Inspired by our March 2016 cover story by James Fallows, “How America Is Putting Itself Back Together,” readers share their best aerial photos from across the U.S. Submit your own via firstname.lastname@example.org. (Please provide the location, the story behind the photo, and the largest file size you have. Horizontal photos with a bit of the plane visible—a wing, the edge of a window—are ideal. Terms and Conditions here.)
Our reader Anoop took this photo “flying over JFK in November,” with the Rockaways in the foreground. Some quick history of the airport:
It was built to relieve LaGuardia Airport, which was overcrowded soon after opening in 1939. Construction began in 1943, and about $60 million was initially spent of governmental funding, but only 1,000 acres (400 ha) of land on the site of the Idlewild Golf Course were earmarked for use. In March 1948 the New York City Council changed the name to New York International Airport, Anderson Field, but the common name was “Idlewild” until 1963. The airport was renamed John F. Kennedy International Airport on December 24, 1963, a month after the assassination of President John F. Kennedy.
The Denver area, part of the Territory of Kansas, was sparsely settled until the late 1850s. In July 1858, Green Russell and Sam Bates found a small placer deposit near the mouth of Little Dry Creek (in the present-day suburb of Englewood) that yielded about 20 troy ounces (620 g) of gold, the first significant gold discovery in the Rocky Mountain region. News spread rapidly and by autumn, hundreds of men were working along the South Platte River. By spring 1859, tens of thousands of gold seekers arrived and the Pike’s Peak Gold Rush was under way. In the following two years, about 100,000 gold seekers flocked to the region.
In the summer of 1858 a group from Lawrence, Kansas, arrived and established Montana City on the banks of the South Platte River (modern-day Grant-Frontier Park). This was the first settlement in what would become the Denver Metropolitan Area.
The name of the site was changed to “Denver City” after Kansas Territorial Governor James W. Denver, in an attempt to ensure that the city would become the county seat of then Arapaho County, Kansas. Ironically, when General William Larimer, a land speculator from eastern Kansas, named the city after Denver to curry favor with him, Denver had already resigned as governor and no longer had say in naming the capitol.
Denver at first was a mining settlement, where gold prospectors panned gold from the sands of Cherry Creek and the South Platte River. Larimer, along with associates in the Denver City Land Company, laid out the roads parallel to the creek and sold parcels in the town to merchants and miners, with the intention of creating a major city that would cater to new immigrants. In the early years, land parcels were often traded for grubstakes or gambled away by miners in Auraria.
But the prospectors discovered that the gold deposits in these streams were discouragingly poor and quickly exhausted. When rich gold deposits were discovered in the mountains west of Denver in early 1859 it appeared that Denver City might become a ghost town as prospectors left for more lucrative claims. But once the gold rush began there was a great need for materials that couldn’t be produced locally which assured Denver's future as a supply hub for the new mines.
That’s how our reader, Adam Feiges, describes this spooky view over South Dakota:
The badlands also get a mention in Jim’s cover story, when he’s describing the advantages of seeing the country from a low-altitude plane:
As you cross South Dakota from east to west, from the big city of Sioux Falls at the Iowa and Minnesota borders toward Rapid City and the Black Hills and beyond, you can see the terrain change sharply. In the East River portion of the state, between Sioux Falls and the Missouri, you see flat, well-watered farmlands and small farming towns. Then past Pierre you reach West River, with rough, dry badlands, some grazing cattle, and very few structures. Everyone who has looked at a map “knows” about the effect of topography and rainfall, but it means something different as it unfolds below you, like a real-world Google Earth.
I took this photo shortly after departure from New Orleans on January 11. The lower part of the photo shows the Bonnet Carré Spillway, which had just been opened to divert excess water from the Mississippi River to Lake Pontchartrain. I was returning from the American Meteorological Society’s annual meeting, and it seemed fitting to have a chance to observe this rare event. I was struck by how many public agencies’ quiet, routine efforts resulted in an accurate forecast of water levels so that action could be taken to protect the citizens of New Orleans.
When opened, the control structure allows overflow volume to flow into Lake Pontchartrain. The lake’s opening to the gulf is sufficient to absorb and dissipate any conceivable volume of flood flow. Thus, the flood surcharge portion of the water from the Mississippi is divided between the main river and the diversion channel; with the surcharge bypassing the New Orleans metropolitan area, resulting in the Mississippi being lower (through that area) than it could have been; and reducing the stress on the area’s levees that line the river.
The spillway was built in response to the Great Mississippi Flood of 1927 that inundated much of the Mississippi River basin. It was first opened during the flood of 1937, and ten times thereafter through 2016 to lower river stages at New Orleans. The most recent opening began January 10, 2016, when river levels in New Orleans were predicted to approach the flood stage of 17 feet (5.2 m).
But Amy Wold, writing in The Advocate, Louisiana’s largest daily newspaper, calls the effects of the spillway a “mixed bag”:
In addition to sediment, the colder and fresher river water also carries nutrients from upriver agricultural practices, carries the possibility of invasive species and has at least the temporary effect of moving out certain species of fish that want more-brackish water. At the same time, the additional nutrients can provide a base for better growth of other species, the cold water may mean the impact on oysters will be lessened and nutrient blooms apparent in previous spillway operations may be delayed, if they happen at all. Only time will tell, because a January opening of the spillway hasn’t happened since 1937. Although not unprecedented, the early opening could mean different effects will be seen in the coming months.
Our reader captured this view “flying home from Shanghai in 2013, and I was blown away in seeing just how frozen Lake Erie could get in the dead of winter.” Frozen enough to walk clear across it, as Dave Voelker did in 1978:
To a novice, a winter walk across frozen Lake Erie to Canada is almost certain death. To a person trained in wilderness skills, it’s just a calculated risk— an uncommon sort of trip that might seem foolhardy at first impression, but which becomes more and more feasible with every map, depth chart and weather report that you study. At its narrowest, the lake’s width is only 30 miles — a comfortable two-day jaunt if you’re in shape. Most years, its surface freezes solid all the way across, to a thickness that will usually support a party of hikers. The biggest danger is that of exposure, since the barren surface offers no escape from the malevolent elements of winter, especially wind. Solve that problem, and you’ve got the whole thing licked.
When Lake Erie isn’t entirely frozen over, its icy waves often create, well, eerie sculptures against the shore. Recently, a whole car was encased in ice.
Often referred to as Wisconsin’s second oldest city, Prairie du Chien was established as a European settlement by French voyageurs in the late seventeenth century. The city is located near the confluence of the Wisconsin and Mississippi Rivers, a strategic point along the Fox-Wisconsin Waterway that connects the Great Lakes with the Mississippi.
Early French visitors to the site found it occupied by a group of Fox Indians led by a chief whose name Alim meant Chien in French (Dog in English). The French explorers named the location Prairie du Chien, French for “Dog’s Prairie.” The American anglicized pronunciation is “prairie doo sheen.”
My wife Deb took this photo out the right window of our little propeller airplane. It was on Valentine’s Day 2015, one year ago this week, as we traveled from Ajo, Arizona, to San Bernardino, California, on a reporting trip.
The summit of Mount San Gorgonio, with a bare covering of snow during California’s long drought, is just over 11,500 feet high. At the time, our plane was at 8,500 feet (though we could have been climbing to 10,500) and was about ten miles away from the peak. We were in the middle of the Banning Pass, with San Gorgonio and the San Bernardino mountains to the north and Mount San Jacinto to the south.
This pass can be turbulent, unpleasant, and even risky when the winds are strong. On those days, small-plane pilots avoid it and take a roundabout route via Palmdale and the (broader, less bumpy) Cajon Pass. But winds were smooth enough that day. The only real aviation challenge was the big, fat No Fly zone right over Palm Springs airport in the middle of the pass. Air Force One had just landed not long before we passed by; Obama was spending the night there, reportedly for a weekend round of golf.
And by purest serendipity, what you’re seeing in this shot is the very same Mount San Gorgonio you see in the elegant airliner shot by reader Marco Pallotti, in the preceding note that Chris posted yesterday. This gives you an idea of how much higher airliners fly than little propeller planes — and also what the Banning Pass looks like from above. It’s the gap you see between the foreground and background mountains in Pallotti’s shot.
For our new photo series, reader Marco Pallotti happened to send a view captured on my 29th birthday—May 3, 2011—on a flight from Newark to Los Angeles:
In the foreground is snow-capped San Gorgonio Mountain, in the San Bernardino National Forest, with Mt. San Jacinto in the distance. In the valley between the two peaks is the town of Cabazon, and on the far left is the western edge of the Coachella Valley.
Fun facts about that forest: It was the filming location for Daniel Boone (1936) and Paint Your Wagon (1969). That area of Southern California also features prominently in Jim’s new cover story, specifically the nearby cities of San Bernardino and Redlands, his hometown:
When I was growing up [in Redlands], in the Baby Boom era, its economy rested on the orange-growing business, the neighboring Norton Air Force Base, and a medical community serving the nearby desert area. Now the orange groves are nearly gone, the Air Force base is closed, and the desert communities have their own doctors—but the city has been transformed by the presence of a tech firm that by all rights should be in some bigger, fancier place. This company, Esri, is a world leader in geographic information systems, or GIS. These are essentially the industrial-strength counterparts to Google Earth, which governments and companies around the world use for everything from tracking pothole repairs to monitoring climate change.
We’d like to concentrate on collecting aerial shots only — from small planes and airliners, from helicopters and airplanes, from altitudes high enough to reveal large-scale geographic patterns and low enough to display surprising neighborhood or city-planning details. […] Please send any relevant photos, with identifying info—when, where, how, and what’s interesting about what we’re looking at.
A reader and former follower of the Dish, Ann Fisher, jumps at the idea:
This one is above the Great Salt Lake, taken November 2012:
You can tell I’m pretty excited about this. I have more, all from commercial flights.
Two more of Ann’s photos are seen in the diptych above. If you have a good aerial view you’d like share, please email email@example.com. (Photos with a small part of the plane visible—a wing, a propellor, the edge of a window—are preferable, and please send the largest file size you have.)
The president has been intervening in the process of producing a border wall, on behalf of a favored firm.
Many of the tales of controversy to emerge from the Trump administration have been abstract, or complicated, or murky. Whenever anyone warns about destruction of “norms,” the conversation quickly becomes speculative—the harms are theoretical, vague, and in the future.
This makes new Washington Post reporting about President Donald Trump’s border wall especially valuable. The Post writes about how Trump has repeatedly pressured the Army Corps of Engineers and the Department of Homeland Security to award a contract for building a wall at the southern U.S. border to a North Dakota company headed by a leading Republican donor.
The story demonstrates the shortcomings of Trump’s attempt to bring private-sector techniques into government. It shows his tendency toward cronyism, his failures as a negotiator, and the ease with which a fairly primitive attention campaign can sway him. At heart, though, what it really exemplifies is Trump’s insistence on placing performative gestures over actual efficacy. And it is a concrete example—almost literally—of how the president’s violations of norms weaken the country and waste taxpayer money.
The human brain can’t contend with the vastness of online shopping.
In theory, Amazon is a site meant to serve the needs of humans. The mega-retailer’s boundless inventory gives people easy access to household supplies and other everyday products that are rarely fun to shop for. Most people probably aren’t eager to buy clothes hangers, for instance. They just want to have hangers when they need them.
But when you type hangers into Amazon’s search box, the mega-retailer delivers “over 200,000” options. On the first page of results, half are nearly identical velvet hangers, and most of the rest are nearly identical plastic. They don’t vary much by price, and almost all of the listings in the first few pages of results have hundreds or thousands of reviews that average out to ratings between four and five stars. Even if you have very specific hanger needs and preferences, there’s no obvious choice. There are just choices.
“Every classmate who became a teacher or doctor seemed happy,” and 29 other lessons from seeing my Harvard class of 1988 all grown up
On the weekend before the opening gavel of what’s being dubbed the Harvard affirmative-action trial, a record-breaking 597 of my fellow members of the class of ’88 and I, along with alumni from other reunion classes, were seated in a large lecture hall, listening to the new president of Harvard, Lawrence Bacow, address the issue of diversity in the admissions process. What he said—and I’m paraphrasing, because I didn’t record it—was that he could fill five whole incoming classes with valedictorians who’d received a perfect score on the SAT, but that’s not what Harvard is or will ever be. Harvard tries—and succeeds, to my mind—to fill its limited spots with a diversity not only of race and class but also of geography, politics, interests, intellectual fields of study, and worldviews.
SpaceX and its competitors plan to envelop the planet with thousands of small objects in the next few years.
In 1957, a beach-ball-shaped satellite hurtled into the sky and pierced the invisible line between Earth and space. As it rounded the planet, Sputnik drew an unseen line of its own, splitting history into distinct parts—before humankind became a spacefaring species, and after. “Listen now for the sound that will forevermore separate the old from the new,” one NBC broadcaster said in awe, and insistent that others join him. He played the staccato call from the satellite, a gentle beep beep beep.
Decades later, we are not as impressed with satellites. There have been thousands of other Sputniks. Instead of earning front-page stories, satellites stitch together the hidden linings of our daily lives, providing and powering too many basic functions to list. They form a kind of exoskeleton around Earth, which is growing thicker every year with each new launch.
An ancient faith is disappearing from the lands in which it first took root. At stake is not just a religious community, but the fate of pluralism in the region.
he call came in 2014, shortly after Easter. Four years earlier, Catrin Almako’s family had applied for special visas to the United States. Catrin’s husband, Evan, had cut hair for the U.S. military during the early years of its occupation of Iraq. Now a staffer from the International Organization for Migration was on the phone. “Are you ready?” he asked. The family had been assigned a departure date just a few weeks away.
“I was so confused,” Catrin told me recently. During the years they had waited for their visas, Catrin and Evan had debated whether they actually wanted to leave Iraq. Both of them had grown up in Karamles, a small town in the historic heart of Iraqi Christianity, the Nineveh Plain. Evan owned a barbershop near a church. Catrin loved her kitchen, where she spent her days making pastries filled with nuts and dates. Their families lived there: her five siblings and aging parents, his two brothers.
In its later seasons, the show started relying on heavy-handed historical references to do the difficult work of character-building.
When Game of Thrones ended its eight-year run on Sunday, the series finale, titled “The Iron Throne,” received a largely negative critical response. Many writers pointed out that the show’s last season had given up on the careful character-building of Thrones’ early days—a problem that, in truth, had started a few years back. The result was a seemingly rushed conclusion where multiple characters made poorly justified decisions and important story lines felt only halfway developed.
The show made plenty of mistakes in its final episode, but among the most significant was Thrones’ abrupt and uncharacteristic turn to moralizing—and its use of heavy-handed allusions to 20th-century history to do so. Characters who were once morally complicated, whose actions fit within well-developed personal motivations and fueled the show’s gripping political drama, became mechanisms to bring the story to a hasty, unearned conclusion. Characters like Daenerys Targaryen and Tyrion Lannister—previously complex and fully formed—became, in “The Iron Throne,” mere tools in the service of a plodding message about the dangers of totalitarianism.
The British prime minister, who said she will resign on June 7, had one job: to deliver Brexit. She failed to do it.
British Prime Minister Theresa May announced Friday that she “will shortly leave the job that has been the honor of my life to hold.”
The long-anticipated address, outside Downing Street, confirms that May will step down as the leader of the Conservative Party on June 7. She will remain prime minister until the party chooses a new leader, a process that will take approximately six weeks.
In many ways, May’s announcement marks a solemn end to a profoundly weak yet surprisingly stable premiership. But if the past three turbulent years of parliamentary deadlock, infighting, and division have demonstrated anything, it’s that May’s leadership ended a long time ago.
Her premiership didn’t begin that way. When May succeeded David Cameron as prime minister in July 2016, she inherited a parliamentary majority and a 20-point lead in the polls over the opposition Labour Party. She was dubbed the “New Iron Lady,” in a favorable nod to the country’s only other female prime minister, Margaret Thatcher. But she also inherited a policy challenge of historic proportions: to deliver on a referendum result she didn’t support, and take Britain out of the European Union.
If mothers and fathers speak openly about child-care obligations, their colleagues will adapt.
I’m an economist. I love data and evidence. I love them so much that I write books about data-based parenting. When questions arise about how to support parents at work (for example, from Alexandria Ocasio-Cortez on Twitter), my first impulse is to endorse paid parental leave. Mountains of data and evidence show that paid leave is good for children’s health, and for mothers in particular. I am more than comfortable making a data-based case for this policy.
But experience, rather than pure data, leads me to believe that what happens after paid leave is nearly as crucial—that is to say, what happens when Mom and Dad return to the office. We need to normalize the experience of parenting while working.
Uber was the most valuable private company in history, but the public market has not been as enthusiastic. The reason explains a lot about how the tech industry works.
Uber is now a massive, publicly traded company. Anyone can buy Uber shares at a valuation of about $70 billion. This isn’t bad for a company losing billions of dollars a year, but it’s a fraction of the $120-billion valuation the IPO’s bankers initially floated. It’s roughly what private investors valued it at three years ago, when the company made $7.43 billion less revenue.
Either Burger King was saying that it was going to send money to student borrowers using Cash App, a mobile payment service (a $cashtag is its version of a username), or the fast-food giant was trolling all 92,000 people who responded to the tweet. Some of the responses to the Whopper purveyor were in jest, others seemingly genuine, but everyone wanted to know: Is anyone actually getting any money?
On Thursday, Burger King provided an answer. An ad showed a white screen overlaid with a jarring statistic in slime green as “Pomp and Circumstance”— you know, the graduation song—plays; “65 percent of students enter the world with student debt,” it says. Then, in an abrupt transition, the Burger King “King” appears swinging a flamethrower like Michael B. Jordan in Fahrenheit 451. “Your student debt goes here,” a caption bubble reads.