Route 66 Kids Picks - #1 The Blue Whale of Catoosa

A kids opinion - James 10 years old

"I really like the Blue Whale it reminded me of the story of Jonah and the Whale, and getting swallowed up by the whale. I also thought it was really cool that it use to be a waterpark, I wish it still was. I also liked climbing around too, the holes on top are really neat to look out of"

As you can tell my son loves the Blue Whale. It feeds kids imaginations in many different ways, in everything from pretending to be in Jonah and the Whale, to trying to imagine what this place was like as a fully functioning watermark in the 70's and 80's. It's a great break off of 66, and lets everyone take a respite from the travel and have some fun too. By the way there is a geocache here too, if you want to make to most of your stop. 

Follow a later 4 lane section of Route 66 between Claremore, and the urban sprall of Tulsa to an interesting site near the town of Catoosa. Here you will find hidden on a picturesque pond, and behind some trees from 66, the famous (To Route 66 travelers) Blue Whale of Catoosa. 

Unlike a lot of other sites on 66 the Blue Whale is a new comer, built in 1972 after 66's heyday but before its decommissioning. But the Blue Whale is as big a part of Route 66 as the Wigwam Motel, or Gemini Giant. The Blue Whale was built by hand on the property of former owner Hugh Davis, who came upon the idea through divine inspiration, and we glad that happened. 

Eventually the Whale became the center of a small waterpark, and many reminders of it are still there till this day. Although it was primitive by today's wave pool, 200 foot drop water slide comparison, many residents of Catoosa, Tulsa, and other towns nearby remember the fun they use to have there many a summers day. 

Visit this link to Tulsa Channel 9 News to see a story about the Whale in its heyday and its current restoration http://m.news9.com/story.aspx?story=15393789&catId=112032

The site closed in 1988 after the owners health deteriorated. Shortly after the Blue Whale began to fall into disrepair, until 1997 when Catoosa, and Route 66 enthusiasts started a restoration effort that has restored the Blue Whale "Ol' Blue" to is former glory. 

I hope someday that the bring this place back to being a waterpark and/or add even more kid friendly attractions like a playground. 

Route 66 Movies - Bagdad Cafe

If you have already researched Route 66 by now especially as it meanders through the Mojave, you have heard of the Bagdad Cafe. You probably have also seen, or heard references to the 1987 movie. 

But before I talk about the movie here is a little backstory on the cafe. There once was really a place called that Bagdad Cafe in Bagdad, CA. From what I've read Bagdad was a bustling little town when Route 66 was still active. But as the town got bypassed it went downhill quickly, till all that is left are ruins (even in 1987). The building that was called the Bagdad Cafe in the movie was actually the Sidewinder Cafe in Newberry Springs, CA some 50 miles to the West down Route 66. In honor of the movie the Sidewinder permanently changed its name to the Bagdad Cafe. 

Now as for the movie:

Here is a quick and hopefully spoiler free synopsis. A German woman by the name of Jasmine gets into a fight with her husband and leaves him, by stomping out of there car and down Route 66 into the Mojave. Meanwhile the owner of the Bagdad Cafe, Brenda gets into a fight with her husband but he drive off and leaves her. At the point Jasmine arrives at the cafe, and books a room into its a joining but seldom used motel. 

The meeting of the two women at first is a bit tense, especially as Jasmine doesn't approve of Brenda's unorganized nature. Soon Jasmine is reorganizing things much to Brenda's chagrin. But soon the two begin to work as a team as both women find the support they have been needing in each other. Basically Brenda softens and tones herself down, and Jasmine finds a sense of belonging in this odd desert community. Later in attempting to entertain Brenda's children, they discover Jasmine is a wonderful magician and soon use the talent to attract travelers to the cafe.

Obviously there is some drama here and there and the plot is not as simple as all this but hopefully you get the idea. 

Now I have to admit that this may not entirely be a family movie. First of all there is some nudity, very brief but none the less there twice and you can pretty much tell that it's going to happen, especially as Jasmine becomes the subject of a local artist. How they managed to do that and get a PG rating, I don't know. Also the plot can be a bit heavy at times for smaller Kids, and the film also takes a while to get going. Oh, yeah there is also smoking and drinking going on at times too, I know that matters to some folks. I would say the film would be good for teens and pre-teens.

Personally the film does have some redeeming qualities. We see the value of teamwork, and community within the film. Also as the movie progresses it does have a feel good quality to it, that seems to almost opposite of its beginning.  

As far as its connection to Route 66 what can I say, it's filmed on location. You have to remember 1987 was only three years after the final piece if the route was decommissioned, so Route 66 isn't rally mentioned in the film since at that time it was considered to be a dead highway. But both the actual Bagdad Cafe, and it's stand-in the Sidewinder are both right on Route 66. No side roads to travel it's right there. 

Helpful Websites: #1- TakeMyTrip.com

Researching a trip down Route 66 can lead you to a lot of websites, some helpful, some not. You will come across sites that chronicle trips, talk about landmarks, advertise hotels and so on. Each gives you a piece of the trip, but what if there is a website that let you virtually take the trip with video footage, photos and great narratives. 

That's what TakeMyTrip.com is all about. Creator, traveler, and website owner Daniel Woodrum has created probably the internets most unique travel website. Woodrum not only travels Route 66, but all over the nation. Using a dashboard camera and awesome narratives, Woodrum allows us to ride in his passenger seat and take his trip with him. 

Woodrum posts the trips in bit size portions, with the video time lapsed, and/or photos and commentary. Meaning a potential traveler can view an entire trip in a matter of minutes, and take away some great notes on his or her destination. 

Woodrum's coverage of 66 will take you from St. Louis to Santa Fe, NM. Woodrum separated out the Chicago, Arizona and California portions for other trips he made, but rest assured he covers it all. 

So if you want to get an idea about where your traveling or what you going to see, or you just want to take some time to dream about traveling I would suggest visiting his website.

It can be found at:

http://www.takemytrip.com/index.htm

Also here is the link to the sections pertaining to Route 66:

http://www.takemytrip.com/statemap_us66.htm

Boron a Town of Ghosts & Legacy's: Part 1 - Legacy of The Chief

A small Mojave Desert town witnesses the legacy of American transportation history. 

40 miles West of Barstow is the town of Boron, CA. In late summer through early fall the nights are beautiful. The temps stay in about the mid-70's, the gentle desert breeze creates music in the windchimes, and there are no Mosquitos for several hundred miles. The nights are perfect for sitting outside and having a great conversation over a few glasses of wine, or just gazing at the stars. 

The only thing that interupts these quiet nights are the sounds of BNSF frieght trains pushing through town a few times an hour. After a while even that becomes part of that ambient environment, and the rumble of trains seem natural and missed  after they pass. 

From the porch of my wife's childhood home, one can look accross a 1/2 mile of desert and see the trains pass. Sometimes as you sit there, especially at night, your imagination allows you to hear what these tracks where 60 plus years before as steam locomotives made their way down these stretches. You can hear the whistles blow, and the chuffs of steam, and see the glow of the fireboxes in the still desert night. You can imagine the outline of a 2-10-4 Texas, pulling an endless stream of box cars in your minds eye. 

You see as middle of nowhere and as far from civilization and history this little desert town may seem, the town itself has many stories to tell. This little nowhere town has a history that in many ways should make it well known, yet it lies forgotten. You see in Boron, the roads, the tracks, and the sky all have a story to tell. Boron is a town of ghosts and legacy's in 20th century American history. 

The tracks running through Boron have a particularly captivating history. Currently these tracks serve a very busy BNSF route between the Barstow Yards and the Bay Area, as well as serving a lively spur to US Borax mining operations nearby. But the interesting facts about these tracks is that until 1971 these tracks saw Santa Fe passenger operations. 

Such trains as the San Francisco Chief, The Navajo, and The Grand Canyon all traveled this route on their way North through the Tehachapis and on to the San Francisco Bay Area. I can only imagine what it must have been like to pass through the tunnels and grades of thr Tehachapi mountains, and than the famous Tehachapi Loop as a passenger on one of these trains. 

Although the bulk of Santa Fe's passenger trains headed to Los Angeles, Santa Fe knew that the San Francisco market was competitive, and lucrative. Passenger service to San Francisco gave Santa Fe access to the surrounding cities of the Bay Area and Northern California beyond. The San Francisco Chief was Santa Fe's luxury answer to the City of San Francisco a luxury liner jointly opetated by the Union Pacific, Chicago Northwestern  and Southern Pacific, and the jointly operated California Zypher shared between the CB&Q, Western Pacific, and D&RG. Santa Fe was obviously hoping the brand value of The Super Chief would carry over to the name on the San Francisco Chief when the luanched the service in 1954, which obviously it did since the train discontinued service in 1971 with all other Santa Fe passenger operations.

The Navajo was meant to serve a similar role as the El Capitan did on the Los Angeles route as an all coach consist, and The Grand Canyon was to serve a mixed consist aimed at Grand Canyon tourism and the Santa Fe/Fred Harvey operations nearby. 

As in the cases of most passenger trains the town of Boron probably saw each of these trains twice a day, one Eastbound, the other Westbound. I try to imagine what it must have been like for this small town to see the Warbonnet livery, and gleaming consist of silver stainless steel passenger cars flying through the town. You have to ask what stories could be told, and if and when the trains made flag-stops to pick up town residents. 

I could only imagine what a thrill it would have been to stand on the porch of my wife's childhood home, or from the patio of Domingo's Restaurant in town and see these trains go by. To see the desert sun shining off the cars and thier windows, and watching the train disappear accross the flat desert beyond. 

To its residents of Boron the mere fact that these silver luxury liners passed through town every day must have made them feel like the center of the world at that time. Today though there are no reminders of that era, no connection to those gleaming daily visitors. What are left behind are the ghosts of Santa Fe's passenger train heydays, and the legacy of its operations in today's BNSF traffic through the town. 

But remember I said the roads and sky had a story to tell here too, and I will tell them in postings to come. 

Connecting the Rails with the Road

In the  Spring 2005 issue of Route 66 Magazine railroad photographer and enthusiast Louis R Saillard published an article called "Tracks by the Road". The article which is only three pages long and half dedicated to photos and other exhibits, is a brief personal narrative of the writers encounter with the last of the Super Chiefs on Route 66 near Winslow, AZ in 1971. 

The article was as fleeting as the encounter, and having quickly read the three pages I wanted more. Somehow I hoped the writer was going to mention that the article was and excerpt from and upcoming book on the subjects, but the article just ended quickly. Now I can't fault Route 66 Magazine for that since obviously we know by the title the magazines subject, and a long Super Chief article or series would be a capricious digression from the magazines subject matter. 

To say the least though Mr. Saillards article was like an restaurant appitizer put before a hungry man. It was good to have the small portion but it only made me hungry for more. It was at this point I realized that my own knowledge of the subject, and personal library gave me the ability to research the subject on my own, and pass on my knowledge in this blog. 

I would like to encourage my readers to share their knowledge, stories, and opinions. 

The Super Chief & Route 66: Icons of American Transportation - 2 Rivals, 1 Shared Death

The Train of the Stars

The Santa Fe Super Chief was the epitome of luxury travel in its heyday. It was surpassed only by the "Orient Express" in lavishness and worldwide fame. It was the way to travel in the golden era, a moving 4-Star hotel and restaurant inhabited by movie stars, musicians, politicians, and other notables of that long past era of glamour and class. 

But, sadly the Super Chief was born into an era that had already foreseen the benefits of alternative forms of travel. In many ways the Super Chief was conceived much in the same way a child is to parents trying to save a marriage, as a last ditch effort to fight an inevitable end.

 In 1937 Santa Fe hoped that the first class service, glamour, and opulence of the train would attract passengers who might travel by the as of yet, fledgling and uncomfortable airlines, or across country by automobile or bus. The strategy did work, but passenger railway service continued to erode, even as Santa Fe introduced additional trains in the Super Chiefs shadow, and other railways developed luxury trains of their own. 

America's Mainstreet

One of the biggest detractors from Santa Fe passenger service was Route 66. The route which also traveled from Chicago to Los Angeles, meets up with the Santa Fe Super Chief tracks in New Mexico, and follows it very closely all the way to Los Angeles. Introduced as part of the US Route highways system in 1926. Route 66 was one of many paved cross country routes being built by the government to encourage commerce and cross country travel. 

By 1926 and in the years to come automobiles where becoming more and more advanced, and Americans had a wide variety of vehicles to choose from. Matched with paved roads automobiles of the late 20's and early 30's could travel long distances easily and at higher rates of speed covering the 2000 miles from Chicago to LA in 3 days to a week. 

Route 66 quickly became a favorite of drivers because the route left Chicago and the Midwest and headed Southwest to milder climates, through relatively flat terrain. This meant that Route 66 was for the most part, a year round East-West route. Meaning the route also attracted trucks, and buses as well. Route 66 coupled with the more modern cars of the era quickly became a competitor of the Santa Fe Railway. Automobile travel after all allowed people to travel at their own pace, stay where they want, and see things they want to. It also allowed them to do this in the comfort of there own automobiles, and considerably cheaper then train tickets. 

Another option that Route 66 gave cross country travelers was bus. In the 1930's and 1940's bus travel didn't have the negative implications it does now. Look at movies like "It Happened One Night", and the song "We Fell in Love on a Grayhound Bus", as examples of the eras view of cross country bus travel. Bus travel was significantly cheaper then train travel, and gave passengers access to more towns along the way. 

Airborne Revalution 

The future of both Route 66 and the Super Chief would soon be intertwined. By 1935 two years before the Super Chiefs development, and 9 years after US 66's development Douglas Aircraft would come out with the DC-3. The twin engine airliner wasn't the worlds first airliner, but it was the first to offer an airframe sturdy enough to fly longer, and in adverse conditions within reason, while keeping passengers comfortable. The sturdy airframe also gave that airlines more utility since the DC-3 could take on some of the more primitive runways at the time, allowing the airlines access to medium and small cities, and giving passengers more options. 

By World War II the DC-3's legacy had spread into the next generation of four engine airliners. Douglas, as well as Boeing, Convair, Lockheed, and others where all building long range transport aircraft, not only to hopefully snag lucrative government contracts, but to help claim market share with the airlines after the war ended. By the late 1940's air travel became more prevalent then ever, and the airlines of that era became synanomous with the aircraft they used, TWA had is Constellations, and United its Stratoliners, and Pan Am its DC-6's.  

But the railways lucked out breifly due to the fact that in the minds of most Americans air travel was either still unsafe  and/or meant only for overseas travel. Trains like the Super Chief also benefited from the fact that domestic airline traffic was considered to lack the glamour and comfort of rail travel. In the film "North by Northwest", there id a scene that takes place on New York Centrals luxury liner the 20th Century Limited, in which Eva Marie Saints character Eve Kendall, mentions that she discussed rail versus air travel this with Cary Grant's character Roger Thornhill when she is questioned by police about her meeting with him in the dining car. Meaning such opinions about rail and air travel permiated pop culture even into the late 50's.

Super Slab

As challenging as the 1940's would be on railroad passenger operations, and to a lesser extent Route 66, the 50's would prove to be even harder on both. Aviation and a new Federal Highway act would both deal hard blows to the legendary pair before the decade was out. 

In 1956 the Federal Aid Highway Act was passed, as part of the Eisenhower Interstate Commerce System. Eisenhower was a participant of General Pershings Army expidetion down the Lincoln Highway in 1919 and became aware of the value of paved roads in increasing military mobility. Not to mention President Eisenhower was as many returning vets where, impressed with the Autobahn system they saw in Germany and elsewhere in Europe during World War II. The large flat and straight sections of highway, without stops, and toll booths would in Eisenhowers mind as a former general, be of strategic military value in moving men and equipment accross country quickly. It also had the benefit of increasing interstate commerce with trucks, and moving people quickly and safely in buses and cars. 

The Interstates where far superior to the US highway system in place already. Route 66 was getting a reputation for being dangerous as "Bloody 66" for accidents, and for being a bottle neck through some towns. Planned interstates such as I-40 wouldn't enter towns, and being flat and four lanes would greatly reduce accidents. One of the first sections of Interstate to be constructed would be I-44 in Missouri a section of interstate built to replace Route 66 in Missouri, and later Eastern Oklahoma all the way to Oklahoma City. For Route 66 it's future was becoming clear.

For Santa Fe and the Super Chief it meant road travel would cut even deeper into passenger operations. The super slab interstates where fast and could delivery cars and trucks anywhere in the nation quickly. Trucking in the world of interstates posed a major danger to Santa Fe's frieght operations. With the government awarding mail contracts to trucking companies, railways across the country began to panic, and it would soon be time to cut losses.

Supersonic Dreams

In 1958 passenger aviation was revolutionized once again when Boeing introduced the 707. The 707 ushered in a new era of commercial aviation, that is still with us to this day. The 707 replaced prop driven and first generation jet airliners that took 8 or more hours to go from Chicago to LA, with a trip of 4 or less hours at high altitude above turbulence, and near the speed of sound. Passenger aviation was now more comfortable and quicker then it had ever been. 

The 707 was also able to sway public opinion on aviation thanks in part to pop culture embracing the "Jet Age" at that time. An era in which even cars where being made to look like jet fighters and spaceships, and Americans became obsessed with space flight, technology, and science fiction. People began to connect glamour with the "Jet Set", and train travel became outdated and slow in public opinion. 

With only two weeks of vacation a year why would a family want to spend days of it on a train when they could reach there designation in a few hours? This also applied to the concept if driving across country, why waste 3 days driving down Route 66 when you could be there in 4 hours, and rent a car at the airport? 

The 707 and its Lockheed, and Douglas clones soon to come, spelled certain doom for both Route 66 and the Super Chief. 

2 Rivals, 1 Death

The 1960's bought more jet liners and more completed interstates. The railroads realizing they had to save themselves began to cut passenger operations, and/or merge with other railways. For Santa Fe the all sleeper Super Chief, would be combined with the all coach El Capitan. The combined train would operate as the Super Chief but its glamour days where gone. Movie stars traveled first class on commercial airlines or in first generation private jets. The glitz of places like Dearborn and Union Stations had been replaced with O'Hare, and LAX. 

Initially the 60's where easy on Route 66 and bought very little change since the interstates where still under construction, but traffic slowly but surely began to decline. By the late 60's and early 70's this would change competely. I-44 would see sections completed in both Missouri and Oklahoma but the early to late 60's both detracting from, and even eating up sections of Route 66. I-40 would see construction starting in Oklahoma as early as 1959, and Texas as early as 1962. Sections completed in New Mexico by 1960, and many in Arizona by 1968, and various sections completed in California during the same time frame. In Illinois I-55 would eat up many parts of Route 66, by 1970. 

The 70's saw the death of both Route 66 and the Super Chief. The jet age and interstates had taken their final toll on the geographically intermingled pair, and passengers dried up on the Santa Fe's passenger services, and traffic dried up through Route 66 towns. 

On May 1st, 1971 Santa Fe turned the train over to Amtrak, ending the railways operation of the famous passenger train. By 1974 Santa Fe pulled the Super Chief name from Amtrak, placing the final nail in the coffin of what was once the epitome of style, glamour, and class known as The Super Chief, and ending an era. It would be 1984 before a Chief or Amtraks Southwest Chief would ride the rails again, having been known as the Southwest Limited between 1974 and 84. But the Super Chief and all of Santa Fe's famous passenger trains where now gone. 

In the late 70's Santa Fe and many other railroads would struggle to survive and make thier freight operations competitive against interstate trucking. Santa Fe would survive and blossom with a "if you can't beat them, join them" philosophy. The railway would introduce a train known as the Super C, an all TOFC or Trailer on Flatcar train that rain between Chicago and LA. This train would be the first of the intermodal transports that would become highly lucrative in years to come. 

But as 1984 saw the mere spark of the Chief's return the rails under Amtrak, it also saw the final end to Route 66. The last sections of the old Route would be decommissioned near Williams, Arizona. Decertifing Route 66 as a US Highway. In effect Route 66's death certificate had been signed. 

1984 was a year of finality for US Route 66 and the Santa Fe Super Chief. Even though both would leave legacy's that to this day are remembered, commemorated, and loved that year would be that final goodbye for both. 

Winslow, Arizona - Transportation Hub of the Western U.S.?

When you hear Winslow, Arizona it is very hard to not hear the song "Take it Easy" by the Eagles running through your head. If your anything like me you imagine them referring to some tiny desert town, with a few houses and stores, and tumbleweed blowing down the street. When you actually see Winslow though you find it's a lot different then you had expected. 

Winslow has the honor of not only being a Route 66 town, but also the district headquarters of the Santa Fe, now BNSF. This meant that Winslow was not only visited by Route 66 travelers, but had such iconic Santa Fe trains as The Super Chief, and El Capitan pass through daily. One could only imagine that in the 1940's through early 60's between Route 66 and the daily precession of Santa Fe passenger trains, Winslow was a busseling travel mecca. 

But did you know Winslow also has passenger aviation history as well? This fact was bought to public intetest thanks to a traveling exhibit that the Smithsonian, in conjunction with the Winslow Old Trails Museum, and La Posada Hotel, bought to Winslow last week as part of its "Journey Stories" tour. One of the exhibits and lectures made the world  aware of this forgotten part of Winslow's and avaitions history. The TAT or Transcontinental Air Transport airline came to being in 1928, flying its first flights in 1929 offering a hybrid of air and rail transport to deliver passengers from New York to LA or San Francisco in 48 hours. 

Winslow was a fueling stop on the second air leg of the westbound trip. But by no means was Winslow nothing more then a runway and a fuel tank. The airport itself was state of the art at the time designed by Charles Lindbergh, giving the airport part of its name Winslow-Lindbergh. 

Sadly, the TAT was short lived and after an accident a few months after the first flights TAT was forced to emerge with other airlines that would eventually became TWA. By the mid-1930's non-stop passenger travel also became more prevalent, especially with the development of the sturdy DC-3 by Douglas in the late 1930's. This meant that Winslow not being a major city was bypassed by most major airlines, however the airport lived on serving the military in World War 2 as a USAAF Transport base. The airport still serves general aviation, US Forest Service fire planes, and occasionally some military. 

It's interesting to note that between Route 66, Santa Fe's operations, and the potential of the TAT Winslow was in fact a Western travel hub in 1929. I would have to suggest definitely spending time in Winslow if you can, make sure to stop by and see the Old Trails Museum, and the La Posada which is worth staying and/or eating at. I would have to suggest seeing both since you can learn all about Winslows place in transportation history from both places,since they work hand and hand with each other to present a complete picture. If you in to train watching or your kids are, Winslow has a lot to offer as well. 

 TAT Ford Tri-motor flown by Charles Lindbergh. 

I'll cover the TAT more in future blog postings