Wednesday, August 14, 2019

August 14, 1919. The Red Desert "exerting a depressing influence" on the personnel of the 1919 Motor Transport Convoy.

On this day in 1919, the diarist for the 1919 Motor Transport Convoy reported that parched landscape of the Red Desert was exhibiting a "depressing influence on personnel".

And they had a fair amount of trouble including a breakdown that required an Indian motorcycle to be loaded into the Militor.

You'd see a lot of motorcycles on the same stretch of lonely highway today. The highway itself is unyielding busy but the desert is still a long stretch in Wyoming.  People either love it or find it dispiriting even now.

Classic, retired, Union Pacific Depot in Rock Springs, Wyoming.

Union Pacific freight station, Rock Springs.

Oddly, Rock Springs hardly obtained mention in today's entry, even though it is now a larger city than nearby Green River, which is the county seat.  But it is remarkable to note that the convoy was able to stop, grind a valve, and get back on the road, which is what they did, having the valve ground (or probably grinding it themselves, in Rock Springs.


The final destination that day was Green River, which they arrived in relatively late in the evening, in comparison with other days reported in the diary, after a 13.5 hour day.


Rawlins was the last substantial town that the convoy had passed through prior to this day, and its paper memorialized their stay in the and through the town with a series of photographs in the paper that was issued on this day.


The Casper paper mentioned another momentous event, the transfer of 14,000 acres from the Wind River Indian Reservation to be open for homesteading, a post World War One effort to find homesteads for returning soldiers.

That act was part of a series of similar ones that had chipped away at the size of the Reservation since its founding in the 1860s.  While the Reservation remains large, it was once larger until events like this slowly reduced its overall extent. 

14,000 acres is actually not that much acreage, but what this further indicates is an appreciation on the part of the government that the land around Riverton Wyoming was suitable for farming, as opposed to grazing.  The various homestead acts remained fully in effect in 1919 and indeed 1919 was not surprisingly the peak year for homesteading in the United States, as well as the last year in American history in which farmers had economic parity with urban dwellers.  But the land remaining in the West that was suitable for farming, as opposed to grazing, was now quite limited.  Some of that land was opening up with irrigation projects, however.

None of this took into mind, really, what was just for the native residents of the Reservation and that lead to the protests in Chicago.  Interestingly, those protests do not seem to have been undertaken by Arapaho and Shoshone tribal members, who indeed would have been a long way from home, but rather from Indians who were living in those areas, showing how the the efficient development of the spreading of news was impacting things.

Locally Judge Winters was stepping down as he felt that private practice would be more lucrative and he'd be better able to support his family  Judge Winter was a legendary local judge and his son also entered the practice of law.  While I may be mistaken, Judge Winter came back on the bench later, perhaps after his children were older.  His son was a great University of Wyoming track and field athlete and graduated from the University of Wyoming's law school in the 1930s.  Because of the Great Depression, he was unable to find work at first and therefore only took up practicing law after the Depression eased.  He was still practicing, at nearly 100 years old, when I first was practicing law and he had an office in our building.  He and his wife never had any children.

Tuesday, August 13, 2019

Today In Wyoming's History: The Spring Creek Raid.

Today In Wyoming's History: The Spring Creek Raid.:

The Spring Creek Raid.

Students of Wyoming's history are well familiar with the story of the Spring Creek Raid, which occurred on April 2, 1909, on the Nowood River outside of Ten Sleep, Wyoming.  The tragedy has been the subject of at least three well known books, including the excellent A Vast Amount of TroubleGoodbye Judge Lynch, and Ten Sleep and No Rest, the first two by lawyer and historian John W. Davis and the third, and earlier work, by Jack Gage, a former Governor of Wyoming.



The raid is justifiably famous for a number of reasons, not the least of which is that it may be the sheepman murder that most closely fits the way that we imagine the cattlemen v. sheepmen war of the late 19th and early 20th Century being.  Of course, the fact that it was an outright cold blooded killing no doubt causes it to be well remembered as well.  And then that the killings actually resulted in a trial which convicted the assassins is also worth remembering, as it demonstrated the turn of the tide of the public view on such matters.




The Wyoming historical marker sign that describes the killings does a good job of it, with perhaps the only thing omitted is that one of the ambushing party was armed with a semi automatic Remington Model 8 in .35 Remington, a very distinct arm for the time.  In basic terms, the raid occurred as several men connected with cattle raising in the area decided to enforce the "Deadline", a topographic feature of the Big Horn Mountains which meant it was a literal dead line.




The .35 Remington turned out to be critical in the story of the raid as it was an unusual cartridge for what was, at the time, an unusual arm.  The Remington 08 had only been introduced in 1905 and was a semi automatic rifle in an era in which the lever action predominated.  A lot of .35 Remington cartridges were left at the scene of the murders and investigation very rapidly revealed that a Farney Cole had left his Remington 08 at the home of Bill Keyes, which was quite near the location of the assault.  One of the assailants, George Saban, was known to not carry a gun and was also known to have been at the Saban residence the day of the assault.  Subsequent investigation matched other cartridges found on the location to rifles and pistols known to have been carried by the attackers.




Arrests soon followed and five of the assailants were ultimately charged with murder.  Two turned states' evidence.  The trials were not consolidated and only Herbert Brink's case went to trial.  To the surprise of some, he was convicted by the jury.  Due to prior trials for the killing of sheepmen being both unsuccessful and unpopular, Wyoming took the step of deploying National Guardsmen to Basin to provide security for the trial, which proved unnecessary.  The conviction was the first one in the area for a cattleman v. sheepman murder( Tom Horn had earlier been convicted for the 1903 killing of Willie Nickell, but that killing took place in southern Wyoming.




The killings were, quite rankly, uniquely cold blooded and gruesome, involving shooting into the wagons and setting them on fire.  Because of that, and the Brink conviction, the remaining four charged men plead guilty, rather than face trial.  Two plead guilty to arson, and two to second degree murder.




All were sentenced together, and Brink was sentenced to death.  His sentence was commuted, however, and he was released from prison, together with another one of the party, in 1914.  Another, George Saban, who was deeply affected by his conviction, escaped while out of the penitentiary and under guard, after being allowed to stay over in Basin in order to allegedly conduct some of his affairs.  His escape was successful and he disappeared from the face of the earth.                                                                                                                                                                                                                                                                                                               

















Echoes of Elbert County: Going To Yellowstone (1919) by Lila Tyler

Echoes of Elbert County: Going To Yellowstone (1919) by Lila Tyler: In 1919, my husband's grandfather's family drove to Yellowstone in Model T Fords. Merle Adams was twelve when they made the trip....

August 13, 1919. Rawlins to the Red Desert.

If the diarist had found the prior day a bleak one, he most definitely did today.


The roads in Wyoming were, simply put, bad and the Lincoln Highway at this time made wide use of an an abandoned Union Pacific railroad bed, that being, undoubtedly, the bed of the original transcontinental rail line which is visible throughout its old course, both in the form of the bed itself and on the ash path on either side of it.  So going was slow, and at one point a very wide detour had to be made.

At the end of the day, for the first time on the trip, the convoy camped out in an unoccupied area with no nearby towns or cities.  This is probably the camp at which Dwight Eisenhower famously told the party to expect an Indian attack as a joke.

In other military endeavors, ammunition ships that were started before the war continued to be finished.

Man-o-War, the racehorse named after a type of ship, was defeated for the first time on this day in 1919 by a horse named, appropriately enough, Upset

Monday, August 12, 2019

Transportation and Subsidies. Forgetting they're out there.

Advertisement for an Owen Magnetic, an early electric car manufactured from 1915 to 1921. Early on there were a lot of electric automobiles offered for sale before they lost out to gasoline powered vehicles.

Readers of the Tribune have probably noticed that actions by our local politicians sometimes only really show up in the news when they draw the opposition of some national body.  The effort, for example, to tax retailers with multi state operations that looked like it was going to pass drew the opposition of some organization that billed itself as promoting "modern taxation", or something like that, at that point.  That bill died soon thereafter, although it may be back in the coming legislative session.

In this weekend's Tribune, Wyoming Senator Barasso has drawn rare opposition from a group associated in some fashion with petroleum.  The organization's nature isn't clear to me, and I'm  not criticizing it (and it doesn't have a camouflaged name, to its credit) but what is clear is that its spokesman, Thomas J. Pyle, is opposed to a highway infrastructure bill that Senator Barasso sponsored which would provide 1 billion dollars in subsidies to electric car charging stations.  The bill itself is a $287 billion infrastructure bill.  The opposition is framed in the form of one promoting free enterprise.  Mr. Pyle states, in his op-ed, the gist of his argument as follows:
Fundamentally, taxpayers should not be paying for private infrastructure. Where there is a need for electric vehicle infrastructure, private companies can provide it. Electric vehicles should be no exception.
He goes on to make these points:
It should be obvious that subsidizing retail outlets for a particular product is not a proper role for government, but since we seem to be heading in that direction, let’s look at it in other contexts.
Should federal taxpayers subsidize the construction of gas stations? After all, the vast majority of cars are gasoline-powered.
Or, speaking of niche products, should we subsidize the construction of E85 pumps, which can dispense fuel with up to 85 percent ethanol? There are far more flex-fuel capable vehicles on the road than there are electric vehicles.
Or more speculatively, compressed natural gas is a potential transportation fuel, so why not include that as well?
I'm not going to comment on this particular subsidy one way or another.  People can make up their own minds about that.  But the thing I think is interesting here is the degree to which Americans disassociate the subsidization of transportation infrastructure from their stated beliefs about the "free market".  Indeed, I've often thought that Americans support the free market, except where it applies to them personally, in which case whatever it is should be free.   Automobile transportation, which is what Mr. Pyle is addressing, already is subsidized, although not in the fashion he noted (although on E85, that was the product of a type of subsidization).*

Again, I'm not arguing one way or another here, but it should be obvious to everyone that transportation is already subsidized in innumerable ways.  Indeed, anyone reading our series of posts on the 1919 Army transcontinental motor transport convoy will have noticed that.  The trip was on the Lincoln Highway, which was nothing much more than a designation of a route at that point, but even then a lot of public money was going into it.  It was mostly state money at that point, but its interesting to note how the Army was repairing and improving the road it was testing as it moved along.

Soon after that state funds for highways would become a feature of American life.  Nobody today thinks of that as a subsidy, but in fact it is. It's an automobile subsidy.  The country could have relied upon unimproved roads indefinitely, or it could have made the roads pay for themselves as toll roads, but it didn't.  Public monies started being spent on roads in massive amounts in the 1910s and its never stopped.  After World War Two Federal money came in in a massive way and that's never stopped.  Wyoming may decry the influence of the Federal government on various things routinely, but we never decry receiving Federal highway dollars.

The subsidization of highways is directly harmful to another industry, the railroads.  Railroad were so good in the U.S. in the 1910s that they'd actually caused prior roads, albeit wagon roads, to atrophy.  But public funding for highways reversed that and harmed railroads in a way that they've never really recovered from. There's no reason at all that almost all ground interstate transportation couldn't be by rail. . . except for the subsidization of the highways.

The railroads themselves, however, were in fact subsidized early on through the provision of land grands to railroads in order to encourage them to expand.  This started in the 1860s and it didn't last long, but it didn't need to as an incentive.  The provision of land to railroads in the West made them rich in land to sell and in mineral rights associated with the land.

That incentivizing feature is significant here in that both the highway system and the railroad grants were designed in order to boost the industries that used them, which was thought of as beneficial to the nation.  Railroads acquired eminent domain from governments and then land grands from the Federal Government as the nation wanted to promote rail transportation. Without those, it would have been very slow to advance, if it would have at all.  Highways were likewise thought of as advancing the cause of transportation, something not lost on the automobile industry which even sent its own vehicles along on the 1919 convoy.

And of course, more recently we have the example of the Federal administration of air travel.  That really commenced with the Air Commerce Act of 1926, but here too, it's a subsidy to air travel.

Should the government fund electric car charging stations?  I don't know, but the thought is clearly to put them in places that they aren't going to get to quickly in order to boost the advancement of electric vehicles.  And electric vehicles are coming.  They've already reached the point where they are a very expensive alternative to fuel burning vehicles and they're out there.  Ford has announced that its introducing an electric version of the F150 in the very near future. Harley Davidson has an electric motorcycle that its made and its just waiting.

Part of what everyone in the automobile industry is waiting for is the spread of charging stations.  Right now, it takes about ten hours to completely recharge a depleted Tesla battery.  That's probably no big deal if you are only driving your Tesla locally, but it is a big deal if you are trying to make highway miles anywhere.

There actually are more Tesla charging stations in the West than a person might suppose, including in Wyoming. To my surprise, in looking it up, there's a complete set of them along I80 and another on I25.  On state highways, Riverton, Lusk and (not surprisingly) Jackson have them. So they're getting out there.  Having adequate charging stations are undoubtedly a key part of the advancement of the design.  Longer battery life, however, and quicker charging times, will really be the key to the real advancement of electric vehicles, but that day is very rapidly coming.

Should Congress try to speed up that advance? Well, it is, assuming that the bill makes it through Congress.  A person can of course debate whether the subsidy is a good thing or not, and why it is a good thing or not.  But in Pyle's conclusion, there's something missing:
So, if you see Sen. Barrasso at the coffee shop this summer, tell him to pull the plug on the giveaway for electric vehicle charging stations. We shouldn’t let the Democrats inject their Green New Deal into the highway bill.
And that thing would be, if we're already subsidizing transportation massively, favoring ground road transportation over everything else, and favoring retaining viable air service, shouldn't we at least recognize that?

_________________________________________________________________________________

*E85 is a type of Ethanol, and Ethanol has been subsidized by the Federal Government in the past.  Legislation is what made ethanol as common as it now is as a fuel.

August 12, 1919 Medicine Bow to Rawlins, Wyoming on the Motor Transport Convoy

Lincoln Highway marker at Ft. Fred Steele.

The Motor Transport Convoy traveled from Medicine Bow to Rawlins on this day in 1919.




The diarist wasn't impressed with the roads or the conditions in any fashion.  Indeed, he reported Ft. Steele as being the only pleasant spot on the journey.


Today the highway doesn't pass through Ft. Steele as it once did, but is located several miles to the south.  Interestingly, there is a campground near the current Interstate Highway.

Union Pacific depot in Rawlins.  This would have been a busy depot in 1919.

On the same day, men were busy at work elsewhere in the West.

Water troughs at Thompsons Cattle Camp. Wenaha N.F. 43264A. USDA, Forest Service, Umatilla National Forest, Oregon. August 12, 1919.

And overseas, a photographer took a reminder of the cost of the recent war.


So, if in terms of combating Russian influence in the election cycle, there's one simple thing you can do. . .

which is not getting your news from Twitter, Facebook or any sort of social media.

Just don't.

Twitter, Reddit, Facebook, whatever.  The news there is junk.

Want news?  Get it from a local newspaper or a respected national one. And by that, I mean the print edition, not the online edition that has a zillion screaming comments.  Or get it from a respected radio source.  Get it from television, if you must (the least best alternative) but don't get it from the net.

That's the source that's easy to manipulate, which has been manipulated, and which is going to be manipulated.


Sunday, August 11, 2019

August 11, 1919. Laramie to Medicine Bow on the 1919 Motor Transport Convoy. Andrew Carnegie passes away and the Weimar Republic born.

A Packard furnished by the Firestone company crosses what passed for a bridge west of Laramie on this day in 1919.

On this day in 1919, the Motor Transport Convoy resumed its travel along a road that today is a state highway.

The path on the state highway today would take you to all the same spots, in much of the same conditions.  You'd still pass through Rock River, although the tiny town today would be hard pressed to offer a Red Cross canteen service.

Motor Transport Convoy in Rock River.

Today Rock River is a very small town, although its fortunes appear to have somewhat revived recently.


The Virginian Hotel in Medicine Bow is still there and its still open, so perhaps similar festivities could be held today at that location.  The once busy train depot, however, doesn't serve passengers anymore.


Virginian Hotel in background, old Union Pacific depot to the right.  The hotel is named after the protagonist in Owen Wister's novel, which starts off in Medicine Bow.

The big news on this day is that Andrew Carnegie, the industrialist turned philanthropist, died at age 83.  His passing as headline news.

Carnegie in 1905.

In Germany, the Weimar Constitution was formally adopted.  With that, Germany had officially passed from having a caretaker government made up exclusively of Socialist to being a liberal parliamentary democracy. The shepherding of that effort by the heads of the SDP had been a difficult one, meeting opposition from the more radical left which wanted a government of soviets, and which was willing to rebel in support of that cause, and only barely supported by the right, which was already turning to militarism.

On the same day, the Reichstag passed the Reich Settlement Act, and agricultural act that provided for limited land redistribution.  The act did not result in a large scale change in German agricultural land owning patters but it did ultimately result in 57,000 German farmers coming into land ownership.  It's passage took a middle of the road approach to land questions signaling the moderate nature of the postwar German parliament.

Sunday Morning Scene: Churches of the West: Oregon Trail Memorial Episcopal Church, Eden Wyoming

Churches of the West: Oregon Trail Memorial Episcopal Church, Eden Wyoming:

Oregon Trail Memorial Episcopal Church, Eden Wyoming









This is the Oregon Trail Memorial Episcopal Church in small Eden Wyoming.  The Oregon Trail did in fact go right by Eden, which is quite near the Parting of the Ways.

Saturday, August 10, 2019

Best Posts of the Week of August 4, 2019.

The best post of the week of August 4, 2019.

,

Disaffection and Violence


Oh no, it can't be that. . .


I broke my glasses yesterday evening. . .

and by that I don't mean the lenses, although I did break one of them, but I damaged the frame.

No biggie, I'm sure most folks will say.

Well, in a year of changes, it feels like one.


I've posted on my glasses here several times, basically giving the story of how I came to use this frame in 1987.  That means that I've been wearing these frames, most days, for 32 years.  That's a long time.

That's particularly a long time if you consider that these were my father's before they were mine.  I don't know how long he wore this particular pair, but he wore this type from some point in the 1940s to some point in the 1950s.  Basically, therefore, these likely have something like 35 to 40 years of use.

I note that as after I stupidly broke them, I was looking at them, and they're pretty worn now.

What  happened is that for some reason I put them on my bed as I was getting ready for bed, and somehow it just slipped my mind they were there.  I then rolled into bed and basically crushed them, sort of, actually breaking one of the lenses.  If we keep in mind that lenses are now plastic, that's really something.

I have two, actually three, sort of, frames of the same type.  I have one that's identical actually, with sun glass lenses in them now.  So if I don't fix these, I don't have to give up the type.  And I am pondering that.  In looking at them, the almost 40 years of use has now taken its toll on that set.  Maybe I should just push one of the other sets into use.  Indeed, I have in that I'm now wearing a similar set that has screws instead of notches to hold in the lenses.  They're a set that supposedly I had done for hunting and riding as I didn't want the lenses to pop out, although I often just wore the other ones.

But for some reason, I hate to think that I've permanently damaged the other ones.  I can probably remedy it, but it makes me feel rather upset.

It's a mere material object, and I shouldn't feel that way about it. But sometimes material objects stand for more than their mere utility.

August 10, 1919. The Motor Transport Convoy rests in Laramie. Troop A, New Jersey State Militia Reserve trains at Denville.

The Motor Transport Convoy spent their Sunday in Laramie on this day in 1919.


The weather was "fair and cool", which would be a good description of most summer days in high altitude Laramie, which has some of the nicest summer weather in Wyoming.  Wind and rain in the late afternoon is a typical feature of the summer weather there.

In New Jersey, where the weather probably wasn't fair and cool, Troop A of the New Jersey State Militia Reserve was training.

Troop A, New Jersey State Militia Reserve, at Denville, New Jersey.

State units during World War One and World War Two are a really confusing topic.  All states have the ability to raise state militia units that are separate and part from the National Guard, but not all do. Generally, however, during the Great War and even more during the Second World War, they did.

State units of this type are purely state units, not subject to Federal induction, en masse. Their history is as old as the nation, but they really took a different direction starting in the Spanish American War.

Early on, all of the proto United State's native military power was in militia units. There was no national army, so to speak, in Colonial America. The national army was the English Army, which is to say that at first, prior to the English Civil War, it was the Crown's army.  That army was withdrawn from North American during the English Civil War of the 1640s and 1650s, in which it was defeated.  During that decade long struggle British North America was defended by local militias.  When British forces returned, which they did not in any numbers until the French and Indian War, it was the victorious parliamentary army, famously clad in red coats, which came back.

Not that this was novel.  Early on all early British colonies were also defended only by militias. The Crown didn't bother to send over troops to defend colonies, which were by and large private affairs rather than public ones anyhow.  At first, individual colonies were actually town sized settlements, with associated farmland, and they had their own militias.  Indeed, as late as King Philip's War this was still the case and various towns could and did refuse to help other ones and they had no obligation to do so.

Later, when colonies were organized on a larger basis, the proto states if you will, militia units were organized on that basis, although they were still local units.  I.e., towns and regions had militias, but the Governor of the Colony could call any of them out. That gave us the basic structure of today's  National Guard, in a very early fashion, and in fact that's why the National Guard claims to be the nation's oldest military body with a founding date of December 13, 1636.

Colonial militia's fought on both sides of the American Revolution, depending in part upon the loyalty of the Colonial governor at the time they were mustered as well as the views of the independent militiamen.  They formed, however, the early backbone of the Rebel effort and indeed the war commenced when British troops and militiamen engaged in combat at Lexington and Concord on April 19, 1775.

The Revolution proved the need for a national army to contest the British Army and hence the Continental Army was formed during the war and did the heavy lifting thereafter.   Militia, however, remained vital throughout the war.  Following the British surrender, there was no thought at all given to keeping a standing national army and it was demobilized and, for a time, the nation's defenses were entirely dependent upon militias, with any national crisis simply relying upon the unquestioned, at that time, ability of the President to call them into national service if needed.

The lack of a national army soon proved to be a major problem and a small one was formed, but all throughout the 18th and the first half of the 19th Centuries the nation's primary defense was really based on militias, with all males having a militia obligation. The quality of militia units varied very widely, but by and large they rose to the occasion and did well.  Interestingly enough, immediately to our north, Canada, a British Colony, also relied principally on militias for defense and its militias notably bested ours during the War of 1812.

The system began to demonstrate some stresses during the Mexican War during which New England's states refused, in varying degrees, to contribute to the nation's war effort against Mexico.  A person can look at this in varying ways, of course.  While we've taken the position here that the Mexican War was inevitable and inaccurately remembered, the fact that the Federal government had to rely upon state troops did give states an added voice on their whether or not they approved of a war.  The New England states did not.  The Southern states very much did, which gave the Mexican War in its later stages an oddly southern character.

The swan song of the militia system in its original form came with the Civil War.  Huge numbers of state troops were used on both sides, varying from mustered militia units that served for terms, to local units mustered only in time of a local crisis, to state units raised just for the war.  But the war was so big that the Federal Army took on a new larger role it had not had before, and with the increase in Western expansion after the war, it was reluctant to give it up.  Militia's never again became the predominate combat force of the United States.  Indeed, there was long period thereafter where the militia struggled with the Army for its existence, with career Army officers being hugely crabby about it.

That saw state militias become increasingly organized as they fought to retain a military role, and  by the Spanish American War they were well on their way to being the modern National Guard.  The Dick Act thereafter formalized that.  But the Spanish American War, which was also very unpopular in New England, saw some states separate their militias into National Guard and State Guard units, with State Guard units being specifically formed only to be liable for state service.  Ironically, some of the State Guard units that were formed in that period had long histories including proud service in the nation's prior wars.  This split continued on into World War One which saw some states, such as New Jersey, muster its National Guard for Federal induction but its State Guard just for wartime state service.

That pattern became very common during the Great War during which various states formed State Guard units that were only to serve during the war for state purposes.  Naturally, the men who served in them were men who were otherwise ineligible for Federal service for one reason or another, something that has crated a sort of lingering atmosphere over those units.  When the war ended a lot of states that had formed them, dropped them, after the National Guard had been reconstituted.  

This patter repeated itself in World War Two during which, I believe, every state had a State Guard.  After the Second World War very few have retained them, and most of the states that have, have a long history of separated militia units.  Today those units tend to provide service for state emergencies, but they also often serve ceremonial functions.  An exception exists in the form of the Texas State Guard, which was highly active on the border during the Border War period, and which was retained after World War Two even after the Federal Government terminated funding for State Guard units in 1947.  They've continued to be occasionally used in Texas for security roles.

In New Jersey, we'd note, the situation during the Great War was really confusing, as there were militia units organized for the war, as well as separate ones that preexisted it.  A lot of those units would soon disappear as the National Guard came back into being, although New Jersey is one of the few states that has always had a State Guard since first forming one.

Why William Perry Pendley?

The Trump Administration has claimed from the onset that its been opposed to the tranfer of public lands into private hands and its last director of the BLM, Ryan Zinke, held that view as well.

Now Trump has picked  Willaim Perry Pendly to maage the BLM at least on an interim basis.

This is a horrific choice.
The Founding Fathers intended all lands owned by the federal government to be sold
 So said Perry in a 2016 article in National Review.
Westerners know that only getting title to much of the land in the West will bring real change.
Disaster is what it would bring.

The Trump Administration has reaffirmed that it is opposed to land transfer.  Let's hope that they're being honest.

Rep. Cheney and Sen. Enzi have praised Perry's pick.

Why?



Friday, August 9, 2019

Today In Wyoming's History: August 9, 1974. President Nixon resigns and the 60s end.

Today In Wyoming's History: August 91974    Gerald R. Ford was sworn in as the 38th president of the United States following the resignation of Richard M. Nixon.  Ford has a connection with Wyoming in that his father was part of a family that had shipping and commercial interest in Wyoming and Nebraska.  Ford was born on Omaha Nebraska as Leslie Lynch King, and his parents divorced almost immediately after his birth.

Nixon departing the White House on August 9, 1974.

Just the other day I posted an entry here titled Growing Up in the 1960s.  In that I defined the 60s as ending on this date (which I was a day off on, for some reason), when I stated:

So I was in school in the last three years of the decadal 1960s, but in reality I was in school for most of the 1960s, as the 1960s really ran from our commitment of ground forces to Vietnam until Nixon's resignation on August 8, 1974

For whatever reason, that we were near the 45th anniversary of that date, didn't occur to me at the time.

Today In Wyoming's History: August 9, 1944. Smokey the Bear's first appearance.

Today In Wyoming's History: August 91944   The United States Forest Service and the Wartime Advertising Council release posters featuring Smokey Bear for the first time.  It's interesting to note that at least some WWII era anti forest fire campaigns were very war themed

Smokey's first appearance.