Firefighter and Benjamin Franklin…not usually thought of in the same sentence, but really, they should be. In 1736, Benjamin Franklin was already a young man of influence, but his ambitions didn’t stop at just a few. Most of us think of Benjamin Franklin as a scientist, inventor, founding father, prankster, and writer, but firefighter…hmmmmm, not so much. Nevertheless, Benjamin Franklin was a visionary. He saw a problem and decided to fix it.
By 1736 Franklin had adopted Philadelphia, Pennsylvania as his home, but during a visit to his hometown of Boston, Massachusetts, he witnessed a fire, and his mind went into overdrive. What he saw was that the safety precautions to keep fire from spreading seemed to be far more advanced in Boston than in Philadelphia. At that time, Philadelphia’s infrastructure was basically a maze of wooden buildings and houses squeezed together in such a way that it was almost like kindling for a bonfire. Franklin saw this decided that something needed to be done. So, he published his findings in his own Philadelphia Gazette. In doing so, he turned up a different kind of heat. Before long, he was able to round up about 30 of his friends and fellow business owners who were interested. So together, the founded the Union Fire Company. Franklin made sure that The Union Fire Company was a non-profit organization…run completely by volunteers. What made this attractive to these business owners is that it was essentially a promise, to always have each other’s backs, if a fire broke out on or close to one of their properties. Not only were they promising to help extinguish the flames and save homes, but each member was required to keep a heavy-duty bag in which to smuggle out any possessions they could salvage as well. It was a code of honor to try, in the midst of disaster, to salvage whatever they could of the lives of the occupants. The Union Fire Company quickly became the biggest fire relief company in the Colonies, or as they later became, the United States.
Never being one to just sit back and tell others what to do, Benjamin Franklin became a volunteer firefighter himself. Soon, there were six volunteer corps established in Philadelphia. This fire company was the first volunteer fire company of its kind in the United States. When people saw how well the system worked, volunteer fire companies sprung up across the city and soon all over the country. We think of Benjamin Franklin as many things, but in reality, we should maybe think of him as much more than we do. He was the brainchild behind the Great Compromise, which created the Congress we still have today. He was also the first fireman in another way. He “put out the fiery debates” and created a sense of compromise and peace among the founding fathers of our nation too, but he was an actual firefighter in that he actually fought the fires in his city.
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.
When a train derails, you know that there is going to be a big mess, and loss of life, or at the very least, injuries. And you would probably be right, but it would be a whole different situation, if multiple trains collided with each other. That is the exact scenario on January 17, 1929, in Aberdeen, Maryland, when two Pennsylvania Railroad passenger trains and a freight train all collided. While the collision was horrific, the loss of life was amazingly less that expected.
On that day, passenger train Number 412, bound from Washington to Philadelphia, struck the freight train, who was also northbound, just after it pulled from a siding, by Short Lane station, near Aberdeen. The freight cars toppled onto the southbound track, directly in front of express train Number 121, from New York to Washington. There was simply not time to avoid the disaster. The wreck killed four trainmen and seriously injured another. Conductors of the two passenger trains declared none of their passengers were seriously hurt. Brakeman, K. A. Klein, on the freight train, and flagman, V. W. Stewart, were both killed in the first crash; and engineer of the southbound express train, A. C. Terhune, and M. Goldstein, his fireman, were killed when their train ploughed into the wreckage.
Bodies of the two from the freight crew and of the passenger firemen were removed and taken to a morgue in Aberdeen, but the body of the express engineer was still under the engine five hours after the wreck. The workmen were prevented from recovering it by outpouring steam. Leon Sweeting, engineer of the northbound passenger train, was badly scalded and was taken to the Havre de Grace Hospital, where his condition was reported to be serious. John H. Lee, fireman on the same train, was in the hospital, suffering from shock.
It is thought that heavy fog in the area, prevented the engineer of northbound number 412 from seeing the tail-light of the freight train right in front of him. Some passengers on the northbound and southbound trains were said to have been slightly injured, but none was reported in serious condition. The triple crash tore up about 150 yards of track and uprooted signal and telegraph poles. Trains had to be re-routed over the Baltimore and Ohio Railroad tracks, while relief trains were sent from Baltimore to Aberdeen. While this was not the worst wreck, in fatalities and injuries, I don’t recall too many, if any others involving three trains, and the experience must have been terrifying.
Tornado warnings and warning sirens are things that just about every person knows about these days, but in 1944, they weren’t available at all. It wasn’t that no one had thought about a tornado warning system, but rather that they had and they decided against it,and so nothing was developed. If you’re like me, you wonder why anyone would think it a bad idea to warn people about the possibility of a tornado, but that was exactly what happened. According to a report titled “The History (and Future) of Tornado Warning Dissemination in the United States” by Timothy A. Coleman, Kevin R. Knupp, James Spann, J. B. Elliott, and Brian E. Peters, “Despite promising research on the conditions that are favorable for tornadoes in the 1880s by John P. Finley, a general consensus was reached among scientists in the 1880s and 1890s that tornado forecasts and warnings would cause more harm than good. A ban was placed on the issuance of tornado warnings from 1887, when the U.S. Army Signal Corps handled weather forecasts, until 1938, when the civilian U.S. Weather Bureau (USWB) finally lifted the ban.” Even after the an was lifted, warnings were pretty primitive. Modern tornado warning really took off and began to develop in 1948…too late for the people of West Virginia and Pennsylvania on June 23, 1944.
On that June 23rd in 1944, a series of tornadoes across West Virginia and Pennsylvania kill more than 150 people. Most of the twisters were classified as F3, but the most deadly one was an F4 on the Fujita scale, meaning it was a devastating tornado, with winds in excess of 207 miles per hour. The afternoon was very hot, when atmospheric conditions suddenly changed and the tornadoes began to form in Maryland. At about 5:30 pm, an F3 tornado, with winds between 158 and 206 miles per hour, struck in western Pennsylvania. That storm killed two people. Just Forty-five minutes later, a very large twister began in West Virginia, and moved into Pennsylvania. It then tracked back to West Virginia. By the time this F4 tornado ended, it had killed 151 people and leveled hundreds of homes. Another tornado struck that afternoon at a YMCA camp in Washington, Pennsylvania. A letter written by a camper was later found 100 miles away. Area Coal-mining towns were also hit hard on June 23rd. There were some reports that a couple of tornadoes actually crossed the Appalachian mountain range, going up one side and coming down the other…a very rare event with any mountain. Finally, about 10 pm, the remarkable series of twisters finally ended, after the last one hit in Tucker County, West Virginia. In all, the storms caused the destruction of thousands of structures and millions of dollars in damages, and that was just the monetary losses.
While there isn’t much that can be done to spare property in the path of tornadoes, an early warning, and the appropriate action taken, can save the lives of hundreds of people. Sadly, early warnings were not available to save the 153 people killed in the tornado outbreak of June 23, 1944. They were still in the works, because of all the years wasted when scientists decided it was not in the public’s best interest to know about tornadoes. I’m really thankful that the ban was lifted and we have these necessary warnings these days.
I grew up in a time when western shows were all the rage on television. One show that my family always watched was Daniel Boone. Most people know Daniel Boone from their history classes, as an American frontiersman. Most of his fame stemmed from his exploits during the exploration and settlement of Kentucky. Boone arrived in Kentucky in 1767, about 25 years before it became a state on June 1, 1792. He spent the next 30 years exploring and settling the lands of Kentucky, including carving out the Wilderness Road and building the settlement station of Boonesboro. Without Boone the history of Kentucky would have been much different.
Boone was born near Reading, in Berks County, Pennsylvania, the son of hard-working but adventurous Quaker parents. He learned some blacksmithing, but had very little formal education. Daniel appears to have been a scrappy lad who loved hunting, the wilderness, and independence. When his parents left Pennsylvania in 1750 bound for the Yadkin valley of northwest North Carolina, Daniel went along willingly, because the move fit right in with his spirit of adventure.
Upon arriving in North Carolina, the cutting edge of the frontier, he was able to indulge his hunting prowess and love of the wilderness. In the years that followed, he served as a wagoner with General Edward Braddock’s ill-fated expedition to Fort Duquesne in 1755. Boone then married a neighbor’s daughter, Rebecca Bryan, in 1756, and in 1758 is believed to have been a wagoner with General John Forbes who was hacking out the road to Fort Duquesne, which he rebuilt as Fort Pitt…now Pittsburgh. Back in North Carolina, Daniel purchased land from his father but never seriously engaged in farming. He loved to roam far too much to settle down and farm the land in one place. In 1763 he and his brother Squire journeyed to Florida, but for unknown reasons they did not stay. I guess Kentucky would always be his first love.
Boone was first in eastern Kentucky in 1767, but his expedition of 1769-1771 is more widely known. With a small party Boone advanced along the Warrior’s Path into a beautiful garden-like region. When the time came for the party to return he remained behind in the wilderness until March 1771. On the way home, he and his brother were robbed by Indians of their deer skins and pelts, but the two remained exuberant over the land known as “Kentuck.”
So much did Daniel love that “dark and bloody ground” that he tried to return in 1773, taking forty settlers with him, but the Indians drove them back. The next year he went again into the region carrying a warning of Indian troubles to Governor John Murray Dunmore’s surveyors. As Judge Richard Henderson was concluding the Treaty of Sycamore Shoals. in March 1775, by which much of Kentucky was sold to his Transylvania Company, Boone was hacking out the Wilderness Road. As soon as he reached his destination, he began building Boonesboro, one of several stations, or forts under construction at that time. For the next four years…through 1778…Boone was a captain in the militia, and was busy defending the settlements. His leadership helped save the three remaining Kentucky stations, Boonesboro, Logan’s (St. Asaph’s), and Harrodsburg. These were years of many ambushes; such as Blue Licks in 1778; captures, including Boone, himself, who was was captured but escaped from the Shawnees; rescues, and desperate defenses.
I knew and have learned much about Daniel Boone over the years, but for me the most interesting thing I have learned is that Daniel Boone is my 5th Cousin 8 times removed, on the Pattan side of my mother, Collene Spencer’s family. It is a small, small world. Today is Daniel Boone Day. It is a day to remember all this great man did for our country.
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 they 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.
I think most of us have heard of the Mason-Dixon Line, but do we really know what it is and how it came to be called that? Maybe not. It was on October 18, 1767 that two surveyors, Charles Mason and Jeremiah Dixon completed their survey of the boundary between the colonies of Pennsylvania and Maryland, as well as areas that would eventually become the states of Delaware and West Virginia. The Penn and Calvert families had hired Mason and Dixon, two English surveyors, to settle their dispute over the boundary between their two proprietary colonies, Pennsylvania and Maryland. The dispute between the families often resulted in violence between the colonies’ settlers, the British crown demanded that the parties involved hold to an agreement reached in 1732. In 1760, as part of Maryland and Pennsylvania’s adherence to this royal command, Mason and Dixon were asked to determine the exact whereabouts of the boundary between the two colonies. Though both colonies claimed the area between the 39th and 40th parallel, what is now referred to as the Mason-Dixon line finally settled the boundary at a northern latitude of 39 degrees and 43 minutes. The line was marked using stones, with Pennsylvania’s crest on one side and Maryland’s on the other.
When Mason and Dixon began their endeavor in 1763, colonists were protesting the Proclamation of 1763, which was intended to prevent colonists from settling beyond the Appalachians and angering Native Americans. In reality, expansion was inevitable, but many in government couldn’t seem to see that. As the Mason and Dixon concluded their survey in 1767, the colonies were engaged in a dispute with the Parliament over the Townshend Acts, which were designed to raise revenue for the British empire by taxing common imports including tea. A protest that resulted in the Boston Tea Party, but that is another story. Twenty years later, in late 1700s, the states south of the Mason-Dixon line would begin arguing for the perpetuation of slavery in the new United States while those north of line hoped to phase out the ownership of human property. This period, which historians consider the era of “The New Republic,” drew to a close with the Missouri Compromise of 1820, which accepted the states south of the line as slave-holding and those north of the line as free. The compromise, along with those that followed it, eventually failed, and slavery was forbidden with the Emancipation Proclamation in 1862.
One hundred years after Mason and Dixon began their effort to chart the boundary, soldiers from opposite sides of the line spilled their blood on the fields of Gettysburg, Pennsylvania, in the Souths final and fatal attempt to breach the Mason-Dixon line during the Civil War. One hundred and one years after the Mason and Dixon completed their line, the United States finally admitted men of any complexion born within the nation to the rights of citizenship with the ratification of the 14th Amendment…a poorly thought out amendment which continues to cause illegal immigration to this day, due to birth right citizenship.
My great grandparents, Henriette and Carl Schumacher were both of German descent. They both came to America at different times…Grandma in 1882 and Grandpa in 1884. They met at a baptism and fell in love. They were married, and had 7 children, one of whom died as a little girl. They were just two of the many German people who have come to this country as far back as the colonial days. Of course, there were many German people who came here before my great grandparents. One of the most notable groups was the 13 German Mennonite families from Krefeld who landed in Philadelphia. These families founded Germantown, Pennsylvania on October 6, 1683. The settlement was the first German establishment in the original thirteen American colonies.
There are many people in the United States who can trace their ancestry back to German roots in one way or another, and the German-American people have been a building block in this nation. These were people who wanted to come here for a better life, or to escape some of the horrors of the German government, and I for one am thankful that my grandparents immigrated to this country. President Ronald Reagan believed that the German-American heritage was so important to this nation, that in 1983, he proclaimed October 6 as German-American Day to celebrate and honor the 300th anniversary of German American immigration and culture to the United States. On August 6, 1987, Congress approved S.J. Resolution 108, designating October 6, 1987, as German-American Day. It became Public Law 100-104 when President Reagan signed it on August 18, 1987. Proclamation number 5719 was issued on October 2, 1987, by President Reagan in a formal ceremony in the White House Rose Garden, at which time the President called on Americans to observe the Day with appropriate ceremonies and activities. Now for many people, that might include German beer, as well as Oktoberfest activities…basically a party.
The Germantown, Pennsylvania, settlers organized the first petition in the English colonies to abolish slavery in 1688. Originally known as German Day, the holiday was celebrated for the first time in Philadelphia in 1883, on the occasion of the 200th anniversary of the arrival of the settlers from Krefeld. Similar celebrations developed later in other parts of the country, but the custom died out during World War I as a result of the anti-German sentiment that prevailed at the time. Then, in 1983, President Reagan decided that the time had come to reinstate it. I think it’s a good thing, because those German people who left Germany, were not like the German government was. They were truly good people, who were good for this nation.
Sometimes, the best of intentions can go horribly wrong, and when things go wrong, it becomes a disaster, and disaster is exactly what happened in Centralia, Pennsylvania when a fire was set to burn out an old landfill before the Labor Day holiday in 1962. The fire that was started on May 27, 1962, seemed like a simple solution to a big mess, but the landfill was also an old strip-mine pit, connected to a maze of abandoned underground mining tunnels full of coal. No one knows how the fire got to the coal vein below the ground, but once it did, the situation was out of control. Some called it careless trash incineration in a landfill next to an open pit mine, which ignited a coal vein, but no one expected the fire to crawl insidiously along the rich coal deposits that still laid deep in the ground. No one expected the burning coal to vent hot and poisonous gases up into town, through the basements of homes and businesses. Nevertheless, with dawn came the horror, as residents realized that the fire was not going to be extinguished, or in fact, ever burn itself out…at least not until all the interconnected coal veins in eastern Pennsylvania were finally burned out. As the underground fire worked its way under rows of homes and businesses, the threat of fires, asphyxiation, and carbon monoxide poisoning became a daily concern.
Probably one of the scariest situations was when a young man, Todd Domboski fell into a hot, steaming hole created by mine fire subsidence. He survived his 45 second ordeal by grabbing onto tree roots, and screaming for help until his cousin ran to his aid, reached into the void, and hoisted him out. Many Centralia residents had worried that a calamity like the one that nearly unfolded that Valentine’s Day in 1981. Four years earlier, Domboski’s father had told a reporter, “I guess some kid will have to get killed by the gas or by falling in one of these steamy holes before anyone will call it an emergency.” Never did he imagine that it would be his kid that would fall through and almost lose his life.
After the near tragedy, signs were posted to warn visitors to the Centralia area about the dangers of death by asphyxiation or being swallowed by the ground, but the old mining town of Centralia, Pennsylvania, was once home to more than 1,000 people. People with no place else to go. Now, it’s nothing more than a smoldering ghost town that’s been burning for over half a century. Though the town was able to extinguish the fire above ground, a much bigger inferno burned underneath, and it eventually spread its way under Centralia’s town center. The fire was so widespread, destructive and unending. It’s thought that there’s enough coal underground to fuel the fire for another 250 years. In 1980, a $42 million relocation plan incentivized most of the townspeople to relocate and most of the homes were demolished, leaving only about a dozen holdouts behind. Today, Centralia exists only as an eerie grid of streets, its driveways disappearing into vacant lots. Remains of a picket fence here, a chair spindle there. Still John Lokitis and 11 others who refused to leave, the occupants of a dozen scattered structures. Over the decades, the ground has opened up with sulfurous gases sometimes billowing out. The road along Highway 61 swells and cracks open. It is riddled with graffiti and hot to the touch. In the winter, snow melts in patches where the ground is warm. While a few holdouts still live there, I have to wonder what they are thinking. That is like slowly committing suicide, because you refuse to leave the past.
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.