History
People love to fight…be it in a war, debate, argument, or feud. It’s not so much a matter of loving to fight really, as it is an inability to get along, due to very differing opinions and ideas. One of the best known of all the feuds in Texas was the Lee-Peacock Feud. This feud took place in northeast Texas following the Civil War. It was a continuation of the war that would last for four bloody years after the rest of the nation had laid down their arms.The feud was fought in the Corners region of northeast Texas, where Grayson, Fannin, Hunt, and Collin Counties converged in an area known as the “Wildcat Thicket.” This thicket, covering many square miles, was so dense with trees, tall grass, brier brush, and thorn vines, that few people had even ventured into it until the Civil War, when it became a haven for army deserters and outlaws. It was in the northern part of this thicket that Daniel W Lee had built his home and raised his son, Bob Lee, who would become one of the leaders in the feud that was to come.
When the Civil War broke out, Bob Lee, by that time married with three children, quickly joined the Confederate Army, serving with the Ninth Texas Cavalry. Other young men in the area, including the Maddox brothers…John, William, and Francis; their cousin Jim Maddox, and several of the Boren boys, also joined the Ninth. Towards the end of the war, Bob heard that the Union League, an organization that worked for the protection of the blacks and Union sympathizers, had set up its North Texas headquarters at Pilot Grove, just about seven miles away from the Lee family homes.
The head of the Union League was a man named Lewis Peacock, who had arrived in Texas in 1856 and lived just south of Pilot Grove. Federal Troops were sent to Texas to aid in reconstruction efforts. By the time the Confederate soldiers returned to their homes in northeast Texas, the area was already in heavy conflict. Whether they owned slaves or not, most area residents resented the intrusion of Reconstruction ideals and new laws. When Bob Lee returned home, he was seen as a natural leader for the “Civil War” that was still being fought in northeast Texas.
To Peacock, Lee was seen as a threat to his cause and to reconstruction itself. To remove this threat, the Union League conceived of the idea to extort money from Lee. Peacock and his cohorts arrived at Lee’s house one night and “arrested” him, allegedly for crimes that he had committed during the Civil War. Lee would later say that he recognized the men as Lewis Peacock, James Maddox, Bill Smith, Sam Bier, Hardy Dial, Doc Wilson, and Israel Boren. Stating to Lee that he was to be taken into Sherman, they instead stopped in Choctaw Creek bottoms, where they took Lee’s watch, a $20 gold coin, and forced him to sign a promissory note for $2,000. The Lee’s refused to pay the note, bringing suit in Bonham, Texas and winning the case. This was the start of an all-out war, known as the Lee-Peacock Feud.
Both men gathered their friends and sympathizers and from 1867 through June 1869, a second “Civil War” raged in northeast Texas. An estimated 50 men losing their lives. By the summer of 1868, it had become so heated that the Union League requested help from the Federal Government, to which General JJ Reynolds posted a reward of $1,000 for the capture of Bob Lee. In late February, 1867, Lee was in a store in Pilot Grove when he ran across Jim Maddox, one of the men who had kidnapped him. Confronting Maddox, Lee offered Maddox a gun so they could fight. When Lee turned around to walk away, a bullet grazed his ear and head and he fell to the ground unconscious. Lee was taken to Dr William H Pierce, who treated him in his home. A report went to Austin to the Headquarters of the Fifth Military District under command of General John J. Reynolds, and the following entry was made in his ledger: “Murder and Assaults with Intent to Kill”, listed as criminals were James Maddox and John Vaught, listed as injured was Robert Lee. The charge: “Assault with intent to murder.” The result: “Set aside by the Military”. A few days later, on February 24, 1867, while Lee was still, convalescing in Pierce’s home, the doctor was shot to death by Hugh Hudson, a known Peacock man. Lee swore to avenge Pierce’s death and as word spread to both sides of the conflict, neighbors in the thickets of Four Corners began to arm themselves.
Hugh Hudson, the doctor’s killer was later shot at Saltillo, a teamster’s stop on the road to Jefferson. The feud had begun in full force. In 1868, Lige Clark, Billy Dixon, Dow Nance, Dan Sanders, Elijah Clark, and John Baldock were killed and many others wounded. Even Peacock suffered a wound at the hands of Lee’s followers. On August 27, 1868, General J. J. Reynolds issued the $1,000 reward for Bob Lee, dead or alive, an act that attracted bounty hunters from all over the country to the “Four Corners.” Three of these men, union sympathizers from Kansas, converged on the area in the early spring of 1869 to try to capture Lee. Instead, all three were found dead on the road. Bob Lee, in the meantime, had set up a hideout in the “Wildcat Thicket.”
General JJ Reynolds responded by dispatching the Fourth United States Cavalry to search for Lee and attempt to settle the trouble in the area. As they began a search from house to house for Lee, in which several gun battles ensued and several men were killed. In the end, one of Bob Lee’s “supporters,” a man named Henry Boren, betrayed him to the cavalry who shot down Lee on May 24, 1869. Later, Boren was shot down by his 
own nephew, Bill Boren, who was a Lee supporter and felt that a “traitor” had to be put to death. After he killed his uncle, Bill Boren left the area and began to ride with John Wesley Hardin.
As the Texas authorities had hoped, the killing of Lee began to dissolve the heated dispute, as many men scattered to other parts of the state. Though they were fewer in number, the “war” continued for two years, as more men were killed in both the four-corners region and other parts of the state. It wouldn’t be until Lewis Peacock was shot on June 13, 1871, that the feud finally ended.
Most people have heard of Crazy Horse, the Lakota Sioux Indian who has been memorialized in the Black Hills. Most of us know that Crazy Horse was a great warrior, but I did not know much about his upbringing. Crazy Horse was born on the Republican River about 1845. Crazy Horse was an uncommonly handsome man, and a man of refinement and grace. He was as modest and courteous as Chief Joseph, but unlike Chief Joseph, Crazy Horse was a born warrior, but a gentle warrior, a true brave, who stood for the highest ideal of the Lakota Sioux people. Of course, you would never hear these things from his enemies, but history should probably judge him more by the accounts of those who knew him…his own people.
No matter what Crazy Horse the man was or was thought to be, Crazy Horse, the boy showed great bravery a number of times. In those days, the Sioux prided themselves on the training and development of their sons and daughters, and not a step in that development was overlooked as an excuse to bring the child before the public by giving a feast in its honor. At such times the parents often gave so generously to the needy that they almost impoverished themselves, thus setting an example to the child of self-denial for the general good. His first step alone, the first word spoken, first game killed, the attainment of manhood or womanhood, each was the occasion of a feast and dance in his honor, at which the poor always benefited to the full extent of the parents’ ability. He was carefully brought up according to the tribal customs. I suppose it would have put him in the Indian version of today’s high society.
He was about five years old when the tribe was snowed in one severe winter. They were very short of food, but his father tirelessly hunted for food. The buffalo, their main dependence, were not to be found, but he was out in the storm and cold every day and finally brought in two antelopes. Young Crazy Horse got on his pet pony and rode through the camp, telling the old folks to come to his mother’s teepee for meat. Neither his father nor mother had authorized him to do this, and before they knew it, old men and women were lined up before the teepee home, to receive the meat, in answer to his invitation. As a result, the mother had to distribute nearly all of it, keeping only enough for two meals. On the following day he asked for food. His mother told him that the old folks had taken it all, and added: “Remember, my son, they went home singing praises in your name, not my name or your father’s. You must be brave. You must live up to your reputation.” And so he did.
When he was about twelve he went to look for the ponies with his little brother, whom he loved much, and took a great deal of pains to teach what he had already learned. They came to some wild cherry trees full of ripe fruit. Suddenly, the brothers were startled by the growl and sudden rush of a bear. Young Crazy Horse pushed his brother up into the nearest tree and then jumped upon the back of one of the horses, which was frightened and ran some distance before he could control him. As soon as he could, he turned him about and came back, yelling and swinging his lariat over his head. The bear at first showed fight but finally turned and ran. The old man who told me this story added that young as he was, he had some power, so that even a grizzly did not care to tackle him. I believe it is a fact that a grizzly will dare anything except a bell or a lasso line, so he accidentally hit upon the very thing which would drive him off.
At this period of his life, as was customary with the best young men, he spent much time in prayer and solitude. Just what happened in these days of his fasting in the wilderness and upon the crown of bald buttes, no one will ever know. These things may only be known when one has lived through the battles of life to an honored old age. He was much sought after by his youthful associates, but was noticeably reserved and modest. Yet, in the moment of danger he at once rose above them all…a natural leader! Crazy Horse was a typical Sioux brave, and from the point of view of the white man, an ideal hero.
At the age of sixteen he joined a war party against the Gros Ventres. He was well in the front of the charge, 
and at once established his bravery by following closely one of the foremost Sioux warriors, by the name of Hump, drawing the enemy’s fire and circling around their advance guard. Suddenly Hump’s horse was shot from under him, and there was a rush of warriors to kill or capture him while he was down. Amidst a shower of arrows Crazy Horse jumped from his pony, helped his friend into his own saddle, sprang up behind him, and carried him off to safety, although they were hotly pursued by the enemy. Thus, in his first battle he associated himself with the wizard of Indian warfare, and Hump, who was then at the height of his own career. Hump pronounced Crazy Horse the coming warrior of the Teton Sioux. He was killed at Fort Robinson, Nebraska, in 1877, so that he lived barely thirty-three years.
On June 1, 2009, Air France Flight number 447 went down in the Atlantic Ocean. The flight took off from Rio de Janeiro on May 31, 2009.It was on it’s way to Paris, but nose-dived into the ocean long before reaching it’s destination. All 228 people on board were killed. A combination of bad weather, pilot error, and the captain’s extra-marital affair contributed to the deadliest crash in Air France history. Junior co-pilot Pierre-Cedric Bonin, 32, was piloting the Airbus A330 when it hit a thunderstorm over the sea. Bonin and fellow co-pilot David Robert, 37, pitched their craft sharply up instead of down, a fatal error that caused the plane to stall and and then pitch down, leading to the nose-dive into the ocean. Complicating the situation, Marc Dubois, the 58-year-old captain, had left the cockpit to take a nap, because he had been up all night with his mistress, and by the time he returned, it was too late to avoid catastrophe. Dubois had more than 11,000 flight hours compared to Bonin, who had logged a little less than 3,000.
Dubois and the rest of his crew had arrived in Rio three days before Flight 447’s departure. The probe’s lead 
French investigator believes that the pilot, Dubois could have properly navigated the storm, but he was napping. “If the captain had stayed in position . . . it would have delayed his sleep by no more than 15 minutes, and because of his experience, maybe the story would have ended differently,” chief French investigator Alain Bouillard said. A search was quickly organized, but the plane sank to the ocean floor and wasn’t found for nearly two years. An oil slick thought to have been left by the downed Air France flight was spotted on June 3, 2009. Search and rescue was the toughest part in trying to solve the mystery of Flight 447’s disappearance over the Atlantic Ocean back on June 1st, 2009. Some wreckage was found a few days after the crash, but the probable cause couldn’t properly be determined until they found the black box, which took was about two years later. Of the bodies of the 228 passengers and crew, 74 remain lost in the water after the search 
was finally called off.
When the black box was finally found, the investigation into the crash could really begin. Flight 447 was going from Rio de Janeiro to Paris when it encountered a thunderstorm. It is now believed that the probable cause was a disconnect from autopilot due to ice crystals in the pitot tubes. With an aerodynamic stall, the crew couldn’t recover and eventually it led to the plane falling into the ocean. The inexperienced pilots did what most people would have in a stall, they pulled up. This only made the situation worse. By the time the experienced pilot got to the cockpit, it was too late to save the plane.
Over the centuries, people have gone to great lengths to humiliate their enemies. The worst thing for the Jewish people was that over the centuries, there have been so many enemies. To this day, it doesn’t matter that Israel is one of the smallest nations in the world, the Muslim nations don’t even want them to have that small area, and the Muslims weren’t the only enemy of the Jewish people either. The Jews of Europe were legally forced to wear badges or distinguishing garments, like pointed hats, to let everyone know who they were. This practice began at least as far back as the 13th century. It continued throughout the Middle Ages and Renaissance, but was then largely phased out during the 17th and 18th centuries. With the coming of the French Revolution and the emancipation of western European Jews throughout the 19th century, the wearing of Jewish badges was abolished in Western Europe.
Enter Hitler. The Nazis, under Hitler’s direction, resurrected this practice as part of humiliation tactics during the Holocaust. Reinhardt Heydrich, chief of the Reich Main Security Office, first recommended that Jews should wear identifying badges following the Kristallnacht pogrom of November 9 and 10, 1938. Hitler liked the idea, because Hitler hated the Jews. Shortly after the invasion of Poland in September 1939, local German authorities began introducing mandatory wearing of badges. By the end of 1939, all Jews in the newly-acquired Polish territories were required to wear badges. Upon invading the Soviet Union in June 1941, the Germans again required the Jews in the newly-conquered lands to wear badges. Throughout the rest of 1941 and 1942, Germany, its satellite states and western occupied territories adopted regulations stipulating that Jews wear identifying badges. On May 29, 1942, on the advice of Nazi propaganda minister Joseph Goebbels, Adolf Hitler orders all Jews in occupied Paris to wear an identifying yellow star on the left side of their coats. Only in Denmark, where King Christian X is said to have threatened to wear the badge himself if it were imposed on his country’s Jewish population, were the Germans unable to impose such a regulation. Too bad some of the other nations did not stand up for the Jewish people too.
The Yellow Star was imposed on the Jewish people as part of many psychological tactics aimed at isolating and dehumanizing the Jews of Europe and especially by the Nazis. They were being directly marked as being different and inferior to everyone else. It also allowed the Germans to facilitate their separation from society and subsequent ghettoization, which ultimately led to the deportation and murder of 6 million Jews. Those who failed or refused to wear the badge risked severe punishment, including death. For example, the Jewish Council (Judenrat) of the ghetto in Bialystok, Poland announced that “… the authorities have warned that severe punishment – up to and including death by shooting – is in store for Jews who do not wear the yellow badge on back and front.” The star took on different forms in different regions, but everyone in the area knew what it 
meant. Of course, the Jewish people hated the badge for what it symbolized, even though the Star of David had stood for the Jewish people since about the 12th century. While the Star of David, known as the Magen David, has continued to be the unofficial symbol of the Jewish people, even on their flag, the Menorah continues to be the official symbol of Judaism (The Jewish people). It seems to me that they would not really want the Star of David after all of the persecution that has been associated with it, but I guess it could be looked at as a badge of honor, as they, as a people survived the persecution.
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.
Many people have said they saw a flying saucer, and most have been laughed at, as the people they told about the flying saucer just couldn’t believe it was real. I’m not going to try to prove or disprove the flying saucer from outer space, but rather, I want to talk about the flying saucers of the United States Air Force. I can’t say if the flying saucers people have seen were actually the US Air Force’s Lenticular Reentry Vehicle, which was originally under research in the late 1950s. The Convair/Pomona division of General Dynamics initiated a project entitled Pye Wacket. The purpose of the project was to determine the feasibility of developing a missile-defense system based on flying discs…known as Lenticular vehicles. Although Pye Wacket was terminated by 1961, research had shown Lenticular-shaped vehicles possessed sound re-entry characteristics.
The project was classified as secret in 1962, but cleared for public information release December 28, 1999. It’s declassified technical report had been compiled by R J Oberto, Los Angeles Division of North American Aviation. 
His report described the Lenticular Reentry Vehicle as an offensive weapons system. Popular Mechanics obtained information on the Lenticular Reentry Vehicle from a Freedom of Information Act request after documents describing the project were declassified in 1999. “The Lenticular Reentry Vehicle,” according to a November 2000 Popular Mechanics cover story, “was an experimental nuclear warhead delivery system under development during the Cold War by defense contractor North American Aviation, managed out of Wright-Patterson Air Force Base in Dayton, Ohio.” According to Oberto’s report, “the Lenticular Reentry Vehicle was a 40 foot half-saucer with a flat rear edge. The design-study documents indicated it could support a crew of four men for six-week orbital missions. Propulsion was from a rocket engine…either chemical or nuclear, and the craft would also have contained an onboard nuclear reactor for electrical power generation.”
The existence of the Lenticular Reentry Vehicle program may bring credence to the idea of the military flying 
saucers theory concerning unidentified flying objects, but the flight characteristics of the Lenticular Reentry Vehicle, as described by the documents released, are more similar to a standard orbital space capsule of the 1960s era, rather than the rapid motion and sudden velocity change characteristics of many reported UFOs. As of the publication of the Popular Mechanics article, there has been no official confirmation that the Lenticular Reentry Vehicle ever flew. Dynamic analysis of Lenticular missile configurations was conducted by the General Dynamics Pomona Division under Army Missile Command contract in the 1963. So, I guess the final decision goes to each person. Is it a UFO from outer space, or is it a Lenticular Reentry Vehicle (LRV) from the US Air Force?
George Washington and Thomas Jefferson believed that a trans-Appalachian road was necessary to connect this young country. In 1806 Congress authorized construction of the road and President Jefferson signed the act establishing the National Road. It would connect Cumberland, Maryland to the Ohio River. Construction on the road, known in many places as Route 40, and in others as the Cumberland Road, began in 1811 and continued until 1834. It was designed to reach the western settlements, and was the first federally funded road in United States history.
The first contract was awarded in 1811, and included the first 10 miles of road. These days that seems like such a short distance, but in the early 1800s, I’m sure it was considered a big job. By 1818 the road was completed to Wheeling, West Virginia. It was at this point that mail coaches began using the road. By the 1830s the federal government turned over part of the road’s maintenance responsibility to the states through which it ran. In order to help pay for the road’s upkeep, tollgates and tollhouses were built by the states. As work on the road progressed a settlement pattern developed that is still visible. Original towns and villages that were found along the National Road, remain barely touched by the passing of time. The road, also called the Cumberland Road, National Pike and other names, became Main Street in these early settlements, earning the nickname “The Main Street of America.” The height of the National Road’s popularity came in 1825 when it was celebrated in song, story, painting and poetry, but hard times hit in 1834, and construction on the road was tabled. During the 1840s popularity soared again. Travelers and drovers, westward bound, crowded the inns and taverns along the route. Huge Conestoga wagons hauled produce from farms on the frontier to the East Coast, and then returned with staples such as coffee and sugar for the western settlements. Thousands of people moved west in covered wagons and stagecoaches that traveled the road keeping to regular schedules.
In the 1870s, however, the railroads came and some of the excitement of the national road faded. In 1912 the road became part of the National Old Trails Road and its popularity returned in the 1920s with the automobile. Federal Aid became available for improvements in the road to accommodate the automobile. In 1926 the road became part of US 40 as a coast-to-coast highway. As the interstate system has grown throughout America, interest in the National Road again waned. However, now when we want to have a relaxing journey with some history thrown in, we again travel the National Road. Cameras capture old buildings, bridges and old stone mile markers. Old brick schoolhouses from early years sporadically dot the countryside and some are found in the small towns on the National Road. Many are still used, some are converted to a private residence and others stand abandoned.
Historic stone bridges dot their way along the National Road, and they have their own stories to tell. The craftsmanship of the early engineers was amazing. The S Bridge, was so named because of its design and it stands 4 miles east of Old Washington, Ohio. It was built in 1828 as part of the National Road. It is a single arch stone structure. This one of four in the state is deteriorated and is now used for only pedestrian traffic. However the owners of the bridge are attempting to obtain funding for its restoration. The stone Casselman River Bridge still stands east of Grantsville, Maryland. It is a product of the early 19th century federal government improvements program along the National Road, the Casselman River Bridge was constructed in 1813-1814. Its 80-foot span, is the largest of its type in America, and it connected Cumberland to the Ohio River. In 1933 a new steel bridge joined the banks of the Casselman River. The old stone bridge, partially restored by the State of Maryland in the 1950s is now the center of Casselman River Bridge State Park. Mile markers have been used in Europe for more than 2,000 years and our European ancestors continued that tradition here in America. These markers tell travelers how far they are from their destination and were an important icon in early National Road travel. Kids ask what they are fr, and adults nostalgically seek them out for photographing. A drive through National Road towns usually reveals one of these markers, such as the one standing by the historic Red Brick Tavern in Lafayette, Ohio.
In the 1960s Interstate 70, bypassed Route 40 and much of the National Road, leaving many businesses by the wayside. People were looking for faster cars and quicker arrival times. Life runs at a much faster pace these 
days. These old roads are a great way to relax, take your time and see some sights. Traveling the National Road, you can see the timeless little villages with small restaurants where you can get a home cooked meal and a trip back in time. The Interstate often parallels the National Road, but we leave behind the old inns and farmhouses in our rush to arrive about destination.
When we think of the outlaws of the old west, the term “gunfighter” or “gunslinger” were not the terms used to describe those men, or even the lawmen that some of them became upon changing their ways. They were actually originally called pistoleers, shootists, bad men, or one we do know…gunmen. That being said, Bat Masterson, who was a noted gunfighter himself, who later became a writer for the New York Morning Telegraph, sometimes referred to them as “gunfighters,” but, more often as “man killers.”
I suppose that Bat Masterson was probably the one who coined the term “gunfighter” in the first place, but many people from that era must have thought it an odd term to use. Still, if you heard an outlaw called a pistoleers, wouldn’t you have wondered what that was supposed to be? I would have, but then I would have looked it up and found that a pistoleers was “a soldier armed with a pistol.” That would have made no sense to me either, but in reality, some of the outlaws were soldiers who didn’t want to fight for a cause they didn’t believe in, so their deserted and headed west, so I guess they could have been pistoleers.
Another “movie mix-up” that happened is that in the old west, pistoleers or shootists didn’t squarely face off with each other from a distance in a dusty street, like they would like us to believe. In reality, the “real” gunfights of the Old West were rarely that “civilized.” Many fought in the many range wars and feuds of the Old West, which were far more common that the “stand-off” gunfight. Most of these were fought over land or water rights, some were political, and others were simply “old Hatfield-McCoy” style differences between families or in lifestyles. These people fought from the protection of anything available like a watering trough, a wall, building, or even a horse. Of those that more easily fit the perception of the “gunfighter,” you would find that they didn’t kill anywhere near the number of men they are credited with on television. In many instances their reputations stemmed from one particular fight, and the rumors grew from there, making people think they were that good. In other cases, self-promotion led people to believe they were lethal shootists, such was the case with Wyatt Earp and Wild Bill Hickok.
There were other, lesser known shootists, who actually saw just as much, if not more action than their well-known counterparts. Men like Ben Thompson, Tom Horn, Kid Curry, Timothy Courtright, King Fisher, Scott 
Cooley, Clay Allison, and Dallas Stoudenmire, just to name a few, were often not credited for nearly the shooting ability of the well known shooters. Often these gunfighters, whose occupations ranged from lawmen, to cowboys, ranchers, gamblers, farmers, teamsters, bounty hunters, and outlaws, were violent men who could move quickly from fighting one side of the law to the other, depending on what suited them best at the time. Though many of these gunman died of “natural causes,” many died violently in gunfights, lynchings, or legal executions. The average age of death was about 35. However, of those gunman who used their skills on the side of the law, they would persistently live longer lives than those that lived a life of crime.
These days, scientist and inventors have collaborated to develop early warning systems for just about any possible disaster, and when everything works as it should, and people heed the warnings, loss of life can often be avoided. Having the technology is great, but technology can’t make human beings do the right things…unfortunately. On May 22, 1960, twelve years after tsunami warnings were developed, and with the warning system in good working order, a massive 9.5 earthquake struck off the coast of Chili. It was the largest earthquake ever recorded. Unfortunately, we don’t really have an earthquake warning, and so without warning, 1655 people lost their lives in Chili and 3,000 injured in the quake. Two million people were made homeless, and damage was estimated at $550 million. The earthquake, involving a severe plate shift, caused a large displacement of water off the coast of southern Chile at 3:11pm. Traveling at speeds in excess of 400 miles per hour, the tsunami moved west and north. On the west coast of the United States, the waves caused an estimated $1 million in damages, but were not deadly. Everyone assumed that the worst was over. 
Nevertheless, warnings were sent to the Hawaiian islands. The Pacific Tsunami Warning System properly and warnings were issued to Hawaiians six hours before the wave’s expected arrival. The response of some people, however, was reckless and irresponsible. Some people ignored the warnings, and others actually headed to the coast in order to view the wave. Arriving 15 hours after the quake, only a minute after predicted, the tsunami destroyed Hilo Bay, on the island of Hawaii. Thirty five foot waves bent parking meters to the ground and wiped away most buildings, destroying or damaging more than 500 homes and businesses. A 10 ton tractor was swept out to sea. Reports indicate that the 20 ton boulders making up the sea wall were moved 500 feet. Sixty-one people died in Hilo, the worst-hit area of the island chain. Damage was estimated at $75 million. This tsunami caused little damage elsewhere in the islands, where wave heights were in the 3-17 foot range. The tsunami continued to race further west across the Pacific. Ten thousand miles away from the earthquake’s epicenter. Japan, received warning, but wasn’t able to warn the people in harm’s way. At about 6pm, more than a day after the quake, the tsunami hit the Japanese islands of Honshu and Hokkaido. The 
crushing wave killed 180 people, left 50,000 more homeless and caused $400 million in damages. The Philippines, also hit, saw 32 people dead or missing.
Tsunami warnings definitely save lives, but only if people will heed the warnings. As long as people decide that the warning doesn’t apply to them, and give in to their curiosity to go have a look, there will continue to be deaths. It seems a great shame that inventors and scientist work so hard to make a warning to save lives, and then some people refuse to do what is necessary to be safe after they have been warned. I simply don’t understand how people can ignore these warnings and take a chance with their lives.
As automobiles became commonplace…or at least more so than they had been, people began to realize that there needed to be some controls on their usage…specially in the area of speed. Most people know that is a car or other vehicle can go fast, there will always be someone out there, who wants to push the envelope and see just how fast it will go, throwing caution to the wind. With increased speeds would also follow, increased numbers of accidents. There would need to be some rules to follow.
There were already speed limits in the United States for non-motorized vehicles. In 1652, the colony of New Amsterdam, which is now New York, issued a decree stating that “[N]o wagons, carts or sleighs shall be run, rode or driven at a gallop” at the risk of incurring a fine starting at “two pounds Flemish,” or about $150 in today’s currency. In 1899, the New York City cabdriver Jacob German was arrested for driving his electric taxi at 12 miles per hour, but did the prior law really apply electric cars? It was becoming more and more obvious that some sort of legislation was necessary to ensure the safety of those operating these new machines, and those around them. So began the path to Connecticut’s 1901 speed limit legislation. Representative Robert Woodruff submitted a 
bill to the State General Assembly proposing a motor-vehicles speed limit of 8 miles per hour within city limits and 12 miles per hour outside. While the law passed in May of 1901 specified higher speed limits, it required drivers to slow down upon approaching or passing horse-drawn vehicles, and come to a complete stop if necessary to avoid scaring the animals. I can’t imagine some of the restrictions listed there, because people would be stopped more than they were driving, but you have to start somewhere, and Connecticut was that starting point, when, on May 21, 1901 it became the first state to pass a law regulating motor vehicles, limiting their speed to 12 miles per hour in cities and 15 miles per hour on country roads.
Immediately following this landmark legislation, New York City went to work to keep up, and introduced the world’s first comprehensive traffic code in 1903. Adoption of speed regulations and other traffic codes was a slow and uneven process across the nation, however. As late as 1930, a dozen states had no speed limit, while 28 states did not even require a driver’s license to operate a motor vehicle. Rising fuel prices contributed to the lowering of speed limits in several states in the early 1970s, and in January 1974 President Richard Nixon 
signed a national speed limit of 55 miles per hour into law. These measures led to a welcome reduction in the nation’s traffic fatality rate, which dropped from 4.28 per million miles of travel in 1972 to 3.33 in 1974 and a low of 2.73 in 1983.
Concerns about fuel availability and cost later subsided, and in 1987 Congress allowed states to increase speed limits on rural interstates to 65 mph. The National Highway System Designation Act of 1995 repealed the maximum speed limit. This returned control of setting speed limits to the states, many of which soon raised the limits to 70 mph and higher on a portion of their roads, including rural and urban interstates and limited access roads.
