Category Archives: Mediterranean

Sicilian Slave Revolts vs. Romans

From Sicily: An Island at the Crossroads of History, by John Julius Norwich (Random House, 2015), Kindle pp. 36-39:

One thing is certain: that the Romans treated Sicily with little respect. That monstrous inferiority complex to which they always gave way when confronted with Greek culture led to exploitation on a colossal scale. A few Greek cities managed to retain a measure of independence, but much of the island was taken over by the latifundia: those vast landed estates, owned by absentee Roman landlords, setting a pattern of land tenure which was to ruin Sicilian agriculture for the next 2,000 years. Liberty, meanwhile, was almost extinguished as the slave gangs toiled naked in the fields, sowing and harvesting the grain for Rome.

It was thus hardly surprising that the second half of the century should have seen two great slave revolts. Tens of thousands of men, women and children had been sold into slavery during the third-century Sicilian wars, tens of thousands more as a result of warfare on the mainland in the century following. Meanwhile, the Hellenistic east was in a state of turmoil. The tidy distribution of territories among Alexander’s generals was a thing of the past; Asia Minor, Egypt and Syria were now torn apart by dynastic struggles. This meant prisoners, both military and political, a vast proportion of whom, with their families, were swept up by the slave traders and never heard of again. And in Sicily, still steadily developing its agriculture, a strong and healthy worker would fetch a more than reasonable price.

The slave population was in consequence dangerously large, but it gave the authorities little cause for alarm. After all, mass revolts were rare indeed. Almost by definition, slaves—branded, beaten and frequently chained together—were permanently demoralized by the life they led, while the conditions under which they were kept normally made any consultation and planning between them impossible. On the other hand, it should be remembered that many of those who had landed up in Sicily were intelligent and educated, and nearly all of them spoke Greek. And just sometimes, out of sheer desperation, they were driven to action.

The first revolt began, so far as we can gather, in 139 B.C. on the estates of a certain Damophilus of Enna, “who surpassed the Persians in the sumptuousness and costliness of his feasts” and whose slaves most understandably resolved to kill him. Before doing so, however, they consulted another slave, a Syrian named Eunus, who was generally believed to possess magic, or at least oracular, powers. Would the gods, they asked him, give their blessing to such a plan? Eunus’s reply was as categorical as any of them could have wished. He personally marched into Enna with a following of some four hundred fellow slaves; the murder, rape and plunder lasted for several hours. Damophilus and his termagant wife, Megallis, were away in their country villa, but were quickly brought back to the city; he was killed at once, she was handed over to her own female slaves, who tortured her and then flung her from the roof. Eunus had meanwhile been proclaimed King, making his mistress (and former fellow slave) Queen at his side.

Once started, the revolt spread like wildfire. A certain Cleon, a Cilician herdsman working near Agrigento, joined Eunus with 5,000 men of his own; soon they were at Morgantina, then at Taormina. By this time their numbers probably approached the 100,000 mark, though we shall never know for sure. Another mystery is why, in contrast to the speed and efficiency they showed in dealing with similar but much smaller uprisings in Italy, the Romans were so unconscionably slow in sending troops to restore order. Admittedly they had other preoccupations at home and abroad, but the truth is that all through their history the Romans consistently underestimated Sicily; the fact that it was not part of the Italian peninsula but technically an offshore island seemed to lower it in their estimation. Had they properly considered the scale and importance of what was going on, had they sent an adequate force of trained soldiers to the island as soon as the first reports arrived, Eunus and his followers would hardly have stood a chance. As things turned out, it was not until 132 B.C.—seven years after its beginning—that the revolt was finally crushed. The prisoners taken at Taormina were tortured; their bodies, living or dead, were flung from the battlements of the citadel. Their leader, after wandering for some time at liberty, was finally captured and thrown into prison, where he died soon afterward. The vast majority of the rebels, however, were released. They no longer constituted a danger—and, after all, if life were to go on as it always had, slaves were a vital commodity.

Unlike the first, the second slave revolt had a specific cause other than general dissatisfaction. It began in 104 B.C., when Rome was once again under severe pressure, this time from Germanic tribes to the north. In order to deal more efficiently with these, she appealed for military assistance from Nicomedes III, King of Bithynia in Asia Minor.*2 Nicomedes replied that he unfortunately had no young men to spare, thanks to the activities of the slave traders who were seizing so many of them and who were actually protected by the Roman authorities. At this the horrified Senate ordered that all those of Rome’s “allies” who had been enslaved should be released at once. The effect of this decree when it reached Sicily may well be imagined. Huge crowds of slaves assembled before the Governor in Syracuse, demanding immediate emancipation. He granted freedom to some eight hundred, then realized that, if he continued, he would be destroying the entire base of the Sicilian economy. Laying down his pen, he ordered that the still-growing crowds should disperse and return to their homes. Not surprisingly, they refused—and the second slave revolt was under way.

Since the Roman decree—and the Governor’s refusal to enforce it—affected the slaves all over Sicily, the whole island was soon in an uproar.

Leave a comment

Filed under economics, Greece, Italy, labor, Mediterranean, slavery

Danish Civil Warriors and Crusaders

From The Rise and Fall of the Danish Empire, by Michael Bregnsbo and Kurt Villads Jensen (Palgrave Macmillan, 2022), Kindle pp. 103-105:

On Christmas Day 1144, the Christian Principality of Edessa was lost to Sultan Zenghi of Mosul. It was the first major defeat in the Latin Middle East, and when the news reached Western Europe, it was met with despair and determination. Something had to be done, and preparations were underway for a new crusade just as large as the first (in general, see Phillips 2007). An absolutely crucial force in this effort was Bernard of Clairvaux, abbot of the wide-reaching Cistercian order. Bernhard was a gifted speaker and traveled throughout northern Europe on a preaching mission, and it was also he who initially allowed Northern German princes to fight the pagan Slavic peoples instead of traveling to Edessa. He rationalized this on the theological grounds that the devil attacked Christianity on all fronts simultaneously, and that it was just as important to defend themselves in the north as it was in the south. This cumulatively led to the so-called Second Crusade in 1147, which was one crusade but executed on many fronts, as it was described by contemporaries. Crusades were led against Damascus, against several places in the Iberian Peninsula, and in the Baltic Sea.

In 1146, Cardinal Ubaldus hosted a church meeting in Odense to preach crusade and drum up support (Bysted et al. 2012; Jensen 2017). The reaction must have amazed him, because King Erik III Lamb of Denmark immediately abdicated and entered a monastery, thus becoming the first and so far the only Danish king to voluntarily surrender the throne. He also died shortly afterwards and presumably resigned due to illness. He was followed by Sweyn III, who was later nicknamed Sweyn Grathe. Grathe was chosen by the Sealanders, but the people of Jutland concurrently chose Canute, the son of Magnus (Nilsson) (who had killed Canute Lavard). The third individual to partake in the battle for the throne was Canute Lavard’s son, Valdemar, who was now about 15 years old. The struggle developed into an eleven year war between Sweyn III, Canute, and Valdemar, and is often portrayed as a civil war. It is probably more accurate to see the conflict as formerly independent countries who now seized the opportunity to choose their own king. Conversely, these kings sought to expand their own power and unite the kingdoms over which their predecessors had ruled. During this same time period, several kings fought for power in Norway and Sweden as well.

The bloody wars in Denmark give a rare insight to the rulers’ paths, both physically and mentally, to power within the empire. Sweyn III began his king’s reign by working with Valdemar to declare Canute Lavard a saint and place his bones as relics upon the high altar in Ringsted. It was not recognized by Archbishop Eskild because it was a private canonization without the pope’s acceptance, but it does show that Valdemar would henceforth use his father’s miracles as an argument to support his own position as king. After that, Keld of Viborg, who had previously sought the pope for permission to mission and become a martyr among the pagan Wends, mediated between Sweyn and Canute by having them participate in a joint crusade against the Wendish Dobin, near present-day Rostock. They participated because the pope promised that if they fell, their souls would be in heaven before their blood cooled on the earth (Knytlingesaga 1919–25, 108). At Dobin, they met with a Saxon cavalry, and succeeded in occupying the city, baptizing the inhabitants and forcing them to free their Christian slaves. Then, according to Saxo, the Danish army withdrew because Sweyn and Canute did not trust each other. According to his contemporary, German historian Helmold of Bosau, retreat was because “the Danes are mighty warriors at home, but completely useless in real battle” (Helmold 1868, 65).

Leave a comment

Filed under Baltics, Germany, Mediterranean, military, religion, Scandinavia, war

Scandinavian Warriors in 9th c.

From The Rise and Fall of the Danish Empire, by Michael Bregnsbo and Kurt Villads Jensen (Palgrave Macmillan, 2022), Kindle pp. 62-64:

Ireland had previously been the target of Norwegian warriors, and in 851 Danes also started raiding the island. In 853 Ivar became king of Dublin and later participated in the conquest of York in 866. In 844 and 846 some of the armies that had fought in France pressed onwards to Galicia in northern Spain, and even to Arabic Lisbon: according to some later Spanish sources, these troops were dispatched by the Danish king Horik. In 854, 70 ships, led by Björn Ironside and Hastings, sailed from England via Spain to Morocco, into the Mediterranean, ultimately reaching Italy. Although it is difficult to measure the scale of these battles compared to earlier periods with fewer sources, it seems clear that the battles from the mid-800s onwards were vaster in scope, earning attention from their contemporaries who became the victims. There are three main reasons for this intensification of warfare.

First, it is clear that the Nordic longship had developed into a maneuverable and efficient war machine: Danish and Scandinavian fleets were famous and desired by other rulers for centuries to come. It probably wasn’t until around 1200 that other countries off the Atlantic coast built equally strong fleets; in the Mediterranean it probably happened in the early 1100s. Until then, the Scandinavians had a significant advantage at sea.

Secondly, the expansion in the 800s shows that Scandinavia was an extremely rich area. There is a very specific reason for that. With the rise of Islam in the 600s and the conquest of large parts of the Mediterranean world until the beginning of the 700s, Europe’s economic center of gravity shifted to the east. The link between East and West in the Mediterranean was left un-interrupted, but the Arab gold mines and new efficient exploitation of the Silk Road and its access to the East’s lucrative trade system provided an economic boost to the Byzantine Empire, particularly to the capital of Constantinople. The Scandinavians had access to this via the Gulf of Finland, Lake Ladoga in northwest Russia, and along the great Russian rivers to the Black Sea (Bjerg et al. 2013). Islam actually brought Scandinavia closer to being Europe’s economic center, becoming bridge and a transit area between the East and West. The vast quantities of gold coins found in Scandinavia clearly illustrate this. So far at least 200,000 Arabic gold coins have been excavated by archeologists, and with the spread of metal detectors more and more are discovered each year. Yet it is still only a small percentage of the many coins that were buried, and they represent only those treasures that were not dug up again by their owner or his heirs. Most of these immense riches were later invested towards war technology and political capital, in ships and men.

Third, most of these raiding expeditions were not random looting. Nor did they reflect a large-scale war between Denmark and other countries or between two cultures, one European and one Scandinavian, or between two religions, one Christian and one pagan. Rather, they were a natural element of an intricate political game between a variety of different rulers, with opponents and allied partners coming together across the political and religious spectrum.

The Danish wars in England were a continuation of old alliances across the North Sea. In northern England, Danish armies were apparently well received by the local population, whose elite probably had ancient Scandinavian roots. Several groups of warriors joined together to form the “great army” in 865, and in the coming years they conquered relatively easily East Anglia and Northumbria, which starting in around 870 came under Danish control. The Great Army threatened the kingdom of Mercia and Wessex in southern England, where it was stopped by King Alfred the Great. The warriors were soon followed by peasants who settled and cultivated the land. Danish had a lasting influence on the English language, and northern England became known as the Danelaw, the area under Danish law and control. We do know the names of several Danish commanders and kings located in England from the 800 and 900s. However, we don’t know if these kings also simultaneously ruled over anything back in Denmark. English sources say that they occasionally returned home to Denmark. This indicates that the relationship would have been close at the time, and the involvement in England clearly had a profound effect on the political hierarchy and power dynamics in Denmark.

The same certainly applies to the Frankish empire. One of the most important defensive strategies of the French king against the attack of the Scandinavian armies was to quickly ally himself with other Scandinavian rulers who were given land to which to defend [like Rollo in Normandy].

Leave a comment

Filed under economics, England, France, Ireland, Mediterranean, migration, military, piracy, Scandinavia, Spain, war

Trieste at the Edge of Empires

From Adriatic: A Concert of Civilizations at the End of the Modern Age, by Robert D. Kaplan (Random House, 2022), Kindle pp. 103-106:

Trieste signals a fault zone. It is a city that has hosted Romans from the West, Byzantines from the East, Goths, Venetians, Napoleon’s empire, the sprawling and multiethnic Habsburg Empire, Italy, Nazi Germany, Yugoslavia, and Italy again since 1954. That last handover took years of diplomatic wrangling, as if to confirm that Trieste’s very location—on a spit of territory that could have been placed in either Italy or Yugoslavia—constitutes proof of Trieste’s unstable position on the map. The mid-twentieth-century American journalist John Gunther noted that between 1913 and 1948, Trieste lived under no fewer than five different occupations. The race between Allied and Communist Yugoslav forces for control of Trieste in May 1945 was arguably the first major confrontation of the Cold War, perhaps providing a “reference point” for President Truman in the later crises of the Berlin blockade and the Korean War.

Trieste marks the borderline not only between the Latin world and the Slavic one, but also between the Latin world and the German one. Indeed, this city of Italians, Germans, Austrians, Slovenes, Croats, Serbs, Greeks, Armenians, Jews, and so on registers Mitteleuropa, with its own unparalleled cosmopolitanism, broadening out into an international civilization. Though, if this neoclassical, utilitarian, and commercial city has one cultural identity or spirit above others, it might be that of the Austrian Habsburgs, who ruled here between 1392 and 1918, except for a short Napoleonic interlude.

Trieste does indeed put empire on your mind. I visit the castle of Miramare, just north of the city, built with round porthole-like windows by Maximilian, the younger brother of Franz Joseph, who believed that the Habsburgs had no choice but to control the Adriatic. It is a monument to imperial delusion…. Maximilian, who believed deeply in liberal reform as a means of preserving and sustaining empire, was fated (of all things!) to go to far-off Mexico in 1864 as its new emperor—encouraged by his wife—only to be executed by indigenous revolutionaries three years later, completing his dark and tragic imperial fantasy.

Trieste reminded historian and travel writer Jan Morris “poignantly of the passing of all empires, those seductive illusions of permanence, those monuments of hubris which have sometimes been all evil, but have sometimes had much good to them.” Because empires, by definition, are often multinational and multiethnic, it is when empires collapse that “racial zealotry,” in Morris’s words, can rear its head. When the Italians seized Trieste from the Habsburgs in 1919, they closed Slovene schools in the city and tolerated violence against the Slavs. When the Yugoslavs arrived in the city in 1945, they reopened the Slovene schools and forced many Italians to change their names. In 1946, when Morris first saw Trieste, the writer “pined” for a cohesive and “distilled” Europe, and imagined this city as “the ghost of that ideal.” But the “false passion of the nation-state,” Morris continues, “made my conceptual Europe no more than a chimera.” History isn’t over, though. And as Morris says in old age, “One day the very idea of nationality will seem as impossibly primitive as dynastic warfare or the divine right of kings…a hobby for antiquarians or re-enactment societies.”

In the present day, the port of Trieste will soon sign an agreement with Duisburg, the world’s largest inland port, located at the confluence of the Rhine and Ruhr Rivers in western Germany, with the aim of increasing traffic on the new Silk Road that China is organizing. Trieste will acquire through Duisburg access to the northern—land—part of the Silk Road that terminates at the Pacific; while Duisburg will acquire by way of Trieste access to the southern, maritime Silk Road that runs through the Suez Canal and the Indian Ocean. A postmodern, multinational imperial system may re-emerge, this time supervised by the Chinese, and encompassing Trieste. A few months hence, I will get a message from a friend about “Chinese, Russian, American, and Mitteleuropean investors competing for bases in the port here—the second great opportunity after Maria Theresa,” during whose reign the city became a vibrant, multiethnic hub. Yes, Trieste always did prosper under a big project—this time maybe with the Chinese, who will make Trieste another imperial reference point.

Leave a comment

Filed under China, economics, Europe, Italy, language, Mediterranean, migration, nationalism, religion, travel, Yugoslavia

Republic of Venice, 726-1797

From Adriatic: A Concert of Civilizations at the End of the Modern Age, by Robert D. Kaplan (Random House, 2022), Kindle pp. 74-76:

Norwich writes: “Venice, alone of all the still-great cities of Italy, was born and brought up Greek…. Long after she shed her dependence on Constantinople, she continued to turn her back on Italy and to look resolutely eastward; the nightmare tangle of medieval Italian politics, of Guelf and Ghibelline, Emperor and Pope…none of this was for her.” Doges used Byzantine honorifics. The Venetian ruler’s dress was modeled on that of the Byzantine exarch. Byzantine girls were sent to Venice to marry; Venetians sent their sons to finish their education in Constantinople. Venice’s political links with Byzantium helped shield it from the quarrels among the other city-states of Italy, with their rapidly shifting tactical alliances that were the epitome of amorality. Because a rival commercial system, run by Arabs, stretched across North Africa and the Middle East, Venice became crucial to Constantinople as a Byzantine outlet to Europe. The Venetian model of beauty, as exemplified by the low domes and small windows of Saint Mark’s, recalling Hagia Sophia in Constantinople, was mainly Eastern.

Of course, the underpinning of Venice’s fortuitous separation from the rest of Italy was at root geographical. That great lagoon, the few miles of shallow water that protected Venice from the mainland in all its aspects, allowed it to focus eastward toward Byzantium, and, in addition, was the savior against Saracens, Magyars, and other invaders in the early centuries of Venetian independence. The lagoon, by confining Venetians to so restricted a space, also fostered internal cohesion. “Among Venice’s rich merchant aristocracy,” Norwich explains, “everyone knew everyone else, and close acquaintance led to mutual trust of a kind that in other cities seldom extended far outside the family circle.” The result was efficient administration by which risky trading ventures, involving vast outlays of capital, “could be arranged on the Rialto in a matter of hours.” Neither utopian nor egalitarian, Venice represented the triumph of a closed elite. Optimism was banned, unless it could be grounded in facts and percentages. (It was from such a tightly woven merchant aristocracy that Marco Polo, the late-thirteenth-century Venetian explorer of China and Central Asia, originated—of whom more later.)

Without the lagoon and the canals—without the presence of water, that is—Venice simply would not have had the beauty that endowed its population with such love of their city-state: it was a love of the polity, rather than that of one man or king. This, and the internal peace they enjoyed, fostered a “humaneness of feeling” that, as Berenson suggests, made Venetians “the first really modern people in Europe.”

What ensues, with its succession of eighty-four doges from 726 to 1797, is a thousand-year history as long, intricate, dense, intoxicating, and overwhelming as that of Byzantium itself, mind-numbing in its constant intrigues and periodic insurrections. It is a comparatively dim and opaque canvas that produced few giants and larger-than-life heroes (Pietro II Orseolo, who governed toward the end of the tenth century, being one exception to this rule), for trade and commerce, dull as these things are, reduce the long-term impact of bloodshed and its accomplice, glory. Because it is so thematically uninspiring, Venetian history is generally hard to remember, and for the literate, non-expert public is known best through the works of Shakespeare—who uses Venice as a somewhat shameless and cynical backdrop to reveal vulnerability and passion contained in everyone, Moor and Jew alike, people otherwise depicted as one-dimensional and therefore uninteresting in his day.

Leave a comment

Filed under Balkans, democracy, economics, education, Greece, Italy, language, Mediterranean, military, religion, travel

What Was Italy from 476 to 1861?

From Adriatic: A Concert of Civilizations at the End of the Modern Age, by Robert D. Kaplan (Random House, 2022), Kindle pp. 36-38:

I look at more maps in my hotel room in Ravenna: those of the greater Adriatic. Rome is eventually replaced by Western Rome and Eastern Rome; then by the Visigoths, the Ostrogoths, the kingdom of Odoacer, and Eastern Rome, all elbowing for territory; then, in turn, by the Arians and the papacy, though by the sixth century the Adriatic is all Eastern Rome. In the early eighth century the division is between the Lombards and Eastern Rome, in the early ninth between the Franks and Byzantium. In the Middle Ages the Normans, Hungarians, and Serbs, as well as the German Empire, Salerno, Naples, and Venice, all gain prominence; until by the late fifteenth century, as the Renaissance reaches full flower, it is Venice facing off against the Ottoman Empire, even as northern Italy is divided among Savoy, Milan, Genoa, Mantua, Florence, and Siena, and southern Italy between the Papal States and the kingdom of Naples.

Later on, all of these polities, too, will become shades: disappearing, literally, into the past. Voltaire said Rome fell “because all things fall.” Indeed, empires are not illegitimate simply because they eventually collapse: the wonder is that so many have lasted as long as they did. Rome’s universal civilization, with its cruel yet rational, i.e., charmed-conservative paganism, ultimately became impossible to sustain in the hinterlands; and Rome’s breakup led to the panoramic migrations, coupled with the religious passions and particularism, that we associate with Late Antiquity and the Dark and Middle Ages, with all of their attendant political-territorial complexity. Still, the geographic breadth of Rome, lasting as it did for so many centuries, remains an astonishment: an imperial domain impossible to imagine reassembled in any form. Only world governance could equal or surpass it.

In sum, the passage from antiquity to Late Antiquity registers a more confused ethnic and territorial map, with the big shifts that merit chapter breaks in history books barely noticed at the time. For example, the deposition in A.D. 476 of Romulus Augustulus by the barbarian Odoacer—an Arian Christian soldier of vague Germanic and Hunnish descent—is commonly marked as the end-point of the Roman Empire in the West, though the event elicits little mention by any chronicler of the era: its significance becomes apparent only much later in hindsight. After all, Odoacer, rather than eviscerate what remained of the empire, actually restored some facade of order and stability to it, even as he reconquered Sicily from the Vandals in A.D. 477 and annexed Dalmatia in A.D. 480. The real break with the classical past occurs only later with the Gothic War of A.D. 535–554, which devastated much of Italy with famine and chaos, and was quickly followed in 568 by the Lombard invasion, so that Italy was at war for more or less seventy years until 605. Italy would never again be united until modern times. The Lombards, a Germanic confederation with a strong Arian element that included Saxons, Gepids, Bulgars, Sueves, and others—a fascinating horde first recorded by Tacitus—truly herald the passage of Late Antiquity into the so-called Dark Ages.

Leave a comment

Filed under Balkans, Germany, Greece, Italy, Mediterranean, migration, military, religion, war

Evolution of Landing Craft

From World War II at Sea, by Craig L. Symonds (Oxford U. Press, 2018), Kindle pp. 425-429:

Eight months earlier in North Africa, the Allies had relied on whatever vessels they could scrape together, including car ferries and passenger liners, for the Torch landings. The results had been sobering. As American Major General Lucian Truscott had noted, the landings were “a hit-or-miss affair that would have spelled disaster against a well-armed enemy intent upon resistance.” Chaotic as it was to land the soldiers, an even more serious problem had been the offloading of jeeps, trucks, and especially tanks. As the British had learned at Dieppe, landing tanks onto a hostile beach was extraordinarily difficult. Those experiences led British and American ship designers to create vessels to fulfill that function. The result was the emergence of an entire family of specialized amphibious ships, each of which was routinely identified by an acronym.

The largest and most important of them was the “landing ship, tank,” or LST. Large, slow, and ungainly, LSTs were designed specifically to solve the problem of landing large numbers of heavy tanks on an enemy beach. Previously, that task had been the duty of a much smaller vessel called a “landing craft, mechanized” (LCM) or Mike boat, often referred to as a “tank lighter.” While an LCM could carry one thirty-three-ton Sherman tank, it was self-evident that depositing tanks one at a time onto a defended beach was unlikely to overwhelm a determined enemy. By contrast, one LST could accommodate twenty Sherman tanks or thirty two-and-a-half-ton trucks (the famous “deuce and a half”) in its cavernous hold, plus another thirty to forty jeeps or artillery pieces on its weather deck. Moreover, despite their great size, the LSTs had a flat bottom (as one veteran noted, they were “shaped like a bathtub”) and could push right up onto the sand of the invasion beach. There they opened massive bow doors and deployed a short ramp, and the tanks and trucks could then drive out onto the beach. After discharging their cargoes, the LSTs closed their bow doors and retracted from the beach by using a powerful winch on the stern that hauled in on an anchor that had been dropped offshore. As Churchill himself noted, the LST “became the foundation of all our future amphibious operations.”

Before the war was over, the United States would build more than a thousand LSTs, but in April and May 1943, when the Allies assembled the plan for the invasion of Sicily, there were fewer than two hundred of them, and many of those were still undergoing sea trials. As a result, the invasion groups for Operation Husky sought to maximize each LST to its fullest capacity. During one pre-invasion exercise, Allied planners loaded one with 450 men, all of their equipment, and no fewer than ninety-four vehicles to see if it could still operate. It could.

Another new amphibious ship was a smaller tank carrier that the British called a “tank landing craft” (TLC) and the Americans a “landing craft, tank” (LCT) [see note below]. Half the length of an LST, and displacing only a third the tonnage, an LCT could carry up to five tanks or trucks in its open-air hold. These sturdy amphibs were especially useful for bringing tanks ashore during the first several waves, when it was too dangerous to expose the large, scarce, and expensive LSTs to shore-based artillery fire.

To carry the men ashore, the Allies would again rely heavily on the small landing boats, officially LCAs (British) or LCVPs (American), often (and herein) called Higgins boats. The newest versions had an armored drop-front bow so that the men did not have to climb out over the sides to get to the beach. Small, cheap, and almost literally disposable, the Higgins boats were ideal for the first several assault waves, though in order to build up troop numbers quickly during subsequent waves, the Allies also had a larger troop carrier called a “landing craft, infantry” (LCI), which their crews affectionately called an LC or “Elsie.” The most common type was an LCI(L), the second L standing for “large.” Significantly bigger than the Higgins boats, an LCI(L) could carry up to two hundred soldiers at a time. They did not carry any vehicles, as they had no bow doors. After pushing up onto the beach, they deployed two narrow ramps, one on either side of the bow, and the embarked soldiers charged down those ramps onto the beach. Armed with only four 20 mm guns and mostly unarmored, an LCI was all but helpless against hostile shore fire, but it was indispensable for bringing in large numbers of infantry.

NOTE: Officially any vessel displacing more than 200 tons was a ship while vessels displacing less than 200 tons were craft. This rule of thumb was not universally applied, however, since both LCTs and LCIs displaced more than 500 tons but were still called craft.

Leave a comment

Filed under Britain, Germany, industry, Italy, Mediterranean, military, U.S., war

Improvised Invasion Fleets, 1942

From World War II at Sea, by Craig L. Symonds (Oxford U. Press, 2018), Kindle pp. 335-337:

The Allies’ material shortages, especially in shipping, compelled them to improvise. The British had three full-sized aircraft carriers and three smaller ones to cover their assigned targets, but the Americans had only the Ranger. To supplement her, they constructed flight decks atop four oilers and redesignated them as auxiliary carriers. Significantly smaller than regular carriers, and lacking a hangar deck, they could still embark thirty planes each, though all of them had to be carried on the flight deck.

Troop transports were another problem. What few landing ships the British possessed had been lost at Narvik and Dunkirk, and many of the American transports were half a world away, running supplies into Guadalcanal. It was a zero-sum game: ships needed for one undertaking necessarily had to come from someplace else. As the official British history of the campaign puts it, “The transports, store-ships, and auxiliaries of all sorts which had to be taken out of circulation seriously upset the Allied shipping programme throughout the world.” The Allies cobbled together what they could. To carry soldiers to North Africa, they relied heavily on prewar cruise ships; the British even commandeered ferryboats from the Glasgow-Belfast run. Similarly, American civilian cargo vessels metamorphosed into “attack transports.” In effect, the invasion fleets for Torch were jury-rigged (as the Americans put it); in the British idiom, they were “lash-ups.”

Of course, the packed troopships and laden cargo vessels required a substantial escort in order to cross the several thousand miles of hostile ocean to the invasion beaches, and that, too, meant withdrawing forces from other theaters. Britain could escort its contingent only by relying heavily on the Home Fleet, as it had for Pedestal, committing three battleships (Duke of York, Nelson, and Rodney), the battlecruiser Renown, five cruisers, and all five of the Royal Navy’s aircraft carriers plus thirty-one destroyers. To obtain them, the Royal Navy reduced the escorts for the transatlantic convoys and suspended convoys to Russia altogether. The escorts for the American troopships, which would sail directly to North Africa from the East Coast of the United States, included three battleships (Massachusetts, New York, and Texas), seven cruisers, and thirty-eight destroyers. More destroyers would have been desirable, but in the late summer of 1942, destroyers were in demand everywhere, including the Solomon Islands.

Once the troopships and cargo vessels arrived at the target beaches, there was the additional problem of getting the men, their equipment, and their vehicles from the transports to the beach. The Marines who had landed at Guadalcanal had benefited from years of practice landings during the 1930s, and their assault on Guadalcanal had been almost routine; they merely had to climb over the sides of their landing boats and wade ashore. The assault in North Africa, however, would involve soldiers, not Marines, and on a much larger scale. To get them from ship to shore, they would have to climb down rope or chain nets from the transports into small plywood boats that would carry them several miles to the beach.

The vessels needed to accomplish that were also in short supply. The British version of this type of small landing boat was called “landing craft, assault” (LCA), and the American version was called “landing craft, personnel” (LCP). Each was capable of carrying thirty-six soldiers at a time, and their navy crewmen were to shuttle back and forth between ship and shore until the landing force was established. Because the American LCPs had been designed and built by Andrew Jackson Higgins, nearly everyone called them Higgins boats (a practice that will be followed here). Later in the war, both the British and American versions would have armored drop-front bows that would enable the soldiers to run directly from the boat out onto the beach, but the early models were simply rectangular plywood boxes with a motor on the back, and when they ground up onto the sand, the men, each of them carrying between sixty and ninety pounds of gear plus their rifle, had to climb out over the sides into waist-deep water before making their way to the beach, as the Marines had done at Guadalcanal.

Getting armored vehicles ashore was a bigger problem. The campaigns in France and Flanders in 1940 had demonstrated that ground combat in the Second World War meant the use of armored vehicles, specifically tanks. Getting tanks from ship to shore was a far more difficult problem than carrying soldiers. The British had experimented with tank-carrying ships that were converted from shallow-draft oil tankers used on Venezuela’s Lake Maracaibo. Like so many innovations, this one had originated in the fertile mind of the prime minister, and the vessels were dubbed “Winstons” (smaller versions were called “Winettes”). What made them distinctive was their massive bow doors, which opened like a giant cupboard. After running up as close to the beach as they could get, they opened their big bow doors and deployed a long ramp. In theory, tanks and trucks could then drive out from their commodious hold directly onto the beach. The concept was certainly valid, as later models of such ships demonstrated. The early versions, however, were cumbersome and difficult to unload, and they had proved disappointing, and nearly disastrous, during the ill-fated raid on Dieppe.

The Americans attacked the problem differently, appropriating a large cargo ship, the Seatrain New Jersey, that had been designed to carry railroad cars from New York to Cuba, and modifying it to carry tanks. She was not a true amphibious ship, however, since her deep V-shaped hull did not allow her to steam up onto a beach, and she could unload her cargo of tanks only if she had access to a working harbor.

Carriers, battleships, cruisers, troopships, cargo ships, destroyers, and landing craft: altogether, the British and Americans employed nearly six hundred ships, plus the small Higgins boats, to execute this first major strategic counteroffensive of the war. From the start, the commanders had to scramble to find the manpower, the equipment, and especially the shipping to make it happen. The nickname “Operation Shoestring” that had been used to describe the Guadalcanal landing might just as easily have been applied to Torch.

Leave a comment

Filed under Africa, Britain, Canada, France, Germany, industry, Japan, Mediterranean, military, Pacific, travel, U.S., war

British Retreat from Greece, 1940

From World War II at Sea, by Craig L. Symonds (Oxford U. Press, 2018), Kindle pp. 101-102:

German intervention in the Greek war was decisive. Within days, British and Greek ground forces were in full retreat. If the Germans had failed to provide adequate air cover for Iachino’s fleet, their aircraft proved devastatingly effective in the land war, and Stuka dive-bombers and Junkers level bombers dominated the skies. In a kind of mini Dunkirk, British transports and destroyers sought to rescue the hard-pressed Allied forces. More than fifty thousand men were successfully evacuated from mainland Greece and carried 250 miles southward to the island of Crete, though four thousand British soldiers and two thousand colonial troops from British Palestine had to be left behind to become prisoners of war.

Cunningham issued orders that “no enemy forces must reach Crete by sea.” Nor did they. Absent a surface navy, the Germans could not pursue their foes across the Aegean. But on May 20, thirteen thousand German paratroopers jumped onto the island from the air. The paratroopers suffered horrific casualties, and initially the British and Greek commanders believed they could contain them. But poor Allied coordination allowed the Germans to secure the airfields, and that enabled them to fly in transport planes filled with reinforcements and supplies. Within days, the Allies had to evacuate Crete as well.

As at Dunkirk the year before, every available destroyer was assigned to the task, and as at Dunkirk, the evacuation had to take place at night due to German control of the skies. For four consecutive nights, from May 28 to June 1, the destroyers crept in at midnight and loaded troops from the jetties, putting to sea well before dawn filled with exhausted and hungry soldiers. Some 16,500 men were evacuated, though once again more than 5,000 had to be left behind. The Luftwaffe pursued and attacked the Allied ships all the way across the Mediterranean, and the toll on Cunningham’s fleet was shocking—greater than Italian losses in the Battle of Cape Matapan. Altogether the British lost three light cruisers and six destroyers sunk and sixteen more ships severely damaged, including the battleships Warspite and Barham, as well as the new carrier Formidable. More than 2,400 British sailors lost their lives.

Despite efforts by the Regia Marina, the British still commanded the sea, but the Germans controlled the air, so—much like the Italians—the Royal Navy could not operate effectively beyond the umbrella of land-based air cover. Arthur Tedder, head of the Royal Air Force, observed that “any excursion [by warships] outside a radius of about 150 miles to the east and north of Alex[andria] is an expensive adventure.” The Royal Navy retained its presence in the eastern Mediterranean, but its reach had been severely limited.

Leave a comment

Filed under Britain, Egypt, Germany, Greece, Italy, Mediterranean, military, war

Different Markets for Cod

From Cod, by Mark Kurlansky (Penguin, 1998), pp. 104-105:

From the Middle Ages to the present, the most demanding cod market has always been the Mediterranean. These countries experienced a huge population growth in the nineteenth century: Spain’s population almost doubled, and Portugal’s more than doubled. Many ports grew into large urban centers, including Bilbao, Porto, Lisbon, Genoa, and Naples. Barcelona in 1900 had a population of almost one million people—most of them passionate bacalao consumers.

But North Americans did not succeed in this market. Though Newfoundland, Labrador, and Nova Scotia remained almost entirely dependent on fishing, there was little quality and they largely sold to Boston or the Caribbean. The one North American exception was the Gaspé, where a quality Gaspé cure was sold to the Mediterranean. Some 900 years after the Basques won the competitive edge over the Scandinavians by salting rather than just air-drying fish, the Scandinavians became competitive by perfecting salting. Norway and Denmark, which controlled Iceland and the Faroe Islands, moved aggressively into the top-quality Mediterranean markets and have remained.

Even today, with goods and people moving more freely than ever before, most salt cod eaters are attached to the traditional cure of their region. Modern Montreal is a city of both Caribbean and Mediterranean immigrants. At the Jean Talon market in the north of the city, stores feature badly split, small dried salt cods from Nova Scotia and huge, well-prepared salt cod from the Gaspé. The Caribbeans consistently buy the Nova Scotian, while the Gaspé is sold to Portuguese and Italians.

Leave a comment

Filed under Canada, Caribbean, economics, food, Italy, Mediterranean, Portugal, Scandinavia, Spain