Author Archives: Joel

by | 15 August 2025 · 2:19 am

Poland-Romania Cultural Season, 2025

Culture.pl has been celebrating a Poland-Romania Cultural Season 2024-2025 with many postings on diverse topics.

The Poland-Romania Cultural Season 2024-2025 is being announced in Warsaw and Bucharest on March 3rd for a reason. In a joint decision by both countries last year, the date now marks the celebration of Polish-Romanian Solidarity Day, commemorating the signing of their first defensive alliance in 1921. That document sealed the bonds of friendship that long connected both countries and its leaders – Józef Piłsudski and the Romanian royal family of King Ferdinand and his wife Maria. Tangible later evidence of these relations was the Romanian reception in September 1939 of tens of thousands of Polish refugees, as well as the assistance given in hiding Poland’s gold reserves and the Jagiellonian tapestries, which found safe refuge in Romania.

Here’s a snippet from one contribution by Mikołaj Gliński, who writes on language-related topics. He titles it Shared Roads.

Often called a ‘Romanic island in a Slavic sea’, Romania and the Romanian language have been under a variety of cultural influences since their inception. Romanian, a Romance language, has absorbed a considerable number of Slavic elements – according to some estimates, as much as 20% of the Romanian vocabulary has Slavic roots.

To Polish or Slavic eyes, certain words in Romanian may look familiar:

  • drag (dear) and dragoste (love) both remind us of ‘drogi’ (dear)
  • glas (voice) looks similar to ‘głos’, its Polish equivalent
  • a iubi (to love) has hints of the Polish word ‘lubić’, meaning ‘to like’
  • rai (paradise) sounds just like the Polish word ‘raj’
  • prieten (friend) has echoes of ‘przyjaciel’
  • pivniță [corrected] (cellar) is very similar to ‘piwnica’
  • coasă (scythe) is like an accented ‘kosa’
  • plug (plow) is one letter off ‘pług’

Many were adopted early in the language’s development, likely from Old Church Slavonic and its local adaptations.

From the 15th to the early 18th centuries, Romanian (especially in so-called Moldavian-Slavonic documents) borrowed eagerly and directly from Polish. Words like pan (a noble title), zlot (gold coin), basta (tower), and a rocosi (to rebel) entered the language. However, most did not survive due to the 19th-century re-Romanisation reforms, which aimed to purge Romanian of foreign elements, replacing them with Romance neologisms.

But a handful of Polonisms from that era did survive and still remain today. According to Henryk Misterski, a professor specialising in Romania, they are komornik (bailiff), pan, stolnik (carpentry), sołtys (village mayor), szafran (saffron), and złoty (golden). Other terms, like sanie (sled) and lopată (shovel), also persist.

Meanwhile Romanians can easily recognise many Carpathian pastoral terms in Polish, such as watra (hearth) and bryndza (a type of mountain cheese). These entered Polish via the language used by Wallachian shepherds grazing their animals in the Carpathians.

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Filed under art, language, nationalism, Poland, Romania

by | 14 August 2025 · 2:32 am

1848 in Ireland

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 85-86:

The government in London still declined to recognise the state of Ireland’s rapidly diminishing population. There was little fight left in the people, little strength to fight the hunger and none at all to fight the British who mistook the mood of the people and remained insensitive to the reality of their situation: even peasant armies cannot fight on empty bellies. Tenants on some of the larger estates banded together to avoid paying rents, current or arrears, and formed combinations while in the towns and cities Confederate Clubs were set up; but that was as far as they went – there is no evidence of well-organised conspiracies to murder landlords or agents, however much they were hated. But the apprehension of an Irish uprising had been growing steadily for more than two years among Britain’s leaders. Elsewhere in Europe, uprisings were rife: in January 1848 the people in Sicily forced concessions from their King; in February a bloodless revolution overthrew the French Parliament; in early March the army in Vienna was routed by the city’s people; then the Austrian rulers were driven out of Milan by the Italians. These winter insurrections encouraged radical leaders of the Young Ireland Party to rebel. As a result, in March three men, William Smith O’Brien, Thomas Meagher and John Mitchel, were arrested and charged with sedition. After the first two were acquitted, the third, Mitchel, a journalist, was tried in May under another act and convicted. The Attorney General in London had just drafted a new Treason Felony Act, decreeing, ‘… any person who, by open and advised speaking, compassed the intimidation of the Crown or of Parliament,’ was made guilty of felony. And in the current climate any person found guilty under this Act would be sure to face a heavy sentence – transportation to an overseas colony possibly for life. Within an hour of the jury returning their verdict, and sentencing Mitchel to 14 years’ transportation, he was on his way out of the country, not on an emigrant ship but aboard a British warship, bound for Tasmania on the other side of the world.

Fear is often fuelled by rumour, which was rife at the time. Misleading stories spread of great protest gatherings, 10,000-strong, and marches of 20,000 militants were reported to London. It was rumoured than an Irish Brigade was being raised in America, and that the Confederate Clubs were arming their members. As a result, the British Government determined to quash the threat of a peasant uprising. More English troops and weapons poured into Dublin and spread around the country. Additional English warships were despatched to strengthen the fleet at Cove, near Cork.

The British decided that further examples should be made among the would-be leaders and early in July, Thomas Meagher, son of the Mayor of Waterford, was re-arrested. His speeches in previous years, urging armed rebellion, had earned him the title Meagher of the Sword. He was detained by the police right outside the offices of the Waterford Chronicle whose editorial that day, on July 12th, cautioned against immediate rebellion, urging instead, ‘Wait until England is engaged in a major European war. The Chronicle will equip 200,000 men to fight against England.’

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Filed under Australia, Austria, Britain, France, Ireland, Italy, migration, military, nationalism, U.S., war

by | 13 August 2025 · 3:03 am

U.S. Aid for Ireland, 1847

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 54-56:

No fewer than 5,000 crossings are estimated to have carried the million Irish Famine emigrants westwards over the Atlantic. Yet a single passage in the opposite direction has achieved great significance historically. This was the voyage of the Jamestown, a well-armed man-of-war and one of only six sloops in the American navy, transformed overnight into a merchant vessel on a mission of mercy.

The winter months of 1846 right through to the following spring were bitterly cold, with unusually heavy snowfalls, and the full extent of the suffering in Ireland, especially during the early months of 1847, was never fully or widely appreciated around the world, especially in England where the plight of the Irish achieved neither recognition nor sympathy. The greatest help came from the United States: the recent emigrant arrivals carried the news with them and each one had a personal story which bore testimony to the hopeless situation in every corner of their homeland. Months before the first of the coffin ships sailed, a wave of relief organizations and meetings broke across America. Ships from Newark, Philadelphia and New York sailed before the spring arrived for Cork, Londonderry and Limerick, carrying some clothing but mostly food.

The Quakers Society of Friends were the first large-scale organizers of relief for Ireland, and when the American Vice-President chaired a huge public meeting in Washington on February 9th, they urged that every city, town and village should hold a meeting so that a large national contribution might be raised and forwarded with all practicable dispatch to the scenes of the suffering. Just before that meeting, the government in London announced they would pay the freight charges on all donations of foodstuffs to Ireland.

Washington matched this by stating that no tolls would be charged on roads or canals for goods on their way to Ireland, and several independent railway companies promised to carry suitably labelled packages for free. Cash came in from all sides, including a noteworthy contribution of US $170 dollars from the Choctaw Indian Tribe. Suddenly, available shipping for the eastern crossing of the Atlantic became scarce, and another crowded February meeting, this time in Boston, heard that Congress had been petitioned that one of the ships of war now lying in Boston Harbour, be released to sail for Ireland freighted with provisions.

Reaction in the capital was swift. We need to remember that at this time America was heavily engaged in war against Mexico. Congress voted on March 8th that the USS Jamestown in Boston and the USS Macedonian in New York be released from service, their armaments removed and assigned to the Irish Relief Committee in each city who would arrange for a civilian captain and crew to sail these ships to Ireland with relief supplies.

Three weeks later, the Jamestown set sail. The sloop, which was 157 feet long, 1,000 tons and normally carried 22 guns, was now commanded by Captain Robert Bennet Forbes, a well-known Bostonian. By May 16th he was back home, fully a month before the Macedonian, a frigate of 1,700 tons with 44 guns and buffeted by all sorts of political problems, could leave New York.

Loading had begun in Boston on St Patrick’s Day; the Labourers’ Aid Society composed almost entirely of native Irishmen, stowed all the cargo without drawing pay. If the departure of the Jamestown was seen as such a triumph in America, imagine how she was greeted as she dropped anchor after a voyage of only 15 days in the harbour of Cove, close to Cork City.

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Filed under Britain, democracy, disease, food, labor, Mexico, migration, military, nationalism, U.S.

by | 12 August 2025 · 6:07 am

Coffin Ships of 1847

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 41-44:

The potato crop had failed again, so it was not surprising that the direct shipping trade picked up dramatically, and 1847 lives in the memory as the worst year of the Famine, the year of the coffin ships. Thousands of passengers who suffered in these few months were not willing emigrants, they had not voluntarily given up their homes to seek a better life. They were the evicted tenants of wealthy landlords, sent out of Ireland aboard ageing ships on cheaper fares, the victims of landlord clearance.

This was really a phenomenon particular to the Canadian sailings and various estimates of the number of deaths have been voiced over the years. They can only be estimates, as so many died unreported on board ship and by no means all the burials on land could be recorded. In 1847 the emigration to Canada swelled enormously for several reasons. Considerably more than 100,000 set out for the Canadian ports, as compared with 43,000 in 1846, and began arriving as early in the spring as the melting ice would allow. The death toll was similarly out of all proportion: the most conservative estimates show that around 30,000 were struck down with typhus. One third of passengers managed to survive but there were at least 20,000 deaths, over 5,000 at sea, and 8,000 in Quebec and 7,000 in Montreal.

…

Typhus is a fever, one of the most contagious diseases in existence, and the conditions endured in almost every facet of the emigrants’ lives, in the weeks and days leading up to departure, on the ocean, detained on board awaiting inspection and then in the quarantine centres, were ideal for its survival and propagation. Workhouses, lodging houses, ship’s holds without any form of sanitation, hospital wards and tents were perfect, and the typhus spread like wildfire. In 1847 it was called ship fever but before then it was known as hospital fever, gaol fever or camp fever. The microorganism is carried in the faeces of body lice and fleas which dries into a fine dust. The dust can be absorbed through the eyes or by being inhaled, and even people who were fit, healthy and clean, and not living in overcrowded conditions, went down with typhus.

Avoiding typhus was difficult indeed, and some emigrants contracted the disease at home before they travelled. In the first half of the year 300,000 Irish were crammed on to tiny vessels to reach Liverpool, where they slept as many as 20 to a room in boarding houses while awaiting passage, and there is no doubt that the fever started to spread in that environment. Residents of Liverpool suffered too, and in May alone, 1,500 cases were reported; the local landlords were as much to blame as the recently arrived Irish who then had to spend weeks at sea, jammed together in a ship’s hold, on their way to Canada.

The body lice which spread the fever are easily dealt with today by fumigation but the disease was a killer 150 years ago, with the surrounding problems. Doctors, nurses and priests in Canada, working in the quarantine hospitals and immigration sheds, died trying to save the lives of their new patients.

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Filed under Britain, Canada, disease, food, migration

by | 11 August 2025 · 5:53 am

Irish Famine Destinations

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 30-36:

The Irish arriving on America’s eastern seaboard usually settled in lodgings close to the port, especially in New York where a staggering average of 300 were disembarking daily, every day for six years: on some days more than 1,000 would arrive on a single tide. As we know, this was the favoured destination of the Irish exodus, which immediately raised its status to that of the busiest port in the world. Whether their original intention had been to move on to other cities or out on to the plains and lush farmlands, to head for the frontier or to join the Gold Rush, the majority of the Irish emigrants stayed right there, in New York.

…

The exodus to Canada was different: the vast majority moved on. Though many thousands sailed to the colony known as British North America, their true destination was the United States. Canada was cold, sparsely inhabited, and many of its people spoke only French. Job prospects were poor, and worse still, to remain there meant a continued existence under the hated British flag. Boston had only a tenth of New York’s direct traffic but its Irish population was swollen by the masses coming from Canada.

Many had sworn an oath to settle north of the border, in return for a cheaper Atlantic passage to Halifax or Saint John, and, if they were sailing into Quebec, a free place on a barge to carry them up the St Lawrence River to Montreal. English politicians and civil servants were anxious to populate the country and subsidized fares as low as £2 (US $11), were made available. Many thousands of families were not given a say in the matter. Canada was the destination for destitute tenants on the huge estates in Ireland, cleared by their landlords, who paid the fares and chartered the ships, and the passage to Canada was far more economical than to the United States.

Once they landed, however, a great many emigrants went south. If they had a little money they took the lake steamers, small coasters and schooners, or whatever means of transport was available. If not, they walked across the border. For six months of the year the larger Canadian ports and the St Lawrence seaway were ice-bound and closed but even in the warmer half of the year, the great majority of Ireland’s Famine emigrants an – estimated 200,000 – merely used those ports as staging posts.

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Filed under Britain, Canada, food, migration, travel, U.S.

by | 10 August 2025 · 6:13 am

Voyage of the Perseverence, 1846

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 17-18, 34-35:

As Ireland’s capital city, Dublin was by far the biggest and busiest of all the ports around the Irish coast, and the passengers for one of the first voyages of the Famine period, directly to New York, boarded here on St Patrick’s Day in 1846. The sweet smell from the hatches of the Perseverance still hung in the air, for Demerara, the old Dutch colony in the West Indies, was her last port of call and sugar, rum and molasses had recently been unloaded.

…

The abundant Canadian forests had more than enough wood to equip the expanding fleets on either side of the ocean and timber was only a fraction of the price compared with Europe. So Martin and Sons despatched their senior captain, William Scott, to Saint John in New Brunswick, to build, buy and commission new ships to sail under their flag, to be registered in the port of Dublin.

A native of the Shetland Isles in the north of Scotland, Captain William Scott was a veteran of the Atlantic crossing. At around the time when most men would be thinking of retiring, he gave up his desk job and his home in Saint John and returned to his adopted city. When he took the Perseverance out of Dublin that day, he was an astonishing 74 years old.

For the first time Captain Scott’s barque of 597 tons was carrying passengers, the vanguard of a million Famine emigrants. He would cut short the farewells, scorning the quayside tears, anxious to get this strange cargo down below while he prepared his ship to catch the late afternoon tide the following day, on Wednesday, March 18th. The crew had cleared the holds, and ship’s carpenter James Gray had fitted out bunks four tiers high and 6 feet square. The fare in steerage was £3 (around US $15). In the cramped conditions for 210 passengers, pots and pans to cook their meagre rations were a priority, as were a tradesman’s tools to earn a living in America. The mate Shadrack Stone checked the passengers and their belongings as they stepped on board. Perhaps there was also room for a couple of fiddles, maybe a squeezebox or a set of Irish pipes.

…

In reasonable weather groups of 20 or 30 passengers at a time would be allowed on deck to breathe fresh air for a change, wash their clothing and clean themselves, and to cook whatever rations were still intact and fit to eat. In bad weather they would be forced to remain below, in complete darkness if the seas were really rough, the heaving waves bringing all kinds of discomfort as well as the inevitable seasickness for poor travellers. Most of the time they stayed on their bunks: despite the lack of space, it was usually more comfortable there than on deck.

…

The hearths were nothing more than rudimentary boxes lined with bricks, a crude form of barbecue. When the weather was rough, no fires would be allowed, but there would often be a period of calm at the end of the day, as dusk was settling on the ocean, when a few passengers would be allowed on deck to cook for their families and friends below. Then it would be the turn of the youngest apprentice seaman on board, Jack in the Shrouds as he was known, to clamber up the rigging carrying a jug of water to douse the flames. Many a protest was raised, but no argument was heeded.

The water ration was supposed to be 6 pints per person per day, to drink, wash and cook. If the journey lasted beyond the estimated period, passengers and crew alike went thirsty and dirty, and those on board could soon gauge if they were going to be on the sea for longer than expected when the daily water allocation was reduced. Head money covered the dues which might be payable by the captain at the port before any passengers were allowed to disembark.

During the six years of the Famine Emigration the Passengers’ Acts, which covered the provision of food, were changed, and different versions of these Acts were imposed by American and British governments. A glaring example of the contrast between the legislation of the two countries was in the number of passengers allowed on board. America decreed only two people be allowed for every 5 tons of the vessel’s registered tonnage, while in Britain, the allowance was three for every 5 tons. Thus, British ships could carry half as many passengers, again 300 instead of 200, as American ships of similar size. Not surprisingly, American ships were considered to be faster, safer, more comfortable, more modern, and sailed by more competent crews.

Rigid enforcement of the Acts was impossible. There were regularly too many passengers aboard too many ships and too few Customs and Immigration officers. These were hard times, desperate times: with so many ships carrying emigrants for only one voyage, the politicians in Washington and London could easily be ignored, and many a captain was guilty of failing to care properly for the people in his ship. Changes in the Passengers’ Acts were aimed at making ocean travel safer, for the protection of the passengers, but their effect was to drive up the fares, bringing despair to the impoverished people in Ireland.

In the first year of the Famine sailings the ships were supposed to provide each passenger, each week, with a total of 7lbs of bread, biscuit, flour, rice, oatmeal or potatoes. One pound of food a day was nothing more than an insurance against starvation: the passengers themselves were supposed to be responsible for anything else they required. Three years later, in 1849, the Acts were amended, decreeing that twice a week tea, sugar and molasses were to be given out. Ship owners were also directed to provide more space on board for each passenger. The new Act laid down a minimum of 12 square feet, so now the bunks were 6 feet long and 2 feet wide where previously they had been only 20 inches wide.

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Filed under Britain, Canada, economics, food, industry, migration, travel, U.S.

by | 9 August 2025 · 1:56 pm

Irish Famine Ships Introduction

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 13-14:

Five thousand ships sailed across the Atlantic with Irish emigrants in the six years of the Famine Emigration. They were diverse in size, safety and comfort, or the lack of it, and they varied in many other respects – in age and in the experience and quality of their crews, their speed on the voyage, provisions on board, and the fares they charged.

American packet ships of more than 1,000 tons, with triple-decks were built in the late 1840s specifically for the emigrant trade. They would carry more than 400 passengers, some in private cabins. But by no means all the ships were custom-built. When the British Queen first put to sea in 1785 she needed several major repairs before she could carry passengers on regular voyages from Liverpool to New York. And when the Elizabeth and Sarah achieved infamy in the fever year of 1847, she had been at sea for 83 years.

Undoubtedly, many of the Famine ships would have carried African slaves in the early years of the 19th century. The European slave traders finally ended their activities barely a dozen years before the onset of the Famine and the Arab slavers continued to ply well into the 1860s.

There were tiny vessels like The Hannah with a crew of six and measuring only 59 feet – about the same length as four family cars parked bumper-to-bumper. She was converted from a coaster by the addition of a third mast to enable her to go into deeper waters, and sailed to New York five times, from Dublin, Cork and Limerick, with a complement of only 50 or 60 passengers crammed below in a single hold.

These Irish men and women were not always welcome on arrival in their new homeland, for this desperate migration represented cheap labour, a threat to the established American workforce. But they dug canals, built roads and laid railways, they became seamstresses and servants.

The alternative was to stay at home and starve. A meal, a job, a place to rest, a chance to survive was all the Famine emigrants asked. They left Ireland by sailing ship every day, summer and winter, for six years while the Famine lasted, to make the 3,000 mile journey across the Atlantic Ocean. This is their story.

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Filed under Britain, Canada, food, labor, migration, slavery, U.S.

by | 8 August 2025 · 6:27 am

Polish Acronyms ZSRR, ZOMO

I came across two striking Polish acronyms in the last chapter of the history book I just finished reading: Poland: The First Thousand Years, by Patrice M. Dabrowski (Cornell University Press, 2014).

ZSRR = Związek Socjalistycznych Republik Radzieckich, lit. Union of Socialist Republics Soviet (abbr. Związek Radziecki, Union Soviet),
also ZSRS = Związek Socjalistycznych Republik Sowieckich (abbr. Związek Sowiecki, Union Soviet)

ZOMO = Zmotoryzowane Odwody Milicji Obywatelskiej, lit. Motorized Reserves of the Militia of Citizens. These were the troops who broke up large public demonstrations against the regime from the 1950s through the 1980s. They were disbanded in September 1989, after the election of June 4, 1989, a day of glory in Poland (and of infamy in China).

Another linguistic tidbit from the last chapter (p. 630) is Nie ma wolności bez Solidarności! lit. Not have freedom without Solidarity!

The Far Outliers will be heading for Poland next month.

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Filed under democracy, labor, language, military, Poland, USSR

by | 5 August 2025 · 7:53 am

Piecing Poland Back Together, 1920s

From Poland: The First Thousand Years, by Patrice M. Dabrowski (Cornell University Press, 2014), Kindle pp. 553-555:

The first task facing the new state was to recover from the devastation of the war, which had been enormous. Much of the infrastructure of the country had to be rebuilt from scratch. Industry needed to be developed, as there was huge unemployment. And agriculture, which had been disrupted and ravaged by the war, needed to be put back on its feet. The country was impoverished; it was also experiencing a food crisis. To boot, some four hundred thousand Poles had died fighting in the Prussian, Austrian, and Russian armies during World War I, which meant a depletion of the best patriotic forces.

Another enormous challenge concerned the knitting together of disparate pieces of territory and peoples who had experience of very different imperial regimes—different legal systems, educational systems, forms of national and local governance, and the like. The enormity of the physical task of bringing together the previously partitioned lands, after 123 years of belonging to states other than Poland, was reflected in the network of railways. The railways all led to the imperial hubs, thus being a centrifugal not a unifying force. New railway branches had to be added to facilitate travel to the capital of Warsaw as well as to cross the breadth and length of the state. Even today one still notes a particular denseness of railway lines in the west (the former Germany), light coverage in the east, and the south best served by the Galician west–east line connecting Kraków with Lviv and beyond.

Those businesses that were able to resume operation relatively quickly now faced a different domestic market. No longer were they able to export to Berlin, Vienna, or Saint Petersburg. And if they had relied in part on inputs available elsewhere in those empires, they would need to find new suppliers within the borders of the new state. The country experienced a painful bout of hyperinflation in 1923: at one point, one U.S. dollar was worth 20 million Polish marks. The replacement of the mark by the zloty in the spring of 1924 and the concomitant currency correction essentially wiped out the savings of the country’s middle class. This did not augur well for the economic well-being of the citizens of the young Polish state.

As the history of partition suggests, not all Polish citizens were equally prepared for national independence. Regionalism became pronounced, as inhabitants felt they had more in common with those who came from their partitioned zone than with those from other partitioned zones. Few had any real experience of self-rule, making Galicians the most likely candidates to move to the new capital, Warsaw, to help run the new government. This in turn rendered Lviv, the former capital of Galicia, a remote provincial backwater. At the same time, there must have been a clash of cultures in the new Polish capital. The earlier inhabitants of Warsaw (as we have seen) had a very unpleasant experience in the elections to the Russian State Duma. Would these experiences carry over to Polish politics in an ostensibly Polish state?

Indeed, few Poles knew what to expect from the new Poland. In a novel by Stefan Żeromski, The Spring to Come, the reality of life in a state experiencing growing pains is brought to life. A Polish industrialist in what was then the Russian imperial port of Baku tries to interest his son (the main protagonist of the novel), who had lived his entire life outside of the homeland, in moving to Poland. The father weaves a beautiful story of Poland as a land of glass houses and does convince his son to try his luck in the new Poland. However, this useful fiction of glass houses—a place of perfection, a promised land—proved but a bubble that soon would burst. There were no glass houses. Rather, the reality of life in the young state proved challenging at best.

Of course, no one in 1924 knew what a normal nation-state was to look like, let alone how to create one in this heterogeneous part of the world. There were various ideas as to Poland’s future shape as well. Various political camps had their own visions and mobilized their constituencies to fight to turn them into reality. The Roman Catholic clergy most decidedly had its own ideas of the role the church was to play in Polish life. Peasants sought improved conditions for farming, as well as greater access to land—something that was more easily accomplished by expropriating non-Poles than by doing the same to Polish nobles.

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Filed under democracy, economics, education, language, migration, nationalism, Poland, religion, war

by | 3 August 2025 · 6:11 am

Poles in Japan vs. Russia, 1904

From Poland: The First Thousand Years, by Patrice M. Dabrowski (Cornell University Press, 2014), Kindle pp. 526-528:

In 1904 war broke out between Russia and Japan. As odd as it may seem, the clash with its tiny Asian neighbor proved troublesome for the Russians. The war effort led to problems at home and provided new opportunities, and new challenges, for the Poles of the Russian Empire.

The hostilities provided impetus for the Poles (always on the lookout for opportunity in the international arena) to plot. Both Piłsudski and Dmowski made their way to Tokyo, independently of each other, and each with a different agenda. Piłsudski offered the Japanese Polish military services; his men would fight the Russians on their home front, thus helping Japan win the war. Dmowski came to warn the Japanese against taking up Piłsudski’s offer; he expected that the war might compel the Russians to make concessions to the Poles. While the double visit might have been seen as a comedy of errors (the two men actually met while in Tokyo, discussed their respective views, and respectfully chose to differ), the fact that the bemused Japanese were willing to hear each side suggests the Poles were being treated as if they were genuine players in the international realm, and not subjects of Russia. And, although they declined to use the Poles to fight, the Japanese general staff did provide Piłsudski with some money and war materièl in the hopes he might gather intelligence for them.

The Revolution of 1904–1907

In the meantime the Russo-Japanese War continued, increasingly showing the weakness of the eventual loser, Russia. This weakness had repercussions for the Poles of the empire. The diplomatic efforts of Piłsudski and Dmowski notwithstanding, the events of 1904 and beyond would be more noteworthy for the upheaval and bloodshed they engendered. In the fall of that year, a working-class demonstration broke out in Warsaw’s Grzymułtowski Square in which Piłsudski’s PPS fighters (some sixty strong) defended the crowds against the Russian police and mounted Cossacks. A number of participants were injured, while over four hundred were arrested and six lost their lives—as did one Russian policeman. This was the first armed clash between Poles and Russians since 1863….

Back in the Polish lands, strikes in places such as Warsaw and Łódź raised the specter of revolution; martial law was declared. Poles were becoming radicalized, especially the Polish workers, many of whom lost their jobs as a result of the economic decline brought on by the war.

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Filed under Japan, labor, nationalism, Poland, Russia, war