The title of the small, slick-paper pamphlet is straightforward: “What Michigan as a State is Doing to Win the War.”
The war it refers to is World War I, noted by hand on the front of the pamphlet for filing as “European War — Mich.” because nobody at the moment could conceive that there would be another, even bigger war just a few years later.
And although the pamphlet is slim, the Michigan effort was huge.
Before fighting ended in 1918, Michigan would send 175,000 soldiers to war; 5,000 would die in it.
Factories in Detroit, Lansing, Flint and elsewhere would produce everything from shell casings to aircraft engines, submarine-chasing boats and even a whole village of prefabricated housing.
Aces in the new field of military aviation would train at Selfridge Field near Mount Clemens; troops would muster at Camp Custer in Battle Creek.
Kids even would sacrifice their spending money to donate to the war effort.
To recognize the 100th anniversary of the war’s beginning, the Library of Michigan will host a daylong symposium Aug. 1 to examine various aspects of Michigan’s role in the war.
• “The War that Changed the World” is a one-day symposium that examines World War I and Michigan’s role in it. Topics include Michigan industry, training grounds such as Camp Custer in Battle Creek and Selfridge Field near Mount Clemens, food production on the home front, the arts in World War I, shell shock and industrial production of war materials.
• Registration starts at 8:20 a.m. and events end at 4:35 p.m. at the state Library and Historical Center, 702 W. Kalamazoo St.,
• Cost is $20 per person; $10 for veterans with ID; a box lunch is included. Parking on site is $1 per hour or $8 per day. Register online at http://www.michigan.gov/libraryofmichigan .
For the full article, see Kathleen Lavey, "Michigan had critical, wide-ranging roles in World War I effort", Lansing State Journal, July 23, 2014.
Ms. Kobe, born and raised in Hamtramck, got her acting break in the 1956 epic “The Ten Commandments,” in which she played a servant and other roles. Ms. Kobe later appeared in dozens of TV shows. Smith said Ms. Kobe was nominated for an Emmy Award for her portrayal of Dr. Anne Warner on the 1960s TV series “Dr. Kildare.” She also had roles in “Peyton Place” and “Bright Promise.” In the 1970s and 1980s, Ms. Kobe moved behind the camera to produce daytime dramas, including “Days of Our Lives,” “Texas,” “Another World,” “The Bold and the Beautiful” and “Guiding Light.” Her work on “Guiding Light” led to another Emmy nomination.
Source : Ann Zaniewski, "Gail Kobe: Michigan actress produced popular daytime dramas in the 1970s, 1980s", Detroit Free Press, September 26, 2013.
On Aug. 1, 1928, Acting Detroit Mayor John Nagel was scheduled to speak at the opening day festivities of the Detroit Zoo. As he made his way to the bandstand, he was greeted by a polar bear that had managed to get loose by jumping a moat.
Unfamiliar with polar bears, Nagel attempted to be friendly with the bear, extending his hand to say hello. Trainers intervened and forced the bear back. The zoo's design enabled the encounter because the zoo was designed in a way where animals were put in exhibits that were as close to their nature animals as possible without cages.
The Detroit Zoo featured animals roaming outdoors, separated from the public by moats and walls built of concrete made to look like rocks. Tens of thousands of people lined up that year to see such animals as "Paulina" the elephant and a set of young lion cubs.
Source: Michigan Every Day
For more information about the zoo, see the Detroit Zoological Series on YouTube narrated by Julie Harris:
"How the Detroit Zoo's first day was almost its last", Detroit News Blog, February 23, 1999.
Harriet Quimby of Kinderhook Township, Michigan, became the first licensed female aviator in the United States.
For more information see Henry M. Holden, Her Mentor was an Albatross: the Autobiography of Pioneer Pilot Harriet Quimby, Mt. Freedom, N.J., Black Hawk, 1993. Available to partcipating libraries from MelCat.
Source : Michigan Historical Calenar, courtesy of the Clarke Hitorical Library at Central Michigan University.
On January 5, 1863, a $5,000 deposit was made to the city on behalf of a company backed by a group of investors based out of Syracuse, New York.l On May 9, 1863, a thirty-year franchise was granted to a Cornelius S. Bushnell, et al., who organized the Detroit City Railway Company, which was incorporated under the same name on May 12, 1863.
Construction began on June 30, 1863, on Jefferson Avenue near Bates Street. The trackage was similar to that used on steam railroads and was laid within the middle of the street. The track rested on a two-inch bed of cinders, brought flush with the top of the rails to provide footing for the horses. The track gauge used was four feet seven inches. The first line to be constructed was along Jefferson Avenue, from the Michigan Central Train Depot at Third Street (currently the location of Joe Lewis Arena) eastward to the city limits at Mt. Elliott Avenue. The first two streetcars arrived from Troy, New York on July, 31, 1863, with city officials, a number of prominent citizens, and representatives of the press making that first trip over the line on August 1, 1863.
On the evening of Monday, August 3, 1863, a major event would occur which would forever impact the future of Detroit, as men, women and children thronged the sidewalks along Jefferson Avenue, between Woodward and Randolph, waiting with excited anticipation to climb aboard the four cars lined-up and ready to receive the first passengers. Free rides were offered that day for all passengers, as the tiny rail cars bounced along East Jefferson Avenue, from Randolph Street to Elmwood Avenue. The era of public transportation in Detroit was now becoming a reality.
The next day, August 4, 1863, regular service would begin with eight small horse–powered cars now operating along Jefferson Avenue, initially providing service from the Michigan Central Train Depot at Third Street to Elmwood Avenue. On October 1st, the service was extended to Mt. Elliott (the city's eastern limits). The fare was five cents or twenty-five tickets for a dollar.
For over thirty years, horse–drawn streetcars pulled passengers along Detroit's major roadways at a clippety–clop pace for five cents. The horsecars offered not speed, but comfort and safety. Instead of clattering along the stone and brick streets, metal wheels on steel rails set into the roadway transported riders with some form of relative calm. The streetcar made "all-weather" transportation a possibility for the first time along the city's mostly unpaved dirt roads. As streetcars became more dependable, they were credited with being major contributors to the development of the city's prosperity and instrumental in building up the outer portions of the city.l This more than guaranteed that the clang! clang! clang! of the streetcar bell would continue on as part of Detroit's transit scene as the city entered the 1890s.
Source : The Early History of Detroit Public Transit (1862-1890), Detroit Transit History website
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