henry Hudson, it was 2 a.m. and we’d been on the water for six hours, having left The Barge around 9. I told Katie it would take at least two more hours to reach Coeymans at our current speed. She said she was game, so we kept going.
I hadn’t used any of the 4 deep-cycle batteries on the way north that afternoon, so when we left The Barge I’d had a full bank of reserve power. Unfortunately, the windmills weren’t working, so that bank of power was all I had; when they ran out, Katie and I would have to row or drag the boat or try to start the gas motor for the second time, not really knowing how it worked, in the dark. The windmills didn’t work because I hadn’t been able to install the sacrificial overvoltage capacitor, which is a device which burns itself out if the wind gusts, instead of destroying the battery bank and motor. Basically, each deep-cycle battery provides about 1.5 hours of propulsion before they need recharging, depending on the speed at which you run the motor. I’d pushed the batteries so far, using each one for 2 hours, since we left The Barge. I’d hooked up a new battery when we passed the Normanskill at midnight, and I hooked up a new one halfway between the Normanskill and Henry Hudson. Just past Henry Hudson I hooked up the last reserve battery.
As we floated under the Castleton Bridges, the trip was growing irksome. By now I’d been sitting for six hours with my back twisted to steer the motor. The temperature had fallen to 45 degrees. First we’d sat next to each other with the canvass behind us to break the wind and my zero-degree sleeping bag spread over our laps. Now we untied one of the canvass drop-cloths that formed the side of the cabin and used it as a second blanket. Still we shivered with our arms around one another. We snacked on cheese and crackers and Skittles but these failed to fortify us.
Nowadays Coeymans has a tanker which is semi-permanently moored at the Carver industrial facility, with half a dozen cranes and spotlights lighting it up like a small city. We saw the lights on this tanker eight miles upstream. We knew our berth at the Coeymans Marina was less than half a mile south of the tanker. You can imagine how numbingly frustrating it was to see the lights of this barge as we froze and our stomachs grumbled and we tried to keep our eyes open–yet it took four hours to reach the tanker. Think about it: in the time it took us between spotting and passing the tanker, we could have watched Saving Private Ryan (2h 49m), an episode of Star Trek Deep Space Nine (43m), an episode of Darkwing Duck (22m) and a clip from John Oliver’s Last Week Tonight sequentially.
We finally passed the tanker at 4:30 a.m. and saw blue lights on the western shore downstream which I knew were party lights at the Coeymans Marina. We were in the middle of the channel in order to avoid the tanker. Downstream I could just descry a white buoy which I knew was a warning for a submerged rock bank which stretches a mile down the middle of the river to protect Coeymans from the wake of passing boats. I steered us toward the western shore above the buoy and then…crunch! We fell forward and came to a dead stop. I shined a flashlight into the water and saw that we were grounded on the line of boulders I just described. We’d missed another unlit buoy a little north which marked the beginning of the boulder dike.
So now it was 4:45 a.m. and we could see our destination 200 feet away, but we were paralyzed. I bent one of my 7-foot aluminum oars trying to push us off the rocks an inch below the surface. It was no use. Our momentum had propelled us right overtop of the rock pile which was nearly as wide as the length of our boat. Nearly exhausted now, I made a fleeting suggestion that we just sleep on the boat and deal with getting off the rocks later. Katie, also exhausted, asked me to try anything I could think of to get us off. In retrospect it was good that she pushed me, because at this point we’d gone through the entire flood tide and the water was ebbing, and if I didn’t do something in the next few minutes, while the boat was still somewhat buoyant, then the boat would have been transfixed on the dike for the next 12 hours, until high tide floated us off, and in addition to the inconvenience of not being able to get to shore during that time, my boat (which blared “DallasTrombley.com” across the bow) would have been marooned for the entire morning and half the afternoon, so I’d have advertised myself as an idiot. I remember a few years back, the RavenaNews Herald ran a story and a picture about a sailboat that got stuck on that shoal. At low tide the rocks rise out of the water five-feet high. It would have been very embarrassing. After sending the News Herald and other papers a press release about my boat-book-tour, I wouldn’t blame them for putting such a picture on their front page.
So I took off my shoes and stripped down to my boxer briefs.
“You’re going in the water?” Katie exclaimed.
“I don’t see any other choice!”
“You’re going to freeze!”
I jumped off the boat onto the submerged rocks, thigh deep.
“It’s actually warm. I guess that’s one benefit to doing a boat trip in 45 degree weather. The water actually warms you up a little.”
I was able to lift the bow off the highest rocks and slide it a little back toward the channel. The bottom of the canoes left yellow paint on the points of the boulders. After I’d pointed the bow toward the channel I waded to the stern and lifted the boat, scratching.
“Can you walk to the front of the boat and put your weight there?”
With Katie at the front I lifted the back a slid her, scraping, down the rocks. I kicked off the rocks as I jumped aboard and turned the motor back on. I pointed us back downstream and donned my pants, shivering again.
Now the dock we were supposed to land at was directly to starboard, but we couldn’t get to it without motoring south one mile to the end of the rock shoal, and then motoring north a mile back to the berth on the western side of the river. By now the crepuscular birds were chirping in the trees ashore. We rounded the shoal at the south and turned north toward Coeymans Marina again. Now we fought the tide as well as the wind that had been helping us, and our progress noticeably slowed. Rather than 2 mph, it took us almost half an hour to travel 1/4 mile north.
We approached the municipal dock in Coeymans, which is a stone’s throw from two docks which extend south for 100-feet from Coeymans Marina. Tied to both docks were yachts and sailboats. Between the yachts was a space twenty-feet wide, through which we would have to motor to get to our berth. The wind was making white caps on the water. The whitecaps reflected in the lights from the streetlights in the Coeymans parking lot.
“Honestly, Katie, I don’t really feel comfortable taking the boat between those yachts,” I confided. “The motor is almost dead, the wind is blowing hard–if it blows us into one of those yachts, one little ding and I owe thousands of dollars. What if we just tie up here at the municipal dock, and I’ll come back down here at 7:30 a.m. and bring the boat down to Jake’s island before anybody even sees it tied up here?”
Katie thought that was a fabulous suggestion. We tied to the dock and grabbed any supplies that might blow away or be easily stolen. We climbed onto the dock, crossed the parking lot, and walked across the soccer field with our sandled feet and ankles getting wet with morning dew, to my Uncle Paul’s house on Main Street, where I’d left my car 20 hours before. It was now 5:30 and we’d been on the water 8 hours. I’d been awake for 24 hours. I’d spent 10 of those hours sitting on the boat with my back twisted to steer the motor.
We drove to my parent’s house two miles away, in New Baltimore, washed in their basement bathroom so as not to wake them, crawled into their guest room, and passed out immediately.
It seemed like I’d closed my eyes for 20 seconds when my cellphone alarm went off at 7:30. I’ve had enough boats vandalized, ticketed, and wrecked from weather to know not to leave it tied up on a public dock after sunrise. So I forced myself from bed, drove to Jake’s island, borrowed his kayak, and started kayaking the mile north to Coeymans Marina. The wind was really, really, blowing south now. It had been blowing south the entire day before, so the water was moving in a sheet southward, but the wind was stronger now, and steady rather than gusting. The leaves on the trees ashore showed their blanched undersides, devoid of chlorophyl, which normally weren’t exposed to sunlight. Up ahead the flags on the boats shot southward as erect squares.
I kayaked north of the boat and let the wind blow me back onto the municipal dock. The boat was tied just as I’d left her 2 hours earlier. I lifted the kayak aboard, untied the boat from the dock cleats, and pushed her into the river.
Immediately I moved south as quickly as the motor propelled me the evening before. I hooked up the electric motor just to steer, keeping the bow pointed toward the dock with Jake’s sailboat at Barren Island a mile downstream.
Jake’s sailboat is tied to the north side of his dock. So I approached just to the west, the turned the motor on full-blast to hit his dock on the south side. This is normally an easy maneuver. When I was inches from Jake’s dock I reached out and grabbed one of the dock cleats. Normally it is easy to pull the boat beneath me and hold it to the dock as I’d toss a line around the cleat. But the wind blew the boat south, so that I became outstretched holding the cleat with the boat blowing back behind me. A moment before I’d have lost my footing, I let go of the cleat and ran to the back of the boat. I turned the motor on full power, but it made no difference. I continued drifting south in the wind and the tide toward the rocks on Barren Island.
Less than two minutes later the boat was grounded on the rocks at the bottom of Jake’s island. Obviously I couldn’t use the motor to get back to the dock, because either the battery was dead or the wind and tide were too strong. I think it was the latter, because I jumped off the boat up to my waist in the water, and whereas normally I could push the boat around by hand, on this day the wind kept slamming it into the rocks. When I paused to think, the wind blew the back of the boat around so that the boat hit the rocks broadside. I pushed the stern back out into the water and the momentum carried her stern around onto the rocks, so now the bow faced toward the river, and I worried about the propellor on the gas motor striking the rocks and breaking.
By wading up to my chest in front of the boat, I was able to pull the bow around an outcropping of rocks. On the other side of the rocks was a bay with a shore of sand. I let go of the boat and watched it be blown into Colewell Cove, onto the mud beach. I waded over to the boat and assessed the situation. The wind was blowing south directly into the beach, at at least 15 mph. There was no way that the boat would float out into the river even as the tide rose. I carried the anchor up the beach just in case the wind changed, and dropped it on the other side of a log. Then I took the kayak off the boat and kayaked back around the outcropping of rocks, carried the kayak up the steep steps at the landing at Jake’s island, got in my car and drove back to my parent’s house. I crawled back into bed with Katie at 9:30 a.m. and fell immediately back to sleep.
At 11 a.m. my alarm sounded again. Katie turned, then shook me urgently.
“Hey! Weren’t you going to move the boat?”
“I did that 2 hours ago,” I said. I hit the snooze button.
“Oh my god, I didn’t even hear you get up I was so tired. So it’s moved already?”
“Yeah. I was gone 7:30 to 9:30.”
“Let’s sleep for 15 more minutes, then check on the boat on the way back up to Albany.”
We rose from the bed fifteen minutes later the way zombies wake from the grave: unsteady and with groaning noises. We made two coffees and grabbed two cans of strawberry seltzer from Mom’s fridge. When we stepped into the driveway Katie asked why my pants and shoes were laying on the blacktop.
“Because I had to jump into the water when I moved the boat.” I pulled the insoles from my sneakers and wrung the water out. They were clammy and cold on my bare feet. It was still only about 55 degrees.
In the car Katie said she’d forgot to pack her contact lenses and glasses.
“I’m basically blind,” she lamented. “I shouldn’t have taken my contacts out last night without making sure I had ones for today. I thought I packed my glasses. I hope I didn’t lose them.”
“Well, we’ll be home in 45 minutes and then we can jump in bed and sleep for a couple hours,” I said. “We’ll just stop at the island so I can make sure everything’s alright with the boat, and then it’s only a half hour back to Albany.”
“Sounds good. I’m just going to shut my eyes for a minute, to remember what it feels like.”
At Jake’s, I took down the chain that blocks the road through the woods, then parked at the tip of the island. From there I saw Jake’s dock and sailboat rocking in the southern wind.
“I’m just going to run to the top of the hill and look out over the beach and check on the boat. I can’t see it from here.”
“Okay, babe. Do you mind if I wait here? I can’t see anything anyway.”
“Sure babe, I’ll be right back.”
So I left Katie in the car and walked to the top of the knoll overlooking the beach cove. When I got to the top of the hill I looked down through the trees and saw the boat in the water.
My spirits sank at the sight.
The boat was sitting in three-feet of water, ten-feet from the shore, stuck on the beach. The port side of the boat was submerged and waves were washing over it. The port canoe must have been completely full of water. As the tide continued to rise it would submerge the other canoe, the batteries, and wreck the outboard motor.
At that moment, the boat was salvageable. But in an hour she’d be ruined. I needed to get her batteries off, and to do whatever I could to make sure the starboard pontoon didn’t take on water, so that the tide wouldn’t bring the water up over the outboard motor. I jogged back to the boat and told Katie about the problem. There was no way she could help. I ran back to the knoll and looked for a way to get to the beach, because by now the water had covered the outcropping of rocks at the bottom of the island where I normally brought the boat to shore. I tried to scale down the cliffs on the east side of the island overlooking the beach, but the cliffs are sheer. I could walk along the top of them and down a ridge maybe ten-feet, and then they fell off thirty-feet directly into the water. I went back to the car.
“I’m so sorry. I’m going to have to put Jake’s kayak into the water and kayak over to the boat. Then I’m going to have to take everything off the boat that can be damaged from the water, and carry it up the beach past the high tide mark: the four batteries, the trolling motor, our supplies. Then I’m going to have to try to move the boat up the beach so the high tide doesn’t wash over the starboard canoe. Ugh. Do you want to drive back to Albany and I’ll deal with this?”
“Well, I would, but I can’t drive. I’d go up to the hill to see what you’re talking about, but I won’t be able to see it. I’m literally blind without my glasses. I’ll just wait here.”
So I carried the kayak down the cement steps and paddled over to the boat. The waves by now were washing over the middle of the boat, over the hatches, almost into the starboard canoe. I lifted the lid of one of the hatches in the port canoe and saw it was totally swamped.
I deduced what had happened. I’d left the boat with the bow facing toward the beach, so that it would float up the beach as the tide rose. But the night before, as each battery died, we removed the dead battery and wired up the new one. The gas motor was in the middle of the boat, so the electric motor was mounted on the port side. Therefore each of the batteries I’d used, I’d stacked on the port side of the boat. Each discarded battery I’d placed on the port side of the boat. Though it made little difference as far as we could discern with our eyes aboard the boat, the four 60-pound batteries stacked on the port side must have made the port side sink lower in the water than the starboard side, even just an inch. As the boat crept up the beach, the wind blew it until it touched the sand. The port side touched the sand, because it sank lower in the water, while the starboard remained free. The wind then twisted the floating, starboard side, further up the beach, pivoting on the heavier port side, which was touching bottom. Then each whitecap splashed into the broadside of the port canoe. Each drop of water made that side heavier, anchoring it to the bottom, until it was completely submerged. Then as the tide rose, it rose over the canoe and over the middle of the deck, and soon it would start to flood the starboard canoe.
I carried each of the four 60-pound batteries out of the water to a log that marked the high point of the tide, and put them on the other side. I carried the trolling motor, my plastic tote full of books, the cooler, the lifejackets, the oars, the voltmeter, the inverter, the electric speakers, the bag of clothes. It took about ten trips wading through the water up the beach as the tide kept rising. When I’d removed everything that could be damaged from the water, I bent down and grabbed the deck atop the submerged canoe. I figured if I could lift it just a little, then it would float on the starboard buoyant canoe, and I could float it up to the place where the water was lapping the beach. But it was too heavy. I lifted and moved the boat an inch or two, then rested, then tried again. On my third attempt I felt a pop in my back and a feeling like lightening shoot up my spine. I could hardly stoop at all after that. Bending my knees seemed to put my left hand and left leg asleep. So if the water was going to rise, I hoped it wouldn’t rise as high as the outboard, the motor housing of which was now only two-feet above the waves. I looked at the line on the rocks and vegetation which marked the high water mark, and it seemed like it was a little lower than the motor. But if a barge or speedboat passed at high tide and sent a wave higher than the high water mark, it still might wash over the outboard and ruin it. To make sure that the boat wouldn’t somehow work its way back into the channel when the tide receded, I brought the anchor inland and tied two lines to submerged limbs on the beach. That was really all I could do, because I couldn’t even walk along the rocks back to the landing on the other side of the cliffs. I got into the kayak and paddled back. I carried the kayak up the hill and stowed it. Now it was 12:30. I knocked on the window and woke Katie.
“My only choice is to leave the boat here and hope it doesn’t get ruined, and come back at low tide and use the bilge pump to empty the canoes, so that it floats again, hopefully, and hopefully the motor isn’t ruined.”
“When can you do that? I mean, when is low tide?”
“Tonight low tide is at 7 p.m., right in the middle of when I’m supposed to be doing my book signing at Yanni’s. Then the next low tide will be at 1 a.m. but it’ll be too dark to do anything.”
“Jeeze. Can you come back the next day?”
“No, because I have my book signings at 1 at the Stewart House in Athens, and then 4-8 at Crossroads Brewery, and low tide is going to be, again, at 7 that night. I don’t want to cancel events that were the main point of the book tour. So I’ll leave the boat here until Sunday, and pump it out that afternoon.”
The problem was that I was supposed to have been at least as far as Kingston by Sunday afternoon, in order to make it to Poughkeepsie for an event on Wednesday. If, in the best case scenario, I pumped out the boat and got it floating by Sunday, I’d have to travel constantly to make it to Poughkeepsie on time. And I wouldn’t be able to charge any of my batteries, because I wouldn’t get to them until Sunday, and they take 8 hours to charge apiece. And if the water washed over the outboard, it would ruin that, too, leaving me with no propulsion whatsoever.
“Honestly,” I said to Katie, “it looks like the boat part of my book tour is over.”
The tides of the Hudson rise and fall as much as six feet in September, in the northern Hudson Valley, depending on the phase of the moon. The tides rise and fall twice a day, so you get two high tides and two low tides, roughly every 6 hours and 5 minutes. My fortunes over the last week have been like the tides, up and down, up again, down again, never abruptly, but noticeably, and, perhaps, predictably.
There was hardly a waking moment between the Friday before my launch and the Friday that I had to abandon ship that I wasn’t either working on the boat, working at my job, driving from my job to work on the boat or vice versa, or sleeping. During the four days before I launched the “finished” boat, I didn’t even shower. I slept between 3 and 5 hours per night.
On Saturday, August 26th, I left Albany for New Baltimore at 9 a.m., having worked till 11 the evening before. The whole point of building the boat was to raise awareness about the book I wrote about my experiences on the Hudson River, so first I checked on the progress of the sign my mother was painting.
The sign on the top, with the stencils still taped on, needed a second coat of yellow paint, while the bottom sign needed three coats of polyurethane on either side to protect it from the water. Painting the second coat of yellow took most of my time. After every few letters I sprayed a coat of poly on the other sign. Then I drove down to the island where the boat was tied to Jake’s dock. I unloaded some supplies I’d bought at Lowes and Walmart for Monday’s planned construction work. Then I drove home, sent emails to reporters, bookstores, restaurants, etc, until I had to leave for work 3:30-11:30. The next day, Sunday, was similar except I worked on the second sign and drove back to Albany in order to leave for work 2-9:30, and do my correspondence after.
Monday, August 28th, was supposed to be the big day to finish the cabin, get the windmills wired, and try out my 2nd outboard motor. (I’d decided, once again, to supplement the wind power with an outboard motor, because I’d used the electric motor for only an hour since putting it in the water a month earlier, to go 100-feet from Jake’s dock to the landing at Barren Island and back, yet when I’d used the motor on Sunday it barely pushed the boat against a 5 mph wind).
I was excited to go to New Baltimore on Monday and woke up at 6 a.m., like I was getting ready to catch a flight to NOLA. Monday was my first day off in five days and the last I’d have off before I set sail three days later. Having to drive to New Baltimore and back, and clean things up, etc, each time I had a morning to work on the boat, ate up a lot of time. On Monday I figured I’d lined up all the dominoes and now I’d drop them into the “finished” pile one by one.
On the way to New Baltimore I stopped by my friend Justin’s house. He’d a left an outboard motor and gas tank in his barn for me. He said it ran good the last time it was used, and I could have it for $150 (a good price for an outboard) if I wanted it. I’d told him I’d try it out first and let him know, because I’d already bought one outboard motor which was supposed to work, but I couldn’t get it running. So I pulled up to his barn and loaded his 50-lb outboard and gas tank into the passenger seat of my 2005 Ford Taurus sedan. I dropped them off in my parent’s yard and drove to the island (I needed another person to help me carry the motor down the island’s steep cement steps) . I kayaked across Colwell Cove to the boat, pulled the tarps off, stacked the anchor and other junk onto the dock so I’d have room to work on the deck, and then I trolled back to the shore, eager to work in the crisp, cool, late-August morning river air.
This was the high tide; it began to ebb, and continued, through the end of Monday.
The first problem I tackled was the cabin. I didn’t want a cabin made of plywood, because I didn’t want i) the extra weight; or, ii) the wood to act as a sail, shoving my boat over the water instead of where I tried to pilot it. So the cabin was made of 1″ pine frames, over which I would unroll canvas. I’d gotten a dozen reeds of bamboo which a local restaurant was throwing out after using them as decor. My plan was to slide the bamboo over the 1″ cabin joists to look like tiki. But when I carried the bamboo down to the shore I saw that i) they weren’t hollow but had thin disks baffling the inside every foot or so, which were impossible to knock out without splitting the wood; and, ii) most of the reeds were either too narrow to slide over the boards or too thick so that the hole on the inside of the reed was too small. So after trying to knock to inner discs out, cut them out, etc, I gave up trying to make any supports out of the bamboo, and started cutting and screwing more wood and brackets to strengthen the cabin walls. Unfortunately, after I’d added extra joists, diagonal buttresses, etc, it was hard to get in and out of the cabin from the sides of the boat. Now whenever you got onto the boat you had to crouch under a horizontal board two-feet off the deck. And it didn’t really strengthen the cabin walls.
By now it was 12:30 and I drove home to meet my dad, who was just getting home with my mom from . My mom showed me how the sign looked after she took off the stencil. It needed touch-up work where the yellow had bled. At least two hour’s worth. She had small paint brushes and offered to touch up the sign as Dad and I loaded the outboard motor into Dad’s truck and drove to the island. I kayaked out to the dock, brought the boat back with the electric motor, and Dad and I carried the motor and gas tank down the steep cement steps. We loaded these onto the boat, and Dad got onboard for the first time. I pushed us off and motored us over to a mud beach at the inside of the cove. We had to be in water to start the motor, but I wanted the boat to sit steady while we attached it to the transom. Unfortunately, the water at the beach was too shallow to put the motor onto the transom. So we used the electric motor to go back to the dock and tie up, and then we clamped the motor in place. Aside from the little bit of fiddling we’d done with the 60-year-old Johnson motor earlier in the summer, neither of us had ever even looked at an outboard. So we guessed how to hook up the gas tank to the motor, and I bent over the back of the boat to try to read the instructions on the motor. But the instructions were warn away. So we looked at the various levers and figured out which was the choke and which was the throttle, and guessed that a lever on the side was the shift. We primed the motor, turned the choke on, put the throttle to start, and I stood up to pull the starting rope. On the first pull I hit my head on one of the 1″ beams I’d screwed to the top of the cabin. I cursed and unscrewed that beam. Then I pulled the starting rope ten or twenty more times, and it didn’t seem to want to pull over or do anything. We played around with everything again and it didn’t seem like the fuel was going out of the tank into the engine. The palm ball didn’t even get hard when we primed it. So, frustrated, I motored Dad back to the shore, motored back to the dock (the electric battery now almost dead and moving me only inches every few minutes), tied up the boat, and kayaked back to the island. Dad and I drove home, met Katie who had just arrived from Albany and was helping my mom touch up the sign, and I sat and had a beer.
“My god, this is frustrating,” I said to Mom and Katie, who were hunched over the sign, and Dad, who sat at the other end of the table.
“Is there anything I can do to help?” Katie asked.
“Grr. Well, there are ten thousand things that I need to do within the next 48 hours, but they’re all moot unless I can get a damn motor working.”
“What about the electric motor?” my mother asked. “I thought you had the windmills for that?”
“Yes, but the batteries give me like an hour and a half of propulsion apiece before they need to be recharged. But they take like eight hours to be recharged. So if I kill one battery by using it for 1.5 hours, let’s say, then I can hook up the next battery, while the first is recharging. After 1.5 hours I’ll have a second battery that is dead, another that is less than 1/4 charged, and two full batteries. So after 6 hours I’ll have three dead batteries and one that is only 3/4 charged. And the windmills only charge if the wind is blowing. But the electric motor isn’t really that strong for pushing a boat through the wind and the tide. So it’s like, I can use the electric motor if I’m going with the tide, and then by the end of 32 hours, I can use it for another six-hour tide. But on Thursday I’m supposed to go up to Troy, so I’ll be using the motor to go up, and then back down to Albany, and then from Albany back down to Coeymans. That’s going to be like 12 hours worth of traveling. I’d really feel more comfortable if I had a motor. It’s not even about comfort. I don’t think I can get from place to place reliably on the electric motor. I have appointments to make on the book tour–it’s not like other years where I could just drift from place to place.”
“Yeah and you don’t want to get stuck out on the river and the battery dies or something and you’re stuck,” my mom said.
“Yes. But now I am the proud owner of not one but TWO NON-WORKING OUTBOARD MOTORS! Ugh!”
“Well, just relax, baby, we’ll figure something out,” Katie said.
“It’d better be soon, because I don’t know what the heck I’m going to do if we can’t figure it out by tomorrow.”
“You could call Jake and ask him to come down and look at the motor tonight,” Katie said.
“I could call Glen [Peters–our auto mechanic] and see if he knows anything about boat motors,” Dad offered.
“Is there anybody else might have a motor you could use?” Mom asked.
“I did text Jake,” I said to Katie, “and he is coming tonight after his Executive Committee meeting to help me figure it out.”
“Oh! That’s good,” Dad said.
“Yes. And if you could call Glen, I’d love to know if he can take a look at the motor, but I’d need it by Thursday.”
“I donno about that…”
“Well, exactly. It doesn’t solve the problem if I can’t get it before Thursday. Oh!” I touched Katie on the arm. “Remember when we went to your co-worker Kate’s housewarming party, and I was playing Corn Hole with that guy? He said he’d just gotten a new outboard motor right out of the box. Maybe I could rent his for two weeks or something!”
“Do you have his number?”
“Yeah–I texted him pictures of the boat the night I met him. I’m going to text him right now, just as a backup plan.”
So I texted the guy, and Dad called Glen the auto mechanic, and then we ate some homemade tomato pie from Mom’s garden and waited for Jake to get out of his meeting.
After dinner, Katie and I went to the island to do some painting and anything else we might do as we waited for Jake. When we were out on the dock we saw Jackson, Jake’s dog, running along the beach, and then heard Jake shout down to us from atop the steep cement steps. So we trolled back to him and we went through the same steps that Dad and I had gone through with the motor four hours earlier, with no effect. We tried taking the gas tank off of Jake’s sailboat and attaching it to my motor, but the lines had different fixtures. Now it was dusk and Jake had to go home to put his daughter to bed, and all I’d really accomplished on this Monday when I was supposed to get everything done was to put up a couple of support beams and for Mom and Katie to touch up the sign. Very discouraged, we drove back to my parents’ house to debrief them. There, my Dad said he’d spoken to Glen who did know about outboards, and who said he would take a look at mine if we dropped it off to his shop the next day. It was too dark at this point to get the motor from the island, so I told Dad I’d come down the next day so we could get the motor before Dad had to leave with the truck, and he would drop it off to the mechanic. Meanwhile I got a text from the man I’d met playing Corn Hole, and he offered to let me rent his motor. I figured a working motor in hand was worth two non-working motors on hand, so I told him I’d drive up to his house in Cohoes and get the motor that night. I left my parents, drove up to Cohoes, met the guy at 10 p.m., gave him $100 in cash, and for the second time that day I loaded an outboard motor and a gas tank into the passenger seat of my car. I can’t say I loved the idea of having the gas tank in there as I drove, or the expensive motor in the passenger seat as I parked in Center Square. Back in Albany I spent a couple hours corresponding with parties interested in the tour, and making Facebook Event invitations, and went to bed at 2:30, knowing had to get up at 6:30 to drive the borrowed outboard to New Baltimore, because I didn’t want it sitting in my car during the day.
On Tuesday I drove down in the morning and dropped off the borrowed motor. I showed my mom what I was looking to do with the canvass drop cloths functioning like curtains to roll up and down the side of the cabin. I drove to the island to check on the boat and saw Jake’s gas tank floating away. A barge had just passed and the dock and Jake’s sailboat were rocking from the wake, and the red tank was bobbing out into the channel. I a kayak down the steps and paddled out to rescue it. It was good timing, but I’m not sure Jake would consider it fortunate that I was there, since the whole reason the tank was on his dock (and therefore knocked into the water) rather than on his sailboat, was because he took it out to help me get my motor working the previous day. I brought some supplies from the island back to my parent’s house and then it was time to head back to Albany to go to work. I got out at 10 p.m. and, like the night before, spent the night corresponding and doing clerical tasks for the trip.
Wednesday was do-or-die-time. It reminded me of the days before launching one of our rafts back in the two-thousand-and-0’s. I knew I’d be spending the entire day (outside of work) finishing up the boat. I met my friend Nick in New Baltimore at 7 a.m. Right as we arrived, Jake pulled into my parent’s driveway with his trailer. He left it there before going to his New-Teacher Orientation at Coxsackie-Athens. We put the ball-hitch on my father’s truck, and he took my car to his morning job. Nick and I drove to Barren Island, where Nick dropped me off. He drove up to Coeymans with the trailer.
I kayaked out to the boat and used the trolling motor to go up to Coeymans. We backed the truck down the launch ramp and brought the boat onto the trailer. It was difficult tying it to the trailer because the boat is almost sixteen-feet long, while the trailer is only ten-feet. We ran all of the ropes around the front of the boat so it wouldn’t bounce off the trailer on the way back to my parent’s house. By 9 a.m. we were back with the boat.
The first order of business was to attach an outboard motor mount to the back of the boat. An outboard motor mount is a pretty heavy metal hinge that the outboard vices onto. You can adjust a lever on the mount in order to raise the motor out of the water so it doesn’t strike rocks or mud in shallow water or when transporting or launching the boat. I just happened to have an old mount lying around from a 21-foot sailboat I’d bought off of a man from Delmar 4 years earlier, and cut up into pieces. Nick and I went back into the woods and found the mount among a bunch of other odds and ends I’d collected over the years, like the old paddlewheel from Assiduity, another dilapidated speedboat hull I’d gotten for free from Amsterdam NY, two boat trailers, a sunfish, and some sailing masts. We brought the mount back to the boat and bolted it to the transom, or back end, of That’s Life.
Next, we made a cover for the center console, to stow small items. It always helps to have a second guy when you’re running a piece of plywood across a table saw. Then we measured and drew out the hatches to cut in the deck so I’d have access to the space in the canoes to store my equipment. The problem was cutting those hatches out. My circular saw is broken, or dull, or something, and burned more than it cut. So I asked my mom if she’d call my Uncle Paul, who is a carpenter, and see if he’d come down and cut the hatches for me while I was at work that night. He said he would. Nick had to leave around 10:30 a.m.. I helped my mom with the canvass coverings she was making for the cabin, then headed up the Napa in Ravena to buy three deep-cycle marine batteries. These cost $349. That included $30 in savings because I returned three old batteries and there is a kind of deposit or credit you get when buying a new battery if you return the core from an old one. Unfortunately the batteries weren’t in stock and the clerk said I’d have to pick them up at 7:30 a.m. the next morning (the morning of my launch). I ensured with the clerk that the batteries would come charged, because I’d have no time to charge them, and he said that they would. Next I went down to Coeymans Marina and bought the “coast guard package”–which is to say, the items which the State mandates I must have on board my vessel. These included a four-pack of flares ($34.25), a white stern light ($20.99), a red/green bow light ($16.95), a throwable life preserver ($16.19) and some other items I needed to finish my boat, for a total cost of $166.49. I’d been saving $10 every shift I worked since last November for the boat, and this finally depleted my budget. I brought the supplies back to New Baltimore, checked on my mom’s progress, and we realized I’d need to buy two more drop cloths to complete the canvas covering for the deck, one more set of hinges, and four more pieces of 1″ boards. I told them I’d pick up the items on my way back down to New Baltimore that evening, then set off for Albany to work my serving shift.
Luckily, it was a slow night, and my coworkers, the manager and the owner of El Loco were sympathetic to my book sale endeavor. They let me leave at 6:30. I went to Lowes and Walmart (to get the food and other provisions for the trip) and got to New Baltimore at quarter ’til eight. My parents and Uncle Paul were working on the boat under the floodlights of the workshop. Uncle Paul had cut the hatches into the deck and put hinges in place, and drilled holes and ran bungie cords through to close them. This opened up a ton of space. My mother was in the process of sweeping the deck with a broom, because it had gotten covered with mud and pebbles while I worked on it at Barren Island. At the back of the boat I saw that they had attached the motor to the motor mount. After showing me the improvements (Uncle Paul said the price for the work was to take his son, my cousin, Pauly Junior, out on the boat when the trip was over), my dad left to bring Uncle Paul home, my mother went inside with the drop clothes I’d bought at Lowes to make the rest of the cabin walls, and I brought some 2x4s out of the workshop to build the poles that would hold the windmills up under the floodlight. The windmills rotate on 2″ diameter pipes, through which the wires run down. To attach these, I cut 2x4s to the correct height, then used a jigsaw and a chisel to cut 2″ slots in the 4″ sides of the 2x4s, then I lowered the windmill mounts in and duct taped them in place. You’d be surprised how well this holds. This was the same process we’d used to attach the windmills to Assembly Required in 2010 and they held all the way to NYC in 15 mph winds 150 miles. Once I’d bolted these vertical boards to the deck I ran a horizontal board connecting the posts halfway up. By then my Dad was home and we built a frame for holding the gas tank for the outboard motor in place, with a bungie to keep it from popping out. Dad then went inside to help my mom with the canvass flaps for the cabin as I cleaned the boat off, put all the tools away, and loaded the back of his truck with all the supplies I would need for the next day. My mom finished the canvass sides just as I finished cleaning and loading–12:30 a.m.. I drove home to sleep for four hours.
Thursday, August 31, was launch day. I woke up at 6 a.m. and drove to New Baltimore. My mom realized she had sewed one of the canvass sides incorrectly, so we took it apart and she started re-glueing it. Dad and I drove to Napa to get the three 60-pound deep-cycle marine batteries, and I bought 5 gallons of gas. Back home we mixed the gas in a 50::1 ratio with marine 2-stoke oil and put it in the boat’s gas tank. Then we noticed that the trailer had a flat tire. So we brought out my grandfather’s old air-compressor and filled the tire. Then we backed up the truck and it took my dad, mom and I about a half an hour to maneuver the trailer with the heavy-as-hell boat hanging 6-feet off the back into place above the ball-hitch on the truck, lower it, and snap it into place. I got into my car and followed my parents as they drove slowly down their driveway. At the bottom of the driveway, which is steep, the back of one of the canoes scraped the pavement. My dad stopped, but I told him to keep going, because we probably wouldn’t go over another section of road as steep as their driveway.
My plan had been to have the boat in the water at Henry Hudson Park, which is ten miles north of New Baltimore and about 15 miles south of Troy (where I was meeting a reporter that afternoon) at 9 a.m.. But it was 9 a.m. already, and we had to creep along the road because every bounce sent the back of the boat bottoming. I got more and more nervous as we turned onto 144, which runs along the river up to Albany, and started to accumulate traffic behind us. Over one bump a washer came bouncing off the boat and almost hit my car. As we got into Coeymans, where the road is full of potholes, I thought the boat might hit the ground again. Worse, I feared that my parents might get pulled over and a cop would tell us we couldn’t have the boat on the road. So I called my mom on her cellphone and said “Let’s just launch in Coeymans. If the motor works I can make up the time.” So we turned down to Coeymans Marina.
Dad backed the boat back, as Mom and I directed him, down the boat launch, until Jake’s tires were nearly submerged. Then Dad and I took off our shoes and waded into the water to untie the boat as Mom stood on shore with a length of line. Once the boat was untied we tried to lift the front off the trailer, because the back was in the water. It took a series of back and forth lifts to get it off, but we lifted it and pushed it down into the water with a splash. Once tied, I jumped aboard and opened the hatches to load the supplies from the back of the truck. I was startled to see a foot of water in the port hull. It had never leaked before, but if there was that much water in the hull, it must have a massive hole, I thought. Maybe the hole was made when the boat scraped the driveway. I couldn’t tell how fast the water was coming in. As my mom held the boat and my dad started unloading the truck I ran over to Coeymans Marina to buy a bilge-pump (a battery powered kind of sump pump), for $50. I ran back and hooked it up to the battery to pump the water out. This took about fifteen minutes, and once the water was pumped out, it didn’t seem to flood again. I decided that the boat wasn’t leaking; rather, when Dad and I pushed her off the trailer into the water, the back of the left canoe had gotten pushed under the water and scooped the water up.
By now it was 10:30–an hour-and-a-half later and 8 miles south of where I’d planned to launch. We started loading the supplies on board and putting the windmills in place and bolting the boat together. A couple of older men gathered around the dock and watched us. Dad had to run home for a hammer and an adjustable wrench. One of the onlookers came over and gave us a hammer without our asking, and we were thankful for it. He asked what we were doing, but seemed exceedingly shy and a share skeptical. By the time we’d loaded the supplies onboard, and screwed in the boards that needed to be screwed, and bolted in the boards that needed to be bolted, it was after noon. Mom started to tell me how she planned to affix the canvass to the frame of the cabin, but I exclaimed that I had to just throw the stuff on board and get going, because I was running out of time. Likewise, Dad tried to suggest how to run the fuel line to the motor so it was out of the way, and different ways to load the supplies onto the boat. Finally I said “I’ve got to just try out this motor already, because if it doesn’t work this whole trip is over!” So we primed the motor, set the choke, Dad and Mom got off the boat, and I pulled the cord. On the third try she started, then began to stall.
“Kill the choke now!” Dad shouted.
I did, and the motor roared to life. Immediately I moved away from the dock. This motor made much more momentum than the trolling motor. Rather than turning on a dime, I started arcing from the dock awkwardly.
“Watch where you’re going, now!” Dad shouted. Indeed, I was headed right for the boats docked at Coeymans Marina. I jerked the motor around and twisted in a 180. Then I turned the throttle lever and twisted her down to a troll. Still I was moving away from the dock. I twisted the motor to face south, toward Barren Island, in order to take the channel around the mile of rocks in the middle of the river, at the end of which was a buoy, where I would turn to port and head north again. After just a moment I was already 50 feet from the dock where my parent’s stood. My mom was shouting to me, but I couldn’t hear her over the motor.
“I can’t hear you!” I shouted, moving rapidly downstream. “I’ll call you in a few minutes. Thank you!”
I saw them nod and stand watching me on the dock. Every second, they grew smaller from my perspective. I sat down and looked toward the buoys in front of me, and glanced back at the motor, which I’d need to learn how to use on the fly. My trip had begun.
I’ve got one week until Katie and I set sail from Troy to Manhattan on my book tour. I need to finish the boat, connect with the media, and finalize the schedule with the businesses at which I’m stopping. I just started to remember, today, what the last week before a raft trip used to feel like. There are lots of problems, and I’m not totally sure that everything will work out. But it feels exhilarating.
I decided to ditch the gas motor. It always felt like cheating, since I’d never used a gas motor on the trips that my book is about. Or, it felt like I was getting old, because I never worried about a gas motor when I built boats before. And if you read the previous post, you know the motor was 60 years old, it was hard to start, and it had a gas tank that the boating blogs warn poses an EXTREME EXPLOSION HAZARD. I was spending too many hours fiddling with the thing every day, when I should have been focusing on something I already know how to do (more or less), which is to wire together a bank of deep cycle batteries and hook them up to the two windmills I had on Assembly Required, the boat that I sailed to Manhattan in 2010.
Next I decided to ditch the idea of taking the boat apart into pieces and shipping it in the back of a pickup truck whenever I wanted to drive it from place to place. It was a good idea back in February, but the pieces were heavy, and required two people spending an hour to put the boat together whenever I wanted to work on it, and then a half-hour to take it apart again. Instead, I decided I’d get a trailer, put the boat together on top of it, and then I could work on painting it, wiring it, and building a structure on top to protect from the weather, without wasting time whenever I had 3 hours to go to New Baltimore to work on the vessel before I had to drive back to Albany to go to work.
So I drove to New Baltimore and Katie, my dad and I put the boat together in the yard. This time we used bolts but I put a whole bunch of screws through it too, so that the boat is really one piece now. To attach the platform to the canoes I crawled under the boat and tied the platform’s joists to the cross-beams of the canoes. Katie and Dad were unsure this would be a sturdy enough connection, but I knew from building Mother of Inventions in 2009 that rope is a really great medium for connecting hulls to platforms. They can take a lot of stress without snapping.
The bow of the platform floats between the two canoes, as does the back of the boat. I wanted to support the bow so I could stand on it. Also, I didn’t want the canoes to shift or pizza-slice like a person trying to slow down on skis–the canoes have to stay exactly parallel. So I tied a rope through the loops at the fronts and backs of either canoe, to a bolt with two eyelets on either side, which when screwed together, adds tension to a line.
After screwing in a set of oar locks, the next step was to lift the boat onto a trailer. My friend Jake had dropped his trailer off early in the morning, but he’d to leave to help demolish a house. So it was up to me, Dad and Katie to get the boat, which now weighed about 500 pounds, onto the trailer before Jake came back, so we could take the boat to the river that night and test it out. Getting The Manhattan Project (2007) and Assiduity (2009) onto trailers required cranes and 20 people, respectively. But this boat is much smaller. My father and I were able to lift the front of the boat while Katie slid a 12-foot 2×4 underneath, so we could hold it better. We then rested the 2×4 on higher and higher piles of lumber until we could back the trailer underneath the bow. Then I put a series of pipes under the bow on top of the trailer, and Dad and I lifted from behind and rolled it forward. This was how we rolled the bridge off of Assiduity 16 feet in the air when we had to move that monstrosity to the river in 2009.
By 2 p.m. we’d gotten the boat permanently put together and onto the trailer. Jake was not due back to tow the boat to the river until 7 p.m. It was at this point that I saw a big difference in my Dad, compared to years ago. Back when I was building rafts, as I describe in my book, Dad used to joke about how silly I was, how I was ruining his yard, messing up his driveway, and wasting my time. My dad read my book about those adventures, and told me he didn’t like the way I’d described him, like an adversarial figure. I didn’t really know how to respond to that, because I know he wasn’t trying to be adversarial, but that was how he seemed to me, then. Well, now Katie and I rested on the boat and Dad sat on the stone wall that’s waist high across the driveway by the hill below the house. We were trying to figure out what to do next. Suddenly, he stood and asked, “Do you want me to drive over to Glen’s [our mechanic in Hannacroix] and see if he has my trailer hitch?” Dad and Mom had bought a newer truck which did not have a hitch attached, and Dad was waiting for the mechanic to fix the flat tire on the wood-splitter, and he was going to install the trailer hitch, which would only take a second to install, while Dad happened to be out there to get the wood-splitter (whenever that happened). “I’ll go over. What the heck. We gotta try out the thing sooner or later, right?”
“If you want to go over to Glen’s and get the trailer hitch, and use it to take Jake’s trailer to the river sooner rather than later, I’m down for that! I just don’t want to inconvenience you or anything with the truck. I’d really like to get this thing to the river as soon as possible.”
“It’s nothing,” my dad said, and took off to get the trailer hitch so we could finally try out the boat that I’d been designing and building since April or something like that. I didn’t feel total relief, but I felt partial relief because the solution to one problem–how to tow the boat conveniently–was largely solved. I could borrow my Dad’s truck, or he could drive.
Once Dad came back with the truck hitch it was a simple matter to hook up the trailer, then Katie and I followed behind as he and Mom drove up to Coeymans Marina. Katie and I veered off in order to drop my car at Barren Island, then we met my parents by the docks in Coeymans. This was the easiest transport of one of my boats to the river yet. We simply backed the boat down the launch until the trailer’s wheels almost touched, and the overhanging canoes licked the water. Then I untied the boat, lifted the bow off the trailer, and she slid right in.
Well, we tied the boat up to the dock and loaded the oars, the marine battery, the trolling motor and our life jackets. In a tupperware “dry box” we kept our keys and cellphones. While Katie, Mom, Dad and I stood on the dock, I did a little dedication ceremony. I threw a pocketful of coins onto the deck, popped a bottle of champagne, poured the first three libations to Poseidon, poured a little over the deck, and I named her “TL” — short for That’s Life.
It was obvious that she wasn’t taking on any water and that the whole deck held together well. She only drew about 6-inches of water, just about what a canoe would normally draw. My dad was surprised because he thought the extra weight of the deck and battery would push the canoes under water. Katie was visibly relieved because she has been in a canoe only about four times, and of course a singular canoe threatens to tip whenever you shift your weight. But when we got aboard she saw that the two canoes cancelled each other’s tipping motion, and that it would be very difficult to capsize the boat (more difficult than it would be to capsize a V-hulled boat like a speedboat or a sailboat, whose ballast must be kept below water level). We only had about two hours of daylight left, and I wanted to test the boat out and tie her up in Colewell Cove, on Barren Island, where Jake had planted a dock and moored his sailboat. So Katie and I boarded and waved goodbye to my parents. I hooked the electric motor to the battery and turned her on. We started moving downstream on half-power at about 3 mph, which is just below the boat’s cruising speed of about 4 mph. I remarked to Katie that it had been seven years, but I was now I was the captain of a boat again!
There is a point on Bannerman Island that makes a peninsula and cuts off the view of Coeymans from downstream. On our first raft it took us nearly 45 minutes to pass this point. On our later boats with oars it took us about 12 minutes to pass this point. On this night, with the water like glass, and no wind, and the perfectly streamlined hulls and an electric motor, we reached the point in 5 minutes, before my parents had pulled away from Coeymans in their truck.
It was mid-August and this was the first time Katie and I had been out on a canoe the whole year. We had the bottle of champagne to pass back and forth. So we decided to motor south to the beach at the southern side of the bay formed where the Hannacroix Creek meets the Hudson, a mile downstream. Katie watched her first three barges pass in close proximity. I told her,
“You’d think we have to worry about the wakes from barges, but they’re not so bad. Their wakes come at you slow and rolly. All you’ve got to do is turn and face them, and they’re over in a couple of seconds.” We turned and rode the wake of a barge and it was no problem. “It’s the speedboats that you have to watch out for. When the go by at 40 miles an hour, their wake comes flying out, and they’re bigger and less predictable than the wakes of the barges.”
You can tell it’s low tide because the littoral grass and lily pads are protruding from the water almost out to the channel. After we made our stop, we motored back up to the north side of Barren Island. I brought us to shore and we carried a canoe down from a hill where Jake keeps it. We put this on the boat, then motored out to the dock where Jake has his sailboat. We tied up TL, then canoed back to the land, where there’s a path through the woods which led to where we’d dropped off my car. I took a final picture of the boat tied to the dock next to Jake’s 30-foot sailboat. It’s grainy because I had to zoom in with my camera. All the lights and cranes behind are the works they’ve built just north of Coeymans. None of that existed when I was taking rafts down the river. We stowed one of our rafts where the tanker is moored in the picture below, because the whole place was an abandoned brick plant with some falling-down sheds.
The next day was Monday and I had a book event up in Dana Park in Albany, the Monday Night Concert Series. It is the little park next to Lionheart in the triangle formed by the intersection of Lark Street and Delaware Ave on Madison Avenue. I spent three hours there, and made a profit of $5. But I feel like every movie you watch about some comedian or singer has a scene at the beginning, when they’re just starting out, and they are performing at some hole-in-the-wall place with about two customers, one of whom is heckling them. So I didn’t resent being there–in fact I was honored to be asked to attend. I was adding to my starving artist creds. While I was there, the publisher of Boating on the Hudson Magazine, John Vargo, emailed me a proof of the cover of the September issue. Boating on the Hudson is a free magazine; 6,000 copies are distributed each month between Lake Champlain and Manhattan, and he put a picture of me and my book on the cover with the caption “The Next Hemingway.” That sure felt good, especially since Hemingway was one of the main authors I emulate in my writing (the first chapter of my book, which uses driftwood as an epic simile, is a nod to the first chapter of A Farewell to Arms, which uses falling leaves as an epic simile).
I didn’t have a lot of time to go down to check on the boat over the next week (August 14-20), because I worked every night, and every day I had to email restaurants, breweries, bookstores and marinas about the book tour. Sometimes in the serving industry you have the option to leave early if business is slow, but for two weeks I couldn’t leave early because I needed the cash so badly to order copies of the books, which take a couple of weeks to be printed and mailed, for the book tour. 20 copies of Volumes I and II cost $290, and I wanted to have 100 on hand before I set sail. So I definitely had to work every night, and still transfer $600 from my line of credit to get the books. The worst thing I can picture would be to have people show up to buy my books at an event, and I am sold out. So eight days went by and I didn’t have a day to go down to New Baltimore to check on the boat, and then on Monday I started to get nervous. On a raft trip in 2007 I’d left my boat tied up in New Baltimore, and first the wind snapped its anchor line, then the tide washed it onto shore, then the police ticketed it, and then somebody cut its mooring lines as an intentional act of vandalism. So I made a point of getting up early and driving down to check on the boat on Monday morning.
If I’d gone down to check on the boat one day later, I wouldn’t have a boat to write about. I hadn’t thought to screw in cleats when we’d launched the boat, so I’d had to tie her to Jake’s dock by throwing climbing ropes around the bow and stern lines that connected the two canoes, and I tied one line to an oarlock and passed it through a cleat on Jake’s dock. When I drove to barren island and kayaked out to the dock, the boat was literally hanging by a threat. The line that had been tied through the oar lock had snapped the oarlock in half; the line tied around the bow had snapped; the one remaining line was chaffed and threatened to break at any moment. I retied the lines and ran home in order to get cleats to attach to the boat. This was the day of the solar eclipse, and as that was going on, I ran a long lead line behind my parent’s house, over the hill, stringing three 100-foot lines together, and carried up the electric drill. I used the drill to harvest the cleats and other hardware from the my old boat, Assembly Required, which I’d sailed from Albany to Manhattan in 2010, and which was now a pile of rotting wood and chipping fiberglass. I removed the hardware as the noise of the drill sent bees swarming and grasshoppers jumping all around me.
I’d bought an inverter–a mechanism that you can hook up to a big battery like a car battery which converts the current from DC to AC so you can run appliances off of it. I brought this device, the drill and the cleats back to the river, kayaked out to the boat, brought the boat back to shore, and loaded them aboard. While I was doing this, several boats passed, and I saw why the ropes had snapped over the previous week. Jake’s dock is in shallow water, and when the wakes from the passing barges and powerboats hit the shallow water they grow in size. I watched as the wakes hit Jake’s dock and sent it and his sailboat bouncing violently. Meanwhile a couple of boats passed–I think one was Riverkeeper–and men stood with binoculars gazing at me. I managed to screw in one of the cleats, but the inverter kept beeping because the drill drew more power than the inverter could handle. So I got some of the cleats half-screwed in, then brought the boat back to the dock and tied new, stronger lines, directly around the boat’s frame. I decided I needed to come back to the boat on my next free morning (two days later, Wednesday the 23rd) with a cordless drill, to attach the cleats more securely.
Wednesday started, for me, at 6:30 a.m., because I had to go to traffic court in Delmar at 8 a.m., because I had a totally B.S. ticket for not counting to four at a stop sign coming off the Thruway in Selkirk, but I decided not to fight it if they gave me a plea, because it doesn’t matter if you’re guilty or innocent in a traffic violation, either you get found guilty or a lawyer finds some procedural error, and I didn’t feel like getting a lawyer. (As a side note–I can see how the process is very confusing to a person without experience in government–the Prosecutor appears to be a functionary of the court system, and when they call you into the room alone, it seems like a representative of the judge is speaking to you. I accepted the plea of parking on pavement, and then the prosecutor started lecturing me on the dangers of “blowing a stop sign.” I didn’t blow a stop sign, I stopped a stop sign behind a dump truck where I could see a quarter mile of highway in either direction, and I didn’t stop a second time, but drove onto Route 144 at 2 mph behind the dump truck. I must have had a look on my face because he stopped halfway through his sentence and said, “Well, I don’t need to lecture you,” and I felt like saying, “Yeah, you’re function here is to make sure that these BS tickets take the money out of my pocket and put them into the town coffers, let’s cut the pretend-moral-authority.”)
I drove back to my apartment and Katie and I drove down to New Baltimore. It was now eleven a.m. Katie worked with my mom toward making the signs which will be on either side of the boat reading “DALLASTROMBLEY.COM, Coming of Age on the Hudson.” I’d already cut and painted the boards on which the letters would be displayed, and my mom was using a high-end printer she got for Christmas to cut out the letters. Then we’d just have to tape them to the boards and they’d function as stencils.
As mom worked on the stencils, Katie and I drove to Barren Island with some one-inch boards, screws, and the cordless drill. The boat was still tied up fine when I kayaked out to the dock. We beached the boat on land and used the drill to put the five cleats in more tightly, so now we have the ability to tie up to docks quickly. Then we built the frame of a “cabin.” It’s basically a stick frame that we can unroll a canvas drop cloth on top of, and bungie it down, to make an 8-foot by 6-foot room which is 4-feet high. Larger than a tent, it will give us a place to ride out summer storms, and a place to hook lanterns and navigation lights.
By then it was past two p.m. so we had to pack it in. I retied the boat. We drove back to my parent’s house, where my mom was still working on the stencils. She offered to finish them, tape them to the boards, and give them the first coat of paint. I’ll check out the signs tomorrow. As of today she had a first coat.
Tomorrow (Friday morning, 6 days before launch) I’ll get up at 7:30 to go to Lowes for L-brackets, hinges, polyurethane, and 1-inch boards, then bring back two of my old marine batteries to NAPA and get three new ones (if you return a marine battery you don’t have to pay the NYS surcharge of $10), then go to Yanni’s to see about getting a boat slip for my book signing there are 9/1, then to the island to work on the boat for an hour, then to Uhaul to see about renting a trailer to bring the boat up to Troy before my trip, then clean up and head back to Albany for a 4:30-11:30 table waiting shift.
My friend Paul, who used to administer the website for my raft projects, found this gem in his files. It’s a radio interview on the Don Weeks Show on WGY in 2007, after my third raft was stolen and wrecked by vandals by the Normanskill Creek on the border of Albany and Bethlehem. The audio file takes 7 seconds to start.
Time constricts. You turn your head for a moment, and bills pile up, deadlines approach, laundry and dishes clutter. It seems like just last week I was sending pictures of my popsicle stick boat model to Mike, and saying “I think it’ll take about a month to build.” That was March. Now it’s July and five weeks until I set sail on my book tour, which could either be my big break, or a huge flop.
In mid-June, Katie quit her job to see what else is out there. I encouraged her to do so. (I left a career at the New York State Assembly to write and travel, and although it’s been hard financially, I think the benefits of working for myself, setting my own schedule, working outside of an office, experiencing the sun in the middle of the day–far outweigh the costs.) With alacrity she offered to help me construct the boat, and I eagerly accepted her help. It came at an especially opportune time, because Sam, who ‘d been helping me on weekdays, is a recent father, and can’t come down to help as often.
So we went to New Baltimore to put a second coat of primer on the canoes. It was late June and about 95 degrees. Katie rolled up her sleeves as we mixed the paint and flipped the canoes upside down. With sweat beading on her forehead, she said, “This feels great. I’m out of the office. I feel like a real laborer!” It took about an hour to coat both canoes with white paint.
My dad, meanwhile, was cutting firewood from some recently-felled trees, as my mother burned brush and leaves. After a while, Dad passed us, under their carport, where there was a pile of about 50 forty-pound bags of mulch. My parents were having their driveway resealed the next day, and my dad had to get the bags of mulch off the driveway. I felt like a brat painting while my father, already sweating buckets, began to move the mulch bags onto the lawn. So I put my brush down and went over to help him. Katie followed, watched me throw a bag over my shoulder, and carry it onto the pile. She bent, tried to lift a bag, and couldn’t get it over her shoulder.
“How much do you think this bag weighs?” she asked. She spends about an hour a day working out, and I think she thought that would translate to manual strength. But there is a kind of strength that builds in your bones and sinews as much as in your connective muscles from years of doing things like raking and lifting mulch, which is different from the kinds of muscles you build doing pushups and leg lifts.
“I’d say it weighs about 40 pounds,” I said.
Undeterred, Katie bent and lifted a bag, which much effort, dragged it ten feet away, and put it on the ground by the pile of mulch. I lifted it onto the top of the pile. This went on as we helped Dad with twenty or so bags. Finally my mother came up from the bonfire, saw Katie lifting the heavy bags, and said,
“Katie! What are you doing!”
“I’m LABORING!” Katie said. I couldn’t help but laugh at how she brought the word full-circle, and enjoyed doing manual work.
Next, Katie and I carried the pieces of the deck out from the workshop onto the driveway as the canoes dried. I only needed Dad’s help for the middle, heaviest section, which is composed of a piece of plywood connected to six 2X4s. By then the canoes were dry, so Katie and I carried them to the driveway and measured the distance between them. We placed the sections of the deck on top.
I’d bought new bolts capable of passing through the multiple pieces of plywood and joists. The idea was that the deck would be built of multiple sections, each of which could be carried by Katie and I and stacked in the back of a pickup truck, and then bolted together at the river on the canoes. That, I figured, would allow Katie and I (or Mike or Sam or Dad and I) to use the boat whenever we wanted, without a trailer. We lined up the deck and drilled the holes for the bolts to connect the two center pieces. But when we put the back section of the deck in place, we realized that we didn’t have bolts long enough to pass through all the decking and joists. We’d need bolts at least 7″ long. So we drove up to True Value in Ravena and bought the bolts. As soon as we got back, I held the bolts next to the two sections of deck, and saw that they would be long enough to pass through the two sections of deck and connect them. But then I tried to drill the holes for the bolts to pass through, and my drill bit was too short.
It was now almost four o’clock in the afternoon, and although we’d been working for five hours, we’d only painted the two canoes and drilled four holes. I didn’t want to stop again to drive back to the store and spend another $15 on a longer drill bit. So, while Katie held the two sections of deck in place (by sitting on them), I drilled holes through the back deck, and then we took that deck section off. There were dimples in the bottom deck where the drill bit had passed through and made its impression. I used the bit to drill the holes through the bottom deck where the dimples were. Then we put the back deck back in place. I was able to pass bolts through two of the holes, connecting the decks in those two places, but I couldn’t put a bolt through one of the holes, because the hole was situated right above the canoe, and it hit the canoe instead of passing through. And another hole in the top deck didn’t line up with the hole in the bottom deck, because I must not have drilled them straight, so I couldn’t get the bolt through there. The engine I’d just bought would be attached to the back deck, and it needed to be connected damn well to the rest of the boat, or else the 7.5 horsepower force of the engine would just break the back deck off from the front. Two little bolts would not do the trick. So I lost my patience and started to curse and throw tools around. But seeing Katie there, I thought I needed to be more manly and not get so frustrated as soon something didn’t turn out as planned. (Especially because Katie is going with me on this boat tour, and is kind of nervous because 6 of 7 of my previous rafts sank, and asks me, now and again, to explain to her why I believe that this new raft will be safe.)
So I was kind of throwing things around in frustration, and Katie was offering to help if I could give her some direction, which I couldn’t, because I was frustrated (a word that means you have run out of ideas). Luckily, just at that moment, my friend Jake pulled into the driveway. He’d offered to help to get the new outboard motor I’d bought running. He would’ve come earlier in the day, but he had to wait to pick up his two year old daughter, Rosalyn, from daycare.
Jake’s arrival relieved a lot of stress, because Katie basically looked to me for direction, because the raft construction was my plan based on my previous experiences, but I was out of ideas. Jake is a hands-on type, who owns an outboard motor and is fixing up an old sailboat, so we could look to him for fresh direction.
Katie hadn’t met Jake before. Indeed, except for a visit from Jake two weeks earlier, I hadn’t seen Jake in about ten years. But he is one of the nicest guys I’ve ever met. He messaged me one night while I was working at El Loco, because he is running for Town Council in New Baltimore, and I had run for Assembly in that district five years ago, and he was looking for advice.
I want to make an aside right here and just say that I think of Jake Cowell as a great friend and a spectacular candidate for office. He is a gym teacher, he has travelled all over the country, he has been dating the same woman as long as I’ve known him (who is also very sweet and smart), to whom he is married with a two-year old daughter. When he told me he was running for office, my first thought was not whether he would do a good job, but whether the process of running for office was good for him, as a person. Because when you run for office, you have to interact with a lot of people who you know you could help, but they will only vote for whatever party they are registered for, even if it is against their own interest, the interest of their community, the interest of their family, and the economic interest of the area. But I sat down with Jake two weeks earlier and after ten years I found that he was the same smart guy, who loves life, who grew up in the area and wants to help as best he can, who has ideas and energy, who is invested in the area as a property owner and the patriarch of a family, who is neither a strict liberal or strict conservative, but someone who wants to bring the community together to lower taxes, stimulate economic activity, and just make the area a place for people to be proud to say that they live in. Plus the damn guy is busy as heck between raising a family, his own hobbies, and running for office, but he wanted to come over and help me with my boat motor, after not seeing me for ten years.
So Jake came and introduced Katie and I to Roselyn, who was shy at first, but immediately took a liking to Katie. Katie picked her up and showed her around my parent’s yard, looking at trees and dandelions, as Jake and I carried the 1957 Johnson two-stroke engine out into the yard and hooked up a hose and tried to get it started for the first time.
The man who sold me the motor said it ran great. However, the rubber fuel lines, which run from the 1957 gas tank to the motor, were cracked, and the fuel in the tank was old. There are two dials on the motor which point to “lean” and “rich”, which I didn’t really understand. There are some other switches which I didn’t completely understand either. Anyhow, Jake showed me how to prime the motor by pushing a button on the gas tank which pressurizes the tank and sends the fuel up into the engine. We took off the engine’s cover and Jake marveled at how clean the parts were, since they are 60 years old. We put the engine in neutral gear, twisted the drive into the “Start” position, pulled out the choke, and pulled the starting cord. Nothing happened. Jake tried pulling about ten more times, and nothing happened. I tried pulling a few more times. We looked at the engine some more. Jake pointed to a little reservoir in a glass bulb which had fuel in it. He played with the choke. We tried to start it with no luck. We tried starting it with the clutch in drive instead of neutral, with the choke pushed in, with the drive set to “forward.” No luck. Jake got some tools from his car, and I got some electrical tape from my parents’ garage, and we mended the fuel lines. We played with the dials. Finally, with the top dial set to “rich” and the bottom dial set about half, we got the engine started. Jake, Katie and I clapped. Roselyn pointed to an airplane flying overhead, which was much more interesting, from her perspective. We tried to adjust the throttle and the engine stalled. We tried to restart it with no luck, again and again, until we primed it even though the fuel reservoir was full. Then the engine roared to life again, but Jake said it seemed to run too fast, and smoke wafted from the impeller, so we shut it off. By now it was almost six at night, Roselyn was getting antsy, Jake’s wife was home, and Katie and I had been working on boat things for seven hours, so I decided to pack it in. Jake was nice enough to help me take the boat apart and carry the heavier pieces back into the garage, and carry the motor back inside, so that Katie wouldn’t have to do it. Then he left, and Katie and I cleaned up the rest of the driveway.
Here is a picture of the workshop I’ve set up in my parents’ garage, in case you’re interested. The windmills which will supplement the propulsive power of the boat are on the wall.
On the way home, I said to Katie, kind of discouraged,
“We just spent eight hours putting a coat of paint on two canoes, drilling eight holes, only six of which will accept the bolts they’re designed for, and starting the engine which is supposed to get us to New York twice.”
Another week passed. Time moves quicker the older you get. I’d like to think that’s because the older you get, the shorter any period of time seems, relative to how long you’ve lived. But I think its also a function of having a life. I work at least five days a week, to pay for things like rent and utilities. We celebrated Katie’s birthday. I’m trying to write a book on the Erie Canal, and that requires reading on the subject two to three hours a day. Anyhow, after a week or so I I hadn’t made any more progress on the boat. So I called the man from Athens who sold me the motor and asked if he’d come up to my parent’s house and try to start the motor with me. Nine days after the events I just described, Katie and I drove to New Baltimore on a rainy Wednesday morning, carried the motor on it’s stand, attached to it’s gas tank, into the driveway, and hooked up the garden hose to the impeller. Mike (the man who sold me the motor) showed up, and we tried to start it. I must have pulled the cord 100 times, because my hands blistered.
We cleaned the spark plugs, took the top off the engine and looked at it’s insides. We fiddled with the starting levers. Still we could barely get the motor started–only after priming aggressively–and then we couldn’t adjust any of the levers without it stalling out. So Mike left, Katie and I drove to Napa, bought new spark plugs, I changed them out, and it made almost no difference. Now we’d spent three hours working on the engine, to no effect, and I had to drive back to Albany to work that night.
I researched the motor on some boating forums. It seems that this engine works in an old fashioned way–it sends air pressure into the gas tank, which in turn sends fuel back up into the engine. Since the fuel lines were cracked, they might have been leaking air, and therefore not pressurizing the engine. My new hypothesis was that if I changed the fuel lines, they wouldn’t leak air, and therefore the engine would get oxygen and not choke out. But the boating forums also had CAPITALIZED WARNINGS THAT THIS KIND OF FUEL TANK CREATES AND EXTREME EXPLOSION RISK.
Nonetheless I only had this engine, so I figured I’d fix it rather than replace it. After all, I’d spent $375 dollars on it, I couldn’t afford to buy a new one or pay a mechanic to retrofit the engine to a new fuel tank, and I’d wanted to learn about motors as part of my list of things to learn in my 30s.
I made that list on the eve of my 30th birthday.
So a week later, Katie and I drove to New Baltimore, determined to clean out the gas tank, change the fuel lines, put new fuel in the engine, and get it running. We wanted to try the boat out in the water with the motor that day. We got to New Baltimore at 10 am. The first thing we did was paint the two canoes yellow–the most striking color, I thought, so that I could attract attention while on the river trying to advertise my book.
Yellow was a good choice: my three-year-old niece was up visiting my parents, and she looked out the window and exclaimed to my mom, “Yellow boats!” That’s exactly the reaction I’m looking for.
Next, I guided Katie around as I cleaned the motor. I was particularly proud to know what I was doing on this task, because I used to make a living cleaning, torching, sandblasting and fixing gas tanks on the night shift at a place in the ghetto of Albany. First I got rid of the old gas the way my grandfather used to: I found a stump in the woods which was in the way, and poured the old fuel on top of it. It will help it disintegrate, so that my parents will be able to drive their truck in that place to get firewood without worrying about popping their tire. Next I used regular dish detergent and a garden hose to clean out the inside of the motor.
It was about ninety degrees and I figured the water would evaporate from the tank if I let it sit in the sun for a while. We touched the canoes, but they were still tacky from the paint. So we drove up to Coeymans Marina to talk to one of the mechanics in the repair shop, just to see how expensive it would be to replace the tank because it is an EXTREME EXPLOSION RISK. The shop was open but we couldn’t find a mechanic. And since Katie had never been to Yanni’s Too Restaurant, we went inside and got a couple of beers and calamari. At that point, Jake, my old college buddy who is running for Town Council, texted me. He was down at Barren Island, and he said we should come down to see the place and take a ride on his sail boat.
This I couldn’t resist. I’ve always been interested in Barren Island. My grandparents used to tell me about an amusement park that was there in the 1910s, with a ferris wheel and observation tower. My mother grew up in Coeymans, a mile upstream, and used to swim in the area and tell me about finding tokens from the amusement park on the beach. Barren Island is a peninsula now, having been connected to the land, like so many of the Hudson River islands, when the Army Corp of Engineers dredged the Hudson and shot the silt onto the shore. In middle school I had a friend named Andrea who lived in Coeymans and I used to walk two miles to her house, and then we would walk down to the island to explore it. I couldn’t believe that an amusement park used to be there, because it’s full of tall trees now, 20 times taller than a man. We’d walk through the woods and look at the abandoned old-timey cars there, and find holes in the ground which must’ve been parts of old foundations, which we were too scared to explore. I couldn’t believe that hundreds of people would take day-liner steamboats from Catskill or Albany to spend their leisure time in this overgrown place. But then I found a book by Edward Giddings called Coeymans and the Past which had pictures of the amusement park, in my grandparent’s lifetime. It really brought home how quickly nature retakes anything man creates and abandons, because there are no traces of any built structures now. When I was in high school, my first real girlfriend and I walked around Barren Island in October, sat on the cliffs overlooking the river, gazed at the fall foliage across the river, and that was probably the first time I really fell in love. After college I read a book by Adrian Van Der Donk, “A Description of New Neatherlands,” written in the early 1700s, which had descriptions of the island. Anyhow I always felt it was a real shame that the place was overgrown and underused, so when Jake told me that he’d fallen into being the caretaker of the island, because his wife was related to Mr. Briggs, the owner, I was almost ecstatic about coming to see what he was doing.
So Katie and I packed some beers in a cooler and drove down to Barren Island. There is a paved road which leads from the highway to the Coeymans Filtration Plant at the southern tip of the island. Right before the gate for the filtration plant there is now a dirt road which leads up through the woods to the north side of the island. When we were almost at the northern tip, Jake’s black lab came running out of the woods and almost jumped through the driver’s window into the car with us. Jake showed us where to park, and we got out, gave Jake a beer, and he gave us a tour. At the top of the biggest hill on the island, Jake had made a clearing where there was a nice lawn and a place for a bonfire. From this spot we could see all the way to Castleton to the north, and across the river to Schodack and Houghteling Islands. Jake had made walking paths, and dug out around the brick foundations of other structures so we could walk around and see what used to be there. This is a kind of preservation which doesn’t get enough credit, because, again, I’d walked around this island for years and never saw exposed foundations, etc, because it was all overgrown private land. He told us about how his wife’s great grandfather, so-and-so Briggs, had built the first electrical power generating plant in the Hudson Valley, after selling his shares in the ice business, because he knew refrigeration would kill that industry. Then he sold the power plant and built the amusement park. Jake had built a stand for his canoes, kayaks and sunfish. He showed us the stairs he had built–which took many man-hours–to descend down the cliffs to the bay at the north of the island, where he had build and floated docks, and where he had a sailboat which he is in the process of fixing up. He offered to take us out on his sailboat (the sails are all destroyed at present, but his sailboat had an outboard motor). So we carried a canoe down, and used a piece of driftwood and a small snow shovel from the trunk of my car to paddle 40 feet out to the docks, which of necessity were situated over deeper water. Then Jake took us out into the river, down around Mathews’s Point. This was not the first time Katie had seen my hometown from the river, for I’d taken her out canoeing, somewhat dangerously, on our fourth of fifth date, but it was the first time we’d been out together on a vessel that didn’t operate under human power, and we felt like a king and a queen in the lap of luxury in this sails-down, broken-deck sailboat with its mast laying across the deck and portions of the railing broken off. After about an hour we got back to Jake’s dock, and he said he had some brush he had to burn that night (a Monday) and we should come and join him for a bonfire. So Katie and I drove back to Albany to feed the cat, get long-sleeved clothes, some more beer, and drove back to Barren Island to meet Jake just before dark.
What a nice time we had that evening. It was twighlight when Jake lit the bonfire, which illuminated the surrounding field and reflected across the cliffs onto the dark river thirty feet below. Over our heads the stars sparkled. I asked Jake about the several poles supporting chains along the dirt road and in the field where we had the bonfire. He laughed and explained that they constituted an Ultimate Frisbee course, and then showed Katie and I all the different kinds of frisbees one uses for the game, as one would choose different clubs for golf. We talked about television shows, and then my book, and then the writing society Katie, my friend Sarah, and I, recently started, which Jake wanted to participate in, if only as an audience member. We cooked hot dogs and some stewed beef I’d brought, on sticks. Jake told us the story of the stick he’d carried for something like twenty years for fire-poking and fire-cooking. Eventually I said to Jake,
“It’s funny man, I feel like you and me have such similar lives or interests or something. You’re fixing up a boat–I’m fixing up a boat; you’re running for office in New Baltimore–I ran for office in New Baltimore; you’re the caretaker of an island in the Hudson River–I was once the caretaker of an island in the Hudson River. We’re doing all of these similar things, and yet we haven’t seen each other in, what, ten years? Until like a month ago. I feel like this is going to be a very productive friendship renewal.”
I cannot pretend to quote Jake (people have different speech patterns, only some of which I can replicate verbatim from memory, but not Jake’s kind) but he agreed whole heartedly.
Perhaps the quaintest part of the night was around 11:30. We strolled down the hill from the clearing, into the dark of the woods. We could see lights shining through the sparse black tree trunks between us and the harbor, across which, upstream approximately two miles, was the facility where they are building the new Tappan Zee Bridge. We emerged from the trees onto the landing above the harbor, and, carefully, descended Jake’s homemade stone and cement stairs to the beach. Earlier, when we’d taken the sailboat out, we had to canoe across the water to the sailboat from the bottom of the stairs. But the tide had receded, exposing ten more feet of beach before it dropped off and made a place for the sailboat, in the moonlight, to bob. We walked along this low-tide beach. There was a fallen-down tree with it’s roots exposed, like 300 fingers of wood dangling. Jake and I talked about me bringing my boat to the spot, so that I’d always have access to it, floating, without having to transport and assemble it. Jake needs to move building materials, like plywood, paint, two-by-fours and hardware to fix up the docks and sailboat. This material is difficult to move by canoe, especially alone. My boat is a platform run by electricity powered by windmills. It could generate the power for Jake’s island and allow him to use electric speakers, power tools, chargers and to jump his sailboat motor. He could stack his materials on my boat, and troll across the harbor. He could easily ferry three people and two coolers over to his sailboat–this would require two delicate trips in a canoe.
Around two am we poured water on the fire. Driving home, I remarked to Katie that we’d spent four hours just the three of us talking, and there was never an awkward moment. We’d washed out the motor’s gas tank, painted the canoes, and now we had a more convenient place to store the vessel. Plus I’d gotten to explore Barren Island, I’d renewed my friendship with Jake, Katie had seen Yanni’s, and we’d both taken a sailboat out on the river. Not bad for one day.
Sometimes I wonder if I made a mistake leaving the Assembly, and I’m fairly certain Katie must sometimes wonder if she made a mistake leaving her office job. But days like these recent ones make me remember why we left. Even if we didn’t accomplish all that we’d set out to do, still, we’d packed our day full of adventure in a way we couldn’t have done in a cubicle (or husbanding our strength for 8 hours in a cubicle the next day). If we can pack every day full of such novelty and adventure, then someday we will look back and think we had a LIFE full of such stuff. That is my real goal with all of this.
We set our sights on grand goals–for me, the publication of a new book; my book tour down the Hudson Valley; ultimately, a “grand tour” of the U.S. though the Great Loop. But the great majority of our lives are filled with mundane minutiae. It’s hard not to lose motivation when the victories are so rare while the work is so frequent, unprofitable, and unacknowledged.
Toward achieving happiness we have choices. We can push our dreams and goals out of our minds in order to rid ourselves of the anxiety that comes with trying to attain them. (That strikes me as a pretty sad path). We can set goals and fight through the work that needs to be done, biting our lip and numbing our mind, while telling ourselves that the work will be over soon, and then our goal will be met. But over a timeline it seems like such a path would lead to an aggregate of annoyance for fleeting feelings of success. Or we can take what I think is the enlightened path, where we acknowledge that the minutia, the unacknowledged and unprofitable steps, are part of the whole experience of obtaining the goal, and try to enjoy those steps as part of the chosen experience.
Eleven years ago I read an essay in Farmer’s Almanac about Grace–a word I’d never really thought of before, especially in a secular sense. The author talked about how he used to loathe shoveling snow. As soon as the snow would pile up he’d get mad, then go out and rush through shoveling his driveway, taking the biggest shovelfuls he could lift in order to get back inside as quickly as possible. I remember he said that if you see your neighbor doing that, and you don’t like them, you should let them keep going on that way, because they’ll have a heart attack soon. (If you’re reading this blog I probably like you, which is why I’m trying to convince you not to act that way.) Anyhow one day the author of the essay was outside and suddenly he just had a change of opinion. He realized that picking up the heaviest scoops of snow didn’t get the driveway shoveled faster, because he tired himself out and had to rest. It also made his back hurt. Instead he started taking little scoops, and he stopped sweating, and then he stopped shivering. Then he wasn’t so uncomfortable or cold or achey. He looked around and noticed that it was actually quite beautiful outside as the snow fell. He realized he was getting exercise, which made him feel good about himself. He found himself even making little side paths just for the hell of it. After that, he didn’t look forward to snow falling, but he didn’t resent it either. He just acknowledged that when the snow fell, he had no choice but to go out and shovel it, and that he was equal to the task, so he might as well do it his way, enjoying what he could about it, because what possible benefit was there for him to deplore the idea of doing what he had to do before and while he was doing it? He called that Grace: doing what you have to do without complaining, in a mindful way, and even deriving some joy from what could otherwise be unpleasant. The essay struck me as really very wise, and for the last decade I’ve tried to follow the author’s advice. I think it’s helped me attain an aggregate of happiness that is far beyond what a person feels if they don’t enjoy how they spend the majority of their time.
For example, last Wednesday was a pretty average day. I had a neat dream that made me think at 5:45, and since I drifted awake, I decided to get up and start living. (If you hate the idea of getting out of bed in the morning because you’re afraid you’ll run out of energy and get yelled at over the course of the day, you’re probably not living gracefully). So I got up and started doing my Fives, as I call them: I wash exactly five dishes, put away exactly five articles of clothes from my hamper, practice a melodic progression on the keyboard exactly five times, do five sit ups, five push ups, and read five pages of a book. None of those things are themselves very taxing, and over the course of the day, if I do my fives five times, I’ve done 25 sit ups and push ups, read 25 pages, learned a melodic progression, done my dishes and put away my clothes. I enjoy going from task to task, thinking about how my hands or stomach muscles feel, or what my mind is thinking as I read. I feel like I’m Here, Existing, which seems to me so much better than having my mind somewhere else because I’m daydreaming because I don’t like what I’m doing because I’m working for someone else’s profit just to get money.
After each set of Fives I do a task which is mundane or boring or irksome–the minutiae of everyday life. I was done with my first set of Fives at 6 a.m. and I updated my Excel spreadsheet which has my list of receipts for expenditures for my book business, including the cost of building my boat for my boat tour. I updated the list and it took about 15 minutes and I thought “Why did I think this was going to be so irksome? Because I had to open a drawer and look at receipts and type them into boxes?” I found that so far this year I’ve spent $1,409 to purchase copies of my book, build a model of my boat, and build the plywood deck. I would normally pay 30% of my income to taxes at the end of the year, so keeping track of this amount (which is tax deductible) will save me about $400. Not bad for 15 minutes worth of work. I did my next round of fives.
Now it was 6:45 and although I hadn’t done much, I had the satisfaction of knowing that I’d done a fair amount of “over-and-above” work before most people’s alarms had gone off. Next I set about re-formatting my new book, Siren Song, so that it will have a title page, a blank page, and then the page numbers would start on the first page with text. First I tried to figure out how to reformat the Word document by clicking on the drop boxes in the toolbar. I didn’t want to Google how to do it and have to find different answers and read them and click between the web browser and the document, reading and following the directions on a help page. But then I did, and discovered that you can divide a Word document into sections using the Headings tab, and number them independently. I made a section including two blank pages, then the title page (so that the title page would appear, like in a book, on the right-hand side after the reader flips one blank page, then an empty page on the left, so that the text would begin halfway down the middle of the next right hand page.) Then I had to Google how to delete the numbers from the first section (which was complicated). After completing and saving the formatting of the draft I signed into CreateSpace, the publishing website, and uploaded the file. They have a proof-reviewer after the document is uploaded. In reformatting the book I’d added an extra page after the title, so the text began on the left page after a full blank page after the title page. Etc. I edited and re-uploaded the draft six times, each time taking several minutes for the draft to upload. I began to wonder if I would get the draft finished before I had to set out for the day. With some luck, just after 8 a.m. (1 hour and fifteen minutes later) I got the document uploaded, the cover designed, and the whole package submitted for final review to the publishing outfit. Review takes 24 hours, and when the book is done I can publish it on Amazon and Kindle. (I have to charge $4.99 to make 84 cents per copy; I will be lucky if I sell 100 copies of the book, called Siren Song, about leaving my employment at the New York State Assembly. So this hour, added to maybe 300 other hours, will bring me in maybe $84. That comes out to about 28 cents per hour–though theoretically I could always sell more copies. (If it wasn’t for grace and patience I could never be a writer.)
By now it was a few minutes past 8 a.m. and I had to leave by quarter to nine to meet my friend Sam at Lowes to get some materials for finishing the construction of the deck of the new boat (which I will use for a book tour down the Hudson Valley in August). So I had about 35 minutes, which I used to edit and post a picture I’d taken two days earlier with Tess Collins, who runs McGeary’s and used to own the Lark Tavern, which was the best bar in Albany, and in which several scenes in my book are set. I emailed myself my picture, then realized it was in my “i-cloud”, but then I had to edit the picture and save it so I could post it on Facebook, and then I struggled trying to tag McGeary’s and the old Lark Tavern page (though it was easy to tag Tess)–so the post took 30 minutes–another piece of minutiae. But, as with the other minutiae that morning, it has the potential to be profitable: the post got 6 shares and 160+ likes, many from people who I do not know, through Tess’ page, who now know about the book. If five people buy the book as a result, I’ll earn $24.25, which isn’t bad for a half-hour’s worth of minutiae.
By 9 a.m. I’d driven to Lowes in Glenmont for the next step that no one will see when the boat is finished. I had to buy a piece of 15/32″ plywood, two 2X4s, 25 3-1/2″ bolts, nuts, washers and a 1/4″ drill bit. I didn’t have a way to transport the plywood with my 2001 Ford Taurus, but my friend Sam met me and we loaded it onto his car’s roof rack. By 9:50 we’d driven the materials to New Baltimore. By 10:10 we’d carried all of the materials out of my parent’s workshop, lined up the canoes, and put the parts of the deck together on top. So 4.5 hours after waking up, I could finally begin the physical work for the day. My goal was to build the bow of the deck, which, like the back portion of the deck, had to sit higher than the middle of the deck, in order to allow for the rise of the canoes at their bows and sterns.
We began by building a simple wooden square, which will be bolted to the center deck and extend between the canoes forward to support the foredeck.
The battery in the picture is keeping the square from falling off. The final boat will have a cable running from the bow of each canoe under the deck as a suspension support. For added support we cut two lengthwise beams running from the bow of each canoe back to the deck. These required a little math to make the correct cut at the front of each beam to allow for the “rise” of either canoe (the two canoes are different brands and rise at different angles.)
Next we built cross-wise braces, and then we screwed the plywood on top and cut it at angles in order to match the shape of the aft deck.
Here is a picture from the opposite angle:
The angles need to be cut and sanded into a prettier shape, but by now it was 1 p.m. and we had to take everything apart and store it in the work shed. By this point in the day I’d been up since 5:45 doing minutiae items and the only “progress” anyone besides me would observe was that I’d built a small front deck for my boat.
I drove back to Albany and slept from 2-3 p.m. before getting ready for work. I worked 4-9:45 and earned $168 dollars from the job that pays my actual bills. By the time I got home, my girlfriend was asleep (she works 8:30-5 in an office), so I kissed her goodnight, then worked on this blog post from 10:30 to midnight. I did not complete it but by midnight I was exhausted, and I wanted to get up by 7 a.m. the next morning, because there is always more work to do, so I went to sleep.
In the past, on boat projects like these, I’ve often felt overwhelmed. But in the past on boat projects like these I was working at the Assembly working 60+ hour weeks, whereas now I work about 32 hours per week. I’ve got a lot more flexibility in how I spent my time. But the main improvement is that nowadays I don’t think of my job, or driving to Lowes, or making expense reports, or cleaning, working out, reading or practicing piano as obligations. Rather, I’ve got hobbies and goals that I want to experience, and an experience includes all of the preparation. I often joke that at 32 years old I’m “semi-retired.” But if you go through your life gracefully performing the minutiae of daily life, it doesn’t seem like work, and since I don’t seem to be doing work, I do feel like I’m retired. Ironically I’m probably more productive now than I’ve ever been, but I feel like I’m playing around all day. So the point of this post is that you can really get a lot more pleasure from life if you own what you’re doing and don’t think of it as toil. Your moods become more even, you get more accomplished, time seems to last longer, you become proud of the miscellany you’ve finished, you’re more mindful, you sleep better…all of that adds up to being happier and healthier.