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Lake Shore Limited redux

Back in March I enumerated seven reasons why I wasn’t going to take the Lake Shore Limited on future trips to the Midwest. To these I might also have added that the ex-New York Central route between Cleveland and Buffalo is particularly vulnerable to weather-related delays in the winter. Unfortunately I was called back on short notice to Michigan and the Lake Shore Limited was the only train I could catch in time. Let me quote from what I wrote in March:

CSX’s handling of the train in western New York. Amtrak is dependent on the freight railroads for dispatching. CSX does an absolutely terrible job between Schenectady and Rochester. They’re incapable of getting the train though on time. It’s just frustrating.

Now, here’s how my train fared across western New York last night, courtesy of the invaluable Amtrak Status Maps:

* ALB  1  620P  1  705P  618P  750P  Departed:  45 minutes late.
* SDY  *  *     1  731P  *     821P  Departed:  50 minutes late.
* UCA  *  *     1  844P  *     1009P Departed:  1 hour and 25 minutes late.
* SYR  *  *     1  941P  *     1130P Departed:  1 hour and 49 minutes late.
* ROC  *  *     1  1100P *     137A  Departed:  2 hours and 37 minutes late.
* BUF  1  1155P 1  1159P 300A  320A  Departed:  3 hours and 21 minutes late.
* ERI  *  *     2  136A  *     533A  Departed:  3 hours and 57 minutes late.
* CLE  2  327A  2  345A  818A  829A  Departed:  4 hours and 44 minutes late.
* ELY  *  *     2  418A  *     915A  Departed:  4 hours and 57 minutes late.

We were late leaving Albany because we had to wait for the eastbound Lake Shore Limited, which was late, to arrive. CSX is an equal-opportunity railroad; having stabbed the eastbound train it makes sure to stab the westbound train in compensation. Add that to the heavy snow and ice along the coast of Lake Erie and it’s not gone well.

I’m not complaining exactly. I’ve had a good trip: good meals, good company. My roomette is comfortable. I will arrive in Michigan well within my timetable. The snow is messing with the airports too. It’s just that the Capitol Limited, having come up from Washington and missed most of the weather, was only 57 minutes late out of South Bend and will probably hit Chicago within 20-30 minutes of its arrival time.

This is why I don’t take the Lake Shore Limited.

Image by AEMoreira042281 (Own work) [CC-BY-SA-3.0], via Wikimedia Commons.

2010: Moby Dick

2010: Moby Dick

I try to grade B-movies for originality, but there are limits. I’m pretty sure I’ve never seen a gigantic whale pile-drive a nuclear submarine and jump out of the water with it in its mouth. I’ve definitely never seen it done this implausibly. What a plausible version of the sequence would look like I leave as an exercise to the reader. I’m reminded of something Roger Ebert, that under-appreciated connoisseur of genre films, wrote in his review of Pink Flamingos:

How do you review a movie like this? I am reminded of an interview I once did with a man who ran a carnival sideshow. His star was a geek, who bit off the heads of live chickens and drank their blood.

“He’s the best geek in the business,” this man assured me.

“What is the difference between a good geek and a bad geek?” I asked.

“You wanna examine the chickens?”

Asylum (shudder) has about cornered the market on low-order ripoffs, re-imaginings, and assorted crap. They’re the fine folks behind American Warships and Atlantic Rim, shameless copies of Battleship and Pacific Rim. They also made Nazis at the Center of the Earth, a modern version of of Jules Verne’s Journey to the Center of Earth but in incredibly poor taste.

Anyway, today Asylum’s proffering 2010: Moby Dick, a modern re-imagining of the Melville classic (which I haven’t read). Our Ahab was a lieutenant on the aforementioned devoured submarine back ’69, and he’s out for revenge in the present about the modern USS Pequod. We meet him about twenty minutes in, played by Barry Bostwick (as seen in 1982’s…something…Megaforce). He’s full-blown loon from the get-go. Our tame scientist is played by Renee O’Connor, who’s clearly come down in the world.

Like most Asylum movies, the interior lighting is just awful. Either they can’t afford to do it properly or think dark rooms like cool. Gordon Willis can get away with this because he’s awesome and the Godfather movies called for it. In general I’ve found professional offices are well-lit. Asylum should look into that.

We’re spending a lot of time underwater (good for Asylum since it lets them have even more dark lighting). There’s a long, interminable fight between another submarine, the USS Essex, and the whale. People ragged on the underwater effects from The Hunt for Red October but these are vastly worse. It also steals the hot-running torpedo from the final battle in that movie, except it’s cheap and implausible.

The acting is pretty bad all around. None of the military characters are plausible: they’re too high-strung. Everyone’s always challenging everyone else’s orders. Renee O’Connor spends the whole movie listening to Ahab’s cassette recording from the 1969 attack and making faces. Bostwick does his loon thing only it’s boring.

Asylum movies are maximally frustrating because you can never figure out why the hell someone made it. Ed Wood’s Plan 9 From Outer Space is terrible, yes, but it at least represented someone’s personal vision. Why was this movie even made? We’ve had a sci-fi version of Moby Dick; it was called Star Trek II: The Wrath of Kahn and it was awesome.

Now Moby Dick has attacked a cruise ship. It’s not clear why. Ahab has fashioned a harpoon from the remains of his first submarine and he uses that, instead of the nuclear weapons his sub carries (note that American attack submarines do not carry nuclear weapons in peacetime). So of course they become entangled with the Moby Dick and get dragged to crush death and everyone dies–

Damn, they blew their tanks and lived. The movie continues with a really cheap effect of the sub surfacing. There’s also a bunch of stupid tension between Ahab and his Executive Officer (XO) which isn’t done well. We then have a chase sequence in which a V-22 Osprey strafes Moby Dick. This doesn’t work well, either as an idea or a sequence.

Barry Bostwick is now dripping his blood on a harpoon and getting in to a Zodiac. This seems like a bad plan when you’re going up against the reused wire model from Megashark. Bostwick looks like Tom Waits from Dracula. The sub’s sonar sounds like the Martian attack ships from George Pal’s War of the Worlds (probably is, at that).

SPOILER: the whale surfaces beneath the morons in the Zodiacs, scattering everyone, and small arms fire proves ineffective. Time passes.

The whale has jumped over the atoll. I say again, the whale has jumped over the atoll. Bostwick is frowning a lot. He harpoons Moby Dick and dies. Now the whale has destroyed the Pequod, but not before it fires nuclear torpedoes, destroying the atoll and killing the rest of the movie’s characters, except Renee O’Connor (Final Girl Death Exemption).

Wikipedia says they blew $500,000 on this. That’s less than the price of a new passenger rail car. Next time I’m on a train I’m going to ponder that factoid.

AmPets

Two congressmen have introduced a bill (HR 2066, the Pets on Trains Act of 2013) which would require Amtrak to formulate a policy for carrying domestic pets on certain trains. See the Huffington Post for a brief summary, and here for the actual text of the bill. What discussion I’ve seen focuses on a non-issue: that after three days in transit a dog wouldn’t be a good companion in the coach. That possibility is foreclosed by the text of the bill, but no one ever reads such things. I don’t see this going much of anywhere but I thought I’d offer some more detailed commentary.

Amtrak allows service animals only. No comfort animals or pets. I once sat across from a woman with a service animal for two days aboard the Empire Builder and it wasn’t a problem, but obviously (a) service animals are well-trained and (b) their owners are used to handling them in public.

The proposed bill, which includes escape hatches like “certain trains” and “where feasible” would require either that Amtrak either set aside a car where pets would be allowed as carry-on items, provided that the pet is contained in a kennel and that the pet as stowed meets the current carry-on policy or that Amtrak allow pets as checked baggage, provided that the area is “temperature controlled” and that the pet as stowed meets the checked baggage policy. In both cases the journey as ticketed would have to be 750 miles or less and Amtrak would be allowed to assess a commensurate fee. Finally, the bill provides that “[n]othing in this section may be interpreted to require Amtrak to add additional train cars or modify existing train cars.”

750 miles is a magic number in Amtrak transport planning; any route of 750 miles or less, excluding the Northeast Corridor, must be supported by its host state(s) according to a complicated cost-sharing formula. Routes over 750 miles are considered long-distance and may be fully-funded by the federal government. The specific verbiage, however, is “the passenger is ticketed for traveling a distance less than 750 miles. I assume that captures all short-distance services, all Northeast Corridor services, and all long-distance trains provided that you’re not going further than 750 miles. I foresee Amtrak arguing that the 750 mile limit would be hard to enforce within the current ticketing system, thus excluding long-distance trains (and upending the raison d’etre of the bill). This, coupled with the issues I’ll outline below, would seem to exclude any sleeping car passengers from traveling with pets.

The checked baggage section is similarly useless. Amtrak’s baggage cars are over fifty years old, some of the last remnants of the “Heritage Fleet” inherited from the private railroads in 1971. They’re in terrible condition and they’re not climate-controlled. Amtrak does have new Viewliner baggage and baggage-dormitory cars on order, but they won’t be delivered for at least another year and I don’t know whether they’ll be climate-controlled either.

That leaves setting aside a coach for contained animals. Anyone who knows anything about Amtrak operations knows that Amtrak is desperately short of equipment of all kinds. On many routes demand has long outstripped supply. Furthermore, this isn’t Western Europe. A 750-mile train trip can take the better part of the day. I can’t see passengers without pets happy with being seated in the pet coach. This places an artificial limitation on Amtrak’s carrying capacity. I would imagine Amtrak would levy a hefty surcharge on pet transport to compensate, but it still winds up losing passengers which hurts it down the road.

All that being said, if limited to carry-on there’s plenty of space in Amtrak’s primary coaches (Amfleet, Horizon, Superliner) for carry-on baggage, and there’s supplemental storage space on the lower level of the Superliner that could be pressed into service. I just don’t see many people taking advantage of it, and I don’t see Amtrak willingly implementing a policy given the issues I’ve outlined above.

Last night I went for a walk down to the confluence of the Delaware and Lehigh Rivers. It’s a remarkable area. First, it’s bracketed by public parks: Scott Park (northwest) and Hugh Moore Park (southwest) on the Easton side, and the Delaware River Park on the Phillipsburg, New Jersey side. Second, it hosts no less than three railway bridges which stand as a reminder to Easton’s past importance in that trade:

  • Lehigh and Hudson River Railway Bridge (northernmost)
  • Central Railroad of New Jersey Bridge
  • Lehigh Valley Railroad Bridge (southernmost)

The Lehigh Valley bridge is I believe out of service but the other two see daily use. This evening I was fortunate enough to catch some Norfolk Southern maintenance-of-way equipment on the ex-CNJ bridge, followed about 20 minutes later by a grain train grinding slowly across the ex-LHRR bridge and into Phillipsburg.

HEWEBNE: outbound

This coming Monday I’m giving at talk at HighEdWeb New England about collaborative development in open source, focusing on liberal arts colleges. If this were one of my movie reviews that would be the “A plot.” The “B plot” is that I’m taking the train to the conference, and that unusually for me it’ll be 100% new mileage.

The conference is Mount Holyoke but I’m taking the Vermonter from New York up to Brattleboro. There are two reasons for this. The first is that my friend who’s picking me up lives closer to Brattleboro than Amherst. The second is that this train will be rerouted to the west bank of the Connecticut River in a year or two, and I want to ride the old route before that happens. Again, I’m that guy.

The ride in from Easton to New York was uneventful. Trans-Bridge Lines does a good job. Its buses are comfortable (for 90 minutes anyway) and the free wifi gets the job done. I-78 was remarkably empty. The only hiccup was finding New York Penn overrun with mouth breathing collegians dressed in green. Sigh. Amtrak Police finally showed up with a bullhorn and cleared them out. Yay!

Today’s Vermonter has five Amfleet cars: four reserved coaches and a cafe/business class car. At the front is an EMD AEM-7, one of Amtrak’s venerable “toasters” now in its fourth decade of service. It brought the train up from Washington and will pull it to New Haven, where we’ll swap it out for a GE P42DC “Genesis” diesel locomotive. We have to do this since there’s no electrification north of New Haven. Lunch today consisted of a turkey panini (good), hummus plus pretzel bits (okay), and iced tea. I’m pleased to finally ride over the Hell Gate Bridge but it really is more impressive from the park below looking up.

Early into New Haven and the power change starts at once which means no head-end power (HEP). I think of this as a staple of American railroading, though very few passenger trains do it now. The long-distance trains which travel south from New York (Silver Star, Silver Meteor, Crescent, Palmetto) change engines in Washington. The Vermonter does here in New Haven. The Pennsylvanian does in Philadelphia. I think some of the upstate New York trains do in Albany (switching from dual-mode electro-diesel to straight up diesels). Fascinating to think about the long-haul diesels which run, essentially uninterrupted, for fifty hours on the Western trains.

I hope I don’t offend anyone (too much) when I opine that Connecticut, at least what I can see of it, is ugly. Admittedly March is an unkind month for viewing the outdoors when there’s no snow on the ground.

We hit our dwell stops (New Haven and Springfield) with plenty of time to spare. Amtrak’s issuing a faster timetable on Monday, and I’d say that’s reasonable. I’ve arrived or departed from Springfield numerous times over the years but this is the first time I’ve headed east. We go as far as Palmer, and then perform a thankfully rare “backup” maneuver. There’s no northeast/southwest connecting track at Palmer, so we have to make what amounts to a J-turn in railroading–crossing the connecting track, stopping, throwing a switch (manually, no less), then reversing direction. The re-route I mentioned earlier will eliminate this step.

Here’s some very crude text art illustrating what we’re doing:

            C
            \_ 
             \\_________________
A_____________\_________________\(E)______B
               \
                \D

A-B is the CSX main between Springfield and Boston. C-D is the New England Central Railroad. The direct intersection between the two has no switch. We pull past toward B to the switch at (E), then backup on to the second track which links up at C. It’s horribly slow and inefficient. You leave Springfield at 3:15 PM. By 3:45 PM you’re just getting down with this nonsense and heading north.

Amtrak’s obviously embarrassed about it. There’s a nice long warning about it over the PA, emphasizing that this is normal and planned. I think the only constituency who enjoys this are the railfans who gather since it’s such a great photo-op.

I’m now on the stretch that Amtrak will leave in a year or two. This New England Central RR track is rough; some stretches are worse even than CSX around Buffalo, which has always been my “gold standard” for an unpleasant ride. It makes no sense to rehabilitate it of course when Massachusetts and the Feds are fixing up the new, more direct, route. I don’t disagree with the logic at all. Still, damn. There’s some talk of new service over this route to link Amherst with New London. I don’t see it getting done without serious federal money, and there are other more pressing passenger rail projects.

As I submit this we’re fifteen minutes out from Brattleboro and dead on schedule. No better way to travel.

Leaving the Lake Shore

I keep track of all my train mileage because I’m one of those people. By my reckoning I’ve done over 41,000 miles on Amtrak alone and another 10,000+ on other systems, mostly in Europe. A full quarter of my Amtrak mileage is on a single train: the Lake Shore Limited, which operates between Chicago and New York, with a section to Boston. I’ve taken it to three Moodle Hack/Doc Fests: Summer 2009 at Smith College, Winter 2010 at Lafayette College, and Summer 2011 at Hampshire College. I’ve ridden it to a pair of weddings. I took it to HighEdWeb 2012 and B-Fest 2013. I’ve made three trips on it in the last eight months. This makes writing the following all the harder: Lake Shore Limited, I’m afraid that we may have to break up.

Here’s the situation. I have cause to make the trip between New York and Chicago at least once a year for the B-Movie Festival in Evanston, Illinois. I’m likely to make it another time for business related to the German Studies Association, and it’s a fair bet that I’ll make at least one trip for pleasure to the Midwest. I’ve never made less than two round-trips in a calendar year since 2009. I’ve done one already this year, another is booked and at least one more is on the horizon. I’m just not sure I can do it on the Lake Shore Limited anymore. I think my future lies with the Capitol Limited.

7 things I don’t like about the Lake Shore Limited

  1. The eastbound departure time from Chicago. The Lake Shore Limited is Amtrak’s cleanup train, handling misconnecting passengers from the west. This is a necessary and useful function, but the 9:30 PM departure is a hardship. You’ve got to find dinner in Chicago, though if you’re a sleeper passenger they give you all the wine you want. If the Empire Builder got stuck in the Dakotas you might be a few hours late leaving.
  2. The eastbound afternoon crawl across upstate New York. Because of the late departure time from Chicago you spend all the daylight hours between Buffalo and Albany. It’s very, very boring. You do get lunch.
  3. CSX’s handling of the train in western New York. Amtrak is dependent on the freight railroads for dispatching. CSX does an absolutely terrible job between Schenectady and Rochester. They’re incapable of getting the train though on time. It’s just frustrating.
  4. The toilet in the Viewliner roomette. Amtrak experimented with the design of the Viewliner and included a toilet in each roomette. There’s no problem with smells or anything like that it’s just…awkward…in an already confined space. I can’t tell you how many times I wished for a public restroom instead, even though it meant a walk.
  5. The track quality around Buffalo. It’s very rough around Buffalo, and westbound you hit it around midnight (ish, depending on how badly CSX screwed you, see point #3) which guarantees you’ll be woken up.
  6. The Amfleet lounge. I’ve discussed this in the various route guides linked above but the Amfleet lounge/cafe simply doesn’t compare to the Sightseer Lounge on the Capitol Limited. There’s no good place for sitting and watching, and perhaps more importantly there’s not enough seating.
  7. The Amfleet lounge, Part II. It’s located on the back of the train because it travels to Boston. If you’re a New York sleeper passenger you’re walking through five coach cars to reach it.

The Capitol Limited improves on all these points. Its most significant drawback, of course, is that it doesn’t go to New York–it terminates in Washington, D.C. Passengers traveling to and from New York must take a Northeast Regional. That adds about four hours to the trip, allowing for connection times. This April I’m testing out taking the Capitol Limited westbound. We’ll see how it goes.

The Rig

The poster for The Rig.

Here’s the pitch: it’s an Alien rip-off set on an oil rig. No, not Proteus. That’s the one with the heroin smugglers. No, not Leviathan either. That’s the one with Peter Weller. This one stars William Forsythe (Stone Cold).

This looks like it was shot for TV. The color is washed out and almost Matrix-like in the use of green. It’s really unpleasant to look at. The CGI is used sparingly but it’s not very good. I swear the helipad looks like an optical drive.

Oh boy are we in for a long haul. There’s a decent ambiguous opening involving a robotic submersible, somewhat undercut by an onscreen reference to the “Weyland Corporation” (groan). This is immediately destroyed by a cringe-inducing “family discussion” between the Karl Urban Experience and the Kid (Who Can’t Handle Line Reads). We soon also meet our other tropes: the Foreigner, the Black Guy, the Woman, the Expendable Roughnecks, and the William Forsythe (played in this case by the actual William Forsythe).

This is an Alien rip-off: it gets graded on its kills. The first is well-done: the set-up is obvious but the timing isn’t, nor was the location of the creature. We also aren’t shown anything. Spielberg did that in Jaws because Bruce didn’t work; later filmmakers do it because they can’t afford the effects shots. Still, if we learned anything from the Star Wars prequels it’s that more effects aren’t an unalloyed good. I shudder at the thought of what the Empire Strikes Back would have looked like with 2000s-era effects technology.

Now it’s raining. And still with too much green. Someone saw the Matrix and thought that those were the elements that made it kick ass. The Foreigner eats it next. Again, the kill is suspenseful. We know it’s going to happen but the film pauses. It shows more of the creature but waits on the big reveal. And then, unfortunately, we’re back to the social drama crap aboard the rig. I never expected to write the phrase “the sleeping with the oil rig boss’s daughter plot was done better in Armageddon,” but there we are.

There are characters on screen. Were they introduced before? We’re going to call them Thin Guy With A Beard and Wise Older Fellow Who Probably Dies Soon. Oh God, WORDS. Why are they still talking? What the hell is going on? If the screen wasn’t tinted green I’d assume we’d switched to a different film.

SPOILER. Forsythe eats it. I feel cheated. He died like a sucker and now everyone left in the film is worthless and weak. How much time is left? Oh no: we’re only 36 minutes in. We’ve got an hour left and it’s only getting worse. In another part of the movie the Karl Urban Experience is having sex in the shower with another character. This goes on much longer than is strictly necessary, because it’s that kind of movie. It’s also not all that exploitative, because the people making this movie aren’t very good at making movies.

We now launch into the obligatory what’s-going-on-search-the-ship montage, set to Beethoven’s 7th Symphony for some reason. I see what they were going for, but it doesn’t work with the tight confines of an ostensible oil rig.

We’ve decided that Wise Older Fellow Who Probably Dies Soon (who has lived longer than expected) is actually Muldoon, though he has a modified speargun instead of an automatic shotgun. Now we have yet another heart-breaking (not actually) flashback to William Forsythe. I hope he’s getting paid for these. I’m not sure Muldoon is still in the same movie as everyone else. Pity. I’m liking his better, which seems to involve skulking around outside an oil rig with a weapon and murder in his eyes.

We’re back in the Other Movie. This thing is padded something fierce. Finally, at about the 55-minute mark, our suspicions as to why the creature wasn’t shown earlier are confirmed. Oh my. Looks like a Sleestak who wandered off the set of Land of the Lost. The Karl Urban Experience and the Thin Guy With A Beard are now leaving the comparative safety of the control room and descending into the bowels of the ship. Presumably, this is so they can be killed more easily. Suddenly our movies unite, as Muldoon finds the idiots and intones (I’m serious) “we’re being hunted.”

Continuing in this theme we have our “Clever girl” moment and the sad music plays. Not only did Muldoon fail to kill to the creature, but he failed to explain his plan. He’s a complete waste.

I should mention now, since I didn’t earlier, that The Kid is starring in a third, almost entirely separate movie. The only other character in that movie is some kind of Big Boss played by Art LaFleur who, like Forsythe, is way above this material. He only has two scenes. We haven’t seen either in some time and they’re clearly not on this rig. See above: padding. There are 25 minutes and…three characters left (the Girl, Karl Urban Experience and Thin Guy). That’s like eight minutes per character, unless the creature invades the third movie and attacks the Big Boss or the Kid. At least we’re down to two movies.

Karl Urban Experience has his big heroic fight scene and we’re down to two characters. We had a lot of boring staging and stalking before that. The camera work really is incompetent. The fire “effect” when our survivors finally burn the creature isn’t much better. The Girl survives and we fade out to the rescue chopper…

Oh God, the movie isn’t over. Why isn’t it over? Now we’re back on the third movie, and the Big Boss is going to find out what happened on his rig. He brought the Kid with him, because of course he did. After an unnecessarily long sequence we find out that Karl Urban Experience yet lives (of course), and Big Boss uses Muldoon’s weapon to kill the creature. Finally credits roll.

Excuse me, WTF?

Plot 0 / 8
Actors 0 / 8
Effects -2 / 8
Dialogue 0 / 8
Atmosphere 3 / 8
TOTAL 1 / 40

See the B-movie metric for an explanation of this outcome.

Anaconda

 

Roger Ebert is a sucker for old-school adventure movies. He copped to this weakness in his review of Congo, which he described as “a splendid example of a genre no longer much in fashion, the jungle adventure story.” Perhaps this explains his otherwise inexplicable decision to award 3 1/2 stars to Anaconda, a film not otherwise honored by posterity. It’s a good, even great, B-movie, but I have to ask what curve he graded this on.

Admittedly, there’s much to recommend the film. Its cast is top-notch: Jennifer Lopez, Ice Cube, Jon Voight, Eric Stoltz, Jonathan Hyde, Owen Wilson, Kari Wuher, and Danny Trejo. Voight gives the most memorable performance as a crazed, Peruvian (um…) swamp-rat. It puts me in mind of Depp’s later performance as Jack Sparrow, in that it’s so bizarre you just have to accept it on its own terms. The individual characters, even the ones just along to be snake-fodder, are given some depth. The production design is sound and the direction competent. The CG effects looked dated, but then so do those from Air Force One. CG was still in transition in 1997 and much of it hasn’t aged well. Conversely, Fifth Element still looks gorgeous.

It’s also worth remembering that we’re only a year out from the dreadful The Ghost and the Darkness, a similar film but set in Africa with lions instead of snakes. You’ll never see a review of that here because I’ll be damned if I’m going to set through that interminable slop again. If you’re not going to make a great movie at least make it entertaining. Also, no film which includes a character inquiring “hey, is that real dynamite?” can be all bad. We’re going to skip over Kari Wuher’s inferior line reads, the waste of Ice Cube and Eric Stoltz, and the general worthlessness of Owen Wilson.

And yes, it was real dynamite. Well, real dynamite in the film. Fake dynamite in real life.

I would class this as a Jaws rip-off. We’ve all seen Jaws; all modern monster movies descend from it and adopt its structure, its tropes. The real interest is in whether this Jaws derivative/rip-off offers anything new or at least executes its ideas competently. Examples of films which do include Deep Blue Sea (novel take on character death scene) and The Car (creative mashup of monster-hunting triumvirate). Compare Tentacles, an incompetently-made Italian ripoff starring Henry Fonda, and Jaws 3, which (ineptly) transposed the original to a futuristic theme park administered by a villainous Louis Gossett, Jr. Anaconda‘s contribution is a main character working at cross-purposes to the rest of the heroes and a truly inspired performance from Voight. The Golden Raspberry nomination for this role was undeserved, though John Wilson did list this film as one of the “100 Most Enjoyably Bad Movies Ever Made.”

Anyway, the opening concept is that a “National Geographic” crew is heading up the Amazon River to find some long lost tribe. Along the way to pick up Voight who offers to be their guide for his own inscrutable motives (because of course). As is the case in these flicks things go from bad to worse throughout the first and second acts, setting us up for the showdown with the titular monster in the third. The only real points of interest involve the invariably grisly deaths of the main characters and the escalating madness of Voight.

Anaconda goes about its work with grim efficiency. Its design owes much to Jaws. We get a rack-focus shot and many ominous scenes at night punctuated by spotlights. Characters exchange meaningful glances. Characters are crushed by anacondas. The surviving characters then exchange more meaningful glances. All the while Jon Voight acts at right angles to everyone else with a permanently crazed expression on his face.

Plot 3 / 8
Actors 7 / 8
Effects 3 / 8
Dialogue 3 / 8
Atmosphere 7 / 8
TOTAL 23 / 40

See the B-movie metric for an explanation of this outcome.

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