Diamonds Are Forever A Connery Finale

 As well as being on a road kick and healthy eating kick, I am also on one of my occasional Bond kicks...James Bond that is.

As with everything, my kicks go in cycles, though I think the healthy eating kick needs to be a bit more permanent.

Recently I read what could be called an "off-canon" Bond story, if there is any such thing, called Colonel Sun. It was written by author Kingsley Amis (alias Robert Markham) 4 years after Bond creator Ian Fleming's death. It was definitely something I consider many steps away form Fleming, yet Amis seemed to understand the core concept of James Bond and the character's history. That book was written years after the tale of Bond's one marriage and its tragic end. In fact, the Bond we see im Amis's rendition has not exactly lost his killer edge that helps him to survuve, but in terms of women, he has become more relaxed and much less guarded than he once was, letting things happen as they do because he has seen it all before and knows what to anticipate.

I bring this up again so soon because it segues into the topic of one of my favorite Bond movies, Diamonds are Forever. I first saw this movie about 35 years ago, a rental at the video store. When it was on TV, whatever ratings system the local paper used gave the movie 4 stars.

Now, I said this was one of my favorites in terms of James Bond...but I don't think it earned 4 stars. 3 maybe, or even that wonderful status of 2 1/2.

Critical aren't we, Bryan?

Yes, but I say the same for many a kooky movie that I enjoy watching. 4 stars is reserved for some level of acclaim, be it an epic war or western or other period piece that keeps my ass glued to the seat afraid to miss something. There is a long silly moon buggy chase scene in Diamonds that is easy to go relieve myself during.

After You Only Live Twice, Sean Connery quit playing Bond, and in my opinion, rightly so. He had become such a celebrity in the role that it was hard to escape its hold. After the seeming disaster of On Her Majesty's Secret Service (the movie was actually quite good except for the actor playing Bond), the producers pretty much begged Connery to return, giving in to a few costly demands along with it being his final Bond movie (well, not quite). 

If one looks at Connery thoughout Diamonds, they likely notice he's a bit older around the eyes since 1967, and much of the old intensity from 1962-63 is gone. In fact, much of the time he looks like he is on a lark, much like the next 7 Roger Moore Bond movies. The exception here is Bond strangling a woman to get information and slapping an insolent Jill St John, two acts that Moore never performed.

Of course, I have read the book many times, one of my favorites because it flows quite well. The basic diamond smuggling plot from the book gets the movie going for about an hour or so with some variation before he realizes he did not kill the real Blofeld.

Let me go back a bit.

In 1969, Bond married Tracy and just an hour or so later, Ernst Stavro Blofeld and his ugly henchwoman Irma Bunt tried to gun both down on the road but only Tracy had died. Cut to the opening of 1971's Diamonds and James is scouring the earth looking to find and kill Blofeld. He finally tracks him to a plastic surgery clinic where more than one Blofeld is being created. Bond kills one and then believes he is confronted by the real one, whom he also kills.

After that, the diamond smuggling caper begins with Bond following wily Tiffany Case to America to see what is happening to the diamonds being smuggled from South Africa. He impersonates smuggler Peter Franks, is almost incinerated at a Las Vegas mortuary, and shows his dice-rolling acumen in a casino. He meets casino-hustling Plenty O'Toole who is impressed with his ability to rake in the dough. They are about to have a one night stand before Tiffany Case has her men toss her into the pool several floors below. Plenty is later killed by a (assumed) homosexual pair named Mr. Wint and Mr. Kidd who are killing everyone involved in the diamond smuggling to close up shop.

Soon, Bond finds out who took the diamonds, a Dr. Metz. He sneaks into Metz's van at a gas station while now seemingly reformed Tiffany provides a distraction. He is taken to a scientific facility where there is apparently a radiation risk (he is given what is obviously a useless device to wear on his chest called a radiation shield). Once Bond is discovered, the movie descends into a silly antic of a moon buggy chase which evolves into a car chase in and around downtown Las Vegas (actually a fun scene if you know the places they show).

After that, Bond decides to pay a visit to the elusive and reclusive Willard Whyte by climbing to the top of the Whyte House, wher ehe meets not Whyte but a very much alive Blofeld with his one remaining clone. Of course, Bond kills the wrong one and the real Blofeld tries to have Bond killed and buried by Wint and Kidd, but Bond escapes.

The real Willard Whyte is found and rescued after Bond is beaten up by guards Bambi and Thumper (another silly scene), and thereafter, Blofeld's base is discovered on an oil  rig where Tiffany is a willing prisoner who tries to help Bond but is revealed to be a fairly brainless "broad", unlike the Tiffany of earlier in the movie. Nevertheless, she and Bond escape after Bond ram's Blofeld's bathosub into the rig's main headquarters building. Wint and Kidd make one final assassination attempt on two on a cruise ship before Bond sets one on fire and the other with a bomb, both going overboard to their deaths.

Truly, once the Blofeld nonsense is kicked up more than halfway through the movie, the film loses a lot of flavor...3 stars the first half, two stars the second half.

The book, however, is not just in Nevada but also in Saratoga Springs, New York. Plus, the book was published in 1956, 5 years before Blofeld was introduced in Thunderball. The mob is heavily featured in this story, a break from the Soviet SMERSH stories previously published. Wint and Kidd are also in the book, shown as butch assassins. Tiffany Case is also in the book, but her character stays true as a troubled young woman trying to make it in life, even if it is working for gangsters.

And that takes me to Ernst Stavro Blofeld himself. The movies introduced him as a mysterious character who is the head of SPECTRE as early as From Russia With Love in 1963, then Thunderball in 1965. His face is not seen in either. He is finally fully seen in You Only Live Twice in 1967 in the form of Donald Pleasance, a fairly creepy and perhaps the best Blofeld characterization. In On Her Majesty's Secret Service, Blofeld is a taller and more eloquent Telly Savalas, and he also did a good portrayal. 

But in Diamonds, he is played by Charles Gray, a quite NONTHREATENING performer. If you are not familiar with Gray, you might remember him as the "Criminologist" in The Rocky Horror Picture Show. The producers fell on this one in terms of Bond villain casting, and that is the weak part of the movie.

Back to Connery, he walks through the movie so nonchalantly, you'd almost think it was meant for Roger Moore. The threatening bra strangulation and slapping Tiffany are about the only moments you can see it's a shadow of the cold war spy we met in 1962 (well, I first saw him on some ABC Sunday Night Movie or a Blockbuster rental).

So why do I like this movie? It has a good feel before Bond is reunited with Blofeld more than halfway through, and any movie featuring Las Vegas during the majority has a certain appeal for me.

2 for U.S. 2

 It surely has been a bit since I covered any highways, school taking back up again and all, but I have not gotten even close to forgetting my mission of celebrating the greatest U.S. highways created starting 100 years ago next year.

So far, I have covered much of what I consider the desert giants. That was actually easy because if one looks at a highway map of the United States, the eastern half is like a maze, or rather a latticework of roads, while the west is much more sparse.

I also covered highways tht originated in Detroit as well as U.S. 6.

This evening, we will examine what I call the "Northern Tier Highway", known as...

2 is unique in its own right as there are two distinct secions of it.

The eastern portion of U.S. 2 is only about 460 miles, stretching from Maine to just barely into New York. This looks like a highway I would enjoy exploring, especially in the fall when the New England colors and temperatures give images of apple cider and cinnamon donuts..not that I'm doing much in the way of donuts anymore, but having grown up in the eastern U.S., the memory sticks. Not only the colors, but the small towns and countryside along with older building architecture are a sight to behold...and dearly miss when one such as I have lived among newer cookie cutter homes for quite some time now.

While U.S. 2 sees a good around of countryside through Maine, New Hampsire, and eastrern Vermont, its last several miles cross several parts of Lake Champlain. Plus, it begins just west of the Canadian border at New Brunswick and ends just south of Quebec near the northern end of U.S. 11.

However, that is just the beginning. Just a few hundred miles west in the start of Michigan's Upper Peninsula, U.S. 2 begins at I-75 in St. Ignace, just north of the Mackinac Bridge. 2 cuts through heavily wooded areas of northern Michigan after traveling along the northern banks of Lake Michigan. It meets U.S. 41 to travel through Escanaba together, then depart to Wisconsin, then Michigan again and back into Wisconsin after passing through Ironwood.and coursing through northern Wisconsin's ruralness before crossing into Minnesota south of Duluth and then heading into Minnesota's northern woods, farmland, and passing by many lakes along the way. I can just imagine the fun of this drive!

In North Dakota, U.S. 2 sees fewer lakes and many more empty prairies, perhaps wondering if Laura Ingalls Wilder traipsed through those areas.

And then we hit Montana...all 667 miles of it! And much of that land is as empty as North Dakota with even LESS water! After many hundreds of miles of plains and small towns, 2 crosses I 15 in Shelby and then passes through the Blackfeet Reservation before heading by and giving access to Glacier National Park. After many miles of empty plain, U.S. 2 finally hits the Rockies and is a mountain road well into Kalispell where it meets U.S. 93. It maintains a woodsy-mountain feel into Idaho as it heads to join U.S. 95 to Sandpoint and then follow the Pend Oreille River into Washington before it cuts south to be part of the Spokane metro area. It joins I 90 briefly before going into the vast emptiness of central Washington, looking at times like much of Montana. After a long while, it crosses the Columbia River north of Wenatchee and heads into the Cascades, crossing Stevens Pass before ending in Everett at I 5.

U.S. 2 is definitely a more sparse highway as it cuts through the northern tier of the nation, but it does provide access to many scenic and exciting areas...just a lot of distance between them. I would likely find U.S. 2 to be fun in New England with its throwback feel to Minnesota's many lakes to Montana's vast emptiness. A little of something for everyone!

Here Comes The Colonel Sun

    I am not sure who is not aware of this, but aside from roads, I am a HUGE fan of James Bond. I remember when ABC used to play a combo of the Roger Moore and Sean Connery entries during the summer on Sunday nights in the 80s and early 90s.

   Later on, I began to read the original source material written by Ian Fleming between 1953 and 1965. While some of the movies stayed fairly true to the books, a few strayed considerably, particularly The Spy Who Loved Me, You Only Live Twice, Moonraker, and The Man With the Golden Gun. Of course, we all know that theatrical license needs to be taken to make a movie watchable. Trust me on Moonraker, that book put me to sleep.

   In the early 1980s, an author named John Gardner picked up the Bond concept in a series of novels that ran between 1981 and 1996. These books were more in the vein of Roger Moore silliness than Fleming's cold and calculating secret agent. I read most of them quite easily within a day or so, which may have been the problem. Gardner's prose was was simple without diving too deeply into sensory detail, which at the time suited me fine. Even now, I skip past long paragraphs describing gorgeous sitting room furniture because the plot is at a standstill.

   Even Fleming's novels went through a metamorphosis. Casino Royale, Live and Let Die, Moonraker, Diamonds are Forever, and From Russia With Love were not overly inundated with long detail. Doctor No and Goldfinger started to get into more detail, and On Her Majesty's Secret Service and You Only Live Twice had long paragraphs in tinier print that irritated the hell out of my eyes.

   The 1950s Bond novels tended to pit Bond against the Soviet secret service organization called SMERSH, with two exceptions. In the 1960s, the new enemy became SPECTRE, led by mega-villain Ernst Stavro Blofeld. SPECTRE was what many of the early Bond movies focused on and even rewrote from SMERSH material. And then came Roger Moore...and I don't want to talk about that...at least not in this article.

   In 1968, British author Kingsley Amis, fascinated by Bond, wrote his own Bond novel called Colonel Sun. I just finished this book and I have to say...meh!

   I picked up a copy at my favorite local thrift store months ago and just recently decided to delve into it. Now, this is the only Amis book I have ever read, so I have nothing to compare this book to except Fleming novels...particularly the SPECTRE entries in terms of long paragraphs I can do without. Thankfully, the story went only 194 pages.

   One thing I can say for Amis is that he had done his research, specifically on Bond's superior name M and M's domestic staff at him home Quarterdeck, as they were featured briefly in On Her Majesty's Secret Service 5 years previously. 

   The plot is a bit odd, but worthy of transformation into a movie. In fact, it would not amaze me if elements of the book were already part of other films. The basic idea is that M has been kidnapped by Colonel Sun Liang-tan and his men and taken to a Greek Island. Sun had intended to grab Bond as well, but Bond foiled that plot. After consulting with his higher-ups using a planted clue, Bond deduces that M was taken to Greece and once there makes contact with Greek blooded but Communist-leaning Ariadne Alexandrou who is supposed to take him to Soviet friends but not for evil purposes. In short time, Bond and Soviet Major Gordienko form an uneasy truce before Gordienko is killed. After Bond and Ariadne recruit the help of her father's old comrade Niko Litsas, they come to Sun's fortress on Vrakonisi, a Greek Island, where a Soviet detente gathering is happenig. Sun and Nazi von Richter intend to kill everyone at the gathering and pin the blame on M and Bond.

   Bond, as well as Ariadne and Litsas, is eventually captured by Sun's people and, after a brief reunion with M, is taken to a basement to undergo physical and psychological torture performed by Colonel Sun himself. This part of the book to the climactic ending is the most readable...and it is only about 30 pages, but at least the action is palpable. The torture described is gruesome and I was amazed that Bond did not suffer permanent damage from it...but this IS Bond! Litsas sees to von Richter's demise while Bond first stabs Colonel Sun and later kills him. At the end, Bond is offered a medal by the Soviets, which he must refuse. Like with other Bond girls, he and Ariadne vow to spend time with each other when they can. This is a pattern in Bond books...by the next one, the previous book's Bond girl left him. As the next Bond book was Gardner's  1981 Licence Renewed, we never hear of what happened with Ariadne.

   Ariadne Alexandrou is fiercely passionate of Greek legend and history...and probably the most erotically described Bond girl of all time. Put into context of Bond's tragically short-lived marriage, Bond completely gives himself to her, damn the consequences. James Bond was already world-weary by 1963, tired of the hopeless pursuit of Blofeld and in 1964 when he found Blofeld, he strangled his enemy to death, and in 1965 was temporarily brainwashed to think he was a Soviet assassin assigned to kill M. 

   I appreciate what Amis is trying to do here, showing Bond as a quite seasoned agent who is less active than he once was, taking many an opportunity to take a round of golf. In some way, his way with women has not changed, but he is the wiser for his experience, falling almost happily into Ariadne's clutches, knowing it was going to happen one way or the other.

   As for Colonel Sun himself, he appears to be a Chinese version of Blofeld, waxing philosophical when performing torture. The scene in which Bond undergoes this agonizing torture almost seems like it should have been in You Only Live Twice shortly before his swordfight with Blofeld and then strangling him to death. Sun is evil, and yet at the end his emulation of the Marquis de Sade is revealed to not have the satisfactory feel he expected and he even apologized to Bond for this failure before dying. Sun is in fact a recreation of SPECTRE in terms of a third party trying to destroy the other world powers.

   For a one-off attempt at a Bond story, Amis did ok. It was like he had an idea he had to run with so he could get to other literary inspirations. I know that feeling well. Sadly, there was no 1970s literary representation of James Bond, leaving fans to deal with....Roger...Moore! As much as I dig the last name, no thank you!

   

Motor City Beginnings

 What comes to mind when you think of Detroit?

Whoa WHOA! Watch your language! Yes, I know Detroit has a less than stellar reputation in more than a few areas, but HIGHWAY wise, Detroit was the starting point for many a U.S. highway....still is for two.

It does seem odd that Detroit is the starting point for anything travel-related because Detroit is in such an odd location, and as Canada is accessible in 3 areas of Michigan, any highway would not seem probably in terms of distance.

First, let's talk about the "in memoriam" highways.

U.S. 10 once began in downtown Detroit as Woodward Avenue and headed north-northwest to Pontiac, Flint, Saginaw, and Bay City before taking a more westbound course toward Lake Michigan. Via ferry, 10 continued in Wisconsin and crossed the state into Minnestoa where it serviced the Twin Cities and continued across the state into North Dakota, then Montana, Idaho, and finally Washington, where it ended in Seattle. For the most part, U.S. 10 was a route across farmland and prairies of the Midwest. However, from central Montana to northern Idaho and again through the Cascades, 10 took a curvy and steep disposition.

As the Interstate system developed, U.S. 10 was truncated to starting in Bay City and ending in West Fargo, North Dakota, having been largely replaced by I 90 and I 94.

U.S. 16 once began in downtown Detroit as well, radiating northwest from there as Grand River Avenue and serviced Lansing and Grand Rapids before ending in Muskegon at Lake Mchigan. Like 10, a ferry crossed the lake to Milwaukee and 16 continued across Wisconsin, Minnesota, South Dakota, and most of northern Wyoming to end in Yellowstone. Like 10, U.S. 16 crossed the Midwest's farmland and prairies before climbing the Bighorn Mountains of Wyoming and heading north and then west to the gates of Yellowstone.  Now, the route from Yellowstone to Rapid City, South Dakota is all that is left of U.S. 16. 

In a way, U.S. 16 is still in need of a trim. After meeting U.S. 20 in Worland, Wyoming, it is shared with that highway along with U.S. 14 further north. Technically, 16 is just a tacked on route much like U.S. 70 was in California before 1964.

All right, enough with the old shortened stufdf, let's get to the highways that have lasted!

First up:

U.S. 12 has had what I would consider incredible luck in its survival. Originally ending in Miles City, Montana, it was extended to Missoula, then Lewiston, Idaho and then to Aberdeen, Washington, almost making it to the Pacific Ocean, but not quite. 

Not only has 12 been extended, it has survived the Interstate freeways that could have heavily truncated the route. Yet, U.S. 12 has managed to be a mostly independent entity, albeit there are times when 12 shares pavement WITH an Interstate freeway, but never for that long a time.

Similar to U.S. 10, 12 goes through the northern portion of America's heartland, and also sees a good amount of mountains in Montana, Idaho, and the Cascades of Washington. Unlike 10, however, 12 isn't connected via ferry across Lake Michigan. Oh no, it crosses southern Michigan before heading southwest into Indiana and then northwest and north into Illinois and the Chicago metro area before heading north into Wisconsin, then Minnesota, South Dakota, North Dakota, Montana, Idaho, and Washington.

If there were a journeyman status for any existing highway, U.S. 12 would be a contender!

Finally, we have a highway that does not exactly meet the criteria here in terms of beginning in Detroit. specifically DOWNTOWN Detroit, but rather begins just north of Pontiac, which is an ex-urb of Detroit. With that, I introduce our final act for this article.....

U.S. 24 is at heart a Midwest highway, only its last almost 160 miles is in the Rocky Mountains of Colorado. In the Detroit area, it begins as Dixie Highway and then becomes Telegraph Road all the way to Toledo, Ohio. From Toledo, 24 begins a west/southwest journey through Ohio, Indiana, and Illinois and some of Missouri before it settles on a mostly western excursion through Kansas and eastern Colorado. In Limon, 24 heads southwest to Colorado Springs and then enters the Rockies, eventually heading north to end at U.S. 6 west of Vail. It once traveled with 6 all the way to Grand Junction, but like U.S. 16 and U.S. 70, 24 served no other places on its own so it was decomissioned west of its end at 6 in 1975.

And there you have it! 4 historic U.S. highways had their beginnings in the Detroit area, 3 of them actually starting in downtown Detroit! 

The U.S. 1 and only!

 There are some cases where the number 1 is the best!

In athletics or academics, being number 1 is an achievement!

In the bathroom, it's the easiest to clean!

On a test, it's a low F!

And then we have the HIGHWAY

For the last few weeks, I have been celebrating the highways on the western side of the U.S.A., particuloarly the desert, and then we had U.S. 101, which can and should be interpreted as U.S. 1 hundred 1, not an offshoot of U.S. 1. Believe me, U.S. 101 and even California's own state route 1 have a particular advantage over U.S. 1, and that is OCEAN VIEWS!

101 offers many ocean views in southern California and when it is not near the ocean, CA 1 takes up the slack, rarely being further than 15 miles from the Pacific.

If one looks at a map of U.S. 1 from Maine all the way down to Key West, it looks like 1 affords many an ocean view in Florida and Maine, but in reality, the Keys contain most of the ocean views. That is impressive, of course, and there are miles and miles of ocean on this stretch.

Where U.S. 1 is quite impressive is MILEAGE. It is in Maine for 526 miles, while Florida claims 545 miles of U.S. 1! All other Eastern Seabord states claim anywhere between 7 and 223 miles. What is also pretty cool is that U.S. 1 has a presence in quite a many important city: Portland,Maine, Portsmouth, Boston, Providence, New York, Philadelphia, Baltimore, Washington,D.C., Richmond, Raleigh, Columbia, Jacksonville, and little ol' Miami.

In fact, U.S. 1 seems to have been designed almost 100 years ago to do just just: connect the dots of all the major eastern cities on the map. Scenery seems to have come at a distant second...but then again, who can define scenery? Some people consider the vast, empty desert as scenery (I certainly do!). An abundance of trees can be considered scenic, as well as farmland. A mile or so of a small New England village with autumn foliage could certainly be scenic.

Of course, there are the many pieces of urban blight along U.S. 1 that hold varying opinions of beauty. I once thought the urban feel was a good one, because all of the possible goods and services one could need or want were right there. As I have grown much older, the rural feel is more appealing.

U.S. 1 certainly has its share of ruralness, particularly in Maine once you are past Portland, and that is well over 500 miles! Of course, all of the other states, even New Jersey, hold at least one little piece of rural wonder.

There are times, of course, when U.S. 1 lies in the shadow of Interstate 95, but that is not as often as one may think. Where I 95 skirts many city centers, U.S. 1 is in the heart of them. Plus, U.S. 1 goes beyond I 95 to the south AND north. And as long as U.S. 1 remains a vital transportation corridor, meaning as long as the truck and automolile are around, so will U.S. 1.

In Memorium...U.S. 99

 I gather us all here today to pay our respects to a very dear and beloved U.S. Highway that is no longer with us...

By request, we have made this a closed casket service because how in the world could we fool you into thinking we could fit over a thousand miles of U.S. 99 in a coffin?

U.S. 99 began at the Mexican border in Calexico, California, thereby orginating in the low desert. In fact, 99 had over 140 miles in the desert from Calexico to Beaumont. It then headed into Redlands and San Bernardino before traveling west with U.S. 60 and 70 toward Los Angeles, serving the metro area's satellite towns.

From there, 99 headed north through more L.A. burbs before it became the Ridge Route, a steep and curvy mountain road, and a dangerous one at that. 

After coming down from the mountains into Kern County and the San Joaquin Valley, 99 transformed once again...from desert to urban to mountain to agricultural. This agricultural stretch would travel to important California towns such as Bakersfield, Fresno, Merced, Modesto, Stockton, and Sacramento. North of Sacramento, the agricultural region continued as the Sacramento Valley. Also, 99 was split into 99E and 99W. 99W was the less populated road while 99E went through towns such as Yuba City, Marysville, and Chico before rejoining with 99W in Red Bluff. 

From Red Bluff, 99 began a gradual climb toward more mountains, and by the time it passed through Redding, the mountains were just beyond the town. 99 wound through the rugged landscape and through towns such as Dunsmuir, Weed, and Yreka before another steep climb up the Siskiyou Mountains to the Oregon border and then wind back down into Ashland.

While California provided a myriad of landscapes for 99, Oregon was more consistently rugged for almost 200 miles, traveling through Medford, Grant's Pass, and Roseburg before finally straightening into the Willamette Valley, a greener version of the San Joaquin Valey due to more rain. 

Incidentally, in Grant's Pass, an offshoot of 99, U.S. 199, still exists and travels 80 miles to U.S. 101 just north of Crescent City,California.

After servicing Eugene and Springfield at the valley's southern end, 99 once again split into an E and W, each servicing different valley towns. 99E went through Albany and Salem before enting the southern Portland burbs, while 99W passed through Corvallis and McMinnville before rejoining 99E in Portland to cross the Columbia River to Washington.

In Washington, U.S. 99 traveled along the northern banks of the Columbia before entering inland Washington, going through Vancouver, Kelso, Longview, Centralia, and Olympia before entering the Puget Sound region. Much of the southern portion of 99 was heavily forested and crossed many rivers and creeks. After Tacoma, 99 passed through many towns on the western side of Puget Sound before entering Seattle. From Seattle, 99 continued north into Everett, Bellingham, Mt. Vernon and Blaine before heading to the Canadian border.

Today, U.S. 99 no longer exists, being decomissioned in California in 1964, in Oregon in 1966, and in Washington in 1968, though Interstate 5 was not completed in many areas before the 1970s. 

In California, U.S. 99 was replaced by CA 99 from 25 miles south of Bakersfield to Red Bluff, a total of 450 miles. It was slowly developed into a freeway over time. In fact, I remember as far back as 1995 that the town of Livingston still had a traffic light.

In Oregon, there are many parts to OR 99 that are discontinuous in the southern part of the state, though I 5 is considered to join them. From Eugene, the route is more solid  and splits into OR 99W and OR 99E from Junction City to the Portland area.

In Washington, WA 99 only exists officially from Fife (jsut east of Tacoma) north to Everett. Up until a few years ago, WA 99 traveled on an old  structure known as the Alaskan Way Viaduct, but that has since been torn down and replaced with a long tunnel running under Seattle.

Of course, in all three states, there are several "business routes" that serve as the historic route, though many are unsigned as such.

Let us bow our head as I read from the Book of Roads..."Thou Shalt erect Historic Route signs for geeks like Moore who will hound the state transportation departments until they bend to his will, so sayeth Saint 66."

Get More Kicks On U.S. 6

    All right, I have covered a lot of western roads of late, many of them going through deserts and mountains. Also, these roads were north-south highways. To my horror, I realized that I had not tackled any east-west highways as a single focus, though I did write about U.S. highways 10,20,30,40,50,60,70,80, and 90, cut into 2 articles. OK OK, wasn't HORRIFIED...because the 100th birthday of the U.S. Highway System is not until next year, but I have been giving the deserts a lot of coverage. This partly due to the fact that I have been living in the desert for 23 years. Also, I am about to re-enter the classroom for another 9 1/2 months, so I will not have a ton of free time to write.

   First on my east west agenda is a single-digit classic, also a sad case of some truncation (though only a few hundred miles). In fact, this highway got some coverage in my "Lost California U.S. Highways" article. All right all right, Captain Preamble, on with it!

And with that, we go to...

U.S. 6 is extraordinary as it covers a lot of different terrtain in its long trek between Provincetown, Massachsetts and Bishop, California. Plus, for most of its length it manages to stay off of Interstate highways and keep its own  original identity.

Starting in Provincetown, 6 actually begins going more south instead of west as it cuts down the Cape Cod Peninsula, and then begins its westward trek across southern Massachusetts and then into Rhode Island and Connecticut and southern New York State.That is 338 miles before 6 even gets into Pennsylvania, which shows just how much terrain has been covered already! Between Massachusetts and New York, 6 crosses a myriad of creeks and rivers along with several bigger towns like Providence, Hartford, and Danbury.

After crossing the Hudson River, U.S. begins to see less in terms of waterways and more of what I like to call good old countryside. After passing through the greater Scranton area, 6 climbs into the northern tier of Pennsylvania, ascending and descending many high hills and going through just a few samples of what Pennsylvania is known for: small towns. After the hills of Appalachia end, 6 transitions into well over a thousand miles of agriculture, though it does pass througha few metro areas, most notably downtown Cleveland, along with the northwestern burbs of Indiana, though it shares road with the Indiana Toll Road for this. 

On a side note, if anyone passed through a great expanse of farmland with no end in sight on a nonfreeway, you're missing out. Case in point: a little over 10 years ago, we were taking care of Vickie's dad's funeral arrangements in northern Missouri. Flying into Kansas City, we took I 35 to Eagleville, and it was about 100 miles of boredom. Now, contrast that with U.S. 69 which ran close to I 35. U.S. 69 is a rolling highway that sees farms, residences, and towns...in other words, much more fun.

U.S. 6 is just like this. Of course there are some flat straight areas to contend with, that's why God created music! Pick a station or playlist and enjoy the ride!

In the Midwest, 6 does share some road here and there with I 80 In Illinois, Iowa, and Nebraska, but not for terribly long stretches (meaning more than 50 miles). That said, one always needs to account for the fact that the Interstate highway system was created to improve upon older, slower, and narrower highways.

In terms of sharing with other U.S. and state highways, 6 does much of that, particularly with U.S. 34 in Nebraska. Not long before the Colorado line, they split.

Just east  of Brush, Colorado, U.S. 6 is joined with the western I 76 all the way to just a few miles north of Denver, a length of 83 miles, and from Commerce city, it joins U.S. 85 to I 70 and then I 25 to downtown Denver before striking on its own for a while, mostly in expressway status to Golden.

Once again, there is a choice from south of Golden to Idaho Springs. If one is in a hurry, then cutting to I 70 from U.S. 6 would make sense. However, to truly get a sense of a narrower highway through some of the Rockies, 6 is THE way to go! Tunnels, trees, curves, and fresh mountain air are what 6 offers until it is forced on to I 70 to just before the Eisenhower Tunnel. I have been on much of this, it is WORTH THE EXTRA TIME!

Just before the Eisenhower Tunnel, 6 departs 70 for the steep windoing journey up to Loveland Pass and then the descent toward Dillon and Silverthorne. If you have a good healthy car, 6 makes more sense in terms of scenery. It stays with 70 again to west of Vail and then is on its own to just before Glenwood Canyon. and again from west of Glenwood Srings to west of Rifle, offeirng much experience of its original routing, tohugh often in 70's lofty shadow. 

In Palisade, one can take old 6 into the greater Grand Junction area for several miles before joining U.S. 50 and I 70  just before entering Utah. Looking at Google Maps, there is an older but not very well maintained stretch of 6 and 50 going into Utah. This Interstate was built either on top of 6 or next to it for the first 72 miles. 11 miles east of Green River, there is another older and less maintained stretch of 6 and 50 that is driveable right into town.

In Green River, 6 and 50 end their association for a little while. 50 continues with I 70 through some fantastic desert scenery to Salina while 6 and U.S. 191 travel north to Price, then separate before 6 heads into picturesque Price Canyon and then other just as impressive canyons before joining with U.S. 89 to Spanish Fork. Here, 6 hooks up with I 15 south to Santaquin and then cuts west and south to reunite with U.S. 50 in Delta. Before I 70 was paved from Green River to Salina, 50 followed 6 to Spanish Fork and then north and west and south again before meeting 6 in Ely.

From Delta, 6 and 50 travel the desert to Nevada, granting access to Great Basin National Park and U.S. 93 down the road before the 3 enter Ely together. From Ely, 6 heads on a quite lonely road for almost 170 miles to Tonopah. For its 305 miles in Nevada, Ely and Tonopah are its only 2 major towns in terms of services. In Tonopah, 6 joins with U.S. 95 for 40 miles to Coaldale Junction (nothing fancy) before 6 continues on its own into California to end at U.S. 395 in Bishop.

Coming to 3,198 miles, U.S. 6 has an impressive number of miles to its name. Trailing that mileage is U.S. 20, though 20 is broken up in Yellowstone, where officially no numbered highways enter.

Now, let's talk truncation!

Before 1964, U.S. 6 continued with U.S. 395 from Bishop to just north of Inyokern, where 6 headed a little more southwest and west as the Sierra Highway to U.S. 99, which it followed to Los Angeles and then south to end in Long Beach. This extra 296 miles definitely put U.S. 6 over the top in terms of mileage! Even better, much of the old Sierra Highway between just south of Mojave and I 5 can still be driven and with decent road conditions!

All right, before I end this usual Moore Farce, I need to give credit where credit is due. You all know I am a road geek, but what you may not know is that watching road trip videos makes me an even bigger geek! Some of these videos are real-time, others are sped up mildly, and even more others are sped up a lot...as in you can watch an end to end highway video across the nation in 8+ hours.

I was going to write about old but no longer existent U.S. 99 today, but a video about U.S. 6 changed my mind...U.S. 99 will come later.

All of U.S. 6 video

I highly recommend watching this in whole or segments between bowel movements. It really does U.S. 6 justice.

With that, I will find my funeral clothes so I may conduct a proper service for old U.S. 99. 

Food and coffee after!