Utah 261 & The Moki Dugway

Posted on May 31, 2022 by admin

When planning our recent trip to scenic corners of the Southwest, I determined that we were going to make the move from Page, Arizona, to Moab, Utah, on May 18 by way of Monument Valley. I figured the mid- and late afternoon would be given over to the drive out from Monument Valley.

The most direct route to Moab from there is U.S. 163 through Mexican Hat, Utah, then on to U.S. 191 north through Blanding, Monticello and La Sal Junction, all Utah towns. Of course I examined some road maps as part of the process. (Doesn’t everybody? No? How is that possible?)

I spied an alternate route. Just after Mexican Hat, take Utah 261 north to Utah 95, then west a few miles to Natural Bridges National Monument as a possible stopover. I didn’t know anything about that national monument; there are so many. One hundred twenty-nine in fact, of which I’ve only visited a mere 20 or so, counting those on this trip.

A quick look at the park service map of the monument on line told me that is isn’t very large, and a single road loops through it with places to stop. Perfect for a short visit, I decided, before heading on to Moab. We might be a little more tired when we got to Moab, but it would be worth it. I was right.

I didn’t look into Utah 261 any further. On the Rand McNally road atlas, the small label Moki Dugway is next to the road, with a small arrow pointing from that name to about the mid-point of the road. I don’t remember noticing that. Later, I would. Michelin doesn’t mention the dugway at all.

So we set out from Monument Valley, stopping for a moment roughly where Forrest Gump stopped, but otherwise pushing on through. I expected more at Mexican Hat, which seemed to be a hotel or two overlooking the San Juan River plus a few other buildings. North of Mexican Hat, Utah 261 is an ordinary if remote two-lane highway through the desert. Dead ahead are the cliffs of a plateau, but it’s still off in the distance.

Before long, signs warn drivers that the road ahead will be unpaved for a few miles. No problem unless it’s raining, when reportedly unpaved desert roads gum up even four-wheel drives. It looks like it hasn’t rained here in a while.

The plateau grows closer, filling more of the windshield, and another warning sign about the unpaved segment whizzes by. I found myself thinking: does this road go around the plateau? It’s hard to see its course ahead. The road just seems to vanish into the steep cliffs of the plateau.

The next warning signs announce the road grade ahead: 10%. Also, they mention switchbacks on a narrow gravel road. By this time, you’re in the shadow of the cliffs, and realize the road goes up the side.

“Utah 261 is part of the Trail of Ancients, a National Scenic Byway that stretches across 480 miles through Colorado and Utah,” says Road Travel America. “The highway connects Utah Highway 95 with US Highway 163 by crossing Cedar Mesa and plunging down the dugway at an 10% grade, revealing sweeping views of Valley of the Gods, stripes of color in the rocks of the San Juan River Canyon known as the Navajo Tapestry, and distant Monument Valley.”

Up we went. The climb is about 1,200 feet. The road curves as much as you expect, enough to lose count of the switchbacks, all the while kicking up a little sand and gravel in your wake. There aren’t any rails, though usually there’s a rise in the ground at the edge of the cliff, so it would take more than a casual slip of the wheel to take a plunge. Or would it?

It wasn’t really a hard drive, and I didn’t think it was that dangerous, since I was going only fast enough to outpace the pull of gravity. Of course I had to hyper-focus: every instant on the road ahead, though peripherally I caught twisting and turning glimpses of the sky and the increasingly distant valley below.

I enjoyed the drive. It had a rare intensity. Yuriko was less enthusiastic, there in the passenger seat, where eyes can linger on the increasingly high drops.

Only twice did we encounter vehicles coming the other way, down, and while narrow, the road was wide enough to pass them without stopping. The state of Utah recommends that only vehicles less than 28 feet in length and 10,000 pounds in weight attempt to drive the dugway, which seems reasonable to me, and which I’m sure is routinely ignored.

“Moki is derived from the Spanish word, Moqui, a general term used by explorers in this region to describe Pueblo Indians they encountered as well as the vanished Anasazi culture,” Road Travel America explains. “Dugways are roads chiseled into steep slopes.”

Turns out that the Moki Dugway is a relic of the early atomic age, created in 1958 for trucks to haul uranium ore from the Happy Jack Mine on Cedar Mesa to the mill in Halchita, near Mexican Hat, which left a radioactive legacy of its own.

I’d learn about all that later. Of course we made it to the top. The road turned back into an ordinary two-lane blacktop. I paused to take a few pictures of the valley below. Note the lower paved level of Utah 261, snaking toward the cliffs.

Valley of the Gods, eh? Angry, unforgiving gods lording over a desolate realm, I’d say.

U.S. 89A

Posted on May 26, 2022 by admin

Much excitement yesterday afternoon around here, when the village alarm sirens went off around 3:30. Moments before, my phone told me of a tornado warning, both in English and Spanish. I was advised to seek shelter.

Instead, I took a look out of both the front and back doors. We had rain at that moment, but very little wind, and the clouds weren’t particularly dark. The sirens quit, but started again a few minutes later. I listened and watched a while.

Another warning came and went, but the wind stayed low. It might have been a reckless impulse, but nothing I saw made me want to seek shelter, which in my case would be the lower level near the bathroom, but with the bathroom door closed, because there’s a window in there. Still, I watched the skies more closely for a while. I understand that while a funnel cloud had been spotted over the northwestern suburbs, for whatever reason it never came to the ground and stir things up.

Our most recent trip was a driving one, despite the cost of fuel. I have the receipts in front of me for buying gas five times. They helpfully list the price per gallon, regular each time.

St. George, Utah (May 15): $4.599. Page, Arizona (May 17): $4.789. Blanding, Utah (May 18): $4.659. Moab, Utah (May 20): $4.689. Salt Lake City (May 21): $4.569. According to AAA, the national average for gas a week ago (May 19) was $4.589, so we were paying slightly more than average (which today is $4.600), but less than at home. A year ago, the average was $3.035, for an increase of about 51% since then.

All together, we paid $147.63 for gas on this trip, which would have (roughly) been about $100 had we taken the same trip a year ago. So that’s about $50 that Mr. Putin owes me. I suspect he’s going to stiff me on that charge.

I didn’t like paying a premium for fuel, but it was completely worth it. Some of the drives were extraordinary.

Such as the one from Page to the Grand Canyon and back, especially back, because getting to the park was the main focus in the morning, and we didn’t stop. On our return, which was in the late afternoon of May 17, we took a more leisurely attitude, and took a look at things along the way.

U.S. 89 out of Page is a good drive through a red desert landscape, generally following the Colorado River, which is mostly invisible, far below in Marble Canyon. The drive south from Jacob Lake, Arizona, on Arizona 67 through the wonderfully alpine Kaibab National Forest to the park entrance, is also good.

But the best road that day by far was the two-lane U.S. 89A, which connects the other two, U.S. 89 and Arizona 67. As visible in the map, it skirts Vermilion Cliffs National Monument.

On our return, we headed east on 89A from Jacob Lake (where 89A meets Arizona 67), which is in the forest at that point: through a fine aspen, spruce-fir, ponderosa pine and pinyon-juniper woodland. Nice, but the road is even better is when you reach the edge of the Kaibab Plateau. There’s a place to stop and see the Vermilion Cliffs and the desert flatlands below.

The thin black line is 89A. From the viewpoint, the road heads down toward the flatlands, leaving the Kaibab Plateau. As far as I can tell from the maps, the highway is the border of the monument, or very close to it. In any case, you see the cliffs looming not far away. They follow you for miles down the road.

“Vermilion Cliffs National Monument is a geologic treasure,” says NPS signage along the road. “Its centerpiece is the majestic Paria Plateau, a grand terrace lying between two great geologic structures, the East Kaibab and the Echo Cliffs monoclines.

“The Vermilion Cliffs, which lie along the southern edge of the Paria Plateau, rise 1,500 feet in a spectacular array of multicolored layers of shale and sandstone… these dramatic cliffs were named by John Wesley Powell in 1869, as he embarked upon his expedition of the Grand Canyon down the Colorado River.”

Earlier explorers were here, too. In 1776, Fathers Francisco Atanasio Dominguez and Silvestre Velez de Escalante came this way, though they had to turn back to Santa Fe eventually, so harsh was the terrain.

In our time, there are a handful of lodges on 89A in the shadow of the Vermilion Cliffs, but little else in the way of human artifacts, at least until you come to Navajo Bridge, which takes the road across the Colorado River at Marble Canyon.

Rather, two Navajo Bridges: in my picture, the original bridge on the left, and the modern bridge on the right, both steel spandrel arch bridges. The historic bridge was dedicated in 1929 and represented the only crossing of the Colorado for many miles, effectively joining the Arizona Strip with the rest of the state. The wider bridge opened in 1995, and the older one was repurposed as a pedestrian and equestrian bridge.

Naturally, we went across it.

The view of the Colorado from the pedestrian bridge.

The historic plaque.

I looked up the Kansas City Structural Steel Co. There’s a newish company of that name, founded in the 1990s, but the one referred to on the plaque seems to be this one, whose work was in the early 20th century.

There are warning signs as well.

I supposed it means a survivable sort of jump, as with a bungee cord, which no doubt lunatics do sometimes, or at least used to.

Alaska 3, Nenana & Warren Gamaliel Harding

Posted on August 8, 2021 by admin

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.

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.
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.
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.

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.

St. Mark’s Mission church.

“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.

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.

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.

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.

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.”

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

Posted on August 3, 2021 by admin

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.

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

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).

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.

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.

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.

Distant fog obscured the distant mountains, but they were visible.

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

Further south we stopped at the Yukon River 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.

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.

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.

Near the bridge, I got a better look at the pipeline. I could stand under it.

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.

“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.”

North to Alaska

Posted on August 1, 2021 by admin

Last week, I found myself at the Arctic Circle. Or so the sign said. I didn’t bother to check with GPS, since I knew it was close enough, like the Prime Meridian line in Greenwich, England. I posed with it. That’s the tourist thing to do, especially when you’ve come a long way.

A fleeting but memorable moment there at 66 degrees, 33 minutes North, early during my recent visit to Alaska, which ran from July 26 to July 31. Before that, I flew to Seattle to spent a long weekend with Lilly, who has established a life in that city. I also visited some of my old friends — stretching back to college and high school — now resident in that part of the country.

On the first day in Seattle, July 23, Lilly and I walked from her apartment in the Wallingford neighborhood (near Fremont) over to Gas Works Park under a warm summer sun. That was one of the first places I ever visited in Seattle in ’85, long before the notion of walking anywhere with a grown daughter. After an afternoon nap (for me), we had a delightful take-out dinner at Bill and Gillian’s back yard in Edmonds, with another friend, Matt, joining us.

On Saturday the 24th, I had breakfast up the street from Lilly’s with a high school friend, Louis, whom I hadn’t seen in… 40 years? Late in the morning, Lilly and I went to the Seattle Art Museum, which has quite the collection, arrayed in galleries each featuring a certain genre or artistic theme – usually a radically different one from the neighboring galleries. Out to smash that paradigm called “chronology” or “art history,” I suppose.

That afternoon, we went to the Ballard Locks, formally known as the Hiram M. Chittenden Locks, which connect Puget Sound with Lake Washington, a worthwhile suggestion of Jay’s. Not as impressive as the Panama Canal, Lilly said, but still a feat of 1910s engineering. That evening, old age rested (me) and youth went out (Lilly). That meant that the next morning, youth was a lot more tired than old age during the ferry ride and drive to spend the day at Olympic National Park, where we took a hike along Hurricane Ridge and then a walk to see Marymere Falls.

On July 26, I flew to Fairbanks, my base for the rest of the week. I didn’t have a rental car at first, so I got around via cabs and municipal buses in roughly equal measure – the former being infinitely more expensive than the latter, since the buses have been free since the pandemic hit. I took in the excellent Museum of the North on the sprawling campus of the University of Alaska Fairbanks and visited downtown Fairbanks long enough to get dinner.

The next day, I made my way to a general aviation runway near the airport and took a tour that involved flying in a small plane to Coldfoot, Alaska, which isn’t even a town, but rather a camp on the Dalton Highway, about 250 miles north of Fairbanks. North of Coldfoot, there are no services for 240 miles, until Deadhorse.

We didn’t continue further north. The tour then headed southward by bus on the gravel road that is the Dalton, stopping at a few places, including the Arctic Circle sign.

On July 28, I picked up a rental car and spent some time looking around Fairbanks, including the Birch Hill Cemetery on the outskirts of town, and then suburban North Pole, Alaska, for a look at the curiosities there. Mainly, the Santa Claus House. From there I headed south on Alaska 3, a two-lane road to Anchorage. I didn’t go to that city, but rather to a hotel near the entrance of Denali National Park, where I spent the night. Along that road, I unexpectedly found a presidential site.

The next day, I took a bus tour of the national park, which took us along the only road in the park to see magnificent vistas and animals along the way. We saw many of each. We also saw Denali itself for a short time without a shroud of clouds, gleaming white among the brown mountains. About 600,000 people visited Denali NP in 2019, a record, and I understand the attraction.

That evening, or rather during the long twilight afternoon, I drove back to Fairbanks, only about 90 miles. On the morning of July 30, I spent time futzing around downtown Fairbanks, this time using the rental car, occasionally marveling that I was in the furthest north U.S. city.

A heavy lunch made me tired, so I returned to my room and napped and read and wrote postcards and watched YouTube and regular TV. Even tourists need time off. If the trip had ended then, I would have been more than satisfied, but I had scheduled one more day.

It was a good one. Better than I expected. I’d considered going to a hot spring about 60 miles from Fairbanks, but I’d had enough of long drives, so instead I visited another cemetery, some churches, a couple of neighborhoods and had a lighter lunch than the day before.

That meant I was ready for the Fountainhead Antique Auto Museum in the afternoon. I almost didn’t go. Two museums seemed like enough for this trip. But I figured I’d go look at some old cars for an hour or so, since I was nearby anyway. I was astonished at the place. Not only was it an excellent car museum, it was an excellent museum, period: an amazing collection expertly displayed and curated.

That wasn’t quite all. I spent a little more time before returning to the airport walking on the trails of Creamer’s Field Migratory Waterfowl Refuge, including its boreal forest trail, a term that evokes the trackless reaches not much further out of town. My July 31 flight from Fairbanks was a redeye, bringing me home early today.

My senses had to work overtime to take in all that I experienced. Alaskan vistas tend to be intense, in spots sweeping far to the distance; more expansive than I’d ever seen, besting even the Grand Canyon or the Canadian Rockies or the Gobi Desert. Roads took me through vast forested square miles without much human presence. On learning that there are really only six main species of trees in the Alaskan forests, and that one of them is the quaking aspen, I started noticing them everywhere. At one rest stop, I listened to the wind blow through a stand of maybe half a dozen quaking aspens, a distinctive rustle I’ve heard in my own back yard, only magnified.

Mostly the temps were in the 60s and 70s, and as high as 80, though a rainy cool day on the Dalton made the gravel crunch and the mud stick, and some of it yet remains dried on my hiking shoes. As the days passed, I started noticing the hours-long twilight and the never-quite dark of the night, strange to contemplate, if you’re not used to it. The signs and businesses and other details along the way in Fairbanks spoke to a strong regional identity, as much as in Texas.

At first, Fairbanks itself didn’t impress. The Lubbock of the far north, I thought. But the longer I stayed, the more I began to appreciate its light traffic, historic spots, and restaurants that wouldn’t be out of place in any much larger American city.

And its oddities. Perhaps none as odd as the green pyramid at the University of Alaska Fairbanks, in front of the engineering building.

The text is here.

The Alaska leg of the trip was a little expensive, at least after arrival, because the airfares to get there and away were the least expensive part of the trip. Everything else in Alaska is expensive. But I have to add: entirely worth it.

Our Lady of Victory Basilica and National Shrine, Lackawanna

Posted on June 14, 2021 by admin

The last place we visited over Memorial Day weekend in greater Buffalo was Our Lady of Victory Basilica and National Shrine, which is in south suburban Lackawanna, New York. We drove south from Lockport just after noon, had lunch in Buffalo at the Lake Effect Diner, and continued south on surface streets to Lackawanna, mainly U.S. 62, which is Bailey Ave. and then South Park Ave.

That course takes you through areas well-to-do and ragged, residential and industrial. Greater Buffalo might be like a smaller version of greater Chicago, but on our drive through the heart of the MSA, we found an essential difference: it’s much easier to get around Buffalo.

Maybe the holiday weekend had something to do with that, but I suspect the difference between 1.1 million people living on the edge of a Great Lake and 9.4 million people living on the edge of another Great Lake was the determining factor. Driving through metro Chicago is often like driving through glue. Buffalo proved much more pleasant as a driving experience.

The basilica stands at South Park Ave. and Ridge Road in Lackawanna.

The church was open. I believe only two other people were there when we visited.

“The artists who painted the murals, sculpted the statues and painstakingly produced the basilica’s 134 stained-glass windows were also members of an international team,” the Buffalo News reported, as reposted here.

“– Architect Emile Ulrich, a graduate of the Academy of Paris, was in Cleveland when the call came from Baker.
— Italian born Gonippo Raggi masterminded the artwork. His oil paintings can be seen throughout the shrine. When he died at age 84 in 1959, Raggi was the subject of a New York Times obituary that credited his work in more than 100 churches on three continents.
— Buffalonian Marion Rzeznik of Poland assisted Raggi. Rzeznik studied sculpture in Krakow, Vienna and New York City.
— Otto Andrle, a Buffalo-native, crafted the stained-glass windows.”

All that talent was brought together in the 1920s to build the basilica by the Venerable Nelson Henry Baker (1842-1936), an exceptionally talented and energetic priest. One of his talents, useful almost anywhere with a money economy, was fundraising. Besides the basilica, which started construction when Baker was 79, over the course of his vocation he founded a hospital, high school, elementary school, an infant home, a home for unwed mothers and a boys’ orphanage.

A bronze Baker is across the street from the basilica.

Not far away is Mary.
Baker declined credit for his many legacies, it seems, with his quote on the matter on the pedestal.

Talimena National Scenic Byway & The Former Heavener Runestone State Park

Posted on April 26, 2021 by admin

Oklahoma isn’t known as much of a nanny state. So in retrospect it’s no surprise that the U.S. 271 entrance to Talimena National Scenic Byway, which is a two-lane road through the Winding Stair National Recreation Area, was wide open on April 16, a gloomy, drizzly day with the mountains shrouded in clouds.

Some other jurisdiction might have put up barricades to protect drivers from their own foolish impulse to drive the road no matter what, but Oklahoma doesn’t roll that way.
Besides, the facility at the entrance was abandoned. I did see signs for a recreation area headquarters in the nearest town, Talihina, so I supposed the rangers or rangers-equivalent moved there.

I was eager to drive the byway for two reasons. One, it’s a national scenic byway. In my experience, that generally means some good driving on the offing. Some car-commercial driving.

Also, the poetry of that name: Winding Stair Mountains. Even if they really are fairly small mountains, that’s a name and a place on the map that has intrigued me for a long time.

I stopped at an historic marker a short ways from the entrance that told me that the Ft. Smith-Ft. Towson Military Road once crossed the Winding Stair Mountains at that point, but it wasn’t the basis of the modern road, part of Oklahoma State Highway 1, which was completed only in 1969. I took a short walk in the nearby forest. The road also traverses a western section of Ouachita National Forest.

Then I took a look at the road ahead.

I wasn’t discouraged. I figured there might be patches of fog to drive through. Also, I’d seen two cars enter the road ahead of me.

The first few miles were gorgeous indeed, with places to stop that looked like this.

Pretty soon, though, the fog turned thick. I took it slow, about 30 mph, but even so the hazard of the drive was top of mind. I could see maybe 10 feet ahead, on a road that wound around and climbed and dropped — with steep drops into ditches sometimes off one or the other shoulder.

Mostly, I knew that if something appeared in the road ahead of me, such as an animal or worse, a stopped car, I might easily hit it. I don’t think I was risking death or even injury myself that much, just highly inconvenient damage to my car and maybe legal problems.

Now the views off to the side of the pullouts in the road looked more like this.

Yet the way — only about 12 miles on the section I wanted to drive — wasn’t entirely foggy. Sometimes I’d see the fog thin out ahead of me, suddenly, and even more suddenly, clear away completely. The beauty of the surroundings was suddenly clear as well, passing through a contoured forest of wet pine, oak, flowering dogwood and more.

As it happened, I encountered no one else on the road during my drive, neither cars nor motorcycles nor deer, and then headed north on U.S. 59. Take that route and before long you pass through Heavener, Oklahoma, where you see signs for Heavener Runestone Park. Or, and I think not all of the signs have been changed, Heavener Runestone State Park. Even the likes of Atlas Obscura still calls it a state park.

The place hasn’t been a state park for 10 years. Supposedly recession-era budget cuts are to blame, but I suspect that the park had embarrassed the state long enough, maybe since its founding in 1970.

At some point in the past, someone carved runes into a sandstone boulder near Heavener. A local woman, one Gloria Farley, did her own research in the 1950s and determined that Norsemen had shown up in the future Oklahoma during the golden age of Vikings getting around (ca. 1,000 years ago), carved the runes, and then went on their way. Without leaving any other trace.

Apparently Gloria had friends in state government, and so 55 acres were made into a state park, its centerpiece being the rock, with a shelter built to protect it from the elements and vandals.

The boulder and its runes are behind glass inside.

Signs near the glass case carry on the fantasy that Vikings visited Oklahoma.

These days the park belongs to the town of Heavener and is overseen by a nonprofit. I did my little bit to support it, since there is no admission, by buying some postcards in the shop. (Also to support the manufacture of postcards in general.)

I don’t care that the place was founded on a fairly obvious hoax, maybe done by an Scandinavian immigrant in the 19th century with a peculiar sense of humor. In fact, that makes it more interesting, just as the faux Lincoln family log cabin does the Lincoln Birthplace National Historical Park.

Besides, the loop to and from the Heavener Runestone, a path along the side of Poteau Mountain, is a good walk, even if wet with recent rain when I was there.

It’ll never be a World Heritage Site, unless some wickedly serious paradigm shift happens, but even so the non-state park preserves, in a pleasant green spot, an eccentric vision.

Southern Loop ’21

Posted on April 18, 2021 by admin

Just returned today from a series of long drives totaling 2,610 miles that took me down the length of Illinois and through parts of Missouri, Tennessee, Mississippi, Arkansas, Louisiana and Texas. Dallas was the prime destination, where I visited Jay for the first time in well over a year.

I drove on crowded Interstates, nearly empty Interstates, U.S. highways, state and county roads, and urban streets, and logged a lot of miles on roads through farmland, forests and small towns. I crossed the Mississippi more than once, including on a bridge that felt so narrow that moving the slightest bit out of your lane would crash you into the side of the bridge or oncoming traffic. Rain poured sometimes, drizzle was common and there was plenty of evidence of a wet spring in the ubiquitous puddles and the lush greenery of the South.

On I-20 east of Shreveport, I spotted a small truck carrying mattresses that had stopped on the right shoulder ahead of me. Then I spotted the mattress he’d dropped in the middle of the road, a few seconds ahead of me. The truck was 50 feet or so further than the mattress; he’d probably stopped to pick it up, but fortunately hadn’t got out of his truck yet. To my left another car was just behind me, so I threaded the needle to the right of the mattress and left of the truck, missing both.

I left metro Chicago mid-morning on April 9, making my way to Carbondale in southern Illinois, and took a short afternoon hike to the Pomona Natural Bridge in Shawnee National Forest. Overnight an enormous thunderstorm passed over that part of the state, and intermittent rain continued the next day as I drove through the southernmost tip of Illinois, a slice of Missouri, the length of West Tennessee and into Mississippi, arriving in Clarksdale after dark.

En route I’d stopped for a couple of hours at Fort Pillow State Park and about half that long in downtown Memphis. Dinner that night was Chinese food from a Clarksdale takeout joint called Rice Bowl.

On the morning of April 11, I took a walk in downtown Clarksdale, then drove south — stopping to mail postcards in Alligator, Mississippi — and spent most of the afternoon at Vicksburg National Military Park.

As the afternoon grew late, I walked around downtown Vicksburg and one of its historic cemeteries. The next day I headed west across the Mississippi River into Louisiana, where I stopped at Poverty Point World Heritage Site, locale of an ancient Indian settlement much older than Cahokia, or the pyramids outside Mexico City for that matter.

I stayed in Dallas from the evening of April 12 to the morning of the 16th, mostly at Jay’s house, though I did visit my nephew Sam and his family, meeting their delightful two-year-old daughter, my grandniece, for the first time.

On the 16th I drove north from Dallas, spending a little time in Paris, Texas. In Oklahoma I headed on small roads to the Talimena Scenic Drive through Winding Stair Mountain National Recreation Area, where I followed its winding (as the name says), up and down two-lane path through near-mountainous terrain. In a thick fog. That was excitement enough for one day, but that didn’t stop me from visiting Heavener Runestone Park toward the end of the afternoon. I spent the night just outside Fort Smith, Arkansas.

The next morning I headed toward Fort Smith and chanced across the picturesque Main Street of Van Buren, a large suburb of Fort Smith, or maybe its mate in a small twin cities. I also looked around the Crawford County Courthouse before crossing the Arkansas River to Fort Smith proper, spending an hour or so at Fort Smith National Historic Site. From there a long and tiring drive took me to Belleville, Illinois for the last night of the trip, stopping only for gas, food and a quick look at the Mildred B. Cooper Memorial Chapel.

The place I stayed in Belleville last night was an inexpensive motel at the end of the town’s downtown shopping and restaurant street. Up earlier than usual this morning, around 7, I took a walk in area’s handsome, near-empty streets and sidewalks. Before leaving town I stopped at the Cathedral of Saint Peter, and a few miles away, Our Lady of the Snows shrine.

That ought to be enough for any trip, I thought, till I saw that the world’s largest catsup bottle in nearby Collinsville as a point of interest on my paper map (I now use both paper and electronic, which complement each other). So I went to see that. Later heading north on I-55, I thought, that ought to be enough for any trip, till I saw the pink elephant.

That is, the Pink Elephant Antique Mall northeast of St. Louis, which I’ve driven by many times over the years, but never stopped at. This time I did and it became the cherry on the sundae of the trip.

South Suburban Vax Thursday

Posted on March 25, 2021 by admin

Today was fairly chilly, and wind and rain is forecast for the evening. But I’m glad to see croci in the back yard.

The main event today, after filing a couple of stories, was a drive to the south suburbs for my first Covid-19 vaccination (until a few weeks ago, my publication’s style was COVID-19, which was too much like screaming). The site was an ordinary chain drug store. I found the appointment via a non-official web site that tracks drug store-based vaccinations that was set up, as far as I can tell, by Some Guy.

That’s the American way, I suppose. Government action for a big thing, ad hoc initiative to fill in the details. Sometimes that works well enough, sometimes less so.

The process wasn’t quite as efficient as that run by the 101st Airborne, but I didn’t have to wait too long after my appointment time. The injection itself took only a moment, of course, and I was rewarded with my own CDC card, which is sure to be a vaguely remembered relic someday, like ration books.

One jab down, five to go for this household. Three of those are scheduled.

I was far enough south to stop here, at the Chicago Southland Lincoln Oasis on I-80, not far from the Indiana line. On that most congested of metro Chicago highways, especially with trucks.

Here are some of the trucks, resting temporarily from the role as part of the congestion.

The other day I spotted an abandoned booklet in a public park. Even at some distance I could tell the content was religious, so I picked it up, hoping for the strange fascination of a Jack Chick work. I assume that his work has continued, even though the man himself might have died and gone to —

Anyway, it wasn’t a Jack Chick, but another brand by an organization I’d never heard of based in… it doesn’t say, and mostly it offers text, with a only scattering of pictures to illustrate the thing. The booklet is, however, trilingual: English, Spanish and Korean, so I’ve picked up some interesting phrases in Spanish.

Life is short! ¡La vida es corta!

Man is a sinner. El humano es pacador.

The wages of sin is death. Las paga del pecado es la muerte.

One more thing. A web site devoted to an incredibly obscure aspect of popular entertainment.

Look Right (Or Else)

Posted on December 6, 2020 by admin

Some years ago, I scanned one of the pictures I took in London in December 1994, a streetscape. I forget where exactly. Something inspired me to scan it in black and white, which captures the December gloom all the better.

Not that London’s a particularly gloomy place, in December or any other time. But old movies on long-ago Saturday afternoons conditioned me to think of old London in foggy black and white, and I caught something of that in the image. Maybe not London in 1994, but 1934.

Looking at the image again, I noticed LOOK RIGHT painted on the edge of the road. Sound advice, I’m sure. When did that message start being painted to warn visitors whose first instinct is to look the wrong way?

A 1991 NYT article mentions the paintings in the context of pedestrian deaths in London, but it only says, “this city has always been tough on foreign pedestrians, who can often be observed at street corners wearing the slightly startled look of deer edging alongside a freeway. It was for them, mostly, that London officials years ago began painting reminders along curbs suggesting that pedestrians ‘look left’ or ‘look right’ before venturing into the street.”

Perhaps for the influx of U.S. soldiers during WWII. That would be my guess. Of course, the hazard is present for Britons visiting our side of the Atlantic as well. After all, Winston Churchill almost bought the farm in New York in 1931 because he failed to look the right (correct) way crossing a street.

Been There, Seen That

By Dees Stribling

Category Archives: Driving