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Behind-the-scenes look at Boeing B-17 "Sentimental Journey"

Ariticle written by Annie Flodin published for The Boeing Company on August 23, 2022

During World War II, the United States produced an astounding 300,000 airplanes, from transports and escorts to fighters and bombers. Boeing and its heritage companies built nearly a third of them. This incredible feat was the result of a challenge set by President Franklin D. Roosevelt. Even before the U.S. entered the war, he called on Americans to build what he called the “Arsenal of Democracy” – a large, coordinated effort to quickly build large quantities of airplanes and weapons to support the Allied war effort.

Three-quarters of a century later, a number of these historic warbirds are still flying thanks to the preservation work of organizations like the Commemorative Air Force (CAF). Airbase Arizona, the CAF’s Mesa-based chapter, recently brought one of its prized bombers to Seattle’s Boeing Field as part of its summer tour. The aircraft, a Boeing B-17G Flying Fortress named Sentimental Journey , was on display just outside the Museum of Flight on the south end of the airfield. During its five-day stay, it was open to the public for walk-through tours and made more than a dozen scenic flights around Puget Sound.

Sentimental Journey was built by Boeing heritage company Douglas Aircraft Co. and delivered to the Army on March 13, 1945, to be used in the Pacific Theater. After the War, the plane was used as an air-sea rescue craft. In 1951, having been converted to a DB-17P, Sentimental Journey participated in “Operation Greenhouse” – an atmospheric nuclear weapon test series conducted by the U.S. Throughout the '60s and '70s, the airplane served as a fire bomber, flying thousands of sorties throughout the country.

Sentimental Journey was donated to the CAF in 1978, the same year the Arizona Wing was formed. Wing members immediately began cleaning and polishing the plane, in addition to training crews to fly it, but a much larger restoration effort began in 1981, which included rewiring, installing turrets and restoring various crew stations. Boeing provided a number of photographs and engineering drawings to help with the project. By 1986, Sentimental Journey was making about 60 appearances per year across the U.S. Today, it’s considered the most authentically restored flying B-17 in the world.

Flying Sentimental Journey is a family affair for pilot Brian Churchill. His father, Dick, joined the CAF in the early 1980s and soon began flying the newly-restored B-17. Brian’s brother Dale joined the organization a few years later and also went on to fly Sentimental Journey. So it was only natural that Brian himself would join the CAF and fly that very airplane. He’s been flying Sentimental Journey for almost 12 years now and loves every minute of it.

“It’s a real honor and privilege to fly,” Churchill said. “And it’s fun… very challenging, but fun.”

Though he didn't get a chance to fly the B-17 with his dad, Churchill still feels a connection to him whenever he flies it. Over the years, Dick taught a number of people how to fly Sentimental Journey , and those pilots subsequently taught Brian. "I do think about the fact that he used to fly it, and it puts a smile on my face," he said.

Dick Churchill was part of the crew that brought Sentimental Journey to Boeing Field in July 1985 to commemorate the 50th anniversary of the B-17’s first flight. Roughly 14,000 World War II veterans attended the event, which was sponsored by the Boeing Management Association, and another 12,000 people came out to view and tour the restored warbird.

With roots dating back to the 1950s, the Confederate Air Force was officially formed as a nonprofit in 1961. It became the Commemorative Air Force in 2002, following a membership vote to rename it. Today, the group maintains and flies more than 175 historic warbirds representing more than 60 different types. Known as the CAF Ghost Squadron, it is the world’s largest flying museum and ranks as one of the largest air forces in existence.

The CAF’s mission is to educate, inspire, and honor through flight and living history experiences. That includes honoring the veterans who flew these planes during World War II, as well as the men and women who helped to build and maintain them. Sentimental Journey ’s bomb bay doors are covered with dozens of signatures, from pilots and gunners to navigators and even Rosie the Riveters. Any time someone with a personal connection to the B-17 comes out to see, or even fly in, Sentimental Journey, it’s a special day for the CAF.

"It really makes your day when you get to talk to one of them, and hear their stories," Churchill said. "You read about what they went through, but to hear their stories firsthand... it's really special."

To fulfill its mission to educate and inspire, the CAF education department offers a number of programs and resources based on age and interest. Additionally, the planes themselves are used as tools for teaching students about STEM (Science, Technology, Engineering and Math) aviation sciences and history, which can help them develop leadership skills and generate interest in aviation-related careers.

I was fortunate to join the crew of Sentimental Journey on their flight from Seattle, to Arlington, Washington, for Arlington SkyFest, where the B-17 was the star of the show. From there, the plane flew to Oregon, where it was joined by the chapter’s B-25J Mitchell, Maid in the Shade, built by Boeing heritage company North American Aviation. The tour wraps up in California mid-September.

The CAF prides itself on its volunteers, and is able to continue its preservation work through donations and memberships. The organization currently boasts about 13,000 members across more than 75 units worldwide.

B-17 "Sentimental Journey"

All photos taken by Annie Flodin unless otherwise noted.

About the Boeing B-17 Flying Fortress:

In 1934, the U.S. Army Air Corps issued a request for a large, multiengine bomber. Boeing’s prototype Model 299 went from drawing board to flight test in less than a year, making its first flight July 28, 1935. Sadly, tragedy struck on Oct. 30, 1935, during a competitive fly-off at Wright Field in Dayton, Ohio. The Model 299 crew forgot to unlock the control surfaces, and the prototype crashed immediately after takeoff, killing Maj. Pete Hill and Boeing test pilot Les Tower.

Although Boeing’s design was clearly superior, the Model 299 was immediately disqualified. The competition was now down to the Douglas DB-1 and the Martin Model 146. The Army ultimately selected the Douglas design, designating it the B-18 Bolo. As a result of the Model 299 crash, Boeing and the Army introduced the concept of the preflight checklist to prevent similar incidents in the future. And, despite Douglas winning the competition, the Army was still so impressed by the Boeing design that it placed an order for 13 Y1B-17s just a few months later.

The B-17 became an icon of World War II, primarily used as a daylight precision bomber and hailed for its ability to sustain heavy damage during battle. By the end of the war, nearly 13,000 B-17s had been built by Boeing in Seattle, and by Douglas and Lockheed (through its Vega subsidiary) – both in California.

Click here to view the original article.

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AIR & SPACE MAGAZINE

B-17 “Sentimental Journey”

Photographer Lyle Jansma started creating 360º views of cockpits in 2005, and has documented historic aircraft in several collections, including the Heritage Flight Museum, Museum of Flight, Erickson Aircraft Collection, Evergreen Air & Space Museum, and the National Museum of the Air Force. A full set of his cockpit views is available on the ACI Cockpit360º App for iOS and Android. Keep visiting this site ( airspacemag.com/cockpits ) as we add to the gallery below.

The Boeing B-17 Flying Fortress was a four-engine heavy bomber aircraft used by the U.S. Army Air Forces against German industrial and military targets in World War II. The B-17G could carry a crew of 10. Rolling off the Douglas assembly line in late 1944, the B-17 Sentimental Journey participated in nuclear tests in 1951 and became a staple on the airshow circuit after being restored. The view here is from the cockpit. See here for more views from different locations on the aircraft.

Source/ more information: Commemorative Air Force

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SR-71A “Blackbird”

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Douglas A-1 Skyraider

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Sikorsky UH-19B Chickasaw

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Cessna Flyer Association

Sentimental Journey

Sentimental Journey is an old-fashioned sort of fly-in. It is a gathering of the like-minded more than an exhibition, a sharing of things rather than simply a selling of things. It is a wonderful place to simply sit beside your aircraft and smell the fresh-cut grass, to watch the activities on the grass and blacktop runways, to watch and listen for the aircraft as they pop over the ridgelines to the north and south and join the airport’s traffic pattern.

The 20th Annual Sentimental Journey Fly-in occurred this past June 22nd through June 25th, on what turned out to be a string of beautiful summer days and nights in central Pennsylvania. Held at the picturesque Lock Haven Airport, this uncontrolled field with its 3,800-foot paved runway and a parallel 2,200-foot grass strip was once again a perfect hosting facility for what turned out to, as it perennially seems to, be a perfect fly-in destination.

Even though the official festivities were to begin on Wednesday, those who were intent on being early—a cushion for weather delays (none needed this year), a chance to pick up an optimum parking and/or camping site, or just a desire to spend more time in the famously-relaxed atmosphere of Sentimental Journey—airplanes of all sorts began arriving as early as Monday.

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Sentimental Journey

By Catherine O’Neill Grace

Portrait of Professor Rebecca Bedell

Photo by Lisa Abitbol

Professor of Art Rebecca Bedell ’80 works inside an icon of midcentury modernism, the Jewett Arts Center. Her office walls are hung with contemporary paintings by colleagues, among them associate professors of art Daniela Rivera and David Teng Olsen, and emerita professor Bunny Harvey. But her interests often incline to earlier eras.

Bedell’s most recent book is Moved to Tears: Rethinking the Art of the Sentimental in the United States (Princeton). In it, she aims to uproot what she terms “the still tenacious modernist prejudice against sentimental art.”

In the 18th and 19th centuries, she says, the sentimental was highly valued. “It meant art that had an ability to touch you, to transform your feelings and make you feel more connected to others—art that had a socially transformative role. And then that shifts with the advent of modernism, [which] redefines ‘sentimental’ art as something feminine and commercial and domestic.”

Modernist criticism of the sentimental began in the mid-19th century in France, and took a while to reach the U.S. But the attitude “is still with us,” Bedell says. “‘Sentimental’ is still one of the most negative, derogatory terms that critics fling at works of art.”

In her book, she seeks to define and complicate “ideas about what sentimental art looks like, who made it, and the cultural work it does.”

Among the artists Bedell examines in Moved to Tears are Charles Willson Peale in the late 18th century; George Inness (whose 1877 landscape, A Gray Lowery Day, is one of her favorite paintings in the College’s Davis Museum), Winslow Homer, Mary Cassatt, and John Singer Sargent in the 19th; and Frank Lloyd Wright in the early 20th century.

In a chapter on “Sentimental Landscapes,” Bedell considers Mount Auburn Cemetery in Cambridge, Mass. It was “part of the socially transformative ambitions of the sentimental in the 19th century to create cemeteries that weren’t terrifying places, that would be soothing and comforting, both to people who were contemplating their own death, and people who had lost loved ones—to create a landscape that was meant in this sentimental way to wrap its arms around you and comfort you,” she says.

Bedell sees a similar effect in the College’s landscape. “There’s that sense of embracing a comforting nature and connecting to the natural world, which carries through into current environmental art. It’s about our connectedness to the natural world, the harm we’ve done to the natural world, our need to care for the natural world—all sentimental feelings in the way I understand the term.”

Much of Bedell’s earlier work centered on the intersection of art and science. Her 2001 book, The Anatomy of Nature: Geology and American Landscape Painting, 1825–1875 (Princeton), explored the impact of new scientific findings on the Hudson River School artists.

Her interest in science goes back to Wellesley. “The classes that had the most important effect on the way I understand the world were my two classes in what was then called ecology, and would now be environmental science,” she recalls. “I started out a biology major, and then I took art history, which I had never been exposed to in my little high school in southern Illinois. It was different than now in that it was very Western-focused. But I learned to ask questions of works of art that can be applied not just to the Western canon but to any work of art. My ambition as a teacher is to provide [students] with tools for looking and thinking about works of art that they can carry anywhere.”

Bedell worries that today’s students are turning away from her discipline. “There is a broad societal suspicion of the humanities in general,” she says. “There’s a question about, ‘What’s the value of art history? Is it just an elitist and exclusionary course of study?’ I hope that we can move past that and draw people in to work with some of the most wonderful, beautiful, moving, and transformative things that have ever been made by human beings on the planet.”

One might call her sentimental. And that’s a good thing.

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A Medieval Mystery

Inward Longing, a large square composition that features an array of trapezoids, in deep pinks and bright reds, that converge, but remain just out of alignment, to articulate a small, bright white square at the center of the canvas.

Where Art, Architecture, And Design Intersect

Genevieve Clutario

Busting the Model-Minority Myth

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sentimental journey magazine

Sentimental Journey: Cruising On The California Delta

A family rediscovers its boating roots on the gentle, pastoral sacramento-san joaquin river delta..

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As a boater, I cut my teeth on the Sacramento-San Joaquin River Delta. I was a college student who grew up on Los Angeles beaches and was familiar with California's iconic tourist sites: the San Francisco waterfront, coastal redwoods, and Big Sur. But I'd never seen anything like the intricate system of waterways that defined the Delta, which forms at the confluence of the Sacramento and San Joaquin rivers and winds its way into San Francisco Bay and the Pacific Ocean.

Lisa Mighetto

Author Lisa Mighetto.

The year was 1975, and my boyfriend, Frank, who's now my husband, introduced me to this watery region and the variety of boats that meandered through its channels. His family grew up there and devoted their summers to cruising the Delta in every imaginable type of watercraft — paddleboards, canoes, kayaks, speedboats, sailboats, and large powerboats. Soon I was right there with them, precariously attempting to water ski for the first time and poking around the tule-shrouded marshes in a kayak. Over time, Frank and I moved north to Seattle and shifted our interest to the Salish Sea, but we never forgot our boating roots. So when Frank's sister, Pat, and her husband, Steve, invited us to join them aboard Seven Bridges , their Nordic Tug 42, for a nostalgic trip exploring old haunts along the Delta, we jumped at the chance.

Pat amd Frank today

Pat and Frank today.

Seven Bridges

Seven Bridges, a 42-foot Nordic Tug.

Return To Paradise

I learned my way around a boat from Frank, who'd learned the ropes from the Sea Scouts. When Frank joined the organization in Berkeley at the age of 14, he inspired many of his eight siblings — and his parents — to join as well. During the 1970s and 1980s, the Sea Scouts remained a focal point of family activities. "The Sea Scouts were my life," Pat recalls, and the highlight of every Sea Scout year was the summer cruise on the Delta, an event spanning several weeks of boat instruction, camaraderie, and hijinks.

Sea Scout Ship Lorelei on the Delta in the '70s

Sea Scout Ship Lorelei on the Delta in the '70s..

For this return trip, we brought old photos and a vintage manual to jog memories of past trips along the way. "To cruise is the ambition and objective of every Sea Scout," the manual reminded us. We began our journey with Pat and Steve at a marina in Pittsburg, a suburb about 30 miles northeast of San Francisco. As we left the dock and motored toward the confluence of the Sacramento and San Joaquin — California's two largest rivers — we recalled why the Delta was ideal for Sea Scout trips. This tidal estuary offers plentiful anchorages and swimming holes tucked away among hidden inlets and sloughs. Here we encountered a different California from what we knew in the Bay Area, one that seems older somehow, less glitzy, more quirky than touristy.

Sacramento-San Joaquin River Delta map

Before us was an expanse of water and reedy green tules, with Mount Diablo looming in the distance. The earthy smell of agriculture still pervaded the air, reminding us that Delta boaters are never far from farmland along these waterways.

Gliding between the levees, we became aware of familiar colors — the varied greens of the oaks, sycamores, and cottonwoods lining the channels, and the radiant yellow of the invasive starthistle mingling with the golds and browns of summer fields. The scene was almost tropical in places as we passed houseboats anchored under groves of palm trees.

Lisa and husband Frank at Hogback Island in the 1970s

Lisa and husband Frank at Hogback Island in the 1970s.

Occasionally sailboats tacked back and forth in the warm breeze. One by one, the places of family lore appeared on the chartplotter: Potato Slough, Hogback Island, Hidden Harbor, Pirate's Lair, and Steamboat Slough.

Lisa approaching Potato Slough

The author aboard Seven Bridges approaching Potato Slough.

While passing a group of partly submerged pilings, Frank recalled learning about navigation in these waters in the days before GPS. "Getting lost was my biggest fear," he explained, noting the spider web of inlets branching out in all directions. "I stuck with the main channels." When he piloted Sea Scout Ship Northland, he counted the bends in the river and checked the paper chart, anticipating the captain's quizzes about location, depth, and hazards. The Sea Scouts also taught him how to anchor and keep the engine running. And as a quartermaster, Frank was partly responsible for the safety and appropriate conduct of the crew.

Scout About

Sea Scout units — called "ships" — are established all across the country on oceans, bays, rivers, and lakes. The program, which is part of Scouts BSA, provides limitless opportunities and exciting challenges that young men and women between the ages of 14 and 20 won't find anywhere else. Sea Scouts is a place to grow and learn, find adventure, and build long-lasting friendships. For more information go to SeaScout.org

The Ties That Bind

For all the practical instruction, our family also learned how to have fun on the water. "What I remember most," Frank said, "is the goofing off." The Sea Scout manual concurs, advising leaders to "make allowances" for the crew's "exuberance of spirits." There were ample opportunities for water skiing and canoeing, but the pranks were especially noteworthy. These included sneaking on the girl's ship to steal clothes and pelting them with water balloons and shaving foam. Pat's fondest memory was when her Sea Scout Ship Lorelei cruised alongside a Coast Guard vessel, she, "whipped out the semaphore flags and exchanged messages with them. I'll admit that I was flirting — and it was fun." Sea Scouts were also known to slip into nearby cornfields for romantic encounters. The cornfields are still there, but we don't venture in.

Sea Scout Ship Lorelei underway in the 1970s

Sea Scout Ship Lorelei underway in the 1970s.

The crew pays homage to Neptune for a safe passage to Owl Harbor

The crew pays homage to Neptune for a safe passage to Owl Harbor.

The Mighetto brothers kayak Owl Harbor

The Mighetto brothers kayak Owl Harbor.

We rediscovered our "exuberance of spirits" after docking at Owl Harbor, where our first activity was paying homage to Neptune for a safe passage. The San Joaquin River is just as inviting as we remembered, and we devoted the long summer days to swimming and kayaking the surrounding channels and sloughs, gliding among the herons, egrets, cormorants, and other wildlife. We began to feel like kids again. A few slips down the squeal of children jumping in the water suggested that other families were now making their own memories.

Drifting Through History

The sense of continuity with the past is strong in the Delta, extending far beyond our family's history. California's story is evident around every river bend, from the Indigenous peoples who have occupied this region for centuries to the forty-niners who used the rivers as water highways to reach the gold fields, sending silt and debris from their mining operations back downstream. Nineteenth-century settlers farmed the area, providing produce to the mining camps in the Sierra Nevada. Massive reclamation projects followed, resulting in construction of a system of levees and floodgates that tamed and transformed the rivers. Diverse communities, lured by the Gold Rush and agriculture, established small towns along the riverbanks.

Dianne Mighetto engages in a shaving cream fight on the Delta in the 1970s

Dianne Mighetto engages in a shaving cream fight on the Delta in the 1970s.

Frank, his brother, John, and their mom swimming in the Delta circa 1970s

Frank, his brother, John, and their mom did cool off with a swim almost half a century ago.

The natural and built environments clearly merged here, and remnants of early structures — piers, dwellings, and vintage vessels, for example — were visible everywhere, adding to the Delta's charm. Levees, ditches, and dredged channels reminded us that this remains a waterscape shaped by humans. Recognizing the natural and historic significance of the river system, Congress established the Sacramento-San Joaquin Delta National Heritage Area in 2019.

Steve Stanley cools off

Steve Stanley cools off.

We realized that we, too, are part of this history — particularly with regard to recreational boating, which, along with sportfishing, has flourished in recent decades. Devery Stockon, Owl Harbor Marina's owner, explains the "surge of interest" in the Delta during the last several years. Boaters are "finding out how special this place is," she remarked. "It is so different from the Bay Area; there's a slower pace here." To us, it felt worlds away.

Our family now understands that summer cruises in these waters formed who we are as boaters. Extended time on the Delta, for example, taught Pat and the Lorelei crew to "be independent women who could fix and operate our own motorboat." Her participation in this year's Delta Doo Dah, an annual rally of boats (see "Zip-A-Dee-Doo-Dah, Indeed" below), continues the tradition of joining river cruisers for exploration and camaraderie from the halcyon Sea Scout days. Who says you can't go home again?

Zip-A-Dee-Doo-Dah, Indeed

The California Delta region has its own uniquely pleasant vibe, so it only seems natural the highlight of the boating season comes from a uniquely pleasant laid-back rally for boaters. The Delta Doo Dah (DDD) started a weeklong celebration, but just like the Delta's venous tributaries and inlets, it now stretches across the whole summer.

Delta Doo Dah Rally group 1

The beloved West Coast sailing publication Latitude 38 launched the first Doo Dah in 2009 for a one-week festival of loosely organized events for about 50 boats. There was an entry fee with free T-shirts, burgees, and lots of fun. Soon more boaters wanted in.

Delta Doo Dah Rally group 2

"After the fourth year, DDD went to a looser format. We made it all summer long, and sailors could go anywhere and anytime they liked," says Christine Weaver, an editor at Latitude 38 Media. "To keep some purpose and cohesion to the rally, we continued to offer events, but they're more spread out through the season, not all in one week. Everyone's not going to the same place at the same time, so we allow unlimited entries, which have ranged from around 60 to 100 over the past 9 years."

Delta Doo Dah Rally group 3

Since 2013, there has been no entry fee, no strict itinerary, and no limit on fleet size. Seems typically California chill. Details for the 2022 Doo Dah (the 14th annual) were still being ironed out over the winter, but you can visit Deltadoodah.com to stay in the loop.

— Rich Armstrong

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Lisa Mighetto

Contributor, BoatUS Magazine

Lisa Mighetto is a BoatUS Member and historian residing in Seattle. Her articles have appeared in Cruising World, Sailing, Pacific Yachting, and other publications. Currently she writes a monthly column on lighthouses and ­maritime history for 48° North.

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sentimental journey magazine

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A Sentimental Journey

Three generations of sisters have run the store of the same name on Washington’s historic Square

This third generation of sisters hopes to carry on the retail legacy.

Forty years ago, two sisters — Karen Ganz and Darlene Feser — bought the empty CILCO building on the square in Washington to open a boutique. That decision began a journey that has spanned generations.

Today the business, Sentimental Journey, is owned and operated by one of their daughters, Kris Hasten of Washington, who initially partnered with her sister, Shelly Hines. Hasten’s two daughters, Katelyn Arnold and Lauren Joop, plan to carry on the family legacy.

They are marking the 40th anniversary of the store with a celebration on April 2 with prizes, raffles and refreshments. Earlier this year, they were named the 2022 Outstanding Business by the Washington Chamber of Commerce. In January and February, they completed a major remodel – with marching orders from customers to keep the creaks in the floor, if at all possible.

The business hit those milestones despite obstacles. They have survived economic downturns, a devastating tornado and a pandemic. As Hasten said, “We’ve been through it.”

Their success is the result of hard work, close family ties and a commitment to community.

It all began April, 1982, when Ganz and Feser, both of Washington, both of Washington, both former nurses, purchased the building on Washington’s historic Square and filled it with businesses owned and operated by women including a tearoom, bridal shop, florist, clothing store and quilt shop. Not many women owned their own businesses at that time, Hasten said. Their own boutique featured children’s clothing, dolls, penny candy, home décor and antique reproduction furniture from Arcola.

The pair renovated the building, adding a staircase and loft to access the upstairs. They went to market to acquire merchandise. What they didn’t have, initially, was a name. A friend suggested their parents’ favorite song, and “Sentimental Journey,” it was.

They laughed about opening on April Fool’s Day, said Hines, who would become a teacher. Hasten, a recent college graduate at the time, started working at the store that year and never left.

In 1995, Ganz and Feser decided to retire. Hasten convinced Hines to join her in buying the store from their mother and aunt. And so it was that the sisters succeeded the original sisters.

This third generation of sisters hopes to carry on the retail legacy.

“It has always been a good job,” Hasten emphasized. “We have had such good employees. We could get our kids off to school in the morning and one of us would leave at 3. We took care of each other’s kids.”

Throughout the years, the other stores left. The upstairs was converted to apartments. The popcorn shop was sold, leaving the remaining building for Sentimental Journey.

The business suffered during the 2008 recession. In 2010, Hines left to pursue a different career path. Hasten became the sole owner.

“I wanted to go in a new direction,” she said. Changes included adding specialty lines such as Vera Bradley, a luggage and handbag design company, Alex and Ani jewelry, home décor and a spiritual section featuring gifts for baptisms, confirmations and other religious ceremonies.

“That really changed our customer demographic, bringing in people that had never been here before,” Hasten noted.

Hasten’s daughters began working at the store during high school and college, and both still work there. Her husband, Tim, retired and took over payroll and bookkeeping.

When COVID-19 hit, Hasten said she had a “come to Jesus” meeting with her daughters. “I told them I could walk away and be done. Have a big sale and be done. It was up to the girls.”

“We didn’t believe her for one second,” Arnold said. “She is like the Energizer Bunny,” Joop added.

Her daughters set up a website and expanded the store’s social media reach.

“They took it to a whole new level,” Hasten said.

Meanwhile, “the relationship my daughters have is like the one I have with my sister,” her “best friend” who continues to help out, when needed.

Hasten also is a leader among the specialty shop owners on the Square, who are working collaboratively to make it a regional destination. That effort got a big boost recently with the announcement that Ottawa-based Tangled Roots will soon be breaking ground on a new brewery and restaurant there.

With her daughters on board and other community activities to keep her busy – she served on the board of FivePoints Washington and volunteers with the Washington Food Pantry garden and her church – Hasten is pulling back from the store somewhat. Still, it remains “my happy place,” she said.

Indeed, the store is much more than a job for family members, who shared some of their favorite memories.

Katelyn Arnold recalled watching the Beanie Baby craze through a kid’s eyes.

“We were one of the retailers that had them. People would track the trucks and camp outside our stores,” she said. “It was a thrill to have something the masses wanted. It was a wild time.”

Lauren Joop always loved the annual candlelight stroll around the Square at Christmastime. “My grandfather started the tradition in 1984,” she recalled. “It was like a Hallmark movie. The whole town was here.”

The annual event continues and now the daughters take their own children on the carriage rides.

Shelly remembers going to market with Kris, the lake house the two families shared, the six kids the sisters had between them all growing up together. “There are too many memories to count.”

And now Hasten is eying a potential fourth generation for the family business.

“We got a shipment in and my granddaughters, ages 5 and 3, began unpacking it and lining items up,” she said. “They could not read the labels so they went by the colors. They love to play store and pile items on the counter.”

From sisters to sisters to sisters, it has been a long and sentimental journey, indeed.

Sally McKee is a journalist and former managing editor of the Journal Star.

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A Sentimental Journey

Laurence sterne, everything you need for every book you read..

Welcome to the LitCharts study guide on Laurence Sterne's A Sentimental Journey . Created by the original team behind SparkNotes, LitCharts are the world's best literature guides.

A Sentimental Journey: Introduction

A sentimental journey: plot summary, a sentimental journey: detailed summary & analysis, a sentimental journey: themes, a sentimental journey: quotes, a sentimental journey: characters, a sentimental journey: symbols, a sentimental journey: literary devices, a sentimental journey: theme wheel, brief biography of laurence sterne.

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Historical Context of A Sentimental Journey

Other books related to a sentimental journey.

  • Full Title: A Sentimental Journey Through France and Italy by Mr. Yorick
  • When Written: 1767
  • Where Written: England
  • When Published: 1768
  • Literary Period: The Age of Sensibility
  • Genre: Novel, Satire, Sentimental Fiction, Travelogue
  • Setting: France
  • Climax: Yorick becomes sick of French society and decides to leave for Italy
  • Antagonist: Xenophobia
  • Point of View: First Person

Extra Credit for A Sentimental Journey

Eliza. In 1773, after Laurence Sterne’s death, letters he wrote to Mrs. Elizabeth (Eliza) Draper were published under the title Letters from Yorick to Eliza .

The Big Screen. The 2005 comedy Tristram Shandy: A Cock and Bull Story represents actors attempting to shoot a film adaptation of Laurence Sterne’s novel The Life and Times of Tristram Shandy, Gentleman . It was directed by Michael Winterbottom and stars Steve Coogan, Rob Brydon, Gillian Anderson, and Naomie Harris.

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Home » Our Veterans » Pilgrimages » Sentimental Journey

Sentimental Journey

Jennifer Morse

  • January 1, 2007

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Clockwise from top: In the passageway of VIA Rail Canada’s War Bride train, (from front to back) Doris Lolly, Brenda Burtenshaw-Butt and Peggy Marshall find their berths and say hello; Joe and Phyllis Cummings say ‘I do’ and renew their wedding vows at Pier 21; Lena Condon remembers the early years in Canada, while enjoying the view from the Skyline Car.

“You know dear, we never thought of divorce. We thought of murder, but never divorce,” giggled Lena Condon, a wee war bride originally from Ireland. It is Nov. 6 and she is one of approximately 225 brides, and approximately 150 family members, heading from Montreal to Halifax on board VIA Rail Canada’s War Bride Train.

I am here to paint these women, and so I set out exploring the various cars to find the brides. I don’t have to look hard because they are everywhere, sharing their memories, cracking jokes and singing old songs. It is a portrait artist’s paradise. This trip is a gift.

It is a gift of a different sort for the brides. At VIA Rail stations along the way there are big receptions, and in almost every community the local Legion branch is out to add the colour. Many of the women find themselves pressed up against the train’s windows with tears in their eyes, astounded by the warmth of the people outside. In Campbellton, N.B., a crowd is gathered by 6:15 in the morning. The townspeople, along with the Campbellton Branch colour party and the ladies auxiliary, are out in uniform in the grey dawn, waiting to say hello, and waving signs that read Welcome War Brides.

Between station stops, the women tell me their stories–the good and the bad–and each lilting accent adds to the charm of the telling.

Scottish war bride Elizabeth Radford tells me, “We got married without permission. They put him on CB (Confined to Barracks) cleaning pots and pans, and he lost wages for a while. By the time they gave us permission, my daughter was born. He went over the day after D-Day and was badly wounded on Aug. 29, 1944. I got a telegram that day, and heard no more till the end of September. He was shot through the intestines. I got to Halifax on April 11, 1945, and he came home in a hospital ship later that month. I was taken to a little place called Keyes, Man. I was raised in a city and hadn’t a clue what I was coming to. The first few years were very difficult. I even learned to milk cows. I raised pigs and used to feed them with a bottle…. It was seven years before I got home to Scotland.”

There is lots of laughter and a few tears as the brides remember the war, their journey across the Atlantic and their first lonely years in Canada. They came from England, Scotland, Ireland, the Netherlands and even Italy. Some only knew their husbands for a few weeks, but in the passion of war they lived hard and fast, not wasting a minute. Between 1942 and 1948, approximately 48,000 war brides and 22,000 children came to Canada from Britain and Europe. The vast majority of them arrived in 1946. Many ended up in the middle of nowhere, with no running water and a two-seater instead of two toilets.

English war bride Brenda Burtenshaw-Butt remembers those times. “I was in school when war broke out, and married when it ended. It was a different world. The men grew up fast and so did we…. I was home one day, there was a knock on the door, and there was the padre telling me that he (my husband) was getting the paperwork ready in order to marry me. I said he didn’t ask me! The padre told me that regardless, if I was going to marry, I had better get to it, as he (my husband) was leaving for the Continent in six days…. I didn’t even know him when he came back after a year. I came to an outport in Newfoundland.”

Just before the train pulls into Halifax I join Lena Condon in the Skyline Car. She is with her daughter and five war brides from Peterborough, Ont. “I met my husband coming home from a dance. He was outside a pub, said hello…two months later he asked me to marry him. We were married 60 years before he passed away.” As she tells the story her twinkling Irish eyes fill up for a moment. “He had been to Holland and came home before me. I followed on the Queen Mary. It was luxurious, white tablecloths, white bread–which we hadn’t seen for years–and someone waiting on you!”

She remembers the train trip to Ontario. “I didn’t know anybody. I had only seen my husband in a uniform. Then you see a man at the station wearing a hat and I thought, is that him, and it was. You don’t recognize them out of uniform. You are homesick until you make that first trip back. You missed your brothers and sisters and mom. There is no one like family. We wrote back and forth every week and if you got extra lonely you wrote two letters, and cried in them.”

In Halifax the brides make their way through the welcoming crowds as well as a VIP receiving line that included Nova Scotia Premier Rodney MacDonald. Eight provinces named 2006 The Year of the War Bride, and to mark the occasion, Pier 21 joined VIA Rail Canada to host the reunion celebrations in the city.

November 8th begins with a non-denominational church service at the pier, and that afternoon 18 couples renew their vows in the midst of a hectic media scrum. Minutes before the wedding service, one of the grooms, Joe Cummings, motions me over. “The first time I got married I wore lifts in my shoes,” he grins as he shifts in his wheelchair to let me peek at the stack of newspapers under his bottom. “Now I need lifts in my chair.” He and his wife Phyllis were married on Oct. 6, 1945. That evening, after being picked up by horse and carriage, the brides are trotted over to a gala banquet at Pier 23, just down from Pier 21.

The next morning we gather at the train station for the return trip on board VIA Rail’s designated Troop Train which will travel through to Ottawa. Joining us are approximately 60 veterans on their way to Ottawa to take part in the national Remembrance Day ceremony organized by Dominion Command of The Royal Canadian Legion.

I ask one elegant gentleman, Trefley Poirier, why he wished to come. “I came simply because this is the last Troop Train. Right after the war we were so busy trying to make a living, and for many years I tried to put my past aside. I didn’t want to talk about what I went through…. I wanted to view the Remembrance Day parade in Ottawa. This may be the last time I can go.”

The weather in Ottawa is dismal on Nov. 11. Nevertheless, war brides and veterans gather in the cold rain and wind at the National War Memorial. In front of me, an 84-year-old veteran from the train stands tall, while the rain soaks down his neck, through his overcoat and onto his thin back. He tells me later it took two days to warm up.

The war brides and the war veterans offer us the stories of our nation, and as I paint I am once more struck by their humour and dignity. There is so much life in their expressions, and as I layer the transparent watercolour on the paper it slowly begins to define their features. Once again, as the colour builds, I hear the brogues, inflections and lilts of the brides and the stories of the men who married them. Many of those marriages were long and productive, which may seem unusual for couples who married in such haste, but it seems so obvious to me. Who better to share your life than a partner who heard the bombs, felt the fear and yearned as badly as you did for a full stomach and peace. There are no explanations required. They had an understanding.

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Sentimental Journey

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Older readers—well, really old readers—may recall a ditty sung by the irrepressibly cheerful Dinning Sisters back in 1946; “Soon the sun disappeared from view./ The stars came out like they always do,/ Then I cuddled up close to you,/ And we both fell in love on a Greyhound Bus,/ That’s us—in love on a Greyhound Bus.” Darken the mood considerably, take “us” to be a small cross-section of America, and the song might serve as a summary of this new novel by A. (Ann) G. (Grace) Mojtabai. Apart from a few rest-stops and a handful of scenes in bus terminals, all the action takes place on a Greyhound speeding first west and then east across the middle of the country (Oklahoma, Missouri, Illinois, etc.), mostly at night, with a motley assortment of passengers who could be fairly described as lovelorn, en route to God knows what.

The leader of this chorus of what Herman Melville would call “isolatos” is the folksy-but-reserved driver, O. M. Plumlee, who, unlike his passengers, isn’t going through some sort of crisis. O. M. spends as much time keeping a snoopy, fatherly eye on his charges as he does on the road (local highways rather than the Interstate); and he sometimes breaks into improbable lyrical or philosophical flights: “We’d been having one of those clover days in early April, golden, glossy, everything buttered with sunshine, buds fattening, bird sounds—bright sounds—I won’t say ‘songs.’ Not all birds sing.” He’s heard it all, seen it all, even as he wonders whether and how the many stories he’s met up with could ever fit into “the big story”—an unsolvable puzzle that he’ll have to leave to “the wife,” whose religious faith he doesn’t share.

The passenger list includes Pierson, a 70-ish man fleeing the deathbed of his devoted life-companion, Marie, after she slips into dementia; Dee Anna, a 15-year-old girl who has been raped and impregnated by a friend of her stepbrother, then forced to surrender her baby by a team of righteous ladies from the prayer chain of Blazing Victory Apostolic Church; Sam Shevra, a chemist and a failure at business and marriage, who thinks he’ll give Pittsburgh a try; Roberta, a runaway wife of one year who decides to return to her cheating husband in St. Louis after he has her paged in the Tucson bus station; Eileen, an 85-year-old woman bringing one of her famous poppy-seed cakes to her moribund sister-in-law in Evanston; a strange, unwashed young outcast named Rakhim Amin from Uzbekistan; a brother and sister, Clem (8) and Sasha (6), traveling alone to Philadelphia, sent away by their alcoholic mother (who is living with her abusive boyfriend); and a few others.

The only happy ones in the group are a black couple with their baby daughter (and they’re coming back from a wasted 600-mile trip to show the child to her great-grandmother, who wouldn’t touch her). The rest all tell their sad stories to one another or Plumlee himself, not as if they wanted or expected to find help, comfort or enlightenment, but because they can’t sleep, have nothing better to do or happen to be sitting next to someone whose curiosity overpowers their reticence.

This being the United States of Alienation, no bonds are forged. In an over-the-top moment of American Gothicality, the obnoxious young Clem almost sells his irritating sister to a creepy stranger he meets in the men’s room. (There is also a homeless, ticketless wretch stowed away in the bus’s toilet.) Love of one sort or another is on everybody’s mind, but it is love that has either been lost or has chances ranging from slim to none.

True, chatty Eileen seems wise and well-adjusted enough; but no one is listening to her. And sweet, innocent Dee Anna impulsively refuses to get off at her “home” in Hunters Junction, Mo., instead buying a ticket for Columbus, where she knows not a soul but where things could hardly be worse. Otherwise, the travelers are, psychically speaking, going nowhere. In a typical snatch of conversation, an old man who ran away from Vinita, Okla., at age 11 reflects: “Funny, his going back only when his sight was near gone.… He wondered sometimes: What if he’d lasted it out in Vinita? What would he be doing now? Pumping gas? Making curly fries? Would he even recognize himself if he passed himself on the street? And would he have been happier, after all?”

Questions, questions—but, needless to say, not ones that Mojtabai is about to answer. The story ends, or breaks off, with a confused shooting in an unidentified terminal; and the characters disperse. It’s all perfectly formulaic (the all-American road adventure, named after a line by Jack Kerouac), but told in a humble, gentle, sympathetic voice. Mojtabai does a better job with her women than with her men, who can occasionally sound schematic. Still, she knows the people and places whereof she speaks (she is currently at home in Amarillo); and she quietly brings them to life, with their limited coping skills and their unlimited vulnerability. She also airbrushes away all but a few signs of 21st-century America, so that the mini-world she creates has an oddly timeless flavor (all transactions are in cash, for example). The Dinning Sisters—who, by the way, were very good singers—while saddened by all the heartbreak in that Greyhound bus, would surely be moved.

This article also appeared in print, under the headline “Sentimental Journey,” in the September 8, 2008 , issue.

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Peter Heinegg is a professor of English at Union College, Schenectady, N.Y.

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A Sentimental Journey

By Peter Taylor

March 12, 1955 P. 33

The New Yorker , March 12, 1955 P. 33

The writer & his Kenyon College roommate, Jim, drove to NYC for the Thanksgiving holidays. At 20, both wanted to be writers & the object of the trip was to have some mature and adult experiences. They had each arranged to meet a girlfriend in N.Y., but soon after arriving, they realized their girls had jilted them. One had become a Bohemian writer & the other had decided to marry a society man from her home town. The writer & Jim exchanged insulting remarks about their girls. Angered & disappointed, they hardly spoke to one another for a long time & on the train going back, they had a fight in the smoker. As they neared school, they resumed their former confidential talk. At their boarding house they discovered their room had been taken over by the other boys in the house. At first the writer felt outraged but then he had to laugh.

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Carmel Magazine

The Lifestyle Magazine of the Central Coast

Sentimental Journey

Personal tributes to the magic of doris day.

August 7, 2019 by Vanja Thompson

FILE: 13th May 2019. California, USA. Doris Day Has Passed Away. Doris Day Credit: 744489_Globe Photos/MediaPunch Credit: MediaPunch Inc/Alamy Live News

On May 13th this year, the world lost an icon, a huge Hollywood star, chart-topping chanteuse, feminist force, animal rights pioneer, and international sensation. And the Peninsula lost a local.

Worldwide, news of Doris Day’s passing at 97 brought forth myriad tributes from celebrities, friends and fans, and a flurry of articles detailing her illustrious career as a big band, swing and jazz singer and top box office actress who’d starred in 39 films and released 28 studio albums. And that was just by 1968.

Throughout the ’70s and ’80s, Day appeared on the small screen in her own shows and specials, and as a guest on popular variety shows and talk shows, using that platform as an ardent animal rights activist. Day worked on behalf of “four-leggers” since even before founding the Doris Day Animal Foundation (DDAF) in 1978, and she’d go on to participate in the organization’s advocacy and fundraising efforts right up until this year. Two of DDAF’s local grantees include SPCA for Monterey County and Peace of Mind Dog Rescue.

Her stardom and impact cannot be overstated. Her striking smile, natural beauty and go-getter grit inspired generations. At the Golden Globes in 1989, Peninsula neighbor Clint Eastwood presented Day with the Cecil B. DeMille Award for Lifetime Achievement, saying, “You were the girl every man wanted to marry, and the woman every girl wished she could be.”

And in 2004, bestowing on her the nation’s highest civilian honor, President George W. Bush closed his remarks with, “Doris Day is one of the greats, and America will always love its sweetheart.” Details of her awards and nominations, influence, and unsurpassed positivity in times of triumph and tragedy have filled chapters and entire books, including one she herself authored with Hemingway biographer A.E. Hotchner.

The morning of her passing, a wreath of roses adorned the Hollywood Walk of Fame’s Doris Day Star. Meanwhile in Carmel, flowers filled the steps to the Cypress Inn, the “dog-friendliest” hotel she co-owned with Denny LeVett for 34 years. Inside, friends and admirers gathered in Terry’s Lounge—named after her only child, the late music producer/songwriter Terry Melcher—to reminisce and raise a glass to Day.

Day fell in love with the area while here filming the 1956 thriller, “Julie.” When she moved from Beverly Hills 35 years ago, she told TV hosts and friends, “I just want to be a local!” With the same gusto she gave each of her endeavors, she quickly became quite the local, forging friendships, running daily errands, even writing an animal-centric column for The Carmel Pine Cone.

“I was a fan from the time I could watch movies, says Joanne Storkan. “When I moved here, I’d always hoped I’d run into her. One day at the grocery store I heard ‘Que Sera Sera’ over the speakers, and thought it was so cool they were playing her music. Then as I moved through the store, the voice got louder and louder. Could it be? I peeked around the corner and there she was, trying to decide on some product, singing to herself,” says Storkan. “I floated out of the store and no, I didn’t bug her for an autograph!”

“Grocery shopping at Safeway was always a real kick,” says Lea Price, director at DDAF and Day’s friend of over 45 years. “She enjoyed visiting shops and restaurants and chatting with everyone from the owner to the busperson.”

Harry Khani, 15-year proprietor of Café Stravaganza, a favorite of Day’s, has fond remembrances of her buoyant personality. Recounting her manager picking up a usual takeout order and insisting he accompany her outside to greet a favorite dog Day had sent along in the car just to “meet” him, Khani laughs warmly, and continues, “then one time a lady came in and just kissed me and said, ‘Doris told me to go kiss Harry for her!'”

As years passed, Day’s humor and humility remained intact, as did her voice. Carmel post office clerk William Manning recalls requesting her signature for registered mail and Day, in a large hat and sunglasses, thanking him. “Wow, that voice! I said to her, ‘Your voice has not changed one bit,’ and she answered, ‘Well, unfortunately, everything else has!’ She was just that quick, and so nice and funny just like in her movies.”

Asked to share some laugh-out-loud moments, Price says, “I can’t remember an occasion when we didn’t wind up in stitches about one thing or another. As some people know, Doris loved funny names and didn’t hesitate to bestow them upon her friends after Billy DeWolfe dubbed her Clara Bixby. Kaye Ballard was Melba Nerle, another dear friend was Assie Lee. Most of these were real names she spotted in the newspaper or the TV news.

“One of our enduring laughs began during a visit about 10 years ago, when my husband spontaneously danced with Doris in her living room to a Count Basie CD. I jokingly suggested that they get an act together and take it on the road, and I would be their road manager. Doris promptly dubbed their new blond-haired, blue-eyed dance team, Dorita and Raoul. I returned with a map in hand, routing them through every Podunk town imaginable—Slickpoo, ID, Nothing, KS, Knockemstiff, OH, Hell for Certain, KY and Butzville, NJ. The tour became a running joke through the years, and Doris never stopped laughing about it.”

Day’s own nicknames included D-Day—prior to the historical 1944 day and the release of her first #1 hit, “Sentimental Journey,” which would become the unofficial homecoming anthem for US troops returning from World War II—and DoDo, given her by her son. “I remember going over to DoDo’s house almost every day after school with my dad,” says Day’s grandson Ryan Melcher. “She and my dad would hang in the kitchen opening fan mail and telling jokes, while I played with the animals. Those were the best times, and I miss them both terribly.”

As a girl, Mary Clark started writing Day fan mail and received a response to a letter she still remembers. “I had a Collie and she did too. I proclaimed I was her biggest fan and told her I was volunteering at my local humane society.” Four years later, Clark would travel from Pennsylvania all the way to California to attend a Day benefit for animals, where she’d meet up with fellow fan Price and, through some luck and a little magic, meet the star who said she’d call them. “Sure enough,” says Clark, “she called the next day and said, ‘Let’s have breakfast!'”

Day rode her bike to meet the girls at the famed Nate ‘N Al’s Delicatessen. Rather than show business, the conversation revolved around books, gardening and life, Clark says and, she gasps, “She wanted to know about me! Where I grew up, my parents, my dog. Doris Day wanted to know about me! That night before, she was still a movie star to me. Then, after that first breakfast, that was it. We were friends. She was just Doris after that.”

That was 44 years ago, and Clark would remain fast friends with Price and Day. Rounding out what they called their “gang” was Meg Howard, who’s also known Day for 44 years and worked for her for 10 years in the ’80s and during her move to Carmel, and Nancy Parsons of Carmel Valley, who’s known Day a mere 35 years since Day moved here.

It always was Day’s love of animals that made the biggest impression on those with whom she crossed paths. Some years ago, local Amanda Carter answered a call at a shelter. “A woman asked what animals had been there the longest. She wanted one cat and one dog, and specifically asked for the least adoptable.” Taken aback by the caller who didn’t need to see the animals first, Carter asked her name to put her on hold. “She said, ‘Honey, my name is Doris Day. I’m known for my work with animals.'” Carter wasn’t familiar with Day, but her coworkers quickly educated her. “They told me those were about to be the luckiest animals in the world,” she laughs. “She was so bubbly and optimistic, and wanted to know how all the animals were doing. I smiled the whole call.”

That call was tame compared to Day’s more uproarious antics. Howard recalls a time in L.A., before cell phones, when she called a service station, where Day was dropping off her vehicle, to let the attendant know she was on the way to pick up her friend. “I call the number and Doris picks up shouting, ‘Gas station!’ in a voice just like a character in one of her films. Who knows how many times she’d answered the phone like that that morning before I called!”

Howard and Day often laughed together while opening abundant mail from fans of all ages. “One that still stands out was from a little boy in Holland,” Howard says. He wrote, ‘If you would marry my dad, my grandmother would give you a windmill and so much cheese that you could eat.'”

Besides her generosity with fans, reading every single letter, what stood out to Day’s closest friends was reading the same three words so often: You saved me. “She was so humble,” says Parsons, who thinks Day never grasped the depth of her impact. I’d tell her, “the world loves you! And she didn’t seem to get why.”

DDAF CFO and longtime friend Bob Bashara agrees, “Doris was a very guileless person. I don’t know if she ever recognized the difference she made. She just considered herself a hard worker. Her philosophy was do your best no matter what.”

Day’s humility and gratitude also stand out to Scott Dreier, creator and star of the tribute show, “Doris and Me.” He recollects providing results of an especially successful fundraising effort, and Day praising the work everyone had done. “I told her, ‘Doris, we do it for you, and we do it because of you!’ And do you know what she said? ‘I don’t think I’ve done enough,'” he sighs.

What prompted Bashara to first contact Day some 25 years ago was, “I wanted to thank her,” he says. “One voice like hers could reach thousands more people than someone like me.” For many years, well-known local DJ, the late Ed Dickinson, would invite listeners to thank Day on her birthday each April 3, fielding calls from fans—whom Day insisted on calling “friends.” Day herself checked in by phone on-air throughout the show, and a fan site even provided live updates to reach a worldwide audience.

Since 2014, Day’s birthday festivities expanded into a weekend affair. Dedicated fans travelled to Carmel to celebrate the star and raise funds for her foundation with tribute shows and memorabilia auctions, including guest celebrities and costars like Day’s friend of nearly 50 years, Jackie Joseph, and photo opportunities with Day’s dog Daisy. And the highlight was always the pilgrimage to sing to Day, who’d wave down from her balcony and take wishes via cellphone.

Day loved her fans and she loved her hometown. Howard says what she’s going to miss most are their drives to look at sheep at Mission Ranch, or to watch dogs coming out of the Cypress Inn or see the Christmas lights.

Parsons, reflecting on her loss, echoes a sentiment spoken by several close to Day. “I have felt so honored to be her friend,” she says. “I loved her dearly and still love her. She was the sweetest, most adorable, kindest person. She never ever spoke ill of anyone. You couldn’t help but just feel good around her.”

To make a memorial donation to DDAF in

Doris Day’s honor, please visit www.ddaf.org. For more information, go to www.dorisday.com or www.cypress-inn.com .Sentimental Journey

Carmel Magazine is the quarterly lifestyle magazine for Carmel and the Monterey Peninsula, featuring the notable people and places, arts, food and wine, destinations, styles and events of Carmel and the Peninsula.

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Jason Kelce on the Sentimental Muscle Tank He Wore for NFL Retirement Speech: 'Part of This Journey with Me'

The retired Eagles center shared how the shirt was a staple during his 13 season career

AP Photo/Matt Rourke

Jason Kelce  candidly revealed why he kept it casual for his NFL retirement announcement .

The former Philadelphia Eagles center shared in the latest episode of his New Heights podcast with brother Travis Kelce exactly why he chose a low-key look during Monday's press conference. 

During the episode, the 36-year-old explained how he decided to wear the cut-up muscle tank with the Eagles logo.

“I guess I start out the day. That's the first choice you got to make. You're like, ‘What am I going to wear to this thing?’ Like a suit and ties is what most people wearing. But that wouldn't feel right. Like I don't think you know, for me —”

“It’s not a wedding,” Travis, 34, quickly interjected. “That’s the only time I’ve ever seen you wear a suit and tie.”

“I’ll wear a suit and tie when I have to that's about it,” confessed Jason. 

The retired NFL player explained that he considered all of the possible t-shirt options he could wear, including a Cleveland Heights or Eagles shirt. But after opening one of his drawers, he found the winning shirt. 

He explained how he wore, practiced and lifted weights in that shirt every year. “And I'm like, ‘You know what this shirt, in some ways, was a part of this journey with me. More than anything else in this closet. So I’ll wear this.’”

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Along with paying homage to his 13-season career with his shirt, he also had his trainer, Joe O’Pella, wrap his ankles one last time.

“My trainer, one of the trainers at the Eagles has been battling cancer all season long and he's been there my entire career too,” explained Jason, adding that Pella is currently in “remission” and doesn’t “have any signs” of cancer. 

“But he wasn't able to tape me for any of the games this year and he taped my ankles my whole career. So he taped my ankles for the press conference one last time,” revealed Jason. 

“So I had ankle tape on with sandals. So yeah, that was what went into, I guess the attire,” concluded the NFL star.

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Moscow Has a New Standard for Street Design

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  • Written by Strelka Magazine
  • Published on August 25, 2016

Earlier this year the development of a new Street Design Standard for Moscow was completed under a large-scale urban renovation program entitled My Street , and represents the city's first document featuring a complex approach to ecology, retail, green space, transportation, and wider urban planning. The creators of the manual set themselves the goal of making the city safer and cleaner and, ultimately, improving the quality of life. In this exclusive interview, Strelka Magazine speaks to the Street Design Standard 's project manager and Strelka KB architect Yekaterina Maleeva about the infamous green fences of Moscow, how Leningradskoe Highway is being made suitable for people once again, and what the document itself means for the future of the Russian capital.

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Strelka Magazine: What is the Street Design Standard and what does it include?

Yekaterina Maleeva: The Street Design Standard is a manual for street planning in Moscow . The Standard is divided into four books, each one of them covering particular aspects of street design. Many cities across the globe have developed their own standards and the concept has gained a lot of popularity over the last decade. The New York Street Design Manual is a famous example; the book has even been translated into Russian. However, Moscow streets have little in common with New York streets, for example; every city has its own unique urban typology and simply copying existing solutions from another manual is not a viable option.

When we started our work on the Standard , the first thing we did was study Moscow streets, their peculiarities and common features. The first volume of the Standard focuses on the typology and distinctive attributes of the streets of Moscow. We gathered data on more than 3,000 streets and processed the data. Despite the large sample size, we discovered certain similarities. We managed to identify ten of the most common street types, but some unique streets could not be categorized. For instance, Tverskaya Street, built in 19th century, originally fell under category "10C." But after it was widened in the 1930s, Tverskaya ended up in a unique place within the urban fabric of Moscow. Such objects as that require a case by case approach and an individual project.

What can be found in the other volumes?

After we identified these ten street types, we started working on defining the best way to approach the development of each. The second book describes what a street of each type must have. We developed a general profile and functional zoning for each type. The pavement is more than just a pedestrian lane: there is a buffer zone between the roadway and the walking lane where the parking posts, street lights and communication lines are located. It’s a mandatory utility zone that has to be paved in such a way that any section can be easily unpaved and replaced. There is also a pedestrian fast lane for people walking to their workplace and a promenade with benches and other objects. Building façades have a large impact on the street they are facing. Restaurants and shops are located in these buildings. Making the adjacent zone retail-friendly is important. Cafes and restaurants must be able to open street patios to attract customers without disrupting the pedestrian traffic. How to apply these concepts to each of the street types is thoroughly explained in the Standard .

The third book describes eleven groups of design elements, including surface materials, benches, trash bins and lights. This catalogue of elements contains no mention of suppliers. It does not promote any manufacturers; instead it describes the attributes which define a quality product. For instance, the third book explains which type of tree grates will serve the longest while causing no damage to the root system of a tree. Styles of grates, bins, benches and other elements may vary, but all the items must comply with the quality standard.

Finally, the fourth book focuses on the planning process: how to perform preliminary analysis, how to apply user opinions during the development and how to achieve quality implementation. Additionally, there is a special emphasis on the fact that street planning cannot be carried out without any regard for the context of the street. A street should be regarded as a part of an interconnected system of various public spaces, together with adjacent parks, garden squares, yards and plazas.

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Does the Standard have an official status? Should it be considered a law or merely a guideline?

There are a number of state-level laws and regulations relevant to street design issued by the Moscow Government. They were taken into account during the development of the manual. These regulations ensure safety standards and must be complied with. While the existing legislation covers safety aspects, our books introduce comfort standards. The Standard is basically a non-binding, advisory guideline created with the goal of improving the urban environment everywhere across the capital and maintaining it at a high level.

What happens if a street does not fit any of the mentioned types (and is not as significant as Tverskaya)? For instance, what if a street located in the New Moscow territory has cottages on one side, apartment complexes on the other and an entrance to the Moscow Ring Road somewhere along the way?

A standard is not a ready-made solution. The streets share common features yet also retain their individual attributes at the same time. Applying a single standard profile to every street is impossible. Adjustments are always in order.

The Standard offers three sets of solutions for each type of street with a large potential for combining various elements. The manual basically offers a convenient database that a designer working with a new space could use. That does not mean that all the new projects will look exactly the same. Some solutions featured in the Standard are yet to be implemented anywhere in Moscow . For instance, our collaboration with Transsolar, a German company consulting us on environmental comfort, revealed that Moscow’s largest environmental problem was not in fact CO2, but small-particle dust produced by studded tyre traction. And a simple method to control this type of pollution already exists. Many busy streets outside the city center have a green buffer zone separating the roadway from the sidewalks. A 1.5m high ground elevation running along this zone could filter out up to 70% of the tyre dust, preventing it from spreading into the residential areas. Western countries have been successfully using this technology for many years. Now it is a part of Moscow Standard . By the way, a terrain elevation could also help reduce the level of road noise.

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Does the Standard offer anything for the main roads? For example, nowadays Leningradskoye Highway basically splits the city into two disconnected parts; it’s a car dominion.

The Standard does not offer solutions for transportation problems. When we were defining our street typology, we relied on traffic load data calculated using Moscow ’s transportation model. We pursued a goal of only offering solutions that would not aggravate the current transport situation. Any planned sidewalk extension or addition of a bicycle lane or road crossing should first be approved by the Moscow Department of Transport.

As for the main roads, our research revealed that the streets with the highest traffic load also have the heaviest pedestrian traffic. One would think that it should be the other way around. However, the main roads have metro stations, which generate a lot of pedestrian traffic, which in turn draws retail. Treating main roads the same way as highways is impossible. The needs of both vehicle traffic and local residents must be taken into account, which creates a paradox.

These territories have every opportunity to become more comfortable. Some have relatively large green buffer zones that currently remain underused. The Standard proposes to augment these zones with additional functionality. On one hand, some of the main streets will gain attraction centers, especially near intersections connecting them to the adjacent residential areas. Weekend markets are one example of such centers. On the other hand, the Standard involves the creation of zones able to absorb extra precipitation flowing from the roads and filter it. There is a list with types of vegetation best fit to handle this task. The same zones could be used to store snow in the winter. The meltwater will be naturally absorbed by the soil, alleviating the need for moving the snow out to melt. This, however, would require decreasing the quantity of melting chemicals sprayed over the snow, as the plants underneath might be susceptible to their effects.

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Can the new Standard rid us of green lawn fences, yellow curbs and other eternal eyesores?

The choice of yellow and green appears random, so we have no idea how to actually fight that. The Standard offers no colour schemes. As long as fences meet the set requirements, their colour does not matter. However, currently they seem to fail to comply. The Standard states that lawns do not require fencing. This is a waste of materials: people will not trample grass and bushes just for the sake of it, while dog owners will trespass anyway. There are many other options for protecting lawns from being trampled. For instance, a same-level pavement strip with a different texture could protect a lawn from accidental intruders just as well as a curb can.

Natural soil water absorption is currently largely ignored, with most  precipitation going down the storm drains. Meanwhile patches of open terrain on a street are able to absorb water. Employing these natural cycles in street layout could save resources.

Does the Standard provide any financial estimations? For instance, an approximate cost of renovating a street of a particular type?

No, as the Standard does not list any products of any particular brand, there are no prices to refer to. Nonetheless, the Standard was developed to fit three potential price ranges. Whether their estimated price is low or high, all the elements ensure that quality requirements are met. The same quality level must be maintained across the whole city and never drop below the set standard.

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Let’s say a world-famous architect arrives to Moscow to design a street. He puts incredibly beautiful things into his project, which, unfortunately, contradict the Standard and are not guaranteed to work as intended. In that scenario, will the architect be told to stick to the Standard ?

This could happen and I think it would be a good thing. If an architect plans to place a sculpture on a 1.5 meter wide sidewalk, would that really be a good idea? Following the Standard ensures smooth movement. Its goal is to reinvigorate the streets. In Copenhagen, new design manuals helped increase average time spent by residents outside by 20% over 10 years. That was achieved through creating convenient and attractive public spaces. Moreover, implementation of the Standard enables the creation of professional documentation for architects, which excludes the possibility of any instructions that will later be unclear to the experts trying to work with them. Finally, the Standard also pursues the task of providing the opportunity for the development of street retail.

Isn’t retail a whole different story? How can retail be introduced in such places as Strogino District, where the ground floors are living floors and have security bars on windows? By reintroducing street vendors?

True, business has no direct relation to street renovation. However, there is a strong connection between them. In Strogino, building façades are mostly located far from the sidewalk. Moreover, facades are often concealed by shrubbery and trees, making local businesses even less noticeable. Another problem is that first floor apartments cannot be used for commercial purposes due to insufficient ceiling height (3 m compared to 3.5 m required minimum). Nonetheless, we discovered multiple examples of shop owners reconstructing apartments in residential districts to meet the requirements.

Our British consultant Phil Wren, a street retail expert, travelled Moscow ’s residential districts and studied the existing examples. He came up with a great idea: building an expansion connected to the façade and facing the sidewalk. This makes it possible both to achieve the required ceiling height and increase the visibility of the business to the passers-by. The part of the shop located in the apartment can be used as a utility room or a stockroom. This way the noise level is reduced, regulations are met and store space is increased. Our Russian consultants confirmed the viability of the proposed concept. And the Standard will ensure that any added expansions will look presentable.

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Does the  Standard also regulate façade appearances, an architectural element? What should be expected from this? It is unlikely that all houses which fail to comply will be demolished once the Standard is implemented. 

Renovation works with what is given. Of course, façades cannot be changed. Central Moscow has a problem with mansions and many other buildings being fenced off, which prevents them from accommodating street retail. Central streets are also relatively narrow. The Standard proposes sidewalk expansion wherever the access to the first floors is open. Street renovation does not always involve planting trees. Some places require enhanced crossings so that people can quickly reach the other side of the street to get to a shop or a café. Those streets where the facades are windowless are a more suitable place to plant more vegetation.

Can an average person – not an architect, designer or construction worker – understand the new Standard , or is it a technical document which can only be interpreted by a professional?

Any person can. The Standard is written in a way that both professionals and common citizens are able to understand. The Standard contains multiple images, photos, infographics and diagrams and is written in plain language. We would love for more people to read it: the books contain many interesting solutions for our city that affect every pedestrian.

In late March it was revealed that Strelka KB would be developing a standard for recreational zones and public areas in Moscow . What differences will that document have from the Street Design Standard ?

The two standards will have a lot in common. The city currently faces a task of developing a connected system of public spaces. The first logical step was to work with the streets which actually connect areas of attraction and other public spaces. Now the work on all other public spaces takes off. Parks, garden squares, yards, water bank recreation areas, plazas near metro stations must all fall into place. Work with these territories will set a single quality standard. In addition, it will improve Moscow ’s quality of life and reduce air pollution. Simple solutions could improve airflow, increase biodiversity and reduce noise levels at the same time.

The renovation program is quite long and depends on numerous standards and documents. But when exactly will the endless repair works end? Are there any time estimations for when all these concepts will finally get implemented?

This is not an easy question. Full renovation may last decades. The Standard is the first step towards actually controlling the renovation process and its timeline. Until now renovation has been proceeding rather haphazardly. Now the city has decided that the way the streets are designed should be clarified. We understand that the Standard cannot last unchanged for eternity and should, just like any regulation, undergo periodical updates. The Standard uses flexible typology: a street of one type could transition to another within a few years under certain conditions, such as changes in its usage and its user categories. Everything must stay regularly updated according to the accumulated experience.

During our work on the Standard , we held regular roundtables joined by experts and ordinary citizens. One of our guests mentioned that he had recently started paying attention to Moscow ’s facades, their beauty and their drawbacks. He was able to do that because he no longer had to watch his step. So the process has already started and we already see some results.

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