fire
On October 20, 1944, in the city of Cleveland, Ohio, workers at the East Ohio Gas Company spotted a white vapor leaking from the large natural gas tank at the company plant near Lake Erie. It was 2:30 pm on that Friday afternoon, and a leak is never a good thing, but this one would prove to be disastrous. The circular tank had a diameter of 57 feet and could hold 90 million cubic feet of the highly flammable gas. Ten minutes later, a massive and violent explosion rocked the entire area. Flames went as high as 2,500 feet in the air. Everything in a half-mile vicinity of the explosion was completely destroyed. In the ensuing explosion, a smaller tank also exploded. The out-of-control fire that followed the explosion necessitated the evacuation of 10,000 people from the surrounding area.
Originally built in 1902, the East Ohio Gas Company plant, spanned from East 55th to East 63rd Streets taking up a full ten acres. It provided natural gas to most of Cleveland, including many businesses in the neighborhood in which it was located. By 1940, part of the plant was converted to a liquefaction, storage, and regasification facility, which was one of the most modern gas plants in the country, safely storing large quantities of liquefied gas in four separate holding tanks. These days, we would not have these types of volatile substances stored in a residential area, but back then, before transportation became much more affordable, laborers in those early industrial cities had to be close to their places of employment. A gas storage facility was just one among many industrial operations that were located in a typical working-class neighborhood of that era. However, because the plant was modernized and had many safety features, people living in the area felt they had no reason to fear. That is, until a fateful day in October when “fire fell from the sky.”
The call went out to every firefighting unit in the Cleveland area. It took all of the city’s firefighters to bring the horrific industrial fire under control. In the end, the fire killed 130 people, destroyed two entire factories, 79 homes in the surrounding area and more than 200 vehicles. The total bill for damages exceeded $10 million. When the fire was out, rescue workers found that of the 130 people, killed by the blast, nearly half of the bodies were so badly burned that they could not be identified and in fact, 21 of them were never identified. Two hundred and fifteen people were injured and required hospitalization. The cause of the explosion had to do with the contraction of the metal tanks. The gas was stored at temperatures below negative 250 degrees and 
the resulting contraction of the metal had caused a steel plate to rupture. The East Ohio Gas Explosion has since been calculated to be equal to a 2.43 kiloton TNT explosion or 1/6 of the Hiroshima Atomic Bomb. In the aftermath of the fire, everyone knew that changes had to be made to protect laborers, and the people in the neighborhoods. Newer and far safer techniques for storing gas and building tanks were developed in the wake of this disaster.
My son-in-law, Travis Royce is without a doubt, the most social person in our family. Travis can talk to anyone. There isn’t a shy bone in his body. I think that is one thing that made him such a great DJ when he and my daughter, Amy lived here in Casper. Travis was born in San Diego, and spent a number of years in Puyallup, Washington as a child. He loved it there, and loves the coastal areas in general, so after their children graduated from high school, they made the move to the Seattle area, and now to the Bellingham area. They truly love the area, and I can understand that, because it is quite beautiful there. I don’t know if would love the rain, but they seem to, so it’s all good.
Travis can make friends wherever he goes, and he loves to entertain…especially with a barbeque. He loves to go all out with the feast he puts on too. He might cook steaks, lobster, or jalapeno poppers…or just burgers. No matter what’s cooking Travis is a good cook, and he is a great host. As I said, he loves to entertain, and he is quick witted, so there is never a dull moment. When Travis is around, there is always a joke going on. Even when my daughter, Amy and Travis aren’t entertaining, they love to sit out in their back yard with a fire going, just enjoying the peace and quiet. Their home is out in the country…or at the edge of town anyway, so it is quiet a quiet neighborhood.
Now you might think that with their love of the country life, quiet would be the order of the day, but that is not always the case. As summer approaches, both Amy and Travis look forward to getting out their motorcycle 
and cruising the area. With all of the water destinations in their vicinity, they have a lot of pretty drives that they can take. Travis is definitely not a snow lover, so Western Washington is pretty ideal. He wants as many warm months as possible. I can relate to that, but I don’t know that Washington is the ideal place. Still, as Amy says, they don’t like the extreme heat either, so there you have it. All I care about is that Travis loves my girl, and he does. Today is Travis’ birthday. Happy birthday Travis!! Have a great day!! We love you!!
Fire safety measures have vastly improved over the years, but in the early 1900s, no such safety measures existed. That would prove deadly on March 25, 1911 in New York City. People didn’t really know about materials that were more flammable, other than wood. Nevertheless, wood was the main material used in buildings, and in fact, still is today. The Triangle Shirtwaist Company factory was owned by Max Blanck and Isaac Harris. It was located in the top three floors of the Asch Building, on the corner of Greene Street and Washington Place, in Manhattan. These days that is not really a place we would expect to see a factory…much less a sweatshop, but the Triangle Shirtwaist Company’s factory was a true sweatshop. They employed mostly young immigrant women who worked in a cramped space at lines of sewing machines. Nearly all the workers were teenaged girls who did not speak English and made only about $15 per week working 12 hours a day, every day.
In 1911, the Asch Building had four elevators with access to the factory floors, but only one was fully operational and the workers had to file down a long, narrow corridor in order to reach it. There were also two stairways down to the street, but one was locked from the outside to prevent stealing and the door of the other only opened inward. The fire escape was so narrow that it would have taken hours for all the workers to use it, even in the best of circumstances…in an emergency, it was almost useless. Pretty much everyone knew about the danger of fire in factories like the Triangle Shirtwaist Company factory, but high levels of corruption in both the garment industry and city government ensured that no useful precautions were taken to prevent fires. The 
problem was that making the factories safe cost money, and dug into the profits, so the owners didn’t want to do what was necessary to save lives. The Triangle Shirtwaist Company factory’s owners were known to be particularly anti-worker in their policies and had played a critical role in breaking a large strike by workers the previous year.
On March 25, a Saturday afternoon, there were 600 workers at the factory when a fire began in a rag bin. The manager attempted to use the fire hose to extinguish it, but was unsuccessful. The hose was rotted and its valve was rusted shut. They were at the mercy of the raging inferno. The fire grew and the workers panicked. They tried to exit the building by the elevator, but it could only hold 12 people and the operator was able to make just four trips before it broke down due to the heat and flames. In a desperate attempt to escape the flames. The girls left behind waiting for the elevator plunged down the shaft to their deaths. The girls who fled by way of the stairwells also met awful fates. When they found a locked door at the bottom of the stairs, many were burned alive. In all, 145 workers between the ages of 14 and 43, mostly women and mostly in their teens and early twenties, died that day. Six of them would not be identified until February, 2011…100 years later.
Once the fire was reported, the firefighters tried to put it out, but their ladders would only reach the seventh floor. The fire was on the eighth floor. When escape was proven to be impossible, the girls, desperate to escape the searing heat and flames, began to jump. The bodies of those who jumped landed on the hoses, hampering the flow. The firemen got out nets to catch the girls, but they jumped three at a time, tearing the nets. The nets were of no real help. Within 18 minutes, it was all over. Of the dead, 49 workers had burned to death or been suffocated by smoke, 36 were dead in the elevator shaft and 58 died from jumping to the sidewalks. Two 
more died later from their injuries. The workers’ union set up a march on April 5 on New York’s Fifth Avenue to protest the conditions that had led to the fire. It was attended by 80,000 outraged people. Despite a good deal of evidence that the owners and management had been horribly negligent in the fire, a grand jury failed to indict them on manslaughter charges. The tragedy did result in some good, however. The International Ladies Garment Workers Union was formed in the aftermath of the fire and the Sullivan-Hoey Fire Prevention Law was passed in New York that October. Both were crucial in preventing similar disasters in the future. Still, I think that it will take the memory of the victims of corruption to ever really inspire people to change the way things are.
On September 27, 1938, the largest passenger ship of its time, the Queen Elizabeth, named after the wife of King George VI was launched. The ship was the epitome of luxury. And those fortunate enough to sail on it were treated to every luxury imaginable, at least until World War II came about. When World War II began, the Queen Elizabeth was sent to New York to protect it from German bombs. It was docked next to the Normandie and the Queen Mary, the other two largest passenger ships of the time. As the war progressed, the Queen Elizabeth was called into service as a troop transport ship. It carried nearly 1 million soldiers before the war ended. After the war, the ship returned to commercial service and became one of the dominant transatlantic carriers, hauling thousands of people back and forth between England and the United States. It was once again doing the work it was designed for.
In 1968, the ship’s owner, the Cunard Steamship Company, sold the Queen Elizabeth. The purchasing company planned to make it a tourist attraction and hotel in Philadelphia. The plans were scrapped when the aging ship was deemed a fire hazard. Two years later it was sold to Hong Kong businessman CY Tung, who wanted to use the ship as a floating college. Tung renamed the ship, Seawise University and sent it to Hong Kong Harbor for refitting. On January 9, 1972, as the ship neared the completion of the £5 million conversion, it caught fire. The fire was thought by some to have been arson, because several blazes broke out simultaneously throughout the ship. The fact that CY Tung had acquired the vessel for $3.5 million, and had insured it for $8 million, led some to speculate that the inferno was part of a fraud to collect on the insurance claim. Others speculated that the 
fires were the result of a conflict between Tung, a Chinese Nationalist, and Communist-dominated ship construction unions. Virtually, the entire Hong Kong firefighting force turned out to try to save the ship, but despite their heroic efforts over two long days, the ship turned on its side and sank to the bottom of the harbor, which was apparently not very deep, because over half of the ship could be seen above the water until it was dismantled and sold for scrap between 1974 and 1975, because it had been deemed a shipping hazard. Fortunately, no one was killed in the fire. Shortly before it was scrapped, the wreck served as the backdrop for a key scene in The Man With the Golden Gun, a 1974 James Bond film starring Roger Moore.
Through the centuries, new designs were developed to build things we needed. As the railroad moved across the nation, track laying came across deep gorges and flat plains. Of course, the flat plains were easy to deal with, and trains could simply go around any hills in the area, but the rivers and gullies were a bigger problem. They needed bridges, and so Charles Collins and Amasa Stone jointly designed a bridge to be used at Ashtabula, Ohio. It was the first Howe-type wrought iron truss bridge built. Collins was worried about the bridge, thinking that it was “too experimental” and needed further evaluation. Nevertheless, higher powers prevailed, and the bridge was built. Collins had been right to be concerned. The bridge lasted just 11 years before it collapsed.
On December 28, 1876, a Lake Shore and Michigan Southern Railway train…the Pacific Express left New York. It struggled along through the drifts and the blinding storm. The train was pulling into Ashtabula, Ohio, shortly before 8:00pm on December 29, 1876, several hours behind schedule. The eleven cars were a heavy burden to the two engines. The leading locomotive broke through the drifts beyond the ravine, and rolled on across the bridge at Ashtabula at less than ten miles an hour. The head lamp could barely be seen because the air was thick with the driving snow. The leading engine reached solid ground, and the engineer had just given it steam…when something in the undergearing of the bridge snapped.
What followed was a horror beyond horrors…not only for the victims, but for the rescuers as well…maybe even more so for the rescuers. As the bridge crumbled beneath the weight of the train, the train and its 159 passengers fell 70 feet into the river below. More than 90 people, passengers and crew, were killed when the train hit the river and ignited into a huge ball of flames. Only the lead engine escaped the fall. As the bridge fell, the engineer gave it a quick head of steam, which tore the draw head from its tender, and the liberated engine shot forward and buried itself in the snow. The engineer escaped with a broken leg. The proportions of the Ashtabula horror are still only approximately known. Daylight, brought with it the opportunity to find and count the saved. It also revealed the fact that two out of every three passengers on the train were lost. Of the 160 passengers who the injured conductor reports as having been on board, fifty nine were found or accounted for as surviving. The remaining 100, burned to ashes or shapeless lumps of charred flesh, were lying under the ruins of the bridge and train. Every possible element of horror was there. First came the crash of the bridge, the agonizing moments of suspense as the seven laden cars plunged down their fearful leap to the icy riverbed. Then the fire, that devoured all that had been left alive by the crash. The water that gurgled up from under the broken ice brought with it another form of death. And finally, the biting blast of freezing air filled with snow, that froze those who had escaped the water and fire.
For the rescuers, the horror had just begun. I can’t think of anything worse than seeing those bodies after they were horribly mangled, drowned, and burned…some beyond recognition, some completely cremated. The number of persons killed cannot be accurately stated, because it is not known exactly how many there were on the train. It is supposed that some of the bodies were entirely consumed in the flames, as well. The official list of those killed and those who have died of their injuries, gives the number as fifty five, but it is suspected to be somewhat higher. There is no death list to report…and in fact, there can be none. There are no remains that can ever be identified. The three charred, shapeless lumps recovered were burned beyond recognition. For the rest, there are piles of white ashes in which were found the crumbling particles of bones. In other places masses of black, charred debris, half under water, which may contain fragments of bodies, but nothing that resembled a human body. It is thought that there may have been a few corpses under the ice, as there were women and children who jumped into the water and sank, but none have been recovered. Periodically, as people began looking for people that were missing around the country, and they were able to place them, as possibly on the train, more supposed victims have been identified…at least there is the possibility that they were a victim.
The Ashtabula, Ohio Railroad Disaster, often referred to simply as the Ashtabula Disaster or the Ashtabula Horror, was one of the worst railroad disasters in American history. The event occurred just 100 yards from the railroad station at Ashtabula, Ohio. It’s topped only by the Great Train Wreck of 1918 in Nashville, Tennessee. Charles Collin, the chief engineer, who knew as few men did the defects of that bridge, but was powerless to repair them, had been listening for this very crash for years. Collins, locked himself in his bedroom and shot himself while the inquest was in progress rather than tell the world all he believed he knew. Collins was found 
dead in his bedroom of a gunshot wound to the head. He had tendered his resignation to the Board of Directors the previous Monday. Collins was believed to have committed suicide out of grief and feeling partially responsible for the tragic accident, however, a police report at the time suggested the wound had not been self inflicted. Documents discovered in 2001 and an examination of Collins’ skull suggest that he had indeed been murdered. Amasa Stone committed suicide seven years later after experiencing financial difficulties with some foundries he had interests in, suffering from severe ulcers that kept him from sleeping, and scorn from the public over the disaster.
As lighthouses go, Eddystone lighthouse is really quite different than most. The first Eddystone lighthouse was completed in 1699, and was the world’s first open ocean lighthouse, although the Cordouan lighthouse preceded it as the first offshore lighthouse. The Eddystone Lighthouse is on the dangerous Eddystone Rocks, 9 statute miles south of Rame Head, England, United Kingdom. While Rame Head is in Cornwall, the rocks are in Devon. Putting a lighthouse in the open ocean was a rather dangerous undertaking, but it was also an important lighthouse, because of the rocks it sat on. Without a lighthouse there, ships would run aground on the rocks.
The Eddystone lighthouse fell to disaster three times, and was rebuilt threes times. The first disaster came just four years later, when the Great Storm of 1703 took with it, the first Eddystone lighthouse. The first and second lighthouses were constructed of wood. This was the material available at the time. It was also the wooden construction that made the lighthouse susceptible to the distructive storm and the fire that destroyed the first and second lighthouses…the storm in 1703 and the fire in 1755. The third lighthouse is often called Smeaton’s lighthouse. It was recommended by the Royal Society, civil engineer John Smeaton and was modeled in the shape on an oak tree, and built of granite blocks. He pioneered hydraulic lime, a concrete that cured under water, and developed a technique of securing the granite blocks using dovetail joints and marble dowels. Construction started in 1756 at Millbay and the light was first lit on October 16, 1759. It was state of the art in 
its time. It stood until 1877, when the rocks eroded enough to cause the lighthouse to rock from side to side in the waves, so it was deemed unsafe. The fourth and current lighthouse was built in April of 1879, and was designed by James Douglass, using Robert Stevenson’s developments of Smeaton’s techniques. By April 1879 the new site, on the South Rock was being prepared during the 3½ hours between ebb and flood tide. This current lighthouse is shorter and has a flat top, that is used to land helicopters.
Every wildfire takes with it many victims. Humans, of course, are the most tragic, but they also take animals, homes, and plant life. When a fire gets out of control, devastation will soon follow. Often, all we think about is the loss, and that is a terrible thing, but sometimes something happens that brings a degree of victory and elation to an otherwise horrible situation. Such was the case in the September 1, 1894 Hinckley, Minnesota fire. The loss of life was devastating, with some accounts saying 440 and others saying 418…partly because the Indians weren’t counted in that amount, and partly because there were people who were never found.
The upper Midwest of the United States was a wooded area, rich in timber. Hinckley was a lumber and rail town, that had been built along the Grindstone River in Minnesota near the Wisconsin border. The main industry was the lumber business, and the slash cutting technique left behind it large amounts of wood debris. The town was nicknamed The Town Built Of Wood. Little did they know what a tragic nickname that would turn out to be. The lumber yards were built quite close to the railroad tracks, and the sparks from the 
trains often set the wood debris on fire. Those fires were problematic, but no one expected the part the trains would play in 1894. That summer, a drought hit the Upper Midwest, making fires much more dangerous. The whole situation exploded on September 1, 1894, when fires near two rail lines south of Hinckley broke out, spreading north. When the raging fire reached the train depot, 350 of the residents got on a train to escape. The train passed right through flames, but reached safety in West Superior, Wisconsin. Were it not for this train, the loss of life would have been much higher. A number of the town’s residents took refuge in the swamps near town, but many of these people were killed, sadly some of them died by drowning. About 100 other residents fled to a gravel pit filled with water, and most of those people managed to survive. A train that was entering Hinckley from the north reversed direction to avoid the blaze. It still caught fire, and the only survivors were those who were able to jump from the train into a lake.
The fire burned 300,000 acres of town and forest, causing about $25 million in damages. In Hinckley, 228 people died, and another 200 in the surrounding areas, including 23 Ojibwa natives. It was a firestorm, with “as much force as an atomic bomb,” to quote a display at the town museum. Hinckley’s afternoon inferno also burned burned up five surrounding villages as it consumed over 400 square miles of kindling. It became known as the Great Hinckley Fire. A small group of statues in town represents survivors in the gravel pit. The Fire Monument and mass grave is on Fire Monument Road, very near the current interstate. Mass graves of 248 people are 
in lumpy mounds just behind the marker, dedicated in 1900 to the pioneers of civilization in Minnesota. Boston Corbett, killer of Abe Lincoln’s killer, is said to have left his “hole-in-the-ground home” in Kansas and died in the Great Hinckley Fire, in the neighboring town of Neodesha. The town of Hinckley has decided that the nickname The Town Built Of Wood is not one they want anymore, and their current slogan is “Relax…Have Fun!”
Over the years, man has tried many ways to harness water. Water is a necessity to life, and without it, all things would die off. Some projects worked out better than others, and some simply needed to be replaced sooner than they were in order to prevent disaster. A good example of that is the earthen dam. An earthen dam is a dam that is built out of rocks and dirt, instead of steel and concrete. Of course, when dams were first built, earthen dams were the only way to go, but after so many failed, a new type of dam had to be designed, in order to save lives. One such failure was the earthen dam built in 1840 on the Little Conemaugh River, fourteen miles upstream from Johnstown, Pennsylvania. Johnstown is sixty miles east of Pittsburgh, in a valley near the Allegheny, Little Conemaugh, and Stony Creek Rivers. The area lies in a floodplain that has had frequent disasters. This time would prove to be one of them. At nine hundred by seventy two feet, this dam was the largest earthen dam in the United States, creating the largest man-made lake at that time…Lake Conemaugh. At a time when here were no railroads in the area for transporting goods, the dam and its extensive canal system was the only way to transport goods to the people, but it became obsolete as the railroads replaced the canal as a means of transporting goods. The canal system was left to become a victim of the elements, and with its neglect, also came the neglect of the dam. In reality, people just didn’t really think anything would happen, and they most likely looked at the dam as just a part of the landscape.
By 1889, Johnstown had grown to a population of 30,000 people, many of whom worked in the steel industry…ironically. On May 30, 1889, it began to rain, and continued steadily all day. No one really gave any thought the potential harm so much rain could bring to the nearly sixty year old earthen dam. The dam had a spillway, and so everything seemed safe, but the spillway became clogged with debris, that could not be dislodged. On May 31, 1889, an engineer at the dam saw the warning signs, but the only way to notify anyone was to ride his horse into the village of South Fork to warn the people…a ride that took an eternity in the face of the impending disaster. Nevertheless, it should have been enough time, but the telegraph lines were down, and no warning ever reached Johnstown. At 3:10pm, the dam collapsed with a roar that could be heard for miles. The water, moving at 40 miles per hour barreled down on the towns in it’s path, wiping out everything that got in its way. At Johnstown, 2,200 people lost their lives that day, including one Thomas Knox and his wife. Thomas, like a large number of the flood victims was never found. While I’m not sure that Thomas Knox is related to my husband, Bob Schulenberg’s family, it is quite likely that he is, as there are a number of Thomas Knox’s in the family…though none that I have found so far that died in the Johnstown Flood.
The people in the path of the raging flood waters, were tossed around, along with all that debris, including thirty three train engines that were pulled into the flood waters. I’m sure that for many, death did not come 
from drowning, but rather from blunt force trauma. Nevertheless, some people did manage to climb atop the debris, only to be burned alive when much of the debris caught fire, when it was caught in a bridge downstreem and burst into flames. There was a report of a baby that survived on the floor of a house that floated 75 miles downstream, but that was something that was not confirmed. It was during the Johnstown flood, that the American Red Cross handled its first major relief effort. Clara Barton arrived five days after the flood to lead the relief. In the end, it took five years to rebuild Johnstown, which went through disastrous floods in 1936 and 1977. I have to wonder if they should just move the town, but with no major floods since 1977, it’s hard to say.
The year was 1959, and things were changing rapidly in the world of flight. Airplanes had been around, and actually flying since the December 17, 1903 flight of the Kitty Hawk by the Wright brothers. Air travel, while not as common as it is today, was fairly common. Now, it was time for the next step. We had looked through telescopes, found the planets, their moons, and other suns. We discovered galaxies beyond our own, and then, someone…somewhere, decided that it was time for mankind to go out there and have a look for ourselves.
By late 1958 plans were well underway to take that first step. Seven men were picked, and on this day April 9, 1959 NASA announced that they had decided on the first seven astronauts, who would take that very first space flight. The men were dubbed The Mercury Seven, but were also called the Original Seven or Astronaut Group 1. The men were Scott Carpenter, Gordon Cooper, John Glenn, Gus Grissom, Wally Schirra, Alan Shepard, and Deke Slayton. They piloted the manned spaceflights of the Mercury program from May 1961 to May 1963. They weren’t the first men in space, but they were the first from the United States. The first human to journey into outer space, was Yuri Gagarin, when his Vostok spacecraft completed an orbit of the Earth on 12 April 1961. Alan Shepard became the first American in space 
when the Freedom 7 spacecraft blasted off from Florida on May 5, 1961, just under a month after the Russian flight. Ten years later, Shepard would fly again to become the fifth man to walk on the moon…and the first to play golf there.
Most of these seven men went on to fly in many successful missions, with Gus Grissom being the only one to die young and on duty with NASA, in the Apollo 1 fire. Members of the group flew on all classes of NASA manned orbital spacecraft of the 20th century…Mercury, Gemini, Apollo, and the Space Shuttle. John Glenn, the oldest, is the only one who is still living. He went on to become a United States senator, and flew on the Shuttle 36 years later to become the oldest person to fly in space. The others all survived past retirement from service. These men played a key part in the world as we know it today, because space travel has played a key part in many of our modern medicines and scientific research. And it all began on this day in 1959.
Much has been learned over the years about fire safety and about the things that can be extremely hazardous. Unfortunately, as with most things humans learn about, this information came at a price. Just before midnight on April 4, 1949, in Effingham, Illinois, at Saint Anthony’s Hospital, a fire broke out. I can’t imagine a worse place to have a fire, than a hospital or nursing home, because not everyone can just stand up and file out of the building in a safe and orderly fashion. In addition to that, there were not as many fire safety regulations in place back then. The resulting disaster caused the death of 74 people at the hospital.
This fire became the example of the special hazards that hospitals can present for a fire disaster, and it was that reason for the regulations to be updated. The safety of the patients was paramount, and something had to 
be done. The hospital was operated by the Sisters of Saint Francis, who lived at the convent next door to the hospital. The was constructed mainly out of wood and brick. It housed 100 beds. Parts of the building dated back to 1876. By 1949 the facility was completely outdated. It contained open corridors and staircases. Many walls and ceilings were covered with oilcloth fabrics and combustible soundproof tiles. The building lacked sprinklers, as well as fire detection and alarm systems. Because the hospital was built of wood and brick, and much of it was an open floor plan, there was little to stop the progression of the fire. The combustible building materials gave no resistance to the advancement of the flames.
At the time of the fire, there were 116 patients and ten staff members were on duty. Many of them were trapped on the upper floors when the fire engulfed the lower floors. This number included eleven newborn infants and the nurse who stayed behind with them. A total of 74 people died, including patients, nurses, nuns, a priest and Frank Ries, the hospital superintendent who ran into the flames to try to rescue his wife. The Effingham Volunteer Fire Department, with its 26 men and three pumpers were fighting a losing battle. They simply didn’t have the resources they needed to put out a fire of this magnitude. Eleven other fire departments 
also responded. but little could be done.
The cause was never determined, but investigators found many safety issues with the building. Something had to change. In response to the fire, Governor Adlai Stevenson ordered the evaluation of all the hospitals in the state to identify and mitigate fire hazards. The impact of the fire went beyond Illinois as hospitals across the United States made many of the fire protection improvements that are standard today. It is sometimes a matter of live and learn in this life, but it is very sad that it takes something as tragic as this to look into the possible fire hazards that can quickly end a life.
