france

I have been to and inside the Statue of Liberty, and it is a place I’ll never forget. I was a teenager at the time, but I can still vividly picture the inside, as well as the outside. I think the thing that most stuck in my head is that to go up into the statue was a rather tight corridor. The arm was closed when we were there, but we didn’t really know why. For a time, especially after 9-11, no one was allowed to go into the Statue of Liberty at all, for fear of another terrorist attack.

Prior to the 9-11 concerns, the Statue of Liberty was examined by French and American engineers for structural stability in 1982, as part of the planning for its centennial in 1986. Following the examination, it was announced that the statue was in need of considerable restoration. Careful examination had revealed that the right arm had been improperly attached to the main structure. It was swaying more and more when strong winds blew and there was a significant risk of structural failure. This is information that I’m thankful I didn’t have when I went up into the statue in 1973. I recall being disappointed that we couldn’t go up in the arm then, but apparently they knew of the issues even then. Of further concern, the head had been installed 2 feet off center, and one of the rays was wearing a hole in the right arm when the statue moved in the wind. All the problems warranted the repairs done in 1984. She also got a nose job and her arm was shifted slightly to a better position. This information, though not well know, was really bad news, when you think about it. The statue had been standing in this place for 96 years by the time these flaws were discovered. Imagine what could have happened, especially with the arm improperly installed. The armature structure was badly corroded, and about two percent of the exterior plates needed to be replaced. Although problems with the armature had been recognized as early as 1936, when cast iron replacements for some of the bars had been installed, much of the corrosion had been hidden by layers of paint applied over the years. The whole statue was literally a ticking time bomb. Following the repairs, the statue would be much safer and could again be used, but that was not the end of her secrets.

Most people think that the Statue of Liberty was a gift from the nation of France, and while it did come from France, it was actually partly a gift from the manufacturer in France (not the French nation). on top of that, Americans had to pay for the pedestal and partly contributed to the cost of the statue itself. Fundraisers were held in Boston and Philadelphia, in order to win the right to have the statue, but in the end, it went to New York. I’m sure many people who helped with the fundraising were very disappointed. This was another secret of the Statue of Liberty that I did not know.

When we think of Paris, the first thing that comes to mind is the Eiffel Tower. If history had been different, those of us alive today would most likely be completely unaware of the historical icon. The Eiffel Tower was built in 1889, and since that time, over 200,000,000 people have visited it, which makes the Eiffel Tower the most visited monument in the world. The Eiffel Tower was erected for the Paris Exposition, and was inaugurated by the Prince of Wales, who went on to become King Edward VII. The tower was the entrance arch to exposition, and was the most visited site during the Exposition. As they were preparing for the Exposition, seven hundred proposals were submitted in a design competition. In the end, it was the radical design of French engineer Alexandre Gustave Eiffel that was unanimously chosen. Eiffel was assisted in the design by two engineers, Maurice Koechlin and Emile Nougier, and architect Stephen Sauvestre.

Believe it or not, there was some controversy over the winning design. The Paris city government actually received a petition, signed by about 300 people in a effort to prevent the city government from constructing the tower. Some famous personalities like Guy de Maupassant, Emile Zola, and Charles Garnier also signed the petition. They felt that the Eiffel Tower would be useless and monstrous, and it endangered French art and history. Wow!! Today, they would be stunned at the beauty it posses, especially when it is lit up at night.

Of course, the tower was ultimately built and it was given out for a 20-year lease. When the lease expired in 1909, it was planned to tear down the iconic tower. In the end, it was its antenna that saved the tower, as it was used for telegraphy. The tower also played an important role in capturing the infamous spy Mata Hari during World War I. Following these events, the tower gained acceptance among the French. As 1910 arrived, the Eiffel Tower became a part of the International Time Service and the French Radio has been using the tower since 1918. The French Television started using the height of the tower from 1957. I don’t really know if most of us knew about all the other uses for the Eiffel Tower, other than the tourist attraction most of us connect with it.

Today this fantastic structure of iron and rivets is iconic symbol of Paris and people from all over the world come to Paris just to marvel at this man-made wonder. The stunning photographs that have been taken from all angles, and the romantic appeal for so many couples of all ages and nationalities have worked together to make the Eiffel Tower famous.

Trains have changed over the years, partly because of new innovations, and partly out of necessity. In July 1883, TW Worsdell designed the Class Y14 train for both freight and passenger duties. It was a veritable “maid of all work” that was probably considered the greatest train of all time…until the next great came along anyway. These trains were so successful that all the succeeding chief superintendents continued to build new batches down to 1913 with little design change, with the final total being 289 trains. During World War I, 43 of these engines were in service in France and Belgium.

The men who built these trains became so skilled at their work, that on December 10 – 11, 1891, the Great Eastern Railway’s Stratford Works built one of these locomotives and had it “in steam” with a coat of grey primer in 9 hours 47 minutes. That feat remains a world record. The locomotive then went off to run 36,000 miles on Peterborough to London coal trains before coming back to the works for the final coat of paint. I guess paint was not a necessity, but rather that the train be viewed by many, so as to show the great accomplishment of the builders. The train lasted 40 years and ran a total of 1,127,750 miles…proving the workmanship of the builders.

Because of their light weight the locomotives were given the Route Availability (RA) number 1, indicating that they could work over nearly all routes. Steam engine trains are generally safe, and still used to this day, although not in modern transport situations. Still, they can pose a problem in certain situations. Just like boilers in homes and commercial buildings, too much pressure that is not alleviated presents a huge danger.

On September 25, 1900, at 8:45am, GER Class Y14 0-6-0 locomotive Number 522, just a year old at the time, stopped at a signal on the Ipswich side of the level crossing awaiting a route to the Felixstowe branch. While waiting, the the boiler suddenly exploded, killing the engineer, John Barnard and his fireman, William MacDonald, both based at Ipswich engine shed. The boiler was thrown 40 yards forwards over the level crossing and landed on the down platform. Apparently the locomotive had a history of boiler problems although in the official report the boiler foreman at Ipswich engine shed was blamed. I’m not sure how that could have been justified, but times were different then. The victims were buried in Ipswich cemetery and both their gravestones have a likeness of a Y14 0-6-0 carved onto them.

As the Allies were planning the massive D-Day assault which was intended to end World War II in Europe, some strange “coincidences” happened that almost threw a monkey wrench into the whole thing. The planned assault on Normandy, France, in 1944, was to include over 5,000 ships, 1,200 planes, and almost 160,000 men. They were set to invade Europe from the British Isles, when something almost put a stop to it…a series of crossword puzzles. Personally, I hate crossword puzzles. They are boring in my mind, so if I were to find a clue in one, it would likely be a miracle.

The problem began with the Dieppe Raid on August 19th, 1942. Dieppe is also in Normandy, but further North. In Dieppe, over 6,000 Allied troops, mostly from Canada, attacked at 5 AM. “They had four main goals: (1) to prove that it was possible to capture a slice of Nazi-occupied Europe, (2) to boost Allied morale, (3) to gain intelligence, and (4) to destroy coastal defenses and other sensitive installations.” The mission failed miserably, with the loss of, capture of, or retreat of almost 60% of the invading forces by 3 PM. This couldn’t have been just coincidental, and the Allies wanted to know what had happened. It seemed quite likely that the Germans had been warned of the attack. How could this have happened. Somehow, the suspicion fell on The Daily Telegraph, a British paper still in business today. I’m sure there were a number of newspapers over the years that were used to pass coded messages to the enemy. And I guess it would take a spy’s mind to figure it all out. It had to be discreet, because the paper can’t just give advance warning notice to the enemy, but they did (and still do) have a crossword puzzle section. What better avenue for coded messages. The thing that really triggered suspicion was that two days before the Dieppe invasion, the clue, “French port” was given. And the solution was “Dieppe,” given the following day…the day before the invasion. When I think about the 6,000 men that walked into an ambush because of that one puzzle, I feel furious. This wasn’t a coincidence, this was deliberate, and it was criminal.

The intelligence personnel quickly focused on Leonard Sydney Dawe…the headmaster of Strand School, who was responsible for the crossword puzzle. They were surprised to think it might be him, because he was a veteran of World War I. In addition, nothing linked him to Nazi Germany. In the end, MI5 concluded that it was just that a chilling coincidence, but was it…really? The Strand School for boys in south London, which no longer exists, still stuck out as being somehow involved. It was learned that when the Germans began their bombardment of the city in 1939, Strand was moved to Effingham in Surrey, which was close to where many American and Canadian forces were based.

The French invasion was called Operation Overlord. It was to take place on June 5th, 1944 and involve a series of joint sea and air landings along the Normandy coast. Rather than mass themselves at one spot, however, they were to land at five different areas according to nationality. The Americans were to land at two places. The first was on the left bank of the Douve estuary…codenamed Utah Beach. The second was the stretch which included Sainte-Honorine-des-Pertes, Saint-Laurent-sur-Mer, and Vierville-sur-Mer…referred to as Omaha. The British were also given two landing sites – the first along Saint-Aubin-sur-Mer to Ouistreham…Sword Beach, as well as the strip from Arromanches-Les-Bains, Le Hamel, and La Rivière…Gold Beach. As for the Canadians, they were assigned the stretch from Courseulles, Saint-Aubin, and Bernières…Juno Beach. To ensure the quick off-loading of cargo, portable bridges called “Mulberry Harbors” were built. Ships would tow these to France, assemble them at sea, then drive equipment onto the beaches.

The massive size of the invasion, made it almost impossible to keep a complete secret from the Germans, so the plan was to keep them guessing as to exactly when and where the invasion would take place. It was then that the Allies launched Operation Bodyguard…a series of diversions which convinced the Germans that Normandy was simply a distraction, while the main invasion was to take place elsewhere. The Germans bought it, they didn’t want to take any chances. As a result, they stretched their forces thin in a desperate attempt to cover all of their bases. To keep them off balance, absolute secrecy was vital.

Then, in February 1944, one of The Daily Telegraph’s crossword answers was “JUNO.” The following month, it was “GOLD,” and the month after that, it was “SWORD.” Coincidence? MI5 thought so. Then, when the next puzzle included the clue, “One of the US,” they began to wonder. The next day, the answer given was “UTAH.” This was really too much, and MI5 was getting worried. As soon as the May 22nd edition came out, MI5 anxiously grabbed a copy. Scanning the crossword section, they found yet another suspicious clue…“Red Indian on the Missouri River.” And what was the answer given the next day? “OMAHA.” Lets just say, they were getting nervous. Still, it got worse. The May 27th edition had another damning clue…“Big-Wig.” And the answer was? “OVERLORD.” The clincher came on June 1…four days before lift-off. The solution to 15 Down was “NEPTUNE.”

Dawe was arrested at his school to the astonishment of the students and staff. They then banned the paper’s next publication in case “DDAY” appeared in the next crossword. The US Coast Guard manned USS LST-21 unloads British Army tanks and trucks onto a “Rhino” barge during the early hours of the invasion on Gold Beach, 6 June 1944. Dawe was released after the invasion but refused to speak about his ordeal till 1958. He admitted that they did turn him “inside-out,” and had D-Day turned into another Dieppe, he might have been shot. Many people thought it was all just a coincidence…at least till 1984 when Ronald French, a former student at Strand, came forward. As it turns out, Dawe didn’t create crossword puzzles. He instead had students arrange words on a grid, and when he was satisfied, provided clues to solve them by. Then he’d send the finished work to the paper, taking credit for the work. According to French and other former students who later came forward, everyone in Surrey knew the code words. It seems that because they all hung around the Americans and Canadians, the words had leaked out. The French didn’t know what the words meant, only that the servicemen often said them. So when told to work on the crossword puzzles, he included the codes. After his release, Dawes confronted French and accused him of putting the entire country at risk, but how had this happened. It seems that despite their own secrecy, the MI5 had apparently forgotten to tell the army to keep their mouths shut. It all came about because when the Allies believed that the war was turning in their favor, the Third Washington Conference…also called the Trident Conference…was held in Washington, DC in May 1943. It was there that plans for an Allied invasion of Sicily, France, and the Pacific were discussed. The careless soldiers that spilled the code words almost cost the Allies the victory. D-Day was a battle that cost the Allies many lives, but it could have been much worse, if the secrets had been passed to the enemy in a way that they could have understood them.

It seems like these days, the more unique a motorcycle is, the more attention it gets. I don’t think anyone who as seen an unusual motorcycle, can say that they weren’t impressed, amused, or just shocked. You can’t really believe what you are seeing, but it’s hard to look away too. I sometimes wonder how these people came up with such an idea. I guess it takes a great deal of imagination. Some of these designs, are hilarious, and there is seriously no other word for it. People just think of something that is important in their lives, and turn their motorcycle into so version of that thing.

While strange bicycles, and even motorcycles, seem like a hilariously funny idea, that might land you on the ground sometimes, some strange looking motorcycles would seem to me like something a little riskier…especially if you get some speed behind it. Such is the case with the monocycle. I’m not a big fan of motorcycles anyway, so to modify one just to make it a novelty seems an odd idea, indeed. Still, as long as the safety of the motorcycle doesn’t enter into the picture, I guess it’s ok, but some people really got carried away. There were a few monocycles that people rode, and for me, that seems like a dangerous thing to ride. Motorcycles are hard enough upright with two wheels, but to remove one wheel and ride that contraption on the remaining wheel…just crazy!!

Nevertheless, that is what Messrs Cislaghi and Goventosa of Italy did, when they built the Motoruota in the 1920s. While it looked so unusual that is was sure to attract attention, it really was a dangerous motorcycle. Apparently the design was popular in Europe, especially France and Italy. They were interesting, to say the least, and I’m sure everyone would want to see it, but you would never get me on one of these contraptions. I value my life much more than that.

After reading about the rescue of Allied personnel from occupied France by smuggling them through Spain and then to the Rock of Gibraltar, I wanted to know more about this place. The story talked about the tunnels that basically created an underground city in the Rock of Gibraltar. The Rock was basically a huge underground fortress capable of accommodating 16,000 men along with all the supplies, ammunition, and equipment needed to withstand a prolonged siege. The entire 16,000 strong garrison could be housed there along with enough food to last them for 16 months. Within the tunnels there were also an underground telephone exchange, a power generating station, a water distillation plant, a hospital, a bakery, ammunition magazines and a vehicle maintenance workshop. Such a place in World War II would be almost impossible to penetrate with the weapons available in that day and age.

The tunnels of Gibraltar were constructed over the course of nearly 200 years, principally by the British Army. Within a land area of only 2.6 square miles, Gibraltar has around 34 miles of tunnels, nearly twice the length of its entire road network. The first tunnels were excavated in the late 18th century. They served as communication passages between artillery positions and housed guns within embrasures cut into the North Face of the Rock, to protect the interior city. More tunnels were constructed in the 19th century to allow easier access to remote areas of Gibraltar and accommodate stores and reservoirs to deliver the water supply of Gibraltar. At the start of World War II, the civilian population around the Rock of Gibraltar was evacuated and the garrison inside the facility was greatly increased in size. A number of new tunnels were excavated to create accommodation for the expanded garrison and to store huge quantities of food, equipment, and ammunition. The work was carried out by four specialized tunneling companies from the Royal Engineers and the Canadian Army. They created a new Main Base Area in the southeastern part of Gibraltar on the peninsula’s Mediterranean coast. It was chosen because it was shielded from the potentially hostile Spanish mainland. New connecting tunnels were created to link this with the established military bases on the west side. A pair of tunnels, called the Great North Road and the Fosse Way, were excavated running nearly the full length of the Rock to interconnect the bulk of the wartime tunnels.

It was to this place that the French Resistance smuggled downed Allied airmen and other escapees from the Nazi regime inside France. Men like Staff Sergeant Arthur Meyerowitz and RAF Bomber Lieutenant R.F.W. Cleaver…two of the men who were smuggled out of occupied France by the French Resistance network known as Réseau Morhange which was created in 1943 by Marcel Taillandier in Toulouse. Taillandier was killed shortly after these two men were smuggled out. He had given his life to protect the airmen he smuggled out as well as to provide intelligence to England. For the airmen who made it to the Rock of Gibraltar, freedom awaited. While the road had been long and hard, the time spent at the Rock of Gibraltar meant safety, medical care, food, and warmth. It meant being able to let their family know that they were alive. It meant being able to go back to life, and maybe for some, to be able to live to fight another day. As the men were told upon arrival at the Rock of Gibraltar, “Welcome back to the war.”

World War I found the British Army with a big problem. The German 4th Army was deeply entrenched at Messines Ridge in northern France, and the British had to remove them…somehow. The British came up with a plan, and for the 18 months prior to June 7, 1917, soldiers had been secretly working to place nearly 1 million pounds of explosives in tunnels under the German positions. The tunnels extended to some 2,000 feet in length, and some were as much as 100 feet below the surface of the ridge, where the German stronghold positions were located. The plan was put into action by the British 2nd Army under the supervision of General Sir Herbert Plumer. The joint explosion of the mines at Messines ranks among the largest non-nuclear explosions of all time. The evening before the attack, General Sir Charles Harington, Chief of Staff of the Second Army, remarked to the press, “Gentlemen, I don’t know whether we are going to make history tomorrow, but at any rate we shall change geography”.

On June 7, 1917, they were ready to carry out their secret attack. The explosions created 19 large craters. It would be a crushing victory over the Germans who had no idea of the impending disaster they were about to face. This attack would mark the successful beginning of an Allied offensive designed to break the grinding stalemate on the Western Front in World War I. The time of the attack was set for 3:10am. Precisely on schedule, a series of simultaneous explosions rocked the area. The blast from the detonation of all those landmines was heard as far away as London. A German observer described the explosions, “nineteen gigantic roses with carmine petals, or enormous mushrooms, rose up slowly and majestically out of the ground and then split into pieces with a mighty roar, sending up multi-colored columns of flame mixed with a mass of earth and splinters high in the sky.” German losses that day included more than 10,000 men who died instantly, along with some 7,000 prisoners…men too stunned and disoriented by the explosions to resist the infantry assault.

Although Messines Ridge battle was, itself was a relatively limited victory, it had a considerable effect on the German morale. The Germans were forced to retreat to the east, a sacrifice that marked the beginning of their gradual, but continuous loss of territory on the Western Front. It also secured the right flank of the British thrust towards the highly contested Ypres region, which was the eventual objective of the planned offensive. Over the next month and a half, British forces continued to push the Germans back toward the high ridge at Passchendaele, which on July 31 saw the launch of the British offensive known as the Battle of Passchendaele. The Battle of Messines marked the high point of mine warfare. On August 10, 1917, the Royal Engineers fired the last British deep mine of the war, at Givenchy-en-Gohelle near Arras.

The explosions left a mine crater 40 feet deep. The attack had done its job. Still, after the war was over, the crater remained, and some wanted to change the “feel” of the place. Nowadays, this mine crater is a serene, contemplative place. I’m sure that many who visit there feel the significance of the location, but also know just how necessary it was to ensure the freedom of France from the tyranny of the German forces. Named The Pool of Peace, it is a 40 foot deep lake near Messines, Belgium. It fills one of the craters made in 1917 when the British detonated a mine containing 45 tons of explosives. The pool stretches 423 feet across, and remains a place of solace that receives many visitors every year. It seems to me that, while most of those killed in the mine fields on June 7, 1917, were Germans, and therefore, the enemy, they were also people, many of whom didn’t want to be there any more than the Allies did. They were there under orders, and that was all there was to it. For that reason, I believe that place should be, finally, a place of peace.

A fire always draws crowds of spectators, and the crowds that gathered at New York City’s pier 88 on February 9, 1942 were no different. The billowing smoke drew their attention, and they were witness to the fire, and in the end, the loss of the SS Normandie…the largest ocean liner in the world at that time. Valiant fire fighting efforts successfully contained the fire after five and a half hours, but the effort was in vain. Five hours after the flames were out the SS Normandie rolled onto its side and settled on the bottom of the Hudson River.

The SS Normandie was intended to be the pride of the French people. The ship was designed to be the height of shipbuilding technology and modern culture. The first class passenger spaces were decorated in the trendiest Art Deco style and filled with all the latest luxuries. The radical new hull design, with a subsurface bulb beneath a clipper bow, and long, sweeping lines gave her previously untouched speeds, while requiring far less fuel. In order to improve the safety for the passengers, the ship even had one of the earliest radar sets ever used by a commercial vessel.

Still, with all of Normandie’s modern touches, there was to be no salvation for the great ship. The Normandie was put into service during the height of the Great Depression. A sign of her future, seemed to predict trouble when, on launching, the wave she kicked up smashed into hundreds of onlookers, though no one was injured in this accident. The ship performed spectacularly during trials, but would never prove to be a particularly successful ship, only making just enough to cover her operating expenses and never paying for the loans needed to finance her construction. The French declaration of war on Germany in September 1939 found the Normandie in New York, tied up alongside of pier 88. In spite of the loss of 28 American lives when a German u-boat torpedoed the Athenia on the first day of hostilities, the United States remained neutral. Nevertheless, authorities immediately put Coast Guard troops on board the Normandie and interned her in accordance with international maritime law. Though the French crew would remain aboard maintaining the vessel, she had to remain beside the pier, guarded by the Coast Guard, for two long years until the United States entered into the war. Five days after the attack on Pearl Harbor, the French crew were removed from Normandie. France was technically a German ally under the Vichy government, and as such the US government exercised the right to seize the ship as belonging to an enemy nation. The ship was renamed the USS Lafayette, in honor of the French General who had helped make the United States independence possible during the revolution. The US Navy took possession of the vessel and began her conversion as a troop transport.

The conversion was a rushed job, as the ship was intended to set sail under the US flag on the 14th of February, 1942. However, given the size of the ship, and the complexity of its design, it proved a to be a substantial hindrance to the men performing the conversion. By February 6th, it was clear that the conversion would not be completed on time, and the conversion crew requested that the sail date be pushed back two weeks. The request was denied, and the frazzled crew rushed into a frantic effort to complete the work on time. Tragically, this forced haste set up the conditions for a disaster. Work spaces were not properly cleaned or prepared for lack of time to do it, and unsafe conditions became the norm. At 2:30 PM on February 9th, a welder in the first class lounge was performing work next to life preservers that should have been moved ahead of time. The sparks ignited the life preservers. The ship’s modern firefighting system should have prevented the tragedy, but it had been disabled during the conversion and was unavailable to be brought back online. The New York Fire Department responded within 15 minutes, but were horrified to learn the French fittings on the Normandie/Lafayette were not compatible with their hoses. Less than an hour after the fire broke out, the ship was a raging inferno. To help fight the blaze firefighters employed fire boats on the port side of the ship, while firefighters used dockside hoses to tackle the flames on the starboard side. The fight to put out the fires took over five hours, but ultimately it was a success. The fire was declared out by 8:00 PM that evening.

Unfortunately, they realized that they now had a new problem. The fire boats attacking the port side blaze pumped water at a far greater volume than was used by the dockside hoses on the starboard side. The Normandie/Lafayette was listing heavily to Port, submerging a number of open portholes on that side. The Navy attempted to counterflood to right the list, pumping water into the starboard side so that the ship would settle evenly, but It was too late. At a quarter till three, the Lafayette rolled over on her side and settled into the mud at the bottom of the Hudson River. The fire injured 285, with injuries ranging from smoke inhalation to burns. One Brooklyn native, Frank Trentacosta, died in the tragedy. The Normandie remained on the bottom for a year and a half, before finally being righted and floated in August of 1943. It was determined to be too badly damaged to be salvageable, and was sold and broken up for scrap in 1946.

The loss of the Normandie alongside of New York’s pier 88 signaled the end of an era. While ocean liners would remain the principle means to cross the Atlantic until commercial jet liners became available. Nevertheless,
very few ocean liners would be constructed in the post war period. None of these ships would approach either the speed or size of the Normandie. The last dedicated ocean liner to be constructed, the Queen Elizabeth II would hit the water in 1969. Most liners would eventually be removed from service to be converted into cruise liners for tourist jaunts, though a few stubborn holdouts would remain. Today only one ship continues to run the route of the old ocean liners. Constructed as a cruise ship, the Queen Mary II was launched in 2003 as a means by which tourists can attempt to recapture the experiences of the luxurious passages the Normandie had been constructed to provide in days gone by.

When the colonists left England to form America, they were like the younger sibling, at least when it came to language and much of how they ran the country. Nevertheless, like that younger sibling, things began to change pretty quickly. Part of the change was due simply to distance. When you don’t hear a language all the time, you begin to vary in your own speech. I didn’t really realize there was such a difference between American English and British English, other than the accent of course. Still, I noticed that more and more forms were asking which of the two I spoke. I always thought that it was an odd question, because English is English…right? Well, the correct answer is…wrong!! And when I thought about it, I knew that to be true.

The changes began almost immediately after the first Englishman set foot on American soil. It all started with “Americanisms.” These “Americanisms” have been created or changed from other English terms to produce a language that differs from our forefathers, signifying our uniqueness and independence. I’m sure our founders were rather pleased with themselves with this process, if they realized it at all. By the time of the first United States census, in 1790, there were four million Americans, 90% of whom were descendants of English colonists. When I think of the speed of that growth, it strikes me as phenomenal to say the least. Because of the large English background, there was no question that our official native language would be “English,” but it would not be the same as that spoken in Great Britain. “Americanism” means a word or expression that originated in the United States. The term includes outright coinages and foreign borrowings which first became “English” in the United States, as well as older terms used in new senses first given them in American usage.

In fact, by 1720, the colonists knew that we did not speak the same language as the people in England. The most obvious reason was, of course, the sheer distance from England. Nevertheless, that was not the only reason. Over the years, many words were borrowed from the Native Americans, as well as other immigrants from France, Germany, Spain, and other countries. We had to communicate with the people around us too, and other words that became obsolete “across the pond,” continued to be utilized in the colonies. In other cases, words simply had to be created in order to explain the unfamiliar landscape, weather, animals, plants, and living conditions that these early pioneers encountered. These things might not have existed in England.

By 1756, the English would make the first “official” reference to the “American dialect.” Samuel Johnson made note of it a year after he published his Dictionary of the English Language. Johnson’s use of the term “American dialect” was not meant to simply explain the differences, but rather, was intended as an insult. It was rather like calling our language the “low class” version of the English language. Remember if you will, that there were those who did not think the United States should ever be a sovereign nation. Years earlier…as early as 1735, the English were calling our language “barbarous,” and referred to our “Americanisms” as barbarisms. The English sneered at our language, something that continued for more than a century after the Revolutionary War, as they laughed and condemned as unnecessary, hundreds of American terms and phrases.

Our newly independent Americans, were proud of their “new” American language, wearing it, as a badge of independence. In 1789, Noah Webster wrote in his Dissertations on the English Language: “The reasons for American English being different than English English are simple: As an independent nation, our honor requires us to have a system of our own, in language as well as government.” Our leaders, including Thomas Jefferson and Benjamin Rush, agreed. It was not only good politics, it was sensible. The feelings of the “rest of the world” didn’t matter. The language changed even more during the western movement as Native American and Spanish words became a part of our language.

In 1923, the State of Illinois General Assembly, passed the act stating in part: “The official language of the State of Illinois shall be known hereafter as the “American” language and not as the “English” language.” A similar bill was also introduced in the U.S. House of Representatives the same year but died in committee. Now, after centuries of forming our “own” language, the English and American versions are once again beginning to blend as movies, songs, electronics, and global traveling bring the two “languages” closer together once again.

Memorial Day…an often misunderstood day, is actually a day to remember those military men and women who paid the ultimate price for our freedom…they gave their life in service to their country. Whether we know it or not, I’m sure that every family has lost a love one to war…some war in history. It might be many years in the past, and we may not even know about it at all, nevertheless, it is our duty to remember and to honor them, because they sacrificed their very lives that we might live in a free nation. It is so hard to think of someone that we care about, being killed in a foreign country while fighting a war.

I am one of those people who doesn’t personally know of a family member lost in a war, but my Uncle Jim Richards brother, Dale was lost on the beaches of Normandy France on July 30, 1944. It is incomprehensible to me to think of his family getting word of his passing, only to find out that they would have to foot the bill to bring him home for burial. There simply were not enough funds, and so Dale was buried at the Brittany American Cemetery and Memorial, in Normandy, France. I can’t begin to imagine the awful day when the summer suddenly seemed as cold as ice. No parent should have to outlive their child, but with war comes death, and someone’s son or daughter will not be coming home again. I heard it put best in a song by Tim McGraw. The song, If you’re Reading This talks about getting a “one way ticket” over there. Unfortunately, far too many of our young men and women have been given that one way ticket, and while they paid with their lives, their families paid too. Their loved one is forever take from them, and they are left to mourn…to try to go on with their lives.

So many people look at Memorial Day as a holiday…a day to hold picnics, sports events and family gatherings. This day is traditionally seen as the start of the summer season for cultural events. For the fashion conscious, it is seen as acceptable to wear white clothing, particularly shoes from Memorial Day until Labor Day. However, fewer and fewer people follow this rule and many wear white clothing throughout the year. But how should we, the living, best honor the lives of all those who have died in service to our country? On Memorial Day, it is traditional to fly the flag of the United States at half staff from dawn until noon. Many people visit cemeteries and memorials, particularly to honor those who have died in military service. Many volunteers place an American flag on each grave in national cemeteries. in reality, this is a day to reflect on the sacrifices made to keep us free. While we feel like we should be honoring veterans who have passed away, the reality is that their day is Veterans Day, which honors the veterans of all wars living or dead. Within the military, there is a very strict protocol concerning the days we honor military personnel. The other thing that we tend to find odd about Memorial Day, is that we can’t go to someone and thank them for their sacrifice, because the way they came to be honored is to have given their life for their country. All we can do is to honor their memory.

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