Red Boat Seat

Cruising in the Company of Saints

Everything was serene in the land of the saints. As serene as hell. First, it was about as hot as the Inferno’s eighth ring (in case you lost count, that’s the one where the great sailor Ulysses is eternally slow-roasted for his part in the Trojan War). Second, it was humid enough to bathe in. Third, there was no wind. And fourth, I was beginning to quote poetry. Saints, 
preserve us! 

It had begun well enough. My husband Rick and I, along with our friend Hal, had decided to celebrate a kind of midsummer All Saints Day by cruising the St. Marys River and visiting its related nominal holinesses—St. Mary’s College, Historic St. Mary’s City, St. George Creek, St. George Island and St. Inigoes Creek—names further sanctified by being crucial to Maryland’s founding story. Maryland’s first settlers landed on St. Clements Island, but learned that the Yaocomaco Indians were holding a kind of going-out-of-business sale along the St. Marys River (not its name then, of course) because the tribe wanted to consolidate its numbers farther upriver as protection from attack by another more fearsome Native American organization. In addition to the land, the Indians also threw in their old houses and all their cultivated fields, so the newcomers pulled out their chests of pretty beads and closed the deal. Then they named everything in sight for various saints and settled down to make a new colony. 

On the morning before the official cruise was to begin, Rick and I sailed across the Potomac from the Yeocomico (same Indians, different side of the river) and then idled away the long, still afternoon with iced drinks and good books under the ancient oaks at St. Mary’s Yachting Center on Carthagena Creek. (Carthagena was named by William Hebb II for a spectacularly unsuccessful 1741 battle fought for the Caribbean port of Cartagena during the War of Jenkin’s Ear by the British—with the aid of colonists such as Hebb and Lawrence Washington—against the Spanish. Nothing came of the war, and Jenkin’s ear was eventually pickled.) 

Hal arrived on his powerboat early the following morning, which dawned clear and promising, but dead calm, prompting us to opt for a Saints Day cruise by power rather than sail. The three of us set off in Hal’s boat with the rising sun and a second cup of coffee. We began our cruise with a perfectly agreeable tour of St. Inigoes Creek—the first creek to the right as you come up the St. Marys. (Inigo is Spanish for Ignatius, so the creek was actually named for Ignatius Loyola, founder of the Jesuit order. A Jesuit priest arrived with the first settlers in 1634, and the Jesuit order in the years that followed held thousands of acres in this area—as well as the entirety of St. George Island, which was more impressive then than it is now since it used to be considerably larger.) 

Serene? Very. Up one branch and then another we went, enjoying the quiet, long-settled, woodsy character of houses that lined St. Inigoes—like so many Maine lake cottages—while remarking on the dozen or so new docks, long steep stairs and walkways of the creek’s new construction. We also noted several fine potential anchorages—particularly a wooded spot at the Top End of Lucas Cove that already had a temporary resident, a lone cruiser who resolutely refused to look up from his book as we motored slowly by, waving futilely. All this while, however, we kept an eager eye on a military helicopter that was doing dramatic touch-and-goes at Webster Field, part of the Naval Air Warfare facility at Priests Point. No welcome mat on their doorstep for cruisers, of course, but the inadvertent air show was free for the viewing. Next door to the Navy, on Molls Cove, the St. Inigoes Coast Guard station was as peaceful as its Maine cottage neighbors this weekend morning. The facility serves the Potomac and its tributaries from Point No Point and Smith Point near the river’s mouth all the way up to the U.S. Route 301 bridge.

Two homes along St. Inigoes Creek are worth particular note. Rose Croft graces the point of the same name at the northern entrance of the creek and was the seat of the Maryland colony’s first collector of revenue. (Ships coming up the Potomac were supposed to stop here to be taxed—cannons were pointed toward the river to encourage cooperation. But those ships bound for Virginia ports simply hugged the opposite shore and so kept well out of range of both cannon fire and tax collection.) Farther up St. Inigoes, on the opposite shore, sits Cross Manor, probably the oldest home in Maryland, its original parts dating to the late 17th century. It is now owned by newsman Ted Koppel and his wife.

Things were still as serene as Buddha as we left St. Inigoes Creek to work our way up to the navigable limits of the St. Marys River. Passing Chancellor Point, we remained theologically neutral and took Pagan and Church points right down the middle. (The two points, which jut out from either side of the river, offered the new settlement of St. Mary’s excellent protection from potential enemies, such as Spanish, Dutch and Virginia Protestants.) Just beyond these points, we emerged into Horseshoe Bend, where the river changes direction from north to northwest. 

Once we had gotten about as far upriver as we could, about two nautical miles, we gingerly circled Tippity Wichity Island—a notoriously shallow area with the added menace of an overhanging power line crossing from the northeast shore. (This unassuming geographic feature was once an intriguing blot on the local landscape known as Happie Land, established after the Civil War by a Confederate smuggler named Howgate, who changed the name of the island from Lynch to Tippling-house and  Witchery-house Island—hence Tippity Wichity. Or at least that’s the story.)

Serenity onboard was wearing thin as we began our trek back downriver, past points Long and Short, and entered Horseshoe Bend once more. The light morning breeze had petered out at 10:15, as punctual as a Swiss train, and we had entered that brief breathless purgatory before the temperature soars and the day goes well and truly downhill. 

Hal was steering us well clear of the shoal waters that trail off Horseshoe Point, when the sun topped out for the day. The humidity and the temperature kept up their neck-and-neck race for 100 as we idled across Horseshoe Bend. It was at this point that serenity flew out the window. 

Sweating and sulky, I found myself questioning the very nature of cruising—you know, the whole “Why are we here?” and “What’s the point?” revisionist talk. As Rick and Hal looked on helplessly, I began reciting Edna St. Vincent Millay’s The Unexplorer, which you’ll be happy to know is very short because I’m going to quote it: 
     There was a road ran past our door
     Too lovely to explore.
     I asked my mother once—she said
     That if you followed where it led
     It brought you to the milkman’s door
(That’s why I haven’t traveled more.) Maybe the mother was right, I whined. Maybe all we’re doing is motoring by hundreds of Elsie and Elmer homes, I said, referring to the famous Borden spokescows. Sure, it’s all nice and pretty, but so is Dubuque. And so forth. . . .

Well, as it turned out, the fault lay not in bovine TV stars, but in my stomach. I didn’t suddenly hate cruising, I was just very hungry. And fortunately there are few things that a good $6.50 all-you-can-eat college buffet can’t cure. 

On reaching Horseshoe Bend, Hal headed directly for St. Mary’s College docks, carefully dodging an outgoing fleet of Special Olympians on the way in, and we went ashore. Providentially, a sophomore political science major from the D.C. area promptly materialized and, taking us figuratively in hand, led us by the shortest possible route to the college commissary. Half an hour and four slices of fresh vegetarian pizza later, life was great and Elsie and Elmer had re-established themselves as fascinating reasons to explore the world. 

Call it a minor miracle if you like, but then St. Mary’s College of Maryland has always come down on the side of the angels as far as cruisers were concerned. Not only does the college invite cruisers to tie up at the college docks during the day (no overnights, though), it also welcomes them to use the athletic facilities at $5 a day and make use of its showers, as well as the cafeteria, coffee shop and bookstore. If the college docks are full, no problem, there is enough room in Horseshoe Bend for the entire Pacific Fleet to drop anchor (okay, a few of the aircraft carriers might have to wait outside) and dinghy ashore. There is plenty of room at the sandy beach nearby for dinghies.

 “The school has always looked to the water,” college President Jane Margaret O’Brien told me when we talked the following week. “All the old buildings face the river because that’s the way students saw the school—from the water—until 1934, when the steamship stopped running.” It’s a question of hospitality in a very rural area, O’Brien continued. The college continues to maintain a close relationship with the water; its sailing team, with 13 national championships, is ranked number one in the country. 

For a place that’s pretty much the last stop before the end of the road, St. Mary’s was humming on this summer day. The Special Olympians we had encountered on the way in were part of a weekend of racing on a variety of watercraft for the state Special Olympics championships. Next door to the college, Historic St. Mary’s City was hosting its annual Archaeology Weekend, which lets visitors sift for themselves among the potsherds and get a once-a-year look at the site’s artifact filing system—housed in the climate-controlled basement of a former house.

All of this brings up another benefit of the college’s enlightened attitude toward cruisers. Because docking is available, cruisers can easily visit Maryland’s fascinating first capital—a feat rarely possible at the nation’s other historic sites, which have turned their back on their maritime origins. All of which made our visit to Archaeology Weekend a walk in the park . . . then a short stroll through Trinity Church cemetery, a trek past the Woodland Indian Hamlet, and a hike up the hill to the Visitor Center. At the end of it all—including a short drive by van just a spit down the road—stood curator Silas Hurry, quiet-spoken, earnest and full of the milk of good public relations kindness. He had an eager audience. A few took notes. Here are Cliff’s: All of the samples from each dig are clearly marked, sifted, categorized, stabilized, identified, computerized and stored. Now pay attention, because this will be on your final: 

Archaeologists are now leaving as much of the land as possible undisturbed for future archaeologists because they will presumably know more and have better equipment than today’s batch, just as we have it all over the former fellows, who did regrettable things like toss out all the soil that had been turned over regularly in cultivation—soil that, it turns out, actually contains the bulk of what is now considered the good stuff. And like oyster shells, which, it turns out, are important indicators of the health of the Bay because you can measure their rings (kind of like trees, apparently) and thickness and so forth. Because oyster shell fragments were about as common as cucumbers in a pickle factory, nobody ever thought it worth the trouble to collect them—except Historic St. Mary’s City archaeologists, who did hang on to them and who can be excused for feeling just a little smug about the whole thing. So, never Throw Out anything, no matter how dumb it seems—but only if you’re an archaeologist. End of lesson.

Following our entertaining encounter with dirt and historic debris we retraced our steps, more slowly this time, to visit Historic St. Mary’s City. The town, founded in 1634, was a briefly thriving community that was relegated to the trash heap of history a mere 90 years later when the Protestants gained sufficient power and influence to insist that the center of power for the colony be moved north to the more malleable city of Annapolis. The  jilted capital soon faded into memory and its plowed fields, homes, businesses and government buildings forgotten. (The college, in fact, was established as a kind of consolation prize for the lost capital, starting life in 1840 as a girls seminary and ending up as the state’s public honors college. So over the years, the school and the lost city have maintained a uniquely special relationship, with their property, interests and activities widely overlapping.)

St. Mary’s City was never a city in the sense of a downtown, suburbs and business district. Even at its peak it was only a few dozen homes, a couple of taverns and a state house. The state house was rebuilt in 1934, but most of the other original buildings have been reconstructed only in an outline form called “ghost frames,” which gives the impression of a bankrupt 17th century housing development.

An important feature of St. Mary’s rebuilt past is the Dove—the maritime cargo van that accompanied the first settler’s Greyhound bus, the Ark. When not showing off elsewhere, the Doveis generally parked at a pier not far from the original landing place and at the bottom of a steep descent from the bluff where the “city” stood. On the weekend following our visit, the Dove would be out on the river, serving as the finish line for the 34th annual Governor’s Cup, a perennially popular overnight sailing race from Annapolis to St. Mary’s (from one capital to another)—a distance of about seventy miles, if you don’t count all the extra miles required on those many occasions when a beat to windward is the only way down the Bay. The race is sponsored by St. Mary’s College and culminates in what has been called one of sailing’s top 10 parties.

It was time for us to move on—we still had one more saint waiting in the wings —so we took a final scenic look down at the river from the Margaret Brent Gazebo. (Brent was named executor of the will of colonial governor Leonard Calvert, Lord Baltimore’s son. In 1648 she went before the General Assembly to ask for two votes, one as executor and one as landowner in her own right, and received nothing in return but huffy male disdain.) Back at the college waterfront, we danced inelegantly across the coal-hot sand and returned to Hal’s boat. Special Olympics sailors by this time were off the water and had gathered with friends and families in the shade for the awards announcements. The sound of cheers and applause wobbled through the humidity to follow us down the dock.

Once out in Horseshoe Bend, Hal opened the throttle a little more than careful tourism might recommend, but we reveled in the resulting breeze and turned south for St. George Creek. We made two concessions to speed along the way. The first was to admire Porto Bello, the historic estate built in the 1740s by William Hebb II and extensively restored over the past several years by former Washington Post editor Ben Bradlee and his wife, writer Sally Quinn. The estate sits on a bluff above the river’s western shore. (Porto Bello, like Carthagena, was named by Hebb for yet another battle in the War of Jenkin’s Ear—this one a British victory.) Our second tangent was to trace Carthagena Creek past Josh Point, where the creek seems to end before it begins, around the dogleg to the right that materializes at the flashing red “4” to Dennis Point, past private docks and comfortable cottages, and finally turning back as the creek shallowed out beyond Walnut Point. 

Now it was simply a matter of keeping the three green markers (two locals and flashing green “1”) to our right and then resisting the urge to make our turn into St. George Creek before we had reached red “A”. You can get away with the shortcut if you know what you’re doing, but we did not. So we played it by the numbers and split the difference between “A” and flashing green “1”.

St. George Creek feels nice and roomy for much of its four and a half nautical miles, as it separates first St. George Island and then Piney Point from the Maryland mainland. It’s a busy working waterway, too. As we slowed down just before reaching green “1” to try to catch a glimpse of Camp Merryelande at the southern tip of St. George Island, workboats and fishing boats bustled around us and kept us bobbing and binocular bruised. Merryelande, now a private facility with brightly colored rental cabins with varying degrees of civilization and tents, a sandy beach and a fishing dock, was for many years a girls’ summer camp operated by Roman Catholic nuns. (The Jesuits were St. George Island’s first European inhabitants. They kept herds of Elsies and Elmers on the island because of its abundance of tasty grasses.) 

The dominant feature on St. George Creek is the Paul Hall Center for Maritime Training and Education and Harry Lundeberg School of Seamanship. This training complex can be seen from either side of St. George Island and, on a clear day, from well out on the Potomac. The school, which trains merchant seamen for employment on U.S. flagged commercial vessels, is generally closed to visitors, but a slow pass by the docks is a good alternative. 

As St. George Creek narrowed and we slowed to keep down our wake, the temperature onboard began to rise as quickly as the cumulonimbus clouds to the west. Pretty soon now, it would behoove us to get off the river. Late afternoon in midsummer is no time to be lollygagging along sightseeing. So we made one quick side trip into Tarkill Cove on the mainland side of the creek then headed for home—St. Mary’s Yachting Center, in this case. We had just enough time to put up the awning over the cockpit of the sailboat and pull three greenies out of the cooler before the first storm barreled through. As we put our feet up and watched the rain fall, we agreed with generations of boaters before us that discussing a day spent on the Bay over a cold beer in the sudden coolness of a late afternoon shower is pretty close to heaven. Yep, everything was serene here in the land of the saints. 

About the Author

By Jody Schroath, Senior Editor for Chesapeake Bay Magazine. For more great articles and photos on boating, sailing, fishing, and cruising, visit http://www.ChesapeakeBoating.net

Bright Red or Glossy Black #3?

Discovered #2 was being misunderstood. Excuse me. Let
me try to get my concept over. Add DOT approved 3-wheel
rig with secondary seating or sea kayak optional mounting
with overhang within legal limit. Boat hull compartments are
handy dry storage, makes good 100 lb. beer cooler, and the
street legal knobby-like tires gets me ocean to sub-alpine
water. Will end truck use as bike gets 31 mpg. This isn't
too 'over the top' is it? Will do home rig assembly from:
(if you wanna go figure) grainger.com

My mouth is just watering.. Do you think a 100 pound beer cooler will be enough???

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Suzuki Main Wire

Gm May Sell Medium-duty Truck Business

General Motors Corp. may sell its medium-duty truck business as it concentrates on making a profit from building cars and light trucks. "We are considering options for our medium-duty truck business to better position the unit for growth," GM spokeswoman Melisa Tezanos said Wednesday. She wouldn't comment on potential purchasers. The largest American automaker does not break out the unit's financial results.

In 2006, the unit manufactured about 40,800 Chevrolet Kodiak, GMC TopKick and Isuzu T-Series models. These vehicles are primarily used as dump trucks and delivery vehicles. Additionally, the Flint Journal reported this week that Navistar International Corp. may be interested in the Flint-based unit. The latter employs about 500 people. Roy Wiley, a spokesman for Warrenville, Ill.-based Navistar, declined to comment.

"This deal makes so much sense, I hope it gets done," Bear Stearns analyst Peter Nesvold said Wednesday. Nesvold estimated that the medium-duty truck business has annual revenue of about $2 billion and is worth $450 million to $500 million.

If Navistar were the buyer, the new production could add 50 cents to $1 a share to that company's earnings, wrote Nesvold in a report Tuesday. Nesvold, who is based in New York, rates GM shares "outperform" and Navistar shares "peer perform."

Still recuperating…

The Detroit automaker has sold over $16 billion in assets in the past couple of years to pay operating costs as it posted net losses of $12.4 billion. Chief Financial Officer Fritz Henderson said April that GM is still reviewing options for assets, including the Allison Transmission unit in Indianapolis, which are outside its main automotive operations.

To stress, the Detroit automaker is currently under pressure to boost sales of cars and light trucks in the United States after Toyota Motor Corp. outsold GM worldwide last quarter for the first time ever. The automaker needs the help of Green Filters to sift the mismanagement

This year, GM announced its target global sales of 9.2 million cars and trucks, while Toyota expects to sell 9.34 million. GM's asset sales include 51 percent of its finance unit to a group led by Cerberus Capital Management LP, increasing $13 billion over three years, and stakes in Suzuki Motor Corp., Isuzu Motors Ltd. and Fuji Heavy Industries Ltd., creeping up $3 billion.

GM's cash, marketable securities and funds available from a retiree health care fund plummet to $24.7 billion at the end of March from $26.4 billion at the end of December as the automaker made a $1 billion payout to GMAC and another $1 billion for a convertible bond payment.

On producing commercial fuel cell vehicles

GM announced its plan to manufacture commercial fuel vehicle like the Volt in a span of four years.

Larry Burns, GM's vice president for research and development, said the next step is to continue work on production engineering of the Chevrolet Volt fuel cell E-flex system, which contains the same basic fuel cell, battery and electric drive combination as the Sequel.

The decision to go ahead with production engineering of the Volt -- with a plug-in, gasoline engine version as well as the fuel cell variant -- was recently firmed up."We are now entering into a mainstream vehicle production process that typically lasts three to four years," Burns added. "We are no longer in the skunkworks stage."

"What makes this different is we're on real roads with real speeds," Burns noted. "We've taken the world's most technologically advanced vehicle on a 300-mile road trip to show we've overcome a big hurdle toward commercializing our fuel cell vehicles -- achieving the driving range expected by today's consumers.

He added, "Sequel and GM's other fuel cell vehicles address these very real concerns pointing the way to a new energy future a future in which hydrogen is a common energy currency for our vehicles in which hydrogen and electricity become interchangeable energy carriers in which both are created from diverse, and largely renewable, energy resources."

End of Sequel

In the New York test, the automaker put its two existing Sequel development vehicles on a cross-country run that included numerous hills and temperatures in the mid-80s. Notwithstanding the challenges, both vehicles completed the run with only a few precautionary stops to check on temporary fault readings from sub-systems. The vehicles each used less than seven kilograms of compressed hydrogen and averaged an equivalent of 43 mpg, impressive for large bodied SUV-style vehicles that weigh 5300 pounds.

However, the Sequel has no plug-in feature and can only drive for a few miles on stored energy once the hydrogen tanks are empty. The test vehicles also carry a host of technologies, such as steer-and brake-by-wire controls instead of standard hydraulics, wheel hub motors and a lighter weight aluminum structure.

Many of the same engineers and technicians who developed the Sequel are now on the Volt team. The Sequel gets a power boost with the help of a pack of lithium-ion batteries, the same as those found in computers and cell phones.

Engineers behind the Sequel said they have managed a 30 percent increase in energy efficiency since September. Chris Borroni-Bird, GM's director of advanced technology vehicle concepts, said the Sequel will be indicative of future automobiles, which will benefit from advancements in electronics rather than mechanics. "We haven't changed any of the hardware (since September)," Borroni-Bird said. "We've improved the software."

Top ad exec to depart

Separately, GM chief North American advertising executive is leaving the company after just over a year on the job, GM said on Thursday. Mike Jackson, one of the highest-ranking African-American executives at GM, will leave June 15 divulged the automaker in a statement. Jackson oversaw unprecedented change since taking over advertising for the automaker’s eight brands and its corporate image.

The automaker has uprooted several long-help ad accounts amid an industrywide shakeup in automotive advertising. He also created GM Style, a celebrity fashion show help on the banks of the Detroit River, to lead into this year's North American International Auto Show.

"Throughout his tenure, Mike has contributed to GM's improved product image, and brought a creative approach to GM's market presence," according to the GM statement from GM marketing chief Mark LaNeve. The managers and support staff who reported to Jackson will now report to LaNeve.

About the Author

Mike Bartley, 49, is a professional automotive journalist domiciled in Irvine, CA. He travels from one state to another to cover the hottest auto shows, racing events and automotive revelations. His penned compositions cover press releases, reviews, and suggestions. Where the auto action is, that’s exactly where you can find Mike.

1991 Suzuki GSX750F Katana Spark problem.?

I'm getting ready to buy this bike but wanted to know if anybody knows what the problem is. It gets spark in 2 plugs but not the other 2 plugs. The guy said when he switched the coil packs the 2 that didn't work before now worked and the other 2 didn't, so leads me to think it's not the coil ignition, so maybe the ignitor/CDI box? But it also is having other electrical problems none of the lights besides the main light is turning on... that maybe just cause he was screwing around with the wiring and forgot to plug somethings back in. I haven't screwed around with the bike yet. but anybody have an idea whats wrong?

In all honesty i would stay away from that bike, Katana=Can "a" Tuna.........in other words its not a good bike. They are known for mechanical and ELECTRICAL problems so i would stay very far away

Ami Suzuki - Around The World (Sham-Poo Vs. Heavens Wire Remix)

US Auctions Australian Auctions Austrian Auctions Belgian Auctions Canadian Auctions French Auctions German Auctions Indian Auctions Irish Auctions Italian Auctions Dutch Auctions Polish Auctions Spanish Auctions Swiss Auctions UK Auctions

01 02 Suzuki GSXR 1000 Main Wire Wiring Harness Loom    US $29.99

MAIN WIRE HARNESS 03-04 GSXR1000 GSXR 1000 loom * MINT!    US $122.50

MAIN WIRE HARNESS 2005 05 GSXR 600 750 loom GSXR600 oem    US $99.95

Suzuki VZ800 Boulevard M50 800 MAIN WIRE WIRING HARNESS    US $24.95

Suzuki MA M10 M12 M15 Main Harness Wire NOS Genuine JP    US $29.99

Suzuki Intrtuder VS800 VL800 MAIN WIRE WIRING HARNESS    US $24.95

01 02 03 SUZUKI GSXR 750 600 MAIN WIRE HARNESS    US $124.99

Suzuki Savage 650 LS650 MAIN WIRE WIRING HARNESS    US $29.95

Suzuki Boulevard C50 VL800 MAIN WIRE WIRING HARNESS    US $24.95

Suzuki RF600 RF 600 MAIN WIRE WIRING HARNESS    US $24.95

Suzuki RF600 RF 600 MAIN WIRE WIRING HARNESS    US $24.95

Suzuki DRZ400 DRZ400SM MAIN WIRE WIRING HARNESS    US $39.95

1981 suzuki GS 450 GS450 main wire harness Wiring    US $16.65

99 SUZUKI GS500 E GS 500 E MAIN WIRE HARNESS WIRING    US $59.00

Suzuki Main Wire Harness Extension 6 Ft # 36620-95302    US $76.95

Suzuki VZR1800 M109 1800 WIRING HARNESS MAIN WIRE    US $89.95

Suzuki GT100 Main Wire Wiring Harness New 36610-39100    US $49.99

03 SUZUKI BANDIT GSF 1200 MAIN WIRING HARNESS WIRE    US $75.00

08 SUZUKI GSX1300R MAIN WIRE HARNESS WIRE LOOM WIRING    US $125.00

04 05 Suzuki GSXR 750 Main Wire Harness with sensors    US $115.00

MAIN WIRE HARNESS 03-04 SV650 SV 650S loom relay fuse    US $89.00

2002 Suzuki GS500 GS 500 Main Wire Harness Loom    US $49.99

01 02 03 suzuki gsxr 600 750 main wiring wire harness    US $107.99

Suzuki LTV700 700 Quadrunner MAIN WIRE WIRING HARNESS    US $149.95

02 Suzuki GSF1200 S Bandit Main Wire Harness    US $85.00

YAMAHA XVZ 1300 NEW MAIN WIRE HARNESS WIRING    US $79.00

04 SUZUKI GS500 FH GS 500 FH MAIN WIRE HARNESS WIRING    US $59.00

1992 SUZUKI GSXR 750 GSXR750 MAIN WIRE WIRING HARNESS    US $100.00

Suzuki 125cc S10 Main Harness Wire NOS Genuine Japan    US $44.99

Suzuki Bandit 1200 GSF1200 MAIN WIRE WIRING HARNESS    US $24.95

1975 SUZUKI GT185 GT 185 G T; MAIN WIRE HARNESS; Y48    US $34.95

Suzuki Genuine TS185 main harness wire Nos    US $49.99

MAIN WIRE HARNESS 2004 04 GSXR 600 750 loom GSXR600 oem    US $99.95

2004 2005 SUZUKI GSXR 600 MAIN WIRE HARNESS    US $60.00

2007 07 Suzuki GS500 main wire harness loom 100358    US $70.00

94 SUZUKI RF600 R RF 600 MAIN WIRE HARNESS    US $30.00

Suzuki TS185 TS185R TS185J TS185K main harness wire Nos    US $49.99

04 05 Suzuki GSXR 600 750 Complete Wire Harness Main    US $52.99

Genuine Suzuki Moped U50 U70 Main Wire Harness Nos.    US $49.99

Genuine Suzuki Suzy M30 M31 Main Wire Harness Nos.    US $59.99

80 SUZUKI GS850 GS 850 WIRE HARNESS MAIN #6    US $35.00

76-77 Suzuki A100 SR A-B Wire Harness Wiring Main New    US $29.99

90 SUZUKI VX800 VX 800 WIRE HARNESS MAIN #3    US $65.00

96 SUZUKI GSF600 GSF 600 BANDIT WIRE HARNESS MAIN #8    US $65.00

Suzuki A100 Mark3 Wire Harness Wiring Main New    US $29.99

92-95 Suzuki GSXR750 - Main Wire Harness    US $99.00

06 SUZUKI GS 500 FK GS500 FK MAIN WIRE HARNESS    US $99.00

1995 SUZUKI RF600R RF 600 600R MAIN WIRE HARNESS    US $24.99

06-07 SUZUKI GSXR750 MAIN WIRE HARNESS wiring gsxr 750    US $74.95

06-07 SUZUKI GSXR750 MAIN WIRE HARNESS wiring gsxr 750    US $79.96

04 Suzuki SV650 Main Wire Harness Complete MINT    US $85.00

Suzuki A70 A80 Main Wire Harness./// NOS    US $39.99

Suzuki 1972 B100 B100P Main Wire Harness./// NOS    US $49.99

Suzuki 1969 MA M10 M12 M15 Main Wire Harness./// NOS    US $34.99

06 07 suzuki gsxr 600 750 main wiring wire harness    US $89.99

03 SUZUKI SV1000 SK SV 1000 MAIN WIRE HARNESS WIRING    US $59.99

2006 2007 GSXR-600 ~Main Wiring Wire Harness~    US $99.97

07 Suzuki GSXR750 GSXR600 main wire harness loom 97727    US $79.99

01-03 SUZUKI GSXR600 750 MAIN WIRE HARNESS 600 GSXR750    US $39.95

06-07 SUZUKI GSXR 600 750 MAIN WIRE HARNESS gsxr600    US $72.21

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Ranger Boats Sticker

East Coast or West, Florida Beaches are the Best – check out Fort Myers, Florida Beaches!

Lee County is home to Fort Myers, Fort Myers Beach, Bonita Springs

and the islands of Sanibel and Captiva. It is the most populous

county in Southwest Florida. The county seat is Fort Myers and

the largest city is Cape Coral. The Gulf of Mexico has a huge

influence on the area and the three rivers: the Caloosahatchee,

the Estero and the Imperial, provide fantastic recreational

opportunities.

Fort Myers accommodations are plentiful; choose a resort, a hotel or a motel, Fort Myers and Lee County have it all.

Natural Florida beach sand and warm waters invite you to relax, read or

partake in a favorite beach activity - shelling. Each beach has a

personality all its own.  Families will find soft, white sand great for kids. Couples

can experience solitude and exceptional sunsets. And active types

can enjoy volleyball, picnicking, shelling, cycling and skim boarding.

• Lee County offers annual parking stickers for $60 per year.

• Bonita Springs residents pay $5 for an annual parking decal

which allows parking at Bonita Beach Park, Access #1 and Little

Hickory Island Beach Park for free.

• Sanibel Island beaches have metered parking. Property

owners and long term visitors may obtain A & B parking permits;

A/property owners/$12/year; B/ visitors/$90/year.

• On Sanibel, the police will arrange for delivery of a

handicapped wheelchair for 4 hours at no charge. Call 239-472-

3111.

Bonita Beach Park

Location: 27954 Hickory Blvd.,west end of Bonita Beach Blvd.,

Bonita Springs

Phone: 239-533-7275 Lee County Parks and Recreation

Hours: sunrise to sunset

Parking: $2/hour

Amenities: 3 miles of beach, restrooms, picnic shelters with tables

and grills, playground, sand volleyball courts, food concession,

showers, restaurant

Activities: swimming, fishing, shelling, sunbathing, walking

Pets: no

Of Special Interest: Bonita Springs is a small coastal community

w