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Conclusion to Part 2:
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Conclusion to Part 2:
Drifting down stream among tug and barges maneuvering into the lock, as well as those maneuvering to mooring cells and additionally those which are just holding position along the bank with minimum power against the flow awaiting sequence, reduces sea room further. Decisions are unnecessary at this point, as I’m at the mercy of the wind and current, and soon find myself pinned against. the 1000’ “Train” of a tug and barge on the west bank. Lines are unnecessary, as wind and water have “Restless,” in their grip. A deckhand soon materializes, probably wondering how their collection of barges has suddenly given birth. I explain what little I know of my problems at this point and ask to remain pasted to his starboard side while I attempt to make repairs. With his portable radio, he relays this information to the captain on the bridge of the tug, who advises that I’m welcome for as long as they await lockage. Further inspection of my shaft coupling shows that I’m not about to go anywhere soon under my own power, and after approximately 45 minutes, the rust colored wall of the barge I am alongside of, is underway into the lock. As I grind alongside, my groundspeed over the bottom suddenly receives a tremendous shot in the arm, as I pass astern into his wash.
With the large size of a tugboat rudder, I am actually able to “Sail” downriver with some maneuverability. Beneath the State Street Bridge, at Ottawa, Illinois, I toss out a Dan forth and let the rode run. I am so impressed with the effects of my sailing that I am tempted to let out sufficient line in an effort to come up just short of the dock, which is located behind the cities Fire and Rescue Building. Better judgment however prevails, as I have no idea of the depth in this location.
I soon have a pontoon boat alongside, with a local resident, asking if I am in need of assistance and offering a tow to the city dock, which is within 1000 feet. As luck would have it; one is a retired machinist and the other a welder. They wish to assist, and totally live up to: “People on the River are Happy to Give!”
Years ago; the FM Ship to Shore Radio was considered the most important item: “Never to go Boating Without!” While that is still true today; the Cellular Phone, is nearly a; “Must Have!”
It is now 4:00 PM on a Friday afternoon in mid October. The People are terrific and the town is great, but without a new Shaft Coupling, I’m about to become the new attraction to the City Park permanently. After many inquiries to several marinas both up and down the river, I am finally able to make contact with James Aspel, President of Federal Marine Corp. in Chicago. As the re-builders of transmissions and manufacture of drive units; he advises me that the nearest Flex Coupling, which meets my specifications, is located in Florida. After listening to my, “Get out of Dodge” attitude, and the need to get down river before the Big Freeze, he advises me to stand-by and that he will call me back. Within 30 minutes, he is good to his word, and advises that the Chicago Factory has one, “Fixed Coupling” in stock, which although not the same item, will at least provide me with a necessary connection between shaft and engine. Further, he would be willing to deliver it personally the following morning.
All goes well the following day; the part arrives, and my local retired machinists and welder are on hand to offer tools and assistance. Yet after installation, many hours are spent attempting to get a correct alignment with no success. Being unable to obtain reasonable tolerances, the decision is finally made to head down river, as is, with low RPM, until a suitable marina can be found to resolve the problem.
At low power, but with a current pushing, we proceed downriver October 22nd until failing daylight and dropping temperature forces us to seek refuge at Hamm’s Holiday Harbor in Cillicothe, Ill. This is my kind of marina. Richard Hamm (owner) is a retire River Pilot, who’s marina is a combination of both commercial and pleasure. On one side are found pleasure boats, on the other, tank barges, river tugs, and even old Gambling Casino barges.
I arrive unannounced and uninvited, yet find him on the end of the dock, as I make my approach. As we finish securing lines, he asks looking at my Rope Fenders and Bow Puddin, “You really do tug and barge work?”
“No,” I reply, “I’m just a Wann-a-be!”
As I begin to explain my shaft alignment problems and need of a mechanic, he cuts me off short, and directs me to the Bar, where we can get out of the cold and discuss the matter over medicinal anti-freeze.
The following morning, his son arrives at the boat as the designated mechanic. Together, we determine that the engine (the third one since the boat was built in 1938) has been incorrectly installed and off centerline. After dragging and remounting the entire engine 3/8” to starboard, the proper alignment and tolerances are finally obtained.
After spending another night at Hamm’s riverfront bar, and a cozy night aboard “Restless,” with heat provided by Reverse Cycle Air Conditioning, the following morning brings temperatures below freezing. The need to bunker fuel for the cast iron Shipmate stove while underway is a must. That which was provided earlier in the trip, from a splintered door, which was kicked out while locked in the head while crossing the lower end of Lake Michigan alone, has long been turned to smoke.
My request for firewood is quickly delivered to the dock, in sized cured hard woods.
“Never had to deliver Firewood to a boat before,” Hamm advises, “If you run out again; I’d suggest to start with your Dingy!”
Capt Bob |22:14 EST |Comments (0)
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