Recipe courtesy of www.campingcafe.com
Ingredients
1 or more prepared pizza crust - like Boboli™
Pepperoni
Pizza Sauce (Contadina™ makes one in a plastic squeeze bottle - perfect for camping)
Mixed Italian cheeses
Olive Oil
metal tongs
heavy duty tin foil
optional:
crushed red pepper and Parmesan
Directions
Prepare grill or campfire for indirect cooking.
Brush top of prepared pizza crust with a little olive oil.
Place directly on grate oiled side down and cook for a minute or 2 until golden - careful not to burn it. Remove from heat.
Place crust bottom side down on a double layer of tin foil.
Cover crust with pizza sauce.
Top sauce with a generous amount of cheese - you're camping calories don't count.
Place pepperoni on top of cheese.
Cook on prepared cooking area of grill or campfire for 2 - 6 minutes depending on temperature of fire.
Pizza is done when cheese is melted.
Additional Tips:
Careful not to burn the bottom of the crust. You may have to adjust the pizzas position over your fire.
Finance your next RV or Camper at www.camperloan.com
Monday, July 28, 2014
Friday, July 25, 2014
COUNTY RV PARKS -- AND MISSED OPPORTUNITIES
by Tom Gonser 07/2012 (courtesy of www.rversonline.org)
During recent summer RV travels we had the good fortune of staying in Howard Miller Steelhead Park, a visionary project created by the Washington State’s Skagit County Board of Commissioners. The RV park is near Rockport, Washington, along the banks of the Skagit River. The park offers 39 very nicely spaced RV sites with full amenities (water/power/sewer), has both paved roads and RV parking sites, and is attractively landscaped and maintained. The park is designed to accommodate today’s longer, wider RVs. It’s the type of park one finds intending only to stay overnight, but can’t resist staying for a longer time.
Opportunities Realized -- and Neglected
We’ve seen other highly successful RV parks developed by county governments, port authorities, or other local governmental entities. But they are remarkably few and far between. Much more common is to find a plot of ground owned by one of these governmental units that has superb potential to attract the traveling RVer -- but no one has connected the dots to see the valuable potential for developing the property as an RV Park.
We have a home in Florence, Oregon. Just down the coast from us is Winchester Bay. There the local port authority, which had a prime plot of unused real estate, developed an available waterfront parcel into one of the most attractive coastal RV parks along the Oregon Coast. This formerly dormant piece of real estate has attracted thousand of RVer visitors into the Reedsport/Winchester Bay area during seasonal months, bringing a very significant economic stimulus to the surrounding area. The park was developed with the assistance of a well-known RV park design consultant.
Closer to home, the port authority that controls a parcel of land with similar potential in Florence, OR has let its real estate asset continue as a completely outdated rudimentary RV park that is only partly paved; has completely inadequate site spacing; offers marginal amenities, and fails to attract the high-end RV consumer that has discovered far better RV accommodations just a half hour south in Winchester Bay. While the RV facility at the Florence port property has contributed somewhat to the economy of the superb historical business area within walking distance, it falls incredibly short of its potential to tap into the economic stimulus that would come by following the example from its neighbor to the south.
But the Story gets Worse
Unfortunately the worst-case scenario is by far the most common: A country or local governmental authority owns vacant real estate with outstanding potential for development as an RV park -- and either does not recognize the potential, or fails to take the initiative to make the development happen. What’s particularly striking about this failure is that local governments often hold real estate parcels that have offer exceptional opportunities to attract RVers, whether it’s fishing, hiking, bird watching, golfing, biking, or access to near by recreational opportunities. With the right business strategy, a properly designed and managed RV park can be the source of a significant new revenue potential for local businesses. One would think in this age of scarce resources for local governments there would be a far higher state of awareness of such potential options.
In some cases a privately owned RV park may already be available. But usually that’s not the case. Moreover, because county (and other local) governments often own real estate at a carrying cost well below market value, it has the option of designing an attractive RV park with large and widely separated sites -- something that’s highly valued by RVers, and seldom found even in the best of privately owned RV parks. In our view the failure of county and other local governmental units to both see and evaluate this economic potential is resulting in an amazing loss of economic opportunity to the local communities that are impacted by this lack of vision.
Caution: It’s not a Slam Dunk
While there are an incredible number of “lost opportunities” out there, waking up to the potential for RV park development is only Step One in the process. Surely not every vacant parcel is a suitable candidate for development as an RV park -- though that conclusion surely cannot be reached without first being alert to that possibility. RV parks always have issues relating to to a variety of factors, including seasonality, location, recreational opportunities in the surrounding area, and topographical considerations. And it would be unrealistic to expect a county government to be skilled in making such an evaluation. Typically this will require pursuing the opinion of an expert qualified to evaluate the business potential, as well as assist with the park design and management. There are a few such qualified individuals out there, and we have indicated one source of that consulting expertise elsewhere at this site. The initial contact and general consultation should cost nothing; and any fee commitment should only be incurred where further evaluation appears justified.
There are numerous considerations known to experts about the feasibility of building an RV park on vacant property owned by a local government. From our perspective, among the most significant would be the potential to attract large numbers of RVers for the economic benefit of the local community. The benefit is not only in the fees generated by RV guests, but by their economic interaction with the surrounding community. These folks purchase fuel, groceries and supplies; and they thoroughly enjoy dining out at the local restaurants, and participating in local attractions and events.
This outcome is optimally achieved with a park that will attract RVers willing to pay a daily rate associated with spacious RV accommodation that is usually only found at thoughtfully designed parks on public lands. In virtually all cases the facility should be designed for short-term stays; and neither invite nor permit the property to be used for quasi-residential purposes. Unfortunately this mistake has happened all to often -- even though it’s easily avoidable with a properly designed management scheme.
If it Appears we Lament...
That’s probably an accurate assessment. We could name countless locations where we have seen potentially outstanding opportunities lie dormant. Dormant either because the local government officials were oblivious to the options for development; or in some cases despite the needed recognition the inexcusable lack of motivation to move such a project forward for a careful and objective investigation. There is much more that we could add to this short article. But the thought of going further into specifics for the benefit of so many ears that are turned the other way simply does not justify doing so here. Should there be county or local governments that genuinely want to consider possible next steps, we would be more than happy to point out a few logical first steps.
During recent summer RV travels we had the good fortune of staying in Howard Miller Steelhead Park, a visionary project created by the Washington State’s Skagit County Board of Commissioners. The RV park is near Rockport, Washington, along the banks of the Skagit River. The park offers 39 very nicely spaced RV sites with full amenities (water/power/sewer), has both paved roads and RV parking sites, and is attractively landscaped and maintained. The park is designed to accommodate today’s longer, wider RVs. It’s the type of park one finds intending only to stay overnight, but can’t resist staying for a longer time.
Opportunities Realized -- and Neglected
We’ve seen other highly successful RV parks developed by county governments, port authorities, or other local governmental entities. But they are remarkably few and far between. Much more common is to find a plot of ground owned by one of these governmental units that has superb potential to attract the traveling RVer -- but no one has connected the dots to see the valuable potential for developing the property as an RV Park.
We have a home in Florence, Oregon. Just down the coast from us is Winchester Bay. There the local port authority, which had a prime plot of unused real estate, developed an available waterfront parcel into one of the most attractive coastal RV parks along the Oregon Coast. This formerly dormant piece of real estate has attracted thousand of RVer visitors into the Reedsport/Winchester Bay area during seasonal months, bringing a very significant economic stimulus to the surrounding area. The park was developed with the assistance of a well-known RV park design consultant.
Closer to home, the port authority that controls a parcel of land with similar potential in Florence, OR has let its real estate asset continue as a completely outdated rudimentary RV park that is only partly paved; has completely inadequate site spacing; offers marginal amenities, and fails to attract the high-end RV consumer that has discovered far better RV accommodations just a half hour south in Winchester Bay. While the RV facility at the Florence port property has contributed somewhat to the economy of the superb historical business area within walking distance, it falls incredibly short of its potential to tap into the economic stimulus that would come by following the example from its neighbor to the south.
But the Story gets Worse
Unfortunately the worst-case scenario is by far the most common: A country or local governmental authority owns vacant real estate with outstanding potential for development as an RV park -- and either does not recognize the potential, or fails to take the initiative to make the development happen. What’s particularly striking about this failure is that local governments often hold real estate parcels that have offer exceptional opportunities to attract RVers, whether it’s fishing, hiking, bird watching, golfing, biking, or access to near by recreational opportunities. With the right business strategy, a properly designed and managed RV park can be the source of a significant new revenue potential for local businesses. One would think in this age of scarce resources for local governments there would be a far higher state of awareness of such potential options.
In some cases a privately owned RV park may already be available. But usually that’s not the case. Moreover, because county (and other local) governments often own real estate at a carrying cost well below market value, it has the option of designing an attractive RV park with large and widely separated sites -- something that’s highly valued by RVers, and seldom found even in the best of privately owned RV parks. In our view the failure of county and other local governmental units to both see and evaluate this economic potential is resulting in an amazing loss of economic opportunity to the local communities that are impacted by this lack of vision.
Caution: It’s not a Slam Dunk
While there are an incredible number of “lost opportunities” out there, waking up to the potential for RV park development is only Step One in the process. Surely not every vacant parcel is a suitable candidate for development as an RV park -- though that conclusion surely cannot be reached without first being alert to that possibility. RV parks always have issues relating to to a variety of factors, including seasonality, location, recreational opportunities in the surrounding area, and topographical considerations. And it would be unrealistic to expect a county government to be skilled in making such an evaluation. Typically this will require pursuing the opinion of an expert qualified to evaluate the business potential, as well as assist with the park design and management. There are a few such qualified individuals out there, and we have indicated one source of that consulting expertise elsewhere at this site. The initial contact and general consultation should cost nothing; and any fee commitment should only be incurred where further evaluation appears justified.
There are numerous considerations known to experts about the feasibility of building an RV park on vacant property owned by a local government. From our perspective, among the most significant would be the potential to attract large numbers of RVers for the economic benefit of the local community. The benefit is not only in the fees generated by RV guests, but by their economic interaction with the surrounding community. These folks purchase fuel, groceries and supplies; and they thoroughly enjoy dining out at the local restaurants, and participating in local attractions and events.
This outcome is optimally achieved with a park that will attract RVers willing to pay a daily rate associated with spacious RV accommodation that is usually only found at thoughtfully designed parks on public lands. In virtually all cases the facility should be designed for short-term stays; and neither invite nor permit the property to be used for quasi-residential purposes. Unfortunately this mistake has happened all to often -- even though it’s easily avoidable with a properly designed management scheme.
If it Appears we Lament...
That’s probably an accurate assessment. We could name countless locations where we have seen potentially outstanding opportunities lie dormant. Dormant either because the local government officials were oblivious to the options for development; or in some cases despite the needed recognition the inexcusable lack of motivation to move such a project forward for a careful and objective investigation. There is much more that we could add to this short article. But the thought of going further into specifics for the benefit of so many ears that are turned the other way simply does not justify doing so here. Should there be county or local governments that genuinely want to consider possible next steps, we would be more than happy to point out a few logical first steps.
Finance your next RV or Camper at www.camperloan.com
Wednesday, July 23, 2014
Professional RV Driving Tips
by Tom Gonser (Updated 10/2011) (http://www.rversonline.org/RVOADrivingSchool.html)
Some years ago when we purchased our first diesel pusher we concluded that not only finding "the right rig for us" would enhance the experience, but also ensuring that we knew how to operate thenew coach competently and safely. We'd had an earlier brief exposure to some of the professional drivers who comprise The RV Driving School, and had just enough interaction with them to appreciate there still was much we could learn about driving. We've taken editorial positions which support more driver training for RVers, and now it was going to be our turn to be on the receiving end of it. [Note: While the RV Driving School has changed ownership since we took our training, it appears their current offerings continue much the same.]
We contacted the RV Driving School, and arranged to take their full two day course. One of the available locations was near Palmdale, and that would be near where we planned to be on our travels. So we signed up for the course -- not just Stephanie, but very much both Tom and Stephanie. We've both shared the driving time fairly evenly, and have several hundred thousand accident free RVing miles. But particularly with our new coach, with systems which were unfamiliar to us, it seemed prudent that we should take the plunge and make sure we were as competent as possible to be piloting a 30,000 pound motorhome for the extensive travels we're contemplating during the next several years.
On the morning of our first day our instructor, Jerry Ray, came to the park they'd recommended to us, the Californian RV Park in Acton, CA. We'd known Jerry from crossing paths multiple times at the annual Life on Wheels Conference in Moscow, Idaho. We'd both taken his one hour classroom presentation; and Stephanie had spent a bit of time in a short behind-the-wheel practice session. While those experiences were helpful, we knew they would be no substitute for the full course. And we were right.
After recording all the statistical information pertaining to our drivers licenses, registration, insurance, etc., we started at the very beginning. At our request, Jerry skipped nothing on the assumption we certainly would "already know that". [In fact, I think he was a bit surprised at how little I really did know about the coaches mechanical systems!] We started with a walk around the rig, and at even this very first step we learned some important things we probably should already have noticed. For starters, Jerry pointed out that the coach we'd just taken delivery of at the factory came with some tires not having valve caps. It's kind of a little thing you don't focus on when taking delivery of a massive machine. But it can be important. Jerry pointed out that the caps actually prevent particles of material from getting into the valve, potentially causing them to fail. He also mentioned that when getting new ones, to be sure to get the chrome type with "o" rings inside. These apparently help retain air in the event of a valve failure.
We also learned as we made the outside circuit that the aluminum wheels we have are superior to steel wheels primarily because they are not suseptable to hairline cracks. On our coach the four outside wheels are aluminum, but the inside dual wheels are steel. Jerry suggested they be inspected when the wheels were being rotated.
We learned still more about checking the fluid levels in the axles, and about watching for rust spots or streaks coming from under the wheel lug covers. The latter apparently suggests a lug nut which is not properly tightened down.
After picking up a raft of pointers about the daily "walk around", we came aboard and had a very detailed discussion of the coach's air brake system -- something that was new to us. We'd heard that in Canada RVers who operate rigs with air brakes are required to get a special endorsement to their drivers license -- which apparently requires taking a certain number of hours' instruction and passing a test. We now learned that DOT regulations require each driver of a commercial truck equipped with air brakes to perform a series of "tests" of the system each day before pulling onto the road. We were about to learn what those tests were, and how to perform them.
While we will not here go through each of the procedures we learned, suffice it to say the tests are relatively easy to perform, and provide a comprehensive check that ensures both the service brakes and emergency brakes are functioning normally, and there are no leaks in the system. With Canadian authorities seeing this as being of such importance as to require an endorsement to a driver's license, and our own Department of Transportation mandating these tests each and every day for commercial truckers, we think it's essential that all RVers with air brake systems learn how they work, and how to perform the required tests to ensure they're in good operating condition. An article by Bob Gummersall posted elsewhere at this site provides an excellent overview on this subject.
Before hitting the road, our final check was on the setting of the mirrors. The coach is equipped with mirrors on each side comprised of an upper flat mirror, which is electrically controlled by the driver; and a lower convex mirror, which needs to be manually set. Since Stephanie sits closer to the wheel than I, of course we need different settings for the flat mirrors. We found, though, that the convex (wide angle) mirrors could be set to accommodate both of us without change. We took considerable time setting the mirrors for each of us this first time, mostly to ensure that we were seeing precisely what we were supposed to in them. We learned that what we were seeing in the top third of the lower mirror should also be visible in the lower third of the top mirror. Like much of the course we're here describing, this requires "doing it", not just reading about it. Suffice it to say the flat mirrors are essentially to judge distance, while the convex mirrors are for "the big picture", or wide field of vision. The convex mirrors would show a car passing on the right which would be entirely invisible in the flat mirror; but the flat mirror would provide a true perspective of when we'd passed another vehicle by a sufficient distance to make it possible for us to cross back into our original lane. But the examples go on and on...
Once we'd completed our pre-trip inspections and checks, we were ready for some over the road learning. For the balance of the morning we essentially made right turns, and then left turns. But these were carefully measured turns. With Jerry's help, we were each able to identify a reference point in our coach which, when used as the signal to initiate a sharp turn, would ensure the back wheels would consistently clear and track neatly around a corner. The same was true in making left turns, though of course the reference points were entirely different. In each case we were able to track the rear wheels behaving precisely as intended as we made turns into increasingly narrow lanes. While this of course will take more practice to perfect, it provided a superb method for us to gauge precisely how to make tight turns.
After a short lunch break, we were back on the road. Before putting some polish on the right and left turn techniques, we had of couple of interesting surprises. Finding a wide, deserted street with unlimited visibility and virtually no traffic, Jerry asked me to do the following: Accelerate the rig as fast as it would go -- and when he gave me the word, pull up on the emergency brake. I thought about this for a minute, then nodded my agreement to give it a try. We looked around the coach to make sure nothing would go flying if we really skidded to a sharp stop. This accomplished, I turned on the emergency flashers and "floored it". Something approaching 15 tons roared to life as the powerful Cummins 350 powered the rig at a surprising rate of acceleration. Had Jerry forgotten to give the word? It seemed we were now going far to fast to activate the emergency brake -- but just then, the word: "STOP"! I pulled up sharply on the brake handle....and what followed was highly instructive: We came to a very fast -- but smooth -- stop. This, we were told, is precisely what would happen if we ever had a severe air leak: The emergency brake would automatically come on as the pressure reached a critically low point. There would be a warning, though, when the air pressure dropped to a point that was nearing the "trigger" point. So if those warnings should ever occur, we'd want to get the rig off the road as quickly as possible. 'Cause when it stops, it STOPS. And that's where it's going to stay until repairs are made.
The next maneuver went in the opposite direction. First we parked in the very center of a wide, long, deserted street. Jerry asked me to put on the emergency flashers as a precaution (we could have seen any possible traffic for at least several hundred yards). Then I was asked to back the rig for a couple of hundred feet in a straight line. With no close curb, this seemed at first like a tall order. I didn't mind attempting it, as with both the mirrors and backup camera, visibility was quite good. And common sense of course keeps one at a very slow speed. But we got a pointer that would ensure I went precisely straight back. Jerry asked me to pick out an object a couple of hundred yards to the rear in my left (flat) mirror. Then he asked that as I slowly backed up, I keep that reference point precisely aligned with the side of the coach (in the mirror). By doing so, I was able to back confidently as straight as a string. We did the same using a reference point in the passenger side mirror. It worked just as well, but was slightly more difficult -- simply because as we were learning it's easier to use the left mirror than the right mirror because the driver's side mirror is closer.
The balance of the afternoon we drove pieces of the nearby freeway, learning some tips on getting on and off the freeways, changing lanes, passing, and maintaining a safe distance behind the vehicle ahead. That latter "tip" was only one of several "rules of thumb" which had a numerical value: Keep 1 second for each 10 feet of RV length or portion thereof (for us that's 4 seconds) behind the vehicle in front of you to ensure you have room to stop in an emergency. Other rules of thumb numbers we learned during our training exercises included:
To keep brakes cool coming down long steep descents, try to stay 3 seconds "off" the brakes for every 1 second of brake application (though better is to descend primarily using the engine brake and gears).
To ensure clearance from a parallel object (such as another vehicle on your right when you're starting a left turn from a stop signal), you'll need 1 foot of separating distance for every 3 feet (or portion thereof) of overhang distance from the rear wheels to the back of the rig.
While going downhill, if your rig accelerates more than 5 MPH in 5 seconds, you need the next lower gear.
The next day we started off with a review of what we'd learned on Day One. This included some more tight right and left turns. All was going well, so we were off for some new training grounds. The "obstacle course" we'd take this time would be up, over, and down a winding mountain road. I was particularly interested in this piece of the experience -- less based on apprehension of driving the winding grades, but rather on learning to use the Allison tranny as efficiently as possible. Our last rigs have all been 5 speed manual transmission trucks, and the six speed automatic was a new experience. I learned I'd want an uphill gear which would always provide the ability for at least some acceleration. On the downhill run, the objective would be to use the service brakes as little as possible, relying on a combination of the engine brake and a proper gearing selection. If our downhill run was accerating more than 5 mph in 5 seconds, we'd need the next lower gear. One nice thing about doing it in our own rig was that we were able to determine our coach's approximate "target" RPMs for this type of uphill and downhill exercise.
As we approached one rather narrow corner, Jerry was telling us to learn to "read" some of the unwritten signs on the road. As an example, he pointed to the guard rail we were nearing. It was in pretty ugly shape. Why? Reflecting on that momentarily we correctly answered because this narrow, blind curve had seen its fair share of vehicles scraping the guard rail attempting to avoid cars coming from the other direction. While there were no signs with words, this one seemed to say quite plainly that we'd better approach this curve slowly, and be especially watchful for traffic coming from the other direction. Reading this type of "sign" is something we'd not previously considered -- but it makes a great deal of sense.
Stephanie drove back over the same hill, at first somewhat apprehensively. It wasn't going up that bothered her -- it was the anticipation of coming down. When I'd been on the descent, Jerry kept asking me if the speed I was going, which was determined in large part by the gear I'd selected, was "comfortable" for me. In each case I said yes. As Stephanie started down, Jerry again queried whether she was "comfortable" at the speed she was driving. She quickly shifted down one gear below the one I would have chosen, and then declared herself "comfortable". This was an interesting teaching point: The "right" gear for Stephanie was different than the "right" gear for me, because the "comfort zone" was really the determining factor. I was getting even more information to reinforce the conclusion that the "right" way to drive depends in part on who's driving!
With the mountains now tamed, we turned to a subject I'd been waiting for -- backing into an RV site. While I was used to accomplishing this chore, it was too often a story of trial and error. And as far as Stephanie was concerned, if the gear was "reverse", the driver was "Tom". She was quite certain there was no possibility she'd ever be able to back the rig into an RV spot.
But the techniques we'd learn would prove that "certainty" completely wrong. For starters, we'd need to know where the rear wheels were by using the mirrors. Mind you, we can't really "see" the rear wheels in the mirrors. But, as we learned, we could find a reference point on each side of the rig which is visible, and which would help us to know where our rear wheels were when we were backing. In our case, there's a side light just above the rear wheels on each side. So by checking the position of each of those lights, we'd know approximately where our rear wheels are.
Learning to back is clearly a "show and tell" kind of thing, and is best done in one's own rig. Suffice it to say we learned to go forward just past the end of the rig; to go straight back until our rear wheels were just abeam of the point we wanted to pivot around. Then we'd take advantage of the ease of electric mirrirs, and adjust the flat mirror down so that we had a clear view of the ground near the corner we'd be going around. At that point we'd start our turn, keeping it just "sharp" enough to "follow" the imaginary line we'd set up for making the corner. The mirror was a crucial tool for this, but by using it effectively we both found we could track an almost perfect radius into the selected spot. Jerry used some pylons to simulate the width of the street we'd be turning from, and the width of the site we'd be backing into. While we did the reverse turns both from the left of the site, and from the right of the site, we quickly learned why we'd prefer backing around from the left. Again, this is a learn-by-doing, and not a learn-by-reading technique...
We took turns doing the backing exercise until we both felt quite comfortable with the technique. We also recognized that it will take practice to approach perfection here, and Stephanie now looks forward to doing just that. What a change!
Our final "stage" was driving the busiest of the urban streets in the Palmdale/Lancaster area. We were directed, quite purposely, onto the very types of streets we would ordinarily avoid. With frequent traffic lights, very narrow lanes, and lots of speeding traffic we learned to simply take our time, use common sense, use our mirrors extensively, and watch for traffic trying to sneak past on the right. On one occasion I found myself in a left turn lane, waiting for the light to change, when another large motorhome pulled up alongside on my right. They were not more than 18 inches away. We didn't know what the traffic light sequence would be -- but as it turns out I got a green left arrow and the motorhome on my right still had a red light. We're not talking big wide streets here, and my left turn needed to be started fairly soon. I was acutely aware that if I turned sharply left the back end of our rig would be right into the side of that stationary motorhome. So I inched forward slowly, giving the light enough time to let the motorhome go straight ahead, and then executed the turn. What seemed surprising, in hindsight, is that the driver of that other motorhome obviously had no idea that by stopping so close to a left-turning rig he'd just set himself up for an accident.
By the end of the second day we both felt we'd learned a great deal; but that the real benefit of what we'd just learned would really only be fully realized if we continued to practice what we'd learned. Driving a rig of this size is serious business. And we think most RVers would find there is a lot to learn about how to operate their rigs safely. With more big rigs sharing the roadways these days, quite frankly we hope more of them will take the time to learn how to drive them properly. And if they don't, we hope they won't be driving anywhere near us!
[Ed Note: The driving tips included above are but a small portion of what learns by actually taking the type of professional RV driving course -- and are no substitute for taking the course!]
Some years ago when we purchased our first diesel pusher we concluded that not only finding "the right rig for us" would enhance the experience, but also ensuring that we knew how to operate thenew coach competently and safely. We'd had an earlier brief exposure to some of the professional drivers who comprise The RV Driving School, and had just enough interaction with them to appreciate there still was much we could learn about driving. We've taken editorial positions which support more driver training for RVers, and now it was going to be our turn to be on the receiving end of it. [Note: While the RV Driving School has changed ownership since we took our training, it appears their current offerings continue much the same.]
We contacted the RV Driving School, and arranged to take their full two day course. One of the available locations was near Palmdale, and that would be near where we planned to be on our travels. So we signed up for the course -- not just Stephanie, but very much both Tom and Stephanie. We've both shared the driving time fairly evenly, and have several hundred thousand accident free RVing miles. But particularly with our new coach, with systems which were unfamiliar to us, it seemed prudent that we should take the plunge and make sure we were as competent as possible to be piloting a 30,000 pound motorhome for the extensive travels we're contemplating during the next several years.
On the morning of our first day our instructor, Jerry Ray, came to the park they'd recommended to us, the Californian RV Park in Acton, CA. We'd known Jerry from crossing paths multiple times at the annual Life on Wheels Conference in Moscow, Idaho. We'd both taken his one hour classroom presentation; and Stephanie had spent a bit of time in a short behind-the-wheel practice session. While those experiences were helpful, we knew they would be no substitute for the full course. And we were right.
After recording all the statistical information pertaining to our drivers licenses, registration, insurance, etc., we started at the very beginning. At our request, Jerry skipped nothing on the assumption we certainly would "already know that". [In fact, I think he was a bit surprised at how little I really did know about the coaches mechanical systems!] We started with a walk around the rig, and at even this very first step we learned some important things we probably should already have noticed. For starters, Jerry pointed out that the coach we'd just taken delivery of at the factory came with some tires not having valve caps. It's kind of a little thing you don't focus on when taking delivery of a massive machine. But it can be important. Jerry pointed out that the caps actually prevent particles of material from getting into the valve, potentially causing them to fail. He also mentioned that when getting new ones, to be sure to get the chrome type with "o" rings inside. These apparently help retain air in the event of a valve failure.
We also learned as we made the outside circuit that the aluminum wheels we have are superior to steel wheels primarily because they are not suseptable to hairline cracks. On our coach the four outside wheels are aluminum, but the inside dual wheels are steel. Jerry suggested they be inspected when the wheels were being rotated.
We learned still more about checking the fluid levels in the axles, and about watching for rust spots or streaks coming from under the wheel lug covers. The latter apparently suggests a lug nut which is not properly tightened down.
After picking up a raft of pointers about the daily "walk around", we came aboard and had a very detailed discussion of the coach's air brake system -- something that was new to us. We'd heard that in Canada RVers who operate rigs with air brakes are required to get a special endorsement to their drivers license -- which apparently requires taking a certain number of hours' instruction and passing a test. We now learned that DOT regulations require each driver of a commercial truck equipped with air brakes to perform a series of "tests" of the system each day before pulling onto the road. We were about to learn what those tests were, and how to perform them.
While we will not here go through each of the procedures we learned, suffice it to say the tests are relatively easy to perform, and provide a comprehensive check that ensures both the service brakes and emergency brakes are functioning normally, and there are no leaks in the system. With Canadian authorities seeing this as being of such importance as to require an endorsement to a driver's license, and our own Department of Transportation mandating these tests each and every day for commercial truckers, we think it's essential that all RVers with air brake systems learn how they work, and how to perform the required tests to ensure they're in good operating condition. An article by Bob Gummersall posted elsewhere at this site provides an excellent overview on this subject.
Before hitting the road, our final check was on the setting of the mirrors. The coach is equipped with mirrors on each side comprised of an upper flat mirror, which is electrically controlled by the driver; and a lower convex mirror, which needs to be manually set. Since Stephanie sits closer to the wheel than I, of course we need different settings for the flat mirrors. We found, though, that the convex (wide angle) mirrors could be set to accommodate both of us without change. We took considerable time setting the mirrors for each of us this first time, mostly to ensure that we were seeing precisely what we were supposed to in them. We learned that what we were seeing in the top third of the lower mirror should also be visible in the lower third of the top mirror. Like much of the course we're here describing, this requires "doing it", not just reading about it. Suffice it to say the flat mirrors are essentially to judge distance, while the convex mirrors are for "the big picture", or wide field of vision. The convex mirrors would show a car passing on the right which would be entirely invisible in the flat mirror; but the flat mirror would provide a true perspective of when we'd passed another vehicle by a sufficient distance to make it possible for us to cross back into our original lane. But the examples go on and on...
Once we'd completed our pre-trip inspections and checks, we were ready for some over the road learning. For the balance of the morning we essentially made right turns, and then left turns. But these were carefully measured turns. With Jerry's help, we were each able to identify a reference point in our coach which, when used as the signal to initiate a sharp turn, would ensure the back wheels would consistently clear and track neatly around a corner. The same was true in making left turns, though of course the reference points were entirely different. In each case we were able to track the rear wheels behaving precisely as intended as we made turns into increasingly narrow lanes. While this of course will take more practice to perfect, it provided a superb method for us to gauge precisely how to make tight turns.
After a short lunch break, we were back on the road. Before putting some polish on the right and left turn techniques, we had of couple of interesting surprises. Finding a wide, deserted street with unlimited visibility and virtually no traffic, Jerry asked me to do the following: Accelerate the rig as fast as it would go -- and when he gave me the word, pull up on the emergency brake. I thought about this for a minute, then nodded my agreement to give it a try. We looked around the coach to make sure nothing would go flying if we really skidded to a sharp stop. This accomplished, I turned on the emergency flashers and "floored it". Something approaching 15 tons roared to life as the powerful Cummins 350 powered the rig at a surprising rate of acceleration. Had Jerry forgotten to give the word? It seemed we were now going far to fast to activate the emergency brake -- but just then, the word: "STOP"! I pulled up sharply on the brake handle....and what followed was highly instructive: We came to a very fast -- but smooth -- stop. This, we were told, is precisely what would happen if we ever had a severe air leak: The emergency brake would automatically come on as the pressure reached a critically low point. There would be a warning, though, when the air pressure dropped to a point that was nearing the "trigger" point. So if those warnings should ever occur, we'd want to get the rig off the road as quickly as possible. 'Cause when it stops, it STOPS. And that's where it's going to stay until repairs are made.
The next maneuver went in the opposite direction. First we parked in the very center of a wide, long, deserted street. Jerry asked me to put on the emergency flashers as a precaution (we could have seen any possible traffic for at least several hundred yards). Then I was asked to back the rig for a couple of hundred feet in a straight line. With no close curb, this seemed at first like a tall order. I didn't mind attempting it, as with both the mirrors and backup camera, visibility was quite good. And common sense of course keeps one at a very slow speed. But we got a pointer that would ensure I went precisely straight back. Jerry asked me to pick out an object a couple of hundred yards to the rear in my left (flat) mirror. Then he asked that as I slowly backed up, I keep that reference point precisely aligned with the side of the coach (in the mirror). By doing so, I was able to back confidently as straight as a string. We did the same using a reference point in the passenger side mirror. It worked just as well, but was slightly more difficult -- simply because as we were learning it's easier to use the left mirror than the right mirror because the driver's side mirror is closer.
The balance of the afternoon we drove pieces of the nearby freeway, learning some tips on getting on and off the freeways, changing lanes, passing, and maintaining a safe distance behind the vehicle ahead. That latter "tip" was only one of several "rules of thumb" which had a numerical value: Keep 1 second for each 10 feet of RV length or portion thereof (for us that's 4 seconds) behind the vehicle in front of you to ensure you have room to stop in an emergency. Other rules of thumb numbers we learned during our training exercises included:
To keep brakes cool coming down long steep descents, try to stay 3 seconds "off" the brakes for every 1 second of brake application (though better is to descend primarily using the engine brake and gears).
To ensure clearance from a parallel object (such as another vehicle on your right when you're starting a left turn from a stop signal), you'll need 1 foot of separating distance for every 3 feet (or portion thereof) of overhang distance from the rear wheels to the back of the rig.
While going downhill, if your rig accelerates more than 5 MPH in 5 seconds, you need the next lower gear.
The next day we started off with a review of what we'd learned on Day One. This included some more tight right and left turns. All was going well, so we were off for some new training grounds. The "obstacle course" we'd take this time would be up, over, and down a winding mountain road. I was particularly interested in this piece of the experience -- less based on apprehension of driving the winding grades, but rather on learning to use the Allison tranny as efficiently as possible. Our last rigs have all been 5 speed manual transmission trucks, and the six speed automatic was a new experience. I learned I'd want an uphill gear which would always provide the ability for at least some acceleration. On the downhill run, the objective would be to use the service brakes as little as possible, relying on a combination of the engine brake and a proper gearing selection. If our downhill run was accerating more than 5 mph in 5 seconds, we'd need the next lower gear. One nice thing about doing it in our own rig was that we were able to determine our coach's approximate "target" RPMs for this type of uphill and downhill exercise.
As we approached one rather narrow corner, Jerry was telling us to learn to "read" some of the unwritten signs on the road. As an example, he pointed to the guard rail we were nearing. It was in pretty ugly shape. Why? Reflecting on that momentarily we correctly answered because this narrow, blind curve had seen its fair share of vehicles scraping the guard rail attempting to avoid cars coming from the other direction. While there were no signs with words, this one seemed to say quite plainly that we'd better approach this curve slowly, and be especially watchful for traffic coming from the other direction. Reading this type of "sign" is something we'd not previously considered -- but it makes a great deal of sense.
Stephanie drove back over the same hill, at first somewhat apprehensively. It wasn't going up that bothered her -- it was the anticipation of coming down. When I'd been on the descent, Jerry kept asking me if the speed I was going, which was determined in large part by the gear I'd selected, was "comfortable" for me. In each case I said yes. As Stephanie started down, Jerry again queried whether she was "comfortable" at the speed she was driving. She quickly shifted down one gear below the one I would have chosen, and then declared herself "comfortable". This was an interesting teaching point: The "right" gear for Stephanie was different than the "right" gear for me, because the "comfort zone" was really the determining factor. I was getting even more information to reinforce the conclusion that the "right" way to drive depends in part on who's driving!
With the mountains now tamed, we turned to a subject I'd been waiting for -- backing into an RV site. While I was used to accomplishing this chore, it was too often a story of trial and error. And as far as Stephanie was concerned, if the gear was "reverse", the driver was "Tom". She was quite certain there was no possibility she'd ever be able to back the rig into an RV spot.
But the techniques we'd learn would prove that "certainty" completely wrong. For starters, we'd need to know where the rear wheels were by using the mirrors. Mind you, we can't really "see" the rear wheels in the mirrors. But, as we learned, we could find a reference point on each side of the rig which is visible, and which would help us to know where our rear wheels were when we were backing. In our case, there's a side light just above the rear wheels on each side. So by checking the position of each of those lights, we'd know approximately where our rear wheels are.
Learning to back is clearly a "show and tell" kind of thing, and is best done in one's own rig. Suffice it to say we learned to go forward just past the end of the rig; to go straight back until our rear wheels were just abeam of the point we wanted to pivot around. Then we'd take advantage of the ease of electric mirrirs, and adjust the flat mirror down so that we had a clear view of the ground near the corner we'd be going around. At that point we'd start our turn, keeping it just "sharp" enough to "follow" the imaginary line we'd set up for making the corner. The mirror was a crucial tool for this, but by using it effectively we both found we could track an almost perfect radius into the selected spot. Jerry used some pylons to simulate the width of the street we'd be turning from, and the width of the site we'd be backing into. While we did the reverse turns both from the left of the site, and from the right of the site, we quickly learned why we'd prefer backing around from the left. Again, this is a learn-by-doing, and not a learn-by-reading technique...
We took turns doing the backing exercise until we both felt quite comfortable with the technique. We also recognized that it will take practice to approach perfection here, and Stephanie now looks forward to doing just that. What a change!
Our final "stage" was driving the busiest of the urban streets in the Palmdale/Lancaster area. We were directed, quite purposely, onto the very types of streets we would ordinarily avoid. With frequent traffic lights, very narrow lanes, and lots of speeding traffic we learned to simply take our time, use common sense, use our mirrors extensively, and watch for traffic trying to sneak past on the right. On one occasion I found myself in a left turn lane, waiting for the light to change, when another large motorhome pulled up alongside on my right. They were not more than 18 inches away. We didn't know what the traffic light sequence would be -- but as it turns out I got a green left arrow and the motorhome on my right still had a red light. We're not talking big wide streets here, and my left turn needed to be started fairly soon. I was acutely aware that if I turned sharply left the back end of our rig would be right into the side of that stationary motorhome. So I inched forward slowly, giving the light enough time to let the motorhome go straight ahead, and then executed the turn. What seemed surprising, in hindsight, is that the driver of that other motorhome obviously had no idea that by stopping so close to a left-turning rig he'd just set himself up for an accident.
By the end of the second day we both felt we'd learned a great deal; but that the real benefit of what we'd just learned would really only be fully realized if we continued to practice what we'd learned. Driving a rig of this size is serious business. And we think most RVers would find there is a lot to learn about how to operate their rigs safely. With more big rigs sharing the roadways these days, quite frankly we hope more of them will take the time to learn how to drive them properly. And if they don't, we hope they won't be driving anywhere near us!
[Ed Note: The driving tips included above are but a small portion of what learns by actually taking the type of professional RV driving course -- and are no substitute for taking the course!]
Finance your next RV or Camper at www.camperloan.com
Tuesday, July 15, 2014
5 Unforgettable RV Parks in Colorado
There’s so much to discover in an RV rambling along Colorado’s scenic roadways, which are dotted with breathtaking overlooks, charming mountain towns and remote hideaways. Start discovering these hidden gems with our list of five Colorado RV parks you won’t soon forget.
Ridgway State Park
Once you take in the sweeping views of jutting peaks, lush forests and sparkling, blue waters, you’ll know why the nearby town of Ouray is nicknamed the “Switzerland of America.” Spend some time on Ridgway State Park’s reservoir, which is five miles long and a popular place for wakeboarding, waterskiing, windsurfing and boating. The park also features volleyball courts, sandy beaches, 14 miles of hiking trails and nearly 90 picnicking sites.
Where to Stay: Dakota Terraces Campground is the only campground in the park that offers year-round RV camping sites, complete with electrical hookups, shared water and a dump station.
See Nearby: Box Cañon Falls, Ouray Hot Springs Pool, Black Canyon of the Gunnison National Park, San Juan Skyway
Roosevelt National Forest
Escape the crowds and experience rugged wilderness in Roosevelt National Forest, where rock climbing, mountain biking, hiking and wildlife viewing await. This forest is also where you’ll find Cache La Poudre River, Colorado’s only designated National Wild and Scenic River, where you can fit in a peaceful afternoon of fly-fishing or an action-packed rafting trip down Class IV rapids.
Where to Stay: Fort Collins/Poudre Canyon KOA is located less than an hour away, in nearby LaPorte. The RV park comes with electrical hookups, Wi-Fi, cable TV and a seasonal swimming pool.
See Nearby: Red Feather Lakes, New Belgium Brewery, Cache La Poudre-North Park Scenic Byway
Lake Pueblo State Park
With its vast stretches of water and 60 miles of shoreline, Lake Pueblo is a scenic spot for all kinds of recreation, whether you’re into jet skiing or hiking. The steady breeze along the lake is ideal for a day of sailing or windsurfing, and anglers will find plenty of trout, bass, walleye and crappie to reel in. Mountain bike or walk through the park’s extensive network of trails, where you’ll see 200-year-old juniper trees, wildflower covered hills and an array of wildlife, such as beavers, snapping turtles and burrowing owls.
Where to Stay: Arkansas Point Campground's RV park is located near the south boat ramp, and it offers amenities like flush restrooms, coin-operated showers, laundry, electricity and a dump station.
See Nearby: Sangre de Cristo Arts & Conference Center, Cheyenne Mountain Zoo, Garden of the Gods, Cave of the Winds
Rifle Falls State Park
Named after its cascading waterfalls, Rifle Falls State Park is a picturesque escape, featuring limestone caves, easy hiking trails and accessible fishing areas along East Rifle Creek. Enjoy an alfresco lunch at one of the 10 picnic sites, which are all close to the falls and surrounded by lush foliage.
Where to Stay: Rifle Falls State Park Campground has 13 drive-in RV sites, which include electrical outlets, picnic tables, fire rings and shared water hydrants.
See Nearby: Grand Mesa Scenic Byway, Glenwood Hot Springs, Palisade
Pagosa Springs
Flanked by two national forests, Pagosa Springs has a quaint, small-town feel with plenty to offer in terms of outdoor pursuits. Explore the backcountry trails of the San Juan Mountains, discover one of the area’s roaring waterfalls, browse charming boutiques and museums in downtown Pagosa Springs, or unwind in the therapeutic heat of the natural hot springs.
Where to Stay: Sportsman’s Campground is located 20 miles northwest of Pagosa Springs and offers 32 full hook-up RV sites, with perks like a fire pit, Wi-Fi, TV channels, laundry facilities and a playground.
See Nearby: The Springs Resort & Spa, Durango and Silverton Narrow Gauge Railroad, Navajo State Park
- See more at: http://www.colorado.com/articles/5-colorado-rv-parks#sthash.eY0iZ3bg.dpuf
www.camperloan.com
Ridgway State Park
Once you take in the sweeping views of jutting peaks, lush forests and sparkling, blue waters, you’ll know why the nearby town of Ouray is nicknamed the “Switzerland of America.” Spend some time on Ridgway State Park’s reservoir, which is five miles long and a popular place for wakeboarding, waterskiing, windsurfing and boating. The park also features volleyball courts, sandy beaches, 14 miles of hiking trails and nearly 90 picnicking sites.
Where to Stay: Dakota Terraces Campground is the only campground in the park that offers year-round RV camping sites, complete with electrical hookups, shared water and a dump station.
See Nearby: Box Cañon Falls, Ouray Hot Springs Pool, Black Canyon of the Gunnison National Park, San Juan Skyway
Roosevelt National Forest
Escape the crowds and experience rugged wilderness in Roosevelt National Forest, where rock climbing, mountain biking, hiking and wildlife viewing await. This forest is also where you’ll find Cache La Poudre River, Colorado’s only designated National Wild and Scenic River, where you can fit in a peaceful afternoon of fly-fishing or an action-packed rafting trip down Class IV rapids.
Where to Stay: Fort Collins/Poudre Canyon KOA is located less than an hour away, in nearby LaPorte. The RV park comes with electrical hookups, Wi-Fi, cable TV and a seasonal swimming pool.
See Nearby: Red Feather Lakes, New Belgium Brewery, Cache La Poudre-North Park Scenic Byway
Lake Pueblo State Park
With its vast stretches of water and 60 miles of shoreline, Lake Pueblo is a scenic spot for all kinds of recreation, whether you’re into jet skiing or hiking. The steady breeze along the lake is ideal for a day of sailing or windsurfing, and anglers will find plenty of trout, bass, walleye and crappie to reel in. Mountain bike or walk through the park’s extensive network of trails, where you’ll see 200-year-old juniper trees, wildflower covered hills and an array of wildlife, such as beavers, snapping turtles and burrowing owls.
Where to Stay: Arkansas Point Campground's RV park is located near the south boat ramp, and it offers amenities like flush restrooms, coin-operated showers, laundry, electricity and a dump station.
See Nearby: Sangre de Cristo Arts & Conference Center, Cheyenne Mountain Zoo, Garden of the Gods, Cave of the Winds
Rifle Falls State Park
Named after its cascading waterfalls, Rifle Falls State Park is a picturesque escape, featuring limestone caves, easy hiking trails and accessible fishing areas along East Rifle Creek. Enjoy an alfresco lunch at one of the 10 picnic sites, which are all close to the falls and surrounded by lush foliage.
Where to Stay: Rifle Falls State Park Campground has 13 drive-in RV sites, which include electrical outlets, picnic tables, fire rings and shared water hydrants.
See Nearby: Grand Mesa Scenic Byway, Glenwood Hot Springs, Palisade
Pagosa Springs
Flanked by two national forests, Pagosa Springs has a quaint, small-town feel with plenty to offer in terms of outdoor pursuits. Explore the backcountry trails of the San Juan Mountains, discover one of the area’s roaring waterfalls, browse charming boutiques and museums in downtown Pagosa Springs, or unwind in the therapeutic heat of the natural hot springs.
Where to Stay: Sportsman’s Campground is located 20 miles northwest of Pagosa Springs and offers 32 full hook-up RV sites, with perks like a fire pit, Wi-Fi, TV channels, laundry facilities and a playground.
See Nearby: The Springs Resort & Spa, Durango and Silverton Narrow Gauge Railroad, Navajo State Park
- See more at: http://www.colorado.com/articles/5-colorado-rv-parks#sthash.eY0iZ3bg.dpuf
www.camperloan.com
Monday, July 14, 2014
RV Crazy: America's Best RV Parks: Hit the Open Road in a Recreational Vehicle
by Jennifer Plum Auvil
The lure of the open road and the comforts of home come together when you're traveling in a recreational vehicle, or RV. But before you hit the road, there are a few things you should understand about RV parks.
Not all RV parks are created equal. Campers can find RV parks in state and national parks as well as privately owned campgrounds. And the quality varies from budget to swanky. Chain campgrounds like KOA and Yogi Bear's Jellystone Park Campgrounds operate around the country and offer some continuity from site to site.
More rustic campgrounds may offer little more than a parking spot, while other spots offer facilities including water and electricity hook-ups. On the higher end, more luxurious sites offer RV visitors access to pools, restaurants, free WiFi and business facilities.
Intrepid travelers exploring the country in an RV will want to put on the brakes and stay for a while at these parks and campgrounds around the United States.
Durango RV Resort
Red Bluff, California
The Durango RV Resort is a high-end escape with 174 sites on the Sacramento River. All sites are equipped with Powerhouse Pedestals that provide electricity, high-speed WiFi and cable television. Meet fellow travelers by the pool, in the clubhouses or at the outdoor fireplaces. Pamper your pooch with a run at the 45-acre dog park followed by a scrub down at the self-serve automatic dog-washing station.
Boyd's Key West Campground
Key West, Florida
Featuring oceanfront campsites located just a few minutes from the action of Key West, Boyd's is a great way to experience this favorite Florida hot spot. Boyd's boasts a pool and beach area as well as conveniences including bathrooms, a marina and free wireless internet. The camp has 250 sites and does get crowded, especially when all sites are reserved. But you can't beat the location which is just a few miles from the fun on Duvall Street and downtown Key West and easily accessible by city bus or cab.
Horse Thief Lake Campground
Hill City, South Dakota
Horse Thief Lake is a no-frills, family-owned campground with rustic charm and a convenient location near many of South Dakota's natural wonders. Buffalo roam in nearby Custer State Park and herds of wild mustang run through the Black Hills Wild Horse Sanctuary. Mt. Rushmore is just 12 miles away while Crazy Horse Mountain and the Mammoth site are a short drive. The campground itself is a quiet respite from the nearby activity and offers fire rings at each site, a shop for basic goods and a small heated pool.
Rivers Edge RV Park
Fairbanks, Alaska
Sleep under the midnight sun in this well-appointed RV park in Fairbanks. There are 190 sites, but the resort maintains a peaceful vibe with plenty of room for guests to spread out. There's a network of walking and biking trails to stretch your legs and the resort's restaurant, Chena's, serves 3 square meals a day. When you're ready to explore Fairbanks, there's no need to unhook the RV. Hop on a shuttle bus to nearby attractions including the Riverboat Discovery cruise, Pioneer Park, the Trans Alaska Pipeline and the historic downtown area.
Yosemite Pines RV Park
Yosemite, California
While there's RV camping available inside Yosemite National Park, the campgrounds are primitive, with no hook-ups. If you're looking for more amenities, the best option is to set up camp outside of the park. Yosemite Pines RV Park is just 22 miles from the park and offers premium pull-through and back-in sites. This family-friendly resort has a gold mine where kids can pan for gold and a petting farm with alpacas.
Zion River Resort
Virgin, Utah
Just 13 miles from the south entrance to Zion National Park, the Zion River Resort is popular with tourists and snowbirds who put down more permanent roots in the winter. This RV resort has full hook-ups, concrete parking pads, grills and free WiFi. After exploring the red sandstone cliffs at Utah's first national park, you can also use this campground as a base for day-trips to explore Bryce Canyon National Park and the north rim of the Grand Canyon.
The Shady Dell RV Park
Bisbee, Arizona
Shady Dell is an RV park with a twist -- if you can't bring your own RV to this corner of southern Arizona, you can find one here. This resort is home to 9 lovingly restored antique trailers. These charming stationary trailers include a 1949 vintage Airstream, a 1947 Tiki bus alongside an outrigger tiki bar and the fancy-pants 1951 Royal Mansion complete with a full-sized bed, breakfast nook, private bathroom and leopard carpet. Dot's Diner is a classic greasy spoon that serves homemade breakfast and lunch. A limited number of spots are available to park your RV if you're on the road and in the mood for some classic kitsch.
http://www.travelchannel.com/interests/road-trips/articles/rv-crazy-americas-best-rv-parks
www.camperloan.com
The lure of the open road and the comforts of home come together when you're traveling in a recreational vehicle, or RV. But before you hit the road, there are a few things you should understand about RV parks.
Not all RV parks are created equal. Campers can find RV parks in state and national parks as well as privately owned campgrounds. And the quality varies from budget to swanky. Chain campgrounds like KOA and Yogi Bear's Jellystone Park Campgrounds operate around the country and offer some continuity from site to site.
More rustic campgrounds may offer little more than a parking spot, while other spots offer facilities including water and electricity hook-ups. On the higher end, more luxurious sites offer RV visitors access to pools, restaurants, free WiFi and business facilities.
Intrepid travelers exploring the country in an RV will want to put on the brakes and stay for a while at these parks and campgrounds around the United States.
Durango RV Resort
Red Bluff, California
The Durango RV Resort is a high-end escape with 174 sites on the Sacramento River. All sites are equipped with Powerhouse Pedestals that provide electricity, high-speed WiFi and cable television. Meet fellow travelers by the pool, in the clubhouses or at the outdoor fireplaces. Pamper your pooch with a run at the 45-acre dog park followed by a scrub down at the self-serve automatic dog-washing station.
Boyd's Key West Campground
Key West, Florida
Featuring oceanfront campsites located just a few minutes from the action of Key West, Boyd's is a great way to experience this favorite Florida hot spot. Boyd's boasts a pool and beach area as well as conveniences including bathrooms, a marina and free wireless internet. The camp has 250 sites and does get crowded, especially when all sites are reserved. But you can't beat the location which is just a few miles from the fun on Duvall Street and downtown Key West and easily accessible by city bus or cab.
Horse Thief Lake Campground
Hill City, South Dakota
Horse Thief Lake is a no-frills, family-owned campground with rustic charm and a convenient location near many of South Dakota's natural wonders. Buffalo roam in nearby Custer State Park and herds of wild mustang run through the Black Hills Wild Horse Sanctuary. Mt. Rushmore is just 12 miles away while Crazy Horse Mountain and the Mammoth site are a short drive. The campground itself is a quiet respite from the nearby activity and offers fire rings at each site, a shop for basic goods and a small heated pool.
Rivers Edge RV Park
Fairbanks, Alaska
Sleep under the midnight sun in this well-appointed RV park in Fairbanks. There are 190 sites, but the resort maintains a peaceful vibe with plenty of room for guests to spread out. There's a network of walking and biking trails to stretch your legs and the resort's restaurant, Chena's, serves 3 square meals a day. When you're ready to explore Fairbanks, there's no need to unhook the RV. Hop on a shuttle bus to nearby attractions including the Riverboat Discovery cruise, Pioneer Park, the Trans Alaska Pipeline and the historic downtown area.
Yosemite Pines RV Park
Yosemite, California
While there's RV camping available inside Yosemite National Park, the campgrounds are primitive, with no hook-ups. If you're looking for more amenities, the best option is to set up camp outside of the park. Yosemite Pines RV Park is just 22 miles from the park and offers premium pull-through and back-in sites. This family-friendly resort has a gold mine where kids can pan for gold and a petting farm with alpacas.
Zion River Resort
Virgin, Utah
Just 13 miles from the south entrance to Zion National Park, the Zion River Resort is popular with tourists and snowbirds who put down more permanent roots in the winter. This RV resort has full hook-ups, concrete parking pads, grills and free WiFi. After exploring the red sandstone cliffs at Utah's first national park, you can also use this campground as a base for day-trips to explore Bryce Canyon National Park and the north rim of the Grand Canyon.
The Shady Dell RV Park
Bisbee, Arizona
Shady Dell is an RV park with a twist -- if you can't bring your own RV to this corner of southern Arizona, you can find one here. This resort is home to 9 lovingly restored antique trailers. These charming stationary trailers include a 1949 vintage Airstream, a 1947 Tiki bus alongside an outrigger tiki bar and the fancy-pants 1951 Royal Mansion complete with a full-sized bed, breakfast nook, private bathroom and leopard carpet. Dot's Diner is a classic greasy spoon that serves homemade breakfast and lunch. A limited number of spots are available to park your RV if you're on the road and in the mood for some classic kitsch.
http://www.travelchannel.com/interests/road-trips/articles/rv-crazy-americas-best-rv-parks
www.camperloan.com
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