Solar System Upgrade - Update

My solar system for the Roadtrek has changed. I first installed a solar charger and portable panel in 2014. This was for the AGM lead acid batteries. 

200W Panel on Roof
Wiring incomplete

Then a second panel was added so I could charge both the coach and chassis batteries.  I later replaced the AGM batteries with LiFePO4.  The chronology is included in this post.

Why Solar and LiFePO4 battery combination?

I think this is the ideal approach to keeping the coach battery charged and in best condition.  Lithium batteries include a Battery Management System (BMS) which is electronics that monitors and controls the charging and the balancing of the cells.   The BMS protects from overcharging the batteries and prevents charging in temperatures below 32F.  

A battery has several cells, each of which when fully charged provide 3.65V of output.  Four cells combined in the battery provide 14.6V at full charge, or a nominal 12.8 VDC. Each of these cells will charge at slightly different rates, and one of the duties of the BMS is to control this so that eventually all of the cells will be fully and equally charged, or "balanced".  

Solar provides the energy to accomplish this, unattended.  An alternate approach is to use a 120VAC charger, but that requires a power cord and access to a power outlet.  My system does accommodate AC charging or charging via the alternator.

My Circumstances

My goals have changed since 2014. I have a 3-way refrigerator which can use propane but the controls are 12VDC. Some battery power is necessary for it, as well as lighting, etc. 

Running the refrigerator on 12VDC and conserving propane is a primary goal.  A secondary objective is running battery heaters on 12VDC when the vehicle is disconnected from shore power and in cold weather.

If 12VDC is selected for the refrigerator, the specifications indicate that 175watts or more are required, intermittently.  That's 13.7A at 12.8VDC.  I prefer to use 12VDC while in motion so that I can conserve propane.  Of course I could connect the alternator to the coach, but the solar panel provides DC during stationary periods. 

Before heading out on a trek we turn on the refrigerator and pre-chill it.  I can use 120VAC, but 12VDC is easier.  The solar supports this.

I have no intention of living off the grid, but I might be off of it for a day or two.  I had done some research and it requires about 300W to keep the Roadtrek battery charged when plugged into AC.  Part of this is losses in the Tripplite charger. However, I did add a NOCO 10A charger with LiFePO4 mode.  This more closely matched the battery manufacturer charge specifications.  I can use either the NOCO or the Tripplite.

The battery manufacturer recommends charging at up to 20A. I'd prefer to charge entirely off of solar power at any time the Roadtrek is stationary and unused.

Procedure

This is an entirely "home built" and designed system. I've been using a 100Ah battery, but using newer, smaller LiFePO4 batteries I could install two 100Ah  batteries in the original space.   Real estate in a Class B is precious and I prefer not to use it for batteries. 

My earlier posts delve into the pros and cons of LiFePO4 batteries and compare specifications to lead-acid AGM batteries.  I won't repeat that in this post.

Solar panel output and life decrease under higher temperature conditions.  For that reason, mounting of the solar panel is important.  My 210P has a fiberglass roof and it was tempting to "glue" the panel directly to the roof, as some do.  However, that may increase the panel temperature.  It is better to mount the panel slightly above the roof, but that may increase wind resistance. 

I decided upon a semi-flexible 200W panel, which was the largest that the Roadtrek roof could accommodate. I did not want to drill holes in the fiberglass roof, and that would have necessitated adding reinforcement.  I instead mounted T-track to the roof using 3M VHB tape. The solar panel was mounted atop this.  I also installed polycarbonate plastic panels under the solar panel. This provides a "sandwich" which slightly elevates the panel above the roof, supports the panel and promotes airflow beneath the panel.  The wind resistance is slight.

I routed the solar wiring through the heat pump area, at the rear of the Roadtrek and avoided drilling holes for this in the roof. 

I want to avoid roof leaks too.  I want the operation to be as maintenance free as possible. The Roadtrek 210P has had no leaks and I want that to continue.

The system installed accommodates using the rooftop panel or a portable panel. I installed a jack for a portable panel in one of the rear exterior bays. I can use a portable panel or I can plug-in 12VDC devices and charge them or use them. 

I chose a better quality battery that does not include internal heaters.  LiFePO4 batteries cannot be charged at below 32F.  So, they must be heated in cold weather.  I decided upon using external 120VAC and 12VDC heaters, independently controlled with thermostats.  When it is cold and the coach is on AC power I use 120VAC to heat the battery.  At other times I use 12VDC. When in movement I can supplement the solar and use the alternator to heat the battery.  

The heaters were installed in 2022 and have worked well. 

The battery BMS assures that the battery does not overcharge of over discharge.  I also installed a "Battery Protection" device.  This monitors the battery voltage and automatically disconnects the battery if the voltage decreases to a preset low limit.  The purpose is to disconnect the battery while there remains some useful energy. I can remotely reconnect and provide power if necessary.  It is controlled using my Android phone. 

The solar system charge settings are matched to the battery manufacturers requirements.

The installed system can provide 20A for 5 hours when off of solar (overnight) or about 8A for 12 hours.  On solar it can provide 10 to 15A continuously without draining the battery. This is determined by the solar energy available. The battery can function down to 10.4V, which is the voltage at which the BMS will disconnect the battery. 

Why only one 100Ah battery?

The Lithium battery I installed can be discharged down to 10.4 volts.  However, it better to avoid this so discharging to 11.2 to 11.8 volts is preferred to achieve the design life of the battery.  That's in the range of 5-10% SOC or State of Charge. 

For comparison, an AGM battery shouldn't be discharged below 50% SOC to achieve rated life.

This implies that a 200Ah AGM battery can routinely provide 100Ah of capacity, but more at the sacrifice of battery life. A single 100Ah LiFePO4 battery can provide 90-95Ah with little degradation. So, a single 100Ah lithium battery can nearly replace a 200Ah AGM battery. 

What I could gain using two 100Ah of lithium is about 180-190Ah of useable capacity, which exceeds that of 200Ah AGM batteries. 

In 2022 I surmised that one would work.  I also concluded that improvements in manufacturing and battery technology would allow me to add a second battery, or replace both for less than $400 at some time in the future.  That is where we are, today.

For more on my transition to Lithium see the links to solar on the right.  Here is one such link: 

https://roadtrek210.blogspot.com/2022/04/transitioning-to-lifepo-batteries.html

Chronology

2014:  That first panel was a portable 30W solar panel to keep the engine battery charged. I stored the Roadtrek outdoors and there was no AC outlet available.  Then I added a de-sulfating solar controller with portable 50W solar panel for the coach AGM batteries. My goal was simple:  keep the batteries charged when stored outdoors.

2022:  I made a major change in April & May 2022.  I installed a better solar charging system for a larger 200W solar panel, replaced the AGM batteries with LiFePO4, and added both 120VAC and 12VDC heaters for the battery.  Lithium batteries can't be charged at below 32F, so some type of heat is necessary for winter use; my coach battery is located outside the coach interior and is exposed to freezing weather.  I continued to use portable solar panels. 

I also installed a device to protect the battery from low voltage discharge.   I used a setting of 11.80V as an automated cutoff.  This is adjustable and lithium can tolerate deep discharges better than AGM batteries. 

2025: I installed a 200W solar panel on the roof.  Circumstances delayed this, and I decided to delay further until we completed our 2025 mult-month, 7,200 mile trek. 

I created several blog posts about this. 

My goals have changed. I have a 3-way refrigerator which can use propane but the controls are 12VDC. Some battery power is necessary for it, as well as lighting, etc. If 12VDC is selected for the refrigerator, the specifications indicate that 175watts or more are required.  That's  13.5A at 13VDC.  If I use 12VDC while travelling I can conserve propane.  Of course I could connect the alternator to the coach, but the solar panel provides DC during stationary periods. 

Before heading out on a trek we turn on the refrigerator.  I can use 120VAC, but 12VDC is easier.  The solar supports this.

I have no intention of living off the grid, but I might be off of it for a day or two.  I had done some research and it requires about 300W to keep the Roadtrek battery charged when plugged into AC.  Part of this is losses in the Tripplite charger. However, I did switch to a NOCO 10A charger with LiFePO4 mode.  I'd prefer to charge entirely off of solar power at any time the Roadtrek is stationary and unused.

In 2022 I added a Renogy solar charge controller. At the time I was using it with a portable solar panel.  This was an entirely "home built" system of my design.  

When I installed, I intended to put a solar panel on the roof in the future.  It took a while to find the appropriate panel.  Dimensions were the problem. I found a suitable 200W semi-rigid panel.  I also purchased materials to fasten it to the roof, but I wanted it to "stand off".  One issue with solar panels is heat.  This can reduce power output and the life of the panel. On the other hand, I also want to minimize wind resistance.  

I chose metal T-track to fasten to the Roadtrek roof.  The roof of the 210P is fiberglass, and I didn't want to puncture it, or glue the panel directly to it.  Instead, I purchased polycarbonate greenhouse panels, aluminum T-Track, 3M VHB tape and bolts.

The track is attached to the roof using the VHB tape. A polycarbonate panel can be set between the tracks to provide airflow and support the panel if one should lean on it.  The panel is attached at eight points to the track using bolts, nuts, washers and lock washers.

Alternately, the polycarbonate can be installed above the T-Track. This raises the panel about 1/4 inch and aids airflow. 

Circumstances delayed the project.  The earliest I could have done this in Spring 2025, but decided to do it in the fall.  So, here we are!

Solar Panel wiring will be routed through the air conditioner enclosure into the interior of the Roadtrek. I'll add a slot to the cover of the AC, but there will be no penetrations of the roof.   

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Note: No AI tools were used to produce this blog. Most photos are unretouched.

(c) 2025 N. Retzke 

Three Years Later - Medical Update

My posts have become intermittent. 

This is an update and provides an explanation for my intermittent posts, and gaps. In 2022 I became gravely ill.  After diagnosis the doctors said that my illness was inoperable, and that I had at best a 15% chance of survival.  In Spring 2023 it was suggested that I go into hospice, but I declined.

What followed was several years of radiation therapy, chemotherapy and immunotherapy.  It was a very difficult two years.  My life had been upended, and casual travel was completely suspended, with none in 2023.  My 'medical leash' was very, very short.  In that year the 4,000 miles of travel via automobile was for medical purposes.  There were radiation treatments 5 days a week, frequent chemotherapy, then immunotherapy and many hospital stays and several trips to the emergency room. 

More recently I was diagnosed as "stable" and I continue to challenge my condition and attempt to live as normal a life as possible.  So, in 2024 we resumed some short-duration RV travel.  In 2025 we took a much longer trek, both in time and duration.  These trips were accomplished by scheduling certain medical procedures to provide windows of opportunity.  My spouse now does about 20% of the driving, sometimes less.  

The nephrostomy tubes are my primary physical limitation, although my stamina and strength also took a hit.  At one point my body weight was 20% below my "thin" weight.  Tube flush occur daily, and wound care is a regular routine, usually every other week.  These can performed at home or on the road, unless there are issues such as infection.  I carry a large plastic bin with the necessary medical supplies, some of which are not readily available at the pharmacy. Because of this, and to accommodate other procedures I do have a medical leash, and there is always the possibility of unforeseen problems including tube failure, kidney failure, infection etc. Discomfiture is a constant companion but is the least of my concerns.  Plans for travel include an abort if there are medical issues.  While air travel is a possibility, I have a compromised immune system and airplanes are a petri dish I prefer to avoid.   That does restrict travel opportunities.  I have a procedure coming up in a few weeks; this is a regular nephrostomy replacement, which occurs every few months.  Then CT and MRI scans, blood work, etc.  Medications can be filled while on the road, so that has never been an impediment.  I am on minimal medications.  An iron supplement, blood pressure medication to protect the kidneys and vitamins.  That's it.  I avoid paid meds.  I prefer the awareness of what's going on with my body.

Typical Nephrostomy Wound Care Bandage

However, while I've had a miraculous recovery, I am not healed.  I am in continuous decline.   "Stable" does not mean level. Tests in October may determine how serious that decline is. There was an expression "One foot in the grave" and I now more completely understand the meaning. 

Nevertheless, we continue to plan for a future, although it is indeterminate.   In fact, I'm quite fortunate.  According to family history, I've lived longer than might be expected.  Keeping all of this in mind we are beginning a patio project, which will take place in October, and we are in the midst of some drainage improvements on the property.  We do have some travel ideas for 2026, but nothing concrete.  That's the way it has been since 2022.  We discuss ideas, but plans are tenuous.   I do have a 200W solar panel to install on the Roadtrek. This will occur when the monsoon season ends. I don't think farther into the future than 6 months. 

I've made other changes, too.  My formal writing gig has ended.  That's another subject altogether and the reasons were not only medical.  Let me simply state that recent events, both political and otherwise have made it impossible for me to remain silent and "non-political".

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Note: No AI tools were used to produce this blog. Most photos are unretouched.

(c) 2025 N. Retzke 

2025 Route Total 7,279 Miles

This year we did a much longer trek, which made up for 2023 which was a year in which we did no trekking.  This year we travelled from Arizona east, then headed northwest to the eastern shore of Lake Michigan.  After a longer stop in that area we continued to the Upper Peninsula of Michigan, returned to the eastern shore.  We eventually returned to our starting point via a more direct route.   The total distance was 7,279 miles and the duration was 81 days.

Several factors determine our choice of routes.  Weather is one. RV campgrounds and resorts is another.  Interesting things to do and see is a factor.  We tend to avoid certain cities because of traffic or construction.  We also avoid areas where crime can be an issue, but many campgrounds are gated and with someone on site 24/7. 

We do prefer interstate highways, but we've travelled portions of old US Route 66, and some of the historic trails in Colorado.   Be aware, some of these are narrow highways with no median and no shoulder. 

Route for 7,279 miles trek

The trip included stays at 19 different locations.  This is the longest annual trek we've ever done.  Our first was in 2013.  Typical treks are about 2,500 to 4,000 miles.

Earlier posts provide some of the details for this trek.  A segment of 1,956 miles was planned using an AI tool and insights gained are in an earlier post.  

We have been back for 14 days and I'm doing some work on the Roadtrek,  A larger solar panel is ready for installation, as soon as the Monsoon season ends. Ever the optimists, we have begun to discuss next year!

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Note: No AI tools were used to produce this blog, although one was used for a segment of the route depicted. Most photos are unretouched.

(c) 2025 N. Retzke 

Using Artificial Intelligence (AI) for Trip Planning

 

Our Actual Route, 1,956 miles

People are using AI for all sorts of things these days.  One of the relatives has decided to use AI as a tool for making his stock picks.  After decades of variable success trading stocks he is very excited by the possibilities.

I'm not going to promote any one tool or AI method here, but I have found AI to be useful.

I’ve been using various AI tools for other purposes, and I decided to run a query to plan a trip.  I wanted to see how an AI tool would compare to my route planning.  I chose a trip I had taken many times in the past, so I had an ample amount of real-world information about the possible routes. I compared the AI suggestions to my various route plans.

Now, before going further, it is important to understand how AI tools and more specifically how Large Language Models (LLMs) actually work.  These software tools "generate responses by analyzing input text, predicting the next words based on learned patterns from vast datasets, and utilizing complex algorithms to ensure coherence and relevance. "

What are those datasets, you may ask?  LLMs glean data from the internet and other sources.  This gleaning, called “scraping” means that they can and do repeat garbage.  They can make errors and can provide made-up answers, called "hallucinations". Some experts say that these hallucinations occur because AI will "guess" when it doesn't know the answer.  AI, you see, is trained to provide an answer, so when it doesn't know or can't find an answer it will provide that guess.   Sources for AI may include Google, Facebook, Google Maps, YouTube, other websites and online data. Obviously, the internet contains errors and falsehoods, and these may be selected and used by the AI when providing an answer to a query.

This short segment was part of a longer trek. The actual driving distance for this segment was 1,956 miles. I thought it would be a good trial for AI planning. At the completion of this trek the odometer read 74,875 miles. The total distance for the entire trek, spanning several months was 7,279 miles. 

I am aware of the pitfalls of AI. I made a general query.  The questioning can be very specific, but I decided to be simple.  Tightening up the query would have given different responses.  For example, I did a second query with one additional requirement in which I stipulated my maximum driving speed would not exceed 70 MPH.  The response to that second query required 8 days of travel. 

I used the results of the first query for my trip, after reviewing it for accuracy and suitability.  The results of the first query were similar to my usual trip planning, which requires at a minimum 4 days of travel time for this route. We usually make stops for a several of days along the way which will extend the trip.

Here is the first query and the AI response:

My Query: “Plan a driving route from Grand Rapids, MI to Tucson AZ. Travel via interstate highways, no more than 6 hours daily driving time with RV stays overnight.” 

Note that during this trip the posted speed limits on the highways ranged from 45 MPH to 80 MPH.  Frequently the highway posted speed limits were 60-70 MPH. Construction zones reduced this to 45 MPH.  We drove in the center or right lane, with prevailing traffic or below the posted speed limits. My maximum continuous speed was 70 MPH.

The LLM I used provided this Response: “Here is a possible five-day driving route from Grand Rapids, Michigan, to Tucson, Arizona, designed for an RV with driving days of six hours or less, focusing on interstate highways.” It included highway details and route for each day of driving as well as a campground to stay each night.

Using other tools I checked the hours required by the route if I drove continuously each day at 65 MPH. The route in the response did exceed the stipulated daily driving times.  Dividing the miles per day by 65 MPH gave daily driving times of 4.6, 7.0, 5.8 and 7.7 hours.  As can be seen two days exceeded the requested 6-hours of travel.  (I've determined after years of trekking that 60-65 MPH is a realistic average speed for a 7-8 hour day of highway travel if I include time spent on gasoline stops and bathroom breaks.  A mid-day meal will add time.)

G and I discussed the trip alternatives and after reviewing with my usual planner we agreed to follow the AI suggestion with a few minor changes. She was excited to visit Santa Fe; it had been a few years since our previous visit. In this post I have included the AI suggestions and my actual experience driving this route. 

The response included specific instructions as well as suggested overnight stays.  I checked these for accuracy. Some of the suggestions were very good.  There were some inaccuracies.   We did stay at the four suggested campgrounds.  We had previously stayed at two, but two were new to us.  All of the campgrounds were very good.

Our actual driving distances included stops for gas, usually when the tank was about 2/3 empty.  It also included stops for a meal along the route coordinated with a gasoline fill-up, unless noted otherwise. 

We travelled using our usual routine. There were additional stops for bathroom breaks and to stretch our legs.  

There were three time zone changes on the route, and we gained an hour with each occurrence. This meant we arrived at the campgrounds earlier on the clock than had there been no time zone changes.  We prefer to arrive at 3-4 pm, which is why I use a 6-hour driving day when planning.  The time zone changes were beneficial.  Had we been going east instead of west we would have lost an hour each day. 

Day 1: Grand Rapids, MI to Springfield, IL

• Driving Time: Approximately 4 hours was estimated by the AI.
• Proposed Route: Take I-196 to I-94 to I-80 W, then I-74 to I-474 W around Peoria, and finally I-155 S to I-55 S into Springfield.
• Actual, correct route:  The proposed route does not go to Peoria.  In fact, we travelled around Bloomington-Normal, IL.
• Actual distance:  About 300 miles.  At a constant 65MPH this would require about 4.6 hours driving time.

      Day 2: Springfield, IL to Tulsa, OK

• Driving Time: Approximately 6 hours was estimated by the AI.
• Proposed Route: Continue on I-55 S to I-44 S, which will take you directly into Tulsa.
• Actual Distance: 504 miles. We deviated and took I-270 to bypass St. Louis, MO. This added about 15 miles distance. At a constant 65 MPH this route would have required 7.0 hours point-to-point driving time.

Day 3: Tulsa, OK to Amarillo, TX

• Driving Time: Approximately 5.5 hours was estimated by the AI.
• Proposed Route: Take I-44 W out of Tulsa and continue on it until you merge with I-40 W in Oklahoma City. I-40 W will take you to Amarillo.
• Actual Distance: 377 miles. At a constant 65 MPH this would require 5.8 hours driving time.

Day 4: Amarillo, TX to Santa Fe, NM

• Driving Time: Approximately 4.5 hours was estimated by the AI.
• Proposed Route: Continue on I-40 W from Amarillo. Near Clines Corners, NM, take US-285 N directly into Santa Fe.
•  Actual Distance: 301 miles. At a constant 65 MPH this would require 4.6 hours driving time. However, actual distance from campground to campground required 4.3 hours driving time. The distance travelled included an excursion into town, which added 24 miles to this segment.
• We didn’t specify going to Santa Fe, and doing so added about 118 miles of additional driving to this trip.  However, I didn’t specify “shortest route”. This slight addition was necessary to get us to the campground.

      Day 5: Santa Fe, NM to Tucson, AZ

• Driving Time: Approximately 6 hours was estimated by the AI.
• Proposed Route: From Santa Fe, take I-25 S to Albuquerque. In Albuquerque, merge onto I-40 W. In Holbrook, AZ, take AZ-77 S to US-70 W, then AZ-77 S again to Tucson.

·        Actual route. Day 5:  We did not go to Holbrook AZ.  Doing so would result in a driving distance of 532 miles and require 8.2 hours driving time.  In fact, the route we took was I-25 to Hatch NM Hwy 26 to I-10 West.  This was a distance of 500 miles.  At a constant 65 MPH this would require 7.7 hours driving time.

On the 5th day we departed the campground at 7:55 AM local time and arrived at our Tucson Destination at about 4:00 PM Tucson time.  We “gained” an hour because of time zone changes. We did encounter an intense thunderstorm, which delayed us 20 minutes. Start to finish the day was 9 hours. 

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Note: No AI tools were used to produce this blog, although one was used for the route depicted. Most photos are unretouched.

(c) 2025 N. Retzke

Picture Rocks National Lakeshore

 

Kayaking is popular

We took the "Spray Falls" Pictured Rocks Cruise at 11:00am on a Tuesday.  Lake Superior was calm with partial overcast and haze from Canadian wildfires.  This is our second cruise of this type.  The first was a "sunset" cruise in 2012.  I've also hiked and camped on the bluffs. 

At 8:00am we picked a choice street parking spot near the cruise departure docks and then walked to Earl E. Byrds for breakfast.

I've added a few photos of the earlier Sunset Cruise, taken in July 2012.

Munising Dock 8:12 AM

Looking Astern at 11:06 AM

People at the Lookout Point

Calcium, Magnesium, Iron, Copper and other minerals create the colors

I've taken a few videos, including the falls.  Perhaps I'll edit and upload on my YouTube channel.

All smiles after the cruise

History:  Picture Rocks trek in July 2012

History:  On the Sunset Cruise

History:  Sunset on Lake Superior July 19, 2012

Note: No AI tools were used to produce this blog. Most photos are unretouched.

(c) 2025 N. Retzke

The Big Texan, Amarillo and Santa Fe

Our recent trek included stops in Amarillo, Texas and Santa Fe, New Mexico. This was along a route we have travelled many times.  Our first visit to Santa Fe was in 2006. Much has changed since then.  The streets downtown are as narrow as ever!  We were able to squeeze our Roadtrek through with no difficulty, although caution is always advised on narrow streets. 

Canyon Road, August 2006

These were brief , but leisurely stops on this trek. We arrived at the Big Texan at about 2:30PM, and that was in time for the lunch specials. I had a salad with ribs and brisket.

Big Texan Restaurant

After dinner we went to the nearby campground for the night.  The next day we continued on to Santa Fe, New Mexico.  We found street parking ($2.00 per hour) and walked a short distance to Cafe Greco, where we had an open air lunch. There was a pianist playing light music.  The weather was mild, but rain was forecast.  It was a lovely time.

Soup, Grilled Chicken Salad and Cherry Pie

After lunch we took a walk down Canyon Road and visited several of the art galleries.   This gave us the opportunity to stretch our legs and talk to some of the gallery owners and the artists.   I generally don't take photos of the art, because thieves will download the images from google or my blog and make unauthorized copies.  This is a much larger problem than many are aware of.

We made a stop at the Sun & Dust Gallery

With storms rolling in and the parking meter expiring we decided to dash through the rain and return to the Roadtrek. We then proceeded to the campground.

Our site was quite pleasant, with sculpture and flowers.

After a good night's rest we were up at dawn and ready for the day!

Note: No AI tools were used to produce this blog. Most photos are unretouched.

(c) 2025 N. Retzke

Munising and the Picture Rocks National Lakeshore

 

Morning in Munising

8:12 AM

As part of our recent trek to the Upper Peninsula of Michigan we went to Munising and took a Picture Rock boat cruise.  We took such a cruise back in 2005.  That was the Sunset cruise.  This was to be the 11:00 AM departure.  There are also kayak tours and wreck tours available.  

It was a mild, partially sunny day.  Canadian wildfires had created a haze which was visible. Lake Superior can be cold, and summer water temperatures are usually in the 50s, but can peak at 60F. 

The town is walkable and there are a variety of murals and art on display.

There is ample street and lot parking, but the best street parking is at about 8:00am.  We picked a spot with easy in and out.  By 10:30am parking was filling up.

Street Parking 10:45 AM

Art in the Alley walk

I definitely recommend a stop at the Picture Rocks Interpretive Center.  It is very enlightening and the 13 minute video is worth watching.

I'll post photos of the cruise on a separate blog, but here is G, ready to roll:

Departing Munising

Note: No AI tools were used to produce this blog. Most photos are unretouched.

(c) 2025 N. Retzke