Category Archives: Western Trails

Posts regarding trails I have ridden, plan to ride, or just hope to ride

Great Western Trail, Uncategorized, Western Trails

So, Dad and I were talking the other day…

December 29, 2015 Tony Henrie

Dad and I got on the phone together on Christmas Day last week and talked a little about our upcoming pack trip. We’re talking about the second leg of our Mexico-to-Canada pack trip. I have been putting together a route plan and trying to figure out the best time frame to fit it into. Dad made that a lot easier.

Dad was born and raised in Panguitch, Utah. Panguitch, being steeped in pioneer tradition of the LDS faith, holds a Pioneer Day Celebration every year on or about July 24th, the day the first group of Mormon pioneers entered the Salt Lake Valley in 1847, under the command of Brigham Young. Dad graduated high school there in Panguitch, and to this day his graduating class has a reunion every other year. In 2014, twenty-one of his classmates showed up out of a graduating class of thirty-nine. Since he graduated high school in 1952, that’s a phenomenal statistic! Well, last week Dad had a request. He wants to arrive in Panguitch at the end of the second leg of our pack trip, so that he can attend his class reunion and the Panguitch Pioneer Day Celebration.

Well, that’s not too hard. We just figure out the total mileage, our anticipated mileage per day, and estimate the time it will take us to get from Eagar, Arizona to Panguitch, Utah, then simply track it back to determine when we need to depart Eagar to make it happen. Piece of cake!

So, here’s the figuring. The route we are planning has us departing Eagar, AZ and traveling almost due west, following US Route 60 to Show Low, AZ. We figured to follow the highway for that portion for a couple reasons. Firstly, water in that part of Arizona is pretty scarce, so we’ll need to have water delivered to us daily for that portion. Secondly, there is always grass growing alongside the highway, which will help our stock stay in good shape as we start the trip. Thirdly, in this area of Arizona, there are a lot of fences and few trails and the travel time we will save following the highway, rather than backroads, will be important to us later on in the trip. US Route 60 is the most direct route we could take from Eagar to Show Low. It has a wide easement and no travel restrictions, such as fences. It also routes us around the White Mountain Apache Reservation, which is not particularly friendly to horse travel on their lands. This route Just makes sense, despite our preference of following trails or backroads. It’s about 49 miles from our starting point in Eagar to Show Low by that route.

At Show Low, we will turn south and join the Mogollon Rim Road, which travels along the top of the Mogollon Rim, generally in a westward direction. For those unfamiliar with Arizona, the Mogollon Rim is the southern edge of the Colorado Plateau that drops off to the south, creating a steep drop in elevation of up to 4,000 feet in some places. It runs across central Arizona for about 200 miles. The Mogollon Rim Road follows most of the rim. We will be following this road just for a few miles. Just west of Show Low there is a designated foot/horse trail that follows the same direction, just a bit closer to the actual rim. This is what we are hoping to be able to follow. We should be able to find adequate water and feed for the horses along that route, but if not, we are close enough to a decent road that we can have feed brought when needed. We will follow this route for about 100 miles before we join the Arizona Trail and head north again.

The Arizona Trail is a designated trail for non-motorized travel that crosses Arizona from Mexico to Utah. I am a supporting member of the AZT, which has a very active association that maintains the trail. The trail is fully documented by GPS for mileage, water sources, elevation, etc, so there are few surprises there. This is the route the boys from “Unbranded” rode from Mexico to Utah. We will join the route just north of Payson, Arizona, between where you see Pine and Tonto Natural Bridge State Park on the AZT map. From that point, there is no guesswork in the mileage. It will be 220.5 miles from there to the south entrance of the Grand Canyon National Park.

Crossing the Grand Canyon on our own horses is the Crown Jewel of our entire trip. Dad and I have dreamed of this since I was in high school. This is where things get a bit tricky. The earliest the GCNP will allow camp reservations in the park is four months in advance, and if you don’t reserve that far ahead you simply will not get a reservation. Additionally, you cannot stay a night in the park without a camp permit, particularly with horses. The regulations regarding horse travel in the park are quite reasonable and they are strictly enforced. Horses must have been fed weed-free feed for two weeks before entering the park, they must have a current negative Coggins test (one year), and a current health certification within 30 days from a veterinarian. One must also have a reservation for one of the two horse camps within the canyon itself in order to be able to stay overnight in the canyon.

Additional regulations include travel hours on the trails. From the South Rim, private individuals with their own stock must depart no earlier than 1:30pm, to avoid conflict with the outfitters coming out of the canyon with their mule strings in the morning. Heading up the north side, private individuals must depart no earlier than 10:30am. The mileage from the South Rim to the Phantom Ranch at the bottom is 7.4 miles, and from there to the north rim is another 14 miles. Due to the late departure from the South Rim, it will be necessary (a happy necessity, I might add) that we stay one night in the canyon. We hope to be able to secure a reservation at the horse camp at Phantom Ranch.

Once out of the canyon, it is another 12.6 miles to the GCNP northern border. Add that to the 14 miles from Phantom Ranch to the North Rim and it is pretty likely we will be staying another night in camp somewhere before we arrive at the park border, requiring another camping permit reservation.

In talking with the park rangers last spring, I found them to be very helpful, in fact, surprisingly so, with regard to our plans to cross the Grand Canyon on our own horses. They suggested that I make a reservation to camp at the Mather Camp Ground on the South Rim for a week, which would give us some leeway on our arrival date. We will be traveling by horse for about 370 miles and trying to hit a particular date on our arrival at the GCNP. That’s like hitting a full-court shot at the end of a basketball game. If we are unable to secure the camp reservations we need or if we are delayed and can’t make the date of our reservation, they were fairly confident they would be able to fit us in at some point while we waited in camp at Mather. As things turned out this year, we decided against going on after the first leg of the trip. For the second leg, this coming year, I will try to get reservations for one night at Phantom Ranch and another night up on the north side somewhere. I will reserve a site at Mather Camp Ground, which has hookups, bathrooms, etc, on the South Rim for a week in advance of the primitive camp reservations. If things work out well, we will have a few days of rest for us and the horses before tackling the Grand Canyon.

Once we leave the GCNP, we will continue on the Arizona Trail another 66.4 miles to the Utah Border. At that point we join the Great Western Trail. The GWT is a network of multi-use trails on government land (Bureau of Land Management, US Forest Service, and state lands) that stretches the rest of the way from Utah to Canada. It is not well documented and there is no private association that helps maintain the trail system, other than volunteer organizations, such as the Back Country Horsemen of America, which has several chapters in Utah. At this point we are again back to our own reckoning as to the trails we will take and the mileage from point to point.

Our route from the Utah Border will take us northward up Paria Creek to the mouth of Willis Creek. We will follow Willis westward up Willis Creek Canyon, toward Bryce Canyon National Park. Our plan is to join the Grandview Trail below (east of ) Bryce and follow it around the southern end of the Paunsaugunt Plateau, then back northward to Red Canyon. If time allows, we will take a day to ride Bryce Canyon, as well as Casto Canyon and Losee Canyon on the west side of the plateau. By this time we will have joined Casto Road, which is a dirt road that leads right on into Panguitch. Estimated mileage from the Utah Border along this route to Panguitch is 88 miles.

The total mileage, Eagar to Panguitch, as close as I can figure, is about 560 miles. For insurance, I added a fudge factor of 25% to the miles that are not exactly documented by the AZT Association. That brings the mileage, on the long side, to about 620 miles.

During the first leg of our trip we learned a few things that are helping us on our planning for this leg. Foremost, we learned we can plan on an average of 15 miles per day. Some days are better, but some days are worse. When we did our original planning, we figured we would be making 20-25 miles per day after the first week of breaking the horses and ourselves in to the trail. Not so. We had also planned for two rest days per week. As it turned out, we rested only one day per week, trying to make our time schedule, because we found we were averaging only about 15 miles per day. This year we will plan for 15 miles per day and two rest days per week. With that in mind, our total travel time should be between 41 and 43 days, barring any long delays or mishaps. Traveling five days per week, that makes it between eight and nine weeks total travel time.

Scheduling all that out on a timeline, with us arriving at Panguitch on or about July 20, has us arriving at the Grand Canyon on or about June 29. That, in turn has us departing Eagar, Arizona, to embark on this momentous journey, on Monday, May 23, 2016.

That just happens to be the date of Dad’s 82nd birthday.

Happy Birthday, Dad.

Great Western Trail, Western Trails

Took a Drive Down to Southeastern Arizona Today…

April 6, 2015 Tony Henrie

Dad and I left this morning about 6:00 am and headed south on US 191, which used to be named US 666 – and for good reason! There are turns on that road where you can read your own rear license plate! We passed one road sign that read “10 MPH NEXT 11 MILES”. Trailers over 40 feet are prohibited. However, the scenery is spectacular as you drop off the Mogollon Rim from over 9,000 feet elevation to under 3,500 feet. It was quite a ride.

On the drive we saw dozens of deer and elk, one Mexican Gray Wolf, and one very rare white mule deer doe. How great is that?! That was the first wolf I have ever seen in the wild and the only white mule deer I have ever even heard of! Click on the photo for a larger view, then zoom in on the deer. She is beautiful!

We stopped at several points on the road to look out over part of the area we will be riding through and took several pictures, which I’ll post as a gallery at the end of this post, if I can get them to upload – the Internet connection at my parents’ house is painfully slow.

We visited the USFS Ranger Station at Clifton, AZ for advice and intelligence regarding the route we were considering for that area, which was to follow the Gila river eastward to Eagle Creek and turn north, following Eagle Creek to the North Eagle Creek area. There was an area of about ten miles along that route that shows very steep terrain on the maps and we were concerned about being able to find a way through it. One of the USFS officers introduced us to Steven Najar, Arizona Game and Fish Officer, who has ridden much of that region and is very familiar with it, except that little portion we were concerned about. He informed us that he has not ridden that area simply because it may be impassable. He is familiar with all that area, except a stretch of our proposed route of about three or four miles. He indicated that the areas he was familiar with led him to believe we would be making a serious mistake taking that route. He said that in areas we would be restricted to the creek bed by the high canyon walls and that there were places where we would have to swim the river – not just cross, but swim. With pack horses, that’s a dangerous proposition at any rate.

Instead, Steve proposed that we follow the Gila River farther eastward to the confluence of it and the San Francisco River. We could follow the “Frisco” northward and have the option of turning back northwest to join the Upper Eagle Creek area or continue northward up the Blue River into the Blue Wilderness Area. He has ridden both routes and said both are easily passable with ample water sources and grass for our needs.

Since the latter route was my original plan from more than a year ago, and since the Blue Wilderness Area is one of my favorite parts of the whole world, we were easily swayed. So we are back to our original route. We are sure that was a good decision.

One warning, though, from Steve about that route: There is a stretch of the Gila River between Bonita Creek and the San Francisco river known as “The Box.” It is an area that is enclosed by canyon walls and is known for quicksand. Steve said horses have been lost in the quicksand there and urged caution. That was a good warning and we will certainly heed it. Quicksand on the Gila River is nothing to play with.

From Clifton, we drove to Safford, AZ, where we met with a US Border Patrol Agent, and his friend, whose names I do not have permission to disclose. After being served excellent BLT sandwiches (Thank you JJ) we discussed our route from the US/Mexico border to the Safford area.

The plan we settled on was that Dad and I would depart the US/Mexico border just east of Douglas, AZ, on Saturday morning and travel northward via Silver Creek and Indian Creek, cross US Highway 80 at “Dangerous Road” (that’s really its name!) and continue northward to join Texas Canyon Road into the USFS lands of the Coronado National Forests’s Chiricahua Mountains. We will continue on Texas Canyon Road to Rucker Canyon, where we will turn northeast until we come to Old Fort Rucker. We should arrive there on our third day on the trail. Our two freinds will meet us somewhere in that area. I will text them our location via Satellite text. Dad and I will rest the horses until they arrive.

We will then take Raspberry Ridge Trail northward to the Crest Trail (270B). We will follow that up to the Bootlegger area, then northwest again, eventually leaving the Chiricahuas via Emigrant Canyon. Our friends will leave us and Dad and I will continue northward, crossing Interstate 10 at Bowie, then continuing northward along a railroad track to Safford.

After our meeting, Dad and I drove into Wilcox, AZ and purchased eleven 50 lb sacks of Equidine alfalfa pellets, which we dropped off at the USBP Agent’s place on our return trip. Dad and I will have to haul our feed for the horses, as grass will be scarce along most of our route. Our friends will bring 200 lbs of feed when they join us and will leave another 350 lbs in their pickup. When we reach their truck at Emigrant pass, we will take as much feed as we need to reach Safford, then on we will go. Our freinds will take the remaining feed to the agent’s house, where we will make a stopover before reaching Safford. There we will re-supply before heading on north to the Gila River.

Our next major stop from there will be the home of a friend who lives on a private parcel inside the Blue Wilderness Area. As indicated above, our route will take us from Safford, AZ, eastward following the Gila River to the San Francisco River, then northward up to the Blue River. We will follow the Blue northward into the Blue Wilderness Area and on up the river to our friend’s place.

At our friend’s place we will again re-supply and probably be joined by a couple of other riders from among our family and friends in Eagar, AZ. We will rest up a couple of days before heading up the Mogollon Rim via either KP Mesa Trail or Grant Creek Trail (whichever appears to be more passable after the recent forest fires), reaching the end of the first leg of our trip at Eagar, AZ about three days later.

We expect this first leg of the trip to take us about three weeks and will cover approximately 300 miles of some pretty rough country. If we and our horses survive this leg of the trip, we should be in good shape to continue the second leg of the trip, from Eagar, AZ to Panguitch, UT, about 700 miles, as close as I can figure, making the total mileage of our pack trip at least 1,000 miles.

I am anxious to see just how close to reality my distance estimations are. The GPS will tell us the true mileage.

Stay tuned for more!

Tack and Gear, Uncategorized, Western Trails

Buying the Necessaries for the Big Trip – DeLorme InReach Explorer

March 1, 2015 Tony Henrie

Last week I made arrangements to take out a fairly large loan from savings (thank you dear Linda) for the purchase of supplies and gear for the coming pack trip. Time is getting short, so Dad and I are evaluating our gear, repairing what needs it, replacing what we can’t repair, and buying what we don’t have.

I recently went on one of my favorite supplier online stores and put nearly $4,500 worth of gear on my “Wish List”. We’ll see how much of that I actually order. I have to admit that some of what is on that list is “want-to-have” stuff, rather than “need-for-the-pack-trip” stuff.

Yesterday I drove up to American Fork, to the Cabela’s store and spent nearly $1,000. I bought several items that I consider to be necessaries for the trip. I’ll address each item in detail and give my first impressions of them. During the trip and after it is done I’ll post a test-report on each and my opinions about them.

Recently, a good friend of my father, Dick Goodman, who will be helping us with logistics, advised us to buy a satellite phone, so we could call out if we had an emergency. The idea that we could keep folks posted on our whereabouts and call out in case of emergency is a thought that had crossed my mind, but sometimes it takes someone else’s suggestion to bring an idea into focus. You have to remember that Dad and I both grew up before the advent of electricity…er, I mean cell phone and GPS technology, and sometimes we forget about things like that in our planning.

So, I went shopping at Cabela’s in Lehi, Utah to see what was available.

What I found was a number of Global Positioning Satellite (GPS) units by a couple of makers, several models of “Spot” emergency locators (which a friend had recommended), one model of satellite telephone, and several models of GPS units by DeLorme. After looking over the various capabilities, features, and options of a number of units, I settled on the DeLorme InReach Explorer, priced at $379.99.

The DeLorme InReach Explorer is a GPS unit, utilizing the Iridium GPS system. It has all the functionality of a regular GPS handheld, but also allows two-way texting via satellite. Not only that, but it also uploads details to my personal and Western Trail Rider facebook pages, as well as to DeLorme’s Map Share application*, accessed through their website, so all my friends and relatives can track our progress.

The one thing that might appear to be an issue with this unit is the small screen size. Maps? Nope, too small. Howsoever, this unit will talk to my iphone 6 as well as Android phones, by use of the Earthmate app that can be found through the App Store or any Android app site. The unit talks to the phones via Bluetooth, so cell coverage isn’t necessary. So, I will get all the map information on my iphone 6 in all its glory. In fact, through the Earthmate app, I am downloading the high-resolution map sets I will need to my phone as I type this post.

Once the unit is fully charged, one must follow the explicit instructions in the user’s manual provided with the unit for initiating and setting it up. Not following the instructions in order can cause problems that otherwise would easily be avoided. The first thing to know is NOT TO DO ANYTHING WITHOUT FIRST READING THE MANUAL! The unit has an emergency beacon/call button/function that will send out an emergency call if inadvertently activated. The button has a lock associated with it, so it is quite safely secured, however, if you are like most people, particularly men like me, when they get a new toy they immediately start pushing buttons to see what they do. If you unlock the button and press it, you might get emergency vehicles and rescue helicopters arriving at your location. More on the SOS function later.

As I said, the first step is to ensure the unit is fully charged. While the unit is charging, become familiar with the various buttons and functionalities of the unit by reading the manual. While you’re at it, download the Earthmate app to your phone from the Apple App Store or your favorite Android site. Step two is to create your DeLorme InReach account online and select an airtime plan subscription.

DeLorme offers a variety of plans under two headings: Freedom Plans and Annual Plans. Both offer various options for functions and payments, with the Annual Plan options being significantly reduced in price.

The Annual option, meaning you subscribe to regular monthly service and subscription payments for a period of one year, requires an initial subscription premium of $19.95. The lowest priced plan, called the “Safety Plan” runs $11.95 per month and includes the bare minimum of functionality: Unlimited SOS, 10 texts, 10-minute tracking intervals, and tracking points and location pings at ten cents each. The highest plan runs $79.95 per month and includes unlimited SOS, texts, tracking points, and pings, and 2-minute tracking intervals. One can change plans at anytime for a fee of $24.95.

The Freedom Plan means you can activate your coverage at any time for the month or months you require. This plan requires an initial subscription premium of $24.95. The monthly fees are slightly higher than those of the Annual Plan, but offer the same options for functionality. For instance, the low and high plans under the Freedom Plans run $14.95 and $99.95 per month, respectively, compared to $11.95 and $79.95 under the Annual Plans. However, one can change the coverage under the Freedom Plans without fee simply by selecting that plan when activating. Changing from the Freedom to the Annual plans subscription requires payment of a change fee of $24.95.

I selected the Recreation Plan under the Freedom Plans subscription for my trip. It offers unlimited SOS, 40 texts, 10-minuted tracking intervals, and unlimited tracking points and pings. After the first leg of our trip I will decide whether to upgrade to the Expedition Plan, which offers unlimited texts. The Recreation Plan runs $34.95 per month, while the Expedition Plan runs $64.95 per month.

After creating your account and activating a plan, and making payment via credit card, you can set up your options and add contacts, set up your preset messages and responses for texting, and set up your “sharing”. The menus on the unit are easily navigated by use of the small thumb pad, using the button with the check-mark as the “enter” button. The “X” button is the “back” and “stop” button. You can also access and control the unit on the phone through the Earthmate app, including activating the SOS function.

The third step in the initiation and setup process is to go outside and make sure you have a broad and clear view of the sky. Turn the unit on, point the antenna in the air and wait. When you set up the DeLorme account online, DeLorme sends out a welcome message as a test to make sure the connection has been made. You will see a little green light on the face, which indicates you have a message waiting. If the light turns red, you have an urgent message waiting. Please note that this little light only indicates messages waiting and does not indicate satellite coverage for the GPS function! You will respond to the welcome text with a simple response text, which tests your unit’s ability to send texts. This process may take up to 20 minutes to finalize, so be patient.

Once you are able to send your text response, the GPS unit has been initialized and is ready for use. You are then ready to complete the setup process by calibrating the altimeter and digital compass functions. You are also ready to make the Bluetooth connection with your phone and start setting up your personalized functions and options on your Earthmate app.

I had trouble getting my iphone and DeLorme Explorer unit talking to each other. I finally decided to try connecting the unit to my Apple Macbook Pro by USB cable (included) to see whether an update option would appear when it connected. It did! The update took several minutes to complete. I noticed that the “message waiting” light blinked red and green during the update. Do not unplug your unit from the computer or shut down your computer until the update is completed! Once the update completed, my unit connected right up to my iphone 6.

The menu on the Earthmate App on my iphone 6

Calibrating the altimeter is not a one-time thing. Although it will always be approximately correct by just using the GPS as reference, it is a good idea to reset the altimeter at the beginning of or during an adventure by finding a point at which the elevation is certain, such as at a trailhead where elevations are often shown on trail signs, and using that elevation to set the unit. You may also set the function by using barometric pressure readings from a reliable source nearby, such as airport weather reporting.

The compass is calibrated by initiating that function through the settings menu. After selecting “Calibrate Compass” you simply move the compass in a figure-8 pattern, making sure the antenna moves through all directions in reference to the ground several times until you hear a beep, indicating the process is complete. As with the altimeter, it is a good idea to recalibrate the compass at the beginning of each new trip.

The SOS function is activated by sliding the “lock” switch on the face of the unit to the left, exposing a red line, indicating the function is now available. By then pressing the SOS button, the function is activated, sending out SOS messages to GEOS, the DeLorme monitoring center, which will then dispatch rescue services to your location. The SOS function can also be activated through the menu, by selecting the SOS icon, then pressing the “enter” button (the one with the check-mark), or by using the phone app and selecting the SOS function from the menu. Use this only in time of true emergency, as this will set in motion a very expensive bunch of fast-turning wheels.

A map on my iphone 6 via the Earthmate app

As I look through the maps on my iphone 6, the resolution is sufficient that I can see excellent topographical detail, however at the magnification level needed to see marked trails, the viewable area of the map is quite small. I find it difficult to be able to see where a particular trail goes, as one would be able to do on a map, without simply following it on the touch screen. While one can gain greater perspective by zooming out, the dashed-line marking trails disappears after only two clicks out. A larger screen would alleviate the problem proportionate to the size of the screen, but this issue is not a problem with the Explorer, it’s simply the size of my phone display. I am pretty old-fashioned and still feel more comfortable with a paper map in my hands, however, for the Mexico-to-Canada pack trip I have planned, the maps alone, at 7.5 minute size covering the selected route, would number over 100 and would cost more than $700. Not having to buy and carry all those maps is a benefit one cannot ignore and one for which I can happily deal with the little inconvenience of a small screen on my phone. I should mention that I believe the screen on my iphone 6 is as large or larger than the screens I saw on all the GPS units offered at Cabela’s, including the venerable Garmin Montana.

My overall impression so far, not having actually used the unit yet, is that the DeLorme Explorer is exactly what I need, not only for the impending pack trip, but for all my packing adventures for years to come. I will be able to store the information from my trips, mileage, speed, elevation, etc., for my blog posts, keep my followers updated on my progress during the trips, call for help in emergencies, and make the trail information available for others to use.

Moreover, the peace of mind it will give my wife and my mother while Dad and I are out on this pack trip, knowing we can communicate with them and call out in case of emergency at anytime, from anywhere, via text and emergency beacon with this unit, and the fact that we can keep them posted on our progress via text and facebook posts, is well worth the $379.99 price tag and the subscription price.

This was a good score in my book. Thumbs up!

Now, you’re probably asking yourself how we intend to keep this handy little unit, as well as our cell phones, charged up.

Stay tuned.

* I will provide the link to my Map Share on a separate post once the trip is underway. The Map Share link is specific to each trip logged by the InReach Explorer unit.

Western Trails

Red Mountain Trail, St. George, Utah

February 22, 2015 Tony Henrie

After a great day of riding into the southern part of Zion National Park, near Hurricane, Utah, I spent the following day, Saturday, with Jon Tanner, Michael George, Craig Sorensen, and a number of members of the Missouri Fox Trotting Horse Breed Association riding Red Mountain Trail, just northwest of St. George, Utah.

This trailhead is located just north of mile marker 15 on Highway 18. There is a very nice parking area with a restroom, which was built by the local Back Country Horsemen Association a few years ago, with the cooperation of the Bureau of Land Management. The parking lot was built to accommodate horse trailers and allows even large trailers room to park and maneuver in the lot. There is no running water and no electrical service, so you’ll need to consider that if you’re hauling horses from any distance to this trailhead. There are no parking fees, but I’m not sure if overnight camping is allowed. You’d have to check that with the local BLM office.

Once we got everyone together, we had about 31 riders, most mounted on Fox Trotters. There were at least two other groups, smaller than ours, starting on the trails at about the same time. There are several trails and plenty of room for all and we never bumped into any of the other groups while on the ride. The Red Mountain Trail makes a loop of about 6.7 miles, starting at one end of the parking area and ending at the other, so you can pick which direction you want to go. There are steel gates at either entrance, built to allow hikers, bicyclers, and horses, but not ATVs. As this area is actually outside the Snow Canyon State Park, dogs are allowed on the trails off-leash.

We headed out the south end of the parking area and got just outside the gate and waited while we gathered our forces. Once we got started, the group quickly separated into several smaller groups, all traveling the same direction. With a group of gaited horses, such as Fox Trotters, there are those who travel quite a bit faster than others, so those who wished to slow down a bit, and stay out of the dust trail, hung back a bit.

The terrain, for the most part, consists of very fine sandstone dust, juniper trees, manzanita, and sage. There are several parts of the trail that are pretty rocky, and a couple places that might present a challenge to the uninitiated rider, but I would consider the trail to be in the category of fairly easy overall. Many of our horses, including mine, were barefoot and handled it very well.

About half-way through the trail loop, one suddenly comes upon the northern rim of Snow Canyon, which drops away about 1,400 feet in sheer cliffs from the trail. There are no walking paths and no guardrails, so one has to pay attention to things when going up to the edge for a look or for photos.

What one sees here is breathtaking and cannot be adequately captured on my little iphone 6 camera. I did my best, but this is a sight one must take a look at in person to really experience it.

We broke there for lunch and sat around enjoying stories from some of the more experienced riders in the group, which was enjoyable all in itself. This area is primitive, so don’t expect any picnic tables or trash cans.

After a restful half-hour or so, we mounted up and headed out to finish the loop. The entire ride took under 3 hours, covered 6.7 miles, and was quite easy on the horses and riders. On the way out, there are at least two trails that diverge from the main, so one must pay attention to make sure he/she is tracking where they want to go. The trail markers were not entirely clear as to which way was back to the parking area. Having someone along who actually knows the trail is nice, but not absolutely necessary, as one would have to try pretty hard to get lost. Just keep tracking east and eventually you’ll hit the power lines and Highway 18. Then just look around and you will be able to find your way back to the parking area, since the area is almost clear of trees for at least a hundred yards from the highway.

This was a short ride and would make a good “filler” ride for some extra time during a weekend trip to the area. There are a number of other similar trails in the area, so one could actually fill up a weekend, and more, hitting them in turn. Each trail around the Snow Canyon area holds its own particular spectacular views and adventures.

Enjoy the photo gallery.

Western Trails

Coal Pits Wash Trail, Hurricane, Utah

February 22, 2015 Tony Henrie

Several weeks ago, I was invited by Jon Tanner to fill a slot in his trailer for a ride down to the Saint George area of southern Utah for a couple days. He was going down to meet members of the local Missouri Fox Trotting Horse Breed Association for a couple days of riding. After he twisted my arm a while, I agreed (that’s exactly how it happened, right Jon?).

Jon picked up me and my horse, Ranger, Friday morning at 6:30am and we headed south. We arrived at the designated meeting site, the Washington County Equestrian Center at Hurricane, Utah at about 10:30am. I was surprised to see that about 30 riders showed up. I had no idea there would be that many. Due to the large size of the group, and that some wanted to see one area while others wanted to see another, the group split for the day’s ride.

Jon and I followed Janet Carver to the Coal Pits Wash trailhead, located about 8 miles and a bit east of Hurricane on Highway 9. The parking area is a wide spot on the north side of the road just before the highway turns a bit north. I don’t recall seeing a road sign announcing the location, so you just have to look for it. The parking area will hold several trucks and 4-horse trailers and there is room for a turn-around, if necessary.

The trailhead is easy to see. There is a gate that marks the trail. Once through the gate (make sure you close it after passing through) the trail is easy to follow. It tracks generally northward. Just a short distance up the trail, you will cross into Zion National Park. Although there are only trail markers where different trails intersect, it’s not terribly difficult to see where others have gone before. In some areas, where the trails my diverge or where the rocky ground sort of hides the trail, you will find rocks stacked to mark the trail. Also, this trail is open to horse, bicycle, and foot traffic, so be aware of other travelers and be courteous to all.

The trail heads north into a broad canyon where the traveling is fairly easy. The trail has a slow, steady climb, crosses through the creek several times, but more often stays up on the bench on the east side of the creek. It is a good idea to water your horses in the creek, as once you start your climb up out of the wash, there is likely to be little water on the trail.

There are several deep cuts in the bench, from erosion, that one must either go around or cross through. Which you choose to do is up to you and your horse; a couple of the cuts were pretty steep and narrow. In fact, coming back we simply jumped a couple of them, rather than taking the long way around. This is an area in which an inexperienced rider and/or horse can get themselves into trouble, so don’t bite off more than you can chew, so to speak.

On up the trail about two miles, you will come to the intersection of the Coggins Trail. This trail leads up a steep switch-back that climbs very quickly up out of Coal Pits Wash and up through a saddle. This trail, while not particularly challenging for the average horse, may be quite intimidating for the uninitiated rider. The climb is steep and the slope falls steeply away from the narrow trail. As you climb higher on the hillside, you will find some pretty spectacular views of the area you have just passed through. If you will click on the photo below and enlarge it, you will see a string of riders from our group about three-quarters of the way up the hillside.

The climb up out of Coal Pits Wash on the Coggins Trail.

The trail then goes over a saddle into some fairly level and easy-riding areas that track generally east-by-northeast through juniper and pinon trees toward beautiful red and white cliffs. At this point you are above the wash and will find little water, other than the occasional puddle left over from recent rains.

At this point we tracked generally toward the cliffs, following a well-marked trail – marked by traffic, rather than signs – until we felt we had gone far enough and turned around. We found

a small, sort of mini-slot canyon off to one side of the trail that we followed up a ways. It added interest to the ride, but was just a short diversion that required either a return trip the same way we entered, or a little bushwhacking to make our own way over the ridge back to the trail. We chose the bushwacking.

Also, along the way up on top, keep your eyes open for petrified wood, such as the log laying across the trail in the photo to the left. I’m told there are dinosaur tracks somewhere in the area, but we didn’t take the time to look for them. I’m sure you could get more information as to where they are located from park rangers (we didn’t see any rangers during our ride).

We followed the same path out that we followed in, however one has to pay attention, as there are several trails that diverge from the main trail. As mentioned, there are trail markers at points were marked trails diverge from the main, however, sometimes it is difficult to determine where the trails actually diverge. At one point we missed a turn and went several hundred yards on the wrong trail before we realized we didn’t recognize the terrain. We simply went back to the last marker and found the trails diverged on a large, flat rock and we simply missed the trail. Once we recognized our mistake it was easy to see the small stack of rocks that marked the trail we wanted.

Although we traveled out on the same trail we followed in, the views were as spectacular as before. Each direction offers its own views and perspectives and there is nothing lost in following the same trail out.

Our ride took about four hours and covered around seven miles. It was an excellent way to spend a nice February afternoon. By the way, the temperatures were in the high-sixties, with clear blue skies for us. In the summertime you can expect temperatures above 100 degrees. Wintertime is the time to see this area by horseback.

Enjoy the photo gallery.

Great Western Trail, Western Trails

Back to Planning the Big Pack Trip

February 9, 2015 Tony Henrie

To those of you who have been following this saga from the beginning, thank you. You will be pleased to know that Dad and I are actually in the “OK! We’re going to do this!” stage now. For those just joining us, my father and I have been trying to plan a horse pack trip from Mexcio to Canada. We have both been dreaming about something like this since I was in high school and we’re finally going to make it happen. We’ve had to scale our plans back a bit…a lot…because of a number of factors coming into play. The thought of making it all the way from Mexico to Canada is still rolling around in our heads, but we’ve decided it would be much wiser for us to break the trip up into “legs” and try not to bite off more than we can chew at a time.

Our hope for this year, 2015, is to take the first two legs of the trip, from the Mexican border to

The first two legs of our Mexico to Canada trip.

Panguitch, Utah. Shown in the graphic in red and green, as close as I can figure, using Google Earth and USFS maps, that will cover about 800-1,000 miles. I’m confident it will be closer to the 1,000 mile mark, since the Arizona Trail has been fully documented at 800 miles and our route through Arizona will be at least 100 miles longer than that, due to our desired stop in Eagar. We intend to document the trip by GPS, so there will be no question as to mileage and so anyone who wishes to follow our route later will have that information to help in their planning.

Truthfully, the second leg of the trip, from Eagar, Arizona to Panguitch, Utah, is the part of the trip Dad and I have been dreaming about. He and I have talked about crossing the Grand Canyon on our own stock for more years than I care to remember. From Eagar to Flagstaff, we’ll follow portions of the old Honeymoon Trail, which the early Mormon settlers of northeastern Arizona used to travel to be married in the LDS Temples in Utah. We’ll also travel the old General Crook Trail which he blazed from the White Mountains to Camp Verde in the late 1800s. We’ll then travel north on the Arizona Trail, crossing through the Grand Canyon, then on up through portions of southern Utah where my great-grandfathers used to ranch and run cattle. The legendary outlaw Butch Cassidy was known to have frequented the areas we’ll pass through. We’ll end up this leg, and likely our travels for the year, at Panguitch, Utah, where Dad was born and raised. This leg of the trip will be between 500 and 700 miles, as close as I can figure, and should take us about 6-7 weeks. Dad will turn 81 years old during that leg. There is a lot of history, both general and personal that we’ll be passing through on that part of our trip.

As of today, the plan is for us to depart sometime in April (a lot will depend on weather) and try the first leg of the trip. This will take us from the U.S./Mexico border just east of Douglas, Arizona, northward to Eagar, Arizona. That leg will be approximately 300 miles and should take us about three weeks, give or take a couple days. Eagar will be a sort of home-base for us, since that’s where my folks live. Once there, we’ll rest up for a week or two while we assess how we did and what we need to change. We will see how we feel about our horses, decide whether to add a couple to the string and whether any of the ones that made the first leg need to be changed-out. We’ll assess our gear – saddles, pack saddles, halters bridles, packs, cooking gear, etc. – and make adjustments where needed. Not among the least of things for a couple of old farts, we’ll assess our own health and determine whether our old bones can make the second leg of the trip.

To add a little more detail, shown in the graphic in red, the first leg will have us departing from about Border Monument #77, just a couple miles east of Douglas, Arizona. We’ll track generally north from there, crossing State Highway 80 and on into the Chiricahua Mountains. As I will be taking my trusty trail dog with us, we’ll stay clear of the boundaries of the state park there, tracking around it on the east side. We’ll trend northwest from there, following portions of the Grand Enchantment Trail through the mountains until we come close to Safford, Arizona, where we’ll head east until we come to Eagle Creek. We’ll head north from there, passing east of the San Carlos Indian Reservation border, wind our way up to cross Highway 191, and head over into the Blue Wilderness Area. We’ll drop down off the Mogollon Rim and find Blue Road and follow it northeastward until we come to a friend’s place just south of the town of Blue. We’ll likely stay there a couple days and rest ourselves and the horses, before heading up Foote Creek Trail, or possibly Grant Creek Trail, back up on top of the Mogollon Rim near Hannagan Meadow. From there we’ll be tracking northwest, passing west of Alpine and Nutrioso and on up to Eagar, Arizona. That will be the end of the first leg, as I said before. As close as I can figure that should be very close to 300 miles.

That route for the first leg makes good sense for us, because it crosses roads at various places and passes through or near a couple of towns. That will make it a fairly simple matter for our logistical support. We already know we will have to pack our horse feed, or at the very least supplement it on this first leg. It’s not likely there will be much grass along that route at that time of the year. We will plan to have a driver meet us at planned locations to re-supply us with feed…for both horses and humans. From what I see on Google Earth, though, we should be fine on water for the stock and for ourselves all along the route that time of year, as there are numerous stock ponds and tanks and a few creeks. Snow run-off and rain should have them all pretty full.

After taking a couple weeks for rest and recuperation, as well as assessment and adjustment as necessary, there at Eagar, we hope to embark on the second leg – the trophy leg – of our trip. This route, shown in green in the graphic, will track northwest from Eagar, Arizona along the edge of the pine forests of the Tonto National Forest, to Show Low, Arizona. Just west of Show Low, we’ll meet the General Crook Trail, which is a designated trail for foot/equine travel. It will take us on down the mountains to Camp Verde, where we’ll join the Arizona Trail. The Arizona Trail will take us north, passing west of Flagstaff, Arizona (actually through Flagstaff for a short distance), then on

Second leg from Eagar, AZ to Panguitch, UT

north to the park entrance to the Grand Canyon National Park. We’ll stop there to make all the necessary last-minute arrangements with the park service and the mule outfitters before heading down the designated trails to the bottom. While horse travel in the park is permitted on designated trails, coordination is necessary, so as not to encounter a string of mules coming the other way on a narrow portion of the trail. We’ll spend a night at the Ghost Ranch at the bottom of the canyon, to which I look forward with much anticipation. We could probably make it down and up in one day, but I can’t imagine making that passage without stopping for a night at the bottom of the Grand Canyon. That is something I have dreamed of. Sadly, my dog will have to travel this portion in the truck with the hired help.

From the Grand Canyon, we’ll move northward to cross U.S. Highway 89, where it makes a big jog as it crosses Paria Canyon. We’ll follow Paria northward to Willis Creek, which we will follow westward to the Grandview Trail. The trails up Paria and Willis Creek hold some spectacular scenery, winding through “slot-canyons” so narrow in some places that we’ll likely have to unpack our horses to pass through. The Grandview Trail wanders around the outskirts of Bryce Canyon National Park. It offers much of the same scenery, although from a less spectacular perspective, as the park does, but is on BLM land, which allows me to take my dog and is unregulated as far as horse travel. The Grandview Trail passes around the south end of Paunsaugunt Plateau (Bryce is on the southeast side of the plateau), then turns northward along the west side of the plateau. We’ll follow that trail up to Red Canyon, where we’ll come down off the plateau and make our way on into Panguitch, Utah.

We still have family living there in Panguitch, and Dad still has many old friends there. I expect we’ll be met there with open arms….and shaking heads. That will be the end of our trip for the year, completing the first two legs of our Mexico to Canada trip, covering about 800-1,000 miles.

It will also be the fulfillment of a long held dream for one son and his dad.

Great Western Trail, Western Trails

A New Year’s Day ride in the Antelope Island State Park

January 2, 2015 Tony Henrie 1 Comment

What a great New Year’s Day I had for 2015!

Last Monday I was invited by Jon Tanner to join him for a New Year’s Day ride with the local chapter of the Missouri Fox Trotting Horse Breed Association (MFTHBA) at Antelope Island State Park. It didn’t take me long to clear it with my family and jump on board. We agreed that I would haul my horse up to pick him up and the two of us would head over to Antelope Island, a short drive from his place. In the end we invited my son-in-law, Scott Palmer, and Michael George, a friend of Jon’s, as well.

16" of snow on top of the horse trailer — 16″ of snow on top of the horse trailer

I got up at 5:30am, after a late evening – New Year’s Eve, you know – showered, made myself a breakfast, then headed over to pick up my horse and trailer in the dark. I had the forethought to prepare my trailer the day before, having shoveled off the 16″ of snow on top of it and made sure I had everything I needed already in it. I had also pulled it out of the pasture where it is being stored and the landowner had cleared a path in the snow with his tractor, so I could make an early departure without having to dig out.

I easily hitched up the trailer. Catching up Ranger in the dark, though, was another problem. The day before, the landowner had offered to feed Ranger an extra bait of hay early, so he would have something to go on during the ride. I asked him not to, so that Ranger would be hungry in the morning, so I could more easily catch him in the dark. I figured to feed him alfalfa cubes and a little sweet feed in the trailer anyway. I used grain in a bucket to help me catch him. On the third try he let me get the rope around his neck. Seems like he always lets me catch him on the third try. We’re going to have to work on that. Anyway, I caught him up, and after a little persuasion, was able to load him in the trailer. We’re going to have to work on that, too.

By 6:40am I was headed over Spanish Fork to pick up Scott. He was ready, so we didn’t waste time. By 7:00 we were headed for Pleasant Grove to pick up Scott’s horse. His horse, a 16-hand Tennessee Walking Horse (TWH), was easy to catch and load, so by 7:50am we were heading for Kaysville to pick up Jon and Mike. We got to Jon’s a bit earlier than anticipated, so we waited there a few minutes for Mike to get there. Mike borrowed one of Jon’s Fox Trotters for the ride. We had Jon’s horses loaded and were moving out by 9:40am, headed for the park, which was just a short 30 minute drive from Jon’s place. Upon entering the park, there is a guard shack, where the park fee of $10 per vehicle is collected. We arrived at the White Rock Camp Ground parking area about 10:10am. Upon arrival we found the parking lot filling up with trailers and lots of riders heading out for the trails. I would guess there were upwards of 50 riders, representing several horse and mule associations, as well as some folks just out for a ride.

By 10:30 we were saddled and heading out on the trails. We grouped up with several others on Fox Trotters and headed out at a pretty good clip. At first, Ranger had trouble keeping up, moving from a fox trot to a pretty choppy trot. I worked to keep him in the fox trot and trying to encourage him to stretch out his stride to get a faster clip. Meanwhile, Scott’s horse, Bandit, the Walker, was a bit excited and Scott was working to keep him settled. He and I ended up getting a bit behind our group. It took us about a mile to catch up with them. During that spread, Ranger started to get his gait in order and move at a faster clip, while keeping his fox trot, with which I was very pleased.

During the ride we saw several buffalo, for which the island is famous. Each year the park service holds a roundup and auctions the excess buffalo in order to keep the population in check. The park service allows the general public to participate in the drive. I am told one has to register at least four months in advance nowadays, and that the roundup has become such a popular attraction that people come from all over the country to participate. I am also told that the day of the roundup has become somewhat of a circus, due to the participation of some 300 or so riders of widely varying experience levels, both human and equine. Accidents and injuries during the round up have become something to be planned for by the park service. According to Jon, it seems that every year there are several riders and horses injured by charging buffalo.

In the upper left, if you zoom in, you can see a small herd of buffalo

We also saw a small herd of bighorn sheep, a coyote, and several upland game birds. The island, of course, is also know for its Pronghorn, also know as American Antelope. We saw none on this ride, but there is a substantial population of them on the island.

The use of the trails on the island is strictly regulated by the park service. As usual in a state park in Utah, as well as other states, dogs are allowed on leash only. Riders, hikers, and bicyclers are restricted to travel only on the designated trails, departure from which can result in a fine. We passed a small group of park rangers on horseback who were patrolling the trails. I am told the park allows no more than 10 feet deviance from a marked trail before a citation may be issued. Good to know if you plan a trip to Antelope Island. There are restrooms (no water) at the parking areas and a ranger station is not far away. Jon mentioned that when the snow gets deep, the White Rock parking area is closed and parking is moved to the ranger station parking area.

Antelope Island is the largest of several islands in Utah’s Great Salt Lake. It covers about 42 square miles. The tallest peak, Frary Peak, rises to almost 4,500 feet above sea level, which amounts to just over 2,200 feet above the Great Salt Lake. There are several trails that are open to equine travel on the island, as well as several loops one can make in a vehicle. From the White Rock parking area there is a trail head with a 7-mile and a 14-mile loop. Some of the trails are closed at certain seasons, such as springtime during the period when antelope are bearing their young, so it is advisable to call ahead to the park service if planning to ride a specific area. The only time deviation from the designated trails is allowed is during the fall buffalo roundup.

For our ride we selected the 7-mile loop, but were enjoying the ride so well when we reached the loop intersection that we all chose to go on and take the 14-mile loop. It was the right decision. The longer loop enters some pretty rocky areas and offers some wonderful views from higher elevations on the island.

My horse was barefoot, but handled the terrain well, although one has to factor in the snow, which I’m sure made a difference. I only felt Ranger wince just a couple times and he never got tender-footed at any time during the entire 14 mile ride. There were several spots on the trail where melting snow had created puddles, which had then frozen, creating a slip-hazzard, as well as the possibility of a horse getting a nasty cut by breaking through the thin ice crust. On one switchback, Scott’s horse slipped and fell on his side, catching Scott’s boot in a stirrup. Luckily, Scott had the presence of mind to keep hold of the reins and was able to bring the horse to a halt with no injuries to him or the horse. Scary, though!

2015-01-01 10.52.04 — Scott on his Tennessee Walking Horse, Bandit

Also, snow packing into the horses’ shoes was something to be careful of. I took a turn at riding Scott’s TWH, Bandit, so he could take a turn on my new Fox Trotter, Ranger. While working on Bandit’s “stop pedal”, I gave him a “Whoa” command, at which time he dug in his heels…or tried to. Turns out his shoes were packed and he had been walking on a pad of ice about an inch thick. When he dug in his heels they slipped right up under him and he went down on his rump, which promptly projected me onto the trail on my rump! It was rather humorous to all, including myself, with both of us hitting the trail on our rumps. Again, I was bright enough to keep hold of the reins, and so was eligible to ride on to the trailer, rather than walking. I told everyone I was just working on perfecting Bandit’s sliding stop and thought he was doing rather well. I recommend taking along a hoof pick for winter rides.

We arrived back at the parking area about 2:30pm, where we unsaddled and enjoyed a good, hot bowl of chili, compliments of MFTHBA, and good conversation. Met some nice folks, saw some very pretty horses and mules, and some very nice saddles and other tack. All-in-all, it was a great way to spend a New Year’s Day. I hope it is a good omen for the rest of the year. Enjoy the photo gallery.

Ranger and I at Antelope Island, 01/01/2015

If you zoom in on this photo, you will find a large buffalo bull right in the middle

We left the park just before 4pm, after needing Scott, Jon, and Mike to help me get Ranger loaded into the trailer (again, something Ranger and I are going to have to work on) and headed home. We unloaded Jon and Mike’s horses and gear at Jon’s house and headed back home to Salem. I let Scott’s horse off in Pleasant Grove, let Scott off in Spanish Fork, and dropped my trailer and Ranger at his pasture in Woodland Hills, arriving back home in Salem long after dark, at about 7pm, just in time to get a nice New Year’s Day supper with lots of black-eyed peas and ham.

Me, in my cold-weather gear, on my Missouri Fox Trotter, Ranger

It was a very long, but good day for me, and a great way to start the new year.

Here’s to lots of horse trips and lots of blog entries in 2015!

P.S.

For those of you still wondering about my Mexico-to-Canada trip, Dad and I are making plans for at least the first two legs of it, from the Mexican border to Panguitch, Utah for this spring. We hope to depart from near Douglas, Arizona on or about April 1st, arriving at Eagar, AZ about three weeks later. That leg will be about 275-300 miles, much of which is already familiar terrain to us. At that time we will evaluate our horses, equipment, tack, and ourselves, to decide whether we can make the next leg, from Eagar to Panguitch this year. If we feel like we can do it, we will rest a couple weeks at Eagar, make the necessary adjustments, and head out around the first week or so of May. The second leg will will be about 500 miles, will follow the Arizona Trail through the Grand Canyon, and end up at Panguitch, where Dad was born and raised. As close as I can figure, it should take us about 5-6 weeks for that leg.

Stay tuned. I’ll be posting as things develop.

Tack and Gear, Western Trails

Trailer Buying for Idiots….like me!

December 13, 2014 Tony Henrie 1 Comment

I recently bought a used horse trailer. The process of elimination that brought me to this particular trailer might be educational for others. Thought I’d post a few comments and photos about how I went about it and things I learned in the process.

As you all know by now, I am retired and looking to spend a good portion of my retired life in the saddle. I have identified about a thousand…wait….1,783, I think it was…places I want to go ride. Some of these places will require me to haul a pack horse. Sometimes I will want to take a friend or two…and maybe a pack horse as well. Sometimes getting to the starting point may take two days to get there or sometimes I may get to the starting point after a full day of driving, so I would like a nice, comfortable place to spend the night. I have on occasion come back to the trailer after several days on the trail wishing I could shower and sleep in a nice, clean, warm, soft bed. There have been times in which I have been caught in terrible thunder storms and almost had my camp washed away. It would have been nice to have been able to just go into the trailer’s living quarters and enjoy the sound of the rain and thunder while sipping hot chocolate. These and many more thoughts, born out of my experiences on the trail and my desires for future riding, went into my decision-making process about what kind of trailer I wanted.

I decided that I wanted a four-horse slant-load trailer. First and foremost, it had to be able to handle four horses. I know from experience that I will often need to haul at least three horses, sometimes four, but, in all likelihood, I will most often be hauling only my own horse for day rides in the mountains. A four-horse answers all these facts about my riding habits and desires.

I also decided that I wanted, but did not necessarily need a small living quarters. Not anything in the realm of recreational vehicle long-term-living quarters, but something very basic. I would like a space large enough for four people to sit at a table and enjoy hot soup and good conversation about the day’s ride. Therefore, I would need a sink, stovetop, and maybe a microwave, which would require a generator….eh now I’m getting extravagant. I would like a shower and toilet, RV style. That would be nice. I would probably want a refrigerator, propane/electric. How about an air-contidioner? That would be nice in the hot Arizona summer afternoons.

Ah, yes. Storage. If I’m going to have a LQ, then I can’t use it to store all my tack, so it’s going to have to at least have a rear tack and preferably also a mid-tack room. Also, a hay rack on top for extra storage would be nice for those long pack trips that require a little extra room for gear.

Still, I didn’t want a trailer that is 75′ long, but it had to be long enough for at least a little LQ and some tack storage. After spending some time hauling a 28′ RV trailer around, I decided that was the maximum length I would consider for a horse trailer. Any longer and I would never be able to get it into some of the places I want to take it…at least not without significant damage to the trailer.

So, with these criteria and thoughts in mind, I started shopping on the Internet. I quickly found that trailers, even used ones, even used ones more than 10 years old, were well above my budget range. The closest trailer I found, and it was perfect for me, was offered at the excellent price of $16,000 or best offer. It had everything I needed. I simply couldn’t afford it. Maybe after I get rich and famous from my Mexico-to-Canada pack trip….eh, probably not. So, I started watching the classified listings to find what I could that would come as close as possible to exactly what I want, but in the $4-8,000 range.

What I found was 1991 Logan Coach Competitor trailer, listed for $6,000. I had also looked at several other trailers that were under consideration. I made a list of them in a notepad and began contacting owners and scheduling appointments to look at the trailers. I scheduled the best prospects first. The Logan was third on my list. I looked at the other two trailers and decided against both. The fourth trailer sold the evening after I first looked at the Logan trailer, obviously taking it out of the running.

Upon inspecting the Logan trailer, I found some glaring issues right off. Both fenders had been bashed by cutting too close to some hard object and dragging the trailer across it. There were places where rust had started beneath the paint, but these appeared to be cosmetic. Several of the interior rubber wall pads were missing, however, the trailer did have rubber floor and wall pads. There were several broken clearance lights and there were a few minor obvious wiring problems that would have to be dealt with. However, the trailer had a front tack room that had been partially converted to a living quarters. While there were no fixtures installed, there was room for me to create a rudimentary living quarters. In addition, there was a rear tack compartment with a saddle rack for four saddles, as well as saddle pad racks. Additionally, the horse compartments had a manger shelf running along the left wall, which created a large storage compartment beneath it, accessible from two large doors on the exterior of the left side of the trailer. There was a hay rack on top as well. The former owner had Gerry-rigged a cable for a generator to be installed on the hay rack, which would power four flood lights affixed to the top edge of both sides of the trailer. There were four welded tie-points on the outside of the trailer, each with a bracket for holding a feed bucket, something I had never seen before on a trailer. The trailer had four good trailer tires and a spare (truck or car tires on a trailer is a no-no, they will not last and can have catastrophic failures that can damage your trailer). For the most part the paint was decent, except for the few rusted areas and seams on the roof that had been sealed with roofing tar.

All-in-all, it was a solid trailer that actually exceeded my minimum criteria, although I thought the $6,000 asking price for a 24 year-old trailer in that condition was a bit high. I compared it to three other trailers I had yet to look at. These three all had small front tack compartments that would be useless as a LQ, except to sleep in, however two of them also lacked a rear tack, which meant I would not even have a sleeping area without transferring all the tack into the horse compartment at night. The fourth trailer I was to look at, as previously mentioned, sold that evening, before I could see it. That trailer was in excellent condition and about the same age, but a bit smaller. It was offered for $4,800, but likely sold for several hundred less. The next trailer I was to look at was listed at $7,600, but was a newer Sundowner that was in almost new condition, having seen very little use and excellent care, but had a small front tack and no rear tack, and no extra storage or roof rack.

I contacted the owner of the Logan and offered him $5,000, explaining that I was comparing his trailer to other similar trailers in better condition, for which I would pay more, but have less work to do bringing them up to snuff for my needs. He asked if I would come to $5,500, but I responded that I was intending to offer him $4,500, but the trailer I was holding as the second option had sold the night before, such that my second option was now a more expensive trailer in excellent condition, hence my higher offer. My offer of $5,000 reflected my consideration of the labor and expense I would have to put out to bring his trailer up to good condition. Despite the fact that his was closer to the configuration I wanted than the other, the other trailer was in excellent condition with no work required. If he declined my offer, I was willing to pay the extra money for the second option, rather than pay more for his trailer. At length he accepted the offer.

I was quite proud of my negotiating prowess and felt like we both received an equitable price for our efforts. I paid the man his money and made arrangements to pick up the trailer several days later.

After picking up the trailer and heading home I started discovering where the holes were in my inspection. On the way to the Department of Motor Vehicles to apply for a new title and get license plates, a right rear brakes started grabbing. By the time I got home it would lock up when I used the brakes. The next morning I took the trailer to a shop to have the bearings re-packed and the brakes checked and adjusted. (This should be done whenever you buy a used trailer of any kind. In all likelihood the bearings have not been greased since it was new. It is one of those things that get neglected on a trailer that is not used on a daily basis or has gone through several owners.) After getting the trailer back (and a bill of $243) I started to sort through the electrical problems I had noted. The previous owner had provided several replacement clearance lights that he had apparently purchased, but never installed. I replaced all that were broken. I found that two still will not work, apparently a wiring problem. None of the interior lights, in the tack room nor in the horse compartment, work. There was no license plate bracket or light (required by most states). As I was working on the license plate problem, I found that the bottom of the loading door was completely rusted out and crumbling. This could not be seen without pulling back the rubber pad installed on the inside of the door.

I also discovered that the right rear running board had been run over a rock or something, breaking the welds at the rear, rendering it rather loose. The steel diamond plate cover actually came off in my hand. I’m glad I discovered that at my home and not by watching it bouncing down the freeway in my rear-view mirror! As I checked the lights in the front tack, I also discovered that one of the sliding windows had been broken out. I never would have found that had I not attempted to close the window. The window screen sort of hid the fact that the window was missing. Happily, I discovered that the trailer tack compartment had been properly wired, including a breaker, lights and outlets, for an electrical plug-in, rendering the Gerry-rigged generator wiring unnecessary.

All these things showed with embarrassing clarity, that with all my efforts to study things out and get the best deal for my money, I still let my excitement and pride get to me. I did not conduct a very good inspection before buying. I should not have missed any of the things I mentioned that were discovered by surprise after the purchase. Not that I would have changed my mind on the trailer, but I might have offered the $4,500 I had originally intended to offer.

Now, for what I have learned upon using the trailer.

After getting the major problems of bearings, brakes, and lights squared away, I took the trailer on its shakedown cruise by driving from Salem, UT to Blackfoot, ID to pick up a horse I bought. That is 8 hours of driving at speeds up to 80 mph. I was absolutely pleased with how the trailer performed. It pulls better than any trailer I have ever pulled. I am impressed with the smoothness of the dual torsion spring axles, as opposed to leaf spring axles on other trailers.

By one thing I was greatly surprised. I had believed the manger shelf in the trailer would be a useful and desirable amenity, especially for the additional storage space created beneath it. What I discovered, though, was that the manger shelf makes a very difficult and somewhat dangerous operation of the simple matter of loading and tying-in a horse. As I loaded my horse into the trailer, I felt somewhat trapped, being inside the trailer with a horse I was unfamiliar with.

The fact is, that is a very dangerous position to be in. The trailer has no escape door. You have to go into the horse compartment with the horse in order to close the dividers and lock each horse into its respective stall. In addition to all this, you are somewhat limited in your escape route through the loading door, because of the rear tack that takes up the left half of the rear of the trailer. I found myself unable to reach the tie ring as I lead the horse into its stall. As I turned to unlock the divider from its open position, being untied, the horse took this opportunity to try to turn around. I could not then close the divider, because his head was turned the wrong way. All I could do was lead him back out and try again. I was unsuccessful in getting him to load and stay in the first stall and had to close that divider and load him into the second stall, into which I successfully enclosed him without tying him. I had to go outside the trailer, open the window, and reach in to tie him. That would have been even more frustrating had it been raining.

This same process without the manger shelf is a simple matter of leading the horse into the trailer, tying him to the appropriate tie ring, closing the divider, and on to the next horse, in just about the amount of time it took to type this paragraph. My next trailer will likely not have a manger shelf, despite the extra storage area. I’d much prefer a mid-tack anyway.

An additional unanticipated issue appeared as I was tying my horse into place. The trailer has pre-installed tie ropes with safety buckles on the horse end and loops braided into place on the tie-ring end, such that they are not removable except they be cut off. I hooked the tie rope onto the horse’s halter, and just about that fast, he had turned his head and put it over the divider. As he did so, the safety buckle dragged across the top rail of the divider and unsnapped. Easy as pie. He was loose again. I decided to tie him with my lead rope, close enough that he could not get his head over the divider again. I was afraid he might get stuck while in transit and panic, causing injury to himself and/or damage to the trailer. As it turned out, the trip home was uneventful, but I stopped a couple times just to check.

In taking a good, long look at the front tack/living quarters, I have decided that with some good planning and design, I can make an adequate rudimentary living quarters there, which will include a propane stove, heater, and possibly a refrigerator, as well as a sink and port-o-potty. I think I can make a fold-down table that will seat at least two persons comfortably for an evening or morning meal. The bed, of course will be in the over-bed portion of the front. I am not in a hurry for this, so I’ll take my time and study things out so I can make it as efficient and comfortable as possible.

Overall, I am quite impressed with this trailer. Logan Coach obviously makes quality trailers. There are a number of things on this trailer that bespeak durability, strength, and smart engineering. I am impressed with how well this trailer, which has been poorly maintained and ill-used, has survived and retained it’s structural integrity and value.

So, while I still feel like I bought a quality trailer that suits my needs at a price I could afford, and overall I’m pleased with it, I think I might have done a little better had I performed a closer inspection before making my offer. I don’t think I did badly, I just think I might have done a little better.

Water under the bridge. This is about the last time I’ll think on that aspect of this purchase and I’ll go on with my plans and enjoy this trailer to the fullest.

Checklist for the future:

– Quick once-over for first impression
– Slow methodical second go-over for details
– Hook the trailer up and check. Note all electrical deficiencies
– Tow the trailer for a test drive to check the brakes and bearings (feel the hubs for heat after towing a couple miles)
– check each window for functionality
– check floor boards – lift the floor mats and look, also look from underneath the trailer
– check for frame rust and cracks. Look under the trailer from front to rear on both sides
– Check roof for rust, recently sealed seams, dents and cracks in metal, etc
– Check the bottoms of all doors for rust.
– Check tires. Ensure that all are actual trailer tires and they are in good condition. Also check the spare, to make sure it is the same size as the rest and in good condition
– Check all moving parts for function. Note any deficiencies
– Using your notes from your inspection, conduct research to find out what repairs may cost before deciding on an offer amount.
– Never get in a hurry. Urgency will cost you money, while patience will earn it.

Great Western Trail, Western Horsemanship, Western Trails

Making Steep Ascents and Descents on the Trail

May 12, 2014 Tony Henrie

A recent post by Jon Tanner on the Horse Trails and Camping Across America facebook group about a ride he took to Robber’s Roost, in southern Utah, brought some comments that showed a wide range of experience (and lack thereof) with regards to ascents and descents on a horse. There have also been a couple other related threads recently with regard to trail riding. Thought I’d offer a post about it, based on quite a few years of experience riding the rough trails, hoping to dispel some of the misgivings and erroneous ideas I saw posted.

Dropping into Robber's Roost, southern Utah (Courtesy of Jon Tanner) — Dropping into Robber’s Roost, southern Utah (Courtesy of Jon Tanner)

When one is riding mountain trails, even ones that are well-maintained, there is always the chance that you might have to deviate from the trail for a short distance to avoid a problem in the trail, be it a wash-out, a fallen tree, or even a dead animal (or maybe a live one!). This could require you to make a steep ascent or descent, or both, to circumvent the obstacle. I was once reading an article in Trail Rider magazine in which the author provided a picture of a mountain trail that was somewhat narrow and a bit washed out, with the caption that the trail “was obviously impassable”. I found that caption to be somewhat humorous, as I run into worse trails on my pack trips quite often. Differences in experience and training, I suppose.

Riding rough trails in southern Utah (Courtesy of Jon Tanner)

In recent years, many of the older, lesser-known trails in wilderness areas and on public lands outside state and national parks have fallen into decay, as the US Forest Service and Bureau of Land Management no longer maintain them. Often, the only remaining vestiges of a trail are the ancient blaze marks on large pine trees. These are the trails I love the most. These are the trails that take you to places no one has visited in many, many years. In trying to follow these trails, frequent detours are necessary, due to fallen trees and washouts, and more recently, wildfire burns. Most of them, however, are still “passable” with a little care and thought. These are the trails that are not for the faint of heart, and where experience and training, both for the rider and the horse, really pay off.

Imagine running into a washed out trail on a steep sidehill 20 miles into a 50 mile pack trip. Now what do you do? What if you have a pack horse or two in tow, how do you turn them around on a steep hillside? Often, the safest thing to do is to simply keep going and let the horse pick its way around the obstacle, but sometimes it takes an experienced hand on the reins, and even a touch or two with the spurs to safely pick out an alternate route and keep the horse on it.

In my training of trail horses, I make regular steep ascents and descents to teach the horse a couple of things. First, I want the horse to learn that I am in command, no matter where we are and no matter what I ask of the horse. It must learn to trust me…or at the very least to be obedient. Second, I want the horse to learn how to manage my weight on his back during ascents and descents. As the horse gains experience, it will begin to learn to pick out its path and to place its feet well to keep itself balanced with the load on its back.

Coming down into a canyon (Courtesy of Jon Tanner)

Some people believe that the horse should be given its head and allowed to choose its own path up or down a grade. Once a horse is experienced, that is somewhat true, but an inexperienced horse can put itself and rider into dangerous situations. An inexperienced horse, when faced with a steep descent, will often get partway down, hesitate, then attempt to turn and head back up to the trail. When this happens, one must have a firm hand on the reins and may need to use a quirt or spurs, or even the loose end of the reins, to coax the horse to continue down the slope. If the horse is allowed to turn and attempt to head back upslope, it puts itself into an imbalanced position, as your weight shifts from his shoulders to his hips, and your weight could easily pull him over backwards, which could very well become a deadly situation for both horse and rider.

A similar situation can occur with an inexperienced horse trying to make a steep ascent. Horses tend to be more willing to make steep ascents, however, a horse inexperienced at carrying the weight of a rider, and up to 75 pounds of tack and gear, up a slope may very well choose a route that is too steep for the load he is carrying. If a horse should choose to abort an ascent and turn and head back down to the trail, the situation is much less dangerous than a change during a descent. A horse can easily turn and head back downhill, even with a load, without much problem. The load of a rider shifting from the hips to the shoulders is much more controllable for the horse than the reverse.

A steep descent on rocky terrain (Courtesy of Jon Tanner)

Some have said that a horse should not be allowed to turn sideways on a steep hill. In my experience, the danger comes when the horse attempts to turn in a descent and go back up the hill. I have no problem allowing a horse to turn sideways to rest or to traverse the hill for a short way to access a better descent route. The same in an ascent. The caveat here is the footing. If, as in the photos Jon showed, the footing is the “slickrock” Utah is famous for, straight up or down allows the horse the best chance of remaining balanced if he should slip. If the footing is deep soil, sand, or gravel, I still prefer a straight or slightly angled ascent or descent.

If the ascent or descent is a long one, say 100 feet or more, an angled approach may be the best way, as the horse will be exerting himself a little less, particularly in a long, steep ascent. Again, I have no problem allowing the horse to stop sideways on the hillside to rest.

Steep trail with drops and ledges (Courtesy of Jon Tanner)

Back to the topic of allowing the horse to choose the path. It is my experience that an experienced trail horse is very good at watching and placing its hooves, but not very good a picking a path. They tend to look no farther ahead than their next two or three steps..which is exactly what I want them to be doing. Therefore, in my opinion, it is the rider’s responsibility to pick out the best route and the horse’s job to safely get them both there. As a side-note, I have discovered over the years, that the horses that I have left barefoot during their training and for most of the year are better at watching their foot placement than horses that are regularly shod. However, all horses, regardless of training, shoes, or barefoot, seem to get better at watching where they walk after about the second day in the mountains. Many are, as my dad used to call me, “stumble-bums” when they first hit the trails.

Other tidbits:

I like to keep a fairly firm hand on the reins during a steep descent. It allows the horse to use the leverage of your hands on the reins to keep himself balanced and keeps the horse from getting ahead of itself and descending too fast. While this may be hard on the horse’s mouth at times, it can allow a slipping horse to pull itself back into a balanced position. The opposite is true if the horse is asked to jump up or down a drop. In this case a very loose rein should be given, to allow the horse to jump and extend his neck and head without hitting the bit.

When traversing a particularly bad spot in the trail, I will sometimes pull my feet from the stirrups, or at least from the downhill one, and prepare, in case it should be necessary to bail. I want to be able to land on the uphill side of the horse, should it slip and roll over. I have had to make a quick escape from the saddle more than once.

Dropping down into Robber's Roost, southern Utah (Courtesy of Jon Tanner) — Dropping down into Robber’s Roost, southern Utah (Courtesy of Jon Tanner)

There are times when it is the wisest course to dismount and walk, allowing the horse to make the ascent/descent without the burden of a rider. This is particularly true if the rider is inexperienced or fearful. A panicked rider can easily pull a horse off balance that would otherwise easily handle the detour. However, a person on foot should avoid getting directly downhill or uphill from the horse. If you must lead a horse through a steep descent or ascent, use a long lead rope and try to stay to the side of the horse’s path. The horse will want to follow your path, so stay well ahead of the horse, and if possible, lead the horse on a path slanting up or down the hill. This will keep you from getting directly below or above the horse on the slope. If another horse has gone down before you, simply tie up your reins to the saddle and let the horse follow the other horse down the hill. When leading a horse up an ascent, again, stay to the side of the horse’s path, or at least a good couple yards ahead. If you get directly above the horse on the slope, it may try to turn directly toward you and begin lunging uphill. A lunging horse can easily run upon you and cause you severe injury. If you are following another horse that has gone up before you, again, simply allow the horse to go ahead. He’ll be fine. If your horse has been trained to allow this, you can also hold the horse’s tail and allow him to pull you up the slope. Most horses don’t mind this, especially while they are concentrating on getting up the hill.

In summary, there are times when steep ascents and descents will be unavoidable on the trail. Normally, the best course of action is to remain mounted and let the horse do its job, however, there are times when dismounting may be the best alternative, when done safely. Training and experience are invaluable in such situations and can turn what some may perceive as an “obviously impassable” trail into an opportunity for good photos and a great post on facebook, during a memorable trail ride.

Happy Trails!

P.S.

I would love to have been able to add a bunch of great photos from my rides to go along with this post, but when one is trying to work through a difficult situation like those described, nobody is thinking about the camera! All my pictures are in beautiful spots where everything is peaceful and pretty. That’s something I’ll have to work on in the future.

Jon Tanner graciously provided several photos from his rides that worked out great for the post. Thanks much, Jon.

If you would like to see a horse and rider doing a descent even I would wince at, watch the movie “Big Jake”, starring John Wayne. There is no movie magic in that one. Just a gutsy rider on an exceptional horse.

Great Western Trail, Tack and Gear, Western Trails

Getting Ready for Winter Riding, or, How to Keep Your Tootsies Warm…

September 9, 2013 Tony Henrie

How many times have you been out riding in the winter and had your toes get so cold they hurt? Let me tell you a couple of tidbits that won’t make you feel like you’re in Hawaii, but will help you keep your “tootsies” a little warmer in the winter.

Most people simply add socks until their feet just barely fit into their favorite riding boots. While that may seem like the logical thing, in practice, it is counterproductive.

Let’s first start with the part that gets cold – your toes. Make sure your feet are dry. You might consider using foot powder around your toes before you put your socks on.

Believe it or not, your feet sweat, even when they are cold. Keeping them dry is key to keeping them warm.

Moving on to socks. Until a few years ago, I thought the best arrangement for the cold, was a pair of cotton athletic socks, or even two pairs, under a pair of thick wool socks. Nice, huh? Thick, comfortable. I always ran into the problem, though, like I mentioned above, of fitting into my boots. My feet were usually so cramped in my boots, that my feet likely got cold from lack of circulation!

What I didn’t know then, was that cotton socks, while comfortable, absorb and hold moisture next to your feet, right where you don’t want it. A few years ago, I invited my wife to go with me on a deer hunt. We were going to horse pack into the Blue Wilderness Area in eastern Arizona, set up a base camp, and stay several days. I wanted to make everything just right for her, so that in the future, I might get her out to do it again. Linda gets cold feet. So, I did some research on how to keep your feet warm. What I found out surprised me.

L-R Wool Boot Socks, Poly Liner Socks, Cotton Athletic Socks

The recommendation was, and I have found it to be true, to wear a thin pair of polypropylene socks next to your skin. The poly socks provide little warmth, but neither do they absorb moisture. They actually act as a moisture barrier of sorts. Moisture from your feet passes through the poly material and gets trapped in the outer layer of sock. In recent years I have found it hard to find polypropylene socks. You have to get them at a specialty shop. Often even well-stocked outdoor sports stores don’t have them. As an alternative, I have found that mens’ nylon dress socks do almost as well. You can still find them in the “old mens’” section at clothing stores.

The next layer of your sock combination depends a little on your shoes or boots and the weather. If the weather is such that you are going to wear your regular riding boots or shoes, then a thick pair of wool socks might not fit. In that case, you can go with your cotton athletic socks. In extreme cold, however, cotton socks always come off second-best to wool. A good, thick pair of wool, or wool-blend socks over your thin poly socks will hold warmth around your feet, while wicking away moisture, from your feet, as it passes through the poly socks. It works much the same way as plastic diapers do on a baby. Wool has special properties, as well, that allow it to stay bulky and full, and therefore hold warmth, even when damp or wet. While other materials, such as synthetics, or cottons, may feel soft and comfortable, neither has both the ability to absorb moisture and stay bulky as well as wool products. Cotton absorbs water and compacts, synthetics remain bulky, but do not absorb moisture well.

Which leads us to our next topic: Insulation. One of the problems with wearing a bunch of bulky socks, is that when you stuff your feet into your boots, all that bulkiness gets compacted, losing most of its insulation value. Wearing a thin pair of “liner” socks, such as the poly socks described above, under your bulky wool socks, helps with this, as opposed to wearing two pairs of bulky socks. Buy a pair of riding boots for winter wear that are at least a half-size larger than what you normally wear, so you can wear a pair of bulky woolen socks without making the boot fit tight. You might consider buying boots with an insulating liner in them, such as “Thinsulate” which is one brand name of footwear insulation used by Cabelas.

L-R My Packer Boots, My Tony Llama riding boots

Personally, I prefer boots with no insulation. I recently bought a pair of Hathorne Explorer packer boots, in preparation for my Great Western Trail trip (I figured I had better buy them early and have them well-broken in before the trip). These boots are made of very heavy leather (they are made by White, which is well-known for making high quality Logger and Fire-fighter boots), but they are not insulated. This allows me to decide how warm my feet need to be and to choose my sock combination accordingly.

Additionally, I purposely bought boots that were a half-size too large for me. At the same time, I bought a pair of high-quality insoles for them. The insoles make it so I can wear the boots all year round. I wear them with a pair of regular boot socks in warm weather, with the insoles in place, and I remove the insoles to wear them with my cold-weather combination of socks in the winter. The extra room, without the insole, makes it so my socks do not get compacted, while still allowing my boots to fit comfortably snug. The main point with boot fit for cold weather is this: Leave room for your “dogies to breathe!” If your feet are tight in your boots, they will be as cold as if you wore regular warm weather socks.

A little about moisture control. We’ve discussed moisture from inside the boot…from your foot. The rest of the moisture comes from outside the boot. There are a lot of theories about waterproofing footwear, and the best I have found is called “Gore-tex.” Of course that is a brand name and there are other names for very similar materials, but I like Gore-tex. Gore-tex is a revolutionary synthetic material that is breathable, yet waterproof. Almost as good as wool! You can now buy everything from footwear to hats that are lined or made of Gore-tex. It is good stuff. However, if you are like me, and your champagne taste is tempered by a root-beer budget, Leather is the way to go for most situations. Leather boots cannot be made absolutely waterproof without a Gore-tex lining. But, you can make them very water-resistant.

L-R Kiwi Shoe Grease, Kiwi Mink Oil, Kiw Wet-Pruf Wax Treatment

For those who want water-resistance and to keep their leather in top condition, there are oils, such as mink oil, manufactured under various brands, as well as other kinds of “shoe grease” that will soak into the leather and make it very near impervious to water. However, these types of leather treatments are essentially liquids themselves, and tend to get cold in cold weather. They are not the best choice for damp winter weather, in my opinion.

I recommend a good quality boot or shoe waterproofing wax treatment. I have used a waterproofing wax made by Kiwi with satisfactory results. I have found that the wax application must be repeated several times each winter, as the wax does not soak into the leather like the oils do, but rather fills the pores of the leather on the surface, and therefore gets scraped off with wear. As it is not a liquid itself, and therefore is not wet to begin with, it does not seem to get cold like the oils do, and my feet stay dry and warmer.

For winter riding in which one is expected to encounter extreme wet conditions for an extended period, I recommend boots with a rubber foot, such as the ones in the picture, from the Cabela’s catalog.

Waterproof boots from Cabelas, with Thinsulate

No leather boot will stay dry for an extended period in wet conditions, unless it is lined with Gore-tex, in my experience. I find leather boots to be more comfortable than rubber-footed boots, so I will elect to go with leather in most circumstances.

One last tidbit has to do with boot soles. I always prefer to ride with smooth, leather-soled western riding boots. Not only do they make me feel and look like John Wayne (as long as you’re looking at my feet only), but they are actually safer to ride in than rubber-soled boots or riding shoes. They easily slip into and out of the stirrup, which greatly eases getting on…and unloading in a hurry, when necessary. Leather soles, however, get wet and slick when used on wet surfaces. The moisture will eventually get through to your socks and your feet. Rubber soles are completely waterproof, so I recommend them for winter riding. Rubber-soled riding boots tend to grab the leather tread most stirrups are made with, and keep the boot from slipping in or out. A rubber lugged sole, such as you see on some western-style boots, can actually be unsafe for riding. The lugged sole can become locked in place in the stirrup if the foot is placed at any angle other than normal. When deciding on a winter riding boot, consider the type and size of your stirrups. Your riding boot should slip easily into and out of the stirrup. You may find you need to invest in a pair of winter riding stirrups, for comfort and safety, along with your winter riding boots.

So there you have it, the gospel according to Tony, for keeping your tootsies warm during winter riding.

For horse and mule packing, camping, and trail riding in the western United States

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Western Trail Rider

Category Archives: Western Trails

So, Dad and I were talking the other day…

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Red Mountain Trail, St. George, Utah

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A New Year’s Day ride in the Antelope Island State Park

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Trailer Buying for Idiots….like me!

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Making Steep Ascents and Descents on the Trail

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Getting Ready for Winter Riding, or, How to Keep Your Tootsies Warm…

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For horse and mule packing, camping, and trail riding in the western United States

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For horse and mule packing, camping, and trail riding in the western United States