Monday, October 11, 2021

Help Save Ken's Lake Moab, Utah - 2010

 


Dry area behind the dam at Ken's Lake, Spanish Valley, Moab, Utah - Click for larger image (https://jamesmcgillis.com) 

Help Save Ken's Lake

Moab, Utah 

After writing about Spanish Valley water issues during 2009, I realized that I had never seen Ken’s Lake up close. On a clear afternoon in October 2010, I set out to remedy that situation. Heading south from Moab on Spanish Valley Drive (The Old Spanish Trail), I turned left on San Juan County Road 175 (better known as Ken’s Lake Road). Soon, I could see the inside of the dam to my left, but could see no water impounded behind it.
 
 
Watch the Video - Ken's Lake, Moab, Utah
 
 
After arriving at the Bureau of Land Management (BLM) parking lot on the south side of the lake, I finally spied Ken’s Lake itself. In the distance, and well below the level of a weed-choked gravel beach, I saw a large puddle, down near the base of the earthen dam. Although I had read about overuse of the Ken’s Lake Reservoir, I did not expect to see such a sorry sight. Other than as a curiosity, there was little to attract visitors or campers to Ken’s Lake that fall.
 
Who allowed Ken’s Lake to almost disappear and why? To answer that question one must look at two seminal issues that continue to shape politics on the Colorado Plateau – “water rights” and “grazing rights”. Although these are complex issues with no easy solutions, suffice to say that “entitlement thinking” on both issues has led to a long-term degradation of the environment in Southeastern Utah. With appropriate will, the greater community could reverse some of the damage done. In order to do so, all concerned must join to reevaluate and redistribute “water rights” and “grazing rights” under terms that our now drier environment can sustain.
Ken's Lake running dry in October 2010, Moab, Utah - Click for larger image (https://jamesmcgillis.com) 
Moab historian Faun McConkie Tanner exemplified the traditional view of cattle grazing in the area, both then and now. In her 1976 work, “The Far Country, - A Regional History of Moab and La Sal, Utah” she wrote, “The grazing of cattle and sheep has been a principal industry since the settlement of the region. Supervised and limited grazing under Forest Service regulation protects the plant growth and in some measure saves soil erosion caused by overgrazing.” Almost forty years later, her rosy picture of what is now a deeply degraded environment prevails.
 
In his 1994, “Coyote’s History of Moab”, Jose’ Knighton states that, “Corporate cattle operations abandoned Moab (in 1896) because the land could no longer support their huge herds. Hit-and-run exploitation of resources would eventually become an established pattern of abuse for Moab. But a century ago, decades of overgrazing took their toll. Flash floods roared down Mill Creek and Pack Creek, silting up dams, carving deep gullies and destroying homesteads.”
 
In 1981, after tireless promotion by Kenneth McDougald and others in Moab, engineers first filled Ken’s Lake with water diverted from Upper Mill Creek. From its inception, water use at Ken’s Lake reflected Faun McConkie’s old Moab, not the more environmentally aware approach of Jose’ Knighton. In my research, I could find no references to which agency decided who would receive shares of Ken’s Lake water. Today, however the Grand Water and Sewer Service Agency (GWSSA) delivers the vast majority of Ken’s Lake water to alfalfa farmers in the southern Spanish Valley.
 
Here we can see the grand circle that started with Moab’s cattle raising origins. Since the 1880s, the biodiversity and availability of natural forage in the area have steadily declined. One hundred and forty years after cattle first roamed the Moab Valley; current residents live in a significantly degraded environment. Making an emphatic point, McConkie Tanner states that, "All of those interviewed stated that sagebrush grew tall enough for a man on horseback to ride hidden through brush, and that grass grew to a horse's belly in Moab, but at La Sal this was almost reversed." No such microenvironment exists today in Grand or San Juan Counties, as every inch of usable land had at least once seen cattle hooves breaking through the crust of ancient soils.
Inflow waterfall above Ken's Lake, Moab, Utah - Click for larger image (https://jamesmcgillis.com) 
Some would say that Moab exists in a desert, which has always been a desert and those who wish it to be otherwise should forget about it. Rather than a desert, early accounts tell us that the Spanish Valley resembled a Garden of Eden. I, for one believe that it can be so once again, but only if a portion of the available water supply goes toward reestablishment of native plants and natural habitats in what post cattle-boom settlers called Poverty Flat.
 
The source for all Spanish Valley aquifers, reservoirs such as Ken’s Lake and streams is the Sierra La Sal, southeast of Moab. Over the years, cattle and sheep ranching in Southern Utah and Northern Arizona have denuded much of the land. Now, each spring, dust storms arise on the Navajo Reservation, north of Kayenta, Arizona. Prevailing winds carry the dust north, through Bluff, Blanding and Monticello, Utah. As the storms intensify, their vortices vacuum the land of soil. As the storms lift into the cool air surrounding the La Sal Range, they dump their blanket of soil in muddy rainstorms reminiscent of biblical disasters.
 
In the spring of 2009, one such storm hit both the La Sal Range and Moab. Starting as a dust storm more powerful than any current resident of Moab could recall, the accompanying deluge of muddy rain painted every car in Moab with the red and brown colors of desert soil. After the storm, the remaining snowpack in the high country glowed pink in the afternoon light. With the pink snow having a higher albedo, solar energy rapidly melted what remained. This gave Ken’s Lake only a quick shot of water, which was not enough to satisfy the demand for irrigation water. During the resultant draining of the lake, recreational and environmental interests received no consideration at all.
High peaks of Sierra La Sal, as seen from Ken's Lake, Moab, Utah - Click for larger image (https://jamesmcgillis.com) 
Many streams in the La Sal Range converge at Upper Mill Creek, from which a 650-foot unlined tunnel diverts part of the natural flow to Ken’s Lake. In decades past, the inflow to the lake came gradually and continued throughout the spring and into the summer. In recent years, Ken’s Lake receives one rapid shot of water during spring snowmelt, and then must rely on rainfall for replenishment throughout the summer and fall. With a combination of decreased snowpack, rapid snowmelt and over-subscription of water rights, Ken’s Lake becomes another symbol of the degraded environment around Moab.
 
Officially, the Utah Department of Environmental Quality/Division of Water Quality has washed its hands of the environmental issues at Ken’s Lake. Their written statement is, “Temperature impairment is a result of natural causes. The energy input is a direct result of heating by the sun”. To anyone who visits Ken’s Lake in the fall or winter, it is obvious that a lack of stored water causes wild swings in lake water temperatures. Neglect, abuse and overuse of grazing lands and water sources upstream and upwind of Ken’s Lake have creating a mud puddle in the fall and a frozen ice sheet in the winter.
Poverty Flat is the old name for the dry area area at the southern end of Spanish Valley, Utah - Click for larger image - (https://jamesmcgillis.com) 
When first built, authorities assumed that Ken’s Lake would be a warm water fishery. In the days before agricultural interests routinely drained the lake dry each summer, a diverse cold-water fishery established itself there. While casting a blind eye toward the end of cold-water fisheries in the area, the Utah Division of Water Quality plans to designate the lake as a warm water fishery. To the state, it to be a question of, “Warm water, cold water; who cares?” Ironically, the minuscule size of the lake during fall and winter allows it to freeze solid. As the BLM puts on its blinders and looks the other way, some local residents use the frozen pond for ice-skating. How even the most callous bureaucrats could designate an oft frozen pond as a warm-water fishery defies my imagination.
 
The number of cattle in the Ken’s lake watershed and nearby dry areas such as Behind the Rocks is lower today than it was in the 1890s and perhaps even lower than in the 1990s. Still, damage done over more than a century of abuse will not repair itself while the trampling and overgrazing continue. Only by fencing off the most sensitive and degraded areas from all grazing will the land regenerate itself. On demonstration plots, volunteers could replant native species of ground cover. With permission from those who “own” shares, maybe a squirt or two of Ken’s Lake water would facilitate re-vegetation at those sites.
Ken's Lake (lower foreground) and the Spanish Valley, Utah - Click for larger image (https://jamesmcgillis.com) 
It is time for independent-minded farmers in the Spanish Valley to forgo a small portion of their Ken's Lake water allotments. Do farmers need up to six cuttings of alfalfa in a single season, or could they get by with three or four? In the summer, a trip south on Spanish Valley Drive is like an obstacle course. Each day, profligately wasted water showers vehicles at several places along the road. If you need a quick car wash, it only takes a few minutes for complete inundation. One needs to look no farther than the permanent water stains on the roadway to see who is at fault. In a better world, farmers would relinquish a small portion of their sacrosanct entitlements in favor of the greater good. If so, Ken’s Lake might live up to Ken McDougald’s vision of an agricultural reservoir that also provides year-round recreational opportunities to residents and visitors alike.
 
In their state of denial, the BLM, the state of Utah and the GWSSA cannot see or admit that Ken’s Lake is a serial disaster, which might fit easily into the plot of the movie, Groundhog Day. Only when ranchers, farmers and government officials admit that the environment can no longer sustain a mid-twentieth century approach to water and grazing entitlements, will there be change.
 
I see a day in the not too distant future when all the stakeholders in this environmental, economic and political conundrum will rise to the occasion. When they do, they shall discover a process whereby we can save Ken’s Lake from its current state of repetitive annual destruction.

Article updated 08/23/18
Comment from a friend: You are so right! One item not mentioned (DOG POLLUTION). No one picks up after their dog. THANKS - Scott Taylor

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By James McGillis at 03:34 PM | Environment | Comments (1) | Link

Sunday, October 10, 2021

Canyonlands Field - Moab, Utah "UPS Air, Moab Style" - 2010

 


An Eiffel Tower-style oil derrick re-purposed as a communications tower near Moab, Utah - Click for larger image (https://jamesmcgillis.com)

Canyonlands Field - Moab, Utah

"UPS Air, Moab Style"

On my way from Green River to Moab, Utah, I turned at Crescent Junction and then drove south on U.S. Hwy. 191. For the first ten miles, there was little to see except open sky and sparse desert vegetation. Four miles short of Canyonlands Field, better known as the Moab Airport, I spotted a landmark tower about one quarter mile from the highway.
 
As steel communications towers go, this one is not unique, but it does have character. The only similar towers I have seen were near Oildale, California in Pilot Cris Bracken prepares to use his 4G tablet computer as a patch antenna to access the live webcam at http://moabairlines.com - Click for larger image (https://jamesmcgillis.com)the 1950s. With latticework construction reminiscent of the Eiffel Tower, the Moab Tower is tall and sturdy. Between its struts and a catwalk near the top, it almost screams, “I am an old oil derrick”. As it turns out, the tower was once part of the AT&T microwave tower network.
 
Although the attached antennas and parabolic dishes bespeak of wireless communications, the tower’s oil patch looks left me wondering who specified such a robust structure and when. Internet searches yield nothing to indicate who owns the tower or its specific use. Since terrain in that area is relatively flat, it appears to be a transfer point for communications between Moab and Crescent Junction to the north.
 
After pondering the tower for a few moments, I traveled on to Canyonlands Field. There, I met with Mr. Chris Bracken a pilot and mechanic at Redtail AviationGulfstream jet at Canyonlands Field, Moab, Utah - Click for larger image (https://jamesmcgillis.com). Chris’s easygoing nature belies the fact that he is adept at both flying and repairing complex aircraft. The day I was there, Chris was working on a tail-replacement for an old Cessna aircraft. With his thoroughness, Chris had noticed that a factory replacement part sent from Cessna, did not match the bent one he was replacing. His call to Cessna in Kansas got them scrambling on a potential recall of other similar faulty parts.
 
As Chris and I discussed the installation of a new webcam for Redtail Aviation, he was keeping a sharp eye out for the expected arrival of a United Parcel Service (UPS) truck. As soon as the brown van arrived, Chris swung into action. Although we did install a new webcam at Redtail Aviation a few days later, Chris’s duties as the Redtail Aviation designated “UPS Air” pilot took precedence.
 
In Moab, the UPS truck meets the Redtail Aviation cargo plane for the afternoon run to Price, Utah - webcam image - Click for alternate image (https://jamesmcgillis.com)On that October day, the package count was small, fitting easily in the Cessna 182 that Chris then flew to Carbon County Regional Airport, in Price, Utah. If the package count had been higher, a larger Cessna was available to make the daily flight. That day, Chris signed for the packages, jumped into his waiting Cessna and took off for Redtail Aviation’s headquarters in Price. There, in the late afternoon, Redtail flights converge. As soon as crews can transfer incoming packages to a larger plane, it departs for Salt Lake City. From there, a UPS cargo jet takes packages from all over Utah to the UPS hub in Louisville, Kentucky. After sorting and reloading, packages make their way to destination airports all over the country. As early as one business day after departing Moab, Utah, a UPS Air package might arrive for delivery in New York City.
 
 
 
In honor of Redtail Aviation and their role in facilitating commerce throughout Utah, I created the video that accompanies this article. In the video, I took liberty with Chris’s role. Rather than flying away in a Cessna 182, my video has Chris departing with his packages in a Grumman Gulfstream jet. We call that, “UPS Air, Moab style”.
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By James McGillis at 04:58 PM | | Comments (1) | Link

Crescent Junction, Utah - It isn't Brendel Anymore 2010

 


U.S. Hwy 191 North, approaching Crescent Junction, Utah - Click for larger image (https://jamesmcgillis.com) 

Crescent Junction, Utah

It isn't Brendel Anymore 

Traveling north on U.S. Highway 191, it is thirty-one miles from Moab to Crescent Junction, Utah. There the motorist can travel west or east on Interstate I-70. After passing the City of Green River, twenty miles to the west, it is over one hundred miles to the next town, which is Salina, Utah. From Crescent Junction to Salina is a distance of 127 miles. Traveling east from Crescent Junction, it is over eighty miles to the City of Grand Junction, Colorado. Traveling south on U.S. Highway 191, it is 106 miles and almost two hours of windshield time to Blanding, Utah. In any event, Crescent Junction is a remote outpost on the Interstate Highway System.
 
While researching Crescent Junction on the internet, I found that Wikipedia is the primary information source for that place. References to the Denver & Rio Grande Railway (now Union Pacific Railroad) mention the place, as well. That is where railroad history and automotive history diverge.
 
In 1882, the Denver & Rio Grande Railway (D&RGR) first laid tracks through there, on its way to nearby Green River, Utah. Later, the D&RGR added the Stop & Go at Crescent Junction - Click for larger image (https://jamesmcgillis.com)Crescent Siding to the main line, northeast of present day Crescent Junction.  In 1930, highway builders straightened the Old Hwy. US 50 route between Green River and Thompson (now Thompson Springs). At that time, the new junction with U.S. Hwy. 450 (now U.S. Hwy. 191) received the name Crescent Junction. Valley City, which was the site of the previous junction, soon disappeared from most maps.
 
Trusting Wikipedia as an unimpeachable historical source can be problematic. The current Wikipedia listing for Crescent Junction, Utah is as follows: Crescent Junction or Brendel is a small,  within Grand County in the eastern part of the  of . The community is located at 4,900 feet (1,494 meters) above sea level. Most highway maps use the name Crescent Junction, as the name given to the junction of  and . Most railroad maps use the name Brendel, the name of the  and junction at the same location.
 
Wikipedia's error is in use of the phrase, “at the same location”. After additional research, I discovered that Crescent Junction and Brendel are unique, non-interchangeable places. Crescent Junction is a highway junction, with an adjacent gas station and mini-mart, plus a few other buildings. Brendel is a “ghost place” just northeast of Crescent Junction. Using separate map databases, both Google Maps and MapQuest locate their Brendel markers adjacent to an old rail spur to the northeast.
 
Although I have not yet visited there, a Google Maps Satellite View helped me to picture the general area. Directions from the Stop & Go at Crescent Junction to Brendel are as follows: Head east on Frontage Road (variously called Old Hwy. U.S. 6 & 50, Old Cisco Highway and Utah Hwy. 128). In 0.2 miles, turn left (North) on Railroad Road. There, just east of Railroad Road, south of Old Railroad Road and west of the rail spur once stood the place called Brendel. Like the former town of Valley City, five miles to the south, there are few clues to help us understand what Brendel was or why it carried that name. With only 0.4 miles separating the two places, it is easy to see why writers for Wikipedia blended Brendel and Crescent Junction together.
The Book Cliffs, near Crescent Junction and Brendel, Utah - Click for larger image (https://jamesmcgillis.com) 
Other than its adjacency to a rail spur, I found no historical reference to human activity at Brendel. Even so, its status as a “named place” in the U.S. Census database indicates that at one time it hosted human activity. In 1917, Floy Station, to the west of Brendel served nearby Manganese mines. Today it is as vacant and empty as Brendel.
 
Well into the twentieth century, cattle exports were the economic lifeblood of Grand County, Utah. Conventional wisdom and published history indicate that Thompson was the only cattle loading station in the area. In the early days, communities along its tracks knew the D&RGR for its fast freight and customized service. Did early ranchers from Moab herd their cattle all the way to Thompson or the shorter distance to Brendel, for loading at the rail spur?  Did fruit growers in the Spanish Valley take wagonloads of apples, pears and peaches to Brendel, as well?
 
Whatever happened there, we know that Brendel and Crescent Junction are unique and different places. How long it will take for Wikipedia and its contributors to differentiate between the two? After all, Brendel is not “a small, unincorporated town within Grand County in the eastern part of Utah”, nor is it Crescent Junction.
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By James McGillis at 12:04 PM | Travel | Comments (0) | Link

Green River to Floy, Utah, via Old Hwy. U.S. 6 & 50 in 2010

 


City of Green River, Utah highway sign - Click for larger image (https://jamesmcgillis.com) 

Green River to Floy, Utah, via Old Hwy. U.S. 6 & 50 

In 1965, when I first visited the City of Green River, Utah, completion of nearby Interstate I-70 was still five years away. At that time, the Utah Launch Complex of the White Sands Missile Base lay just south of town. With Cold War missile testing ongoing there, the population of Green River was rocketing towards its all-time high of 2000 in 1970.
 
To watch the Green River Video, click on the arrow button, above.
 
For much of its history, the Green River itself served as the county line between Emery County to the west and Grand County to the east. When the missile launch facility closed in the 1970s, the combined population on both sides of the river soon fell by half and had not recovered by the year 2000. In 2003, the State of Utah redrew the county line, thus placing all of “greater” Green River and its 1000 residents in Emery County. In the early days and even now, the name “Elgin” describes the portion of the city lying east of the river. The 2000 census listed over one hundred residents in Elgin. Today, several websites indicate that Elgin is a ghost town. Perhaps the residents of Elgin can comment here and let us know if they are still around.
Turn east at the Old Hwy. US 6 & 50 street sign, as identified on the Google Map - Click for larger image (https://jamesmcgillis.com) 
Continuing my search of the Green River and Crescent Junction area, I found several anomalies in the Google Maps database. According to Google, a westbound drive on I-70 from Crescent Junction to Green River covers a distance of 20.4 miles. If you reverse your course, Google Maps directs you east to Thompson, and then back again to Crescent Junction. That journey east, with a double back to the west covers 31.1 miles. I reported the problem to Google. Perhaps it will be fixed before any readers attempt the trip.
 
To make things more confusing, Google misidentifies a stretch of unmaintained “Old Hwy. US 6 & 50” as “Business I-70 & Business US 191". The misidentification continues from Green River to I-70 (Exit 173), near a long abandoned rail stop named Floy (pop. 0), or Floy Station (pop. 0). Interestingly, MapQuest gets the “Old US 50” designation correct, but misidentifies the nearby railroad line at the old “Denver & Rio Grande Western”. Google Maps does not identify the name of the railroad at all.
 
After driving the old highway eastbound from Green River, I can assure you that it is not a business route. With only a few dirt crossroads and only a View Northwest from Old US 6 & 50 to the Book Cliffs near Green River, UT - Click for larger image (https://jamesmcgillis.com)single tree standing along that route, it is one of the loneliest and least traveled paved roads in the state. During my transit, encountered not one other vehicle traveling in either direction. At Green River, signs warned that the old highway is not maintained, which is true. Although navigable in a standard passenger car, be prepared to drive slowly over the many rough spots and minor washouts.
 
Looking back on my brief adventure on Old US Highway 6 & 50, I realized what a treasure it is. If you like to get away from it all, yet be only a few The lone tree on Old US 6 & 50 between Green River & Floy, Utah - Click for larger image (https://jamesmcgillis.com)miles distance from an interstate highway, this is the route for you. To the north, the Union Pacific Desert Main Line runs largely unseen from the road. Likewise, I-70 to the south is visible only as you approach Floy. Traveling the old highway in either direction takes less than an hour. There, you can recreate a cross-country adventure from the era before the advent of interstate highway travel. Please remember, if you run out of gas or get a flat tire, Floy is abandoned and it could be a long walk back to Green River.
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By James McGillis at 10:50 AM | Travel | Comments (0) | Link

Saturday, October 9, 2021

Only One Ranchette Remaining at Moab Ranch - 2010

 


The La Sal Range, near Moab, Utah - Click for larger image (http://jamesmcgillis.com) 

Only One Ranchette Remaining at Moab Ranch - 2010 

In 2006, I stayed at the Moab Rim Campark for most of the fall. After a series of unrelenting storms pushed me south to sunny Arizona, I made plans to come back to Moab and the Spanish Valley as soon as weather permitted.
 
In the spring of 2007, I was back at the RV Park and ready to look at property. Jim Farrell, the owner of the Moab Rim Campark is also a local developer. After touring other available parcels, Jim suggested that I look at Pueblo Verde Estates, which is one of his development projects.
 
Soon, I had money down on a one-third acre lot. At the time, only the roads and utilities were completed. Even so, I could see that this would soon become one of the premier developments in Moab and the Spanish Valley. Standing on level ground at the site, one has spectacular views in all directions. To the West is the Moab Rim, its crenulated sandstone ridge looks impossibly steep and tall. It reminds me of the Grand Canyon, but from the bottom, looking up. To the northeast is the La Sal Range, which includes several peaks greater than 12,500 feet in elevation.
 
The Ranchettes at Pueblo Verde - Click for larger image (https://jamesmcgillis.comOver the next three years, I observed the development activities at Pueblo Verde Estates several times each year. During the build-out, my friend Mary Wright was the sales agent for the modular homes planned for each parcel. To help her efforts, I developed the Moab Estates website, which included the first live webcam from the upper Spanish Valley.
 
When the economy slowed in 2008, the developers of Pueblo Verde Estates teamed up with the Housing Authority of Southeastern Utah. Over the next two years, the housing authority built high quality, affordable homes on each of the remaining lots. The unique project involved federal government grants and sweat-equity provided by the future homeowners. When completed, the project included more affordable housing units than any similar project in the history of that federal program. Now, those three-bedroom, two-bath homes are a financial and aesthetic credit to their owners and to their neighborhood.
In 2008, I realized that the remaining Ranchettes were an untapped treasure for their future owners. Each Ranchette is almost 2.5 acres in size and includes surrounding open space, dedicated to that purpose. Access is via wide paved roads, which include concrete curbs and gutters.  Underground utilities, include water, sewer, electricity, natural gas, telephone and cable TV, all of which are in and paid for.
 
In order to inform prospective buyers, I developed the Moab Ranch website. Recently, I completed an update to that website. Now you can view the remaining Ranchette on an interactive map and take a video tour of Moab Ranch. Additionally, you can view a webcam that streams live from the property.
Full Moon rises over the La Sal Range, near Moab, Utah - Click for larger image (http://jamesmcgillis.com) 
Author's Note - November 10, 2013: When the word gets out that only one horse property, complete with unobstructed La Sal Range views, is available for $95,000, the final Ranchette will sell fast. No other property in Moab has all of the amenities you will find at Moab Ranch, at any price.
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By James McGillis at 04:04 PM | | Comments (0) | Link

An Oregon Cascades Sunset Video - 2010

 


Sunset view from McKenzie Pass on Oregon Route 242 - Click for larger image (http://jamesmcgillis.com)

An Oregon Cascades Sunset Video - 2010

 
In October 2010, I drove from Port Orford, Oregon to Moab, Utah. Near the end of my first day on the road, I was heading east on  Oregon Route 242 through the Willamette National Forest and the Cascade Range. As I approached the top of McKenzie Pass (5325 ft. elevation), I saw a halo of light in my rear-view mirror.
 
Realizing that the sun was setting behind the Cascades, I pulled to the side of the road. Exiting my truck, I ran downhill until I found a place with an unobstructed view of the sunset.
 
 
As soon as the sun dipped behind a high ridge, a golden glow backlit the scene. In a matter of minutes, the scene would begin to fade.  Despite the hours of driving that still lay ahead of me, I stayed long enough to take my pictures.
Sunset in the Willamette National Forest - Click for larger image (http://jamesmcgillis.com) 
As the colors of the sunset began to fade, I headed over the pass and into the darkness the national forest. Somewhere ahead on that road was the City of Bend, Oregon.
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By James McGillis at 05:26 PM | Travel | Comments (0) | Link

Port of Port Orford, Oregon - 2010

 


The 25,000 lb. boat hoist at Port Orford, OR - Click for larger image (http://jamesmcgillis.com)

No Ocean Bar, But There is a Dolly Dock at Port Orford, Oregon

In October 2010, I visited the Port of Port Orford, Oregon. Port Orford is one of only two "dolly docks" in the U.S., and one of only six in the world. Positioned near the edge of the hardscape are two high capacity hoists. Each can lift and carry fishing vessels up to 25,000 lb.
 
Timing my visit for late afternoon, I could see two boats awaiting a lift by the dockside crane. As I watched, one of two large hoists lifted the fishing vessel Providence from the water to the dock. As her crew gently adjusted their lines, the hoist operator swung and lowered the stout vessel into position on a transport trailer. Once secured to her trailer, captain, crew and Providence pulled away together, heading for home.
 
 
During the summer and fall, an occasional coastal cruising boat will anchor in the protected area provided by the Port Orford jetty. For deeper-draft fishing Cruising boat anchored at Port Orford, OR - Click for larger image (http://jamesmcgillis.com)boats, the harbor area is too shallow for safe mooring. When not on the ocean, many of the fishing boats rest on custom-made “dollies”. These quaint carriages are fitted with axles, wheels and tires salvaged from old trucks. During my afternoon at the dock, I saw a Popeye the Sailor vessel parked on the dock. Its dolly featured ancient white sidewall tires.
 
For reasons both natural and manmade, the port is unique. For instance, Port Orford is the only deep-water port between Portland, Oregon and San Francisco, California. Entering or leaving any other port along that 400-mile stretch of coastline requires crossing an ocean bar. Where the ocean tide meets the flow of a river, a shoal will form. Timing an arrival or departure for high tide guarantees The dolly dock at Port Orford, OR - Click for larger image (http://jamesmcgillis)maximum depth beneath the keel. It also assures maximum turbulence, as the two bodies of water meet. Shifting currents and shallow spots can turn crossing a bar into a harrowing experience.
 
The Port at Port Orford is an open-water dock, with only a riprap breakwater to protect it from southerly storms. Winter waves and storm surge can be unrelenting. A fallen green navigation marker is testament to the power of the Pacific Ocean. Toppled by winter storms, the heavy steel structure looked like a child’s toy tossed upon the rocks. At the center of the breakwater, the riprap has slumped so low that storm waves now threaten the protected area along the dock.
 
Partial destruction of the breakwater at Port Orford, OR - Click for larger image (http://jamesmcgillis.com)In order to protect the former wooden docks from harsh breaking waves, the Port Orford authority constructed the concrete jetty and breakwater in the late 1960's. Since that time, this crescent-shaped structure has created an even bigger problem. Extreme sand build-up, or shoaling, has plagued the port since then. To combat shoaling, several times each year the Army Corp of Engineers conducts dredging at the port. With allocations of between $250,000 and $500,000 for each dredging project, could this port remain viable without government subsidized dredging?
 
Despite its deep-water designation, shoaling makes Port Orford as difficult to navigate as any West Coast port with an ocean bar. In Port Orford, the Army Corp of Engineers and the State of Oregon have a beneficial role to play. Unlike other states in the West, cooperation between Oregon and the Fishing vessel on a dolly at Port Orford, OR - Click for larger image (http://jamesmcgillis.com)federal government promises a better day ahead. A study now underway could result in a safer harbor for those who risk their lives each day to catch and deliver our fresh seafood. In March of 2008, Governor Kulongoski designated the Port Orford Marine Economic Development project as an “Oregon Solutions Project”. The focus of this project seeks “to find a sustainable solution for the problem of shoaling” at Port Orford.
 
As I contemplate the dangers and discomforts associated with commercial fishing off the coast of Southern Oregon, I raise a glass and offer a toast to the captain and crew of Providence, as well as her sister ships at sea.
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By James McGillis at 07:12 PM | Travel | Comments (0) | Link