Since I’m moving here soon, I need to find a place to live. My plan for this trip was to scope out neighborhoods, tour apartments, and do other things necessary to get ready to live here.
To start with, my journey was an interesting time. I had a flight from Cleveland to Chicago-Midway scheduled at 4:25pm. Since there was work being done on the Red Line between East 55th and Tower City that took that section out of service, I needed to budget extra time. Also, to avoid a train-bus-train combo, I took the HealthLine to Tower City instead. Being the paranoid person I am, I left at about 12:30 after a quick lunch from Panera (which is conveniently located right next to the East 115th Street HealthLine stop). That gave me four hours to get to the airport, which was less than 20 miles away. Anyway, from there things went without any problems. I made it to the airport and through security with over two hours to departure. Thus, I killed some time at the airport waiting for my flight. My flight then went without any trouble.
The fun began when I actually arrived in Chicago. The place I’m staying is very close to the Rogers Park Metra station, but somewhat further from the L. I normally wouldn’t mind walking, but I had a suitcase and didn’t want to be walking through a city more than I absolutely had to carrying a suitcase. Therefore, I planned my trip so that I would catch the Orange Line to Washington/Wells, then transfer to Metra at the Ogilvie Transportation Center. One catch: I was cutting it close. I had to get from the gate to Ogilvie in under an hour, and that included picking up a checked bag. The instant I got my bag off the carousel (which conveniently was one of the first ones), I made a mad dash for the L. Of course, I just missed the train, so I had to wait a while for the next one. While all this was happening, I was constantly eyeing my watch for how much time I had left to catch Metra, seeing how much time I had. Soon after another train pulled in, but it didn’t leave for several more minutes. Eventually, my train left and headed in towards Downtown Chicago. The L went pretty smoothly, but I still knew I was basically playing Tetris with train schedules. I got to Washington/Wells at 5:38, and I had to be on board the train at Ogilvie by 5:45. Thus, I got to make a mad dash across Downtown to catch Metra. I was sprinting with a backpack and suitcase across Downtown and being as opportunistic as I could with stoplights. After finally making it to Ogilvie, I had a new challenge: how on earth do I actually get in? There were a bunch of doors, but most were for adjacent shops. The actual entrance wasn’t exactly clear it was for the station, since it had a bigger sign for a restaurant. Anyway, I finally found my way in, ran as quickly as I could to the platform, and boarded the train with two minutes to spare. From there, it was a pretty uneventful journey. I got to Rogers Park right on time and quickly got to my lodging.
On Sunday, since I had a Metra weekend pass from the day before, I decided to go the Museum of Science and Industry. The Metra Electric District left Millennium Station at 10:10 and 10:40 on Sundays, followed by a very long gap. I caught the Red Line at Morse, hoping to make the 10:10 train. I ended up missing it (due in part to an unexplained delay at Loyola), so I instead caught the 10:40 train. That whisked me right to the museum, and I had a fun time. The museum remains very cool, and is absolutely giant. They have a model railroad of Downtown Chicago as well as a bunch of freight/intercity stuff across the country. They also have U-505, a captured German World War II submarine.
The conning tower of U-505
Then, I grabbed some lunch at the museum cafe, having a chicken caesar salad. After that, I caught the 2:10 Metra Electric back to Millennium Station.
Platforms at 55th-56th-57th Street
My train back downtown
Once back downtown, I caught the Red Line and headed up to Belmont to begin checking out some of the apartments I will be touring and get a feel for the neighborhoods.
Red Line tracks at Belmont
From there, I explored the Lakeview, Uptown, and Edgewater neighborhoods. I found that Lakeview is probably a bit too happening for me, but Uptown and Edgewater looked like good matches, since both of those are within easy access of Lakeview (I still want to be able to access all the things happening in Lakeview, just not necessarily be living right there) and a bit quieter. They also have the right kind of density for me. I will be touring several apartments in that area over the next few days, so here’s hoping.
Anyway, after walking up to Thorndale, I caught the train up to Rogers Park to see what’s up there.
Northbound track at Thorndale
From there, I headed up to Jarvis to look at the neighborhood there. Tonight I’m going to get dinner somewhere in Chinatown, so that’ll be nice.
Chicago definitely has the right feel for a city for me, and I think I have found where I want to live in it (that is, Edgewater or Uptown). The L makes it very easy to get around, and the Red Line runs super frequently, even on Sunday, which is very nice. Here’s hoping I can find a good apartment. My tours begin tomorrow, so stay tuned.
My interest in photography as a way to document the world matured during my time in Cleveland, and as my time there comes to a close, I have begun to think about the change that occurred in my relatively short time here.
Railcar Renovations
My first experience with transit in Cleveland was in February 2015 as part of a campus visit to Case Western Reserve University. Some photos from that trip are available in my previous post explaining the evolution of my photography. One photo I didn’t include in there was the interior of the train:
I first experienced the new fleet when I did a prospective student visit after being admitted. I took the train back to the airport and experienced the renovated interior for the first time. It looks a lot nicer, with better-looking seats, brighter lights, an easier-to-clean floor, better color scheme, etc.
Little Italy Station
In early 2015 when I first visited Cleveland, the two stops near CWRU were Cedar-University and Euclid-East 120th. The latter would cease to exist before I returned, being replaced by the new Little Italy-University Circle station a block away later that year. Not long later, the original Euclid-East 120th Street station would be demolished.
The platform at Little Italy
The entrance to the station from Mayfield Road
Tower City Track Replacement
Starting around the time I came to CWRU, the RTA began replacing Track 8 (the main westbound track) at Tower City. The original track looked something like this:
Current eastbound track – the original westbound track also looked like this, with the trackbed paved over
For the time it took to replace the track during the first part of my freshman year, westbound trains were diverted to a non-revenue track separate from the main station. This temporary station had its own fare control and everything:
Entrance to the temporary westbound Tower City station, August 2016
Turnstiles at the temporary westbound station
ADA ramp to the temporary Red Line platform
Temporary westbound track from the platform
Eventually, late in 2016, the project was completed and the new westbound track completed, and service was restored to the main station for both directions. The new track used ballastless track, a major improvement over the original. Take a look:
New westbound track! (December 2016)
Now, in early 2020, they’re performing similar work on the stub tracks on either side. Since both through tracks are still in service, service isn’t affected and trains simply don’t terminate directly at Tower City for the time being.
Tower City track 10 reconstruction, March 2020 [added on March 7, 2020 after original publication]
Warrensville-Shaker
During the second half of 2016, the Warrensville-Shaker station on the Green Line was replaced. I don’t have any pictures of the original station, but I do have some pictures of the new one:
New track and platforms at Warrensville-Shaker, with the mini-high platforms not quite complete yet and landscaping remaining to be done, October 2016
New station, November 2016
Lee-Shaker
In 2017, the RTA replaced the Lee-Shaker station. It was a basic median streetcar station on Shaker Boulevard, but was at a particularly high-traffic location and thus could use both a modernization and ADA accessibility. I actually was (according to Google Images) the first person to post pictures of the new station online.
New shelter and mini-high platform at Lee-Shaker, September 2017
Eastbound train waiting to cross Lee Road
Brookpark
The Brookpark Station saw a complete replacement during my Freshman year. The station that existed in 2016 was a “temporary” station that had been in use for about ten years.
Old headhouse at Brookpark, September 2016
I first came to Cleveland during the reconstruction process, so I saw the platform shortened so it only fit one car plus one door on the other car (before this construction project started, the platform could fit a full train). However, the platform was one of only three wooden platforms on the system (the others being East 79th and East 34th, and only East 79th is still wooden now). The headhouse also was on the opposite side of the westbound track from the island platform with no tunnel or bridge, requiring passengers to cross the track to access the platform.
Grade crossing at the old station
Old wooden platform
Throughout my freshman year, construction activity was going on. I was impatiently waiting for it to be done, constantly looking for press releases. I distinctly remember taking the train out to the airport very early in the morning with an operator who seemed like he had just started his shift and was very enthusiastic, and he said “Next stop: Brookpark! The new station is coming very soon, folks…” The time I was waiting for finally came around in April, when trains began stopping at the new platform. The new station was a much more modern station:
New headhouse on the eastern side, April 2016
New platform
New entrance on the western side, which opened much later than the rest of the new station (photo taken September 2017)
Headhouse interior
In all, the new station looked much more modern and was more functional than the one it replaced. I was quite pleased with the new results. Interestingly, this removed the only grade crossing on the Red Line for a time, but another one would open later at East 34th Street (read on…)
East 34th Street
The East 34th Street station as I first remember it was a fairly outdated and run-down station. It was a simple island platform (with a low section for the Blue/Green lines and a high section for the Red Line) accessible by a single set of stairs from East 34th Street.
Red Line platform
The lone entrance from East 34th Street
Worn-down concrete with exposed rebar on the stairs
My sophomore year, the renovation project began. I did my best to come down to the station when I had the chance so that I could document the change.
The old stairs next to some pre-landscaping for the new ones
The groundwork for the new stairs begins
Foundation for the new Red Line platform
The new stairs are on the way up
Progress on the low platform for the Blue/Green lines and the entrance in May 2018
Progress on the new entrance, May 2018
Then, as I went back to North Carolina for the summer, work continued. I came back in the fall to see the work mostly completed:
Overhead view of the new station, September 2018
Not-quite-finished Red Line platform, September 2018
After the removal of the Brookpark grade crossing the previous year, this one was added
The new entrance
The new station also looked much more modern and fresh, giving a nice upgrade to the Campus District. It was also renamed “Tri-C – Campus District” to reflect its proximity to Tri-C.
East 105th-Quincy
For a long time, East 105th-Quincy was known for only opening the front door of the front car of each train due to the platform being too short. Needless to say, this was a cause of a lot of confusion for riders not familiar with the situation and delays for everyone else. Riders in the second car had to go between cars if they wanted to get off, and the single door slowed everyone down.
The short platform (I’m standing at the end of the platform in this photo)
A train too short for the platform it is serving
Beginning in late 2017, work began to lengthen the platform. Not only did they lengthen the platform, but they also opened a second entrance, maknig this one of only two stations in the entire system with two entrances, the other being West 65th-Lorain.
Concrete supports in place, October 2017
Metal framing, May 2018
…but the work still isn’t complete yet
As of September 2018, the platform had been lengthened to the point where a two car train could open all of its doors.
The platform is getting longer, September 2018
A train opening all of its doors, September 2018
However, that was only one part of the project. Next, the new entrance was to open in 2019.
New entrance on East 105th (the Opportunity Corridor), April 2019
The new platform, now fully in service, April 2019
East 116th Street
East 116th Street also saw a major renovation, going from being a fairly old station similar to what East 34th originally was (especially the staircases) to another modern station.
Original station, October 2016
Original entrance to East 116th Street
Then, the renovations began! The temporary station in place during the renovations consisted of two wooden platforms and a fairly basic entrance located further down the block to allow work on the new station to proceed unobstructed:
Temporary wooden platforms, May 2018
Temporary entrance
Demolition of the old station, May 2018
Then, the new station was built mostly over the summer, so I wasn’t able to document it. So, let’s jump to the big finish:
New entrance, May 2019
New entrance (including both sides)
New eastbound track, February 2020
New platforms
The new station, like the others, was a major improvement. It fit in nicely with the surrounding neighborhood, was ADA accessible, and was generally just much nicer-looking.
Blue Line renovations
I was notified on Wikipedia that the RTA was performing some upgrades for various stations on the Blue Line, so when I got the time and clear skies, I went out there to document the upgrades. The upgrades appeared to be new signage and shelters, with the platform structure itself remaining unchanged. The first station where I saw such upgrades was Avalon:
New shelter at Avalon, November 2019
New signage at Avalon
Final thoughts
A lot changed in four years, and I was glad to be here to document it. These renovations gave me exciting material for photography and always gave me an excuse to get out of University Circle for a while. They are in keeping with Cleveland’s city motto of “Progress and Prosperity” (even though one of the stations was in Shaker Heights) and helped modernize the city. It looks like I’ve seen the last major project that will be completed before I leave here in May, but I know there’s plenty of work going on in Chicago that I will be able to photograph as well.
I first got my feet wet with regards to photography in about eleventh grade. My first time going out by myself with a camera was on the Los Angeles Metro. I was meeting some family at LACMA while coming from Beverly Hills, so I arranged that I would get dropped off at Culver City, take the Expo Line (now alternately known as the E line) to 7th Street/Metro Center, then transfer to the Purple Line (now also known as the D line), take that out to Wilshire/Western, then meet everyone else there, and we’d drive the rest of way to LACMA, at Wilshire/Fairfax (which will be on the line in a few years, but definitely not in 2013).
Along the trip, I just took pictures of basically anything and everything, not really bothering to pay attention to my subject matter or the quality of the photos. I knew nothing about photography other than you point the camera at something and hit the button. I didn’t even have a camera of my own, I borrowed someone else’s. Here is a sampling of a few photos I took:
The interior of my trainThe station sign (through the open door of my train)The platform at Culver CityMy train after ending its run at 7th Street/Metro CenterAn out-of-service train waiting on the relay tracks at 7th Street/Metro Center (the tracks end at a wall behind that train, though this will change with the Regional Connector project)My Purple Line train relaying at Wilshire/Western, which I later posted on Wikipedia as the headline photo for the article about that station since no platform photos were there at the time, and as of the time I write this post, it still isThe mezzanine level looking towards the escalatorMe (in the black fleece and shorts) posing in front of the station sign pylon
That was my first foray into photography. Obviously, those weren’t exactly the world’s best photos, but that’s what got me started.
Cleveland and Chicago, Round 1
Later on, in February 2015, I toured colleges in the Midwestern United States, specifically Carnegie Mellon, Case Western Reserve (which I ended up attending), and Northwestern. This was my second opportunity to try a bit of railroad photography. In Cleveland, I wanted to explore a new transit system, so I took the Red Line from Cedar/University to Tower City to grab lunch there. I forgot to ask to borrow a camera for this one, so I got my pictures with a cell phone. I got some pictures along the way there too:
Red Line train relaying on the stub track at Tower CityEastbound track at Tower City
Later on, after my tour of Northwestern, I ran from there to Millennium Station (about 13 miles) for my long run that week, and then then took the South Shore Line back to South Bend (where I was staying). Once I got to Millennium Station, I took some more pictures while waiting for my train:
Part of the station concourseTwo South Shore Line trainsA waiting Metra train
Travels in 2016
I traveled some along the way (still using borrowed cameras), to places like Boston…
Then, as I graduated high school, I got my own camera, a Canon Powershot G9X, about the size of a deck of cards. I definitely got familiar with that camera over the next few years. Back in Los Angeles in the summer of 2016, I had my first real rodeo with that camera:
The entrance to 7th Street/Metro Center
Platform at Westwood/Rancho Park, which had opened since my last trip to Los Angeles
Then, after that summer was over, I started college at CWRU. I immediately set out to get pictures of all the train station around Cleveland. Here are some of my preliminary efforts:
A train at East 105th-Quincy, showing how the platform is too short for the full length of the train (this has been fixed in the meantime)
Speaking of Tower City, I revisited that station. They were performing maintenance on one of the tracks, so they opened a station on one of the non-revenue tracks:
A somewhat-better picture of the Red Line platform at Tower City
Temporary platform at Tower City
Temporary turnstiles at Tower City
Definitely some progress was made in the meantime. I was able to better choose subject matter and get it in the frame. The quality was also better, with the pictures being clearer and better focused. However, the alignment was still pretty haphazard, with a lot of the pictures not level at all. I also didn’t really appreciate the importance of lighting just yet.
My next big breakthrough was in alignment, when I went out to Lee-Van Aken. I realized I could line up the camera with reference lines in the picture (in this case I used the power poles), and as a result my pictures were actually consistently level.
Around this time, I also got interested in taking pictures of buildings in addition to transit systems.
Downtown Los Angeles skyline
Lower Manhattan skyline
With that, I felt much more confident in my photography skills. I had definitely seen some improvement, my pictures were clearer and more level. Still, I was missing some things.
The start to 2018: Lighting
The next big improvement in my photography was lighting. Before I didn’t really even think about sunny or cloudy, or where the light sources were indoors. As a result, the colors often didn’t look quite like I wanted or the wrong objects were emphasized. With a renewed emphasis on lighting, I continued my work. In the winter of 2017-2018, I went to San Francisco, with my first vacation that had a really high emphasis on photography:
The improvements definitely showed themselves in San Francisco. Having a photography-oriented trip also was a good opportunity to see for myself what worked and what didn’t. With that, I felt much more confident going forwards. I continued my photography along Cleveland and other places I went. I did my first internship at TransEnterix that following summer as well. Since I didn’t want to take any time off work, my travel opportunities were somewhat limited, just going back to Charlotte for a day (this time trying to aim for a sunnier day) and taking an afternoon trip to Raleigh. However, I had a few days between my last day at the internship and when I had to get back to school, so I took advantage of that to take a quick trip to Washington, DC.
Capitol Building (I went to DC, I had to get this one)
After DC, I felt pretty solid in my abilities. I definitely had the alignment thing down, and I was getting a lot better at lighting.
Richmond and Philadelphia
My next big photo adventure was a day trip to Richmond, Virginia in late 2018. I picked a day with perfectly clear skies, and basically spent all day walking around the city with my camera taking pictures of anything and everything that interested me:
Richmond skyline during the day
Richmond skyline at night
With those two pictures, I began to feel that the limiting factor in my pictures was my camera and no longer the user. In particular, for the nighttime shot, I was having trouble getting the focus where I needed (my camera didn’t have any options beyond five meters other than “infinite distance”) as well as the lighting settings. I also was starting to use manual mode, which was really cumbersome on that camera. I took a mental note that a new camera was in order. Still, I continued on with what I had, and later on went to Philadelphia:
I really gained an appreciation for lighting after this trip. I only had one sunny day, the first one (and I got there late in the day, so I was only really able to get that one skyline photo). I also learned that SEPTA, in contrast to many other subway systems, is very well lit. This made photography much easier and let me get higher quality pictures.
Chicago, Round 2
Over spring break that year, I traveled to Chicago. I returned to Millennium Station, and my new photos were definitely an improvement:
That ended up being my last major expedition with my Canon. I had a few minor ones later on, including a brief trip back to Charlotte, a quick trip to Downtown Durham, as well as a trip to Greensboro, which turned out to be my last expedition with that camera:
Greensboro skyline
Transition to a new camera, Atlanta, and beyond
Then, I got a new, more powerful camera: an Olympus E-M10. To take it out for a test drive, I took some pictures around Durham:
The two tallest buildings in Downtown Durham
The camera felt way more powerful than my previous one. It took me a while to get used to all its features and how to use them, but I knew this was a major step forwards. In the middle of the summer, I took a solo trip to Atlanta, and that is still to date my most successful photography expedition:
I definitely was still getting the hang of the whole exposure/ISO/F-stop thing, as evidenced by the lighting in some of these photos. Still, these photos were clearer than anything I had done before, and I felt much more in control. It was also awesome traveling solo for photography, which gave me a ton of practice.
For my final fall break I decided to travel to Pittsburgh with a friend. It was only for a few days, but I still had plenty of opportunities for photography:
So, since I took up photography, my skills have improved dramatically. It wasn’t a sudden shift, but something that happened over time. I’m moving to Chicago soon, and that will give me a whole new city to explore. I look forward to what I find there, and hope my skills continue to improve. The future holds exciting things, and I can’t wait to see (and photograph) what they are.
Many Wikipedia articles on mass transit stations are fairly lacking, since often there are many stations in one system and most editors don’t find individual stations except for the major ones all that interesting. In particular, the photos have often been limited to non-existent for many stations. Since I have learned so much about transit systems from Wikipedia, I always feel compelled to offer my own expertise and photography to improve the information for others out there.
One example is the East 105th – Quincy Station, located fairly close to where I am now in Cleveland. For a long time, the platform was very short and only the front door of the front car of each train opened. Starting in late 2017, a project was undertaken to extend the platform to fit the length of a full three car train and open a new entrance. Once the project was completed, nobody had updated the article to reflect this. Since I live less than two miles from there, I waited for a sunny day and took a brief trip out there with my camera to update the article, and now the article accurately reflects the history of the station, complete with pictures of the results.
Over spring break last year (March 2019), I traveled to Chicago for a few days since I had never really gotten to know the city all that well. Chicago has a very interesting transit system, and the Metra Electric District was a particular object of my fascination. One station along the line that seemed interesting but had almost no documentation on Wikipedia was McCormick Place. I was interested in that station because of its underground-ish nature (I knew McCormick Place was built on top of it, but I wanted to see how enclosed it was) as well as its unique design being integrated into McCormick Place.
To see for myself what was going on at McCormick Place, I went there. The final destination was the Museum of Science and Industry, located on the same line near the 55th-56th-57th Street Station. Since the museum didn’t open until 10am and it was before 9am and I otherwise had nothing to do, I headed down to Millennium Station and boarded the next outbound Metra train. I jumped ship at McCormick Place to see for myself what was going on there. Of course, I got some photos, a few of which are here:
Platform entrance
Waiting room
Platform
Entrance from the convention center
After getting those pictures, I waited around for the next train. Since it was a Saturday, they only ran every 30 minutes, though I took my time taking those pictures. On schedule, the train arrived and I continued down to the Museum of Science and Industry. The museum was super cool, but that’s a topic for another time.
Later on, I improved the Wikipedia article with my knowledge from the photos I took. I specifically added a better photo of the platform to the infobox and described the basic layout of the station.
Over this most recent winter break (December 2019-January 2020), I further improved the article since it was still lacking sufficient information. In particular, I described the rail service patterns in more depth and included some information from Metra press releases about some recent renovations and more planned in the future.
While I covered the current state of the system as well as I could have hoped (there’s always room for more depth, but I think I got the point across), I was unsatisfied by a complete lack of information about the history of the station. The only source I could find was on Subwaynut.com. The information presented there definitely was interesting, but I couldn’t find any authoritative sources to back it up. On and off throughout January, I searched all over the internet for information about the 1996 opening of the station or the previously-existing 23rd Street station and found nothing other than that same page.
Finally, this most recent week, I had a breakthrough. All of my previous searches were searching for Metra’s 23rd Street station, while the line was originally owned by the Illinois Central Railroad (IC). Once I changed my search to include the IC instead of Metra, I found something authoritative: a JSTOR archive of an article by an IC employee about the history of the IC. In that article, I learned a lot. The station was originally at 22nd Street and served both long-distance trains as well as commuter trains. Also, after the Great Chicago Fire inflicted major damage on the main station downtown, 22nd Street was the closest station with full service (such as buying tickets and checking bags). Then, in 1926 the station was moved a block south to 23rd Street, its current location.
Once I hit that point, I still couldn’t find any sources about the redevelopment of the station in conjunction with McCormick Place. With some creative Google Searches, I eventually found one source giving me the information I needed: an article in Plastics News about attending an event at McCormick Place and how Metra made it easier to get there. While it was a somewhat improbable source, it was something commercially published, giving me the missing link in the history.
This ends my monthlong search for articles about the history of the McCormick Place Station. It certainly took me a lot of interesting places around the internet.
Update: Later on I noticed that the Metra article showed the picture I used in the McCormick Place article as its headline picture in the infobox. I looked up the editor who did it, and it was some anonymous editor whose IP traces to Homewood, which happens to be on the same line. I first posted that picture on Wikipedia back in November, but the edit to the Metra article appears to be on February 5, just before I made the history edits to the McCormick Place Station article described here. Interesting.
I have been a major figure on the Scratch Wiki for a long time, though since coming to college I have been much less active due to other commitments. I first joined the Wiki on March 9, 2012, and have gained a lot of experiences in my time there.
My Beginnings on the Wiki
I first joined the Wiki in 2012 as a regular editor back in the days of Scratch 1.4, with my main intention just being to improve the article on Mod Share (a project on which I was a developer at the time). I made my necessary edits, and then also started editing other articles where I saw potential for improvement. I remained in that capacity for a while, until the release of Scratch 2.0.
Scratch 2.0 and user registration
When Scratch 2.0 was released, the existing account registration system (which depended on a user verification API in Scratch 1.4) no longer functioned. The Scratch Team announced that at some future date they would implement OAuth to allow other websites to link their account systems to Scratch’s, but did not give any specific date to expect it. Meanwhile, over at Mod Share, we had the same problem, also depending on that API. After discussing the situation with LS97 (the other Mod Share developer), we figured the best solution would be to verify users by having them comment a verification code on a project and then checking if they posted the comment. Once the system was successfully implemented on Mod Share (my code quality has improved since then, I promise), I contacted the Scratch Team asking if they would like me to implement a similar system on the Wiki. They ended up agreeing, so I got my hands dirty with developing a MediaWiki extension. I ended up modifying an existing extension, ConfirmAccount by Aaron Schulz, adding the comment verification to it (GitHub link). This allowed the Wiki to maintain the existing system of requiring users to request accounts while verifying (automatically) that users requested accounts corresponding to their Scratch accounts. As part of the implementation, I was given a new title, Experienced Wikian (developed specifically as a result of this new extension). In a nutshell, I had elevated privileges over normal users (most importantly being able to process account requests), but was below an administrator.
Becoming more active
With my role in implementing the account request system, I became much more active on the Wiki. I processed the majority of account requests to the Wiki for a while, and also was fairly active in maintaining the quality of the articles as well as the community. As time went on, the other active staff members mostly moved on to other things, and I became a de facto leader.
Moving On
As I started college, I knew I wouldn’t have as much time for the Wiki as I did before. I continued to help in the capacity I could, but knew time was coming to pass on the reins to someone else. I am proud to report that the Wiki still continues on and is going strong.
Transferring Ownership
In the winter 2018, the Wiki was officially transferred from Scratch Team ownership to being an independent project. This gave us a lot more freedom, especially the ability to install extensions and otherwise modify configuration ourselves as well as more moderation powers (specifically blocking users). While before all of these requests had to go through the Scratch Team which often took a while, now we could act unilaterally as necessary. In this time, many software improvements were made and all of the Wikis in different languages became part of a single ecosystem.
Thoughts
To this day, the Wiki continues to be an active community maintaining high-quality articles describing Scratch. To have continued this through over a decade and through several rounds of leaders is a testament to the spirit of the project.
I have certainly learned a lot over my time on the Wiki. It is a very unique kind of project, maintaining fairly high quality standards while largely being maintained by people in the 10-15 year old range. The most important lesson I learned was the importance of remaining calm and civil. One core policy of the Wiki is assuming good faith. In essence, that means that unless there’s obvious evidence to the contrary, assume that a user’s actions were made with an intent to help, or at at the very least, without the intention to harm the Wiki. Thus, while it is easy to endlessly criticize users for violations of Wiki guidelines, such as making articles about users, editing others’ userpages, creating duplicate pages, among a million other things, it was more important to help them. Almost every user (including myself) received a talk page message in their first few edits explaining that one of their edits had been undone or a page deleted because of some violation of Wiki guidelines. Rather than treating that as a warning, it was important to treat those as opportunities for improvement. In fact, I wanted to encourage users to be bold with their edits, since the best way to learn is by doing.
We also managed to maintain a semi-democratic system on the Wiki that has worked surprisingly well. The guidelines explicitly state that the Wiki is a collaborative effort, and we did our best to maintain that. I viewed my job (most of the time) as facilitating a discussion rather than making a decision myself. While I did have the final say, I rarely invoked that and instead went off of community consensus and established guidelines (which were also largely community-developed). Whenever possible, I tried to act as a normal editor rather than an administrator or authority figure (the one significant exception being in handling account requests, where that wasn’t really possible).
We did have a number of incidents on the Wiki, but compared to most other online communities they were fairly uncommon. I attribute this to a few things:
High barrier to entry: users had to submit an account request to join, and in that request they had to put forth a significant amount of effort (see the next paragraph)
High level of commitment: the community was based on maintaining high-quality articles, so most users who were not committed to that left on their own
Collaborative effort: we all were working towards a common goal and helped each other out wherever possible
Evolution of the Account Request System
The account request system changed dramatically throughout my time on the Wiki. When I first joined, the system essentially just required users to somehow describe how they would help on the Wiki. We then changed the system somewhat to require that users name specific articles they would improve and how they would improve those articles. Still, many requests did not meet the requirements, and we had little success in changing the requirements to join in such a way that more people would read them fully.
Eventually, Turkey3 had the idea of radically changing the account request system in a way that would be clearer. Instead of requiring users to search through the Wiki, we required them to look through an example article with a number of mistakes and then provide suggestions on both what mistakes to fix and also what they would add to the article. The quality of requests generally increased after that point, and we have maintained that system ever since.
Conclusion
As I continue on my journey in life, I am very proud of the work I did for the Scratch Wiki. I am also extremely proud of all the contributors who have helped maintain the project and continue to do so. It is an extremely valuable resource for helping kids learn Scratch and also helping more advanced users expand their capabilities. It also serves as a place for the Scratch community to collectively store its knowledge, even as individual members come and go, allowing anyone to learn about ideas that no active user may be able to help with.
For my final winter break of college, I went to visit family in Los Angeles and also traveled to San Diego. The family visits were pretty standard and not exactly the kind of thing I post here, but I also got some amazing photographs.
Getty Center
After getting over the jet lag (to some degree), we traveled to the Getty Center on the first full day in Los Angeles. I am personally not one for art museums, but the Getty Center has both interesting architecture and amazing views. While the rest of my family looked at the artwork, I went around photographing the buildings and the views. The museum is also at the top of a mountain, which is traversed by a tram, affording me an opportunity to photograph a unique rail system.
I-405 Sepulveda Pass
Upper tram station
Fountain in the garden
Wilshire Boulevard and Century City
I have pictures of the Downtown Los Angeles skyline from previous trips, but Los Angeles does not have a single high-density urban core the way that most cities I travel to do. So, I set my sights on Wilshire Boulevard. After a bunch of scouting out locations on Google Earth (which was no easy task when all I had was my cell phone), I concluded that the parking garage at the Westfield Mall in Century City would be the best vantage point. The view did not disappoint. While the first time I tried was a cloudy day, the weather forecast revealed that the next day would be sunny. And sunny it was:
Wilshire Boulevard skyline from Westfield Century City
However, that was to be outdone later that day. Thanks to some help from my family, I was able to get access to the roof of one of those buildings on Wilshire and photograph Century City. Los Angeles requires helipads be on the top of tall buildings, and that is exactly where I was standing. This gave me a nice 360 degree view of the Westside of Los Angeles.
Century City skyline from the roof of a Wilshire building
That was a once-in-a-lifetime photo opportunity. It’s not every day that you can access the top of a skyscraper in the middle of Los Angeles, and I am extremely grateful for my family and the property management for letting me up there.
Exploring the Metro (a bit)
I had a free afternoon and nobody had any specific plans, so I figured I would take the opportunity to explore the Metro some more. I have always been a fan of the Los Angeles Metro since it’s such a new system and serves a metropolitan area vastly different than most other rapid transit systems. Nothing new had been opened since I was there last (though a whole lot is coming very soon), so I didn’t have any obvious candidates to explore. I thought about it, and decided maybe I should go to Boyle Heights since it has the only two underground light rail stations outside of Downtown (until the Crenshaw/LAX Line opens in a few months). After a long trip in from Westwood on the Expo Line, followed by short trips on the Purple Line and Gold Line (once the Regional Connector project finishes, this entire trip will be a one-seat ride), I got off in Boyle Heights at Soto. The design of the platform was pretty standard in keeping with the heavy rail stations on the Red and Purple Lines, but the entrance design was unique and well-incorporated into the local community.
Soto entrance
Soto mezzanine
Soto platform
I then traveled back towards Downtown, not sure what to do next. I remembered along the way that the Little Tokyo/Arts District station will be demolished and replaced with an underground station as part of the Regional Connector project, so I decided to get off there and grab some pictures since I had no idea when I would be back next and I may never get a chance to photograph that station again.
Little Tokyo station with all the construction activity behind it
Little Tokyo station north entrance
From there, I took the Gold Line back to Union Station, then the Purple Line to Wilshire/Western, and the 720 bus back to Westwood.
Traveling to San Diego
After a nice time in Los Angeles, I headed down to San Diego. I traveled on Amtrak’s Pacific Surfliner, getting on at Los Angeles Union Station:
The Siemens Charger locomotive for my train
The coach-cab car back of my train
The station entrance (taken several years earlier on another trip)
The train trip itself was pretty uneventful. Everything went smoothly, and we arrived at San Diego Old Town station right on time. The view from the train was somewhat varied. The leg from Los Angeles to San Juan Capistrano was just industrial backlots, going through pretty gritty areas. However, from there on to San Diego was absolutely beautiful, going right by the ocean.
My train at San Diego Old Town
The station house
Maritime Museum
After getting off the train and meeting everyone else at the station, we drove downtown and spent a few hours at the Maritime Museum. The museum was pretty cool, containing a bunch of old boats and two submarines. We started off on the Star of India:
Star of India from the coast
While I normally get a lot of skyline pictures when I visit cities, the prospects weren’t all that promising in San Diego with the time and resources I had available, so my only ones were taken from the Maritime Museum:
San Diego skyline from the Maritime Museum
We also visited a few of the other boats and submarines:
USS Dolphin
Former Soviet submarine
San Diego Trolley
I had the opportunity to explore the San Diego Trolley system on the second day there, so I made sure to do that. I had done no planning whatsoever, so I just figured I’d go around randomly and see where it took me. I started at Santa Fe Depot and figured I’d head inbound.
Green Line train at Santa Fe Depot
So, I caught the train and took it to 12th and Imperial where I had the chance to transfer to the other lines. To my surprise, the Green Line ended as a single track and reversed from there, rather than the double track setup common at most termini.
My train after turning around
I then headed over to the other lines:
Blue and Orange Line platforms
Without any real idea where I wanted to go, I figured I’d hop on a Blue Line train. I rode it inbound to the end of the route at America Plaza, which at first I didn’t realize put me right back at Santa Fe Depot where I started.
America Plaza Station
I then walked back to Santa Fe Depot and hopped on an outbound train to see what the line was like further out from downtown. I wondered if all the stops were fairly close together like they were downtown, or if they were much further apart like I experienced in Charlotte (which, by the way, operates the same type of vehicle). It turned out it was the latter, with my phone informing me we hit speeds of up to 50 MPH. I was on the lookout for any particularly notable stations, and ended up deciding Stadium fit the bill. It was a rather bizarre station, having both an island platform and side platforms and being designed to look like the stadium it serves.
The station is designed to look like the stadium
The platform setup
The mezzanine level between the entrance and platform
After leaving Stadium, I was planning on heading out to Grossmont and transferring to a train back to downtown. However, I was much surprised to find ourselves going underground, nowhere near downtown. An underground station on an otherwise above-ground system is too interesting to pass up, so I jumped ship at San Diego State University.
SDSU underground platforms
SDSU Entrance Plaza
I then continued on my way to Grossmont and turned around there. Turns out I just missed the inbound train, so I had to wait 15 minutes for the next one. Oh well. I busied myself with photography in the meantime:
Outbound train at Grossmont
Entrance to the station from street level
Benches at Grossmont
Eventually, my train came and I headed back inbound. For whatever reason, 32nd and Commercial really caught my attention, so got off to get some more pictures:
Platform at 32nd and Commercial
I then continued on my way back into Downtown, with dusk approaching. Once I got back Downtown, I took pictures of a bunch of the stations there:
Civic Center
Park and Market
Gaslamp Quarter
Fifth Avenue
Trolley at Gaslamp Quarter
The trolley really interests me since it’s an old streetcar, but also has a pantograph and LED destination sign. Interesting renovations.
After that, I met with everyone for dinner.
The Coaster
The next day, it was time to return to Los Angeles. I decided to take the Coaster up to Oceanside while everyone else drove in order to give me another photography opportunity. It went well except for one tactical error: it was Saturday. I lost track of the days and thought it was during the week, where the Coaster leaves Santa Fe Depot at 9:18am. The clock hit 9:18, and no train. To make sure I got it right, I looked at a posted schedule and then checked my watch to make sure I got the day right. Turns out I got the day wrong. Oooooops…
Empty track. Dude, where’s my train?
Amtrak Charger locomotive lying out of service
Anyway, the weekend train left at 9:35, so it wasn’t that bad of a delay. The train arrived as expected and I boarded.
My train waiting at San Diego Santa Fe Depot
The train ride went fine. I got another beautiful view of the coast heading back north to Oceanside. The train arrived in Oceanside, then I got off and met up with everyone else, and we drove the rest of the way back to Los Angeles.
The back of my train at Oceanside
A Metrolink train to Los Angeles waiting at Oceanside
Sprinter light rail platform
The station house at Oceanside
With that, we returned to Los Angeles, and the next day we flew back home.
All in all, this was a pretty nice trip. I spent some time with family but also got plenty of time to explore and photograph on my own.
So I suppose since I have this website built on a platform designed for blogs, I should post something here.
I was recently hired as a Solutions Engineer at BlueBolt Solutions in Chicago! I will be working there starting in June-ish. I still have one more semester of college to go in the meantime, but have a plan now.
I really look forward to working for them, as their work seems really interesting and the small business environment offers me room to grow as well as a much more individualized job. Chicago will also be an awesome city to explore.
The picture below is the current wallpaper on my computer in anticipation. I took this picture on a trip to Chicago during spring break last year, which was what sparked my interest in the city in the first place.
Tracks into Downtown Chicago from Museum Campus/11th Street Station, the current wallpaper on my computer
