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Hollywood Park Racetrack, 1938

Hollywood Park Racetrack, 1938

Hollywood Park Racetrack is gone. In its place is SoFi Stadium, the 77,000-seat home of Los Angeles’ two pro football teams and much else, including the 6,000-seat YouTube Theater. There’s also more to come in the surrounding vastness of Hollywood Park, named after the racetrack. Wikipedia says the park—

consists of over 8.5 million square feet (790,000 m2) that will be used for office space and condominiums, a 12-screen Cinepolis movie theaterballrooms, outdoor spaces for community programming, retail, a fitness center, a luxury hotel, a brewery, up-scale restaurants and an open-air shopping and entertainment complex.

The picture above (via this Martin Turnbull story) is an aerial view of the racetrack in 1938, shortly after it opened. Note the parking lot: immense and almost completely filled with cars. Perhaps this was the day Seabiscuit won his inaugural Gold Cup. Whether or not, few alive today remember when only baseball was more popular than horse racing in the U.S.

What interests me about this change is that I’ve enjoyed a bird’s-eye view of it, while approaching Los Angeles International Airport on commercial passenger planes. I’ve also photographed that change over the course of seventeen years, through those same windows. Between 2005 and 2022, I shot many dozens of photos of the racetrack site (along with the adjacent Hollywood Park Casino) from its last working days as a racetrack to the completion of SoFi Stadium (with the casino’s relocation to a corner of what had been the Racetrack’s parking lot).

In this album on Flickr are 91 photos of that change. Here I tell the story on one page. We’ll start in January 2005:

At this time the racetrack was long past its prime but still functioning along with the casino. (Look closely and you’ll see the word CASINO in red on the roof of the nearest grandstand. The casino itself is the gray building to its left.) In the distance, you can see the skyline of the West Wilshire region and the Hollywood Hills, topped by the HOLLYWOOD sign. (Hollywood Park is actually in Inglewood.)

This same year, Churchill Downs Incorporated sold the track to the Bay Meadows Land Company, owned by Stockbridge Capital Group, for $260 million in cash. This was good for the private capital business, but doom for the track. Bay Meadows, an equally famous racetrack just south of San Francisco, was also doomed.

This shot was taken seven months later, this time looking south:

Note the fountains in the ponds and the pavilion for members and special guests. Also, notice the separate grandstand for the Casino. The cars in the lots are almost certainly extras for LAX’s car rental companies, leasing unused parking spaces. But you can still see in the racetrack what (it says here) was “once described as too beautiful for words.”

The next photo is from April 2007:

Everything still appears operative. You can even see horses practicing on the dirt track. Also note The Forum across the street on the north side. Now the Kia Forum, its roof at various times also bore Great Western and Chase brand images. It was built in 1966 and is still going strong. During its prime, the Lakers in their Showtime era played there. (The team moved downtown to Staples Center in 1999.)

Next is this view, three months later in July 2007, looking south from the north side:

Note the stables between the racetrack and the practice track on the left. Also, note how the inner track, which had turned from dark brown to blue in prior photos, is now a light brown. It will later be green as well.

(Studying this a bit, I’ve learned that good horse race tracks are very deep flat-topped trenches filled with layers of special dirt that require constant grooming, much of which is devoted to making sure the surface is to some degree wet. In arid Los Angeles, this is a steep requirement. For more on how this works, this Wired story will help.)

Two months later, in September 2007, this view looking north takes in most of the Hollywood Park property, plus The Forum, Inglewood Cemetery, Baldwin Hills (beyond the cemetery and to the left or west):

The Hollywood Hills, with its white sign, is below the clouds, in the top middle, and the downtown Los Angeles skyline is in the top right.

Here on the Hollywood Park property, the casino will be rebuilt on the near edge of the property, along South Stadium Drive.

Here, a few months later, in February 2008, the inner track is once again blue:

This time take note of the empty areas of the parking lot, and how some regions are partitioned off. Ahead we’ll see these spaces variously occupied.

A few seconds after the shot above, I took this shot of the casino and club grounds:

The next shot comes a year and a half later, in September 2009:

Here the inner track has returned to green grass. In the far corner of the parking lot, across from The Forum, a partitioned section has activity involving at least six tents, plus other structures.

Almost three years passed before I got another view, in May 2102, this time looking south from the north side:

Here we get a nice view of the stables and the practice track. On the far side of both is a shopping center anchored by Home Depot and Target. (The white roofs are left and right.) Look in the coming shots at how those will change. Also, note the keystone-shaped fencing inside the practice track.

Here is the same scene one month later, in June 2012:

The keystone shape in the practice track is oddly green now, watered while the rest of the ground inside the track is not. A few seconds later I shot this:

Here the main change is the black-on-orange Belfair logo on the roof of the main grandstand. The paint job is new, but in fact, the racetrack became the Betfair Hollywood Park back in March, of this year.

In December begins California’s short rainy season, which we see here in my last view of the racetrack in 2012:

It’s a bit hard to see that the main track is the outer one in dark brown. We also see that the inner track, which had been blue and then green, is now brown: dirt instead of grass. This is my last view before the racetrack got its death sentence. Wikipedia:

On May 9, 2013 in a letter to employees, Hollywood Park president F. Jack Liebau announced that the track would be closing at the end of their fall racing season in 2013. In the letter, Liebau stated that the 260 acres on which the track sits “now simply has a higher and better use”, and that “in the absence of a favorable change in racing’s business model, the ultimate development of the Hollywood property was inevitable”. It was expected that the track would be demolished and replaced by housing units, park land and an entertainment complex, while the casino would be renovated.

My next pass over the property was on June 16, 2013:

The racetrack here is still verdant and irrigated, as you can see from the sprays onto the inner track, which is grass again. The last race here would come six months later, and demolition would begin shortly after that.

One year later, in June 2014, we can see the practice track and the stables absent of any use or care, condemned:

Farther west we see the casino is still operative, with cars in the parking lot:

Racing is done, but some of the ponds are still filled.

Three months later, in September 2014, demolition has begun:

Half the stables are gone, and the whole racetrack area has been bulldozed flat. Two things to note here. First is the row of red trees on the slope at the near end of the track. I believe these are red maples, which turn color in Fall even this far away from their native range. They were a nice touch. Second is the pond at the far end of the track. This is where they will start to dig a vast bowl—a crater—that will become the playing field inside the new SoFi Stadium.

Two months later, in November 2014, all the stables are completely gone, and there is a road across a dirt pile that bridges the old outer track:

This shot looks northeast toward the downtown Los Angeles skyline, and you can see the Hollywood sign on the dark ridge at the left edge of the frame, below a bit of the plane’s wing. The blur at the bottom, across the parking lot, is from the plane’s engine exhaust. (One reason I prefer my windows forward of the wing.)

This next shot is another two months later, in January 2015:

The casino is still happening, but the grandstand is ready for demolition and the racetrack area is getting prepared for SoFi.

One month after that, in February 2015, we see how winter rains have turned some untouched areas green:

Only two of the red trees remain (or so it appears), and the grandstands are still there, along with an operative casino.

This next shot is eight months later, in October, 2015:

Now the grandstand is gone. It was demolished in May. Here is a KNBC/4 report on that, with a video. And here is a longer hand-held amateur video that also gets the whole thing with stereo sound. New construction is also happening on the left, next to the old casino. This is for the new casino and its parking garage.

The next shot is almost a year later, in September, 2016:

It was a gloomy and overcast day, but you can see the biggest changes starting to take shape. The new casino and its parking garage are all but done, digging of the crater that will become the SoFi stadium has started, and landscaping is also starting to take shape, with hills of dirt in the middle of what had been the racetrack.

Ten months later, in July 2017, the SoFi crater is dug, structural pieces are starting to stand up, the new casino is operating and the old casino is gone:

Here is a close-up of work in and around the SoFi crater, shot a few seconds earlier:

The cranes in the pale gray area stand where a pond will go in. It will be called Rivers Lake.

This shot a few seconds later shows the whole west end of what will become the Hollywood Park complex:

The area in the foreground will become a retail center. The buildings on the left (west) side of the site are temporary ones for the construction project. On the right is the one completed permanent structure: the casino and its parking garage. Buildings on the left or west edge are temporary ones for the construction project.

Three months later, in January 2018, I flew over the site at night and got this one good shot (at 1/40th of a second moving at 200+mph):

Now they’re working day and night raising the SoFi structure in the crater. I share this to show how fast this work is going. You can see progress in this photo taken one month later, in February 2018, again at night:

More than a year went by before I passed over again. That was in August 2019. Here is my first shot on that pass:

Here you SoFi’s superstructure is mostly framed up, and some of the seating is put in place. Here is a wider view shot two seconds later, after I zoomed out a bit:

In both photos you see the word FORUM on The Forum’s roof. (It had previously said “Great Western” and “Chase.” It is now the Kia Forum.) You can also see the two ponds in full shape. The left one will be called Rivers Lake. The right one will pour into it over a waterfall. Cranes on the left stand in the outline of what will become an eight-story office building.

Three months later, in November 2019, the outside surfaces of the stadium are about halfway up:

We also see Rivers Lake lined, with its gray slopes and white bottom.

After this the Covid pandemic hit. I didn’t travel by air (or much at all) for almost two years, and most sporting events were canceled or delayed. So the next time I passed over the site in a position to shoot it was April 2022, when SoFi Stadium was fully operational, and the area around it mostly complete:

Here we see the shopping center in the foreground, now with the Target store showing its logo to the sky. The old practice track and stables have been replaced by parking. A few seconds later I zoomed in on the completed stadium:

We see Rivers Lake, the office building, and its parking structure are also done, as are the parking lots around the stadium. You can also see “SoFi Stadium” in raised lettering on the roof.

And that completes the series, for now.

There are a total of thirty-one photos above. All the links in the photos above will take you to a larger collection. Those in turn are a fraction among the hundreds I shot of the site. And those hundreds are among many thousands I’ve shot of ground and sky from passenger planes. So far I’ve posted over 42,000 photos tagged aerial or windowseat in my two Flickr accounts:

Hundreds of those photos have also found their ways into Wikipedia, because I license nearly all my photos online to encourage cost-free re-use. So, when people with an interest in a topic search for usable pictures they’d like to see in Wikipedia, they often find some of mine and park them at Wikimedia Commons, which is Wikipedia’s library of available images. Of the hundreds you’ll find there in a search for “aerial” plus my name, one is the top photo in the Wikipedia article on Hollywood Park Racetrack. I didn’t put it there or in Wikimedia Commons. Randos did.

My purpose in putting up this post is to encourage documentation of many things: infrastructure changes, geological formations, and any other subject that tends to get overlooked. In other words, to be useful.

A friend yesterday said, “as soon as something becomes infrastructure, it becomes uninteresting.” But not unimportant. That’s one reason I hope readers will amplify or correct what I’ve written here. Blogging is good for that.

For the curious, the cameras I used (which Flickr will tell you if you go there), were:

  1. Nikon Coolpix E5700 with a built-in zoom (2005)
  2. Canon 30D with an 18-200 Tamron zoom (2005-2009)
  3. Canon 5D with Canon 24-70mm, 24-85mm, and EF24-105mm f/4L zooms (2012-2015)
  4. Canon 5D Mark III with the same EF24-105mm f/4L zoom (2016-2019)
  5. Sony a7R with a Sony FE 24-105mm F4 G OSS zoom (2022)

I’m not a big spender, and photography is a sideline for me, so I tend to buy used gear and rent the good stuff. On that list, the only items I bought new were the Nikon Coolpix and the two 24-105 zooms. The Canon 5D cameras were workhorses, and so was the 24-105 f4L Canon zoom. The Sony a7R was an outgrown but loved gift from a friend, a fine art photographer who had moved on to newer (and also loved) Sony gear. Experience with that camera (which has since died) led me this June to buy a new Sony a7iv, which is a marvel. Though it has a few fewer pixels than the a7R, it still has 33 million of them, which is enough for most purposes. Like the a7R, it’s mirrorless, so what you see in the viewfinder or the display on the back is what you get. It also has a fully articulated rear display, which is great for shooting out the plane windows I can’t put my face in (and there are many of those). It’s like a periscope. So expect to see more and better shots from planes soon.

And, again, give me corrections and improvements on anything I’ve posted here.


A visitor to aerial photos on my Flickr site asked me where one should sit on a passenger plane to shoot pictures like mine. This post expands on what I wrote back to him.

Here’s the main thing: you want a window seat on the side of the plane shaded from the Sun, and away from the wing. Sun on plane windows highlights all the flaws, scratches, and dirt that are typical features of airplane windows. It’s also best to have a clear view of the ground. In front of the wing is also better than behind, because jet engine exhaust at low altitudes distorts the air, causing blur in a photo. (At high altitudes this problem tends to go away.) So, if you are traveling north in the morning, you want a seat on the left side of the plane (where the seat is usually called A). And the reverse if you’re flying south.

Here in North America, when flying west I like to be on the right side, and when flying east I like to be on the left, because the whole continent is far enough north of the Equator for the Sun, at least in the middle hours of the day, to be in the south. (There are exceptions, however, such as early and late in the day in times of year close to the Summer Solstice, when the Sun rises and sets far north of straight east and west.) This photo, of massive snows atop mountains in Canada’s arctic Baffin Island, was shot on a flight from London to Denver, with the sun on the left side of the plane. I was on the right:

As for choosing seats, the variety of variables is extreme. That’s because almost every airline flies different kinds of planes, and even those that fly only one kind of plane may fly many different seat layouts. For example, there are thirteen different variants of the 737 model, across four generations. And, even within one model of plane, there may be three or four different seat layouts, even within one airline. For example, United flies fifteen different widebody jets: four 767s, six 777s, and four 787s, each with a different seat layout. It also flies nineteen narrowbody jets, five regional jets, and seven turboprops, all with different seat layouts as well.

So I always go to SeatGuru.com for a better look at the seat layout for a plane than what United (or any airline) will tell me on their seat selection page when I book a flight online. On the website, you enter the flight number and the date, and SeatGuru will give you the seat layout, with a rating or review for every seat.

This is critical because some planes’ window seats are missing a window, or have a window that is “misaligned,” meaning it faces the side of a seat back, a bulkhead, or some other obstruction. See here:

Some planes have other challenges, such as the electrically dimmable windows on Boeing 787 “Dreamliners.” I wrote about the challenges of those here.

Now, if you find yourself with a seat that’s over the wing and facing the Sun, good photography is still possible, as you see in this shot of this sunset at altitude:

One big advantage of life in our Digital Age is that none of the airlines, far as I know, will hassle you for shooting photos out windows with your phone. That’s because, while in the old days some airlines forbid photography on planes, shooting photos with phones, constantly, is now normative in the extreme, everywhere. (It’s still bad form to shoot airline personnel in planes, though, and you will get hassled for that.)

So, if you’re photographically inclined, have fun.

What does it mean when perhaps hundreds of thousands of one’s photos appear in articles, essays and posts all over the Web?

It means they’re useful. That’s why I posted the originals in the first place, and licensed them to require only attribution. Because of that, I can at least guess at how many have been put to use.

For one example subject, take Lithium, a metal in the periodic table. Lithium is making news these days, because it’s both scarce and required for the batteries of electric and hybrid vehicles. At issue especially is how and where lithium is extracted from the Earth. As Ivan Penn and  put it in The Lithium Gold Rush: Inside the Race to Power Electric Vehicles (6 May in The New York Times), extraction “might not be very green.”

But it is blue. Or turquoise. Or aqua. Or whatever colors you see in the photo above.

I took that shot on a 2010 flight over Nevada. Looking out the window, it’s hard to miss lakes of bright colors on the desert floor, looking like stained glass windows into the Earth. I didn’t know at the time that the puddles were lithium, but I did know they’d be useful when I published them, along with whatever information a little bit of research would reveal about them. After I did the research, I put 17 photos in an album on Flickr titled Lithium Mines in Nevada and added the same set to another album called Mines and Mining, which is now 329 photos long.

Also on that flight, which produced 130 photos now in an album called 2010_08_06 rno-phx-bos, other topics of interest are the Shoshone Mountains, Yucca Lake and Yucca Flat (with “subsidence craters” over underground nuclear bomb explosions), the Nevada Test Site, (where hundreds of atomic bomb tests took place, among other interesting things, “Doom Town” on Frenchman Lake, Broom Lake in Area 51, Creech Air Force Base (from which military drones are remotely controlled), Grand Canyon, and Buffalo at night. None of the photos of mine at those links (all in Wikipedia) are especially artistic. In fact most of them make me cringe today, because I hadn’t yet mastered Photoshop when I posted them in the first place. Back then I shot only .jpgs, rather than RAW photos, which means I can’t go back do much to improve them. But all are useful, especially to writers and publications covering the topic of lithium mining. For example, my photos of those lithium lakes appear in—

And those are just the first six among 23,200 results in a search for my name + lithium. And those results are just from pubs that have bothered to obey my Creative Commons license, which only requires attribution. Countless others don’t.

Google also finds 57,400 results for my name + mining. On top of those, there are also thousands of other results for potash, river, geology, mining, mountains, dunes, desert, beach, ocean, hebrides, glacier, and other landforms sometimes best viewed from above. And that’s on top of more than 1500 photos of mine parked in Wikimedia Commons, of which many (perhaps most) are already in Wikipedia (sometimes in multiple places) or on their way there.

And those are just a few of the many subjects I’ve shot, posted and annotated to make them useful to the world. Which is why I’m guessing the number of photos actually being used is in the hundreds of thousands by now.

I have placed none of those photos in any of those places. I just put them up where they can easily be found and put to use. For example, when I shot Thedford, Nebraska, I knew somebody would find the photo and put it in Wikipedia.

Shots like these are a small percentage of all the photos I’ve taken over many decades. In fact, most of my photography is of people and scenes, not stuff like you find in the links above.

But apparently my main calling as a photographer is to push useful photos to the edge of the public domain, and to describe and tag them in ways that make them easy for researchers and journalists to find and use. And so far that has been a very successful strategy.


So I have a camera question for the fellow photographers out there.

My main camera is a 2012-vintage Canon 5D Mark III , which replaced a 2005-vintage Canon 5D (source of the lithium lake shots), which replaced a Canon 30D of the same generation, and a Nikon Coolpix before that. All of these are retired or beat up now. Being um, resource constrained, every camera and lens I’ve used in this millennium I’ve either rented or bought used.

Now, out of great kindness, an old friend is giving me a Sony a7R that has been idle since she replaced it with a Sony a7Riii. I’ve played with her newer Sony, and really like how much lighter mirrorless full-frames can be. (And the a7R is lighter than the a7Riii.) The question now is what kind of lens I want to start with here, given that my budget is $0 (though I will spend more than that). The Sony equivalent of the lens I use most, a Canon 24-105 f4 L, runs >$1000, even used.

I suppose I could get non-Sony lenses for less, but … I’m not sure that’s the way to go. I’m kinda tempted to get a telephoto zoom or prime for the Sony and keep using the Canon for everything else. But then I’m carrying two cameras everywhere.

But I just looked at Ken Rockwell’s take on the Sony 24-105mm f/4
FE G OSS Full-Frame E-Mount
, which appears to outperform the Canon equivalent (two links back) so maybe I’ll find a bullet to bite, and spend the grand.

[25 May…] And I did that. The lens just arrived. Now I just need to match it up with a7R, which will probably happen next Tuesday. I trust you’ll see some results soon after that.

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This is the situation at Newark Airport right now:

Those blobs are thunderstorms. The little racetrack in upstate New York is an inbound flight from Lisbon in a holding pattern.

Follow the link under that screen shot. Interesting to see, in close to real time, how flights on approach and departure dodge heavy weather.

I’ll be flying out of there in a few hours myself, to India, for the firs time. Should be fun.

That was the view to the south from 31,000 feet above the center of Greenland a few hours ago: a late afternoon aurora over a blue dusk. According to my little hand-held GPS, we were around here: “11/10/17, 11:48:32 AM” “2.4 mi” “0:00:16” “538 mph” “30072 ft” “283° true” “N70° 56′ 10.4″ W38° 52′ 59.1″”That’s about four degrees north of the arctic circle.

The flight was Air New Zealand 1, a Boeing 777 now on its way to Auckland from Los Angeles, where I got off before driving home to Santa Barbara, where I am now, absolutely fucking amazed that we take this time- and space-saving grace of civilized life—flying—so fully for granted. (I know this isn’t a good time to source Louis C.K., but his take on how “everything’s amazing and nobody’s happy” contains simply the best take on commercial flying ever uttered by anybody.)

Here’s another amazing thing: we were also inside the auroral oval, which at the moment maps like this—

Normally on transatlantic flights between Europe and the U.S., one looks north at the aurora, but in this case I was looking south, because we veered north to avoid headwinds on the direct route, which would have taken us over the southern end of Greenland, right under that aurora. The whole flight was close to 12 hours, went in a large crescent loop, and at the end had us coming down at Los Angeles along the Pacific Coast, roughly from the direction of Seattle:

(The map is via FlightAware. Details from that same page: Actual: 5,859 mi; Planned: 5,821 mi; Direct: 5,449 mi. In other words, we flew 410 extra miles to avoid the headwinds. Here is the route in aviation code: YNY KS21G KS81E KS72E 4108N/12141W HYP AVE.)

Get this: I knew that would roughly be our path just by first looking at Windy.com, which shows winds at all elevations a plane might fly. (That link is to Windy’s current air flow map between London and Los Angeles at 34,000 feet.)

Even after flying millions of miles as a passenger, my mind is never less blown by what one can see out the window of a plane.



I have been wanting to fly on the Boeing 787 “Dreamliner” ever since I missed a chance to go on an inaugural junket aboard one before Boeing began delivery to the airlines. And I finally got my chance, three days ago, aboard United Flight 935 from London to Los Angeles.

Some background before I visit that experience: United is my default airline by virtue of having flown 1.5 million miles with them, which has earned me some status. Specifically, I get on shorter lines, don’t get charged for bags, and have some choice about where I sit, which defaults to Economy Plus: the section of Economy that features a bit more leg room and is typically located is behind business/first, now called Polaris.

I should add that I actually like United, and have had few of the bad experiences people tend to associate with big old airlines. I’ve also had plenty of good ones. And not all the news about United is bad. For example, wider economy seats are coming in refurbed 767s.

So. How about the 787?

It’s a nice plane in many ways, which Boeing explains here. Maybe the best in the air today.

But, hate to say, my experience with it was less than ideal.

The first problem is that, according to SeatGuru, the whole Economy Plus section is over the wing on both the airline’s configurations: 787/8 and 787/9. This means there is little or no view of the ground out the window. That view is one of the main attractions of window seats and why I love flying. See all these photos were taken out the windows of planes? Nearly all the planes I shot those from were United’s, and I have kindly tagged them #United as well. (See http://bit.ly/UnitedAerial.)

To be fair, all of United’s widebody planes (747,767, 777, 787) put most of Economy Plus over the wing. But in the first three cases a row or two is in front of the wing or behind it. Not, alas, on the new 787s.

So I booked a seat in the economy section. Fortunately, I don’t have long femurs, so leg room usually isn’t an issue for me. In fact, I like sitting in the back of plane, farther the better. That way as little of the wing as possible intrudes on the view. And the legroom actually wasn’t bad on this plane anyway, so that was a plus.

The seat I chose was 37L, a window seat in a row that gave me 3 seats to myself, because the flight turned out to be less than full. This is another reason to book seats in the back. They’re the least likely seats to be filled on a less-than-full flight. (But be sure to check with SeatGuru, which warns window-sitters away from rows that have missing windows. Most planes do have some of those.)

My second problem turned out to be one of the 787’s biggest selling points: electronically dimmable windows:

It’s a clever system that eliminates the window shade, an ancient feature that actually gives the individual a simple manual control over the view, and of light coming in.

My problem wasn’t with the windows themselves, which are relatively large (but seemingly with more view added toward the sky than the ground). My problem was with a loss of individual control, and an apparent preference by the crew for the equivalent of no windows at all.

So, for example, on this flight the crew turned all the windows dark just before the fjords and glaciers of Greenland’s coast came into view. They announced that this was so people could sleep or watch their screens without glare. But this flight wasn’t a red-eye. The plane left at roughly 2pm from London and arrived in Los Angeles at around 5pm, with daylight all the way. Yes, it would be the middle of the night (UK time) on arrival, but that was another six hours in the future, and the scene was amazing:

So I turned my window up to clear (which happens so slowly you wonder if it’s working at first), and a flight attendant came over. Here’s the dialog, as best I recall it:

“Sir, you need to darken your window.”

“I got a window seat so I could see outside.”

“But other people are trying to sleep or watch their screens.”

“I’ll darken it later. Right now I want to see Greenland. Have you seen this? It’s spectacular.”

“Please be aware of the other passengers, sir.”

In fact I was.

There were two empty seats next to me. The window seat wasn’t occupied in the row in front of me. (An older woman seemed to be sleeping in the middle seat.) And the only other passenger in sight was a guy reading a book in an otherwise empty middle row across the aisle from me. I was also talking geography with the people behind me, who were watching Greenland scroll by through my aft window (their row, 38, had no window) saying “Holy shit! Look at that! Look at THAT!” over and over. And with good reason. A United pilot once announced to a plane I was on that Greenland is the most spectacular thing one can see from a passenger jet.

So I really didn’t need to dim my window for others. But I felt like I was getting busted for some infraction of flight etiquette that made no sense, given that the 787, more than other planes was supposed to be about the joy of flying. (Louis CK enlarges on this kind of aviation irony with his “Everything is a amazing and nobody’s happy” bit. If you’re in a hurry, start about 2 minutes in.)

My final problem was also with the windows: they block GPS signals, I suppose as a secondary effect of the dimmable feature. This meant I couldn’t record the trip on my little Garmin pocket GPS I’ve been using for many years to keep track of where I’ve been, and to geo-locate photos later.

So I’ll go out of my way to avoid United’s 787s from now on. They’re great planes, but not for me.

Here’s what flying in and out of Newark looks like right now:


That storm is very heavy, but narrow. It’s going to wash over New York like a big wave.

Hat tip to Flightaware.

away2remember2manytabsFor today’s entries, I’m noting which linked pieces require you to turn off tracking protection, meaning tracking is required by those publishers. I’m also annotating entries with hashtags and organizing sections into bulleted lists.

#AdBlocking and #Advertising




I’ve been fascinated for years by what comes and goes at the Fort Irwin National Training Center


—in the Mojave Desert, amidst the dark and colorful Calico Mountains of California, situated in the forbidding nowhere that stretches between Barstow and Death Valley.

Here and there, amidst the webwork of trails in the dirt left by tanks, jeeps and other combat vehicles, fake towns and other structures go up and come down. So, for example, here is Etrebat Shar, a fake town in an “artificial Afghanistan” that I shot earlier this month, on June 2:


And here is a broader view across the desert valley east of Fort Irwin itself:


Look to the right of the “town.” See that area where it looks like something got erased? Well, it did. I took the two shots above earlier this month, on June 2. Here’s a shot of the same scene on June 25, 2013:


Not only is the “town” a bit bigger, but there’s this whole other collection of walls and buildings, covering a far larger area, to the right, or east.

I also see in this shot that it was gone on December 8, 2014.

Now I’m fascinated by this town and the erased something-or-other nearby, which I also shot on June 2:


It appears to be “Medina Wasl,” which Wikipedia says is one of twelve towns built for desert warfare training:

One of the features of the base is the presence of 12 mock “villages” which are used to train troops in Military Operations in Urban Terrain (MOUT) prior to their deployment. The villages mimic real villages and have variety of buildings such as religious sites, hotels, traffic circles, etc. filled with foreign language speaking actors portraying government officials, local police, local military, villagers, street vendors, and insurgents. The largest two are known as Razish and Ujen, the closest located about 30 minutes from the main part of the post. Most of the buildings are created using intermodal containers, stacked to create larger structures, the largest village consists of 585 buildings that can engage an entire brigade combat team into a fight.

Now I’m slowly going through my other shots over the years to see if I can find Razish and Ujen… if they haven’t been erased.

It would be cool to hear from military folk familiar with Fort Irwin, or veterans who have worked or fought mock battles in those towns.

Oil from the Coal Oil Seep Field drifts across Platform Holly, off the shore of UC Santa Barbara.

Oil from the Coal Oil Seep Field drifts across Platform Holly, off the shore of UC Santa Barbara.

Oil in the water is one of the strange graces of life on Califonia’s South Coast.

What we see here is a long slick of oil in the Pacific, drifting across Platform Holly, which taps into the Elwood Oil Field, which is of a piece with the Coal Oil Point Seep Field, all a stone’s throw off Coal Oil Point, better known as UC Santa Barbara.

Wikipedia (at the momentsays this:

The Coal Oil Point seep field offshore from Santa Barbara, California isa petroleum seep area of about three square kilometres, adjacent to the Ellwood Oil Field, and releases about 40 tons of methane per day and about 19 tons of reactive organic gas (ethane, propane, butane and higher hydrocarbons), about twice the hydrocarbon air pollution released by all the cars and trucks in Santa Barbara County in 1990.[1]The liquid petroleum produces a slick that is many kilometres long and when degraded by evaporationand weathering, produces tar balls which wash up on the beaches for miles around.[2]

This seep also releases on the order of 100 to 150 barrels (16 to 24 m3) of liquid petroleum per day.[3] The field produces about 9 cubic meters of natural gas per barrel of petroleum.[2]

Leakage from the natural seeps near Platform Holly, the production platform for the South Ellwood Offshore oilfield, has decreased substantially, probably from the decrease in reservoir pressure due to the oil and gas produced at the platform.[2]

On the day I shot this (February 10), from a plane departing from Santa Barbara for Los Angeles, the quantity of oil in the water looked unusually high to me. But I suppose it varies from day to day.

Interesting fact:

  • Chumash canoes were made planks carved from redwood or pine logs washed ashore after storms, and sealed with asphalt tar from the seeps. There are no redwoods on the South Coast, by the way. The nearest are far up the coast at Big Sur, a couple hundred miles to the northwest. (It is likely that most of the redwood floating into the South Coast came from much farther north, where the Mendicino and Humboldt coastlines are heavily forested with redwood.)
  • National Geographic says that using the tar had the effect of shrinking the size of Chumash heads over many generations.
  • There are also few rocks hard enough to craft into a knife or an ax anywhere near Santa Barbara, or even in the Santa Ynez mountains behind it. All the local rocks are of relatively soft sedimentary kinds. Stones used for tools were mostly obtained by trade with tribes from other regions.

Here’s the whole album of oil seep shots.

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