_Geoffrey V "The Handsome" PLANTAGENET _+
| (1113 - 1151) m 1127
_Henry II "Curt Mantel" PLANTAGENET _|
| (1133 - 1189) |
| |_Maud(Matilda) Augusta ENGLAND _________+
| (1102 - 1169) m 1127
|
|--William DE LONGESPEE
| (1173 - 1225)
| ________________________________________
| |
|_Ida (Isabel) PLANTAGENET ___________|
|
|________________________________________
[340] Earl Salisb
_Hildouin III MONTDIDIER _+
| (1000 - ....)
_Hildouin IV DE RAMERU _|
| (1021 - 1063) m 1031 |
| |__________________________
|
|
|--Felicia DE ROUCY
| (.... - 1123)
| _Ebles I DE ROUCY ________+
| | (0994 - 1033)
|_Alix (Adele) DE ROUCY _|
(1014 - 1062) m 1031 |
|_Beatrix DE HAINAULT _____+
_Charlemagne MARTEL ___+
| (0742 - 0814) m 0771
_Louis I "The Pious" MARTEL _|
| (0778 - 0840) m 0794 |
| |_Hildegarde ___________+
| (0758 - 0783) m 0771
|
|--Lothaire I MARTEL
|
| _Ingeramne of HESBAYE _+
| | (0753 - ....)
|_Ermengarde HESBAYE _________|
(0778 - 0818) m 0794 |
|_______________________
_Isaac MEADOWS ______+
| (1812 - 1890) m 1842
_Harvey MEADOWS _____|
| (1844 - 1903) m 1867|
| |_Rhoda GRAINGER _____+
| (1813 - 1899) m 1842
|
|--Hattie B. MEADOWS
| (1876 - ....)
| _Andrew COLE ________+
| | (1813 - 1874) m 1835
|_Margaret COLE ______|
(1848 - 1893) m 1867|
|_Elizabeth HENNON ___+
(1805 - ....) m 1835
_Harvey MEADOWS _________________+
| (1844 - 1903) m 1867
_Schuyler Grant MEADOWS _|
| (1868 - 1959) |
| |_Margaret COLE __________________+
| (1848 - 1893) m 1867
|
|--Wilbur Wimbish MEADOWS
| (1900 - 1974)
| _John Summerfield WIMBISH _______+
| | (1840 - ....) m 1862
|_Mary Alice WIMBISH _____|
(1873 - 1944) |
|_Sarah Margaret "Mattie" CARSON _
m 1862
[14]
Wilbur Meadows enlisted in the Army during World War I and was assigned
to E Company of the 314the Engineers. The company was sent to France
and Germany. He never discussed his wartime experiences with his
family, finding them too painful to remember. After his death, a small
booklet was found among his keepsakes that chronicled the experiences
of E Company. Quoting from the archive:
"About noon on the thirty-fourth day of training at Humberville, August
5th, a motor transport composed of large American made trucks, some
sixty in number, loaded to their fullest capacity, was winding its way
along the French highways leading into the battle area, with new
equipment for the army.
"At the end of thee days and nights of riding, hiking, and
confusion caused by billeting and feeding of troops at night, E Compnay
arrived at Minorville within the front line area, about six kilometers
from the German front lines.
The Engineers began to construct an extensive system of trench and
field fortifications which would strengthen the old syste. E Company's
area, also occupied by the 354th Infantry, extended from west of Flirey
nearly to Limey.
"After four weeks of working night and day, we learned from rumors
- and activity indicated - that we were soon to make a drive and that
the 89th division was picked to take the lead, acting as shock troops.
"September 11th, orders were received by the Commanding Officer of
E Company that we were to cut the way through the German wire for the
353rd Infanty and clear the road for advancing units, supporting
artillery, ammunition trains and supplies.
"Preparatory to September 12th, E Company's we were focused on
making bangalore torpedoes.
"The night of September 11th, under cover of darkness, E Company
moved forward from Noviant over shell torn roads made almost impassable
by the heavy rains that fell all day.
"The main road leading from Noviant into the advanced lines, was
alive with a mass of motor trucks, ammunition carts, field artillery,
and troops moving forward to their assigned positions. There was much
aggravation caused by the uncertainty of positions which were difficult
to find in the darkness. The slow progress brought forth a great
amount of cursing and grumbling that was drowned out by the roar of the
trucks going at full power to get through the mess.
"After an hour of marching along this road from Hell, the first and
fourth platoons, which had been assigned to lead and clear the way of
all obstacles that would hinder the advance of the Infantry, took their
positions in the advance trenches which were knee deep with mud and
water, and which overlooked a narrow strip of terrain known as No Man's
Land, the most avoided strip of land in Europe for over four years.
The wait began for the orders to 'go over the top.'
"From that time until the order came at 5:20 in the morning of
September 12, 1918, there raged the most terrific barrage of fire
imaginable. The enemy's defense system was mutilated by the accuracy
of our artillery.
"When the signal came to advance, the Engineers started to cut the
way thru the remaining wire of the enemy defenses and the supposedly
impregnable positions were completely taken and held at every point.
"In spite of harassing shell fire from the German guns, tank traps
and road demolition by the retreating Huns, the roads were repaired,
kept open and cleared of all obstacles enabling the artillery to take
their new positions and continue the barrage.
"On the second day of the St. Mihiel Offensive, E Company
reassembled and established a P.C. within the debirs of the shell torn
town of Bouillonville which had suffered from the fire of the American
artillery the previous day. This town where detachments of the
Prussian Guard and the Post Commands of the German army had been
established, was the wcene of great activity during the ensuing ten
days.
"In Bouillonville, situated behind an abrupt hill which afforded
partial protection from the German artillery, E Company worked during
the day preparing for work in the night in No Man's Land which was
continually under fire by the Germans. In the darkness, the Engineers,
loaded with supplies and equipment, went out to construct barbed wire
entanglements and to dig trench systems connecting the fox holes
occupied by the Infantry which gave them some protection from the Boche
snipers and machine gunners. They were huder continusous shell fire
and were subjected to a great amount of gas and shrapnel shelling.
"On October 7th the order was received that the Division, which had
been continuously on the front line since the 8th of August, was to be
relieved for a rest. They moved out to Euville, rested for a day, and
received orders that, instead of a break, they were to take part in the
drive which was raging at that time at Verdun.
"The objective of the 'drive' was to force the Huns across the
Meuse River and take control of the railway that ran from Metz to
Mezieres.
"During the drive, the Engineers were kept busy day and night
keeping the lines of communication open, clearing away fallen trees and
wreckage left by the retreating army, and repairing shell torn roads,
while being shelled unceasingly.
"On the morning of November 10th, the 314th Engiineers constructed
a pontoon bridge to carry the army across the Meuse. Before nightfall,
orders were received to cross the Meuse at all cost. Before the fog
lifted the following morning, the bridge was in place enabling the
infantry to cross to take the towns of Stenay and Pouilly.
"The crossing of the Meuse was the paralyzing blow to the Huns. On
the morning of the 11th day of the 11th month, at the 11th hour, the
time set for the cessation of hostilities arrived.
"On November 24th, E Company along with all Companies of the 314th
Engineers, took the lead in the march to the Rhineland. There followed
21 days of marching. Cheering crowds greeted them in Belgium, and
their entry into Luxembourg was friendly as well. They arrived in
German, December 4th, 1918.
"Months of work and waiting to go home were still ahead... and this
was the hardest fight of all. In the summer of 1919, arrangements were
made for the Division to return home. "
Apparently, this experience had a profound effect on Wilbur. He
suffered all his life from the physical and psychological effects of
this journey to Hell and back.
But, it also made him a compassionate person, even if it was
difficult for him to express his kindness in words. Many tales are
told of men who worked for him who would write letters of gratitude for
his sponsorship many years after.
After the war, Wilbur and Lucille Stafford Young were married.
Their first child arrived with a hurricane in September, 1921.
Lucille (my grandmother) often told the story of drying diapers under
an umbrella over a coleman stove because parts of the roof had blown
off!
Wilbur applied for veteran's assistance and obtained a loan to open
a business, a mechanic's shop. At nights, he studied engineering and
soon obtained a degree and certification. He soon began to be
recognized as an expert in his field and was employed by many of the
largest industries in the United States, including Shell Oil Company.
During the Depression, Wilbur was the backbone of the family,
because he continued to have what was very scarce during that time -
employment. He was unstinting in his generosity to other family
members who would not have had food on their tables if not for his
willingness to forego luxuries for his own family so that there would
be enough for all. But, he never talked about his gifts and the
cancelled checks and bank drafts of these days are a mute testimony to
his philanthropy.
In the late 1940's, Wilbur and Lucille bought a 'farm' in northern
Pasco County to serve as a weekend and vacation getaway. But, for both
of them, this meant going to another place to "work." He loved nothing
so much as to create and maintain the most excruciatingly engineered
gardens the world may ever have known. His rows were designed to
optimize the natural flow of water and were marvels of precision. His
corn would not have DARED to be small and stunted, and his okra was
always plump and oversized. His rutabagas were legendary.
This farm, known in the family as "The Farm," was the scene of many
happy memories for the family. Fishing expeditions, rabbit hunting in
the night, hikes and weekend parties where all the beds were full, and
a lot of Conch chowder and fish eyball soup was eaten were the norm.
It was a magical place, in a magical time - the 40s, 50s and 60's.
Wilbur continued to work and travel the world as a consultant until
his retirement in 1967. His last project was one which revived the
ship-building industry in Tampa, which had long been dormant. His
creation, the M.V. Common Entrance, launched from its drydock in Port
Tampa, was co-sponsored by his grand-daughter, Laura Knight, who will
never forget the day she smashed a bottle of champagne on the prow of a
ship, and watched such a behemoth slide into the water as easily as if
it weighed nothing.
Wilbur passed away at 1:05 in the morning of May 19, 1974. After
almost 25 years, there are still people who remember him because their
parents remembered him and his kindnesses.
[729]
Death certificate: Florida File no: 74-034718, registrar's number:02204
he original marriage certificate of Wilbur and Lucille is in the
possession of Laura Knight-Jadczyk.