As disastrous fires go, the Great Baltimore Fire comes in historically as the third worst conflagration in an American city, surpassed only by the Great Chicago Fire of 1871, and the San Francisco Earthquake and Fire of 1906. There were other major urban disasters that were comparable in cost, but not fires. These were the Galveston Hurricane of 1900 and most recently, Hurricane Katrina that hit New Orleans and the Gulf of Mexico coast in August 2005.
On February 7, 1904, a small fire was reported at the John Hurst and Company building on West German Street at Hopkins Place, The site is currently the Royal Farms Arena in the western part of downtown Baltimore. The fire started at about 10:48am, and quickly spread. It wasn’t long before the fire surpassed the ability of the city’s firefighting resources, and calls for help were telegraphed to other cities. By 1:30pm, units from Washington, DC were arriving on the Baltimore and Ohio Railroad at Camden Street Station. Officials decided to use a firebreak in an effort to halt the fires progression. They dynamited buildings around the existing fire. Unfortunately, this tactic was unsuccessful. The fire continued to rage and spread until it was finally brought under control about 5:00pm on February 8, 1904.
In the end, the fire engulfed a large portion of the city that evening. The culprit for starting the fire is believed to have been a discarded cigarette in the basement of the Hurst Building. When the fire was finally out after burning for 31 hours, an 80-block area of downtown Baltimore, stretching from the waterfront to Mount Vernon on Charles Street, had been destroyed. More than 1,500 buildings were completely leveled, and some 1,000 severely damaged, bringing property loss from the disaster to an estimated $100 million. No lives were lose in this disaster…miraculously, although some reports did claim one man died, but that was not confirmed. The fire raged from North Howard Street in the west and southwest, the flames spread north through the retail shopping area as far as Fayette Street and began moving eastward, pushed along by the prevailing winds. Amazingly, it narrowly missed the new 1900 Circuit Courthouse…now known as the Clarence M. Mitchell, Jr. Courthouse. The fire passed the historic Battle Monument Square from 1815 to 1827 at North Calvert Street, and the quarter-century-old Baltimore City Hall of 1875 on Holliday Street; and finally spread further east to the Jones Falls stream which divided the downtown business district from the old East Baltimore tightly-packed residential neighborhoods of Jonestown…also known as Old Town and newly named Little Italy.” The fire burned as far south as the wharves and piers lining the north side of the old “Basin,” now the “Inner Harbor” of the Northwest Branch of the Baltimore Harbor and Patapsco River facing along Pratt Street. Also spared was Baltimore’s domed City Hall, built in 1867. The Great Baltimore Fire was the most destructive fire in the United States since the Great Chicago Fire of 1871, It destroyed most of the city and caused an estimated $200 million in property damage.
It was a long time coming. An actual house for the President of the United States was a long time coming. Prior to establishing the nation’s capital in Washington DC, the United States Congress and its predecessors had met in Philadelphia (Independence Hall and Congress Hall), New York City (Federal Hall), and a number of other locations (York, Pennsylvania; Lancaster, Pennsylvania; the Maryland State House in Annapolis, Maryland; and Nassau Hall in Princeton, New Jersey). Then, it was decided that our government needed a permanent home. Washington DC was selected.
The first president who would have an actual government-owned home in Washington DC was President John Adams, and he would only live there for the last year of his only term in office. President John Adams, in the last year of his only term as president, moved into the newly constructed President’s House on November 1, 1800. The President’s House was the original name for what is known today as the White House. Adams and his wife had been living in temporarily at Tunnicliffe’s City Hotel near the half-finished Capitol building since June 1800, when the federal government was moved from Philadelphia to the new capital city of Washington DC. When Adams first arrived in Washington, he wrote to his wife Abigail, who was still at their home in Quincy, Massachusetts, that he was pleased with the new site for the federal government and that he had explored the soon-to-be President’s House and liked it.
Although workmen had rushed to finish plastering and painting walls before Adams returned to DC from a visit to Quincy in late October, the construction was still unfinished when Adams rolled up in his carriage on November 1. However, the furniture from their Philadelphia home was in place and a portrait of George Washington was already hanging in one room. It was a decent start. The next day, Adams sent a note to Abigail, who would arrive in Washington later that month, saying that he hoped “none but honest and wise men [shall] ever rule under this roof.” I wish that had always been the case, and of course the idea of good and bad presidents are often a matter of opinion.
The President’s House though new had its issues. Adams was initially very pleased with the presidential mansion, but he and Abigail found it to be cold and damp during the winter. Abigail wrote to a friend saying that the building was tolerable only so long as fires were lit in every room. She also said that on a funny note, she also said that she had to hang their washing in an empty “audience room,” which is the current East Room. Now, that’s quite a thought. During the War of 1812, the White House was set on fire by the British, and had to be repaired.
On September 11th, I wrote about the significance if the September 11th date and the terrorist attacks on New York City and the Pentagon, but there was another target that day. The attack on Washington DC was at first thought to be planned for the White House, but it was later determined that the attack was planned for the nation’s capitol building. I have wondered if that September 11th date could have a significance for the capitol too, so I did some research. Unfortunately, I have not been able to find a specific day that the groundbreaking at the capital took place.
I did find out that on September 18, 1793, George Washington laid the cornerstone to the United States Capitol building. Now, I’m not a contractor, but it makes sense to me that from groundbreaking to cornerstone, could logically take a week…putting the possible groundbreaking on…you guessed it, September 11, 1793. The building itself would take nearly a century to complete, as architects came and went, the British set fire to it, and it was called into use during the Civil War. Nevertheless, the original groundbreaking took place before September 18, 1793. Today, the Capitol building, with its famous cast-iron dome and important collection of American art, is part of the Capitol Complex, which includes six Congressional office buildings and three Library of Congress buildings, all developed in the 19th and 20th centuries.
As we all know, the brave heroes of Flight 93 foiled that attack on September 11, 2001, which is why the US Capitol building was not destroyed or damaged. Those people saved the capitol building and somehow managed t crash their plane into a field…hitting no one on the ground. They knew that the other planes that had been hijacked, were not landing to have their demands met…they were being flown into buildings, and that meant that they were likely headed for the same fate. They knew that all they could do was to sacrifice their own lives to make sure that this attack did not succeed, and that is what they did, crashing it into a field near Shanksville, Pennsylvania. With a quick, “Let’s roll!!” they ran forward and fought with the terrorists, and while they weren’t able to get complete control of the plane, they made sure it didn’t reach it’s intended destination, and they saved the capital.
I can’t say, for sure, that September 11th was the date that they broke ground on the capital building, but in my mind, it makes sense that it was. And that makes it shocking to me. There were some days in Islamic history about September 11, but they were simply battles and such that took place, not the day that a city or place that was being attacked…also being the day that it was founded or had it’s groundbreaking. That makes it monumental, but in the third attack, they weren’t successful, and the plane crashed in a field. Maybe that was monumental too.
Recently, I became interested is unusual military bases, after coming across on called RAF Rudloe Manor…an English military base that looked, and in fact was an old English manor. Another military base, this one in the United States, in Virginia, near Dulles International Airport, has now come to my attention, but for multiple reasons. Mount Weather Emergency Operations Center is a civilian command facility in the US Commonwealth of Virginia, used as the center of operations for the Federal Emergency Management Agency (FEMA). Also known as the High Point Special Facility (HPSF), its preferred designation since 1991 is “SF”.
Mount Weather Emergency Operations Center gained some “fame” for a completely different reason in 1974. December 1, 1974 was a windy, stormy day in the Washington DC area. Trans World Airlines Flight 514 was en route from Indianapolis, Indiana, and Columbus, Ohio, to Washington Dulles International Airport, but was originally supposed to land at Washington National Airport. The Boeing 727-231, registration N54328, was diverted to Dulles when high crosswinds, east at 32 mph and gusting to 56 mph, prevented safe operations on the main north-south runway at Washington National. The flight was being vectored for a non-precision instrument approach to runway 12 at Dulles. Air traffic controllers cleared the flight down to 7,000 feet before clearing them for the approach while not on a published segment. At this point, there was some confusion in the cockpit over whether they were still under a radar-controlled approach segment which would allow them to descend safely, or not. The jetliner began a descent to 1,800 feet, shown on the first checkpoint for the published approach. After reaching 1,800 feet there were some 100 to 200 foot altitude deviations which the flight crew discussed as encountering heavy downdrafts and reduced visibility in snow. Nevertheless, their tower controlled approach had ended.
In the stormy conditions, late on that Sunday morning, the aircraft was in controlled flight, when it impacted a low mountain about thirty miles northwest of its revised destination. That mountain was Mount Weather, Virginia, where the Mount Weather Emergency Operations Center was located. The plane impacted the west slope of Mount Weather at 1,670 feet above sea level at approximately 265 mph. The wreckage was contained within an area about 900 by 200 feet. The evidence of first impact were trees sheared off about 70 feet above the ground…the elevation at the base of the trees was 1,650 feet. All 92 aboard, 85 passengers and seven crew members, were killed. “The wreckage path was oriented along a line 118 degrees magnetic. Calculations indicated that the left wing went down about six degrees as the aircraft passed through the trees and the aircraft was descending at an angle of about one degree. After about five hundred feet of travel through the trees, it struck a rock outcropping at an elevation of about 1,675 feet. Numerous heavy components of the aircraft were thrown forward of the outcropping, and numerous intense post-impact fires broke out which were later extinguished. The mountain’s summit is at 1,754 feet above sea level.”
“The accident investigation board was split in its decision as to whether the flight crew or Air Traffic Control were responsible. The majority absolved the controllers as the plane was not on a published approach segment; the dissenting opinion was that the flight had been radar vectored. Terminology between pilots and controllers differed without either group being aware of the discrepancy. It was common practice at the time for controllers to release a flight to its own navigation with “Cleared for the approach,” and flight crews commonly believed that was also authorization to descend to the altitude at which the final segment of the approach began. No clear indication had been given by controllers to Flight 514 that they were no longer on a radar vector segment and therefore responsible for their own navigation. Procedures were clarified after this accident. Controllers now state, “Maintain (specified altitude) until established on a portion of the approach,” and pilots now understand that previously assigned altitudes prevail until an altitude change is authorized on the published approach segment the aircraft is currently flying. Ground proximity detection equipment was also mandated for the airlines.”
During the NTSB investigation, it was discovered that a United Airlines flight had very narrowly escaped the same fate during the same approach and at the same location only six weeks prior. Apparently, the problem was bigger than it was first thought to be. The crash is also noteworthy, because of the accident location. The undesired attention to the Mount Weather facility, became the unfortunate side effect, because the site was the linchpin of plans implemented by the federal government to ensure continuity in the event of a nuclear war. The crash did not damage the facility, since most of its features were underground. Only its underground main phone line was severed, with service to the complex being restored by C&P Telephone within 2½ hours after the crash. Nevertheless, the crash brought to light the possibility of damage to an important facility by a plane crash, which was a distinct possibility due to the flight path of planes landing at Dulles International Airport.
Since people began moving around the world there was a need for mail service, but people hated to wait months to hear from their loved ones…especially if it was with bad news. There had to be a way to get he mail faster and with the invention of the airplane, in late 1903, the possibility of a new way to deliver the mail was on the horizon. It really didn’t take very long for someone to make the metal leap from driving the mail to flying the mail from place to place. Where there is a need, there must be a solution. That solution came on May 15, 1918, when the United States officially established airmail service between New York and Washington DC, using Army aircraft and pilots. Prior to this date, the Post Office Department used new transportation systems such as railroads or steamboats to transport mail. They contracted with the owners of the lines to carry the mail. There were no commercial airlines to contract with, so no one had thought about that yet, but that was about to change.
Army Major Reuben H. Fleet was charged with setting up the first US airmail service, scheduled to operate beginning May 15, 1918 between Washington DC, Philadelphia, Pennsylvania, and New York City. The army pilots chosen to fly that day were Lieutenants Howard Culver, Torrey Webb, Walter Miller and Stephen Bonsal, all chosen by Major Fleet, and Lieutenants James Edgerton and George Boyle, both chosen by postal officials. Edgerton and Boyle had only recently graduated from the flight school at Ellington Field, Texas and neither had more than 60 hours of piloting time. While I’m sure the were a bit nervous, I’m also sure they were excited to be standing on the threshold of history.
The project got off to a bit of an embarrassingly rocky start, when Lieutenant Boyle, who was engaged to the daughter of Interstate Commerce Commissioner Charles McChord, was selected to pilot the first plane out of Washington DC that day. After all his preparations, Boyle hopped into his plane and was unable to start it. The plane had not been fueled. I’m sure that added a bit of nervousness to the situation. Nevertheless, he finally got his Curtiss Jenny, loaded with 124 pounds of airmail, into the air and made his way to Washington DC. His assignment was to fly to Philadelphia, the mid-way stop between the Washington and New York ends of the service. He did not make it there that day. The novice pilot got lost and low on gas, crash landed in rural Maryland, less than 25 miles away from Washington.
Fortunately for the service, the other flights operated as scheduled that day. Thanks to his political connections, Lieutenant Boyle was given a second chance to fly the airmail out of Washington DC. This time, he was given an escort who flew him out of the city, having given him directions to “follow the Chesapeake Bay” towards Philadelphia. Unfortunately, Boyle followed those instructions too literally, following the curve of the bay over to Maryland’s eastern shore, where he landed, out of fuel again. Not even Boyle’s connections could help him now, and he was removed from the pilots list for the service. I’m sure that didn’t help his standing with his future father-in-law either.
The other rookie pilot, Lieutenant James Edgerton, did much better on his flights and stayed with the service. Edgerton managed to keep his plane aloft during a violent storm that struck while he was on another flight, even as the propeller was pelted by hail. He stayed with the mail service until the next year, and became the Chief of Flying Operations. Then in August, the Post Office Department took over airmail operations with airplanes and civilian pilots of its own. Captain Benjamin Lipsner was named the first superintendent of the U.S. Airmail Service.
The first flight operated by the Post Office Department took off from College Park, Maryland, on August 12, 1918. The destination was New York. Max Miller flew that historic flight. Miller flew the new Curtiss R-4 aircraft. These new planes had more powerful Liberty 400 horsepower engines. Miller was the first pilot hired by the Post Office Department. He died when his plane caught fire and crashed on September 1, 1920. The Post Office Department decided to launch pathfinding flights from New York to Chicago in September 1918. A major obstacle was the Allegheny Mountains, considered by some to be the most dangerous territory on the route. U.S. Airmail Service Superintendent Benjamin Lipsner chose two of his best pilots, Eddie Gardner and Max Miller, for these flights. Eager competitors, Gardner and Miller turned the test into a race. On September 5, 1918, the pair left New York. Miller flew in a Standard airmail plane with a 150-horsepower Hispano-Suiza engine. Gardner followed in a Curtiss R-4 with a 400-horsepower Liberty engine and was accompanied by Eddie Radel, a mechanic. As each pilot landed to refuel or make repairs, he eagerly called Lipsner in Chicago to find out where the other one was. A set of telegrams now in the National Postal Museum tracked their progress. Miller landed in Chicago first, at 6:55 p.m. on September 6. Gardner arrived the next morning, landing at 8:17 at Grant Park. Sometimes it isn’t about the size of the engine I guess. Of course, today, very few people use the postal service, not called “snail mail.” With the internet and texting we have almost instant access to our loved ones.
January 13, 1982 found Washington DC in the middle of a severe snowstorm. The Washington National Airport was closed due to heavy snowfall…in excess of 6.5 inches. The airport reopened at noon under barely marginal conditions, but decreasing snow. The planes that had been waiting, began the de-icing process, including an Air Florida Boeing 727. The plane had flown into Washington from Miami in the early afternoon and was supposed to return to Fort Lauderdale, Florida, after a short stop. The short layover turned into a much longer one when the airport closed. When it reopened, the plane was de-iced with chemical anti-freeze, but the planes still had difficulty moving away from the gate due to the ice, so when it eventually made it to the airport’s only usable runway, it was forced to wait 45 minutes more for clearance to take off.
Not wanting to further delay the flight, the pilot, Larry Wheaton, did not return to the terminal for more de-icing, and worse, failed to turn on the plane’s own de-icing system. In fact, the pilot and co-pilot actually discussed the situation, and the co-pilot said “It’s a losing battle trying to de-ice these things. It gives you a false sense of security, that’s all it does.” During the delay, however, ice was accumulating on the wings, and by the time the plane reached the end of the runway, it was able to achieve only a few hundred feet of altitude.
The Air Florida flight took off from Washington National Airport in Arlington, Virginia, with 74 passengers and 5 crew members on board. Thirty seconds later, the plane crashed into the 14th Street Bridge over the Potomac River, less than a mile away from the runway. Seven vehicles traveling on the bridge were struck by the 727 and the plane fell into the freezing water. It was later determined that 73 of the people on board the plane died from the impact, leaving only six survivors in the river. In addition, four motorists, who had been on the bridge, died in the crash. Terrible traffic in Washington that day made it almost impossible for rescue workers to reach the scene. Witnesses didn’t know what to do to assist the survivors who were stuck in the freezing river. Finally, a police helicopter arrived and began assisting the survivors in a very risky operation.
Two people in particular emerged as heroes during the rescue…Arland Williams and Lenny Skutnik. Known as the “sixth passenger,” Williams survived the crash, and passed lifelines on to others rather than take one for himself. He ended up being the only plane passenger to die from drowning. When one of the survivors to whom Williams had passed a lifeline was unable to hold on to it, Skutnik, who was watching the unfolding tragedy, jumped into the water and swam to rescue her. Both Skutnik and Williams, along with bystander Roger Olian, received the Coast Guard Gold Lifesaving Medal. The bridge was later renamed the Arland D. Williams Jr. Memorial Bridge. It was a completely preventable tragedy, and all because they got in a hurry.
I always thought that train travel was similar to air travel, and accidents were not very common. Unlike air travel, train derailments are really quite common, mostly because they are like flat tires on cars…they do happen, and depending on how fast you’re going and where you are, it can be a minor delay, or a major problem. Having a flat tire in your own driveway is no big deal, but when a tire explodes on the highway…that’s a major problem. Blowouts have been known to cause terrible accidents and deaths. Now, consider that there are over 170,000 miles of railroad track in the United States. The possibilities suddenly seem endless. The good news is that many of these “derailments” are very minor and bring no injury or death, but that is not always the case. Speed plays a huge role in the outcome of a derailment, and I don’t mean that the train was necessarily speeding, just that it was going faster than the slow, “in the yard” pace.
When high speed trains first came out, they seemed pretty risky, and maybe they were, but it was only because engineers weren’t used to those speeds, and possibly the equipment wasn’t ready for those speeds either. That would become all to obvious on September 6, 1943, when an apparent defect in an older car attached to the train, combined with the placement of a signal gantry resulted in a deadly accident. The train was called the Congressional Limited and was a newly designed train that carried its passengers through the Northeast corridor at the previously unheard-of speed of 65 miles per hour. The Congressional Limited was traveling between New York City and Washington DC, and had just left Philadelphia. It began to pick up speed as it moved northeast out of the city, The dining car, that had just been added, began to experience axle problems. That day, there were so many customers seeking to ride from Washington to New York that it was decided that another dining car should be added to the train…a car of an older design. Observers near the track reported that the axle of that older car was burning and throwing off sparks. Two miles further down the track, in Frankford Junction, Pennsylvania, the axle fell off, derailing the dining car.
The derailment happened just as the train was approaching a signal gantry…a steel structure built right next to the tracks. The gantry sliced right through the dining car, instantly killing many of the passengers on that car. Seven more cars were pulled off the tracks by the dining car. In addition to the 79 people who lost their lives, almost 100 more were seriously injured. The train was carrying 541 passengers that day, many of whom were World War II soldiers returning from leave…probably the reason that an additional dining car was needed. A subsequent inquiry placed more of the blame on the location of the signal gantry than the decision to add the old dining car to the speedy new Congressional Limited, which doesn’t make sense to me, because if the axel hadn’t fallen off, the derailment would not have happened at all, and the gantry had been there for a long time.
Everyone knows that President Lincoln was assassinated on Good Friday, April 14, 1865, while attending the play Our American Cousin at Ford’s Theatre in Washington, DC, as the Civil War was drawing to a close, but what you may not know is that this was not the first attempt on Abraham Lincoln’s life. The first attempt came one August night in 1864, just under a year before the successful attempt by John Wilkes Booth. It is unknown who the would-be assassin was in that earlier attempt, just that they very nearly succeeded.
President Lincoln and his family often stayed at the Soldiers’ Home during the summer months due to the unbearable heat at the White House. President Lincoln often made the 4 mile trip from the White House to the Soldiers’ Home alone, and often late at night, an unheard of situation these days, with the secret service officers always shadowing the presidents, vice-presidents, and their families. As Lincoln was riding along that night, a shot rang out. Private John W Nichols, who was stationed at the Soldiers’ Home, rushed to the aid of the president, whom he found well, but missing his hat. President Lincoln told the private that the horse jerked upon hearing the gunshot, and his hat went flying. The private went to retrieve the hat for the president, and went he examined it, he found that it now had a bullet hole in it. It was an extremely close call, but President Lincoln requested that the matter be kept quiet, and Private Nichols didn’t tell the story until 1867. His tall hat had saved his life by causing the would be assassin to aim too high to hit his head.
For America, this missed shot changed history. Had Lincoln been killed on that August night…even just that much earlier would have had devastating consequences for America. Hannibal Hamlin would have become a lame duck president. Hamlin was already off the Union ticket for vice president, having been replaced by Andrew Johnson. Hamlin would have faced strong opposition, because at the time, the Radical Democracy Party…an offshoot of the Republicans…and their nominee, John Fremont, had not yet dropped from the race. The Radical Democracy Party were even more strongly opposed to slavery than Lincoln, which is what led to their formation. Had the assassin aimed a bit lower in 1864, the election in November would likely have pitted Hamlin against Fremont and McClellan, the Democratic nominee, with Johnson perhaps running on the Union ticket.
Presidential elections always rest on who can win in an election, and in this case the winner would have turned 1864 America into a mess. Had the earlier would-be assassin’s shot been just a little lower, Lincoln, would have been succeeded by Hannibal Hamlin which may have given the upcoming election to Lincoln’s overly cautious former commander, General George McClellan. How either Hamlin, had he actually won re-election, or McClellan would have carried on the last year of the war, much less dealt with southern reconstruction, is a source for debate. Lincoln’s death, if combined with a lame-duck Hamlin and a conciliatory McClellan, might have encouraged the South to hold on just a while longer and resulted in an armistice rather than a victory, dramatically changing the history of America. I don’t think that anyone but Lincoln could have freed the slaves at that time.
During the Civil War, the fighting was much different than these days…not just in the weapons used, but in a much bigger way. To send men out to battle in the winter was just too risky. Impassable, muddy roads and severe weather impeded active service in the wintertime. In fact, during the Civil War, the soldiers only spent a few days each year in actual combat. The rest of the time was spent getting from one battle to another, and wintering someplace because of bad weather. Even the rainy seasons caused problems, because rain brings muddy roads, and you can’t move heavy cannons on muddy roads. They get stuck. The soldiers tended to have a lot of time on their hands in the winter, and they couldn’t just go home either. In reality, disease caused more soldiers’ deaths than battle did.
The soldiers sometimes kept journals of their time, which is where so much of the information we have about their time, came from. One such soldier was Elisha Hunt Rhodes. The winter months were monotonous for the soldiers. There was really nothing to do, but they needed to be kept in shape and at the ready, so the solution became days spent drilling. I’m sure that the boredom caused tempers to flair at times too, but the down time allowed the soldiers some time to bond and have a little bit of fun, as well. Nevertheless, the main objective for the winter months was to stay warm and busy, because their survival depended on it.
Rhodes was in the Army for four years, and he kept a journal for all of that time. He was a member of the 2nd Rhode Island Rhodes and fought in every battle from the First Bull Run to Appomattox. He rose from the rank of private to the rank of colonel in four years. According to Rhodes, the winter months were pretty quiet for the soldiers. They didn’t fight many battles, and so the months were spent drilling or smoking and sleeping. Some of the troops gambled and others drank or even visited the prostitutes who hung out around the camps. Believe it or not, the soldiers actually welcomed Picket Duty, which is when soldiers are posted on guard ahead of a main force. Pickets included about 40 or 50 men each. Several pickets would form a rough line in front of the main army’s camp. In case of enemy attack, the pickets usually would have time to warn the rest of the force. Picket Duty became a welcome break from the day to day monotony, because in Rhoades words, “One day is much like another at headquarters.”
Rhodes spent most of his winter months in or near Washington DC, giving him more diversions than some soldiers in the Civil War, who were in more remote locations. On one such trip into town came on February 26, 1862, he took the opportunity to hear Senator Henry Wilson from Massachusetts speak on expelling disloyal members of Congress. After listening to the speech, Rhodes and his friend Isaac Cooper attended a fair at a Methodist church and met two young women, who the soldiers escorted home. Like other soldiers, Rhodes welcomed the departure from winter quarters and an end to the monotony. “Our turn has come,” he wrote when his unit began moving south to Richmond, Virginia,in 1864. His winter break was over, and he would find himself back in battle again. Rhodes would survive the Civil War and after a long life, passed away on January 14, 1917 at 75.
My niece, Gabby Beach, who married my nephew Allen on September 24, 2014, is just wrapping up her service in the Navy. In fact, that is where they met…stationed in Yokosuka, Japan. Theirs was an unusual courtship in that it all happened abroad. The proposal was unusual too, in that it took place in Bali. The whole trip was rather exotic, including riding an elephant. Definitely not your run of the mill proposal.
After their time in Japan was over, Gabby and Allen were stationed n Washington DC, where she worked in a dental office, but she also worked with service dogs as a volunteer. Now that is far more interesting than dental work, and if you had a chance to talk to Gabby about that work, as I did, you would know that just the mention of her beloved dogs, makes her beautiful eyes just light up. It didn’t take much imagination to know that those dogs were like children to Gabby, and she totally loves them. It wouldn’t surprise me to hear that she continued to volunteer in the training of service dogs after her time in the service is over, or even if she chose that or something similar as a career for life. To hear her tell about the dogs and what they do, which is to go into hospitals and simply visit the patients. That sounds like such a small thing, but since I have seen such dogs in action in the nursing home where my mother-in-law lives, I can tall you that those dogs are invaluable to the residents there. They have such a wonderful way with them, and they bring joy to each patient they “visit,” because that is what they do, make rounds or visit the patients. It is the sweetest thing I’ve ever seen, and to think that Gabby has helped train them, is really cool. It has to be an amazing feeling.
Upon leaving the Navy, Gabby will begin college. I’m not sure what she plans to study, or if they will continue in Washington DC or transfer somewhere else. I know that Texas has been mentioned, but time will tell where they decide to land. For now, a road trip in June to Oregon to watch her younger brother graduate from high school is the first order of business. I also know that the summer months will find Gabby and Allen doing the pastime the love the most…fitness of lots of kinds, but for Gabby, the top activity on her list is rock climbing. No wonder she looks so good. She’s always out there, in search of amazing. Today is Gabby’s birthday. Happy birthday Gabby!! Have a great day!! We love you!!