Shortly after my sister-in-law, Brenda Schulenberg lost a large amount of weight, she decided that she wanted to do something that she didn’t really get to do as a kid…ride a bicycle. Because her knees wouldn’t really allow her to work the pedals at that time, she looked into various kinds of bicycles. She considered the recumbent bicycle, but that didn’t work very well, because while she could sit in a chair-like position, the pedals still needed to be brought back toward her, meaning that her knees needed to bend quite a little bit.
Finally, she settled on a strider. It was an idea she got from our nephew and niece, Eric and Ashley Parmely. When their kids were too little to pedal a bicycle, they got them a strider, which is a pedal-less bicycle. The child basically sits on the seat, but runs the bicycle along using their feet for power. The seat is low enough to allow the child to have control, so they don’t fall over. It was a perfect idea for Brenda as well, because it let her be on a bicycle, but not have to pedal, which her knees would not allow at that time. These days, with her excess weight all gone, Brenda has put the pedals back on her bicycle and she can ride it normally.
Someone else apparently thought the pedal-less bicycle was a good idea too, but in my opinion, their “bicycle” idea pretty much defeats the purpose. The invention is called the Foot Powered Bike, but to me it looks like the “rider” is carrying the bike around. The bike basically wraps around the “rider” and there is no seat at all. There are handlebars, but no pedals, seat, or bicycle chain. In the matter of the chain, I guess that you couldn’t get your clothes caught in something that isn’t there, but in looking at the way the “rider” must maneuver the bike, it seems to me that the contraption would be very easy to trip the “rider” up. In running along, the “riders” legs must straddle the back wheel. That is where the dangerous part comes in…in my mind anyway. Walking, or running, with a wheel between your legs is awkward, to say the least. I think most people would find their legs tangled up in that wheel, and any thought of “riding” this contraption would be lost, but the strangest part of this is calling it a bike at all. No seat, no pedals, and no chain…yep, I call that defeating the purpose.
My youngest grandson, Josh Petersen is a hardworking and very busy guy. Josh works two jobs. He services fire extinguishers at All Out Fire, and at Sanford’s Grub and Pub, where he is a jack of all trades. I guess that five years in the restaurant industry teaches you every job. Josh doesn’t have much time off. His jobs keep him very busy, and we, his family don’t get to see much of him. It’s part of what he does to be able to live as an adult. Sometimes you have to, work more than one job to make ends meet…especially in this economy.
Josh has a couple of pets, whom he loves very much. His little Dachshund dog, named Molly is his best pal. I’ll never forget when he first got Molly, and he loved her so much that he carried her everywhere. I don’t think that dog walk three feet in those days, and she still doesn’t walk much when Josh is around. I think Molly has completely convinced Josh that it is his responsibility to carry her everywhere. He also has Lilly, the cat, who has a couple of kittens.
Josh has such a soft heart, me I think Molly takes advantage of that fact, but I guess it doesn’t hurt anything. It is Josh’s soft heart, in my opinion, that makes him excel in the EMT/Firefighter field. Josh is studying to do both, and is very good at both. He has the heart of a helper. He doesn’t like to see anyone with a need left unmet. It doesn’t matter if the need is medical or some other need, Josh tries to help. It isn’t that he always has the excess to meet a need, but he will sacrifice his own needs for the needs of others in a heartbeat.
Today, as Josh turns 21, I find myself almost in shock that this, my youngest grandchild could already be 21 years old. He is no longer a child, he is a man. He works more than full time, and lives on his own, with two roommates, and a menagerie of assorted pets. Josh is responsible. He gets to work on time, takes care of his animals and his home and he studies and gets good grades. He makes me proud. A grandmother couldn’t ask for anything more. Today is Josh’s 21st birthday. Happy birthday Josh!! Have a great day!! We love you!!
Most people know what a blimp is. It is an airship, but not the first airship. Most people have also heard of the Hindenburg…a airship than exploded causing an horrific crash. While one airship is loved by all who see it, and one met a horrible end, yet another airship brought fear to many. The third airship…a Zeppelin, which is a type of rigid airship named after the German Count Ferdinand von Zeppelin who pioneered rigid airship development at the beginning of the 20th century, was used at one time as a bomber.
Zeppelin’s notions were first formulated in 1874 and developed in detail in 1893. When they were built, they were patented in Germany in 1895 and in the United States in 1899, as commercial passenger airships. The airship design was an outstanding success, and the word zeppelin is often used to refer to all rigid airships. Zeppelins were first flown commercially in 1910 by Deutsche Luftschiffahrts-AG (DELAG), the world’s first airline in revenue service. By mid-1914, DELAG had carried over 10,000 fare-paying passengers on over 1,500 flights. Those were the good years of its use.
During World War I, the German military found a new use for the Zeppelins. They were used as bombers and scouts. The new Zeppelins brought terror to the people. During their use, the Zeppelins were used to kill over 500 people in bombing raids in Britain. The new type of bomber didn’t, however, bring victory to Germany in World War I. When you think about it, how could an airship, like the Zeppelin make a good fighting aircraft. Its very design was far too vulnerable to any kind of bullet. I suppose that it was thought that there wouldn’t be many other “bombers” in the sky, but that doesn’t make the Zeppelin a safe bomber in any way. Nevertheless…safe, effective, accurate, or not…the Zeppelin worked as a bomber for a time. Unusual as it was, the slow-moving…about 84 miles per hour…airship had the distinct honor of being a bomber in World War I.
One of the most common practices of the school year is the routine fire drill. These days, children are well aware of what is going on, and often look forward to being able to vacate the classroom…even if only for a few minutes. The routine fire drill is designed to insure that the students leave the premises without panic, whether there is an actual fire or not. These drills were not always routine, the ensuing panic could be deadly.
In 1851, in Greenwich Avenue school, located at 36 to 40 Greenwich Avenue. When the fire alarm sounded, the children panicked. They had not been trained to calmly exit the building, and in the ensuing panic, 40 children were killed. There was no fire, and the fire alarm had been set off by accident, but the children had no idea what to do, and so went running in fear. The deaths were horrible trample deaths. More children were injured.
The tragedy of 1851 was almost repeated in 1882, when a fire drill went off at Grammar School Number 41, at the same sight of the 1851 panic. The situation may have occurred on a different date, but the result was the same…panic. When the fire alarm sounded, someone cried, Fire!!” After that, chaos took over, and the same disaster could have happened, had not the teachers, janitor, firemen, and police stayed calm. Somehow they managed to calm the children down. The adults behaved with such rare intelligence and energy that the panic was stayed and nearly all the children reached the avenue unharmed. Grammar School Number 41 was an all-girl school. At the time of the panic 610 students were in the 11 classrooms of the primary school on the first floor, under Miss Susanna Whitney, and 669 were in the 19 classrooms of the grammar school on the second and third floors, under Miss Lizzie Cavannah. There was a female teacher in each of the classrooms.
Somehow, all of the 1200+ students got out alive. When the school reopened, an order was received from City Superintendent John Jasper to perfect the scholars in the fire drill. “Each scholar has a numbered peg on which to hang her clothes, and the fire drill consisted in sounding an alarm, when the scholars are required to get their clothes and collect their books and return to their seats. Meanwhile preparations were made for the teachers to be on the landings of the seven staircases, four of which are fire-proof, which lead to the four exits on Greenwich-avenue. At a signal the children were to rise and go out calmly. Going down the stairs one only was permitted to be on each side of the staircase, where there is a handrail, and the exit to the avenue was required to be in an orderly manner.”
Previously, the fire drill alarm was sounded on the tinkling class bells from bell handles in the assembly room of the primary and grammar departments. This was deemed unsafe, as it necessitated the pulling of as many handles as there were classrooms. It had to change. To make a simultaneous alarm, three large fire-gongs were installed, so that the whole school could be notified by pulling at three handles. It does not appear that the students knew of the new arrangement. Some of them had heard of the gongs, but they had not heard them strike, and they did not receive instructions about them, which would have helped immensely. It was agreed between Miss Whitney and Miss Cavannah that a fire drill should be held on a particular day. They believed that the 140 new and untrained students in the primary school and 90 new girls in the grammar school would follow the example of the trained students. At 2:40pm, Miss Cavannah had the alarm struck on the second and third floors. Six strokes were sounded on each gong. The deep, loud noise, resembling the clang of a fire engine gong, startled even the trained students, and as they whispered to each other “fire drill” in going for their clothes the untrained students misunderstood them, and believed that the school was on fire, and that the noise of the gongs was the bells of the engines summoned to the school. There was a panic immediately, and 50 fearful girls ran screaming and bareheaded from the grammar school to the street before the teachers could spring to the doorways, bar exit, and command order. The screaming and confusion overheard alarmed the students and teachers in the primary school, but the doors were guarded before more than 25 or 30 children escaped. For several minutes the teachers had hard work to keep back the imprisoned children. The trained students were as alarmed as the new ones, and some of them wept and begged piteously as they, despite the assurances of their teachers, who all behaved bravely except for one instance, that of a new instructress, who for a time did not understand the situation. Some of the children even ran home and told their parents and neighbors that the school was on fire and the children were burning. It almost created a panic of the whole town. It quickly became clear that prior to the first drill, the students needed instruction on procedure.
There are some traditions or practices that, upon further consideration, are not necessarily good traditions or practices. Between 1850 and as recently as 1970, sailors on Royal Navy Ships were given a daily rum ration, which was also called a tot, at midday every day. The amount of alcohol it contained was about 1/8 of a pint of rum at 95.5 proof. The practice was discontinued in 1970 because it was thought that regular intakes of alcohol would lead to unsteady hands when working machinery. Senior ratings of petty officer and above received their rum neat, while it was diluted with two parts of water, known a grog, to make 3/8 of an imperial pint for junior ranks. The rum ration was served from one particular barrel, which was ornately decorated and was made of oak and reinforced with brass bands with brass letters saying “The Queen, God Bless Her.” It was known as the “Rum Tub.”
As is normal, there were some sailors who did not drink. So the question became, how would they be compensated. It was decided that these sailors would have a mark by their name of “T” for the Temperance movement. Sailors who opted to be “T” were given three pence, or about $1.00 a day instead of the rum ration. It is said that most of the men preferred the rum. The time when the rum ration was distributed was called “Up Spirits,” which was between 11 am and 12 noon. A common cry from the sailors was “Stand fast the Holy Ghost.” This was in response to the bosun’s call “Up Spirits.” Each mess had a “Rum Bosun” who would collect the rum from the officer responsible for measuring the right number of tots for each mess. The officers did not get a rum ration. Another strange tradition associated with rum rations is that the Tot glasses were kept separate from any other glasses. This was because they were washed on the outside, but never inside, in the belief that residue of past tots would stick to the side of the glass and make the tot even stronger. I would consider that to be really gross, but I’m not a sailor. Sailors under 20 were not permitted a rum ration, and were marked on the ship’s books as “UA” (Under Age).
A sailor’s ration of alcohol was originally beer. At that time, a daily ration of one gallon was given. This official allowance continued until after the Napoleonic Wars. When beer was not available, as often happened due to spoilage, it could be substituted by a pint of wine or half a pint of spirits depending on what was locally available. Later, the political influence of the West Indian planters led to rum being given the preference other spirits. The half pint of spirits was originally issued neat, or without water. It is said that sailors would “prove” its strength by checking that gunpowder doused with rum would still burn (thus verifying that rum was at least 57% ABV). I guess they didn’t trust the bar tender. “The practice of compulsorily diluting rum in the proportion of half a pint to one quart of water (1:4) was first introduced in the 1740s by Admiral Edward Vernon (known as Old Grog, because of his habitual grogram cloak). The ration was also split into two servings, one between 10 am and noon and the other between 4 and 6 pm. In 1756 Navy regulations required adding small quantities of lemon or lime juice to the ration, to prevent scurvy. The rum itself was often procured from distillers in Jamaica, Trinidad and Tobago and the British Virgin Islands. Rations were cut in half in 1823 and again in half, to the traditional amount, in 1850.”
In 1850, Parliament discussed the abolition of the rum ration, then again in 1881, but nothing came of it. In 1970, Admiral Peter Hill-Norton abolished the rum ration as he felt it could have led to sailors failing a breathalyzer test and being less capable to manage complex machinery. This decision to end the rum ration was taken after the Secretary of State for Defense had taken opinions from several ranks of the Navy. Ratings were instead allowed to purchase beer, and the amount allowed was determined, according to the MP David Owen, by the amount of space available for stowing the extra beer in ships. The last rum ration was on July 31, 1970 and became known as Black Tot Day, because sailors were unhappy about the loss of the rum ration. There were reports that sailors threw tots into the sea and the staging of a mock funeral in a training camp. In place of the rum ration, sailors were allowed to buy three one-half imperial pint cans of beer a day and improved recreational facilities. While the rum ration was abolished, the order to “splice the mainbrace,” or awarding sailors an extra tot of rum for good service, remained as a command which could only be given by the Monarch and is still used to recognize good service. Rum rations are also given on special occasions. Examples include the 100th anniversary of the Canadian Royal Navy in 2010 and after the Queen’s Diamond Jubilee celebrations in 2012.
My husband’s Aunt Pearl Hein is one of the sweetest people you could ever possibly know. I will never forget the first time I met Pearl. I was a newcomer to the family, not yet married to my husband, and so everything felt awkward, until Pearl stepped in to make me feet a lot more at ease. Of course, I was comfortable with my in-laws to be, but the other people were all unknowns to me, and that can make a shy person like me feel like crawling into a hole to hide. Then, we went to Pearl’s house, and I felt instantly comfortable. Of course, these days, I am comfortable with all of the Hein family. I have been a part of the family for over 44 years now, so I know the whole family. They are all a great bunch of people, and I enjoy spending time with all of them. Nevertheless, it was Pearl’s welcoming ways that opened the door to make me feel comfortable.
Like me, Pearl married into the family, and so she knows how it feels to be the newcomer. Still, I think that her personality is just a kind and welcoming one. She likes to make sure that everyone has anything they need, be it water, food, or good conversation. That’s what makes Pearl’s home a place that people want to visit, and a favorite place for us when we are in Forsyth, Montana, where my husband’s family is from. We used to go there every year, but haven’t gone as often in recent years, still Forsyth, the Hein family, and Schulenberg family are very dear to my heart. I couldn’t ask for a better family to join.
Pearl worked for a number of years at the IGA in Forsyth, and they considered her to be their most valuable employee. When Uncle Eddie’s health grew poor, she had to retire to take care of him. I’m sure those were scary days at the IGA, because there were things that she was the only one who knew how to do them. Knowing Pearl, like I do, I know she hated leaving them that way, but her husband was more important than any job, and he needed her. Uncle Eddie is doing much better these days, and so they have more time to relax and do the things they like to do. That makes me feel happy for them. Today is Pearl’s 70th birthday. Happy birthday Pearl!! Have a great day!! We love you!!
Sometimes, no matter how hard the airlines work to prevent it, things go wrong. Alaskan Airlines flight 1866, which became the first fatal jet airliner crash involving Alaska Airlines, was on a routine flight from Anchorage, Alaska to Seattle, Washington. The flight was scheduled to make intermediate stops at Cordova (CDV) and Yakutat (YAK/PAYA), which it made. It was also scheduled to stop in Juneau and Sitka before ending in Seattle. Things were going along smoothly when the flight landed at Yakutat at 11:07am and then departed at 11:35am for Juneau. The flight was operated by IFR (Instrument Flight Rules). At 09:13 Flight AS1866 departed from Anchorage and landed at 09:42 in Cordova. Something was not right with the luggage upon departing Cordova, so the flight landed at Yakutat at 11:07am. Problem solved the plane took off again at 11:35am headed for Juneau.
What happened next, sealed the fate of all 111 people onboard the flight. The date was September 4, 1971, and it was rainy day, with low clouds. Somehow, not everyone saw the situation in the same way, but the closest accounts to reality were the ones that had the plane flying into low clouds. According to the witnesses, it then flew straight into the Chilkat Mountains in Haines Borough, near Juneau, Alaska.
The aircraft was a Boeing 727-100 with U.S. registry N2969G. It was scheduled to stop in Juneau and Sitka before ending in Seattle. The aircraft was manufactured in 1966 as c/n 19304 and manufacturer’s serial number 287. It had accumulated 11,344 flight hours prior to the incident. Seven crew members were aboard, as well as 104 passengers. The plane was told to descend and maintain 12,000 feet, and the tower asked for confirmation that the level had been maintained during a maneuver to line up for landing. He was told that the flight level had been maintained, but in reality, it couldn’t have been. At 12:00, the dispatcher repeated the permit for passing the Howard point, and also estimated the approach time as 12:10. At 12:01 Flight 1866 reported passing 12 thousand feet. At 12:07, the plane was asked about its location relative to the landing course and the waiting pattern, and the controller reported that Flight 1866 had just entered the approach scheme and followed the Howard radio beacon, after which it gave permission to descend to pass the directional beacon at a height of no more than 9 thousand feet. The crew confirmed the permission to descend and reported on leaving a height of 12 thousand feet. At 12:08, the controller asked about the altitude, with the flight responding, “…leaving five thousand five… four thousand five hundred.” Flight 1866 was then instructed to contact the Juneau ATC Tower. The crew acknowledged the transmission and then changed to the tower frequency. The tower controller said, “Alaska 66, understand, ah, I didn’t, ah, copy the intergusts to 28, the altimeter now 29.47, time is 09 112. call section, landing Runway 8, the wind 0800 at 22 occasional us by Barlow”. The crew of Flight 1866 did not respond.
“According to the testimonies of three eyewitnesses, at this time there was a little rain, and the sky was covered with clouds. According to the meteorological service of the airport, at 11:56, the sky was partly cloudy with a lower boundary of 1,500 feet and up to 3,500 feet, and up to 7,500 feet – full clouds, light rain, visibility 15 miles. Also at 1:10 pm a pilot flying from Juneau to Sitka reported weather at 11:15 – overcast, light rain, lower cloud limit 1000 feet, upper – 3000 feet, visibility 10 miles, mountain tops and passes closed. Two witnesses who were in the region of the Chilkat Mountains stated that they heard a low-flying aircraft, but could not see it because of low visibility, which they estimated at 55-65 meters. The sound of the engines was normal. Then after a minute there was an explosion. The third witness saw a plane that disappeared into the clouds, but then did not hear any sounds. At 12:15, aircraft struck the eastern slope of a canyon in the Chilkat Range of the Tongass National Forest at the 2500-foot level, 22 miles west of Juneau. The aircraft exploded on impact.” When the crew stopped responding, at 12:23, an immediate search for Flight 1866 began. A few hours later, the wreckage of the aircraft was found on the eastern slope of the Chilkat ridge at 21.3 miles west of Juneau airport. There were no survivors.
My son-in-law, Kevin has always been a capable home renovator. He has fixed up and beautified each of the homes he and my daughter, Corrie and their family have lived it. It was a big part of what made him feel useful. Since he became disabled, I worried that he would no longer be able to do the projects he wanted to do on their home. In some ways, that has been the case. He is in pain often, and that limits the activity he can do. Nevertheless, Kevin is a very determined person. When he sets his mind to a task, he sees it through, even if it takes him much longer than it would have years ago.
This summer found Kevin deciding to reside their mobile home. They sold their house and paid cash for this mobile home when Corrie went back to school. They knew that with school and Kevin’s disabilities, they would need to reduce the family budget, and since their sons, Chris and Josh, are now grown and living on their own, they could downsize and save money. They bought a two bedroom mobile home and paid for it in full. It was nice, but it was older.
Kevin has worked on the interior, whenever his pain level allowed, and it looks very nice now. Still, the exterior was very dated and dingy looking. It was not what they wanted it to be. Corrie worked a great deal of overtime hours this summer, and it allowed them to buy new siding. They were very excited. Kevin has worked off and on putting up the siding for several weeks now, and the results have been amazing. Kevin even surprised Corrie with a cute floral “Welcome” sign for the front of the home. She had no idea he was doing that. The siding looks very professional, but that is how all of Kevin’s work looks. He doesn’t like to do a job half way or sloppy. That’s just not Kevin’s style.
We are all very proud of the beautiful job Kevin did on the siding. We know the sacrifices he made to get this done…and done right. We know the aches and pain he went through, and we are very proud of his accomplishment on the house. Once again, with determination, he persevered; and the work he did is just beautiful. Today is Kevin’s birthday. Happy birthday Kevin!! Have a great day!! We love you!!
I recently read a book about the orphan trains, which ran between 1854 and 1929. During that time, approximately 250,000 orphaned, abandoned, and homeless children ride the train throughout the United States and Canada, to be placed with families who were looking for a child, or just as often, a worker for their farm. The orphan train movement was necessary, because at the time, it was estimated that 30,000 abandoned children were living in the streets in New York City. I had heard of the orphan trains, mostly from the movie called “Orphan Train,” but much of what really happened with those children was very new to me, and quite shocking.
Today, while my husband, Bob Schulenberg and I were in the Black Hills, we rode the 1880 Train, as we almost always do when we are here. When they mentioned that the train had been used in the movie “Orphan Train,” a fact that I had heard many times before, the stories from the book I had read came back to mind. My mind instantly meshed to train, the book, and the movie into one event.
The children who traveled on the orphan trains were victims of circumstance, and they had no control over their lives at all. Each one hoped that their new family would be nice. The older ones didn’t have high hopes. The older boys pretty much knew that they would be farm hands. And most of them were right many were made to sleep in the barn, because they were thought to be thieves. If they were thieves, it was because they had to steal to survive. They did whatever it took to survive.
As Bob and I rode the train today, in the eye of my imagination, I could picture what it must have been like to be one of those orphans. The were sitting there watching that big steam engine take them to someplace they didn’t know, and probably didn’t want to go. They didn’t have high hopes for a great future, but then again, the past wasn’t that great either. They were forced to make the best of a bad situation, and the people who were in charge didn’t really care what happened to them. They were just doing their jobs. I have ridden the 1880 Train many times before, but today, it felt a little bit different, somehow. I knew that I wasn’t an orphan riding that train, but I certainly felt empathy for the children who were.
During World War II, if a man was a conscientious objector, things were…difficult. Things like that were not an automatic get out of the war card. Unless they had some necessary skill that would keep them stateside or in an office, they were signed up as a medic. Most of those men thought that was a good place for them, since the would be saving lives and not taking them, but I’m not sure who got it worse. The infantry or the medics.
The men of the infantry usually considered the conscientious objectors to be cowards. That is not really the way a guy wanted to go into the army, but if they were seriously conscientious objectors, it was a calling they took seriously. It was not, however, an easy job or the easy way out of combat. The difference between the infantrymen and the medics was that during combat, the infantrymen did their best to stay down, so the weren’t hit. The medics, on the other hand, ran into the fire to treat the wounded, and bring in the dead. It was no easy job.
The medics, like most soldiers coming into the army were young men…boys really. They were often 18 or 19 years old. The infantrymen had plenty of names for them. None of them were nice…or complimentary, but the medics that stayed medics…the ones who ran into the fire to care for a wounded soldier were given new names. They were finally called medic…or more often Doc. And they were respected. They were also called hero, brave, courageous, and other respectful names. The medics were not given the $10.00 per month extra that combat soldiers were given. That made the infantrymen furious. They collected money from each other to provide combat pay for their medics. The men refused to have their medics receive less.
World War II saw eleven medics who received the Medal of Honor…as well as other medals. These men were wounded taking care of the men, and they were even killed saving the lives of the men in their care. These men were heroes, just like their counterparts in the infantry, and there isn’t an infantryman that ever fought, who would disagree.