Thursday, July 30, 2015

Cherokee Removal Around The Tail Of The Dragon (Local History)


John Ross, Principal Chief in the decades leading
up to Cherokee Removal in 1838.
Andrew Jackson, the President I have loved to hate for
so many reasons for 50 years--now even more.




















An interest in local history is a lifelong weakness of mine.  Oddly, this always seems to involve Native Americans.  When I lived in Minnesota, I learned about the Sioux Uprising in 1862 and the fur trade in the Rockies in the 1820's and 1830's.  This included a memorable road trip to South Pass in Wyoming. When I moved to Illinois, I learned about the Black Hawk War (1832).  Now that I spend time on the Tail of the Dragon, I've looked into Cherokee history.

One portal was a YouTube video shot by a trail bike rider on Long Creek and Tatham Gap Roads, between Robbinsville and Andrews NC.  He noted that Cherokees removed from the Robbinsville area followed this route (there's a small plaque).  Then I read Jacksonland: President Andrew Jackson, Cherokee Chief John Ross, and A Great American Land Grab, by Steve Inskeep.  Some of the information in this post comes from that book, which is OK.  My main complaint is that it's written like a radio script in places.  The part relevant to Robbinsville is Chapter 33, especially pages 324-326.

Cherokee history is well-documented in western NC.  Franklin was an ancient Cherokee site.  Loudon TN and the lower Little Tennessee Valley also contain documented Cherokee sites.  Cherokees hunted in Cades Cove but there is no evidence of settlement.  Whites settled Cades Cove in 1818-1821.  Gatlinburg was settled by whites as early as 1806.  Many of them were North Carolina soldiers given land patents for service in the Revolution and the War of 1812.  "In lieu of pay," as Gov. Lepetomane puts it in Blazing Saddles.

By and large, Jacksonland explains, the Cherokees were effective in protecting their northwestern border from white incursion.  White settlement was confined to the right bank of the Tennessee River. The pressure came on the southern border by Georgians.  Citizens and State authorities alike coveted the land which now encompasses Ringgold, Rome, Indian Springs, and Chattanooga.  The policy of the Cherokees and particularly John Ross was "not one more inch."  This might have worked if the Federal government was willing to confront Georgia, which it wasn't in John Quincy Adams's Presidency.

The policy failed spectacularly when Andrew Jackson became President.  His policy, which he considered humane, was complete removal of all Indians, "civilized" like the Cherokee or not, from land east of the Mississippi River.  Jackson not only refused to confront Georgia, as Adams had, he told the Cherokee they must go.  Removal did not happen until Martin Van Buren was President, but the real, political, resolution of the confrontation occurred in the Jackson administration.

The Cherokee strategy ('civilize' and cede no land) was high-risk, but not necessarily doomed.  As Inskeep writes, it was a jujitsu move: take Federal treaties and policy at face value and give the national government no excuse to change it.  Ross even considered applying for Statehood.  But this would have required land claims cessions by Alabama, Georgia, North Carolina, and Tennessee.  This was not going to happen in the political environment of the early 1830's.  The Supreme Court confirmed Cherokee land claims under Federal law.  Jackson never said, exactly, "John Marshall has made his decision, now let him enforce it."  But he said and wrote equivalent sentiments several times.  And he refused to meet with Ross.

The population of the Cherokee Nation was 16,542 in an 1835 special census, the best figure available before removal began in May of 1838.  In June, Captain L. B. Webster of the First U.S. Artillery (who was also, confusingly, a volunteer from Tennessee) was tasked to remove the Cherokee in far western North Carolina.  He wrote an account of what he did and saw to his wife.  It weighed on his conscience. Not all opponents of removal were self-righteous New Englanders with no skin in the game.

One of the main emigration camps was in Calhoun TN, from which the Cherokees went down the Hiawassee River to the Tennessee.  About 800 people arrived at Calhoun from far western NC, to which 100 were added along the way.  A population this large must have included Cherokees from the greater Bryson City area, who probably went straight up the Nanatahala Valley (not over the pass between Robbinsville and Andrews).  About 10-12 groups left for Oklahoma in the fall and winter of 1838, some entirely by water, some partly overland around Muscle Shoals and via southern Indiana and Illinois.  While many Cherokees died on the Trail of Tears, it now appears that even more died from diseases in the emigration camps which were, literally, concentration camps.

Tuesday, July 28, 2015

Happy 60th, Road America


I love this course.  It is so bloody fast.  Watching CART race at Road America in the '80's and '90's was a peak experience.  Bob Varsha recently called Road America "America's Nurburgring."  A better comparison was made in the '80's and '90's by drivers who had raced on both sides of the Atlantic.  They said it reminded them of Spa-Francorchamps.

Most of the bends are fast.  In the CART days, the key to a fast lap was to be able to take The Kink flat out.  It's a testimony to the speed those cars were carrying that today's ALMS GT racers, the most advanced street car-based racers, with plenty of aero, must lift or even tap the brakes to get through The Kink at a much slower entry speed.  Turns 3, 5, 8, and 12 (Canada Corner) are slow.  Here are some pictures taken at Turn 5 over the decades.


This picture was taken in 1963, but it could have been in '55, the inaugural year.


Phil Hill in Turn 5 on his victory lap in 1957.  He also won the inaugural race in 1955.  Ferrari 315 S.


Mario Andretti in Turn 5 in his Game, Set, Match year of 1987: pole position, led all laps, won.  This was my own first
visit to Road America, and it was a great spectating experience.  You could walk most of the course and be close to the
cars in most corners and on the middle straight.  I could easily be in the crowd in this picture.  At the time, CART cars
braked from about 185 m.p.h. to take Turn 5 at about 40-45 m.p.h.


Turn 5 today, at a recent NASCAR race.  The spectating is OK from the grandstand, which didn't exist in 1987, but it's
"...meh..." at best from the grass.  Note the Jersey Barriers and high catch fence.  Probably the best viewing areas at
Road America today are at Canada Corner (Turn 12), the Carousel, and the outside of the Carousel looking toward
The Kink.

Sunday, July 26, 2015

Eye Candy: Bertone Ferrari 250 GT Sharknose








I've posted about this car before, but Etceterini.com, which linked to these pix (via his Facebook page), gives me an excuse to do it again.  The car will be for sale at the Gooding & Co. auction at Pebble Beach. It is back in its original Geneva Auto Show colors of dark blue with an oxblood interior.  It came to the States soon after the Geneva show, and for decades was on the West Coast in light metallic green or silver.

Bertone, who was not one of Ferrari's go-to coachbuilders, did this car as a one-off for the show.  It was a homage to the race cars of 1961.  Maybe Bertone was trying to attract some individual customers, or maybe he was trying to get Enzo's attention.  Or both.  It didn't work: the car remains a one-off.

This is one of the most beautiful and unique 250 GT's.  It wasn't easy to be different from the (already lovely and iconic) standard 250 GT SWB and nail the proportions.  I'm of two minds about restoration to the original Geneva Show look.  Originality gets all props from me, but dark blue tends to obscure some of the car's subtle curves, and to add visual mass, taking attention away from the airy cabin.  It looks great with the oxblood interior.

http://www.goodingco.com/vehicle/1962-ferrari-250-gt-swb-berlinetta-speciale/

Friday, July 24, 2015

Superb, Indeed (1972 Can Am Road Atlanta 8 mm. Film)


The resolution is great and even the music is perfect for Can-Am.  Anciens: how many hot shoes can you name from the quick cuts?  Thanks to The Chicane Blog for the link:

https://youtu.be/VCSlxe9OipU


This picture is from 1971, the year before the video, but it captures the flavor.  And I wanted a pretext to post a pic of
a Can-Am field going through the esses at Road Atlanta.  ;-) 

Wednesday, July 22, 2015

Datsun 510 Skyline Coupe ("Who Knew?")








Side-by-side comparison of the coupe and the two-door sedan.  Scrumptious!


One of several things that impressed me about the Datsun 510 was its very clean lines.  In 1972 my ex and I needed a 4-door because we had a family on the way.  I drove it happily for seven years until road salt in the Great Lakes area defeated it.

But, if Nissan had imported the Skyline Coupe on the same platform, I'd have been sorely tempted to wrestle our "kid stuff" and both kids into the back seat through its two doors.  What a sharp-looking car!  The roof line reminds me a bit of the "sport roof" that Ford offered on the Galaxy and Falcon in the mid-1960's.  But it works even better on the Skyline because the rest of the car is squared-off in similar fashion (the Fords had some rounded lower body lines).

Here's a video:

https://youtu.be/oaJkJ1pNzSo

Sunday, July 19, 2015

Thing Of Beauty


Above and below: engine of a Honda S-2000 with the cam cover removed.  My 2009 Civic
Si shares the smaller, 2.0 liter, F 20 C version of this engine.


As the saying goes, "form follows function."  I was recently reminded that this engine produced the highest specific power out of any normally aspirated gasoline engine for a decade or more until it was recently surpassed by the 4.5 liter V-8 in the Ferrari 458 Italia.  The engine in my Civic Si is butter-smooth and an absolute joy to drive.

Friday, July 10, 2015

How To Ruin A Ferrari


Photo via Etceterini Facebook page.


I didn't know it was possible to do a bad Ferrari body when Enzo was in charge.  His famous quote on the subject was "My cars must not only act the part, but look the part."  He gave the coachwork contracts to people he trusted: almost always PininFarina, Turin,  Bertone, and Scaglietti.  True, there were a few brief excursions into eccentricity in the 1950's  (Buick-like portholes, for example).  But even the oddities and one-offs were interesting; none were terrible.

One commenter says this body is by Carrozzeria Sports on a 330 GT 2+2 chassis.  Another says it's a Drogo NART Speciale on a 250 GTE chassis (which appears to be the case from the script on the trunk). Either way, it looks like a badly customized AMC AMX: start with bad proportions, add hideous, stir until irretrievable.