Wake the World Oregon -Making Waves and Making a Difference

Event Organizers of Wake the World Oregon

Event Organizers for Wake the World Oregon

Mesmerizing fog hovers over the early morning hours at Henry Hagg Lake as trailered boats and big rigs start launching and stage themselves close to the dock, ready for their crews to arrive.  Each “crew” is made up of experienced wakeboard boaters with a passion for watersports and a desire to give of themselves, so local foster kids can experience an opportunity of a lifetime –a day on the water.  There’s also a flotilla of caring volunteers who are the thread in the needle that weaves all of the on-water and shore-side activities together.

“Wake the World” all started in 2008, when a near-death car accident led founder Greg Hodgin to a calling to serve a higher purpose.  He created “Wake the World,” a non-for-profit 401 (3)(c) organization as a means of giving back; to use his skills as a U.S. Masters Wakeboard Champion in a special way to offer foster kids a day to “just be a kid” and pass along his passion for watersports.

How Wake the World Works

Wake the World flotilla heading out to meet up with their families on a beach area on Foster Lake

Wake the World flotilla with (42 boats) heading out to meet up with their families at a beach area for the Foster Lake event.

There are many event organizers in several states who share a similar passion and follow in the wake created by Hodgin.  Hodgin says, “Each foster family is assigned to their own boat with a boat driver for the entire day.  When the kids find out how the event works, a typical reaction is, “This is our boat -all day?!”  Serious joy comes to their faces. Hodgin adds, “We give the kids an opportunity to learn how to wakeboard, wake surf, tube, and use zup boards…the list goes on.  We provide a day of fun doing whatever the kids want. We strive to give them a day that brings joy, tons of smiles and to let them know they are loved by so many,” Hodgin says with a smile.

Going Hog Wild on Hagg Lake

By the time the fog burned off, families started to arrive at Hagg Lake.  The Hagg Lake “Wake the World” event, organized by Mark Crowell, marks the first out of seven Wake the World events planned in Oregon for the summer of 2017.  Families were given a quick orientation and overview of the day, and then they are paired up with their boat.  Each boat heads out to get everyone acclimated to the water and learning the proverbial, “ropes.”   Around noon, the boats start to come in.  Everyone is served lunch, and after a short rest, they get to go out again until they’re tired and hungry for dinner.  Meals and other goodies are provided by generous sponsors.

Shore volunteers connecting the families with their boats for the day.

Shore volunteers helping connect the families with their boats and helping everyone get acclimated.

Vince Castronovo, a new member to the Marine Board’s Watersports Boat Oregon Advisory Team, helped kick-start Wake the World Oregon in 2011.  “It started with just a few boats and a few families and as more people got involved as drivers or shore volunteers, the momentum picked up.  It’s so exciting to see each event grow year to year,” says Castronovo.  The events are held during the weekday to not impact plans of other boaters.  As boats arrive, they stage themselves and take turns quickly launching, then waiting on the water nearby until it’s time to pick up their families.  Volunteers on shore greet each family with a placard with their name on it, and then take them to their boat.  It’s there when each boat operator does general introductions, explains boating safety rules, and waits for the kids to tell them what they want to do.

When asked about why he wanted to bring “Wake the World” to Oregon, Castronovo said, “I’m right there with Greg.  So many kids are let down by adults.  I thought, if there’s a way I can help shift how a kid looks at life, then I’m giving back in the best way possible.  What better way to shift a life perspective than to connect kids to the water?”  Castronovo adds, “Many kids don’t know how to swim and have never been exposed to boating and I can show them!  I can offer up my boat and my time and possibly make a positive impact on a kid’s life.”   What an impact, too.  The energy, the smiles, the laughter; it’s contagious.  One of the two events organized by Castronovo on Foster Lake enrolled 42 wakeboard boats, 170 kids, and 50 other shore volunteers.  Castronovo also served as a boat driver for the Hagg Lake event and tries to participate in as many Oregon “Wake the World” events that he can, along with his supportive, energizing family members.

Nicholas -expressing his pure joy on his first ride.

Nicholas -expressing his pure joy on his first ride.

Back on Hagg Lake, after pairing up with his assigned family, Castronovo began with a quick safety talk on wearing life jackets, about what to do when the boarder is down, the important job of being a spotter, and that everyone in the boat needs to be his “extra eyes and ears” while he focuses on driving.  It was quite a thing to witness, being on a boat with a family who had never been on the water before.  Two of the kids assigned to Castronovo’s boat, Michael and Nicholas, were excited to try the zup board, which is wider than a typical wake board, but equipped with side handles and a front harness for the tow rope.  The rider can either lie down on the board or stand up holding on to the tow rope.  One of the kids, Nicholas, said he wanted to get on a board and “fly.”  It was also during the first excursion Castronovo carefully explained what he was going to do as the driver and what the boarder needed to do to communicate –with hand signals.  It only took a few falls and a few passes for everyone to figure things out.  At one point, Castronovo said, “See that boat coming up on us to the starboard, right side?  He’s overtaking us, so that means I need to keep the same speed and direction so he can safely pass us.  That’s one of the boating rules-of-the-road.”

Nicholas flying on his zup board.

I’m flying!

Michael started things off by hopping onto the board and within minutes, was trying to figure out how to maneuver the board over the wake for the most air time.  After a few trips around the lake, it was Nicholas’ turn.  From the moment Nicholas got on the board, to the minute he stopped, he was grinning from ear to ear.  At one point, Nicholas did fly, letting go of the hand holds and flapping his arms like a swan.  Everyone’s heart cracked wide open in that moment with collective “awe’s,” and claps from everyone in the boat.


Wake the World founder, Greg Hodgin with Vince Castronovo and Michael, being show how to stand up and hold on to the zup board for the next tow.

Wake the World founder, Greg Hodgin with Vince Castronovo and Michael, being show how to stand up and hold on to the zup board for the next tow.

For the next go around, Michael was ready to stand on the zup board, so Greg carefully demonstrated what Michael needed to do and how to begin standing while he was being towed.  It didn’t take long before Michael was up and leaning back like a pro, riding the wake to and fro with effortless ease.  Both of these boys were clearly water-babies and were naturals at watersports, eager to learn and soaking up all of the tips they could from Hodgin and Castronovo.

By the early afternoon, young Michael seemed particularly interested in the boat operation and Castronovo let him take the helm to get a sense of how the boat maneuvered.  Michael played it cool, and appeared to be in deep concentration as he carefully listened to Castronovo’s commands.  “Future boat captain right here!” exclaimed Castronovo.

Wake the World was a Wake-Up Call

Hodgin congratulating Nicholas for a successful first run on a zup board.

Hodgin congratulating Nicholas for a successful first run on a zup board.

What wasn’t lost in this “Wake the World” experience was the collective knowledge, skill and planning that took place, with seamless ease.  Boats launched and retrieved quickly.  Operators communicated amongst each other well, and the worst injury of the Camp Agape (Foster Lake) event was a small cut on the knee.  The planning and detail of each event was meticulous, and everyone was able to “go with the flow,” when something didn’t go according to plan.  Operators displayed courtesy, were careful not to wake other boats, and kept their distance from other water recreationists.  Unlike so many of the negative stories the Marine Board hears about wake boat operation, this event brought out the very best in everyone and they set a standard for being ambassadors for watersports.  There were extra boats in case one broke down, extra drivers, ample volunteers, plenty of life jackets, first responders, lots of different towing devices, and most of all…generous watersport enthusiasts being tremendous role models with skills to share and big hearts to make it all happen –so the kids could be kids.

Prepping for success. A bounty of life jackets in different sizes and styles to "fit" everyone's needs.

Prepping for success. A bounty of life jackets in different sizes and styles to “fit” everyone’s needs.

“The thing about giving back is it all comes back to you,” Hodgin and Castronovo both echo.

The Marine Board sees great advocates for wakeboarding and other watersports in this incredible organization.  What they’re doing begs for more.

If you’d like to awaken your own spirit of giving, check out Wake the World Oregon to take part in this tremendous organization.


Caution to Boaters -Boat Safe & Expect Debris on Area Rivers

Caution to Boaters -Flooding, Debris Expected on Area Rivers

Keizer Rapids boat ramp with debris accumulating at the boat ramp.

Keizer Rapids boat ramp with debris accumulating at the boat ramp.

Finally a sunny weekend is forecast!  This past winter’s snowfall and unprecedented wet spring has created some challenges for recreational boaters that will certainly test your skills .  Swollen rivers bring debris flows with trees, root wads, and other material that can impact the safety of boaters on the water.

The Marine Board and marine law enforcement strongly urge boaters to take the following precautions:

  • Plan, research, and plan some more.  Find out the river levels, plan for the weather conditions where you’ll be boating and know the timing of the tides.
  • Make sure the boat ramp is open for launching. The Marine Board is working closely with facility managers and will include closure information on the Boat Oregon Map.  Orange boat launch icons indicate a ramp is closed.
  • Scout the river before running it. Rivers are dynamic, and don’t stay the same over time.  Boulders and logs move, trees fall, and currents shift.  When in doubt –scout and portage out.  Better yet, if the river is calling you, go with an experienced, registered outfitter/guide.  The Marine Board has an online Outfitter/Guide/Charter lookup function through the online storefront from the Marine Board’s website.
  • Wear a life jacket. Given the water temperature and equally cold air temperature, boaters are encouraged to wear a properly fitting life jacket on the outside of their outdoor attire.
  • Boat with others and stay within sight of one another.  In motorboats, always have a first mate with assigned roles (i.e. one person stays with the boat and holds a bow line while the trailer driver parks after launching).  Everyone will need to keep a sharp lookout.
  • Anchor properly.  Seems so simple, but this is a developed skill.  It’s critical to have enough rode (line plus chain) and the right anchor for the waterbody you’re boating.  You need to have at least 7-10 times the depth of the water in which to anchor.  Many river depths change frequently, so a critical piece of equipment to invest in is a depth finder.  Be sure to check out our past blog post on anchoring.
  • Start out slow.  Get your bearings, and expect the unexpected.  Because water levels are high everywhere, there may be submerged objects just below the surface.  Debris flows, with large logs in particular, can pack quite a punch, so boat smart and maneuver your motor trim accordingly.  The last thing any boater wants is to blow a prop or get their hull punctured.
  • Know your limits and how to self-rescue. Be sure your skills and experience are equal to the river and the conditions.  For more details about river running, here’s a great resource: Whitewater Guide Book, “High Water Safety: Guidelines for Rafting Swollen Rivers.” 
  • Fill out a digital float plan and print out a copy to let others know where you are boating and when to expect your return. The digital form, when submitted, sends an email to the Marine Board that can be used later to aid marine law enforcement should a boater need help.  It’s incredibly important to let other people know important information such as the make, model, and size of your boat, how many people are going out, and what activity they plan to do.

High water levels and large, woody debris may have contributed to the Wallace Marine Park’s boarding docks to shift and the pile hoops to break. The docks will be pulled and assessed. The boat ramp is currently closed.

Visit www.boatoregon.com and click on the Boat Oregon Map to find a boat ramp near you.  The website and the application are optimized for mobile devices.

Bilge Pump Basics

They’re your last line of defense against sinking, so give them some respect — and a little love from time to time.

By Frank Lanier

Photo of a primary and secondary bilge strainer

Due to the lack of maintenance they receive from the average boat owner, I often refer to bilge pumps as the Rodney Dangerfield of boat equipment, meaning “they just don’t get no respect.” It’s a funny but also troubling statement, particularly because bilge pumps are often a boat owner’s first and only line of defense against sinking. To prevent you from being that proverbial scared sailor with a bucket, here’s a look at bilge pump basics — from what they do, to selection, installation, and maintenance.

What They Are (And Aren’t)

The primary job of most bilge pumps on most boats is to clear nuisance water from the bilges (packing gland drips, spray from an errant wave, etc.). The one that came with your boat may be up to that task, but a bilge pump should also be able to provide crucial extra time if your boat is taking on water, allowing you to find and deal with the source of a leak or, in extremis, to don life jackets and hopefully keep your boat afloat long enough for help to arrive. Most people upgrade to a larger bilge pump or add a backup bilge pump to give them time to deal with an emergency. Even that pump should not be confused with an emergency pump, which provides much greater dewatering capacity. If you plan on fishing the Canyons or sailing offshore, then you need a true “crash” pump, one that can move hundreds of gallons per minute.

This article will focus on the middle of these three options — the bilge pump meant to remove nuisance water but also to give you time to deal with an emergency. See the article “Bilge Pump Capacity: Do The Math” to figure out how much pumping capacity you need.

What Type Of Bilge Pump Do You Have?

The most common types of bilge pumps (and the primary focus of this article) are centrifugal and diaphragm electrical pumps. Centrifugal pumps move water by kinetic energy using a rotating, solid impeller, similar in design to a turbine. Water enters the pump, picks up speed as the impeller rotates, and is then forced out by its own momentum. Centrifugal pumps are submersible but not self-priming, meaning they must be sitting in water in order to pump it.

Centrifugal pumps are relatively inexpensive and can move a lot of water. Other advantages include low maintenance, excellent reliability, and the ability to pass small amounts of debris without clogging. They can also run dry for extended periods without damage, although this does wear the bearing and will cause it to fail eventually. Disadvantages include their inability to self-prime and their loss of effectiveness the farther they have to push water vertically.

A diaphragm pump acts like a little wet-vac to suck out bilge water. Water is pulled in through an intake valve, then pushed out through an output valve. Diaphragm pumps are self-priming (meaning they develop suction and prime themselves when dry), can be run dry without damage, and are better able to push water uphill than centrifugal pumps. As to downsides, they can’t move as much water as a comparable centrifugal pump and most can’t tolerate even small bits of trash or debris, which can lodge in the pump’s valves, causing leaks or failure.

Nothing beats the simplicity and pumping power of a centrifugal pump. However, diaphragm pumps can be a better choice where water has to be pumped more than a few feet uphill, and they can be installed in a drier, more convenient place than the bottom of the bilge. Adding a filter before the pump to remove debris reduces the risk of failure.

Do You Have Enough Capacity?

Now that you know how different bilge pumps work, the next step is determining how many and what size your boat should have. The first thing to understand when shopping for a bilge pump is that just because a pump is rated to pump 1,000 gallons per hour (gph) that doesn’t mean it will. See the “Bilge Pump Capacity: Do The Math” to figure out how much a bilge pump is likely to actually move when installed on your boat compared to its rated capacity.

So how much pumping capacity should your boat have? It’s a good question, but one with no clear or easy answer, mainly because boats are so different. Any compartment that’s essentially watertight (i.e. where water can’t drain into another area) should have its own pump or two. While the American Boat and Yacht Council (ABYC) hasn’t set requirements concerning bilge pump capacity, the American Bureau of Shipping recommends one 24-gallon-per-minute (gpm) pump — or about 1,440 gph — and one 12-gpm (720 gph) pump for boats under 65 feet. To me, it’s a simple case of bigger is better — within reason, of course. Based on size alone, I’d recommend a minimum of 5,500 gph pumping capacity for a 40-foot vessel, divided among a 1,500-gph primary pump and two 2,000-gph backup pumps. I’d also throw a high-volume manual pump in the mix for good measure, since all that pumping capacity will be useless if something happens to your batteries.

Based on this, you’ll probably find you don’t have enough pump capacity. If you decide to install more, make sure to follow tips below. And if you are happy with what you have, take a look to see if your current bilge pump needs a bit more respect.

Are Your Bilge Pumps Installed To Minimize Problems?

The first step on the path to bilge pump nirvana is making sure your boat’s bilge is clean and free of trash and debris. Routine bilge cleaning is a fact of life for older boats, but even that new boat you’re purchasing can have a bilge littered with pump-clogging bits of construction material — wood shavings, bits of fiberglass, and gobs of epoxy. Oily bilge residue should also be cleaned up and disposed of properly. In addition to the ecological concerns of accidentally pumping it overboard, oil combines with dirt to form a gooey sludge that can clog pumps and prevent float switches from operating properly. In addition, some newer bilge pumps are designed not to pump automatically if they sense oil in the water, so keep those bilges clean!

Photo of a trashy bilge pumpNo pump can work properly in a bilge choked with trash and debris.

Photo of a sludge-laden bilge pumpOil combines with dirt to form a gooey sludge that can clog pumps and prevent float switches from operating.

Use smooth-walled marine-grade hose for pump discharge runs and secure them at each end with marine-grade stainless steel hose clamps. Hoses should be routed as directly as possible to their discharge thru-hull and should also be properly supported (approximately every 18 inches) to prevent chafe and excessive movement. Speaking of discharge thru-hulls, they should be situated well above the waterline to prevent water from siphoning back into the bilge. Siphon breaks and riser loops are also recommended and should reach at least 18 inches above static waterline where possible.

If your bilge pump uses a flapper style automatic float switch, it must be securely mounted and installed so that the floating-arm is clear of wires, hoses and other obstructions that could impede its operation. Orient the switch fore and aft, with the flapper pointed toward the stern. This is especially important on powerboats — during jackrabbit takeoffs, surging bilge water can damage the flapper mechanism. Installing them close to a bulkhead or frame also helps protect the switch from a torrent of water. Enclosed switches eliminate this worry, but they’re difficult to inspect and test. Regardless of the type you choose, make sure each pump has a manual switch as well; none of the automatic systems are failsafe.

Make sure all bilge pumps not only have intake strainers or strum boxes installed, but that they can be easily reached and cleared of debris. As a marine surveyor I often see centrifugal-style pumps mounted beneath engines and completely inaccessible, even to simply clean the strainer — if your boat has similarly inaccessible pumps, relocate them for better access.

Photo of common bilge pump problemsCommon bilge pump problems include physical damage, loose hoses and failure to securely mount the pump to ensure proper orientation.

ABYC standards require circuit protection for each bilge pump. You can do this by powering them through the primary DC circuit breaker panel, but then you’ll have the potential problem of someone inadvertently killing power to the pumps by turning off the primary battery switch. To prevent this, you can also wire each through a dedicated fuse to the “all” or hot terminal of the battery switch (the one that’s always energized) or even directly to the battery itself. The battery switch option ensures the pump can draw power from both batteries, rather than limiting them to one. An even better option is installing a small, dedicated bilge pump breaker panel (which has the added benefit of keeping all bilge pump fuses and breakers together and easily accessible). This panel would then be wired directly to the battery switch, bypassing the primary DC circuit breaker panel.

When wiring your bilge pump, ensure all electrical connections are located well above normal bilge water levels (to reduce corrosion issues) and properly terminated with marine-grade connectors — leave those wire nuts and electrical tape joints at home! Finally, while it’s fine to go with oversized wire, don’t upsize the fuse. The BoatUS Marine Insurance claim files include many fire claims caused by centrifugal bilge pumps that overheated when something got caught in the rotor assembly and the fuse didn’t blow because the installer thought a slightly bigger fuse would be better. When it comes to fuse size, follow the manufacturer’s recommendations exactly.

What Maintenance Should I Be Doing?

Problems with centrifugal pumps typically involve clogging, defective automatic float switches (if installed), or corroded electrical connections, a common problem with any electrical gear installed in corrosive environment of a vessel’s bilge. Maintenance is generally limited to clearing the strainer (centrifugal pumps have one built into the base) and waterproofing all connectors. When it comes to repair, with the exception of the larger, rebuildable units, most centrifugal pumps are so inexpensive that it usually costs less to replace a damaged pump than repair it.

Maintenance and repair of diaphragm pumps typically involve opening up the pump body, clearing the pump chamber of debris, and checking the diaphragm and valves for damage or deterioration. Other than clogging, most problems will be caused by torn or damaged check valves. The diaphragms can also fail though they will typically outlast several valve changes. Pump disassembly for maintenance is normally straightforward; however, some are more complex than others (multi-chambered units, for example), so be sure to read all instructions carefully to avoid common mistakes, such as improper orientation of check valves during installation.

So give that bilge pump a little respect, and it will keep your bilge dry and maybe even keep your boat afloat long enough for you to figure out where that water’s coming from! 

Captain Frank Lanier has over 30 years of experience in the marine and diving industries, holds a 100GT master’s license, and is a SAMS-accredited marine surveyor.

— Published: January 2015

This article was reprinted with permission from Frank Lanier and BoatU.S. Magazine, the flagship publication of the Boat Owners Association of The United States. For the online editions, membership, insurance, and towing information, visit www.BoatUS.com.” To visit Frank Lanier’s website, go to http://www.captfklanier.com/


Navigation Primer: The Rules of the Road

-from BoatBeat.org

SUP enthusiasts must operate with “defensive” paddling, proper gear, and know your limits.

The Navigation Rules are much like the rules of the road on the highway. They establish a consistent way to navigate safely and avoid collisions when two boats are crossing paths, are on course to meet head-on, or when one boat wishes to overtake another.

Since collisions are the number one type of accident on the water, boaters should remember these basic navigation rules. For basic awareness training on many of the “Rules of the Road” take a boating safety course.  The Marine Board has three approved internet courses, in addition to classroom or equivalency exam options that cover all of the navigation rules, waterway markers, sound signals and scenarios with other water recreationists.

Please note, navigation rules generally do not use the term “right of way.” Instead vessels are directed to “stay out of each others way.” A vessel required to stay out of the way of another vessel is called the “give-way” vessel and the one that should maintain its course and speed is referred to as the “stand-on” vessel.

Post a lookout. Designate someone to watch for dangers that may come from any direction.

Image of a personal watercraft after colliding with a tree stump while operating too fast near shore.

Image of a personal watercraft after colliding with a tree stump while operating too fast near shore.

Maintain a safe speed. Except where speed is restricted
 by regulation or the waterway is marked by a “No Wake”
or “Slow Speed” marker, you must judge “safe speed” for
yourself, taking into account visibility, vessel traffic, your boat’s ability to maneuver, and the weather conditions.  Oregon also has a statewide “proximity rule,” requiring operators to observe slow-no wake , within 200′ of a boat ramp, marina or moorage with a capacity of 6 or more boats; a floating home moorage with 6 or more structures; or people working at water level.  Operators may be liable for damage caused by wake.  (Definition of slow-no wake: Operating a boat at the slowest speed necessary to maintain steerage and that reduces or eliminates waves that appear as white water behind the boat.)

Motorboat collisionAvoid a collision. The Rules of the Road include the actions to take when encountering another vessel on the water. Some of the most common situations you may encounter are: 1) overtaking, 2) meeting head on, and 3) crossing the bow of another boat. In each case, the boat designated as the “give-way” vessel is required to yield to the other boat, while the boat designated as the “stand-on” vessel should maintain its course and speed. When meeting another boat, a boat operator is not required to “make early and substantial changes to their course” unless there is a risk of collision (reciprocal or nearly reciprocal) – they may be able to just stay on course. If there is a risk of collision, then the boat operator must change the course and/or speed of the boat.

  1. Overtaking: The give-way vessel can pass on either side of the stand-on vessel, but must remain well clear of that vessel.
  1. Meeting head on: When meeting another vessel head on, a port-to-port passing is preferred. Passing starboard-to-starboard is acceptable when necessary.
  1. Crossing situation: In a crossing situation, the give-way vessel must act to avoid a collision. This may include altering its course to pass astern of the stand-on vessel or slowing down or both. The stand-on vessel should maintain its course and speed.

Additional Resources:

Boat Oregon Mandatory Education Options (Classroom, Internet, Equivalency Exam)

Federal Navigation Regulations by subject

The Navigation Center for Excellence

USCG’s Division of Boating Safety

USCG Navigation Rules and Regulations Handbook

USCG Aids to Navigation System (ATON) Brochure

Remember -as a boat operator, always take early and substantial action to avoid a collision and always drive defensively. 

What’s Happening with Hendrick’s Bridge Boat Ramp?

Where We are Now with the Hendricks Bridge Boating Facility Improvement Project

Managed by Lane County Parks, Hendricks Bridge on the McKenzie River is a favorite launch and retrieval point for many recreational drift boaters and local fishermen. This river is known as a prime spot for trout and steelhead fishing and fly fishing enthusiasts.  With all of this great fishing, the time has come for a make over for the well-used and well-loved boating facility, known as “Hendricks Bridge.”

Background and Need

Image of the steep drop-off of the ramp during low water periods.

The steep drop-off of the ramp during low water periods.

In 2008, Oregon Department of Fish and Wildlife (ODFW), Lane County and Oregon State Marine Board (OSMB) staff started hearing complaints and concerns from recreational boaters that the old asphalt boat ramp was difficult to use and needed to be replaced. The asphalt ramp is breaking apart and a large portion of the lower section (boat ramp toe) is missing leaving a dangerous drop off. The ramp runs perpendicular to the river with the current cutting across, making it challenging for launching and retrieving. Boaters also commented that the parking spaces were short and narrow and some additional boat trailer parking space would be appreciated. We also noticed that the restroom and parking area were not ADA compliant and would need to be included with the other boating improvements.

Gathering Facts and Perspectives

View of the boat ramp during survey work.

View of the boat ramp during survey work.

Lane County received an OSMB grant to complete an archeological survey and report to determine if there were areas on the property that needed to be avoided. This was completed November 2013.

OSMB staff completed land and water survey and developed some concepts that were discussed with Lane County and ODFW. The concepts were further refined and shared with boaters and anglers at the April 28, 2014 public meeting.

Comments from the public were both constructive and insightful, providing direction on how the boat ramp should be angled downstream with an area that boats could stage without blocking the ramp while they waited for tow vehicles. The downstream angle made launching and retrieving more manageable. Staff identified that a hydraulic analysis would need to be completed to evaluate the downstream boat ramp angle for scour and sedimentation as well as, the impact to the bridge pier.

Lane County received an OSMB grant to replace the restroom with an ADA accessible flush restroom and sidewalks.   This was completed in March 2015. The County requested and received additional OSMB grant funds to complete the hydraulic analysis. This specialized analysis and report was completed in August 2015. The County has also received ODOT clearance and initiated County Planning Department review.

The design concept for the expanded parking lot.

The design concept for the expanded parking lot.

Based on the results from the hydraulic analysis the design was modified and presented to the public on February 11, 2016. Boaters and anglers agreed that the revised concept would significantly improve launching and retrieving from the boat ramp. OSMB and County staff explained that making the boating facility improvements would take time and the design would be reviewed and commented on by several regulatory agencies, which would add to the timeline. Boaters who attended this meeting agreed that these changes would be worth the wait.

What’s Happening Now and What’s Next

This project still has a long way to go before boat ramp construction can begin, but we want to keep you apprised with the developments as permits are approved and consultations are completed.

Below is a table identifying many of the permits and consultations that will be needed before construction can commence. If everything goes according  to plan, boaters will have a new boat ramp with expanded parking within the next three years. OSMB staff will update this table each time a milestone has been reached:

What When Completed
DSL and Corps Permit application submitted May 2016
DSL Permit Issued Early 2018
Corps Permit Issued Winter 2018
DEQ 401 Water Quality Certification Permit Issued Summer 2018
Endangered Species Consultation Completed Summer 2018
County Riparian Setback Area Development Plan Winter 2017
Tribal Consultation Completed Fall 2018
State Historic Preservation Consultation Completed Fall 2018
County applies for grants from OSMB and ODFW January 2019
Construction Begins Summer 2019

A lot of time and planning have been invested into this project by Lane County, OSMB, ODFW and the boaters who advocated for this facility replacement. When it is completed, this will be a “new” facility that will be easier to use, safer for boaters launching or retrieving and less maintenance for the county, which ultimately saves money. Although it seems like a long time to make this all happen, every facility improvement is worth the effort.

About the Marine Board

The Marine Board is funded by registration fees and marine fuel taxes paid by recreational boaters. No general fund tax dollars are used to support the agency or its programs. Boater-paid fees go back to boaters in the form of law enforcement services (on-the-water enforcement, training and equipment) education/outreach materials and boating access facilities.



Guest Blogger -Reminiscing 2016’s Summer Cruise on the Columbia River

Ken Tennefoss and Kramer with friends, cruising on a beautiful Oregon day.

Ken Tennefoss and Kramer with friends, cruising on a beautiful Oregon day.

-by Ken Tennefoss, Cruising Boat Oregon Advisory Team Member

We spent eleven days cruising the lower Columbia River from Portland to Astoria in our boat this summer.  What a wonderful time we had!  It is a trip we have made several times, and is one of our favorites.  I can’t think of too many other things I would rather be doing than sitting at the helm of Mucho Gusto on a summer day, motoring along one of the largest rivers in North America.

We are so fortunate to live in a state with such abundant recreational areas and variety of waterways.  Although the river levels were low, we were still able to find plenty of areas to anchor and play in with our water toys.  The fishing was good and the weather, for the most part, cooperated.

Bald eagle on the Columbia River.

Bald eagle on the Columbia River.

We began our trip by heading down-stream from Portland on the Multnomah Channel.   We had only gone a couple of miles before we saw our first bald eagle, one of several we saw on our trip.  The salmon were running, so there were quite a few boats on the channel all plying for the “catch of the day.”  While we had to make course changes a few times to avoid getting too close to anglers, the cruise to St. Helens was uneventful and along the way we were able to watch a couple of anglers catch bright chinook salmon.

Over the first few days, we anchored with a few other boats in a peaceful backwater cove off the Columbia River, near Goble.  The water was warm and the company was fun.  One of the highlights is a quick dingy ride to the Goble store for an ice cream treat.   

Our next destination was to the waters behind Lord and Walker Islands, just a mile or so downstream from Rainier.  It’s a favorite spot for both water skiers and cruisers but on one particularly calm morning, I took some memorable pictures of a skier cutting across the mirror-like surface in the early morning sunrise.  Waterskiers seek out flatwater in back island areas that are protected from the wind and wave chop. 

Beautiful sunrise from the water.

Beautiful sunrise from the water.

Our next run down-stream was longer, cruising toward Cathlamet Bay, behind Tongue Point.  We anchored just in time to view a spectacular blazing sky of reds and pinks as the sun dipped behind the hills above Astoria. The next day, we explored the tidal flats which are a labyrinth of small channels and back waters that are ideal for exploring in a kayak or small boat. It’s easy to feel like Lewis and Clark, wondering what lies around the next turn.

I admit I sometimes take for granted this great recreation resource and forget that without proper management and funding, it could easily be lost.  Oregon is fortunate to have a single agency that regulates the waterways and also works with facility providers to ensure there’s boating access to the variety of waterways in the state.  Oregon’s State Marine Board is funded by boat title and registration fees and according to the agency’s web site, it’s mission is “Serving Oregon’s recreational boating public through education, enforcement, access, and environmental stewardship for a safe and enjoyable experience.”  I’ve come to recognize as a member of one of the Marine Board’s advisory teams, that boaters need to help by giving the Board feedback on our likes and dislikes, so they can continue to provide services and keep making Oregon a great place to play.  I encourage all users of our waters to let the OSMB know what they are doing right, as well as your thoughts on how they can make improvements.  That way, generations to come will have an opportunity to enjoy Oregon’s lakes, rivers, bays and ocean. 

By the way, if you want to share your thoughts or experiences on boating in Oregon, this OSMB blog is a great place to do that. It’s also a great place to go to read other people’s input.  If you’re not sure where to go or where to put in, the Marine Board has an interactive map on their website that shows where all the boat ramps are in the state.  This is a great place to start planning your summer adventures. 

-Ken Tennefoss

For more information about the Marine Board and to find a boat ramp near you, visit http://www.boatoregon.com.




Anchoring in the Columbia River

Graphic from the US Army Corps of Engineers on how to anchor properly and know exactly how much chain and line are required.

The Columbia River can be one of the most thrilling and inspiring places to boat and fish, but it also has a reputation of being one of the deadliest.  Here are some tips to stay safe when boating on the Columbia River:

Choose an anchor that fits your boat and the boating conditions.

  • The plow-style anchor is good for most boats and gets its holding power by plowing into bottom sediments.
  • The fluke-style anchor (referred to as a Danforth) is similar to the plow style but is more lightweight.  It is also good for most boats and gets its holding power from its pointed flukes digging into the bottom sediments.
  • The mushroom anchor gets its holding power by sinking into the bottom sediments.  It should not be used to anchor boats larger than a small canoe, rowboat, small sailboat, or inflatable boat since the holding power is weak.  You should never depend on a mushroom anchor to hold your boat in rough water or weather.

Prepare your anchor before setting out:

  • Attach 7-8 feet of galvanized chain to the anchor. The chain aids in setting the anchor by lowering the angle of the pull as the chain sinks and lies on the bottom.  It will also help prevent abrasion of the anchor line from sand or rock on the bottom.  Most anchors grip by digging into the bottom when the line is pulled horizontally.  Any upward pull may break the anchor loose.
  • Be sure the anchor line is strong and long enough to anchor your boat.  A good rule of thumb is that the length of the line should be at least 7-10 times the depth of the water where you’re setting anchor.
  • Since an anchor can be a safety device in an emergency situation, store the anchor and its lines in an accessible area.  If the engine breaks down, you may need to anchor quickly to avoid drifting aground.

Follow these steps to anchor your boat:

  1. Select an area to anchor with plenty of room.  Ideally, it should be a well-protected area with adequate water depth and a sandy or muddy bottom.
  2. Head slowly into the wind or current into a position upwind or up-current of where you actually want to end up.
  3. When you are at that position, stop the boat and slowly lower the anchor from the bow -to the bottom.  NEVER ANCHOR FROM THE STERN because this can cause the boat to swamp (flood with water).  The square stern may be hit by waves, and water will splash into the boat.   The motor’s weight will add to this problem.
  4. Slowly back the boat away downwind or down-current.  Let out about 7-10 times as much anchor line as the depth of the water, depending on the wind strength and wave size.  Tie off the line around a bow cleat, and pull on the anchor line to make sure the anchor is set.
  5. After anchoring, take visual sightings of onshore objects or buoys in the water to help you know where your boat is positioned.  While at anchor, re-check these sightings frequently to make sure the anchor is not dragging.
  6. Periodically check connecting knots on your anchor line.  When possible, use splices instead of knots.  Knots weaken a line more than splices.

Follow these steps to retrieve your anchor:

  1. Move the boat directly over the anchor while pulling in the line.  Pulling the anchor straight up should break it free from the bottom.
  2. If the anchor is stuck, turn your boat in a large circle while keeping the anchor line pulled tight.
  3. When the anchor breaks loose, stop the boat and retrieve the anchor.  Never drag the anchor behind the boat.

It’s shaping up to be another fantastic year to go fishing for steelhead, salmon and sturgeon.  Be sure to know the fishing regulations and have all of the proper equipment on your boat to stay safe…especially a properly fitting life jacket.

*Graphic property of the US Army Corps of Engineers, Portland District.

Look Out! Huh?

situationalawarenessWhy “Situational Awareness” is a big deal when operating a boat, and is a skill (and a mindset) that can be developed.

What are you paying attention to when you are operating your boat? Not just what are you looking at, but what information are you processing when making decisions while boating? Are you focused on your wake to see if you can shape it just right for the rider, are you focused on your passengers to make sure they are having a good time, or perhaps you are checking out that cool personal watercraft that is jumping your wake?

Unfortunately this year, Oregon experienced far too many collisions as a result of operators paying attention to exactly those things, and not to what is in front or to the side of their boat. This past year saw an 8.8% increase in fatalities caused by distracted drivers on our nations roadways, and unfortunately we are seeing similar (if not greater) increases on our waterways, too. While the reasons for distracted driving on the road may be different than on the water, the results tend to be the same.

The biggest factor in preventing boating accidents is human awareness, understanding the environment where you’re boating and the critical decisions that are made.


PayAttentionYou watch the road, stay in the lines, check your rear-view mirror and side mirrors routinely.  Why is a boat (propelled by paddle or motor) any different?  Sure, there aren’t any lines to follow, and in many cases, there aren’t rear-view mirrors installed, but there are environmental factors to always be aware of.  What direction is the wind coming from?  What is the condition of the tide -coming in or going out?  What is the depth and contour of the waterway?  Where is the sun’s position?  Where is my bow in proximity to an oncoming wake?

SAScaleHaving the right MINDSET, is a tangible skill but it’s something you need to prime your mind for.  Develop your perception, comprehension and projection, defined in the context of situational awareness:

  • Perception -of cues and stimulus from the environment
  • Comprehension -involving the integration of information to facilitate relevance determination and sense-making
  • Projection -the ability to forecast future situation events and dynamics

Reference: Toward a Theory of Situation Awareness in Dynamic Systems; Mica R. Endsley, Texas Tech University

To develop the right mindset, first recognize that threats do exist.  Rivers are inherently dangerous.  The salt water environment is treacherous.  Lakes and reservoirs are not static.  Many boaters are complacent about potential threats, like cold water.  They aren’t expecting to get wet, so when a boater sets their anchor incorrectly and gets swamped -then what?  (Insert tragic headline here…) Most involve not wearing a life jacket.

Boat operators also need to take on the mindset that everyone’s security is their responsibility.  Everyone on board needs to have a properly fitting life jacket, know what to do if someone falls overboard, and have a plan on how to dock, launch and retrieve -as a team.   Ultimately, the law says that the boat operator will be held liable if anyone is injured in an accident or if another person’s property is damaged (or your own).  Not a good way to keep friends or spend your hard-earned money.

The situational awareness mindset also includes trusting your instincts.  Be mindful of your subconscious and the subtle signs of danger causing those goose bumps.  Have you ever had a feeling that something bad is going to happen without putting your finger on it -and then it happens?  Don’t ignore these feelings.  Act on them. 

Here are a few life-drills to help prime your mind:

  • At a boat ramp, how many people are launching?  What are they wearing?
  • Is there a staging area?
  • How many car slips and trailered parking spots are there?
  • What are the weather conditions?
  • Which direction is the wind coming from?
  • Where is the signage kiosk and how many signs are on it?
SUP enthusiasts must operate with "defensive" paddling, proper gear, and know your limits.

SUP enthusiasts must operate with “defensive” paddling, proper gear, and know their physical limits.

Engaging in such simple situational awareness drills will help train your mind to be aware of things around you, almost subconsciously, when you’re in a relaxed state of awareness.  These details matter.  Like anything, the more you do it, the easier it gets.

Bottom line:  Situational Awareness = Being present in the moment and taking action when needed.  You’ll also receive an added bonus of taking in more of the wonderful scenery, tranquility, and environmental sensations that help you connect… with nature -and yourself. 

Detroit Lake Boating



Water Sports Foundation hosts meeting with kayak manufacturers

-By Water Sports Foundation, August 22, 2016

The Water Sports Foundation (WSF) hosted its second paddle sports safety meeting with the world’s largest recreational kayak manufacturers at the Outdoor Retailer trade show in Salt Lake City on Aug. 6. The attending manufacturers represent an estimated 90 percent of U.S. recreational kayak production.

The relationship started in 2015 when WSF, a U.S. Coast Guard non-profit organization grant recipient hosted a meeting to discuss a negative trend in paddle sports. During the previous five years paddle sports popularity showed steady growth and with this, boating deaths related to canoeing, kayaking and stand up paddle boarding showed an increase as well.

In 2014, 135 paddlers lost their lives while participating in these three categories and in 2015 the number jumped to 146. All this occurred during the same five year period* that total deaths from the larger power boating segment declined, creating the alarming anomaly.

“For the past year we’ve followed the direction that the manufacturers gave us to deliver video safety messages through their distribution channels. The video messages are currently in the market reminding paddlers to wear their life jackets and stay safe on the water,” Jim Emmons, WSF non-profit organization grant director, said. “The meeting at Outdoor Retailer was the chance to report on what’s happened in the past year and to look for new opportunities that direct non-profit organization grant funds towards projects that make paddling a safer American pastime. It’s imperative that we do all we can to reverse the trend of increased deaths in paddle sports and it’s uplifting to have such great manufacturer partners that also believe in this mission.”

The meeting was attended by the United States Coast Guard along with others such as members from the American Canoe Association (ACA), representatives from the Stand Up Paddleboard Industry Association (SUPIA), several paddle sports consumer media brands including Canoe & Kayak, Kayak Angler, Paddling.net, and the paddle sports boat manufacturers – nine in total.

During the meeting the manufacturers asked organizers to repurpose the current safety videos in different ways so that they can re-share them. For maximizing social media effect, it was suggested that they should be no longer than 15 seconds and focus on only one topic – referred to as a “social cut.” This, along with a new initiative to produce safety messages for the stand up paddleboard market, are the two primary directives for 2016 and beyond. Discussions with the video producer to implement these suggestions have already taken place.

“We learned a lot this year, especially that the manufacturers are not as adamant about their brand being included and that our future projects will most likely be shared even if the message contains a competitor’s product,” Emmons said. “I grew up in the sports marketing world and I can’t remember a time where manufacturers put their own interests aside for the common good of humanity like they did in the August 2016 meeting. It was truly amazing hearing them willing to work together at almost any cost.”

On Sept. 9, WSF will host a similar meeting at Surf Expo in Orlando with stand up paddleboard manufacturers designed to coalesce the SUP manufacturing segment with paddle sports safety messages similar to what’s occurred in the kayak market. Also this fall, with the U.S. Coast Guard’s assistance, a jointly designed safety pamphlet will be printed and distributed to the kayak manufacturer partners. The pamphlets, printed to supply manufacturers for three years production will be included in kayak packaging so that they are available to consumers at the point of purchase. For examples please contact Emmons at 407-719-8062 or by email at jim.emmons@yahoo.com.

Headquartered in Orlando, the Water Sports Foundation is the non-profit educational arm of the Water Sports Industry Association ,and since 2011 WSF has received boating safety outreach grant funding from the U.S. Coast Guard for its outreach grant projects known as “Your Boating Dollars At Work.” The Sport Fish Restoration and Boating Trust Fund administered through congressional action provides funding for the U.S. Coast Guard’s recreational boating safety initiatives.
* According to the U.S. Coast Guard’s Boating Accident Report Data for 2014 and 2015

The Concrete Truth about Boating Access Improvements -The Cedaroak Boat Ramp Example

The boarding floats at Cedaroak showing a strong list due to a build up of sediment underneath.

The boarding floats at Cedaroak showing a strong list due to a build up of sediment underneath.

It begins with a “need.”  Sometimes “wants.”  But many times, the “need” trumps the “wants,” which is the case for Cedaroak, managed by the City of West Linn.  This site is a perfect example of why “build it and they will come” isn’t like the movies.  Surveying, planning, design concepts, environmental opinions, funding, permitting, natural processes, and many other variables need to align in just the right order for a boating facility to be improved.

In 2005, the City applied for, and was awarded a grant for maintenance dredging of the boat basin area.  For background about the site, the Cedaroak boat ramp is just downstream and behind Cedar Oak Island, which for most of the year, provides protection from the river current and debris.  But with the protection comes an unwanted side-effect: sediment accumulation.  As the water sweeps and eddies behind the island, the water velocities slow and the sediment drops out of the water column, creating a buildup that just-so-happens to occur right near the boat ramp.  This makes launching, especially during low water years or low tide, nearly impossible and is also a potential safety issue if boaters are unable to retrieve their boats and wind up becoming stranded in the river.

The Marine Board approved a grant to dredge the sediment in the 2005-2007

Lacking traction due to sediment build up on the ramp, filling in the V-groove for friction to help automobiles launch and retrieve.

Lacking traction due to sediment build up on the ramp, filling in the V-groove for friction to help automobiles launch and retrieve.

biennium and the City applied for the required permits in 2005, but didn’t receive them until 2007, just before the Marine Board grant expired.


Dredging is a known money pit and usually a never-ending issue, so the Marine Board rarely approves grants for dredging due to the recurrent nature of sedimentation in certain areas and encourages boating facility owners to look for alternative designs to reduce sediment accumulation. Cedaroak is unique because it is the only boat ramp on the west side of the river between Willamette Falls and Portland’s Willamette Park, which is 8.4 river miles away.  It’s also the second most popular launch site in Clackamas County and accommodates all types of boaters, including fishing boats, wakeboarders, personal watercraft, and paddlecraft. The Board had to consider the high use, lack of nearby launches on the west side, and other factors in making a decision on whether or not to continue investing boater dollars for dredging. The Board approved a grant to dredge as an interim measure while the City explored the City a long term solution to this perennially consistent (and costly) sedimentation problem.Picture 009

The dredging project was completed and in 2008, on par with the Board’s interest in seeking a better solution, the City requested assistance to complete a hydrologic analysis of the existing launch ramp to help determine if redesigning the ramp or relocating the ramp within the park property would minimize the need to dredge in the future. Part of the plan also included developing a conceptual design for a new boat ramp.

When the hydrologic analysis and conceptual design were complete in 2009, it identified that the boat ramp could be designed to reduce sediment accumulation by replacing and extending the ramp approximately 143 feet further into the river. The Marine Board coordinated with the City to come up with a viable game plan to replace the boat ramp. As mentioned earlier, “many variables need to align in just the right order”. Armed with the consultant’s hydrologic analysis and conceptual design, the City, Marine Board and Consultant identified who they needed to get permits and approvals from. The list turned out to be quite extensive. And as any construction person can tell you, getting permits is not only expensive, but the process takes a long time! Cedaroak was actually fortunate compared to the typical boat ramp, where the average is 16 state, federal and local agencies review and provide comments as part of a permit application. This doesn’t include additional comments from interested parties such as the public, Audubon Society or Willamette Riverkeeper.


  • U.S. Army Corps of Engineers -Permit
  • Oregon Department of State Lands -Permit
  • Building -Permit
  • Willamette River Greenway -Permit
  • Planning Department Land Use –Permit
  • Oregon Department of Environmental Quality 401 Water Quality Certification
  • FEMA No rise Certification
  • State Historic Preservation Office
  • National Historic Preservation Act Review
  • Tribal Consultation
  • U.S. Fish and Wildlife Service
  • National Oceanic and Atmospheric Administration Endangered Species -Consultation
  • National Oceanic and Atmospheric Administration Essential Fish Habitat –Consultation
  • Oregon Department of Fish and Wildlife


The permit process started immediately after the hydrologic analysis report was completed in August of 2010, and would take nearly three years, due in part, by endangered species consultation requirements for the Corps of Engineers (COE) and Department of State Lands (DSL) permits. The City received a permit from DSL in 2011, but due to delays with the Corps of Engineers permit process, DSL’s permit would have to be extended five times. The City applied for a grant from the Marine Board in 2011, but the application was deferred until all of the required permits were received. All it takes is one party disagreeing or concerned with any portion of the permit application, or being on vacation, or a change of staff, for an entire permit to fall by the wayside. It’s a delicate dance with a lot of changing steps.

The City re-applied and was awarded a grant in 2013 but had to withdraw the grant since permits were not issued and modified to allow for drilling multiple test holes and didn’t leave enough time within the Marine Board’s biennial budget to complete construction. The City was also coordinating the separate planning department permitting process which requires a pre-application, but it is only valid for 18 months which resulted in the process being repeated as a result of the Corps permit delays.

Some questions readers may be asking at this point is why did the City need to get five permits, two certificates and numerous consultations from fourteen different agencies and why did it take so long to issue them, knowing that each year that passes the siltation would get worse? The answer partly lies in the interests that each agency serves to protect. For example, NOAA’s role was to provide a biological opinion on the impact to endangered species and habitat. SHPO, Corps Archeologist and Tribal consultation were analyzing any impacts to cultural and historic properties. For each permitting agency, justification and clarifications were continually being required of the City and with each question or clarification, more time being added to actually getting the permits issued. It’s a race at a snail’s pace.


Public comments are also carefully considered when a facility is getting a makeover. The City hosted a meeting to collect public comments as part of the planning process. In addition, the US Army Corps of Engineers and Department of State Lands also solicited comments on the permit application for the project. Some of the concerns that came up during the public meeting included:

  • Navigability between the docks and the island and side channel if the docks were located on the outside of the ramp lanes.
  • Congestion between the island and docks if the docks are located on the outside of the ramp lanes.
  • The need for non-motorized access
  • Parking congestion
  • Sediment transport changes
  • Could the docks be increased from the statewide standard of 6-feet wide to 8-feet wide

A common theme was about the proposed design and moving to a single dock configuration from two, and not making the dock wider. Ultimately, it was decided to go with the statewide standard to reduce shading impacts for endangered species, the increased cost of having two docks, more piling and to meet statewide recreational boating facility design standards. The single lane of 6-foot dock configuration is a standard design in Oregon as well as nationally. It can be found at many facilities including the Hammond Boat Basin which during buoy 10 fishery, successfully launches up to 800 boats a day, or nearby Sportcraft Landing and Meldrum Bar. A carry down launch was also incorporated into the new boat ramp design and will deflect congestion at the ramp, which will hopefully minimize any conflict during launching and retrieving.


Finally, by 2015 all the necessary permits were in hand and the City re-applied again for a grant from the Marine Board for $200,000. The City also received a huge grant from the Sport Fish Restoration Fund for $900,000 from ODFW and US Fish and Wildlife Service. The City kicked in $204,769 and the Oregon Department of Fish and Wildlife contributed $300,000 in Restoration and Enhancement funds for a project total of $1,604,769.


By now, eight years’ worth of planning, permitting and design work finally came together. The construction work begins in mid-August, 2016.

As the designs morphed from paper into the real world, the facility will have a new two-lane concrete boat ramp, new docks, new piles,, new carry-down trail and lots and lots of habitat plantings and riparian enhancements to reduce erosion and benefit endangered species.

Schematic of the boat ramp design with planting areas outlined.

Boat ramp design with planting areas outlined.


Even with the best planning, the timeline is somewhat fluid based on dock fabrication, weather, or other contractor/material delivery conflicts, but the goal is to have the facility completed in the early fall.

Proposed Timeline

Proposed Timeline

The first thing boaters will notice is the removal of the asphalt, land clearing, and removal of the existing docks. Then the ramp will be demolished and the existing piles will be removed. By the end of August, the new structure will take shape, including the new ramp build-out, construction of a new infiltration swale, new piles, rail installation, and the new parking lot and ramp subgrade.



During the first week of November, shortly after the concrete was poured and grooved…something happened.

During construction a large subgrade soft area was discovered on the upstream side, near the mid-point of the boat ramp, causing the boat ramp to settle unevenly.  This has impacted construction and the timeline for completing the boat ramp and boarding dock replacement.  The City’s consultant engineers, Maul Foster & Alongi and geotechnical engineering firm, GRI, are currently working with the contractor and City of West Linn to resolve the site conditions before the ramp can be completed and re-opened.


On December 22, agency staff convened a special Board meeting via teleconference to discuss cost increases and extended timelines due to the circumstances surrounding the subgrade soft area that created uneven settling of the ramp concrete and damaged several planks.  The City of West Linn requested an additional $308,000 in state boater funds to match their $300,000 contribution, which the Board approved.

Everyone is hopeful that the facility construction will be completed in mid-January.


Unprecedented winter weather with heavy snow, freezing rain, and more rain, added nine feet to the Willamette River in January.  The upstream side of the lower portion of the boat ramp has been completed.

The contractor started replacing the downstream lower portion of the boat ramp during the week of February 6.  High water is preventing the concrete closure pour that will connect the lower and upper portions of the boat ramp.

The asphalt, sidewalks, carry-down access, piling and docks have been completed.


The City opened the boat ramp for launching in April, but the ramps still need more work.  There is a transition plate that still needs to be installed (between the abutment and the docks) in a location on the ramp that’s currently under water.  The plate cannot be installed until the water levels drop.  The City put in a temporary structure, so boaters can launch.  The City and contractors plan to close one lane at a time to complete the work (which requires pouring concrete and allowing it to set).  The City doesn’t anticipate this work taking place until June.  We’re advising boaters to NOT power load onto their trailers when retrieving to protect the temporary plate.


A lot of time and a lot of planning have gone into this facility. By taking the time and investing in this new facility design, the City of West Linn will reduced maintenance costs over the long haul because there will be less sedimentation to deal with, and dredging will (hopefully) be a thing of the past. Cedaroak will no longer be a money pit and source of frustration for boaters trying to launch. The new ramp will have improved traction, there will be less fear about “getting stuck in the muck” and non-motorized boat traffic being deflected to a different area to the side of the main ramp.

The bottom line is that dredging is not a viable long term solution to silting, waterway managers need to plan on as many variables as possible when submitting a permit application, and to expect many bumps in the long road. Cedaroak needed a new ramp design. The facility also needed to meet the needs of boaters and comply with the permit agencies that protect navigability, the environment and sensitive species.

The truth is, any boating facility improvement takes a long time. Not all of the “wants” or desires will happen. But what’s proven time and time again is every facility improvement is worth the effort. Cedaroak will provide fantastic access for recreational boaters for decades, without a launching and retrieving hassle.


The Marine Board is funded by registration fees and marine fuel taxes paid by boaters. No general fund tax dollars are used to support the agency or its programs. Boater-paid fees go back to boaters in the form of law enforcement services (on-the-water enforcement, training and equipment), education/outreach materials and boating access facilities.