NV-AZ-UT ’22 (Or, How to Overdose on Western Scenery in a Week)

Years ago, I got to talking scenic destinations with a professional photographer who contributed to the Chicago-based magazine I edited at the time. He asked me if I’d ever been to Utah. I told him I had: northern Utah, including Cache Valley and Salt Lake City, which I’d visited in the early ’80s. Pretty places, I said.

“Northern Utah is pretty,” he said. “But southern Utah is ethereal.”

Later, after I visited Zion and Bryce National Parks, I was inclined to agree. But of course I wanted to see more. This year, I did. Yes, photographer whose name I wish I could remember. Ethereal. Absolutely.

Saturday before last, Yuriko and I flew to Las Vegas, returning late this Sunday from Salt Lake City. Two days in transit, seven on the road. In that time, we visited four national parks, three national monuments and two tribal parks, all in either Arizona or Utah. We spent a little time in the aforementioned major metros, plus more time in two tourist towns — one in Arizona, the other in Utah — staying there in two non-chain motels, one of which is arguably historic. We passed through an array of other tiny towns and wide places in the road, stopping when the mood struck.

I’m glad to report we ate no fast food. Besides grocery store food in our rooms or at picnic tables, and motel-supplied breakfasts, we ate at local eateries: Vietnamese, a family restaurant, Southern fried chicken, doughnuts, Mexican, barbecue (Texas-style beef), a retro diner, Thai, pizza, Korean fried chicken and Chinese hot pot. A few of those restaurants were in the cities — Vegas and Salt Lake — but I can also report that here in the early 21st century, the American appetite for food variety has spread far and wide into a galaxy of smaller places.

We drove briefly on Interstates, but mainly followed state, park and tribal roads, most paved, but not all. We walked a variety of trails, across sandy ground and over flat rocks, through woods but more often desert scrub. We crawled through slot canyons. All that under hot and copper skies, sunny or partly cloudy. Very warm, rather; in the 80s F. most of the time, except for a cooler spell on the last two days. Often as not, on the hot days, the wind kicked up and cooled us off, besides blowing sand at our faces and threatening to whisk our hats off high cliffs.

Mosquitoes were rarely a presence, fortunately, but gnats and flies made themselves known. If you looked carefully (actually not that carefully), you’d notice lizard trails in the red sands, and holes borrowed into the same sands by larger creatures who don’t care to come out during the daytime. Lizards, on the other hand, are more than happy to sit around in the sun, or scurry across the trail ahead of you or on the queer rock formations to your side.

I’m not the first to notice that deserts can be surprisingly green, though not the greens you see in less arid places. Notice it I did. I’m not a farmer or horticulturist or botanist or  florist, but I tried to notice the desert flora. Wildflowers bloom in great profusion this time of the year, along the roads and trials and off into the distance, even in the harshest environments.

People are back in the national and other parks. Middle-class American tourists, that is, of whom I’m obviously one, plus visitors from a spectrum of European and Asian nations. Perhaps a strict majority of the tourists we encountered were older, but younger age groups, including young families and groups of young friends, were out in force. The tourists passed through an inhabited land, of course, one with as diverse a population as most any city in the nation.

No destination was exactly crowded, but a number of places were very popular, enough to erase any notion of desert solitude. Even so, there’s a mild camaraderie among the tourists, greeting each other much more frequently than they would in an urban or suburban setting, asking and offering to take pictures of strangers, pausing for each other to pass on narrow paths, sharing information about trail conditions ahead, making jokes or other observations for everyone to hear.

At one particularly windy vista, I put my hand on top of Yuriko’s head to hold her hat down, at her request, while she took pictures.

“That’s why she keeps you around, huh?” one passing fellow with about 10 years on me said.

“That and to open jars,” I answered.

The kernel of this trip was Yuriko’s longstanding wish to see Antelope Canyon (and she knows how to pick destinations). Back in bleak January, I planned the thing, expanding the list of destinations a lot. I’ve wanted visit that part of the country again for years.

We went looking for scenic vistas formed by rocks of unimaginably various shapes, and boy did we find them — views of reds and oranges and ochers and browns and whites, seeing formations deep in canyons, vaulting high into the sky, or appearing wholly at eye level or underfoot. It boggles the mind: how did these rocks get to be so incredible to human perception? I know: wind and water and time. A lot of time. But damn. I also know — or at least have an inkling of — the fact that these rocks are temporary. Geologically speaking, only a little less the blink of an eye than my own lifetime.

We drove out of Vegas last Sunday morning, bound for the tourist town of Page, Arizona, where we’d last stayed 25 years ago this month, when we visited Lake Powell. En route, we passed through Zion National Park (a destination in 2000 but not this time) and later ventured briefly into the vast and contentious Grand Staircase-Escalante National Monument.

Our first major destination, a week ago on Monday morning, was the slot canyons of Lake Powell Navajo Tribal Park, an embarrassment of sandstone riches near Page. Also near Page — actually in Page, but also part of the Glen Canyon National Recreation Area — is Horseshoe Bend on the Colorado River, now famous because of Instagram. Be that as it may, we weren’t about to miss that. We watched the sun drop below the mountains in the distance at Horseshoe Bend.

Another thing we weren’t about to miss was the less-visited North Rim of Grand Canyon National Park, which is every bit as grand as the South Rim, though it took some circuitous driving  last Tuesday to get there from Page, by way of remote roads, One of those roads, the only paved one anywhere nearby, edges the bottom of the dramatic cliffs of Vermillion Cliffs National Monument, a sprawling uplift of wilderness. Of it, the Bureau of Land Management says, “expect rugged and unmarked roads, venomous reptiles and invertebrates, extreme heat or cold, deep sand, and flash floods.”

Returning from the Grand Canyon to Page, we stopped at Navajo Bridge, which spans the Colorado River. It’s two structures: the historic bridge from the 1920s and the modern bridge from late in the 20th century, which was designed to complement the older bridge, and it does, masterfully. The old bridge is now a foot bridge, and we walked across it.

Leaving Page on Wednesday, we made our way to another tourist town, namely Moab, Utah, at first on roads passing through the Navaho Nation, until we reached Monument Valley Navajo Tribal Park, home of famed sandstone buttes. We did the drive on the park’s circular road, unpaved and dusty and rocky and as red-orange as Mars, flabbergasted by the stone masses, most of which don’t actually make it into the movies. If you think you’ve seen Monument Valley because it’s been captured on celluloid so often, let me assure you that seeing it in person is an experience a level higher.

Later that same day, before arriving in Moab, we stopped at the much more obscure Natural Bridges National Monument, whose name clearly states its prime attraction. Among the wonders of southern Utah, it is a modest one. But a modest wonder in this part of the country is still a wonder.

On Thursday, we drove the short distance from Moab to Arches National Park, an astounding place populated by lofty arches, but also an endless array of stone pinnacles and balancing rocks and other rock formations. We spent most of the day there. The crowds are such that timed entry is now being tested at the park, and the crowds are right. Arches is one of the places the photographer must have been talking about.

Less crowded but no less spectacular than Arches is Canyonlands National Park, a little further out of Moab. We spent Friday morning at the evocatively named Island in the Sky District of Canyonlands, whose vistas overlook canyons, mesas and buttes. Another ethereal place. On Friday afternoon, we drove to Salt Lake City on roads through pale badlands and along more cliffs, and then through the forested mountains of Carbon and Wasatch counties.

We spent Saturday in Salt Lake, a city greatly expanded since the last time I visited, in 1980. That’s so long ago it was like I’d never been there. We focused most of our attention downtown in the morning and took in urban sights, Mormon-oriented and otherwise, including Temple Square and Utah’s magnificent State Capitol. In the afternoon, we visited the This is the Place Monument on a hill overlooking Salt Lake, and finally the Natural History Museum of Utah.

On a stretch of Utah 261, we encountered the Moki Dugway, a mountain road and one intense drive — more about which later. When we got to the top, I stopped to take pictures, including one of a road sign just ahead of the road’s first serious curve.Moki Dugway Buc-ee's

That little bastard of an amphibious rodent is everywhere.

Mishawaka Walks

Worth noting: U.S. Grant was born 200 years ago today in Point Pleasant, Ohio. There hasn’t been a presidential birth bicentennial since Lincoln’s in early 2009, which came on the heels of Andrew Johnson’s in late 2008.

Later this year, there will be another one: Rutherford B. Hayes, born in Delaware, Ohio on October 4, 1822. One cold day in the mid-1990s, I dropped by the Hayes home museum in Fremont, Ohio, sparking an interest in presidential sites that hasn’t abated. Good old RBH. President most likely to be mistaken for Benjamin Harrison in a lineup. After his bicentennial, it won’t happen again till Chet Arthur has his day in 2029.

The St. Joseph River flows mostly westward through Michigan and into Lake Michigan, but it bends into Indiana at South Bend and its twin town, Mishawaka. Until recently I gave little thought to Mishawaka as a destination, but then I learned about its riverwalks. We arrived late in the morning on Sunday to sample one of them, the walk along the budding-verdant Kamm Island Park.

Downtown Mishawaka seemed fairly pleasant as well. It reminded me of some of the towns along the Fox River in Illinois — Aurora, say, or St. Charles, both of which hug a mid-sized river and consider it an amenity.

As well they should. Some views of Kamm Island Park.Kamm Island Park Kamm Island Park
Kamm Island Park

New development has come to the area. Not sure I’d want to live there, but I’d probably get a kick out of renting one of the units for a few days.Kamm Island Park

One curiosity on Kamm Island that I didn’t think to take pictures of: the fact that small, colorful figurines and other items, plastic and ceramic, stand at the base of many of its trees. No group is the same. A planned art project or spontaneous whimsy? Homage to elves or the work of elves?

Across the river at Kamm Island is Battell Park, the city’s oldest park, which has its own trail and some features not found elsewhere, namely a rock garden built by the WPA. This is the view of the lower level of the rock structure.Battell Park

After lunch, which consisted of takeout Chinese from a storefront near UI South Bend eaten at the picnic shelter of a windy park near the Potawatomi Zoo, we stopped at Battell Park for a look at the upper level of the rock garden. Water must flow through its channels some of the year, down to the river, but looks like it hasn’t started for the season quite yet. Still, it’s an impressive work.Battell Park

As much as I laud the CCC — whose works I keep encountering, some stunning — I have to put in a word for the WPA and its wide legacy too. I grew up with one of its finest projects — the San Antonio Riverwalk — as well as our high school stadium, which once upon a time had a plaque denoting it as a WPA project. This is an excellent site for browsing its projects, along with the rest of the visible New Deal.

Upstream a mile or so from Battell is Merrifield Park, also in Mishawaka. That was the last place we visited in town before heading home, because we wanted to see one of the park’s smaller features, Shiojiri Garden (Shiojiri Niwa), dedicated in 1987. Small but enchanting.

“This garden was a gift to the city of Mishawaka from its sister city, Shiojiri (Nagano Prefecture, Japan),” Atlas Obscura notes. “The designer was Shoji Kanaoka, the same man who planned the Japanese gardens at the Epcot Center in Florida. It features a multitude of trees and flowers, including a grove of cherry trees. There are also two snow lanterns, four bridges, and a teahouse pavilion built in the traditional Japanese style.”Shiojiri Niwa Shiojiri Niwa Shiojiri Niwa

Nice. You might call it a pocket Japanese garden, and Mishawaka — and the world — are better for it.

Matthiessen State Park

Thanksgiving dinner this year wasn’t quite as conventional as other years: lamb shank with homemade macaroni and cheese (a complex mix of cheeses by Ann) and barbecue-flavored beans. The bread was traditional: the cheapest brown-and-serve rolls I could find. I didn’t forget the olives.

Last summer, on the way back from New Buffalo, Michigan, we bought some grape juice at St. Julian Winery, and had one of those bottles to drink with our Thanksgiving food. All in all, a pleasant meal, not a vast feast.

On Friday, we drove down to Matthiessen State Park, just south of the Illinois River in La Salle County and not far from the better-known Starved Rock State Park. The 1,938-acre Matthessen is a more modest park, but has a good set of trails along, and down in, a winding ravine formed by a creek.

To get to the ravine, you need to go down.Matthiessen State Park

Those stairs lead to a bridge over one part of the ravine. Nice view from the bridge. For perspective, note that there are people at the bottom.Matthiessen State Park

The bottom is accessible by another set of wooden stairs.Matthiessen State Park
Matthiessen State Park
Matthiessen State Park

Though a few degrees above freezing, there were patches of thin ice here and there on the surface of the creek, which I poked with my walking stick, watching it break into fragments.

On to the other part of the ravine, which we reached by taking this path, then a different set of stairs. Matthiessen State Park
Matthiessen State Park
Matthiessen State Park

A short section of ravine wall is marked by generations of carvings in the sandstone.
Matthiessen State Park

The trail sometimes meant crossing on stones over the shallow creek. A misstep into the creek would have meant uncomfortably wet shoes, at least.
Matthiessen State Park

Before long, there’s another bridge and a waterfall formed by a dam that creates Matthiessen Lake. Another set of stairs, not visible in the picture, leads up to the bridge. We did a fair amount of stairclimbing at the park.
Matthiessen State Park

Still, a good walk, even on a chilly day, especially since there was little wind down in the ravine.

The park is named for Frederick William Matthiessen (d. 1918), whose land it used to be, with later additions by the state. He was the other zinc baron of 19th-century La Salle County, along with Edward Carl Hegeler, whose house we toured a few years ago.

The Misty Golden Gate & Crissy Field

After leaving the Palace of Fine Arts, I made my way to the shore of San Francisco Bay. It isn’t very far.San Francisco Bay 2021

It was a foggy moment, though most of it burned off as the afternoon progressed. In the foreground, the St. Francis Yacht Club. Off in the distance, Alcatraz.San Francisco Bay 2021

If I’d had another day, I might have taken a tour of Alcatraz, if tours are running again. We took a boat around the Bay in ’73, a splendid excursion I remember even now, which went past the island, and under both the Golden Gate and the San Francisco-Oakland Bay bridges. No tours went to Alcatraz at that time, in the aftermath of the AIM occupation, and I didn’t bother in 1990.

In the other direction, the Golden Gate itself, looking a mite foggy.San Francisco Bay 2021

I walked along the Crissy Field beaches and marsh.Crissy Field Crissy Field

It’s hard to imagine now, but Crissy Field is an important place in the history of aviation. There are a few visible reminders, such as this plaque.Lincoln Beachey plaque, San Francisco

Up closer.Lincoln Beachey plaque, San Francisco

I didn’t know about Lincoln Beachey, but I do now. A flying daredevil among daredevils. He had his moment of fame until he came crashing down, quite literally, during the Panama-Pacific International Exposition.

An oddity: the last lines of the plaque.

Dedicated on Lincoln Beachey Day 1998
March 16, CY 6003, by Yerba Buena No. 1
Ancient and Honorable Order of E Clampsus Vitus

That is a fraternal order I was unaware of. Travel is broadening, isn’t it? All kinds of useless information out there, just waiting for the taking.

The org claims — not too seriously, since its whole point seems to be not too serious — a founding year of 4005 BC, meaning 1998 would be 6,003 years since then. CY = Clampus Year?

Apparently Clampers are fond of installing plaques, something we can all get behind. If Wiki is to be believed, 1930s members of the order also were possibly — probably? — behind the forgery known as Drake’s Plate of Brass.  I think I read about the plate in one of those pre-Internet, true-life mystery-and-enigma books we had around the house when I was a lad, along with the likes of the Oak Island mystery, and hadn’t thought about it since.

Across to San Francisco

On October 29, I slept late, and wanted a late breakfast when I finally got up. As luck would have it, there’s an excellent diner on Broadway in Oakland not far from Jack London Square. Buttercup, the place is called. I was headed that direction anyway, to catch a ferry to San Francisco, so I stopped in. Had some good pancakes there.

I traveled between Oakland and San Francisco more than once during my recent visit, each time but one taking a BART train, which is quite convenient. But on that Friday, I wanted to take the ferry to SF. The day was clear and warm, just right for a quick trip across the Bay.

Got a good view of downtown Oakland from the back of the ferry.Oakland 2021

Along with a look at the port of Oakland and its infrastructure.Port of Oakland 2021
Port of Oakland 2021

Interestingly, BART is above ground after it crosses over to western Oakland, so you can see the port — the same vast array of towers and containers — from the land as well.

Fairly close to the end of the run, the ferry passes under the San Francisco-Oakland Bay Bridge.Bay Bridge, 2021

In the tourist imagination, it’s the neglected cousin of the Golden Gate Bridge, dating from the 1930s as well. Tourist shops still sell postcards near Fisherman’s Wharf, and I had an opportunity to look at some of their racks. The Golden Gate Bridge is a common image, maybe the most common for cards of San Francisco. The Bay Bridge? Very few.

What the bridge needs is a little color. Painting the entire thing a new color would probably be cost prohibitive, but what about painting the central anchor between the two spans of the western section of the bridge (between Yerba Buena Is. and downtown San Francisco)? Or maybe hiring some big-deal artist to put a highly visible work on it. The anchor is pretty dowdy as it is.

Also, name the bridge after the Emperor Norton. After all, in a series of far-sighted decrees in the late 19th century, Norton I ordered that a bridge be built in that very spot.

The first such decree, in 1872:

Whereas, we observe that certain newspapers are agitating the project of bridging the Bay; and whereas, we are desirous of connecting the cities of San Francisco and Oakland by such means; now, therefore, we, Norton I, Dei gratia Emperor… order that the bridge be built from Oakland Point to Telegraph Hill, via Goat Island [Yerba Buena].

There were three such proclamations.

A naming hasn’t happened yet, but the good people of the Emperor Norton Trust are working on it.

The ferry takes you to the Ferry Building, fittingly enough, along the Embarcadero, with its handsome clocktower, a late 19th-century design (but after Norton’s time) by A. Page Brown. The clocktower is reportedly patterned after the 12th-century Giralda bell tower in Seville, Spain.Ferry Building, San Francisco Ferry Building, San Francisco

The Ferry Building interior is also handsome, sporting a large food hall, the creation of an early 21st-century restoration of the building. Unfortunately, my pancake brunch meant I had no appetite to try anything there.Ferry Building, San Francisco Ferry Building, San Francisco

“Opening in 1898, the Ferry Building became the transportation focal point for anyone arriving by train,” the building’s web site says.

“From the Gold Rush until the 1930s, arrival by ferryboat became the only way travelers and commuters – except those coming from the Peninsula – could reach the city. Passengers off the boats passed through an elegant two-story public area with repeating interior arches and overhead skylights. At its peak, as many as 50,000 people a day commuted by ferry.”

For years, the Embarcadero Freeway obscured the view of the building. No wonder I didn’t remember seeing it before. Why did anyone think building a freeway in front of this building and part of the Embarcadero was a good idea? Well, Nature took care of that bad idea in 1989.

Mallard Lake Twilight

Heavy rain part of the day, with the promise of a cooling trend later this week. Not down to icy depths, but rather a hint of the months ahead.

Yesterday we walked the dog around Mallard Lake. Last time there was April 2020, which seems like an eon ago. This time, the sun set while we walked the trail.Mallard Lake

Mallard Lake

Lots of goldenrod still.Mallard Lake

Mallard Lake

And Brown-Eyed Susan.Mallard Lake

Bridges to cross.
Mallard Lake

Toward the end of the trail, a pretty western sky. Much prettier than the image below, but that’s the way it is.
Mallard Lake

A good moment to finish the walk. The dog thought so too, though I don’t know that she paid much attention to the aesthetics of the sky.

Alaska 3, Nenana & Warren Gamaliel Harding

One way to get from Fairbanks to the entrance of Denali NP is to ride the Alaska Railroad. In fact, that was the original route for tourism into the interior of Alaska, though I suspect from the 1920s to the early ’70s, most people came up from the port of Seward to access the grandeur of McKinley NP, as it was then known.

I considered taking the train down from Fairbanks myself — the wonderfully named Denali Star. That would have been a cool ride. But the pandemic bollixed up its schedule. Last year, the passenger trains didn’t run. This year, at least as I planned things back in April, service was more limited than it had been before 2020, such that I couldn’t make the train work for me logistically.

That’s how, on July 28, I came to be in a rental car heading west and then south from Fairbanks on the route Alaska 3. I picked the car up at the airport in Fairbanks at noon that day. Along with the other documents, the rental company gave me a list of proscribed roads.

Mostly gravel roads. During my ride on the Dalton Highway the day before, the driver told us that if you look closely, you’ll notice that a lot of cars and trucks in Alaska have cracked windshields. Insurance typically doesn’t cover that kind of damage, since gravel roads tend to dish it out too regularly.

The list is interesting for another reason, in that it gives names instead of route numbers. Most Alaska highways, it seems, are known by their names rather than numbers. I asked the bus driver on the Dalton whether that road had a number, and he had to think before he told me. It’s Alaska 11, but no one calls it that, and I didn’t see any signs along the way using the number.
In Fairbanks and a little ways south, I also drove on Alaska 2, but the signs called it the Steese Highway (not to worry, I was well south of Mile Post 81).

Later I learned that Alaska 2, the Steese, is the Alaskan portion of the Alaska Highway. I smile at the thought that I’ve driven on the Alaska Highway, even if only about 12 miles of it between Fairbanks and the town of North Pole.

As for the road between Fairbanks and Denali NP, its name is the George Parks Highway, named for a mining engineer and governor of the Alaska Territory in the 1920s and ’30s. Remarkably, he lived to see his name attached to the road, since he died at age 100 in 1984.

I didn’t see too many signs calling it the Parks Highway, though. Mostly I saw the Alaska 3 signs, featuring the state name, the number, and the Big Dipper and Polaris, arrayed as they are in the northern sky and the Alaska flag. An excellent design, one that made me think, damn — I’m in Alaska. For miles at a time, those were the only signs I saw. The road the was remarkably free of most the signage you might see elsewhere: directional signs, mileage signs, billboards and so on.

Alaska 3 was mostly a two-lane shot through the boreal forest. The terrain between Fairbanks and Denali NP, which runs about 125 miles, follows the Tanana River, and then passes by the Minto Flats and the Tanana Flats, so it isn’t a mountainous crossing. I suppose that facilitated the road’s construction, completed only 50 years ago.

That isn’t a long drive, certainly not for someone who learned to drive in Texas. But it was mesmerizing in a way that few roads are. Traffic was light, so my eyes were able to wander sometimes from the road ahead to the forested expanse on either side.

The were a few directional signs. My favorite.

Alaska 3

That was at an intersection with Alaska 3 in the town of Nenana, the only settlement of any size (pop. 341) between suburban Fairbanks and the tourist town of Healy, just north of the entrance to Denali NP.

The road crosses the Tanana River at the town of Nenana, very near where the Nenana River — which I would see later, near the national park — joins the Tanana, on its way to the Yukon River.Nenana, Alaska
The other bridge in the town of Nenana (across the Tanana River) is the Mears Memorial Bridge, which takes the railroad across the river. More about that shortly.

Nenana seemed like a good place to look around. Near the highway is a cluster of tourist and memorial structures, including a boat out of water, the Taku Chief.Nenana, Alaska Taku Chief
The nearby sign says: “The last commercial wooden tug to ply the Yukon and Tanana River Basins, the Taku began her career in 1938 in Southeast Alaska. After 7 years in service she was requisitioned by the CAA for use on the rivers of the Interior. In 1956, she joined the fleet of Yutana Barge Lines, and after a colorful history, the sandbars and sweepers finally took their toll. On July 18, 1978, she was condemned. She rests in her last port, Nenana, a tribute to the heartbeat of Alaska transportation.”

Near the ship is another casting of the James Grant work memorializing the Alaska Territorial Guard, 1942-47.Nenana, Alaska - Alaska Territorial Guard, 1942-47

The town’s main street (besides the highway) is A Street, with a scattering of houses, buildings, abandoned buildings and empty lots. The pandemic might have done in this business; or maybe it closed before then.

Tenana, Alaska

St. Mark’s Mission church.

Tenana, Alaska - St. Mark's

“The Episcopal Church, continuing work done by Episcopal and Anglican missionaries along the Yukon River, envisioned a series of missions throughout the Tanana basin to serve its Native population,” Sketches of Alaska says. “Eventually four missions were established: St. Barnabas at Chena Native Village, Luke’s at Salcha, St. Timothy’s at Tanacross (near Tok), and St. Mark’s at Nenana…

“The picturesque church is similar in design to other Episcopal mission churches throughout Interior Alaska — a log structure with gable front and bell tower. The 22-foot by 28-foot building is constructed of logs squared on three sides, with the bottom courses of logs flaring outwards. Gothic arched windows contain stained glass, and the building is topped by a shake roof.”

At A Street and Front Street near the Tanana River is a curious tower.Nenana, Alaska - tripod

I didn’t look that up till I got home. I’d assumed it was some kind of winter sporting event, but no. Wiki: “The Nenana Ice Classic is an annual ice pool contest held in Nenana, Alaska. It is an event in which individuals attempt to guess the exact time the Tanana River ice will break up at Nenana.

“The ‘tripod,’ which actually has four supports, is planted on the river ice between the highway and railroad bridges in Nenana, 300 ft from the shore… A line is attached to the top of the tripod and once that end is anchored the other end is taken to the Ice Classic tower nearby on the banks of the river. Attached there to the clock inside the tower, when the ice goes out and moves the tripod 100 feet the line breaks and stops the clock.”

The pool is no small potatoes. According to the pool web site, the prize money in 2021 totaled $233,591. The clock stopped on April 30 at 12:50 pm and the prize was split among 12 winners. The rest of the funds generated by the pool go to local charities.

The Wiki photo of the tripod looked awfully familiar. Then I remember that I’d seen the tripod, standing next to the tower (and there was another one near the Taku Chief). There was nothing to explain what they were. Tourist photographer that I am, I took a picture of one of them anyway.

Nenana, Alaska - tripod
Finding out what it was produced a bit of mild amazement, here during the post-trip writeup. What a fun thing to learn about, like the Sopchoppy Worm Gruntin’ Festival. How often do we look at things on the road, or near home for that matter, without the slightest idea what they are?

At the meeting of A Street and Front is the handsome Nenana depot, which still seems to be a stop on the Alaska Railroad, but it’s also the State of Alaska Railroad Museum. It was closed when I got there.Nenana, Alaska - depot
Nenana, Alaska - depot

Next to the depot is a plaque and, I assume, the same golden (colored) spike that Warren G. Harding pounded on July 15, 1923, to mark the completion of the railroad. The last part completed was the Mears Memorial Bridge.Nenana, Alaska - Warren Harding golden spike

The Anchorage Daily News published an article a few years ago about presidential visits to Alaska. “The most ambitious trip to Alaska, by far, was Harding’s,” the article says. “He departed from Seattle on July 5, 1923, and returned to Vancouver, British Columbia, on July 16, 1923. During his tour he spoke in Metlakatla, Ketchikan, Juneau, Skagway, Valdez, Seward, Anchorage, Nenana and Fairbanks, among other stops.”

President_Harding_in_Alaska_on_Presidential_Train
At that moment, he was running out of days, though neither he nor the nation knew it. President Harding died in San Francisco on August 2, 1923, not long after his visit to Alaska.

Southward on the Dalton Highway

Gravel makes better roads when crossing land with underlying permafrost. That isn’t a new idea.

“The primary benefit to gravel roads is that they are relatively immune from frost heaving and have less of a tendency to thaw underlying permafrost,” an Alaskan scientist named Larry Gedney wrote in 1983. “Studies showed that on very poor foundation material, such as thawing permafrost, the patching, pothole filling and repaving required by paved roads resulted in maintenance costs more than twice that for a good gravel surface.”

Thus most of the Dalton Highway, which runs for 414 miles, is gravel covered, though short stretches are paved, presumably not on top of permafrost. Making sure that no trucks were headed my way, I took some pictures standing in the gravel road. It makes a satisfying crunch under your shoes. The sound of somewhere remote, in this case.Dalton Highway July 2021

Trucks pass by with some regularity, though I understand winter is really the busy season.
Dalton Highway July 2021

We left Coldfoot, Alaska, last Tuesday in the afternoon on a small bus driven by a guide named Steve. His job was to drive us back south, but also to talk about the Alaskan wilderness, the Alaska Pipeline and the road itself, which he did with expert knowledge, as far as I could tell.

Not following things Alaskan in much detail, there was much that he said that I didn’t know, such as about the composition of boreal forests in this part of the world — only six kinds of trees, two of which are kinds of spruces, highly visible out my window and odd-looking in the case of pencil-thin-looking trees with clutches of cones on top.

The tour stopped at a number of spots en route, either to use outhouses — one bank of which actually featured crescent moons in the door — or at points of interest. The first stop, still north of the Arctic Circle, was for a look at the Alaska Pipeline (formally the Trans-Alaska Pipeline System).Dalton Highway July 2021
Dalton Highway July 2021

The pipeline wasn’t exactly a hidden presence. The road was built to service the pipeline, after all, which got its impetus from the energy panic of the 1970s. Long stretches of the pipeline were built above ground, because permafrost is a lousy place for underground pipes, and so the it was easy to see most of the time from the bus window as we rolled by, a thin white snake taut across the green backdrop.

Next stop, the Arctic Circle sign.
Arctic Circle sign July 2021

We weren’t the only ones there. Another bus pulled up, and so did a couple of private cars, including a small sedan I don’t believe I’d drive on the Dalton. Then again, it had some extra tires and gas cans lashed to the roof — at least I hope they were tied down — so maybe they were ready.

I happened to see the back of the sign. That side featured a number of stickers, including him again.Arctic Circle sign July 2021 Buc'ees

South from that point is Finger Mountain. Not actually a mountain, just a large hill with a granite tor off in the distance. We stopped long enough for us to scramble to the top of the hill, which is about 17 miles south of the Arctic Circle.Finger Mountain July 2021
Finger Mountain July 2021

Distant fog obscured the distant mountains, but they were visible.
Finger Mountain July 2021

I was reminded of the alpine tundra I saw on the mountainsides of Alberta. Yes, this counts as alpine tundra, Steve the guide agreed.Finger Mountain July 2021
Finger Mountain July 2021

Further south we stopped at the Yukon River Camp.
Dalton Highway Yukon Camp

Some of its buildings had that abandoned look. Wonder when the last time there was an artist in residence here, across the parking lot from the camp’s main building, and nearer to the highway.
Dalton Highway Yukon Camp

Not far from the buildings is the mighty Yukon River, third-longest in North America. It was good to stand on the banks of such a river.Dalton Highway Yukon River

The 2,295-foot Yukon River Bridge, formally the E. L. Patton Bridge, carries the Dalton Highway, along with the Alaska Pipeline, across the river. It’s only one of four bridges on the Yukon, despite the river being nearly 3,200 miles long.
Dalton Highway Yukon River Bridge

Near the bridge, I got a better look at the pipeline. I could stand under it.Dalton Highway Yukon River Pipeline Dalton Highway Yukon River Pipeline

Though it wasn’t the end of our drive, the last stop (except for an outhouse break) was at the entrance to the Dalton Highway. A sign marks the spot.
Dalton Highway Yukon River Pipeline

“At first, the highway was called the Haul Road because almost everything supporting oil development was ‘hauled’ on tractor-trailer rigs to its final destination,” notes the Bureau of Land Management. “In 1981, the State of Alaska named the highway after James B. Dalton, a lifelong Alaskan and expert in arctic engineering who was involved in early oil exploration efforts on the North Slope.

“The highway was open only to commercial traffic until 1981, when the state allowed public access to Disaster Creek at milepost 211. In 1994, public access was allowed all the way to Deadhorse for the first time.”

Long Grove Walkabout

Sometimes you see something odd, and it does you good.Long Grove, Illinois

I saw that building over the weekend in Long Grove, Illinois, when I visited the town for the first time in many years (sometime after 2004, but not sure when). Long Grove is a prosperous place in southern Lake County — median household income, $148,150 — and a fairly large suburb, about 12 square miles, with a small historic district at the intersection of Old McHenry and Robert Parker Coffin roads.

Long Grove is host to various warm-weather festivals, including chocolate-, strawberry- and apple-themed festivals, but on July 3 this year the historic downtown was quiet, except for a singer entertaining the outdoor patrons at the Village Tavern. The lack of crowds made for pleasant walking, despite the midday heat, especially among the buildings and shops away from the roads.Long Grove, Illinois
Long Grove, Illinois
Long Grove, Illinois

Businesses clustering around the intersection include (among others) Balanced Earth Energy Healing, Broken Earth Winery, In Motion Dance, Long Grove Apple Haus, Ma and Pa’s Candy, Neumann’s Cigars & More, Olivia’s Boutique, Signature Popcorn, and the Olive Tap, an “olive oil and balsamic vinegar tasting emporium.”
Long Grove, Illinois

Luxury goods, in other words, largely dependent on the caprices of the upper-middle class. Just walking around I could tell that last year was hard on the district, since a number of businesses looked permanently closed.Long Grove, Illinois Long Grove, Illinois

Still, most of them seem to have survived, such as Viking Treasures. It promises Scandinavian gifts and was the only place I saw still insisting on a mask.Long Grove, Illinois
Long Grove, Illinois

Long Grove is also known for its small covered bridge.
Long Grove, Illinois, Covered Bridge

“The historical significance of the Long Grove Covered Bridge is all about the iron, not the wood,” Aaron Underwood of the Long Grove Historical Society writes. “… our bridge isn’t an ‘authentic’ covered bridge, but rather an iron truss bridge that had a protective covering added in the 1970s to protect that iron and integrate it into the downtown’s historic theme. The cover is a beautiful copy of a famous covered bridge in Ashuelot, New Hampshire.”

Elsewhere, he wrote: “Our bridge is historic because it is rare. Only two bridges of this type remain in the six county Chicago metro area, and only thirty-five remain in the entire state. It may well be the only bridge in the state of this type with such an ornate pedestrian walkway.”

That doesn’t keep morons from driving too-large vehicles into the covering, however.

The Erie Canal

On our last day in metro Buffalo, we drove to Lockport, New York, late in the morning to see the Erie Canal. Even in my South Texas elementary school, and in U.S. history classes later, we heard about the Erie Canal. It probably was of special interest to my high school U.S. history teacher, the estimable former Wobbly Mrs. Collins, who grew up in Buffalo. Yuriko, on the other hand, heard nothing about it in Japanese schools; no reason she would.

I’ve heard the songs, too. The oft-recorded one about the loyal mule (which Bruce Springsteen does wonderfully, paying homage to Pete Seeger). The more fun one is about drunkenness among bargemen (and -woman), which I expect was true enough to life in the early days of the canal. The obscure Yellow Jack version, incidentally, used Lockport as a backdrop for the video.

Despite all that, I’d never gotten around to seeing the canal with my own eyes. So it was time. Naturally, we visited only the smallest slice, since the canal stretches more than 360 miles.

Lockport’s an interesting spot on the canal because it originally had five locks, which is unusual enough to have its own name: Flight of Five Locks, to allow the canal to cross the Niagara Escarpment. For the 1820s, I expect it was state-of-the-art engineering.

We got there at about 10:30 and knew we were in the right place.Erie Canal, Lockport NY

There were other signs as well.Erie Canal, Lockport NY Erie Canal, Lockport NY

Looking east, from the bridge over the locks.Erie Canal, Lockport NY
As usual, an historic site isn’t as simple as somewhere or something that magically hasn’t changed since its most interesting period. In structure, and certainly a lot of other details, the canal as we saw it isn’t how the 19th-century bargemen would have.

To the left in the picture is the original canal locks, the five of the name. It’s a narrow passage compared to the wider channel on the right, which involves two locks covering the same distance as the older five locks. In the early 20th century, the state of New York upgraded its canals, including the Erie, to form the New York State Barge Canal system. That’s when wider channel was built, no doubt state-of-the-art in its time.

Such a change made for much faster commercial movement on the canal. Of course that’s an obsolete virtue now, though the wider canal still makes for the more expeditious movement of pleasure craft, which are all that use the waterway anymore. The last commercial vessel to ply the Erie Canal, or rather that branch of the NYS Barge Canal system, was the Day Peckinpaugh, which quit service in 1994. Later than I would have thought.

Apparently there was (in effect) a Day Peckinpaugh class of ships on the NY canals. “After her 1921 maiden voyage, she was followed by over a hundred similar motorships on the Barge Canal,” notes the Waterford Maritime Historical Society. A lot more about the ship, at first unimaginatively called the Interwaterways Line Incorporated 101 and built to traverse the Great Lakes as well, can be found here.

We took a tour that started with a walk along the canal. Here is one of the two locks filling or draining, I forget which.Erie Canal, Lockport NYMore boats.
Erie Canal, Lockport NY

The hill side.Erie Canal, Lockport NY Erie Canal, Lockport NY

The “Upside-Down Bridge.” It’s a railroad bridge over the canal in Lockport, build just before the canal was improved.
Erie Canal, Lockport NY

“This bridge is a multi-span railroad bridge built in 1902 by the prolific and noteworthy King Bridge Company of Cleveland, Ohio,” says HistoricBridges.org. “The main span which crosses the river is a Baltimore deck truss. The bridge was referred to as the ‘Upside-Down Bridge’ because as a deck truss, it looks like a through truss positioned upside-down.”

Erie Canal, Lockport NY
Near the bridge, the tour turned into a man-made cave in the hill, a water tunnel (hydraulic raceway) built in the 19th century using muscle power, hand tools and black powder.
Erie Canal, Lockport NY

The raceway used to power local industry, opening for tourists in 1977. That happened, it seems, because the natural cave in the limestone under Lockport proved disappointing in the 20th century, and possibly a locus of fraud in the 19th century.

It was dark in there.Erie Canal, Lockport NY
The tour also involved a short boat ride in part of the tunnel that’s partly flooded still. A novelty, certainly, but not for anyone even a little claustrophobic. I figure they stay away from commercial caves anyway.

Out in the sun again, we looked around town a little more. The west entrance of the locks is visible from Big Bridge.
Erie Canal, Lockport NY

A sign near Big Bridge (built 1914) claims that at 399 feet, the bridge over the canal at that point is one of the world’s widest. Maybe so, but it’s completely undistinguished in every other way.Erie Canal, Lockport NY
One more sight in Lockport.Erie Canal, Lockport NY mural
A fairly recent (2015) mural called “Guardian of the Waters” by Augustina Droze and Bruce Adams. Its plaque says: “The mural is inspired by the history and engineering marvel of the Flight of the Five Locks, which opened a path to the West, inspired inventions that changed the world, and gave rise to the city of Lockport, NY.”