Читать книгу Desert Solitaire: A Season in the Wilderness - Robert MacFarlane, Edward Abbey - Страница 14

I like my job. The pay is generous; I might even say munificent: $1.95 per hour, earned or not, backed solidly by the world’s most powerful Air Force, biggest national debt, and grossest national product. The fringe benefits are priceless: clean air to breathe (after the spring sandstorms); stillness, solitude and space; an unobstructed view every day and every night of sun, sky, stars, clouds, mountains, moon, cliffrock and canyons; a sense of time enough to let thought and feeling range from here to the end of the world and back; the discovery of something intimate – though impossible to name – in the remote.

The work is simple and requires almost no mental effort, a good thing in more ways than one. What little thinking I do is my own and I do it on government time. Insofar as I follow a schedule it goes about like this:

For me the work week begins on Thursday, which I usually spend in patrolling the roads and walking out the trails. On Friday I inspect the campgrounds, haul firewood, and distribute the toilet paper. Saturday and Sunday are my busy days as I deal with the influx of weekend visitors and campers, answering questions, pulling cars out of the sand, lowering children down off the rocks, tracking lost grandfathers and investigating picnics. My Saturday night campfire talks are brief and to the point. ‘Everything all right?’ I say, badge and all, ambling up to what looks like a cheerful group. ‘Fine,’ they’ll say; ‘how about a drink?’

‘Why not?’ I say.

By Sunday evening most everyone has gone home and the heavy duty is over. Thank God it’s Monday, I say to myself the next morning. Mondays are very nice. I empty the garbage cans, read the discarded newspapers, sweep out the outhouses and disengage the Kleenex from the clutches of cliffrose and cactus. In the afternoon I watch the clouds drift past the bald peak of Mount Tukuhnikivats. (Someone has to do it.)

Tuesday and Wednesday I rest. Those are my days off and I usually set aside Wednesday evening for a trip to Moab, replenishing my supplies and establishing a little human contact more vital than that possible with the tourists I meet on the job. After a week in the desert, Moab (pop. 5500, during the great uranium boom), seems like a dazzling metropolis, a throbbing dynamo of commerce and pleasure. I walk the single main street as dazed by the noise and neon as a country boy on his first visit to Times Square. (Wow, I’m thinking, this is great.)

After a visit to Miller’s Supermarket, where I stock up on pinto beans and other necessities, I am free to visit the beer joints. All of them are busy, crowded with prospectors, miners, geologists, cowboys, truckdrivers and sheepherders, and the talk is loud, vigorous, blue with blasphemy. Although differences of opinion have been known to occur, open violence is rare, for these men treat one another with courtesy and respect. The general atmosphere is free and friendly, quite unlike the sad, sour gloom of most bars I have known, where nervous men in tight collars brood over their drinks between out-of-tune TV screens and a remorseless clock. Why the difference?

I have considered the question and come up with the following solution:

1 These prospectors, miners, etc. have most of them been physically active all day out-of-doors at a mile or more above sea level; they are comfortably tired and relaxed.

2 Most of them have been working alone; the presence of a jostling crowd is therefore not a familiar irritation to be borne with resignation but rather an unaccustomed pleasure to be enjoyed.

3 Most of them are making good wages and/or doing work they like to do; they are, you might say, happy. (The boom will not last, of course, but this is forgotten. And the ethical and political implications of uranium exploitation are simply unknown in these parts.)

4 The nature of their work requires a combination of skills and knowledge, good health and self-reliance, which tends to inspire self-confidence; they need not doubt their manhood. (Again, everything is subject to change.)

5 Finally, Moab is a Mormon town with funny ways. Hard booze is not sold across the bar except in the semiprivate ‘clubs.’ Nor even standard beer. These hard-drinking fellows whom I wish to praise are trying to get drunk on three-point-two! They rise somewhat heavily from their chairs and barstools and tramp, with frequency and a squelchy, sodden noise, toward the pissoirs at the back of the room, more waterlogged than intoxicated.

In the end the beer halls of Moab, like all others, become to me depressing places. After a few games of rotation pool with my friend Viviano Jacquez, a reformed sheepherder turned dude wrangler (a dubious reform), I am glad to leave the last of those smoky dens around midnight and to climb into my pickup and take the long drive north and east back to the silent rock, the unbounded space and the sweet clean air of my outpost in the Arches.

Yes, it’s a good job. On the rare occasions when I peer into the future for more than a few days I can foresee myself returning here for season after season, year after year, indefinitely. And why not? What better sinecure could a man with small needs, infinite desires, and philosophic pretensions ask for? The better part of each year in the wilderness and the winters in some complementary, equally agreeable environment – Hoboken perhaps, or Tiajuana, Nogales, Juarez … one of the border towns. Maybe Tonopah, a good tough Nevada mining town with legal prostitution, or possibly Oakland or even New Orleans – some place grimy, cheap (since I’d be living on unemployment insurance), decayed, hopelessly corrupt. I idle away hours dreaming of the wonderful winter to come, of the chocolate-colored mistress I’ll have to rub my back, the journal spread open between two tall candles in massive silver candlesticks, the scrambled eggs with green chile, the crock of homebrew fermenting quietly in the corner, etc., the nights of desperate laughter with brave young comrades, burning billboards, and defacing public institutions … Romantic dreams, romantic dreams.

For there is a cloud on my horizon. A small dark cloud no bigger than my hand. Its name is Progress.

The ease and relative freedom of this lovely job at Arches follow from the comparative absence of the motorized tourists, who stay away by the millions. And they stay away because of the unpaved entrance road, the unflushable toilets in the campgrounds, and the fact that most of them have never even heard of Arches National Monument. (Could there be a more genuine testimonial to its beauty and integrity?) All this must change.

I’d been warned. On the very first day Merle and Floyd had mentioned something about developments, improvements, a sinister Master Plan. Thinking that they were the dreamers, I paid little heed and had soon forgotten the whole ridiculous business. But only a few days ago something happened which shook me out of my pleasant apathy.

I was sitting out back on my 33,000-acre terrace, shoeless and shirtless, scratching my toes in the sand and sipping on a tall iced drink, watching the flow of evening over the desert. Prime time: the sun very low in the west, the birds coming back to life, the shadows rolling for miles over rock and sand to the very base of the brilliant mountains. I had a small fire going near the table – not for heat or light but for the fragrance of the juniper and the ritual appeal of the clear flames. For symbolic reasons. For ceremony. When I heard a faint sound over my shoulder I looked and saw a file of deer watching from fifty yards away, three does and a velvet-horned buck, all dark against the sundown sky. They began to move. I whistled and they stopped again, staring at me. ‘Come on over,’ I said, ‘have a drink.’ They declined, moving off with casual, unhurried grace, quiet as phantoms, and disappeared beyond the rise. Smiling, thoroughly at peace, I turned back to my drink, the little fire, the subtle transformations of the immense landscape before me. On the program: rise of the full moon.

It was then I heard the discordant note, the snarling whine of a jeep in low range and four-wheel-drive, coming from an unexpected direction, from the vicinity of the old foot and horse trail that leads from Balanced Rock down toward Courthouse Wash and on to park headquarters near Moab. The jeep came in sight from beyond some bluffs, turned onto the dirt road, and came up the hill toward the entrance station. Now operating a motor vehicle of any kind on the trails of a national park is strictly forbidden, a nasty bureaucratic regulation which I heartily support. My bosom swelled with the righteous indignation of a cop: by God, I thought, I’m going to write these sons of bitches a ticket. I put down the drink and strode to the housetrailer to get my badge.

Long before I could find the shirt with the badge on it, however, or the ticket book, or my shoes or my park ranger hat, the jeep turned in at my driveway and came right up to the door of the trailer. It was a gray jeep with a U.S. Government decal on the side – Bureau of Public Roads – and covered with dust. Two empty water bags flapped at the bumper. Inside were three sunburned men in twill britches and engineering boots, and a pile of equipment: transit case, tripod, survey rod, bundles of wooden stakes. (Oh no!) The men got out, dripping with dust, and the driver grinned at me, pointing to his parched open mouth and making horrible gasping noises deep in his throat.

‘Okay,’ I said, ‘come on in.’

It was even hotter inside the trailer than outside but I opened the refrigerator and left it open and took out a pitcher filled with ice cubes and water. As they passed the pitcher back and forth I got the full and terrible story, confirming the worst of my fears. They were a survey crew, laying out a new road into the Arches.

And when would the road be built? Nobody knew for sure; perhaps in a couple of years, depending on when the Park Service would be able to get the money. The new road – to be paved, of course – would cost somewhere between half a million and one million dollars, depending on the bids, or more than fifty thousand dollars per linear mile. At least enough to pay the salaries of ten park rangers for ten years. Too much money, I suggested – they’ll never go for it back in Washington.

The three men thought that was pretty funny. Don’t worry, they said, this road will be built. I’m worried, I said. Look, the party chief explained, you need this road. He was a pleasant-mannered, soft-spoken civil engineer with an unquestioning dedication to his work. A very dangerous man. Who needs it? I said; we get very few tourists in this park. That’s why you need it, the engineer explained patiently; look, he said, when this road is built you’ll get ten, twenty, thirty times as many tourists in here as you get now. His men nodded in solemn agreement, and he stared at me intently, waiting to see what possible answer I could have to that.

‘Have some more water,’ I said. I had an answer all right but I was saving it for later. I knew that I was dealing with a madman.

As I type these words, several years after the little episode of the gray jeep and the thirsty engineers, all that was foretold has come to pass. Arches National Monument has been developed. The Master Plan has been fulfilled. Where once a few adventurous people came on weekends to camp for a night or two and enjoy a taste of the primitive and remote, you will now find serpentine streams of baroque automobiles pouring in and out, all through the spring and summer, in numbers that would have seemed fantastic when I worked there: from 3,000 to 30,000 to 300,000 per year, the ‘visitation,’ as they call it, mounts ever upward. The little campgrounds where I used to putter around reading three-day-old newspapers full of lies and watermelon seeds have now been consolidated into one master campground that looks, during the busy season, like a suburban village: elaborate housetrailers of quilted aluminum crowd upon gigantic camper-trucks of Fiberglass and molded plastic; through their windows you will see the blue glow of television and hear the studio laughter of Los Angeles; knobby-kneed oldsters in plaid Bermudas buzz up and down the quaintly curving asphalt road on motorbikes; quarrels break out between campsite neighbors while others gather around their burning charcoal briquettes (ground campfires no longer permitted – not enough wood) to compare electric toothbrushes. The Comfort Stations are there, too, all lit up with electricity, fully equipped inside, though the generator breaks down now and then and the lights go out, or the sewage backs up in the plumbing system (drain fields were laid out in sand over a solid bed of sandstone), and the water supply sometimes fails, since the 3000-foot well can only produce about 5gpm – not always enough to meet the demand. Down at the beginning of the new road, at park headquarters, is the new entrance station and visitor center, where admission fees are collected and where the rangers are going quietly nuts answering the same three basic questions five hundred times a day: (1) Where’s the john? (2) How long’s it take to see this place? (3) Where’s the Coke machine?

Progress has come at last to the Arches, after a million years of neglect. Industrial Tourism has arrived.

What happened to Arches Natural Money-mint is, of course, an old story in the Park Service. All the famous national parks have the same problems on a far grander scale, as everyone knows, and many other problems as yet unknown to a little subordinate unit of the system in a backward part of southeastern Utah. And the same kind of development that has so transformed Arches is under way, planned or completed in many more national parks and national monuments. I will mention only a few examples with which I am personally familiar:

The newly established Canyonlands National Park. Most of the major points of interest in this park are presently accessible, over passable dirt roads, by car – Grandview Point, Upheaval Dome, part of the White Rim, Cave Spring, Squaw Spring campground and Elephant Hill. The more difficult places, such as Angel Arch or Druid Arch, can be reached by jeep, on horseback or in a one-or two-day hike. Nevertheless the Park Service had drawn up the usual Master Plan calling for modern paved highways to most of the places named and some not named.

Grand Canyon National Park. Most of the south rim of this park is now closely followed by a conventional high-speed highway and interrupted at numerous places by large asphalt parking lots. It is no longer easy, on the South Rim, to get away from the roar of motor traffic, except by descending into the canyon.

Navajo National Monument. A small, fragile, hidden place containing two of the most beautiful cliff dwellings in the Southwest – Keet Seel and Betatakin. This park will be difficult to protect under heavy visitation, and for years it was understood that it would be preserved in a primitive way so as to screen out those tourists unwilling to drive their cars over some twenty miles of dirt road. No longer so: the road has been paved, the campground enlarged and ‘modernized,’ and the old magic destroyed.

Natural Bridges National Monument. Another small gem in the park system, a group of three adjacent natural bridges tucked away in the canyon country of southern Utah. Formerly you could drive your car (over dirt roads, of course) to within sight of and easy walking distance – a hundred yards? – of the most spectacular of the three bridges. From there it was only a few hours walking time to the other two. All three could easily be seen in a single day. But this was not good enough for the developers. They have now constructed a paved road into the heart of the area, between the two biggest bridges.

Zion National Park. The northwestern part of this park, known as the Kolob area, has until recently been saved as almost virgin wilderness. But a broad highway, with banked curves, deep cuts and heavy fills, that will invade this splendid region, is already under construction.

Capitol Reef National Monument. Grand and colorful scenery in a rugged land – south-central Utah. The most beautiful portion of the park was the canyon of the Fremont River, a great place for hiking, camping, exploring. And what did the authorities do? They built a state highway through it.

Lee’s Ferry. Until a few years ago a simple, quiet, primitive place on the shores of the Colorado, Lee’s Ferry has now fallen under the protection of the Park Service. And who can protect it against the Park Service? Powerlines now bisect the scene; a 100-foot pink water tower looms against the red cliffs; tract-style houses are built to house the ‘protectors’; natural campsites along the river are closed off while all campers are now herded into an artificial steel-and-asphalt ‘campground’ in the hottest, windiest spot in the area; historic buildings are razed by bulldozers to save the expense of maintaining them while at the same time hundreds of thousands of dollars are spent on an unneeded paved entrance road. And the administrators complain of vandalism.

I could easily cite ten more examples of unnecessary or destructive development for every one I’ve named so far. What has happened in these particular areas, which I chance to know a little and love too much, has happened, is happening, or will soon happen to the majority of our national parks and national forests, despite the illusory protection of the Wilderness Preservation Act, unless a great many citizens rear up on their hind legs and make vigorous political gestures demanding implementation of the Act.

There may be some among the readers of this book, like the earnest engineer, who believe without question that any and all forms of construction and development are intrinsic goods, in the national parks as well as anywhere else, who virtually identify quantity with quality and therefore assume that the greater the quantity of traffic, the higher the value received. There are some who frankly and boldly advocate the eradication of the last remnants of wilderness and the complete subjugation of nature to the requirements of – not man – but industry. This is a courageous view, admirable in its simplicity and power, and with the weight of all modern history behind it. It is also quite insane. I cannot attempt to deal with it here.

There will be other readers, I hope, who share my basic assumption that wilderness is a necessary part of civilization and that it is the primary responsibility of the national park system to preserve intact and undiminished what little still remains.

Most readers, while generally sympathetic to this latter point of view, will feel, as do the administrators of the National Park Service, that although wilderness is a fine thing, certain compromises and adjustments are necessary in order to meet the ever-expanding demand for outdoor recreation. It is precisely this question which I would like to examine now.

The Park Service, established by Congress in 1916, was directed not only to administer the parks but also to ‘provide for the enjoyment of same in such manner and by such means as will leave them unimpaired for the enjoyment of future generations.’ This appropriately ambiguous language, employed long before the onslaught of the automobile, has been understood in various and often opposing ways ever since. The Park Service, like any other big organization, includes factions and factions. The Developers, the dominant faction, place their emphasis on the words ‘provide for the enjoyment.’ The Preservers, a minority but also strong, emphasize the words ‘leave them unimpaired.’ It is apparent, then, that we cannot decide the question of development versus preservation by a simple referral to holy writ or an attempt to guess the intention of the founding fathers; we must make up our own minds and decide for ourselves what the national parks should be and what purpose they should serve.

The first issue that appears when we get into this matter, the most important issue and perhaps the only issue, is the one called accessibility. The Developers insist that the parks must be made fully accessible not only to people but also to their machines, that is, to automobiles, motorboats, etc. The Preservers argue, in principle at least, that wilderness and motors are incompatible and that the former can best be experienced, understood, and enjoyed when the machines are left behind where they belong – on the superhighways and in the parking lots, on the reservoirs and in the marinas.

What does accessibility mean? Is there any spot on earth that men have not proved accessible by the simplest means – feet and legs and heart? Even Mt. McKinley, even Everest, have been surmounted by men on foot. (Some of them, incidentally, rank amateurs, to the horror and indignation of the professional mountaineers.) The interior of the Grand Canyon, a fiercely hot and hostile abyss, is visited each summer by thousands and thousands of tourists of the most banal and unadventurous type, many of them on foot – self-propelled, so to speak – and the others on the backs of mules. Thousands climb each summer to the summit of Mt. Whitney, highest point in the forty-eight United States, while multitudes of others wander on foot or on horseback through the ranges of the Sierras, the Rockies, the Big Smokies, the Cascades and the mountains of New England. Still more hundreds and thousands float or paddle each year down the currents of the Salmon, the Snake, the Allagash, the Yampa, the Green, the Rio Grande, the Ozark, the St. Croix and those portions of the Colorado which have not yet been destroyed by the dam builders. And most significant, these hordes of nonmotorized tourists, hungry for a taste of the difficult, the original, the real, do not consist solely of people young and athletic but also of old folks, fat folks, pale-faced office clerks who don’t know a rucksack from a haversack, and even children. The one thing they all have in common is the refusal to live always like sardines in a can – they are determined to get outside of their motorcars for at least a few weeks each year.

This being the case, why is the Park Service generally so anxious to accommodate that other crowd, the indolent millions born on wheels and suckled on gasoline, who expect and demand paved highways to lead them in comfort, ease and safety into every nook and corner of the national parks? For the answer to that we must consider the character of what I call Industrial Tourism and the quality of the mechanized tourists – the Wheelchair Explorers – who are at once the consumers, the raw material and the victims of Industrial Tourism.

Industrial Tourism is a big business. It means money. It includes the motel and restaurant owners, the gasoline retailers, the oil corporations, the road-building contractors, the heavy equipment manufacturers, the state and federal engineering agencies and the sovereign, all-powerful automotive industry. These various interests are well organized, command more wealth than most modern nations, and are represented in Congress with a strength far greater than is justified in any constitutional or democratic sense. (Modern politics is expensive – power follows money.) Through Congress the tourism industry can bring enormous pressure to bear upon such a slender reed in the executive branch as the poor old Park Service, a pressure which is also exerted on every other possible level – local, state, regional – and through advertising and the well-established habits of a wasteful nation.

When a new national park, national monument, national seashore, or whatever it may be called is set up, the various forces of Industrial Tourism, on all levels, immediately expect action – meaning specifically a road-building program. Where trails or primitive dirt roads already exist, the Industry expects – it hardly needs to ask – that these be developed into modern paved highways. On the local level, for example, the first thing that the superintendent of a new park can anticipate being asked, when he attends his first meeting of the area’s Chamber of Commerce, is not ‘Will roads be built?’ but rather ‘When does construction begin?’ and ‘Why the delay?’

(The Natural Money-Mint. With supersensitive antennae these operatives from the C. of C. look into red canyons and see only green, stand among flowers snorting out the smell of money, and hear, while thunderstorms rumble over mountains, the fall of a dollar bill on motel carpeting.)

Accustomed to this sort of relentless pressure since its founding, it is little wonder that the Park Service, through a process of natural selection, has tended to evolve a type of administration which, far from resisting such pressure, has usually been more than willing to accommodate it, even to encourage it. Not from any peculiar moral weakness but simply because such well-adapted administrators are themselves believers in a policy of economic development. ‘Resource management’ is the current term. Old foot trails may be neglected, back-country ranger stations left unmanned, and interpretive and protective services inadequately staffed, but the administrators know from long experience that millions for asphalt can always be found; Congress is always willing to appropriate money for more and bigger paved roads, anywhere – particularly if they form loops. Loop drives are extremely popular with the petroleum industry – they bring the motorist right back to the same gas station from which he started.

Great though it is, however, the power of the tourist business would not in itself be sufficient to shape Park Service policy. To all accusations of excessive development the administrators can reply, as they will if pressed hard enough, that they are giving the public what it wants, that their primary duty is to serve the public not preserve the wilds. ‘Parks are for people’ is the public-relations slogan, which decoded means that the parks are for people-in-automobiles. Behind the slogan is the assumption that the majority of Americans, exactly like the managers of the tourist industry, expect and demand to see their national parks from the comfort, security, and convenience of their automobiles.

Is this assumption correct? Perhaps. Does that justify the continued and increasing erosion of the parks? It does not. Which brings me to the final aspect of the problem of Industrial Tourism: the Industrial Tourists themselves.

They work hard, these people. They roll up incredible mileages on their odometers, rack up state after state in two-week trans-continental motor marathons, knock off one national park after another, take millions of square yards of photographs, and endure patiently the most prolonged discomforts: the tedious traffic jams, the awful food of park cafeterias and roadside eateries, the nocturnal search for a place to sleep or camp, the dreary routine of One-Stop Service, the endless lines of creeping traffic, the smell of exhaust fumes, the ever-proliferating Rules & Regulations, the fees and the bills and the service charges, the boiling radiator and the flat tire and the vapor lock, the surly retorts of room clerks and traffic cops, the incessant jostling of the anxious crowds, the irritation and restlessness of their children, the worry of their wives, and the long drive home at night in a stream of racing cars against the lights of another stream racing in the opposite direction, passing now and then the obscure tangle, the shattered glass, the patrolman’s lurid blinker light, of one more wreck.

Hard work. And risky. Too much for some, who have given up the struggle on the highways in exchange for an entirely different kind of vacation – out in the open, on their own feet, following the quiet trail through forest and mountains, bedding down at evening under the stars, when and where they feel like it, at a time when the Industrial Tourists are still hunting for a place to park their automobiles.

Industrial Tourism is a threat to the national parks. But the chief victims of the system are the motorized tourists. They are being robbed and robbing themselves. So long as they are unwilling to crawl out of their cars they will not discover the treasures of the national parks and will never escape the stress and turmoil of those urban-suburban complexes which they had hoped, presumably, to leave behind for a while.