It is the annual Blog Blast 4 Peace, a day when countless bloggers pause for a day to post a “Peace Globe”, a simple image with the words dona nobis pacem, Latin for “grant us peace.” Visit the website to find out more on how to participate.
There is a mixture of stress, melancholy and chill in the air. So it seems like a good time for another fun with highways. Today we look at the southern extension of the Bronx River Parkway. It veers away from the verdant parkland along the river that contains the Bronx Zoo into a dense section of the central and south Bronx, crossing both the Cross Bronx (I-95) and Bruckner (I-278) Expressways before ending at an odd ramp onto Story Avenue in the Soundview neighborhood.
It was built in 1950s, long after the northern more park-like sections of the parkway were built. It does have a small strip of parkland to either side for most of the length, but with the surrounding neighborhood quite visible, include the commercial strip along Westchester Avenue and the elevated tracks for the 6 subway line. Indeed, the parkway is visible from the platform at the Morrison-Soundview station over Westchester Avenue.
The southern terminus is a bit unusual, with ramps south of Bruckner Expressway to Story Avenue through bare parkland. It looks as if something more ambitious was planned here.
The Soundview neighborhood has a lot of the large brick apartment buildings found in other parts of the Bronx. These ones look to date back to the 1940s, though I can’t say for certain.
[Photo by Wikiki718 on Wikimedia Commons.]
The deep sunset light off the buildings is something sees quite often in the city in the late autumn and winter and the days shrink. I find the image fits my mood at this moment.
As summer winds down, we start to look back the many little road adventures that dotted the season. The largest and last of these trips, of course, was to Portland, which included a large stretch of northern California.
We begin on I-505, which heads north from I-80, bypassing Sacramento.
I-505 is a completely straight, flat, stretch of highway. This is pretty much true of the surrounding landscape as well, but the texture and details against this blank canvas can make for some interesting photos.
I-505 merges into I-5, which continues northward through more of the relatively flat landscape, repeatedly crossing the Sacramento River in the process. Eventually we come to the city of Redding at the northern end of the Sacramento Valley. On my return trip from Portland, I finally had a chance to stop in Redding and visit the Sundial Bridge. This modernist architectural gem spans a wooded section of the Sacramento River completely, a world apart from the town of Redding itself or the strip malls and shopping centers that line the highways. Here, clean modern lines contrast with the natural forms of trees and running water.
The Sundial Bridge turned out to be a great subject for abstract photography (you can see another shot in an earlier Wordless Wednesday). It was also quite crowded with families and groups, something to keep in mind should I ever want to use it as a setting for a more formal photo shoot.
North of Redding, I-5 climbs into the southern Cascades towards Mount Shasta. The highway here is quite scenic, but also narrow, winding, and treacherous. Eventually it opens up as one passes Mount Shasta and approaches Black Butte.
Black Butte is a satellite cone of Mount Shasta. It has a distinctive pointy shape and largely barren rocky texture, both of which make it quite prominent in the landscape. The highway curves around its edge, providing a close-up view.
After passing Mount Shasta and Black Butte, I-5 descends into a wide valley, passing by the town of Weed, whose welcome sign is a popular backdrop for photographs. This is the start of US 97, which heads northeast towards Klamath Falls and central Oregon as I-5 continues due north through the Cascades towards Portland. The main street in Weed is also Historic US 99. The part of the historic route which returns to I-5 is now California Highway 265, one of the shortest in the system.
From here, the valley descends and opens further, and the landscape becomes surprisingly desert-like. We pass the town of Yreka, where I did not get a chance to stop, but might on a future trip because of some idiosyncratic road-geek things. Finally, the highway climbs upwards again towards Siskiyou Summit, just north of the Oregon-California border and the highest point on all of I-5 at 4,310 feet (1,310 meters).
For the context on this photo, please visit my yesterday’s Fun with Highways article.
My trip to Portland for BPOW included becoming acquainted with its streets and highways (and mostly not getting lost). The city is largely defined by the Willamette River, which bisects the city in eastern and western halves, and a series of bridges over the river connecting the two sides:
The above photo is looking north at the Burnside Bridge, which carries one of the city’s main thoroughfares. The vantage point is from the center of the Morrison Bridge, which combines traffic entering and exiting I-5 with city streets, walkways and bike paths. It seems to part of the theme in Portland that all these different modes come together and coexist along single routes. Looking towards the east side, the bridge connects to I-5 and I-84, as well as state highway 99E (Martin Luther King Avenue) and Water Avenue.
I-5 runs along the east bank of the river. But it also runs with bike and walking paths and a greenway. The highway, park, water and industrial zone behind them all co-exist.
I like the way Portland has chosen to co-exist with its older industrial infrastructure and highways as it plans green spaces and alternative transportation options. It is in sharp contrast to San Francisco, which can’t seem to tear down its highways and raze its gritty industrial areas fast enough. There is a beauty and attraction in preserving them while making the city for livable and environmentally friendly. The area around Water Avenue in the “Industrial Southeast” section of the city particularly retains this character. I had briefly seen it during my 2007 trip with the band that would later become Reconnaissance Fly, and for the BPOW trip I made sure to set aside time to explore. Much of the neighborhood is below the bridges and viaducts, but in between it opens up into spaces with larger warehouses.
It can be quite colorful if you know where to look.
Heading north at ground level, we follow the viaduct until we get to a rather nasty looking interchange. This is the northern terminus of I-405, which loops around downtown on the west side.
There are also several city streets and rail involved here in ways I can’t quite figure out. It also oddly frames the rose skyscraper that dominates downtown.
From here, we head north on 99E to the northeast section of the city. The industrial character gives way to a neighborhood of mixed residential houses and small stores. It here that BPOW took place at Cymaspace. You can read the first part of my report covering the workshops here. The second half, which will cover the evening concerts, will be published soon. In the meantime, we at CatSynth recommend enjoying a beer, of which there was no shortage in any neighborhood of the city.
Today we look at the city of Kingston, New York. Kingston is about 90 miles north of New York City on the west bank of the Hudson River. It was the first state capital of New York in 1777. For those of us in the world of electronic and experimental music, the city is the current home of renowned composer and musical innovator Pauline Oliveros as well as the Deep Listening Institute which she founded.
Kingston is also the location of one of the most obscure and oddest Interstate highways, I-587.
I-587, known as Colonel Chandler Drive, is co-signed with NY 28. It is a full freeway from it’s start at a traffic circle near the New York State Thruway (I-87) to its eastern terminus at an intersection with NY 32 (Albany Avenue) in downtown Kingston. Other than its termini, it has no exits. It also never meets its parent route, I-87, though the traffic circle at the western end does connect to Exit 19 of the Thruway.
I-587 is signed along its route and at either end, but there is no mention of it on signs for Exit 19 on the Thruway. Thus, travelers on I-87 would never even know its there unless they took the exit and encountered the signs at the traffic circle.
By coincidence, I will participating in a performance of Pauline Oliveros’ The Heart Chant with the Cardow Choir at this year’s Garden of Memory event in Oakland. You can read past reviews of this unique yearly event and here. As for The Heart Chant itself:
This participatory Deep Listening meditation is a gesture of sonic healing for all beings and circumstances that need healing. It was created in response to the terrorist attacks of September 11, 2001. “Ah” is a vocal sound associated with the heart shakra.
Anyone at the Chapel of the Chimes tonight is welcome to participate in singing this piece. There will also be numerous other performances by noted Bay Area musicians, and I hope to see as many of them as I can. You can follow along with me on Twitter @catsynth with hashtag #gardenofmemory.
Today we have fun with the city of Tulsa, Oklahoma. Downtown Tulsa is about one mile square, bordered by two highways, I-244 to the west and north, and I-444 to the south and east, together known as the Inner Dispersal Loop.
Despite being one of the coolest extant Interstate numbers, I-444 is unsigned. Instead, it carries US 75 designation for its entire length, as well as US 64 and OK 51 for part of its length. It’s curious that they chose not to sign it. According to kurumi.com, “a mapping supervisor from Oklahoma DOT spoke to the Division Engineer in Tulsa to get a more official answer. To avoid confusing motorists by adding a 444 number to an area with I-44 and I-244, the DOT decided to use the existing US 75 designation.” Honestly, that seems like a weak reason. We have I-80 plus seven different x80 interstates here in the Bay Area and manage not to get too confused by it.
So why Tulsa today? The city was awarded the Parking Madness “Golden Crater” by Streetsblog. Much of the south side of the downtown is covered by parking lots.”
Not pretty, and not a particularly good use of valuable downtown space in the 21st century. And certainly the comments in the article open the city and its residence to a bit of ridicule. Apparently Tulsans are aware of this and the city council placed a moratorium on new parking lot construction. Moreover, Streetsblog describes a proposal by urban-planning major and native Tulsan to revitalize the downtown for walkability and pedestrian-friendly retail.
I did notice that outside of the downtown and Inner Dispersal Loop is the Philbrook Museum. The museum is on a 1920s estate designed in the style of an Italian Renaissance villa.
[By Taken by Kralizec!, cropped by CPacker (Transferred from en.wikipedia) [Attribution], via Wikimedia Commons]
While much of the collection is traditional art, they do have a growing modern and contemporary collection. This piece by Josiah McElheny, for example, makes an interesting contrast to the architecture of the estate. Would definitely be worth a visit.