How much do I love SuperChannel?

A friend mentioned that I would probably like a new series called Hell On Wheels. I checked it out (On Demand) and the husband and I watched the first episode and LOVED it.

It all starts with a Union Soldier in a confessional, seeking absolution for things he did during the war. In particular, what happened to a woman. When the confessional is over, both man and priest emerge, but it’s not a priest at all. It’s Cullen Bohannon – the woman’s husband. And he’s out to get every man that brutalized and then murdered his wife.

It takes a cold dude to kill a man in a church and then walk out with his greatcoat flapping.

His search takes him to Hell on Wheels – the travelling camp of the men building the Union Pacific railroad. As you can imagine, it’s rough. A good portion of the workforce is freed slaves, and as we all know the term free was a formality more than anything else. He’s hired as a supervisor to the crews, and strikes up an unlikely friendship with Elam Ferguson (played by Common).

The whole thing is ruled by Thomas Durant, who’s a bit greasy and not above manipulating senators and stocks to see that the railroad gets built. Durant’s chief surveyor, Bell, is killed in an Indian attack but his wife, Lily, survives – and it’s Bohannon who brings her back to camp. And all the while Bohannon is trying to find the last of the men responsible for the death of his wife.

It’s a great story, a fantastic setting, wonderful, complex characters (The Swede as Durant’s “muscle” is deliciously creepy). Of course the cast isn’t hard to look at either. My husband is rather partial to Lily Bell.  I, of course, adore Bohannon (played by Anson Mount). In fact, there may be a reclusive rancher in a story soon that bears a striking resemblance.

And I’ll admit it – best of all was the night Bohannon and Elam had to fight each OTHER. I looked at my husband and said, “I hope they fight with their shirts off.” Yes, I’m just that shallow.

The result?

A bit of history, a bit of romance, a lot of action. Can anyone say “All aboard!”

Harlequin Historical Western Christmas anthology

The Cowboy’s Christmas Miracle by Jillian Hart

Wrongly imprisoned, Caleb McGraw is finally free—but the bitterness he holds still makes him feel trapped. Until he sees the beautiful Caroline holding a little boy with eyes just like his own. Discovering his long-lost son is just the start of Caleb’s Christmas miracles!

Christmas at Cahill Crossing by Carol Finch

One Christmas night, outcast Lucas Burnett finds a silver-haired angel buried in the snow. But Rosalie Greer is no pale spirit—she’s a fiery, independent woman, as wild as the mustangs Lucas breeds. Can she be the one to finally thaw Lucas’s frozen heart?

A Magical Gift at Christmas by Cheryl St.John

Meredith has always dreamed of a grand life but, stranded on a train in heavy snowfall with two young stowaways, she unexpectedly finds she has everything she needs with just one strong man to protect her….

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Before I bought a book about early railroad travel in order to research a Christmas story I’m writing for another anthology I never considered what life was like before a national standard time was implemented.

Each community set their own time, usually by the position of the sun. The time of day was simply a local matter, marked by some well-known clock such as on a church steeple or in a jeweler’s window. No one knew or even cared if the clocks in neighboring towns were either ahead or behind his own.

Not only that, but in each city there were at least two systems of time in use, the local and the railroad, and if a number of railroad companies came into a city, there was an additional system for each of them. Gadgets were sold that could quickly calculate the various times. This seemed plenty good enough for most people.

But as you can imagine, it created a nightmare for railroad companies who were trying to maintain an accurate schedule.

As early as 1809, an amateur astronomer by the name of William Lambert was the first man in the U.S. to sense a growing need. He tried to get something done but no one would listen to him. They pretty much considered him a crackpot.

Professor Charles Dowd came along and published a pamphlet in 1870 entitled, “A System of National Time for the Railroads.” His original idea was to divide the country into four sections on meridian lines with each section to cover fifteen degrees of longitude or one hour in time. The meridian of Washington, D.C. was the primary meridian. The railroads immediately saw the value of the plan, but they were involved in wars over rates and were not in the mood to cooperate. The country as a whole passed on the idea. Each community took pride in its local time. They dug in their heels and resisted all efforts to make even minor adjustments.

So thirteen years passed with nothing being done. Finally on Nov. 18, 1883 the national railroad companies in Canada and the U.S. adopted Professor Dowd’s plan. They implemented a standard time system with little inconvenience to anyone.

In recognition of his services, Professor Dowd received annual passes on all the railroads in the U.S. Ironically, he was killed by a train on a crossing at Saratoga, New York in 1904.

The U.S. Congress didn’t address the problem and sign into law the Standard Time Act until March 19, 1918.

Then along came the Daylight Savings Plan and that upset everyone’s applecart all over again. People just get all bent out of shape when someone messes with their time, even if it’s for their own benefit.

And now it’s almost time to fall back an hour. Do you agree or disagree with the time change?

 <<——- If you haven’t gotten this book yet, now’s the time.

When I went into the bank yesterday the gals seemed a tad extra cheerful and there was excited chatter about plans for the three-day weekend. It is, after all, their holiday, a day of recognition and appreciation for the American work force. That got me to thinking about the origins of Labor Day, a movement that started in the hubbub of my favorite era.

By general definition, Labor Day, the first Monday in September, is a creation of the labor movement and is dedicated to the social and economic achievements of American workers. It constitutes a yearly national tribute to the contributions workers have made to the strength, prosperity and well-being of our country. But Labor Day didn’t start out as a national holiday.

The first state in our union to recognize this holiday was New York, on September 5 1882. The Central Labor Union organized a parade and picnics and urged similar organizations in other cities to follow the example of New York and celebrate a “workingmen’s holiday” on that date. A movement began through the labor unions to secure state legislation for the federal holiday. 

By 1894 twenty-three of the fifty states recognized Labor Day as a state holiday, but it would take a nationwide labor dispute and the tragic loss of lives to secure a national holiday.  Labor unions took on the dastardly railroad in what became known as the Pullman Strike. The conflict began in the town of Pullman, Illinois on May 11 when approximately 3,000 employees of the Pullman Palace Car Company began a strike in response to recent reductions in wages, bringing traffic west of Chicago to a halt. The American Railway Union, the nation’s first industry-wide union, became embroiled in what The New York Times described as “a struggle between the greatest and most important labor organization and the entire railroad capital” that involved some 250,000 workers in 27 states at its peak. The strike crippled the transportation system in major cities and disrupted federal mail delivery. In July President Grover Cleveland ordered federal troops to Chicago to end the strike. Violence ensued, causing a number of deaths.  With speculation brewing about the president’s constitutional authority to implement such force,  President Grover Cleveland put reconciliation with the labor movement as a top political priority. Fearing further conflict, legislation making Labor Day a national holiday was rushed through Congress unanimously and signed into law a mere six days after the end of the strike.

A hard-earned holiday I hope all our readers will be able to enjoy with some fun and relaxation.

Best known as the place where the Pony Express began in 1860, and where Jesse James met his end in 1882, St. Joseph, Missouri, holds a place of honor in the history of westward expansion.

Situated on the bluffs of the Missouri River, St Joseph began life in 1826 as Joseph Robidoux’s first trading post. Although Missouri had become the 24th state five years earlier, in 1821, the area was still Indian territory. Lewis and Clark had passed by here on their way upriver in 1804.

When the fur trader filed the plat for the new town, he named it for his patron saint. Robidoux had only one stipulation for those wanting to buy lots of his land: no one could take possession until he had harvested his crop of marijuana. In those days, it was used in the making of hemp.

The town was destined to be successful because it’s location on the Missouri River made it easily accessable. Naturalist John James Audubon visited in May of 1843, (two months before its official incorporation) and described Robidoux’s settlement as “a delightful place for a populous city that will be here some 50 years hence.” St. Joseph celebrated its Sesquicentennial in 1993.

The settlement grew steadily, but the discovery of gold in California in 1848 turned it into a boom area. Gold seekers came across Missouri to St. Joseph by steamboat, to where the city’s location on the westward bend of the Missouri River made it one of two choice “jumping-off” points (the other was Independence, about 60 miles southwest). Gold rushers bought supplies here for the westward wagon trek. Estimates say as many as 50,000 passed through St Joseph in 1849 alone.

Another 100,000 or more pioneers would crowd the streets, bound for California and other points west, before the coming of the trains. And that’s why I chose it as a subject for today’s blog post.

Where steamboats helped established St. Joseph as the place for travelers heading west, trains kept it there. The first train from the east arrived here February 14, 1859. Until after the Civil War, St. Joseph was the westernmost point accessible by rail. That means, until around 1870, if you wanted to get to Texas–or Colorado or Montana or anyplace west–by train, you had to go through St. Joseph. By 1900, one hundred passenger trains a day came into St. Joseph. I don’t know about you, but that number boggled my mind!

And where the train tracks ended, the stage coach lines began.

If you read my blog on 11/27/09, you already know St. Joseph was the starting point of The Pony Express in 1860. And in 1887, St. Joseph became only the second city in the U.S.–after Richmond, VA–to have electric streetcars.

Wholesale houses for things like shoes, dry goods and hardware, helped ensure St. Joseph’s prosperity during its Golden Age in the late 19th century. At one time, the town ranked fourth in the nation for dry goods sales and fifth in hardware sales.

Cowboys were familiar with St. Joseph, too, since livestock was a large part of the economy beginning in 1846. Swift and Armour were important names in town.

I’m thinking that song from the musical OKLAHOMA, “Everything’s Up To Date in Kansas City” probably should have been written about St. Joseph.

To top it off, infamous bank and train robber Jesse James, a Missouri native, tried to retire here in 1881. His wife wanted him to live a more normal life. And it was here, in a house on top of the highest hill, where, in 1882, one of his new partners, Bob Ford, decided collecting the reward for Jesse James would pay better than robbing the Platte City Bank.

St. Joseph is a town full of history. There are national parks dedicated to the Lewis & Clark expedition, museums housing collections about The Pony Express, Jesse James and westward expansion, and stunning views of the mighty Missouri River. Stop in sometime. You’re bound to learn something new. I did.

I was watching a History Channel documentary the other night on the Chicago Union Stock Yards.

In 1848, when Chicago was only a hub for transporting livestock from the West to the rest of the country, small stockyards such as Lake Shore Yard and Cottage Grove Yard, were scattered throughout the city along various rail lines.

As the railroads expanded westward, Chicago evolved into a large railroad center. With the increase in the number of trainloads of livestock, the need for a centralized stock center became obvious.

In 1864, a consortium of nine railroad companies acquired three hundred and twenty acres of swampland south west of The Loop, and the Chicago Union Stock Yards was born.

By 1890 the yards were handling more than nine million cows, pigs and sheep a year. That’s a lot of hooves!

But I wanted to know who took care of all those critters.

Before the creation of the stock yards, tavern owners provided pastures and care for cattle herds waiting to be sold. Eventually they built 2300 livestock pens on the 375-acre site.

[They also built hotels, saloons, restaurants, and offices for merchants and brokers, but that’s another blog.]

My next question: who moved all those animals around? I had visions of cowboys working in downtown Chicago.  [No, not THAT kind of Cowboy!]

Unfortunately, there wasn’t a storyline there, after all. The cowboys only moved the doggies as far as Dodge City, Kansas City, and all the other termini of the cattle drives.

In the early days of the Stock Yard, drovers herded cattle, hogs, and sheep down two wide thoroughfares from the railroad cars to the pens. Then the railroad consortium built more rail lines, bringing the livestock right to the holding pens—and removing the need for the drovers.

 It’s a shame really. A thousand head of longhorns mooing their way down Michigan Avenue ahead of a couple of heart-stopping cowboys would have been entertaining.

www.tracygarrett.com 

There are headlines aplenty these days around the topic of health care, but would it surprise you to learn that one of the early adopters of employer-based health care was the railroads?   

While the vast majority of nineteenth century workers had to find and pay for their own medical care, the railroads were developing a unique and valuable employee medical benefit. 

Because the nature of railway work and travel conditions led to a heightened likelihood of injuries to employees as well as passengers and bystanders some form of available medical services became almost a necessity.  The problem became exacerbated with the opening of the transcontinental railroad.  As an ever increasing number of people were transported across unsettled territory, territory that never seen trained physicians or even the most rudimentary of medical facilities, the railroads had no choice but to hire their own physicians and set up medical facilities along their routes.

Thus was born the era of train doctors.  Most of the men and women who answered this call were actually general practitioners who could also perform surgery.   And because of the unique dangers railroad workers faced, the so-called train doctors found themselves faced with types of injuries which few had dealt with before.  They were pioneers in the development of trauma care under primitive conditions, developing techniques and treatments that eventually found their way into routine medical practice.

From the outset, most of these practitioners expressed concern over the conditions and equipment they had to work with, as well as the ability to see their patients in a timely manner when minutes could literally mean the difference between life and death.

One tool that resulted from the drive to get stop-gap care to workers who sustained injuries in remote areas, were special packs devised by railway surgeons to be carried on all trains.  These packs were stocked with basic emergency supplies such as medicines, sterile dressings and basic implements.  These were, in fact, the precursors of the modern day first aid kit.  Train doctors also promoted the training of key railroad workers in the use of such materials so that the injured party could be given appropriate first line aide until a proper physician could be reached.

As for facilities, at first, railroad doctors tried using hotel rooms, spare rooms in residences or even back porches for emergency medical care, but such rooms not only lacked the necessary equipment, their use also resulted in a large expense for the railroads who not only paid for the use of the room but also faced cleaning and replacement costs for bloodstained linens and furniture.  As an alternative, the train doctors pushed for the development and use of hospital cars to serve as both properly equipped surgical facilities and transportation for seriously ill or injured patients.  

The adoption of such cars greatly improved the survival rate of the seriously injured railroad worker and eventually evolved into highly sophisticated facilities.  They contained room to bed and care for three to four patients as well as a fully equipped operating room.  They were scrupulously maintained in order to provide a clean environment in which the surgeon could effectively perform his duties, stabilizing his patients before sending him or her on to a regular hospital.

Speaking of hospitals, the railroads were also very influential in establishing such facilities along their routes.  In mid-century it was remarked that a person traveling from St. Louis to El Paso would traverse 1300 miles without passing a single hospital.    And this was only one of numerous such stretches in the country.  The first railroad to respond to this glaring need was the Central Pacific Railroad which opened its own hospital in Sacramento in 1869.  Other railroads quickly followed suit, establishing their own hospitals along well traveled routes.

Dr. C.W.P. Brock, President of the National Association of Railway Surgeons, was quoted as saying: Mr. Greeley’s advice to the young man to “go west” may be followed with great benefit by railway surgeons from the older sections of our country; and when they have seen the superb hospitals and the practical workings of the system they will say, as the Queen of Sheba said after seeing the splendors of King Solomon, “that the half had not been told.”

On a more practical front, another surgeon was heard to estimate that “the daily cost per patient at a railway hospital runs from 40 to 60 cents, compared to $1.00 to $1.50 at a city or contract hospital.”

Train doctors were overall a progressive lot.  They endorsed the emphasis on sterilization and overall cleanliness in patient care well before such thinking was met with universal acceptance.  They were also progressive in their attitude toward embracing women into their profession.  In 1894. Dr. Carrie Lieberg of Hope, Idaho was appointed division surgeon on the Northern Pacific.

In addition to surgery on railroad-related injuries and general trauma care, railway surgeons also took on the role of overall health care provider.  They treated a wide range of illnesses, performed routine checkups, delivered babies and advised on safety, health and sanitation issues.

Alas, the train doctors are no more.  There are a number of factors that contributed to the eventual demise of the once highly effective and indispensible system.  Key among them was the change in government regulations and the explosion of medical advances in the 1950s.  The last of the railroad hospitals were sold or closed in the 1970s and the remaining train doctors retired, joined other practices or set up private practices of their own.

But these dedicated men and women left an enduring legacy.   

Their trade journal, The Railway Surgeon, though it reinvented itself a number of times, remains in print today under the name Occupational Health and Safety

The modern day specialty of occupational medicine can trace its roots to these surgeons.  They also helped to shape modern medical practice, especially in the area of trauma study and care.  They were pioneers in front line field care, in the stabilization and transport of the seriously injured, in overall trauma care and in the development and use of the modern day first aid kit.

All but forgotten by the vagaries of our national memory, train doctors nevertheless played a major, but largely unsung, role in making the settlement of the western frontier a safer proposition for all who travelled through or eventually settled in the surrounding areas.

In trying to come up with a topic for today’s post I pulled up my lagniappe file.  That’s the folder where I stash all the interesting stories and factoids I come across during research – the unexpected little tidbits that have nothing whatsoever to do with my actual story need, but that spark my imagination and get my ‘what if’ meter vibrating big time.

The piece that jumped out at me this time was an article I came across when researching circuit preachers for a minor story thread in one of my books.  The article talked about a very unique tool utilized by missionaries who were attempting to do their own brand of ‘taming the west’ – namely Chapel Cars.

These were railroad cars that were modified to serve as traveling churches.  They road the rails from town to town, diverting to sidings for as long as they were needed, then moving on to the next stop.  These cars were outfitted with very modest living quarters for the missionary and perhaps his wife.  The rest of the space was utilized for church services.

Most western movies and tales glorify the gun-toting lawman or vigilante, portraying them as the tamers of the wild and wooly west.  In actuality, the peace-minded missionaries who road the rails played a larger part in bringing peace to the lawless west than any of their more aggressive counterparts.  They traveled in their mobile churches to remote areas of the country, bringing spiritual direction and a civilizing influence to people who were starved for something to offset the violence and loneliness of their existence.

These Chapel Cars traveled throughout the west and midwest – including North Dakota, Nevada, Minnesota, California, Louisiana, Texas, Oregon and Colorado.  They stopped at mining towns and logging camps, tent cities and newly established towns, bringing their gospel message and the reminder of civilization to people who had seen neither for a long time – if ever.

And, given the unfettered existence of those in the camps and towns, their appearance was surprisingly well received more often than not – especially by the ladies of the area.  The arrival of these Chapel Cars signaled not only the chance to attend Sunday services, but brought with them someone to perform weddings, funerals, baptisms and also a welcome excuse for social gatherings.  In addition, many a rough and tough cowboy who would have balked at attending a traditional church seemed to feel differently about these side rail services.  In fact, the very novelty of the Chapel Car brought folks from miles around just to have a look.

Of course, they didn’t always receive a warm welcome.  There are recorded instances of the Chapel Cars being pelted with eggs and refuse, defaced with graffiti and even set on fire.  But these were rare instances and the cars and their custodians survived to continue their mission.

These repurposed rail cars were furnished with pews, a lectern, an altar table and in some cases an organ.  Depending on the construction, they could seat over 70 people inside.  The Chapel Car was a multipurpose unit, serving as a home, church, Sunday School, social hall, library and meeting place.  They carried bibles and tracts which were distributed all along the lines.  The missionary and his wife, in addition to their usual ministerial duties, were expected to function as singer, musician, janitor and cook.  They helped organize permanent churches, including raising the necessary funds and helping to construct the buildings.

There are records to support the existence of eleven Chapel Cars in all, though there is some evidence there may have been as many as seventeen.  Of the eleven known cars, three were utilized by Catholics, seven by Baptists and one by the Episcopalians.

Chapel cars remained in use throughout the late nineteenth and early twentieth centuries.  With the advent of World War I, however, the railroad tracks had to be kept clear for troop movement.  In addition, new regulations prohibited the railroad companies from giving ‘free rides’ to the Chapel Cars, something that had been common practice up until that time.  And as paved roads and the automobile became more prevalent it became easier for folks to travel longer distances on their own to attend church.  Thus, the Chapel Cars that had brought their spiritual message and civilizing influence to the rough and tumble west faded into history.

So, what is the most memorable place where you’ve attended a church service and what made it memorable for you?

 

 

 

 

 

 

 

 

It started as a publicity stunt. Crash two locomotives together and sell tickets. It had been done in Ohio to the cheers of delighted spectators.

 

William G. Crush, agent for The Missouri-Kansas-Texas “Katy” (MKT) Railroad knew that the public was fascinated by train wrecks. People would travel from miles away just to get a look at the twisted metal and destruction, the victims scalded by the explosion of the engine’s steam boiler.

[This is Mr. Crush as sketched for the Galveston Daily News on September 16, 1896.]

So, William pitched an idea to Katy Railroad officials: intentionally crash two trains in full view of spectators. It had been done successfully a few months earlier in Ohio, to the delight of spectators.

Needless to say, his superiors loved the idea.

The town of Crush, Texas, complete with a depot, was constructed just for the event. A special branch line of tracks was laid about 4 miles outside of the town of West, Texas. Wells were dug, water was run, food and drinks were available for purchase, and a huge tent was borrowed from Barnum & Bailey Circus to serve as a grandstand and protect the elite guests from the weather and the common spectators.

Rather than charge admission to the event, the railroad decided to make the event free—and charge $2 round-trip for a ride to site of the crash.

Everything was ready when dawn came on September 15, 1896. The train engines, #999 and #1001 were painted bright green and bright red, respectively. Both had been stripped down to ensure nothing went wrong. Six cars were attached to each engine to enhance the crash.

The organizers expected around 20,000 spectators to show up and planned accordingly. By the time the event started, more than twice that number jammed the small valley. Every inch of ground was jammed with people waiting to see two trains smash each other into scrap metal. A carnival atmosphere prevailed, complete with medicine shows, game booths and souvenir stands.

The men, women and children were given until late afternoon to listen to speeches and spend their money.

At 5pm, the two trains nosed together as if shaking hands and posed for pictures. They then backed up the low hills to opposite ends of the four mile track, and at ten minutes after 5pm, as Mr. Crush sat on horseback and waved a white hat as a signal, the engineers opened the steam to the predetermined setting and put the trains into motion before jumping off.

I’ll let the reporter for The Dallas Morning News describe what happened:

“The rumble of the two trains, faint and far off at first, but growing nearer and more distinct with each fleeting second, was like the gathering force of a cyclone. Nearer and nearer they came, the whistles of each blowing repeatedly and the torpedoes which had been placed on the track exploding in almost a continuous round like the rattle of musketry. … They rolled down at a frightful rate of speed to within a quarter of a mile of each other. Nearer and nearer as they approached the fatal meeting place the rumbling increased, the roaring grew louder …

“Now they were within ten feet of each other, the bright red and green paint on the engines and the gaudy advertisements on the cars showing clear and distinct in the glaring sun.

“A crash, a sound of timbers rent and torn, and then a shower of splinters.

“There was just a swift instance of silence, and then as if controlled by a single impulse both boilers exploded simultaneously and the air was filled with flying missiles of iron and steel varying in size from a postage stamp to half of a driving wheel …

“All that remained of the two engines and twelve cars was a smoking mass of fractured metal and kindling wood, except one car on the rear of each train, which had been left untouched. The engines had both been completely telescoped, and contrary to experience in such cases, instead of rising in the air from the force of the blow, were just flattened out. There was nothing about the cars big enough to save except pieces of wood, which were eagerly seized upon and carried home as souvenirs.”

The plan was for the trains to reach approximately 10mph by the time they met in the middle. Instead, they were traveling closer to 45mph. The impact sent shrapnel flying more than 100 feet into the air—and into the crowd. Miraculously, considering the size of the crowd only three people were killed.

William Crush was fired the evening of the crash, but Katy Railroad officials rehired him the very next day, and he worked for the company until he retired.

The “Crash at Crush” was immortalized by famed Texas ragtime composer Scott Joplin in his march, “The Great Crush Collision March.” Click here to listen to the music  – complete with crash and scream: 

http://www.perfessorbill.com/covers/crush.htm

It was a publicity stunt that will never be attempted again – but the stories remain, told over and over by those who were there for the Crash at Crush.

Click on the cover to purchase Tracy’s latest release