Southern Rockies Nature Blog: Lettuce Get Down to Business

Southern Rockies Nature Blog: Lettuce Get Down to Business: Photo from 1918 of the Mahon Ranch, west of Buena Vista. Pictured are Martha Mahon, her daughter Cassie and Cassie’s husband George Fields...

Really interesting article on an agricultural evolution in Colorado.  

As I noted in my comments there, and expanding on them a bit here, it's often struck me that the hills around Ft. Laramie, which are grazing land today, are called "Mexican Hills" as New Mexican laborers were brought up to the area after the Mexican War to build the cement buildings at Ft. Laramie, and after they completed the construction, they moved off post and put in vegetable farms. The produce was sold to travelers on the Oregon Trail.

That obviously didn't continue on forever, but I don't know when it ceased.  I've also often wondered what happened to them, and their descendants.  There is farming, of course, in that region of Wyoming, but it's nearly a monoculture of a sort.  All corn in that area.

In the Bessemer Bend area of Natrona County, which is farm land but for hay farms and feed corn only, at one time there was some potato production and barley production, the latter for Coors. 

Around the state, if you look at old photos from a century ago and more, you'll see grocery stores with signs indicating that fresh produce was "bought and sold", meaning that they were getting their produce locally.  That certainly doesn't happen anymore.  If I buy lettuce at the chain grocery store (the only place I can buy it) it's come hundreds of miles to be here.

And, in spite of all the land they hold, you'll not find a ranch yard with a garden.  At least I'm not seeing any.

Something has been lost here.

Agrarian of the Week: The Victory Garden.

The television show, not the World War Two institution from which it takes its name.

Somewhat quirky and odd, the long-running show commenced in 1979 and was hosted by the late James Underwood Crockett originally.  I recall it from the Roger Swain era, however, which apparently from the mid 1980s to 2002, which surprises me as I recall watching it with my father, and not thereafter.  He died in the early 1990s.  Swain, with a huge red beard and suspenders was ahead of his time in the hipster movement, held a PhD in biology, so he knew his stuff.  It apparently ceased production in 2010.

One interesting thing I'll note is the name, The Victory Garden, which takes its name from the gardens people were urged to plant in World War One and World War Two to counter food shortages.  While both wars were obviously horrific, this aspect of the home front remains fondly remembered, and therefore the name is familiar.

Canadian World War One Victory Garden poster.

Going Feral: Subsistance Hunter/Fisherman of the Week: Dick Proenneke

Going Feral: Subsistance Hunter/Fisherman of the Week: Dick Pr...: 

Subsistance Hunter/Fisherman of the Week: Dick Proenneke

Dick Proenneke may be the ultimate modern subsistence hunter and fisherman in so far as the Western World is concerned.

Proenneke was born in Iowa in 1916.  His father was sort of a jack of all trades laborer, which is and was common to rural areas.  His father was also a veteran of World War One.  Dick followed in his father's footsteps prior to World War Two, leaving high school before graduation, something extremely common in that era (less than 50% of males graduated from high school prior to World War Two  He joined the Navy in World War Two and took up hiking around San Francisco while recovering from rheumatic fever contracted in the service.  Having the disease was life altering for him, as he became focused on his health.  He received a medical discharge from the Navy in 1945.

After the war he became a diesel mechanic, but his love of nature caused him to move to Oregon to work on a sheep ranch, and then to Shuyark Island, Alaska, in 1950.  From 1950 to 1968 he worked for a variety of employers, including the Navy and the U.S. Fish & Wildlife Service.  He moved to the wilderness in 1968, at age 52, the year that in many ways gave us the Post Post World War Two World we are now seeing collapse.  He lived there, as a single man, until 1999, when old age forced him out of the woods and to his brother's home in California.  He died in there in 2003, at age 86.  His cabin now belongs to the Park Service.

Proenneke loved photography and left an extensive filmed record of his life in Alaska.

There's a lot that can be gleaned from his life, some of which would probably be unwarranted, as every person's life is their own.  Having noted that, however, it should be noted that Proenneke is not the only person to live in this manner in Alaska's back wood, including up to the present.  So he's not fully unique, but rather his high intelligence and filmed record has made him known.

It's also notable, fwiw, that he was a single man.  Basically, if looked at carefully, his retreat to the woods came in his retirement, as he had very low expenses up until 1968, and had worked for the government for many years.  He never married, so he never had a family or responsibilities of that type.  Many of the men who live in wild Alaska have married into native families, so their circumstances are different.

Probably every young man who loves the outdoors has contemplated doing something like what Proenneke actually did, while omitted the decades of skilled labor as a single man that came before it.  And in reality, Proenneke, had lived over half his life as a working man with strong outdoor interests, rather than in the wilderness.  People really aren't meant to live the way he lived, in extreme isolation, save for a few.

Related Threads:

Dick Proenneke in Alone in the Wilderness

Dick Proenneke in Alone in the Wilderness part II

Blog Mirror: George Singleton wrote that 'hog-killing time' was a community event

 

George Singleton wrote that 'hog-killing time' was a community event

Wyoming Catholic Cowboys - raw and real: War on Weeds

Wyoming Catholic Cowboys - raw and real: War on Weeds: Weeds are my nemesis. Left unattended, they'll overrun a guy's place. With last year being such a wet summer around Worland, the wee...

Published here both for its content, and my comment. 

Lex Anteinternet: Soap Blindness. Being careful about what you are ...

Lex Anteinternet: Soap Blindness. Being careful about what you are ...: 

Soap Blindness. Being careful about what you are wishing for.

Independent truck drivers, whom share nothing in common with Donald Trump whatsoever, are claiming they'll boycott New York State today due to the judgment against the serially indicted former President.

In the Gene Shepherd classic A Christmas Story, Ralphie imagines that he'll get "soap blindness" and live on the streets, to the regret of his parents, for having his mouth washed out with soap.  No such thing exists, of course, but in reality, if it did, it'd be worse than the remorse the parents would feel for the person enduring it.

In other words, a person needs to be careful for what they wish for.

Truck drivers, or at least American independent truck drivers, are heavily invested in the belief that "America needs us".  They're also heavily invested in a myth of manly, rugged independence.  The reality of the situation is quite different, however.

The United States went to a semi tractor supply distribution system through the short sightedness of Dwight Eisenhower, who backed the massive Federally funded expansion of the US highway system during his administration.  Eisenhower, impressed with the Autobahn, which he'd seen while the Supreme Commander of Allied Expedition Force in Europe, wanted them here.  It was really an example of the American System at work, and while I'm generally a proponent of the American System, it shouldn't have happened in this example.

Coming right at the same time that the American love of automobiles really took off, it caused a massive ongoing subsidy of the highway system, and by extension, the expansion of over the road trucking, at the detriment of the railroads.  I've posted on that here before, stating:

Trucking is a subsidized industry, but people don't think of it that way.  Its primary competitor is rail. Railroads put in their own tracks and maintain their own railroad infrastructure. When you see a train, everything you were looking at, from the rails to the cars, were purchased by private enterprise. When you seem a semi tractor, however, it's always traveling on a public conveyance.

It's doing that fairly inefficiently compared to rail.  Rail is incredibly cheap on a cost per mile basis, and it's actually incredibly "green" as well.  It's efficient.  Trucks are nowhere near as efficient in any fashion.  Not even in employment of human resources.  Trains have, anymore, one or two men crews, the same as semi trucks, but they're hauling a lot more per mile than trucks are with just two men.

And, as we also stated:

Following the Second World War the U.S. saw a rising expansion of over the road trucking.  By the late 1950s the US was, additionally, overhauling its Interstate highway system via the Defense Department's budget with new "defense" highways, which were much improved compared to the old Interstate highway system.  With the greatly improved roads, by the 1960s, interstate long haul trucking was in an advance state of supplanting the railroads for a lot of American freighting.  At the same time, the diesel engine supplanted the gasoline engine for semi tractors.  A very uncommon engine for motor vehicles in the United States prior to the 1950s, diesels started coming in somewhere in that period and by the 1960s they'd completely replaced gasoline engines for over the road semi tractors.  Now, of course, diesels have become fairly common for heavy pickups as well, and are even starting to appear in the U.S. in light pickup trucks in spite of the higher cost of diesel fuel.

 

 Mack tractor, 1942.

The change was dramatic, although few people can probably fully appreciate that now, as we are so acclimated to trucking.  Thousands of trucks supplanted thousands of rail cars, and entire industries that were once served only by rail came to be served by truck.  The shipping of livestock, for example, which was nearly exclusively a railroad enterprise up into the 1950s is now done entirely by truck, a change which had remarkable impacts as rail shipping required driving the livestock to the railhead, whereas with the trucks they are simply scheduled to arrive at a ranch at a particular time.  Likewise, businesses that at one time located themselves near rail lines, so that they could receive their heavy products by rail, no longer do, as they receive those items by trucks.  For example, pipeyards, once always near a railhead, are not always today.

Not that the railroads have disappeared.  Indeed, in recent years they've once again been expanding, as they're very cost efficient and even more "green" than trucking, as they point out.  But trucks have, in the past 60 years, gone from something that was really for short hauls, for the most part, to something that is now common for long hauls, and indeed the bulk of American shipping is now done by truck.  Trucks have an advantage in being able to go more selectively and directly from "port to port", and the surface on which they travel is of course, put in by the public, making it a partially subsidized industry.  So they aren't going away soon, in spite of a revitalized rail industry.

And trucks have became part of the American vehicular fleet in a way that would have been hardly imaginable even 50 years ago.  As they've become more comfortable to drive, and easier to drive, they've been a common family vehicle, which is not what they once were.  Pickup trucks used to be pretty much only owned by people who had some need of them, even if that need was recreational.  Now, they're common everywhere.  Indeed, the Ford F150, Ford's 1/2 ton pickup truck, has been the best selling vehicle, that's vehicle, not truck, for the past 32 years.  So, so common have trucks become in the United States that one model of 1/2 tone truck is the number one single high selling model of vehicle.  Pretty amazing for a vehicle that started off as utilitarian and industrial.

One semi truck does as much damage to the highways as 2,000 passenger cars, or some I'm told.  I was told that by the owner of a company that has semi trucks.

On top of it, truck driving isn't something Americans want to do anymore, something the independents who are protesting seem to be missing.  As we earlier noted:

There are presently 11,000,000 unfilled jobs in the United States.  These are jobs that were filled before the COVID Recession.  People aren't going back to work.

And laborers are also demanding better wages and benefits in order to do the work they're doing.

This represents a dual fundamental shift in the thinking of the American work force.  Part of it is old-fashioned, and part not so much.

As for better wages and benefits, following the Reagan Administration and the economic woes of the 1970s, American labor really faded from the scene as an organized entity.  Of course, we lost a lot of labor to overseas as well.  Now the remaining labor is fed up and taking advantage of the situation, for which it cannot be blamed.

The second part of this situation, however, is remarkable.  Forced out of work during the pandemic, stay homes, lots of people discovered that modern American work sucks. They don't want to go back, as their lives were better without the work.

Some of those who don't want to go back are truck drivers. The country is short 20,000 truck drivers right now.

In recent years the country has actually imported a lot of truck drivers, something the general public seems largely unaware of.  Anymore, when I read the names of people involved in truck driving accidents, I expect the drivers to be Russian, and I'm actually surprised when they are not.   What happened here overall isn't clear to me, but over the last fifteen years technology has developed to where it's much easier for trucking companies to keep tabs on their truckers while on the road and things have gotten safer. At the same time, this means, as it always has, but perhaps more so, that these guys live on the road.  According to Buttigieg the industry has an 80% annual turnover rate.

An 80% annual turnover rate doesn't sound even remotely possible to me, but that there's a high one wouldn't surprise me.  It's a dangerous job and contrary to what people like to imagine, it doesn't really pay the drivers that well as a rule, or at least fairly often.  Often the drivers are "owner operators" who own their own super expensive semi tractor and who are leasing it to the company they are driving for.  That in turn means that they're often making hefty payments on the truck.  I don't blame anyone for not wanting to do it.

I can blame the nation for putting itself in this situation, however.

Drivers can make a lot of money, for sure, but their paychecks often go towards paying for their trucks and the like.  Modern trucks are automatic transmission vehicles and the days of really highly skilled teamsters who knew how to double clutch and shift two gear shifts at once (which I've seen done), are long gone.  The job has become one where temporary immigrants and immigrants from the Third World are incredibly common.  

So sure, while there are Trump loving independent teamsters out there, there are a lot of drivers from India, Somalia, Russia or Mexico who no doubt have little Trump love.

And motorists have little truck love.  That's part of the reason that teamsters feel compelled to attempt to remind people that things move by truck.  The problem is, they don't have to.

Had the Defense Highway System not been built, things would move by rail, except locally. There's no reason that couldn't happen again, and if the Federal Government suddenly decided, for whatever reason (and expense would be a good one) to end the funding system, the result would be just like what happened when it quite subsidizing housing the mentally ill back in Reagan's day.  States wouldn't pick it back up.  It'd take awhile, but not as long as supposed, before rail picked its old role back up, but it could and would.  

Beyond that, rail transportation is already very "green", as noted above, compared to truck transportation.  It could be made much more so by electrifying the system, which is a proven system.  Trains engines are also more capable of readily being made in alternative fuels than semi trucks are.  Short haul trucks, from rail to consumer, are also relatively easy to make the conversion to electricity.

Up until after World War Two, most things moved by rail, and trucking was local.  The highway system, while the Federal Government was already in it, was much more local.

So, want to show how valuable you are to the economy?  Going on strike or into a boycott may do it.  Perhaps you are like the railroader of World War One and World War Two and can't be ignored.  Perhaps you are an economic Lysistrata and people won't want to ignore you.

Or perhaps people figure they're better off without you and they don't want to be taxed to support your industry anymore and they'll look forward to not seeing trucks in their rear view mirror.

Related Threads:

Supply Chain Disruption and Other Economic Problems

Automotive Transportation I: Trucks and Lorries

Today In Wyoming's History: February 19, 1917. Wyoming State Highway Commission Created

The Golden Age of Hotels

Blog Mirror: The Aerodrome: Air Subsidies Continue for Cody and Laramie. .. for now.

Lex Anteinternet: Issues In the Wyoming Election. A Series. Issue No. 1(b). The Economy again. . . dare we say it. . . Government (shush). And, what's up with Wyoming's GOP hating the Federal Government?

The Aerodrome: Challenging airport funding and looking at subsidization of transportation in a different light.

Agrarian(s) of the Week: The Southern Agrarians.

Farm in Louisiana, 1940.

A few weeks ago, with John Pondoro Taylor, on our companion blog Going Feral, we made a controversial entry.  Keeping with that theme, we do the same here.

If a person has agrarian interests, there's no escaping The Southern Agrarians as there is not escaping their magnum opus, I'll Take My Stand.  It is one of the great, if highly flawed, works of modern agrarian thought.

The irony, I suppose, of the work and the group needs to be mentioned from the onset. They did not make their living from the land, although it's not necessary to do that in order to be an agrarian. Rather, they were twelve men of letters who wrote what amounted to an agrarian last stand, which they were very conscious of it being at the time.  They were:

• Donald Davidson, from Tennessee, poet, essayist, reviewer and historian. He was also a segregationist.
• John Gould Fletcher, from Arkansas, poet and historian.  He was the first Southerner to win the Pulitzer Prize
• Henry Blue Kline, a writer educated at Vanderbilt who taught at Tennessee, before ironically taking government employment for the rest of his life.
• Lyle H. Lanier, an experimental psychologist from Tennessee.
• Andrew Nelson Lytle,, also of Tennessee and also of Vanderbilt. a poet, novelist and essayist
• Herman Clarence Nixon, of Alabama and a political scientist.
• Frank Lawrence Owsley, also of Alabama and Vanderbilt. a historian
• John Crowe Ransom, of Tennessee and Vanderbilt poet, professor, essayist
• Allen Tate, poet, and of Tennessee and Vanderbilt.
• John Donald Wade, of Georgia, and a professor at Harvard and Columbia, biographer and essayist
• Robert Penn Warren, of Kentucky, and who was a university professor in a variety of universities, and a poet, novelist, essayist and critic, later first poet laureate of the United States
• Stark Young, of Mississippi, a novelist, drama and literary critic, playwright

What marks them is their monumental work, which was a Depression Era, anti-New Deal, strike against the modern world and capitalism. It is flawed, in that its view of the American South was highly romantic, and frankly they were not bothered by its inherent racism and manged to basically not even see it.  The work, while important, includes muted strain of Lost Cause yearning which are not admirable at all.  Indeed, it's hard not to notice that they didn't notice that the class that was hurt the most by New Deal farm policies were African American tenant farmers.

Still, as noted, there'rs no escaping this work.  It remains the magnum opus of American Agrarianism.