TRIP 6 LOGS
August 2 – September 5, 2000
New York City, NY Area to Chicago, IL

PART 3   BAY OF QUINTE AND THE TRENT-SEVERN WATERWAY

Kingston to Trenton, Ontario, Friday, August 18, 2000

     Prior to that trip, I really didn’t understand how a boat got to Trenton from Kingston.  The route through the Bay of Quinte eliminates the need to go into Lake Ontario, which can be rough, like all of the Great Lakes.  It has the shape of a big "Z", and we entered at the lower right headed west.  It was a pretty run, and I believe there would be some good cruising there.

     We left Kingston at 7:45am and arrived in Trenton at quarter past noon.  The municipal marina there was called Trenton Marina or Fraser Park Marina, for the memorial park located right at the marina.  The city owned the marina, but Craig and Sandy Carter operated it.  Craig was at the dock when we came in to fuel up, pump out, and get a slip for the night.

     This man could not have been more helpful, or nicer.  He asked about our engine repairs, remembering the six other Texas boats which had come through there.  The story of our engine had preceded us, and Craig remembered the names of many of those Texas boats.  I wanted to send a fax to Toronto with a map to his marina on it, and he drew one up and sent it for me.  I wanted to check our email, and he volunteered their fax line whenever we were ready.  He pointed out the nearest grocery store, and we walked over there for provisions.

     We filled up a grocery cart, so I rolled it back the three blocks to the boat.  The flowers in the little park there were great.  After unloading the cart, I took it back to the store.  Then I asked Craig about some hull cleaner.  He volunteered his wife, Sandy, to take us to the marine supply store.

     Sandy took Angela and I to two marine supply stores, neither of which had hull cleaner, or Whip-it, or a new speaker for our stereo, or a replacement light fixture for our galley.  Then she suggested a Radio Shack, which almost had the speaker I needed.  Then she recommended a local restaurant for us.  Then, she said she would help us out for our plans for Saturday.

     We had several things planned for Saturday.  Our friend from Houston, Wally Moore, was flying to Toronto to come meet us.  Our new friends in Toronto, Dave and Laura, had not been through these locks, and they had two young children who would enjoy the boat ride.  So Dave and his family were bringing Wally to Trenton, a journey by car of 2.5 hours.  What we needed was a way to get Dave and his family back to the marina after going with us through a few of the locks.  Sandy said she would come get them, no problem.

     After dinner and ice cream and checking email, I changed the oil and filters on the CAT engines.  Craig had said he would take care of disposing of the used oil.  They also sold the ice cream at the marina.

Trenton to Glen Ross, Ontario, Saturday, August 19, 2000

     I tried to clean the starboard side of the boat with some other cleaners I had on board, but I really needed the heavy-duty hull cleaner.  I improved the appearance of the boat, but it wasn’t as clean as I would have liked.  I was enjoying the process of cleaning it, though, which is something I usually try to have done for us.

     Angela cleaned the inside of the boat, and we had done laundry in Kingston.  We were getting ready for the Trent-Severn Waterway with fuel, groceries, oil and filter change, pump out of the waste system, and a reasonably clean boat.  Our friend, Dave, had taken me to the chart store in Toronto a few months earlier, so we had charts for the system.  The Trent-Severn was about twice as long as the Rideau, and the height reached is 840 feet above sea level.  I read that’s the highest any lock system in the world takes a boat from sea level.  The elevation of the Tennessee River at Knoxville, TN is 814, so the Trent-Severn does go higher than that.

     Our plans worked out just fine.  Dave was able to locate the marina, they arrived about 11:30, and we had lunch on board after they arrived.  I was meeting Laura, Evin, and Shannon for the first time; and they were each a treat.  Wally had become attached to the kids, and they liked him, too.  Shannon had picked flowers and brought them to Wally; he was moved.

     We left the marina at 1pm and proceed up the Trent River through three locks.  Everyone got to experience the “boat elevator” that a lock is, and the children got to see the boat and all its compartments.  Evin wanted to see the “basement” when he saw Dave and I looking into the engine room.  We were through the three locks in about one and one-half hours.  We called Sandy, and she drove up and picked them up and returned to the Trenton Marina.  It was a very nice outing.

     Lock 1 was a 17-foot lift.  Locks 2 and 3 lifted us 19 and 28 feet, respectively.  We were moving up quickly, and we could see the need for it with the escarpment looming up ahead of us.  We then went through locks 4, 5, 6, and 7, which lifted us, in order, 18, 17, 17, and 11 feet.  We ended the day above Lock 7, and 127 feet higher than the start of the trip.  We only traveled 14 miles, too.

     We stopped where we did on the basis of the recommendation of the Waterways Guide for the ice cream store at the top of the lock.  We did sample the ice cream, and we bought two half-gallon containers to help us keep up our strength on the cruise.

     The weather that day was Fall-like, with morning temperatures about 50 degrees F and a high in the 60s.  A cool breeze was blowing, and the sun was warm only if you stayed out of the wind.  We had some clouds, but the air was clear and clean.

Glen Ross to Long Island on Rice Lake, Sunday, August 20, 2000

     We slept without benefit of generator, as was to become our custom; and the temperature in our stateroom when we turned on the generator in the morning was 60 degrees.  The outside temperature was perhaps 45 degrees F.  Over the day it warmed to 75 degrees, with a cool breeze from the NW.  (In Houston it was 98 – 100 degrees, so no one believed our stories of needing long pants and a jacket.)

     We pulled out at 7:45am and ran until 5:45pm, running 7 hours on the hour meters and covering 56 miles.  We went through Locks 8, 9, 10, 11-12, 13, 14, 15, 16-17, and 18 (11locks in all), which raised us 19, 15, 24, 48 (in two flight locks), 23, 26, 22, and 54 feet (in two flight locks).  (There were only two sets of two locks in flight, i. e., back to back, on the whole system, and we went through both sets.)  Our elevation on Rice Lake was 602.7 feet, almost 200 feet higher than our highest elevation reached on the Rideau Canal.

     We anchored behind Long Island.  Angela cooked dinner, and I started cleaning the eisenglas enclosure around the fly bridge.  I had found some special cleaner and wanted to see how clean it would get.  The enclosure had lasted five seasons already, and we expected to replace it in the Fall.  Rice Lake was large but not deep.  We experienced the same problems with shallow depths we found on the Rideau Canal in some marshy areas, between locks 8 and 9, for example.  However, even in areas with depth readings of 2, 3, and 4 feet, we didn’t hit anything hard, and when we found ourselves temporarily out of the channel we had no negative consequences.

     At Mile 66.8, approximately, there was a marker to indicate the underwater supports for an old railway trestle.  We had been told about it by another cruiser in Trenton.  Not sticking to the channel there could mean tearing the running gear off the bottom of the boat.  It was clearly marked on the chart.

     There were a number of islands in Rice Lake, and we thought we could anchor behind one and let the island block the wind.  We were near the channel which would take us to Peterborough, and no good anchorages were apparent in that narrow channel.  The Trent-Severn Waterway followed the Otonabee River upstream from Rice Lake.  The chart also called it the Trent Canal.  We were studying the charts to identify the possible anchorages or marinas we might want to use during the trip.

     The Trent-Severn Waterway was not built in the same way the other canals on that trip were built.  The Erie Canal was built in the early 1800’s, and it was designed for canal boats with no power of their own.  The canal boats were pulled by mules or horses walking on a tow path alongside the canal.  The same was true for the Oswego Canal.  Over the years the Erie Canal was modernized, enlarged, and relocated somewhat in several stages; and today there are some lake sections which could not have been traversed by use of a tow path.

     The Trent-Severn was built in several distinct phases, and the most recent was in the early 1900’s, when steam power and steam-driven boats were available.  So it has large sections through lakes where no tow path was ever used.  The system was finally completed in 1920.

Long Island Anchorage to Burleigh Falls, Ontario, Monday, August 21, 2000

     We pulled up anchor at 8am and motored over to the entrance to the Trent Canal.  We made our way through the narrow and shallow channel through marsh for almost 20 miles.  Then we came to the City of Peterborough, which was the largest town (65,000 population) on the waterway.  It was very attractive, too.  At Lock 19 we were lifted 8 feet, and at Lock 20 we were lifted 12 feet to the pool just below the famous Peterborough Lift Lock, where we tied up to the wall opposite the Blue Line and went to the Visitors Center.

     The building contained a movie theatre to show a video on the T-S, a museum, an atrium with maps and brochures, and a store operated by the Friends of the Trent-Severn Waterway.  As we had found on the Rideau Canal, the volunteer organization ftsw worked with the government to promote the waterway.  That was one of their stores; they also had one at the Big Chute Marine Railway.  They also had a web site.  It was a worthwhile stop.

       

     The lift lock itself was amazing.  It was the largest hydraulic lift lock in the world, with a total lift of 65 feet.  It was built in 1904 of unreinforced concrete, and it had been functioning since then with very little modification or maintenance. The system looked like two large bathtubs with water and boats inside each tub or chamber.  One was up, and the other was down. 

     We went into the down side, and it rose while the up chamber descended.  The up side came down basically because it had an extra foot of water in it.  When they released the brakes, it came down and pushed the down side up using hydraulic pressure on a large piston under the chamber.  And it was fast, too.  I was surprised how quickly the chamber moved us up 65 feet.  The gates on each end of the chambers rotated out and down into he water, allowing us to motor out of the chamber into the narrow waterway above.  We had been floating in 6 or so feet of water that was being lifted 65 feet into the air.

    Next we moved upstream through the somewhat narrow Otonabee River and Trent Canal, through Locks 22 (Peterborough was 21), 23, 24, 25, 26, and 27, with lifts of 14, 12, 12, 10, 16, and 7 feet. That brought us to Clear Lake, 768 feet above sea level, which had no protected islands for an anchorage.  At the northern end of Clear Lake was Stony Lake, which had some great-looking places to anchor.  I chose one, near the beginning of an area called Hells Gate, and turned out of the channel to a side channel with 34 feet of depth.  I noticed there was an enlarged, detail drawing of Hells Gate, and in looking at it, I got confused.  I wasn’t sure anymore which island was the one I wanted to pass on our port side, and we hit a rock with one of the props.  Then, we backed up and hit a rock with the other prop.  Then we got out of there and limped on down to the next lock.

     Burleigh Falls (Lock 28) was the next lock, and the lockmasters were helpful, as usual.  They had to go look it up, but they gave us the name and phone number of a marina about 8 miles away which could possibly help us.  We went through the lock (lift 24 feet) and tied up to the wall at 6:45pm, because it was too late to make the next lock that day.  They closed the system down at 7pm.  (There used to be two locks at that location, so when they replaced the two with one they eliminated Lock 29.)

     I called Buckhorn Yacht Harbor; and Peter, the owner, called me back later.  It was a real family operation, and I suspect Peter is always “working” and willing to help a customer.  He called me back about 9pm and said he and his boys would be ready for us in the morning.  They could dive under the boat and remove the bent props and replace them with our spares.  Then they could get the bent props straightened and brought to us somewhere down the way.  That sounded good to us.  We were then in the portion of the waterway known as the Kawartha Lakes region.

Burleigh Falls to Fenelon Falls, Ontario, Tuesday, August 22, 2000

     Angela and I were married on that date in 1992, so we planned to eat out and celebrate our anniversary.  First we had to take care of the prop problem.  I was up and had us moving at 7:30am, too early, really.  We made the next lock sooner than I thought we would, and we had to wait until 8:30am when the lockmasters began their day.  Lovesick Lock (number 30) lifted us 4 feet, and Buckhorn Lock (number 31) lifted us 11 feet.  Buckhorn Yacht Harbor was less than a mile further upstream.

     We pulled into the fuel dock and pumped out our waste tank and filled up with water.  Peter and his two sons and one other man took care of the diving and replacing the props.  Peter’s brother, John, was in charge of the prop repair shop, which was right there on the premises.  In fact, they had nine employees repairing propellers.  They had five trucks running regular routes all over the area picking up and delivering propellers.

     The significance of a dive operation and prop repair shop within a few miles of a lake called Stony Lake, with a narrow, twisting channel called Hells Gate, was really sinking in then.  We were assured we were not the first to do that, although we had left the channel deliberately while others had just wandered out.  They pointed out another narrow section within sight of their business, and they said some customers with new props bent them up again in that section.  We were truly into different territory from our previous experiences with accidentally getting out of the channel.  Everyone else we saw said “You’ve got to stay in the channel, always”.

     We noticed that several pages in our charts were not needed by us since the areas charted were on the periphery of the through route.  These lakes stretch out for miles to the sides of the main route, indicating lots of options for cruisers with the time to explore.

     Peter and his boys did a nice job for us, and they didn’t waste our time.  We arrived at their site at 10:30am and left somewhat after 1pm.  They had a very nice business with a machine shop, a canvas shop, dry and wet storage for boats, and very nice, helpful people.  They did not sell diesel, and that was not uncommon on the waterway.

     We went on to Buckhorn Lake, and I noticed campgrounds owned by groups such as churches and large companies, resorts catering to families, and summer homes alongside the attractive lake.  The next town and lock was at Bobcaygeon, number 32, with a lift of 6 feet.  That was the oldest lock on the system, and a cute town in which to stay the night.  We pressed on to Fenelon Falls (Lock 34) and tied up above the lock at 4:30pm.  That lock lifted us 24 feet to 836.7 feet above sea level.  That town had restaurants, and the next lock didn’t, so we stayed there.

     We had time to dress for the meal out and to walk around and see the several restaurants recommended to us.  We found a bank with an ATM, a grocery store, several ice cream stores, and a German restaurant where we decided to eat.  The meal was good, too.  We were having trouble getting used to restaurants with their doors and windows open to the fresh air (not often done in Houston), a lack of no-smoking areas in some places, and some of the flavors, of Sweet-N-Low, for example.  In the USA that product contained saccharin; in Canada it contained aspartame, like Equal in the USA.  These products have different tastes but the same names, depending on whether they were made in the USA or Canada.

    We still experienced the same friendliness, maybe a little less than we found on the Rideau Canal (or could it be we were away from home too long?) and the same generally safe feeling we’d had all during our stay in Canada.  We bought a few groceries, stamps, and ice cream, and went back to the boat.  A lot of people came by the boat and asked if we really brought the boat from Houston, Texas.  It was interesting to chat with them about boats and boating experiences.

Fenelon Falls to Bolsover, Ontario, Wednesday, August 23, 2000

     At 4am Wally woke me with a yell, “David, we’re adrift”.  I pulled on some clothes and started the generator.  Angela had also felt the movement of the boat, and she was up and moving better than I.  We had been parallel to the channel; now we were perpendicular to it.  There was virtually no current (we were right out of the lock on the upstream side), but the wind was pushing us around.  There was a rental houseboat at our bow and a brand new 45’ Sea Ray cruiser across the channel from us.  Our bow pulpit banged into the houseboat a couple of times, but we didn’t hit the Sea Ray.  Thank goodness, for we found out later it was only delivered to its new owner on Tuesday, the day just ended.

     I got both engines started and began maneuvering the boat with one in forward and one in reverse.  With two engines set up like ours, you can turn the boat on a dime, so to speak.  Then the shift cable on the starboard engine broke, and I could only shift gears on the port engine.  In fact, I wasn’t sure what gear the starboard engine was in, so I shut it down.  Wally jumped over our bow rail and thumped down loudly on the deck of the houseboat.  He then scrambled up to the wall and pulled us back to our former position, with the port engine helping whenever appropriate.  At one point I rushed to the side to see if we had ropes in the water, as wrapping a rope around a prop is one of my constant fears.  We got all tied up again and sat down to discuss what had happened.

     It turns out the people who set us adrift (kids, probably) had taken our lines loose and thrown them on the deck of the boat.  Wally may have heard the ropes hit the deck, as he was sleeping in the forward stateroom, just under the forward deck.  We saw a couple of teens(?) walking by and away from us a little later.  They had raincoats on, as it was raining and had been raining all during this experience.

     I went to the pay phone across the street and called the police.  I had to use the 911 number and wait for the police to call me back, which they did in about 10-15 minutes.  The officer said they were in Linsay, south of us, and they had three prisoners they were dealing with at the time, but they would be by later.  We could not sleep, so we made coffee and ate breakfast early.

     The next thing to do was to repair or replace the shift cable.  Wally started work on the repair end, but it was impossible.  I called Carver and was referred to a Carver dealer in the area.  The parts man, Rick, was super.  He told me what I needed (a Teleflex shift cable) and where else I could get it.  He offered help in any way, and I eventually asked him to get it for me.  He initially said a courier fee would be charged, and then he said he had a vehicle headed our way for something else, so there would be no delivery charge.

     Dan, the man with the cable, arrived at half past noon, and he tried to help us figure out how to connect the two cables so we could pull the old one out and the new one in.  He even drove Wally to the hardware store and back, and then he tried unsuccessfully to get a steel tape fished down through all those wires and cables.   We eventually called the local marina, and they sent out Scott to assist us.

     Scott saw what our problem was and went back to his shop and made a coupler for us.  It would screw onto the ends of the new and the old cables.  Once we had the two coupled together, it was simply a matter of pulling the cable from the engine room to the upper helm.  I connected the transmission end of the cable, while Wally and Scott pulled the new one in place and connected it at the upper helm.  Scott helped us with the adjustment, and we were off.  We needed water, and Scott said we could fill up at their at their marina, about 2 miles away.

     I had asked the lockmaster there if we could have some water, and he was not friendly.  He said it was not their practice to provide water for a water tank in a boat, especially in busy, downtown locks like that one.  He said they provided drinking water for a person to drink, or for a small bottle; but he seemed offended we wanted to fill up our tank.

     We motored over to Scott’s marina, and grounded our port prop on the rocks there.  I think it was in neutral anyway, as I saw it was shallow; but there was no water there for us to spend the night for sure.  Our boat was too large for many of the facilities we saw on the waterway.

     I went up the hill to pay our bill, and I shopped a little in the marine supply area.  I was surprised to find the speaker I had been looking for.  They had a set they wanted to sell together, so I bought the pair.  We got a shove off the low pier and made it to deeper water without hitting the props again.

     By that time we wanted to avoid any possibility of hitting rocks with our props.  We were all miserable with the damage that had already been done.  The water level in the Trent-Severn was not supposed to be particularly low, but Georgian Bay and the Great Lakes were low, and that’s where we were going next.

     We went across a lake about 2 miles long, and then we came to Lock 35 at Rosedale, which lifted us 4 feet.  We were then at the height of the system, 840.6 feet above sea level.  We had come through 35 of the total of 45 locks; from then on we would be going downstream.  That meant a change of buoys, as the red were on the right only when ascending, or going upstream.  Another possible reason for hitting rocks occurred to all of us.  About a third of our miles remained, so we ascended for two-thirds the length of the waterway and descended for one third.

     Balsam Lake was the highest lake, but in less than 5 miles we were across it, into the Trent Canal, it was called on the chart.  Next was the scariest part of the whole waterway for me.  The canal was manmade and straight as an arrow for 2 miles and narrow.  The rock excavated for that channel was piled 20 feet high on each side, and we could see the rock ledges on each side.  We could see the other end of the canal, and we worried that another boat might come our way.  Another boat did come our way, a 20-something footer.  He kindly nosed into the bank until we passed.  I don’t think I could have turned around in the narrow channel.  Experience had taught us two things: the deep water was only in the middle, and there were rocks below us.  We could not find enough water, as we had experienced earlier.  We saw readings on our meter of 2, 3, and 4 feet, which scared us to death.  At least twice we briefly touched something hard beneath us - rocks, we think.


        

     The canal had some turns in it, and it passed through some marshy areas.  It was very shallow for about 10 miles.  In the middle of that ten miles we came to Kirkfield, Lock 36, the second highest hydraulic lift lock in the world.  We went into the up chamber; it was open and the green light was on for us.  It dropped us 49 feet in about a minute, and we went on our way.  That lock was like Peterborough, but somewhat newer with more steel in it than in Peterborough.

     At the end of that ten miles of narrow canal we went under an arch bridge which was the first reinforced concrete bridge built in Canada.  We were in Canal Lake, and the river was also called Talbot River and Trent Canal.

     The next lock, number 37, was closed when we got there about 7:15pm, so we tied up above the lock for the night.  That was the first of 5 locks in 4 miles leading to Lake Simcoe.

Bolsover to Port Severn, Ontario, Thursday, August 24, 2000

     Our original plan was to be in Port Severn on Thursday or Friday, and as we became more familiar with the waterway we had decided Thursday was very possible.  The cruise guide said to allow 6-7 days for the transit.  The prop problem had delayed us, but we were starting early and running late, so it still looked like we could get there on Thursday.

     We could not get through that lock until they opened at 8:30am, but we were ready when it opened.  We dropped 22 feet in Lock 37, 14 feet a mile later in Lock 38, 13 feet in Lock 39, 14 feet in Lock 40, and 10 feet in Lock 41.  There seemed to be marsh and levees on both sides of us, and the Talbot River crossed the canal twice.  That put us into Lake Simcoe, which had a reputation for sudden, strong storms.  We ran the 17 miles on Lake Simcoe in about an hour with no problems, arriving in the fair-sized town of Orillia.  In the other direction the lake appeared to be about 25 miles long.

     We came to The Narrows (a common name in those parts) in Atherley (on the edge of Orillia), but there was no lock there.  There were 7 marinas and the clearest water we’d seen yet on the Trent-Severn.  After that mile or so we were in Lake Couchiching for 9 miles.  Then we came to Lock 42 and the Severn River.  That lock dropped us 21 feet.

     We crossed the short Lake Sparrow and went through about 9 miles of small, interconnected lakes.  These apparently were created by the damming of the Severn River where it ran through narrow gorges, with rapids and falls now indicated by their names on the charts.  Lock 43 was called Swift Rapids, and it dropped us 47 feet, the greatest drop (or lift) of any conventional gate lock in the system.  Other names on the chart were Dinnertime Rapids, Severn Falls, Ragged Rapids, Sparrow Lake Chute, and McDonald’s Cut.

        

     At Hydro Glen, we saw a boat with its stern in the water and its bow crushed against a bridge support.  The young man and woman from the boat were out of the boat, on the bank, with most of the picnic and other gear sitting beside the boat.  He must have run the boat at high speed up the bank there, but exactly how it was done was unclear.  We offered to help, and several other boats came by also.  A boat from Big Chute was on its way to help them. 

     We soon came to the biggest thrill on the waterway, the Big Chute Marine Railway.  The car that traveled up and over and down the hill could handle 2-3 boats of our size and 6-8 of a combination of sizes.  We were the last of three boats to be loaded.  They positioned slings under the boat to support it when it came out of the water, and it appeared they also arrange the slings so the keel touched the wooden floor at the bow.  The traffic on a roadway was stopped when the loaded car came out of the water on the upper side, traveled across the road to the visitors’ center, and began its descent some 65 feet to the water below.
        

     The car was supported at four points by legs with railway wheels at their lower ends.  The front wheels followed one set of tracks, and the rear wheels followed an adjacent set, which allowed the constant attitude of the car at all times.  The forward motion of the car was caused by a cable pulling from the building where the visitors center was located.

        

     The ride was thrilling, partly because it was so scary.  What if, the boat slides. or the car tilts, or the sling breaks, or whatever else you could think of.  It had all the appeal of a fast, scary ride at an amusement park.  It was over fairly quickly, and we were told to crank the engines and move out.  I wanted to do it again.

     After Big Chute was Little Chute, which was simply a very narrow passage which had been written up in the cruise guide.  You were supposed to announce your intention to pass through Little Chute on the VHF radio (channel 68, I believe) so that two boats would not ever meet going opposite directions.  We did all that, and when we were through it, Wally said we had been through sections which were more narrow than that with no publicity.  It was true that some of the sections were very narrow and very shallow.

     At the beginning of the waterway, in Trenton, we had seen the Kawartha Voyageur, a cruise boat 108 feet in length.  It carries up to 38 passengers on cruises from Big Chute to Peterborough, Peterborough to Trenton and on to Kingston, and Kingston to Ottawa.  The boat seemed to have been constructed to just fit the waterway locks and narrow channels, although I’d say it was too large for some of those channels.  The sunroof over the top deck could be lowered to get under the lowest bridge on the Trent-Severn, which was 22 or so feet.  Also, the pilothouse, which was in the front of the boat and on the top deck, had a roof and sides which could be lowered to get under the bridges as well.  The pilot could open a hatch in the roof and stick his head up through the hatch to see where he was going, but he had to stoop to do that when the sides were lowered.  We had been advised to ask the lockmasters if and when the Voyageur might be coming, for to be in a narrow channel with it meant you had to back up and let it go past.

     After we past Little Chute we passed through 6 miles of lakes and channels to Port Severn.  We bought our most expensive fuel there, and we got a slip for the night at Driftwood Cove Marina.  The marina had a Laundromat, and we used it to wash clothes while we ate at their small café on the premises.

     Our lock total was increased from 81 in Parts 1 and 2 by the total of 42 locks and one marine railway on Part 3.  That included Lock 45, the end of the Trent-Severn, which we did not actually go through until the following morning.  Our new total was 123 locks and one marine railway, which was the Trip 6 total, since there were no locks on Part 4.