The Zeppelin airship “Graf Zeppelin” flying over the Reichstag building in Berlin; October 1928
LZ 127 Graf Zeppelin (Deutsches Luftschiff Zeppelin #127; Registration: D-LZ 127) was a German-built and -operated, passenger-carrying, hydrogen-filled, rigid airship which operated commercially from 1928 to 1937. It was named after the German pioneer of airships, Graf Ferdinand von Zeppelin, who was a Count in the German nobility.
The ‘Graf Zeppelin’ is considered the finest airship ever built. It flew more miles than any airship had done to that time or would in the future. Its first flight was on September 18, 1928. In August 1929, it circled the globe. Its flight began with a trip from Friedrichshaften, Germany, to Lakehurst, New Jersey, allowing William Randolph Hearst, who had financed the trip in exchange for exclusive rights to the story, to claim that the voyage began from American soil.
Piloted by Eckener, the craft stopped only at Tokyo, Japan, Los Angeles, California, and Lakehurst. The trip took 12 days—less time than the ocean trip from Tokyo to San Francisco.
During the 10 years the Graf Zeppelin flew, it made 590 flights including 144 ocean crossings. It flew more than one million miles (1,609,344 kilometers), visited the United States, the Arctic, the Middle East, and South America, and carried 13,110 passengers.
Dagen H -Sweden switches from left to right-hand traffic; Sept 3rd, 1967
Dagen H (H day), today usually called “Högertrafikomläggningen” (“The right-hand traffic diversion”), was the day on 3 September 1967, in which the traffic in Sweden switched from driving on the left-hand side of the road to the right. The “H” stands for “Högertrafik”, the Swedish word for “right traffic”. It was by far the largest logistical event in Sweden’s history.
There were various major arguments for the change:
- All of Sweden’s neighbours (including Norway and Finland, with which Sweden has land borders) drove on the right, with 5 million vehicles crossing those borders annually.
- Approximately 90 percent of Swedes drove left-hand drive (LHD) vehicles. This led to many head-on collisions when passing on narrow two-lane highways, which were common in Sweden due to the fact that the country’s low population density and traffic levels made road-building expensive in per capita terms. City buses were among the very few vehicles that conformed to the normal opposite-steering wheel rule, being left-hand drive.
However, the change was widely unpopular; in a 1955 referendum, 83 percent voted to keep driving on the left. Nevertheless, on May 10, 1963, the Swedish Parliament (Riksdagen) approved the Prime Minister Tage Erlander‘s government proposal of an introduction of right hand traffic in 1967, as the number of cars on the road tripled from 500,000 to 1.5 million, and was expected to reach 2.8 million by 1975. A body known as Statens Högertrafikkommission (HTK) (“the state right-hand traffic commission”) was established to oversee the changeover. It also began implementing a four-year education programme, with the advice of psychologists.
The campaign included displaying the Dagen H logo on various commemorative items, including milk cartons and underwear. Swedish television held a contest for songs about the change; the winning entry was “Håll dig till höger, Svensson” (‘Keep to the right, Svensson‘) written by Expressen journalist by Peter Himmelstrand and performed by The Telstars.
As Dagen H neared, every intersection was equipped with an extra set of poles and traffic signals wrapped in black plastic. Workers roamed the streets early in the morning on Dagen H to remove the plastic. Similarly, a parallel set of lines were painted on the roads with white paint, then covered with black tape. Before Dagen H, Swedish roads had used yellow lines.
On Dagen H, Sunday, 3 September, all non-essential traffic was banned from the roads from 01:00 to 06:00. Any vehicles on the roads during that time had to follow special rules. All vehicles had to come to a complete stop at 04:50, then carefully change to the right-hand side of the road and stop again (to give others time to switch sides of the road and avoid a head on collision) before being allowed to proceed at 05:00. In Stockholm and Malmö, however, the ban was longer — from 10:00 on Saturday until 15:00 on Sunday — to allow work crews to reconfigure intersections. Certain other towns also saw an extended ban, from 15:00 on Saturday until 15:00 on Sunday.
The relatively smooth changeover saw a reduction in the number of accidents. On the day of the change, only 157 minor accidents were reported, of which only 32 involved personal injuries, with only a handful serious. On the Monday following Dagen H, there were 125 reported traffic accidents, compared to a range of 130 to 198 for previous Mondays, none of them fatal. Experts suggested that changing to driving on the right reduced accidents while overtaking, as people already drove left-hand drive vehicles, thereby having a better view of the road ahead; additionally, the change made a marked surge in perceived risk that exceeded the target level and thus was followed by very cautious behaviour that caused a major decrease in road fatalities. Indeed, fatal car-to-car and car-to-pedestrian accidents dropped sharply as a result, and the number of motor insurance claims went down by 40%.
These initial improvements did not last, however. The number of motor insurance claims returned to ‘normal’ over the next six weeks and, by 1969, the accident rates were back to the levels seen before the change.
Unpacking Mona Lisa after the end of World War II; ca.1945
In 3 days, 200 people packed 3600+ pieces of art, sculpture, and other valuables and transported them into the Loire Valley, where they were kept until the end of the war. (Source)
Titanic collapsible lifeboat D approaching the rescue ship RMS Carpathia; April 15th 1912
By the time Collapsible Boat D was launched at 2:05 a.m., there were still 1,500 people on board Titanic and only 47 seats in the lifeboat. Crew members formed a circle around the boat to ensure that only women and children could board. Two small boys were brought through the cordon by a man calling himself “Louis Hoffman”. His real name was Michel Navratil; he was a Slovak tailor who had kidnapped his sons from his estranged wife and was taking them to the United States. He did not board the lifeboat and died when the ship sank. The identity of the children, who became known as the “Titanic Orphans”, was a mystery for some time after the sinking and was only resolved when Navratil’s wife recognised them from photographs that had been circulated around the world. The older of the two boys, Michel Marcel Navratil, was the last living male survivor of the disaster. First Class passenger Edith Evans gave up her place in the lifeboat to Caroline Brown, who became the last passenger to enter a lifeboat from the davits. Evans became one of only four First Class women to perish in the disaster.
In the end, about 25 people were on board when it left the deck under the command of Quartermaster Arthur Bright. Two first class passengers, Hugh Woolner and Mauritz Håkan Björnström-Steffansson, jumped from A-Deck (which had started to flood) into the boat as it was being lowered, with Björnström-Stefansson landing upside down in the boat’s bow and Woolner landing half-out, before being pulled aboard by the occupants. Another first class passenger, Frederick Maxfield Hoyt, who had previously put his wife in the boat, jumped in the water immediately after, and was hauled aboard by Woolner and Björnström-Steffansson. The number of people on board later increased when about 10–12 survivors were transferred to collapsible D from another boat. Carpathia picked up those aboard collapsible D at 7:15 a.m.
Four-year-old Michael Finder of East Germany is tossed by his father into a net held by firemen across the border in West Berlin. The apartments were in East Berlin while their windows opened into West Berlin; October 7th, 1961
Public execution of Roman Catholic Priests and other Polish Civilians in Bydgoszcz’s Old Market Square; September 9th, 1939
Colored photo of the cascades of Bergpark Wilhelmshöhe, a landscape park in Kassel, Germany, and a future UNESCO World Heritage Site. Cascades are created from the 92,000 gallons of water flowing through the then 200-year-old hydro-pneumatic devices; ca. 1890 – 1905
Inflating cow skins to use as boats for crossing the swift Himalayan River Sutlej, northern India; ca. 1903
Stereoscopic photograph of inflated bullock skin boat, or dreas, at the side of the river Sutlej, in Himachal Pradesh, taken by James Ricalton in c. 1903, from The Underwood Travel Library: Stereoscopic Views of India. This image is described by Ricalton in ‘India Through the Stereoscope’ (1907): “I have crossed the river several times on these inflated bullock-skins…The drea-man, after inflating the skin as you see them doing here, places it on the water and places himself on his stomach athwart the skin with his feet in the water; he holds a short paddle in his hands. The intending passenger sits erect, astride the drea-man…You have observed how the skin for this purpose is taken from the animal in one piece and how all openings in the skin are closed except in one leg which is kept open for inflation…These drea-wallahs can drive the skins across the river during high floods when the best swimmer would be helpless in the powerful current.” One of a series of 100 photographs that were supposed to be viewed through a special binocular viewer, producing a 3D effect. The series was sold together with a book of descriptions and a map with precise locations to enable the ‘traveller’ to imagine that he was really ‘touring’ around India. Stereoscopic cameras, those with two lenses and the ability to take two photographs at the same time, were introduced in the mid 19th century and revolutionised photography. They cut down exposure time and thus allowed for some movement in the image without blurring as subjects were not required to sit for long periods to produce sharp results.
B-17G ‘Wee Willie’ shot down in a sortie over a marshalling yard in Stendal, Germany. Of the crew of 9 only the pilot survived; ca. April 8th, 1945
Wee Willie was shot down just 31 days before the end of the Second World a in Europe, and was the second to last B-17 lost by the 91st Bomb Group before the end of the war. The crash was described as follows by an eyewitnesses:
“We were flying over the target at 20,500 feet [6,248 meters] altitude when I observed aircraft B-17G, 42-31333 to receive a direct flak hit approximately between the bomb bay and #2 engine. The aircraft immediately started into a vertical dive. The fuselage was on fire and when it had dropped approximately 5,000 feet [1,524 meters] the left wing fell off. It continued down and when the fuselage was about 3,000 feet [914.4 meters] from the ground it exploded and then exploded again when it hit the ground. I saw no crew member leave the aircraft or parachutes open.”
The pilot managed to escape and spend the rest of the war as POW.
The wreck of the 1908 Wright Flyer that seriously injured Orville Wright and killed Lt. Thomas E. Selfridge, the first person to die as the result of an airplane accident; September 17th, 1908
During flight trials to win a contract from the U.S. Army Signal Corps, pilot Orville Wright and passenger Lt. Thomas Selfridge crash in a Wright Flyer at Fort Myer, Virginia. Wright is injured, and Selfridge becomes the first passenger to die in an airplane accident.
After Wilbur and Orville Wright made their historic first-ever airplane flight Dec. 17, 1903, they spent the next few years largely in seclusion developing their new invention. By the end of 1905 their interest in aviation had changed from curiosity and the challenge of flying, to the business of how to turn aviation into an industry: They were looking for a business model.
Unfortunately their first attempts to attract the United States government to the idea of using airplanes were turned down. The military just didn’t see how the airplane could be used in any practical way.
For two-and-a-half years the Wright brothers did not fly. They continued to work on their airplane, but put more and more time into building the business. Eventually they were able to attract interest from both the French and British governments, but by 1907 they still did not have any firm contracts.
But the Wright brothers were awarded two contracts in 1908: one from the U.S. Army and the other from a French business. The Army contract was for a bid to fly a two-man “heavier-than-air” flying machine that would have to complete a series of trials over a measured course. In addition to the $25,000 (about $600,000 in today’s buying power) bid, the brothers would receive a $2,500 bonus for every mile per hour of speed faster than 40 mph. No supersonic stealth fighters just yet.
Because they had not flown since October 1905, the brothers returned to Kitty Hawk to test their new controls to be used on the Wright Flyer in the Army flight trials. Despite some difficulty getting used to the new controls, both brothers managed to get some practice flying in during the stay in North Carolina.
Wilbur was in France during the summer of 1908 demonstrating the new Wright Flyer to Europeans (video). Orville remained in the United States and on Sept. 3 made his first flight at Fort Myer, where the Army trials were set to begin.
The flight tests set out by the Army required the airplane to carry two people for a set duration, distance and speed. There was a committee of five officers to evaluate the Wright Flyer’s performance, including the 26-year-old Selfridge.
Selfridge was a member of the Aerial Experiment Association and had designed the group’s first powered airplane. The Red Wing first flew on March 12, 1908, but crashed and was destroyed on its second flight a few days later.
During the first two weeks of September Orville made 15 flights at Fort Myer. He set three world records Sept. 9, including a 62-minute flight and the first public passenger flight. By Sept. 12 Orville had flown more than 74 minutes in a single flight and carried Maj. George Squier for more than 9 minutes in one flight.
On Sept. 17 Orville was flying Selfridge on another of the test flights. Three or four minutes into the flight, a blade on one of the two wooden propellers split and caused the engine to shake violently. Orville shut down the engine but was unable to control the airplane.
The propeller had hit a bracing wire and pulled a rear rudder from the vertical position to a horizontal position. This caused the airplane to pitch nose-down, and it could not be countered by the pilot.
The Wright Flyer hit the ground hard, and both men were injured. Orville suffered a fractured leg and several broken ribs. Selfridge suffered a fractured skull and died in the hospital a few hours later.
Despite the crash, and the first passenger death in an airplane, the Army was significantly impressed with the Wright Flyer and allowed the brothers to complete the trials the following year. They were awarded the contract. Along with success in France, the Wright brothers were well on their way to establishing what would become one of the most successful aviation companies during the early days of flying.
Because of the crash, the first Army pilots were required to wear helmets similar to early football helmets in order to minimize the chance of a head injury like the one that killed Selfridge.
Though the early days of aviation continued to be full of danger, airplane travel today is statistically one of the safest modes of transportation based on passenger miles traveled. Between 1995 and 2000 there were about 3 deaths per 10 billion passenger miles flown.
Soldiers after the Battle of Dybbøl; ca. 1864
The Battle of Dybbøl was the key battle of the Second Schleswig War and occurred on the morning of 18 April 1864 following a siege starting on 7 April.
On the morning of 18 April 1864 at Dybbøl, the Prussians moved into their positions at 2.00. At 10.00 the Prussian artillery bombardment stopped and the Prussians charged through shelling from the Rolf Krake which did not prove enough to halt them. Thirteen minutes after the charge, the Prussian infantry had already seized control of the first line of defence of the redoubts.
A total massacre of the retreating troops was avoided and the Prussian advance halted by a counter-attack by the 8th Brigade, until a Prussian attack threw them back; that attack advanced about 1 km and reached Dybbøl Mill. In that counter-attack the 8th Brigade lost about half their men, dead or wounded or captured. This let the remnants of 1st and 3rd Brigades escape to the pier opposite Sønderborg. At 13.30 the last resistance collapsed at the bridgehead in front of Sønderborg. After that there was an artillery duel across the Alssund.
During the battle around 3,600 Danes and 1,200 Prussians were either killed, wounded or disappeared. A Danish official army casualty list at the time said: 671 dead; 987 wounded, of whom 473 were captured; 3,131 unwounded captured and/or deserters; total casualties 4,789. The 2nd and 22nd Regiments lost the most. Also, the crew of the Danish naval ship Rolf Krake suffered one dead, 10 wounded.
The Battle of Dybbøl was the first battle monitored by delegates of the Red Cross: Louis Appia and Charles van de Velde. Following the battle, the Prussians used the fort area as a starting point to attack Als in June 1864.
While the battle of Dybbøl was a defeat for the Danes the activities of the Rolf Krake along with other Danish naval actions during the conflict served to highlight the naval weakness of Prussia. In an attempt to remedy this the Austro-Prussians dispatched a naval squadron to the Baltic which was intercepted by the Danish Navy at the Battle of Helgoland. A peace treaty was signed on 30 October 1864 that essentially turned the duchies of Schleswig and Holstein into an “Austro-Prussian condominium, under the joint sovereignty of the two states.” The German chancellor, Otto von Bismarck, had taken one of the first steps toward launching the German Empire that would dominate Europe until World War I.
French neurologist Guillaume Duchenne de Boulogne triggers the expression of ‘terror’ on a subject through electrical stimulation the mimetic muscles; ca. 1862
Superheater Tubes and Boiler Flues, C&O T-1 #3020 Boiler Explosion; May 12th, 1948
“Two crewmen died of burns when this Chesapeake and Ohio Railroad engine exploded at Chillicothe, Ohio, on May 12th. The explosion turned the flue pipes of the engine’s superheater unit in this twisted mass. A third crewman was injured.”
“Spectators watching a Wall of Death performance featuring a lion in a sidecar”, Revere Beach, MA; ca. 1929
Mr. “Fearless” Egbert taking his five year-old lion for a ride on the Wall of Death at Mitcham fair.
Fridtjof Nansen (10 October 1861 – 13 May 1930) was a Norwegian explorer, scientist, diplomat, humanitarian and Nobel Peace Prize laureate. In his youth he was a champion skier and ice skater. He led the team that made the first crossing of the Greenland interior in 1888, traversing the island on cross-country skis. He won international fame after reaching a record northern latitude of 86°14′ during his North Pole expedition of 1893–96. Although he retired from exploration after his return to Norway, his techniques of polar travel and his innovations in equipment and clothing influenced a generation of subsequent Arctic and Antarctic expeditions.
Nansen studied zoology at the Royal Frederick University in Christiania (renamed Oslo in 1925), and later worked as a curator at the Bergen Museum where his research on the central nervous system of lower marine creatures earned him a doctorate and helped establish modern theories of neurology. After 1896 his main scientific interest switched to oceanography; in the course of his research he made many scientific cruises, mainly in the North Atlantic, and contributed to the development of modern oceanographic equipment. As one of his country’s leading citizens, in 1905 Nansen spoke out for the ending of Norway’s union with Sweden, and was instrumental in persuading Prince Carl of Denmark to accept the throne of the newly independent Norway. Between 1906 and 1908 he served as the Norwegian representative in London, where he helped negotiate the Integrity Treaty that guaranteed Norway’s independent status.
In the final decade of his life, Nansen devoted himself primarily to the League of Nations, following his appointment in 1921 as the League’s High Commissioner for Refugees. In 1922 he was awarded the Nobel Peace Prize for his work on behalf of the displaced victims of the First World War and related conflicts. Among the initiatives he introduced was the “Nansen passport” for stateless persons, a certificate recognised by more than 50 countries. He worked on behalf of refugees until his sudden death in 1930, after which the League established the Nansen International Office for Refugees to ensure that his work continued. This office received the Nobel Peace Prize for 1938. Nansen was honoured by many nations, and his name is commemorated in numerous geographical features, particularly in the polar regions.
Russian trenches in the forests of Sarikamish, WWI; ca. 1914-15
The Battle of Sarikamish was an engagement between the Russian and Ottoman empires during World War I. It took place from December 22, 1914 to January 17, 1915 as part of the Caucasus Campaign.
The outcome was a Russian victory. The Ottomans employed a strategy which demanded that their troops be highly mobile and to arrive at specified objectives at precise times. This approach was based both on German and Napoleonic tactics. The Ottoman troops, ill-prepared for winter conditions, suffered major casualties in the Allahuekber Mountains.
Afterward, Ottoman leader Enver Pasha publicly blamed his defeat on Armenians and the battle served as a prelude to the Armenian Genocide.
Portrait photograph of Roald Amundsen; ca. 1907
Roald Amundsen led the Antarctic expedition of 1910–12 which was the first to reach the South Pole, on December 14th, 1911.
In 1926, he was the first expedition leader for the air expedition to the North Pole. Amundsen is recognized as the first person, without dispute, as having reached both poles. He is also known as having the first expedition to traverse the Northwest Passage (1903–06) in the Arctic.
Civil War Veteran Jacob Miller was shot in the forehead on Sept.19th 1863 at Brock Field at Chickamauga. He lived with an open bullet wound for many years, with the last pieces of lead dropping out 31 years after he was first shot; ca. 1911
Jacob Miller’s account taken from the Daily News Joliet Ill. Wed. June 14, 1911:
Braidwood is sending to the state G.A.R. encampment today one of the most remarkable hero survivors of the Civil War. His name is Jacob Miller and since Sept. 19, 1863, he has lived with an open bullet wound in his forehead. For a number of years the bullet remained in his head but piece by piece it fell out till now. It is thought none of it remains in the wound. During the time it was in the head it at times would produce a stupor, which sometimes would last two weeks, it being usually when he caught cold and produced more of a pressure on the brain. At other times delirium would seize him and he would imagine himself again on picket duty and would tramp back and forth on his beat, a stick on his shoulder for a musket, a pitiful object of the sacrifice for freedom. As these pieces of lead gradually loosened and fell out he regained his usual health and is now at the age of 78 years, one of the most, if not the most, remarkable survivor of the Civil war.
The harrowing experience undergone by Mr. Miller is so vividly felt by him even at this late day that it is seldom he can be persuaded to talk of it.
But it is my privilege to record from his own hand writing written for his family the story of his miraculous escape from death at that memorable time under his signature.
Jacob Miller, formerly a private in company K 9th Indiana Vol. Inf. Was wounded in the head near Brock Field at the battle of Chickamagua, Georgia on the morning of Sept. 19, 1863. I was left for dead when my company when my company fell back from that position. When I came to my senses some time after I found I was in the rear of the confederate line. So not to become a prisoner I made up my mind to make an effort to get around their line and back on my own side. I got up with the help of my gun as a staff, then went back some distance, then started parallel with the line of battle. I suppose I was so covered with blood that those that I met, did not notice that I was a Yank, ( at least our Major, my former captain did not recognize me when I met him after passing to our own side).
At last I got to the end of the confederate line and went to our own side while a brigade of confederates came up to their line behind me. There were none of the Union forces found on that part of the field when I passed along. I struck an old by-road and followed it the best I could, as by this time my head was swelled so bad it shut my eyes and I could see to get along only by raising the lid of my right eye and look ahead then go on till I ran afoul of something, then would look again and so on till I came to the Lafayette Pike near the Kelly house and started towards the field Hospital at the springs. I at length got so badly exhausted I had to lie down by the side of the road. At last some bearers came along and put me on their stretcher and carried me to the hospital and laid me on the ground in a tent. A hospital nurse came and put a wet bandage over my wound and around my head and gave me a canteen of water. I don’t know what time of day they examined my wound and decided to put me on the operating table till after dark some time. The surgeons examined my wound and decided it was best not to operate on me and give me more pain as they said I couldn’t live very long, so the nurse took me back into the tent. I slept some during the night . The next morning (Sunday), the doctors came around to make a list of the wounded and of their company and regiments and said to send all the wounded to Chattanooga that the ambulances would carry and told me I was wounded too bad to be moved, and if the army fell back those that were left there could afterwards be exchanged.
As stated before I made up my mind as long as I could drag one foot after another I would not allow myself to be taken prisoner. I got a nurse to fill my canteen with water so I could make an effort in getting near safety as possible. I got out of the tent without being noticed and got behind some wagons that stood near the road till I was safely away (having to open my eye with my finger to take my bearings on the road) I went away from the boom of cannon and the rattle of musketry. I worked my way along the road as best I could. At one time I got off to the side of the road and bumped my head against a low hanging limb. The shock toppled me over, I got up and took my bearings again and went on as long as I could drag a foot then lay down beside the road, to see if I could not rest so I could move. I hadn’t lain long till the ambulance train began to pass, the drivers as they passed me asked me if I was still alive, then passing on. At last one of the drivers asked if I was alive and said he would take me in, as one of his men had died back awes, and he had taken him out. Then it was all a blank to me, (Monday the 21st I came to myself and found I was in a long building in Chattanooga Tenn., lying with hundreds of other wounded on the floor almost as thick as hogs in a stock car. Some were talking , some were groaning. I raised myself to a sitting position got my canteen and wet my head. While doing it I heard a couple of soldiers who were from my company. They could not believe it was me as they said I was left for dead on the field at the left of Brock Cabin. They came over to where I was and we visited together till then came an order for all the wounded that could walk to start across the river on a pontoon bridge to a hospital, to be treated ready to be taken to Nashville. I told the boys if they could lead me, I could walk that distance. I started but owing to our army retreating the night before, and was then in and around the city wagon trains. Troops and artillery were crossing the river on the single pontoon bridge. We could not get across until almost sundown. When we arrived across and up on the bank we luckily ran across our company teamster, who we stopped with that night He got us something to eat After we ate some (the first I had tasted before daylight Saturday morning the 19th), we lay down on a pile of blankets, each fixed under the wagon and rested pretty well as the teamsters stayed awake till nearly morning to keep our wounds moist with cool water from a nearby spring.
Tuesday morning the 22nd we awoke to the crackling of the camp fire that a comrade built to get us a cup of coffee and a bite to eat of hard tack and fat meat. While eating, an orderly rode up and asked if we were wounded. If so we were to go back along the road to get our wounds dressed, so we bid the teamsters good-bye and went to get our wounds attended to. We had to wait till near noon before we were attended to. That was the first time I had my wound washed and dressed by a surgeon. After we were fixed up we drew a few crackers, some sugar coffee, salt and a cake of soap and were ordered to get into an army wagon with four army mules, ( God Bless the army mule, the soldiers friend.) We got in and started to go over Raccoon or Sand Mountain to Bridgeport, Ala. To take the train to Nashville, Tenn. After riding in the wagon awhile I found the jolting hurt my head so badly I could not stand it so had to get out. My comrades got out with me and we went on foot. I was told it was 60 miles that route to Bridgport, at least it took us four days to get there. Wednesday morning when I woke up I found I could open my right eye and see to get around. We arrived at Bridgeport the fourth day out from Chattanooga at noon, just as a train of box cars were ready to pull out. I got in a car and lay down. I had gained my point so far–and how. As the soldiers term it with lots of sand, but the sand had run out with me for the time being.
The next thing I remember I was stripped and in a bath tub of warm water in a hospital at Nashville. I do not know what date it was; in fact I didn’t pay much attention to the dates from the Friday at noon when I got in the box car at Bridgeport to start to Nashville.
After, some length of time I was transferred to Louisville , Ky. From there to New Albany, Ind.. In all the hospitals I was in I begged the surgeons to operate on my head but they all refused.
I suffered for nine months then I got a furlough home to Logansport and got Drs. Fitch and Colman to operate on my wound. They took out the musket ball. After the operation a few days, I returned to the hospital at Madison and stayed there till the expiration of my enlistment, Sept. 17, 1864. Seventeen years after I was wounded a buck shot dropped out of my wound and thirty one years after two pieces of lead came out.
Some ask how it is I can describe so minutely my getting wounded and getting off the battle field after so many years. My answer is I have an everyday reminder of it in my wound and constant pain in the head, never free of it while not asleep. The whole scene is imprinted on my brain as with a steel engraving.
I haven’t written this to complain of any one being in fault for my misfortune and suffering all these years, the government is good to me and gives me $40.00 per month pension.
The capture of Henry Rinnan, notorious Norwegian Gestapo agent, mass murderer, torturer and war criminal. Verdallsfjellen, near the Norwegian border to Sweden; May 14th, 1945
Henry Oliver Rinnan (14 May 1915 – 1 February 1947) was a notorious Norwegian Gestapo agent in the area around Trondheim, Norway during World War II.
Rinnan led a group called Sonderabteilung Lola. This group, known as Rinnanbanden among Norwegians, had fifty known members. Among them were Karl Dolmen, Arild Hjulstad-Østby and Ivar and Kitty Grande.
Born in Levanger on 14 May 1915, Rinnan was the eldest of eight children in an impoverished family. Unusually short (1.61 metres – 5 ft 3 in), he was a loner during his childhood. He worked briefly for his uncle, but was sacked for theft.
During the Winter War, Rinnan tried to enlist with the Finns to fight against the Soviet Union, but was rejected due to his poor physique.
During the Norwegian Campaign in 1940, he drove a truck for the Norwegian Army. According to Rinnan, he was recruited by the Gestapo in June 1940. His parents were members of Nasjonal Samling, but it is uncertain if he ever was a member himself. After the war, former members of Nasjonal Samling attempted to disassociate themselves from the group, which was seen as a pro-German unit.
Beginning in September 1943, the Rinnanbanden had its headquarters in Jonsvannsveien 46 in Trondheim, known as Bandeklosteret (“gang monastery”). Rinnan worked closely with the German Sicherheitspolizei in Trondheim, where his main contacts were Gerhard Flesch and Walter Gemmecke. During this decade the private residence of the Rinnan family was in the captured house of Landstads Vei 1, located approximately one kilometre from the gang’s headquarters.
The members of the independent Gestapo unit Sonderabteilung Lola infiltrated the resistance movement by engaging people in conversation in buses, trains, cafés, etc., encouraging them to talk about their attitudes toward the Nazi occupation. Having identified people who they thought were in the resistance, Rinnan’s agents worked to build trust with them and penetrate their networks. The Rinnan gang was responsible for the death of at least a hundred people in the Norwegian resistance and the British Special Operations Executive, for torturing hundreds of prisoners, for more than a thousand arrests, for compromising several hundred resistance groups, and in some cases, for deceiving people into carrying out missions for the Germans. Rinnan operated with impunity and little interference from his German taskmasters, often using murder and torture as sanctioned means.
During the war Rinnan was appointed “SS-Untersturmführer der Reserve”, and received the Iron Cross 2nd grade in 1944.
After Germany’s capitulation in May 1945, Rinnan and a band of followers tried to escape into Sweden, but were caught. On 24 December he escaped from prison again, gathered some followers, but they were again apprehended after a few days.
In the course of two trials after the war, forty-one members of the Rinnan group were convicted and sentenced. Twelve received sentences of execution by firing squad from the court of Frostating on 20 September 1946. Ten of those death sentences were carried out. Eleven other defendants were sentenced to lifelong forced labour (later pardoned), while the rest were given long prison sentences.
Rinnan was sentenced for personally murdering thirteen people, but the real number may be higher.
Four hours after midnight on 1 February 1947, Rinnan was taken from his cell in Kristiansten Fortress. A guard blindfolded him and led him outside, where he was tied to a pole. He showed no fear at his fate. At 04:05, Rinnan was executed by firing squad. He was cremated, and later unofficially buried at the Levanger Cemetery in an unmarked grave.
Forty percent of the people executed as a result of Norwegian war crimes trials after the Second World War were connected to Sonderabteilung Lola.
French Cuirassiers only a year before WWI would begin, looking much the same as they did under Napoleon; ca. 1913
And for most of that first year of fighting in WWI, they continued to look like this. French soldiers were massacred because of these dated outfits.
At the outbreak of war the French Army retained the colourful traditional uniforms of the nineteenth century for active service wear. These included conspicuous features such as blue coats and red trousers for the infantry and cavalry. The French cuirassiers wore plumed helmets and breastplates almost unchanged from the Napoleonic period. From 1903 on several attempts had been made to introduce a more practical field dress but these had been opposed by conservative opinion both within the army and amongst the public at large. In particular, the red trousers worn by the infantry became a political debating point. Adolphe Messimy who was briefly Minister of War in 1911-1912 stated that “This stupid blind attachment to the most visible of colours will have cruel consequences”; however, in the following year, one of his successors, Eugène Étienne, declared “Abolish red trousers? Never!”