Countryside Trips From Halifax

Sorry if I am making you all dizzy with my never-ending stream of travel stories!

I just made a snap decision that I wanted to see some more fall colours, and with the aid of a timely seat sale offer from Air Canada and some hotel frequent stay points from Choice Hotels I booted off for a 3-day weekend in the Halifax area.

Just as a by-the-way note, Choice Hotel points expire two years after they are earned.  I had some that were about to expire, so I was doing myself a favour of a sort by using them up!

On my last trip to Halifax in July (read about it here: City of the Sea), I focused on the sights of downtown Halifax and its harbour.  This time, I stayed in the suburbs, rented a car, and went on two extended day trips out of town to make the most of the fall colours (which were actually a bit past their best).  The weather was a mixed bag of clouds and sun, with a good deal of wind, and chilly but none of that slowed me down and I had a great time.

On Sunday I drove northwest along express highway 101, and this is an experience which takes a bit of getting used to.  The express highways are all multi-laned freeways in the Halifax area.  With the exception of 102 (which runs north to Truro and there connects with 104 northwest to Moncton), they all drop down to a single lane each way after a short distance from Halifax – but still with interchanges to control the access.  It seems reasonable enough, given the small traffic volume, but be warned.  Passing is permitted in appropriate places, but with the speed limit at 100 km/hour, you need to realize that the oncoming traffic and your vehicle are approaching each other anywhere from 20 to 40 km/hour (combined speed) faster than you expect. Under these circumstances, you need a terrific amount of free road to be able to pass successfully! 

I’ve been in Nova Scotia often enough that it doesn’t disconcert me, so off I went and headed over to the Annapolis Valley, ultimately winding up for lunch in the little village of Annapolis Royal.  

As you cruise along this two-lane expressway, it's good to remember that there is a parallel "trunk road" (in this case, Trunk 1) which was the original main highway before the newer express highway was built.  Driving the Nova Scotia trunk roads is a bit like driving country highways in the United Kingdom -- the roads twist and turn like crazy, wander through the middle of every town and village they can find, and take much much longer to get anywhere.  But they also give you some lovely experiences that the main express routes deny you.

Near the east end of the Annapolis Valley region on Trunk 1, for instance, is the town of Wolfville, and this community with its peaceful tree-shaded streets is the home of Acadia University.  It's a town made for strolling.

The Valley is bigger than I remembered – it takes about an hour to drive from one end to the other.  It’s a famed farming and fruit growing area, neatly separated from the windswept Bay of Fundy by a sizable range of hills.  About 25 kilometres before I reached my destination, an interchange on the express highway had a sign directing me to exit there for Annapolis Royal.  So I switched onto Trunk 1 and meandered through the lovely countryside of the valley. 

In due time, I came to the small village of Granville Ferry, where a modern causeway spans the wide end of the Annapolis Basin (an arm of the Bay of Fundy) over to Annapolis Royal on the south shore.  The causeway incorporates the tidal power plant, first of its kind in North America.  This plant generates electricity using the terrific incoming and outgoing tidal currents of Fundy, twice each way every day.

The Annapolis Royal region is the site of two historic forts, one English and one French.  I’ve seen both of them before, and in any case they are now closed for the season.  The village features a lovely boardwalk along the shore of the Annapolis Basin. 

There are a whole range of quaint colonial houses, with some shops, cafes and restaurants -- and a sizable selection of B & Bs.  Many of the shops were not open on a late fall Sunday, but this didn’t bother me as I am not a huge fan of shopping.  I enjoyed a light lunch and a glass of local white wine in a pub, did some more walking around, and then headed back east.

At the midpoint of the drive back to Halifax is the sizable town of Kentville, the biggest population centre west of Halifax on this route.  I stopped there for a coffee and afternoon snack, and then drove north along a secondary road to the little village of Hall’s Harbour.  This has drawn some attention from tourists recently, like the far more famous Peggy’s Cove.  But this is still a working fishing harbour on a commercial scale, complete with a lobster processing plant.  It’s tucked into a narrow little river valley at the bottom of a very steep hill and is another great place for a scenic walk, especially when it isn’t crowded.

On Monday I drove off to the southwest along 103, the express highway which leads along Nova Scotia’s south shore to the western tip of the province.  I cut off onto Trunk 3 after about 40 minutes to visit the picturesque waterside village of Mahone Bay, famous for its chain of wooden churches posing by the bayside (the first thing you see as you arrive on Trunk 3 from the east).

I then continued for a few minutes farther west to the famous and scenic port town of Lunenburg.  This old fishing town, the original home of the renowned schooner Bluenose, slopes steeply up from the water with narrow streets lined with a great variety of quaint wooden buildings.  It’s a great place to park and walk around.  All you have to do is go three short blocks uphill from the harbour, and there you can escape the perfidious parking meters.

The remarkable wooden St.John’s Church was carefully reconstructed – recreated, really – after a catastrophic fire destroyed the original church in 2001.

Near it is this steeply-tilted civic park complete with cenotaph and gazebo, right behind the town hall. 

Along the streets lie old houses, churches, inns and shops painted – as dictated by tradition – in a dazzling array of unexpected colours.

This house, as its traditional German name plate indicates, is believed to be the oldest house in the town.

Down by the water, you can also visit the Fishermen’s Museum, and see the replica Bluenose II – herself a reconstructed relic since her 2010 rebuilding – whenever she is in port.  I didn’t go that way as I have visited those in the past, but they are fascinating and well worth your time.

When I was young, I read an account of the remarkable life of Captain Angus Walters, the fishing and racing skipper from Lunenburg who was the captain of the original Bluenose.  She was designed to be a working fishing schooner which would also be competitive in racing against the fishing schooners from Gloucester MA.  The vessel developed her uniquely upcurved prow after Walters visited the framing in the Lunenburg shipyard, saw that the fo’c’sle (the crew quarters in the bow) would be only four and a half feet high, and snorted, “My crew aren’t midgets.”  It was raised by a foot.  That sharply upturned forepeak was one of the key reasons why Bluenose rode the waves so effortlessly.

Walters swore that his vessel spoke to him and understood when he spoke to her.  Considering the many years they sailed together, I wouldn’t venture to disagree.  After a string of victories, Bluenose and Walters entered their last racing series against a younger vessel with a younger captain.  In the final race, Bluenose struggled to catch her rival and was almost – but not quite – there.  Then Walters bellowed, in a huge roar heard even over the wind and waves, “Come on, Old Stormalong – ONE – MORE – TIME!”  Bluenose caught a puff in her sails, surged ahead, and edged her rival for her last and greatest victory.

 The original Bluenose under full sail.

(Nova Scotia Archives photo)

Most visitors just drive down from Halifax to Lunenburg and then return.  But if you keep going west, and then turn south on secondary road 332 you can experience a quintessential Nova Scotia coastal drive around the peninsula west of Lunenburg, past Riverport and La Have and then north to Bridgewater where you can rejoin Highway 103.  You can, if you wish, cross the river on the La Have ferry to continue exploring secondary roads farther west as well. 

Ontario's Great Hidden Secret

This year for Thanksgiving weekend I decided to return to the small city in Northern Ontario which was my home for over 3 decades: Elliot Lake. 

Of course, a big part of my agenda was meeting with old friends.  Bonus was that the holiday weekend actually brought back several former students, and it was wonderful to see them again too.

Because it's October, I was struck anew by the sheer natural beauty of the country around Elliot Lake, a natural beauty which has been largely unknown to most Ontarians.  It's high time people got to know this wonderful area better.

                                      Toronto - Elliot Lake Routes    Deer Trail Touring Route

The main route from Toronto to Elliot Lake takes you north along Highway 400.  After you pass Parry Sound the road drops down from 4 lanes to 2 and becomes Highway 69 but it's still the same road, all the way to Sudbury.  And it is, by stages, being 4-laned over the entire distance.  At Sudbury, you turn west on Highway 17, the Trans-Canada Highway.  About 2 kilometres past the little settlement of Serpent River, you come to the junction of Highway 108 and turn north.  Less than 20 minutes later, you arrive in Elliot Lake, after a total drive of about 5.5 hours, plus whatever amounts of time you spend stopped.

The somewhat slower alternative route (from May to October) takes you northwest from Brampton along Highway 10 and Highway 6 to Tobermory.  There, you take the ferry M. S. Chi-Cheemaun across to Manitoulin Island and continue north along Highway 6 to Espanola.  Just past Espanola, you join Highway 17 and continue west as before.  Total driving time by this route is about 6 hours, but the overall travel time is about 2-2.5 hours longer because of the time for the ferry crossing.

As soon as you turn north on Highway 108, you begin climbing.  Although the road seems to roll up and down like a roller coaster, the ups are always greater than the downs.  By the time you arrive in Elliot Lake, 25 kilometres north, you have climbed over 300 metres higher than the shore of Lake Huron -- not that you can really tell exactly where this has happened.

Elliot Lake was originally built, all in one go and very quickly, as a uranium mining town.  During three short years from 1955 to 1958 a complete community with all the necessary services sprang into existence, with a capacity of nearly 15,000 people.  The actual population was probably more than double that amount, with many people living in trailer parks at the various mine sites, or even in tents pitched wherever you could find a piece of level ground.

That's not as easy as it sounds.  This region is full of some of the hardest rock of the primordial Canadian Shield, all heaved up into steep hills and cliffs with the low areas filled by rivers, lakes, and swamps.  "Flat land", as Southern Ontarians think of it, is a rare luxury, and that's an understatement.  The community was built all around the slopes of a hill which qualified because it wasn't nearly as steep as most of the other hills nearby.  Of course, "steep" is a relative word -- particular when you try to hike up that hill with an armload of merchandise from downtown or drive up it during a winter snowstorm!

The uranium industry, like all other resource-based industries, was subject to waves of boom and bust.  Elliot Lake is no exception.  During the mining years, from 1955 to 1995, the community experienced two major booms and two crashes.  The second boom gave rise to a sizable amount of new construction, with three new subdivisions springing up.  The largest of these is located some distance apart from the main part of the city, and is therefore known locally simply as "the sub."

When the second boom collapsed, the mining companies were left with a huge stock of nearly-new housing on their hands, and it was plain that this time the mining was over for good.  Rather than just bulldoze it all, the companies transferred all this new housing to a non-profit corporation called Elliot Lake Retirement Living, and the city was well on its way with the reputation by which most Canadians know it today, as one of the most unusual retirement communities in the world.

Well, that's enough history to go on with.  Time to see what Elliot Lake looks like today.  Because of its particular and unusual location, there is almost no street in Elliot Lake that doesn't offer some view of a hill, usually covered with forest.  Some of the views are spectacular indeed.  When I lived here, I would see this panorama every day as I drove down to Timmy's on the highway for my morning coffee, and in 32 years I never tired of it.

That tall hill across the valley with towers on top is the Fire Tower Lookout hill.  Originally it was the location of one of the network of observation towers built across the province's forest country to aid in spotting forest fires.  The tower system was eventually rendered obsolete by aerial spotting, but the framework of the tower is still there.  The hill's summit has been developed as a park, with scenic views to the east, south, and west from an observation deck on the highest point.  It's also the crossing point of numerous hiking trails that wind through the forest up and down the range of hills.

This small city sits in between two lakes, and has a number of access points to the shorelines of both.  The larger one, Elliot Lake itself, is several kilometres long with the city at its eastern end.  On its shores are two beaches, a boat launch area, and a picnic ground, all connected by a popular walking trail.  Here are two early-morning views of Elliot Lake from the boat launch:

And this is the view from the Spine Road Beach Park, which is also the starting point of more forest trails extending to the west.

Also adjacent to the downtown area is the smaller Horne Lake.  On its shore, right by the highway, is located the memorial to the miners of Elliot Lake who died as a result of the mining operations.  Some of the many names are the men who lost their lives in mining accidents; many more, though, are the men who died from lung illnesses contracted during their working lives.  I knew several of them, and taught the children of many more.

The small park around the memorial also connects with the walking trail system.  In fact, the woods all around Elliot Lake are threaded by hundreds of kilometres of foot trails, bicycle trails, and trails for motorized recreation used in summer by ATVs and in winter by snowmobiles.  Set amongst the trees are hundreds of streams and lakes.  The whole region is an outdoors paradise.

But you don't have to be an outdoorsy type to enjoy this region.  I'm certainly not!  I like to describe myself as one of the all-time great indoorsmen!  But I can certainly enjoy and appreciate the beauty and quiet of the northern woods, and this is where the real secret attraction comes in.

One of my first adventures when I arrived in Elliot Lake was to drive the scenic back-country route along secondary highways which winds northwest to the valley of the Little White River, and then follows that river southwest towards the small town of Iron Bridge.  In the 1990s this incredibly beautiful touring route was rebranded as the "Deer Trail".  And there's no better time to tour the Deer Trail than during the fall colour season.  While the colours around here normally peak right at the beginning of October, they are running about 2 weeks late this year, so I got some incredible views of the Deer Trail in all its autumn glory.

To reach the Deer Trail, simply leave Elliot Lake heading north.  The scenery is already lovely, of course.  After about ten minutes you will arrive at a roadside sign stating "Highway 108 Ends, Highway 639 North."  The provincial King's (primary) Highway turns into a secondary highway at this point simply because at this point, on your right, was the site of the last uranium mine at the north end of the mining district.  Before proceeding any farther north, it is important to read IN DETAIL my own carefully-crafted driver's safety notice -- especially if you are not a northerner.

Everyone okay with that now?  Actually, don't get me wrong.  There are a few curves with the wire-strung-on-posts guardlines.  These roads are perfectly safe to drive on -- just don't imagine that you are going to go all the way at anything like the speed limit.  Besides, you want time to slow down and enjoy the scenery -- that's the whole point of the trip around the Deer Trail to begin with!  And there are other bonuses.  These roads are not busy, and there are very few advertising signs -- in many parts of the tour, none at all.  The wilderness is gorgeous, hardly even spoiled by the rustic road winding through it.  

The very first curve after you roll onto the secondary highway 639 runs smack through the middle of a marsh, and it's quite common in warmer weather to see one or more turtles making their way across the road right here.  Other wildlife you may well spot along the route include deer and moose, smaller mammals such as squirrels and chipmunks, birds -- including bald eagles and hawks -- and more.

About 10 minutes north you find yourself dropping into a deep valley which holds Mississagi Provincial Park, a natural wildlife reserve.  Here you can find hiking trails in several directions.  A little farther on, turn off to the left at the sign to "Flack Lake" for a beautiful view of one of the larger lakes in the region.  It's just a few hundred metres off the main road.

Not long after the Flack Lake turnoff, you will cross the Boland River.  Ahead of you looms the single highest and steepest hill on the route.  This one can certainly be a challenge if you are hauling a large trailer -- which I don't recommend on this road.  It's a stiff 1.5 km of nonstop climb to the top.  Pull off on the right at the crest of the hill, get out, and look backwards for this amazing view of Flack Lake in the distance behind you.

A short distance ahead, you come to this even longer, equally steep descent into the valley of the Little White River.  Nothing highlights the steepness of the road quite so much as the blue barrels placed at intervals all down the left side -- they contain sand, to be spread under the wheels during winter if you lose traction on the snow and ice!  Partway down the long hill, on the right, is a turnoff which gives access to a beautiful hiking trail around Cobre Lake.

And about 30 minutes or so after leaving Elliot Lake you reach the end of Highway 639 at the junction of Highway 546.  You now turn left for the 64 kilometre run down to Iron Bridge.  Up until now, the road has been fairly straight.  But here on 546 is where the snake bends really come into play.

You'll have many views of steep or even sheer rocky hills -- mountains, really -- looming on either side of the waterway.

Most of the way, the road follows the river -- often within sight of it -- and also crosses the river twice.  The bridges are single-lane Bailey bridges -- and the only rule of the road here is that you yield to anyone already on the bridge.  The second crossing comes in this narrow, steep-sided valley which I for one have no hesitation in calling a gorge or canyon.

The river looks innocuous enough at autumn low water, but in spring it becomes a foaming torrent which is quite capable of washing out the road altogether.

About 35 minutes southwest the road curves away from the river and climbs a long steady slope up to the height of land on the south side of the valley.  It then drops down, with many curves, snakes around the shore of Constance Lake, and starts into the farming area in the hills north of Iron Bridge.  Again you come to a dead end.  A left turn will take you to Iron Bridge on Trans Canada Highway 17.  But if you are heading for Sault Ste. Marie, turn right onto Highway 554 and follow that road to its end at Highway 129, then turn left (south) on 129 to come out to the Trans Canada at Thessalon.  Just after you turn south on 129, be sure to watch for this beauty spot -- Appleby Lake -- on your right side.

If you take the road to Iron Bridge, you will come in a little less than 10 minutes into that village and so to Highway 17.  Turn left (east) and enjoy more scenery along the meandering course of the majestic Mississagi River to Blind River.  From there, 20 more minutes east brings you to the junction of Highway 108, where you can return north to Elliot Lake.

Altogether, it's possible to drive right around the entire circuit in 2.5 hours.  But why rush?  You're here to enjoy the scenery, so take your time, stop often, and get out to enjoy the silence of true wilderness.  There's so little traffic that you can usually hear another vehicle approaching anywhere from 1 to 3 minutes before it even comes in sight.  And how often, in our frantic, hectic lives, can we say that with any degree of truth?

I had many reasons for leaving Elliot Lake and resettling in southern Ontario.  But not all of me went along for the move.  There's still a sizable chunk of my heart for which this little city, and the beautiful country in which it's located, will always be "home".  If you do choose to visit here, I hope you'll understand a bit better afterwards just why it's so special to me.

The Great Canadian Epic, Part 7: A Little More Jasper and Home Again

And so, at last, I am on the train bound for home.  But not before having one final Jasper adventure, which deserves a bit of space.  The eastbound train leaves Jasper in the late afternoon, but I had the whole earlier part of the day at my disposal – and decided that the time had come at last to take the sightseeing cruise on Maligne Lake, a 50-minute drive out from town.  I’d driven out the lake on my last visit, but had been too late in the day to take a cruise.

On the way out, the adventure began with a close encounter of the elk kind, barely a kilometre up the Maligne Lake Road.  Many of the elk had been removed from Jasper and resettled in Algonquin Park in Ontario a few years back, but some may still be seen.

Farther up the road, at Medicine Lake (about half way to Maligne) there was a sizable forest fire about 6 weeks ago.  These pictures show not only the utter destruction of the forest, but also the dried and dead state of many of the surviving trees which shows that they too were prime candidates for nature’s own weeding mechanism.  The forest plainly had become too densely packed, and a fresh start was overdue – as for many of the forest tracts in the national parks.  It’s difficult for us to come to terms with the beneficial effects of forest fires when we are faced with the devastation of familiar and beautiful places and views, and with the lingering effects.  Even before I got out of the rental car, the smell of burning and smoke was enough to make me start coughing.

Maligne Lake itself was untouched – the last major fire there was 12 years ago.  Since this is a heavily glaciated landscape, the most obvious comparison for me is found in Western Brook Pond in Newfoundland.  With that, I will let the pictures – including the classic view from Spirit Island – speak for themselves.

  

Plainly it was another hazy day, especially when shooting from Spirit Island directly towards the sun.  I don’t mind.  That glowing aura of light added a special dimension, for me an almost mystical feeling, to the experience.

And so back to Jasper and aboard the train, for the three-night run back to Toronto.  The only difference from the westbound journey is the setting of the clock ahead twice in just over 12 hours and consequent loss of sleep time.  That was noticeable this morning.  I was in the dining car at 6:40am for early breakfast, and we passed the westbound Canadian in slow motion at a siding.  Their dining cars were both about 2/3 full.  Ours had only 2 people eating.  Of course, the westbound passengers had just set their clocks back two hours the day and night before and thus were eating at what would seem like 8:40am to their body clocks!

Travelling eastwards across Saskatchewan I was struck all over again by two things.  One was the incredible variety of landscape in a province usually dismissed by people who’ve never seen it as flat and boring.  The other was the incredible increase in the rough riding qualities of the train when the maximum speed is increased from 80 to 100 kilometres per hour, or even higher to 115!  After trying to walk through the train under these conditions, you begin to think that elbow pads wouldn’t be a bad addition to VIA’s list of suggested items one should pack for the trip!

I did get some decent pictures across Saskatchewan – at least until after Saskatoon at which point the fire smoke caught up with us again and somewhat obscured a few of the prime sights. But here are a few good examples.  A classic prairie slough, ringed by mineral deposits:

One of the many fields shared by rows of flax and canola:

The small town known around the world for its quirky slogan, “New York is big, but this is Biggar”:

(That slogan was actually painted on a town sign in the early 1900s as a drunken prank and remained until it was officially adopted as the town motto decades later!)

The gigantic slag heap of a huge potash mine (note the big construction equipment perched on top of the pile at the right side of the picture to get the scale):

 The broad and majestic Assiniboine River valley:

And after the train left the Assiniboine Valley we were back on the same level prairie west of Winnipeg which I had already covered in my third blog post of the trip.

Winnipeg passed in darkness this time, still with an extended stop but not as long a stop as westbound.  I slept through that long quiet time and for many more hours during the ensuing night.  My internal clock was really thrown off by having two time zone switches in less than 12 hours with the consequent effect on my regular meal times – and here I thought this was an issue only in air travel.  See how wrong you can be?

 I was very much hoping for better weather in Northern Ontario to allow me to do photo justice to that region which I love so much.  The weather was not perfectly clear, but on a typical warm hazy summer day there was more than enough sun to allow for a few good scenic views. 

Pelican Lake just west of Sioux Lookout:

The northern end of the sizable lake at Collins:

An interesting group of treetops south of Hornepayne:

Another interesting aspect of this final full day was the delightful musical entertainment played and sung by the duo Rodent Tiger – a fascinating collection of blues, ballads, folk, pop, country, and original songs, all sung in a gentle mellow voice by Hayley Mcgregor and accompanied by the skilled acoustic guitar of Patrick Allan.  The lounge of the Skyline activity dome car is a tricky environment to play in, and these two carried it off with plenty of style and some unique harmonies to add an interesting spice to the flavour of their music.

As with the westbound experience at Winnipeg and Vancouver, so with the approach to Toronto.  For most of the last full day the train was running between two and three hours behind schedule.  But we still arrived into Toronto only 75 minutes later (in the other two cases we arrived early!).

The approach to Toronto is via the direct route down the Don River Valley, a remarkably scenic approach to the city shared by no motorists, since the valley looks completely different from the roads which thread it alongside the tracks.

This summer of trains has been a remarkable journey for me.  I’ve come away with a new and more realistic respect for the efforts of all who struggled to build and operate Canada’s major railways, as well as a new appreciation of the impact that riding these railways would have had on immigrants from distant lands.  I’ve refreshed and renewed my own visual impressions of the vastly diversified landscapes of Canada.  

Driving across the country doesn’t convey the same impression for me at all, not least because the scenery when I’m driving tends to dwindle down to an endless blur of yellow centre lines with fleeting impressions of other landscape elements cropping up from time to time.  Certainly no roadside restaurant can feed you as well, or provide such excellent service, as the mealtime experiences you will receive from the crews of The Canadian and The Ocean.  In the 4-day trip there are no repetitions of any main dishes on either the lunch or the dinner menus, and the chef’s omelette choice at breakfast is also different every day.

I’m sure that I will feel the earth moving under my feet for a few hours after I get home.  I will definitely keep on walking in the defensive elbows-up posture for fending off aggressive corridor walls for several more days!  I know I will miss the friendly, helpful attitude of all the staffs I’ve met on The Canadian (five different teams in all).  And I will look back nostalgically at the easy camaraderie of the scenic dome, and the congenial table conversations of the dining car.  It’s all been quite an experience.

Nothing says it better than the fact that I am determined to repeat this trip in another year or two!

Final suggestions: if you are taking one of VIA Rail's overnight trains, be sure to download and read their guide:  Travel Tips for Sleeper Passengers.  It covers many essential details that you won’t find in any other way, from advice regarding the very limited storage space in sleeper cars to the need for warm clothes (as the on-train atmosphere can get very cool) to the recommendation that you not schedule same-day connecting transport from The Canadian at any station.  (I’m writing these words during a 30-minute hold at a siding to allow a freight train to pass us in the opposite direction – a frequent event which underlines the importance of that last point.)  

While VIA Rail will re-book you on the next available train should you miss your VIA Rail connection, you might prefer to plan your trip around a stopover of a night before the connection, as I did.  It’s important to recall that these long-distance trains are subject to the vagaries of the freight-dominated railway network, and so schedules cannot be guaranteed.

In this day and age, it’s best to regard overnight trains like The Canadian and The Ocean as a cruise on rails rather than as point-to-point transportation – although many people do use them as a point-to-point service.  The same main features are all there for sleeper passengers: comfortable but not spacious accommodations, included meals of good quality, frequent activities and entertainment throughout the day, extra charges for alcoholic beverages, attentive and friendly service throughout the trip.  

Board the train in a flexible frame of mind, prepared to adapt to circumstances beyond your control, with no deadlines or imperative dates in mind, and you’ll be well-positioned to just relax and enjoy the journey.  Come prepared to make new friends and to meet interesting people from all corners of the globe and I’m sure you’ll have an experience to remember.