Wake Up America - Our Interstate Highway Infrastructure is Crumbling - 2013

 

Wake Up America - Our Interstate Highway Infrastructure is Crumbling

On May 14, 2013, I departed Kingman, Arizona, heading for Flagstaff, one hundred forty-seven miles east on Interstate I-40. The altitude of Kingman is 3350 ft. while the altitude at Flagstaff is more than twice that at 6900 ft. What those statistics do not indicate are the many mountain passes and low valleys that I-40 traverses in that distance. The vertical rise and fall is like no other similar stretch on I-40.

By the time I reached Seligman, Arizona, I was ready for a break and my Nissan Titan truck was ready for fuel. Before I departed Seligman, a 1980’s vintage Ford L9000 water truck pulled in for fuel beside me. When I introduced myself, the proud driver of this venerable workhorse introduced himself as “Colonel”, which was good enough for me. Before he pulled away, I took several pictures of him and his iconic desert water truck.

Back on I-40 East, I lamented the poor condition of our interstate highways. To be sure, I-40 gets both heavy truck traffic and harsh winters, but the rutted and crumbling highway had me grumbling to myself about the poor state of our infrastructure in America. “Why don’t they ever fix this highway?” I asked aloud.

Although I was late for an appointment in Flagstaff, I slowed down to prevent damage to my truck or travel trailer. Soon, I was to experience highway reconstruction at its finest, thanks to our federal tax dollars. As I approached the crossroads town of Ash Fork, Arizona, lighted signs and myriad orange cones appeared along the highway.

From Ash Fork, Arizona Highway 89 heads south to Prescott and Wickenburg, Arizona. In times past, an inattentive motorist might miss the small signs that identified the highway junction. After May 2013, no one would miss the gigantic new signs installed alongside I-40. As a large mobile crane lowered a new sign into place, a construction engineer guided the process from a platform fifty feet in the air.

With the construction excitement of Ash Fork behind me, I began to notice smooth new pavement in the right lane of the interstate highway. A semi-truck and trailer loaded with California onions glided up over a hill on its way to the east. For me the shaking and jarring of crumbling pavement ended. With a sigh of relief, I could relax a bit as I rolled smoothly toward Flagstaff.

Soon, the road was climbing again as it made its final ascent toward Williams and Flagstaff, beyond. Twice more along the way, I encountered large crews of workers and their equipment. They were repairing, restoring and resurfacing the same highway I had cursed only an hour before. Any delay I experienced that day paled by comparison to the glee I felt about my country and its ability to fix its infrastructure issues. In times past, signs erected at each project would say, “Your federal highway taxes at work”. If we abolish taxes in America, who will pay to keep commerce and tourists safely rolling along our highways?

Even as I sped by, I could see the efficiency and care that each road crew applied to their work. Awash in neon-green or bright orange shirts, each person was actively accomplishing their task. The whole scene was in motion, with heavy rollers following the monster pavers up ahead. On the back of one paving machine sat the boss. Along with two quality control experts, he was assuring that the new asphalt went down smoothly and firmly. Farther on, crews were stripping old asphalt from the road and recycling it into new asphalt for the pavers to follow.

As I neared Williams, Arizona, the federal highway dollars and the construction crews disappeared. For miles on end, I drove on a rutted roadway, which beat heavily at the undercarriage of my rig. Although the average citizen sitting at home might not know it, our taxes often accomplish more than they realize. Whether it is a load of onions making it safely to market in the east or tourists and vacationers making it safely to the Grand Canyon, good roads are essential to our economy.

When I reached Flagstaff, I was pleased to be on time for my afternoon meeting. I was also pleased to see Americans at work, helping other Americans safely reach their destinations. Here is to the water truck drivers, the pavement crews and the highway engineers who make safe travel available to all in our great country, the United States of America.

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By James McGillis at 03:53 PM | Travel | Comments (0) | Link

Navajo National Monument - Harmony With the Natural World - 2008

The Magic Gate - Part 5

Living in Harmony With the Natural World

 

Navajo National Monument

 

In Northeastern Arizona, fifty miles south of Kayenta, we stopped at the lightly visited Navajo National Monument.  Even today, with the lure of free camping, it rarely draws a crowd.  Leaving Highway 160 during our 1965 visit, we encountered a newly paved road covering the thirteen miles to the monument.  Like most National Park Service (NPS) roads of the era, the engineers designed it for minimum impact on its environment and for speeds of less than forty-five miles per hour.  Upon arrival at the monument, we found a new visitors’ center and a campground with about thirty spaces.  The older, more rustic campground remained unimproved.

 

Navajo National Monument is a misnomer, honoring the fact that early Anglo-American visitors associated its ruins with the Navajo Nation, within which its boundaries lie.  Craig Childs, in his 2007 book, House of Rain, identifies the area’s early occupants as the “Kayenta Anasazi”.  By 1300 CE, after only fifty years of occupation, the Kayenta Anasazi abandoned these, among the last of their alcove dwelling sites.  Thus, the monument’s Betatakin and Keet Seel ruins rank with Mesa Verde and Hovenweep as the last redoubts of a vanished culture.  The spring-fed, relict forests in the monument’s canyons attest to the relatively recent drying of a once abundant environment.

 

In 2008, I again visited Navajo National Monument.  While camped there, I reflected on Edward Abbey’s words about the place, as written in, Desert Solitaire.  At the time, Abbey decried what he identified as the destruction of primitive areas throughout the Southwest.  This he blamed on the U.S. Department of the Interior, which had opened many new areas to automotive visitation.  Here are his words:

 

“Navajo National Monument.  A small, fragile, hidden place containing two of the most beautiful cliff dwellings in the Southwest – Keet Seel and Betatakin.  This park will be difficult to protect under heavy visitation, and for years it was understood that it would be preserved in a primitive way so as to screen out those tourists unwilling to drive their cars over some twenty miles of dirt road.  No longer so: the road has been paved, the campground enlarged and modernized and the old magic destroyed.”

 

Times change, people change, but after his death in 1989 at age 62, Abbey's consciousness on earth evolved no further.  Abbey was both a naturalist and a sometimes naturist.  His gift was an ability to describe for his readers the natural wonders of America’s deserts and the Colorado River.  As a self-proclaimed anarchist, he waxed poetic in his fight with the federal government, which he saw as either disinterested or incapable of conserving those unique and unspoiled natural resources. 

 

Although his only documented anarchistic act was to pull up some road survey stakes at Arches, Edward Abbey often receives credit for inspiring such troglodytic and destructive groups as the Earth Liberation Front.  The counterculture energies of the 1960s coalesced around protest, as exemplified by the movement against the Vietnam War and “tree-spikers” in the Northern California Redwoods.  It was an age of “pushing against”, whose legacy is with us still.  Our “wars” on poverty, terror, drugs and teenage pregnancy are but a few examples of our vain attempts to fight against that which is intangible.

 

That morning, I sat quietly in the campground that Abbey decried as a modern abomination.  There, I opened a channel to Abbey’s non-physical consciousness.  Feeling that angst and anger at the time of his death may have trapped him in the near-earth realms, I asked his spirit to accompany me on a tour of the area.  Although there was no verbal or visual communication between us, I like to think that I allowed his spirit to see Navajo National Monument as I knew and loved it.

 

Bypassing the visitors’ center, we walked along the pathway towards the Betatakin (ledge house) Ruin, about a mile away.  In an attempt to protect these fragile alcove dwellings, the NPS placed its only Betatakin viewpoint on the rim of the canyon opposite the ruins.  If you visit, remember to take your field glasses.  Since Betatakin’s natural amphitheater amplifies sound energy, signs admonish visitors not to make loud noises.  As with the Walls of Jericho, a single loud noise could weaken or destroy this well-preserved pre-Puebloan settlement.

 

Returning on foot to Abbey’s despised campground, we found its thirty spaces artfully sited near the western edge of Sunset Mesa.  From its 7500-foot elevation, the terrain falls away gently for fifty miles, all the way to Lake Powell, Arizona.  The aptly named Sunset Campground provides among the longest views in the Four Corners.

 

Even today, the campsites accommodate rigs no longer than thirty feet, so the larger RVs must go elsewhere.  Tap water is available, but there is no store, public shower or RV sanitary dump.  During his two summers at the old Arches National Monument, Abbey lived in a thirty-foot house trailer.  I smiled in disbelief that his spirit might wish to deny others a brief but similar physical experience in this beautiful place.

 

Later, as I drove away from Navajo National Monument, I reflected on the term “arrested decay”, coined to describe preservation activities at Bodie, a ghost town in California.  By limiting direct access to these sites, the NPS has done what it can to arrest the decay of ruins at Navajo National Monument.  From its visitors’ center to the roads, trails and campground, the NPS seems to have listened to Edward Abbey’s spirit.  After its 1960s improvements, the monument has changed very little over the past forty-five years.

 

As I departed Navajo National Monument, I found myself in agreement with Abbey on one thing.  Despite its supposed ruination in his time, I hoped that this serene and beautiful place would enjoy its current state of arrested decay long into the future.  Thank you, Edward Abbey for the true spirit of your work

 

The Magic Gate

 

In 1965, after two weeks in the Four Corners, my father and I again crossed through the magic gate, represented by the Santa Fe Railroad grade crossing at Flagstaff.  From there, we retraced our route back to Los Angeles.  After returning home, I entered my senior year in high school, then on to college and work life.  For the next forty years, as did our old snapshots, memories of the Four Corners faded from my mind.

 

Each year since 2004, I have made it a point to travel and live for a time somewhere in the Four Corners.  While writing this personal history at my home, near Los Angeles, I could feel the Four Corners calling to me.  Three months from now, I shall pack my belongings and enter again through the magic gate to what some call Indian Country and others call the Four Corners.

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By James McGillis at 01:05 PM | Travel | Comments (0) | Link

Four Corners Region Arizona Highways - Colorado Sunsets - 2008

The Magic Gate - Part 1

Four Corners Region

Arizona Highways - Colorado Sunsets

 

In ’65, I was seventeen.  That spring, after perusing an issue of Arizona Highways Magazine, my father asked if I would accompany him on a road trip to the Four Corners states of Arizona, New Mexico, Colorado and Utah.  I jumped at the chance.

 

In August 1965, we departed Los Angeles in our 1964 Ford Galaxy 500 XL, 2-door, hardtop.  The only equipment lacking on our Ford was an overflow tank for the superheated coolant that spewed past the radiator at each stopping point in the desert.

 

Early on, while traveling to summer camp, I had seen parts of the Mojave Desert from a school bus window.  My other desert experience consisted of viewing Walt Disney’s 1953 film, “The Living Desert”.  After viewing Disney’s documentary, I abandoned my belief that all deserts were inhospitable places, better left to the likes of the Twenty Mule Team from Borax.

 

Needles

 

Over forty years ago, as our trip progressed, new sections of Interstate Highway rapidly replaced or bypassed The Mother Road, Old Route 66.  Whether it was on Old-66 or new I-40, my first taste of desert heat was in Needles, California.  There, an outdoor thermometer read 117 degrees.  To me, the town “Needles” and the word “needless” had a lot in common.

 

From Needles, both Route 66 and I-40 crossed the Colorado River, and then ran north towards Kingman, Arizona.  Ironically, Old-66 took the shorter, if steeper route.  In contrast, I-40 ran east for many miles before turning north.  The road from Kingman to Flagstaff, Arizona was like a 150-mile slow-motion roller coaster ride.  From Needles, our overall elevation gain was almost 7000 feet.  In the same spirit that their ancestors joined the Saints in the old Utah Territory or explored the African savannah, contemporary Europeans seek the open spaces of the Southwest.  Studies indicate that humans, regardless of their origin, choose open grasslands and wide vistas over any other idealized environment.  In my memory, Flagstaff consisted of nothing more than one grade crossing and a nearby railroad station.  Since then, Flagstaff has transformed itself into a major city, now utilizing Winslow, Arizona, sixty miles to the east as its more affordable suburb.

 

Four Corners

 

Remembering our 1965 trip engenders in me nostalgia for a bygone era.  Interestingly, people from outside the U.S. seem to share that nostalgia.  In particular, the British, Dutch, Germans and Scandinavians arrive here by the thousands each summer.  Often, they rent motor homes, bent on rediscovering

 

In 1965, the combined population of Arizona, New Mexico, Colorado and Utah was about seven million.  New Mexico then topped Utah by sixty thousand.  Today, the Four Corners has a population of almost eighteen million.  Utah now outpaces New Mexico by seven hundred thousand.  Suffice to say the Four Corners supports eleven million more people today than in 1965.

 

Flagstaff

 

“Flag”, as the locals call it, etched a visual imprint on my mind.  I can still see what I call the Magic Gate, where South Beaver Street crossed the main line of the Santa Fe Railroad.  In my memory, Flagstaff consisted of nothing more than one grade crossing and a nearby railroad station.  Since then, Flagstaff has transformed itself into a major city, now utilizing Winslow, Arizona, sixty miles to the east as its more affordable suburb. South of there, at Snowflake, lived World Citizen, Kathy Hemenway.

 

From Flag, we headed east on Santa Fe Avenue, better known as Old-66, only to discover that the Mother Road was being replaced by I-40.  From Flagstaff, the Santa Fe rail line took the most direct route east, turning only when necessary to follow the easiest grade.  Likewise, Old-66 and I-40 share almost identical routes, closely following the tracks.  The result is that the same Petrified Forest, Native American trading posts and historic motels that we saw in 1965 still lie adjacent to the current highway.

 

Gallup

 

At Gallup, New Mexico we drove east on Old-66 towards downtown.  Featuring substantial brick buildings, it was a regional center for trade and tourism.  Traveling down that same road today reveals a scene little changed since 1965.  All along I-40, older towns have remained in place, with new construction occurred at either end of town. 

 

From Gallup, we drove north on Old U.S. Highway 666.  With the Devil’s popularity in contemporary American culture, the moniker “Highway 666” tempted many.  Not withstanding the risk of “going to hell” for stealing highway signs, travelers made illegal souvenirs of Old-666 markers.  In 2003, New Mexico, Colorado and Utah gave up the fight, changing the road’s designation to the benign but meaningless “U.S. Highway 491”.  Ironically, new highway signposts often have “Old Highway 666” signs attached just below their new Highway 491 signs.

 

Each afternoon, for the duration of our trip we experienced the gift of rainfall, either in the form of desert thunderstorms or mountain showers.  In the late 1960s, American pilots returning from Vietnam to airbases in the Southwest recognized a similarity to the pattern of rain they had seen in Southeast Asia.  “Monsoon”, a word with Dutch, Portuguese and Arabic origins thus made its way into our weather lexicon.  

 

Durango

 

Since its establishment in the 1880s, Durango, Colorado has nestled itself into the narrows of the Upper Animas River Valley.  On our 1965 visit, the town had not yet expanded beyond its original borders.  Today, a regional shopping center featuring Wal-Mart and Home Depot greets travelers arriving from Aztec, New Mexico in the south. 

 

Durango is a year-round tourist destination.  To the chagrin of prospective homeowners, cash-buyers swooped in during the early 2000s.  Durango’s high prices now send the budget-minded to nearby Bayfield or Mancos.  During a recent visit to Canyon De Chelly, Arizona, we spoke with a Native American artist, selling his works there.  Each week, he commuted two hundred and forty miles, to work on construction jobs in Durango. 

 

During the 1960s, the Durango & Silverton Narrow Gauge Railroad was in transition.  Construction gangs upgraded the gravel roadbed and then laid heavier rails.  Those improvements support the larger, more powerful locomotives seen on the rail line today.  As old as they appear, the current engines represent relatively modern designs, when compared to the originals.  The upgraded railroad helped carry the cities of Durango and Silverton through their transition from a mining, farming and ranching economy into today’s recreation and tourist-based economy.

 

With Durango’s gentrification came new residents who did not appreciate steam locomotives in nearby barns, puffing coal smoke into the night air.  A recent Durango Herald letter to the editor asked that the locomotives extinguish their fireboxes each night, so that nearby residents could sleep in peace and clean air.  Old wags pointed out that one could not restart a locomotive each day as if it were a diesel engine.  The general sentiment in the community was, “if you do not like coal smoke, move elsewhere”.

 

Read Part 2 of this five-part story about the Four Corner States.

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By James McGillis at 03:03 PM | Travel | Comments (0) | Link