Category Archives: nationalism

by Joel | 14 September 2022 · 5:12 am

Learning Magyar on the Go, 1934

From Between the Woods and the Water: On Foot to Constantinople: From the Middle Danube to the Iron Gates, by Patrick Leigh Fermor (Journey Across Europe Book 2, NYRB Classics, 2011), Kindle pp. 60-62:

Later, as Malek and I tittuped past a sleepy railway-halt called Pusztapo, the scene clears a bit; its name has stuck only because of its oddity. Hamlets like this were hardly more than a row of thatched cottages on either side of the dusty way. Sometimes I would stop and buy some oats; when the word kocsma over a door or painted in white on a window-pane indicated a tavern, I would dismount and sit on the bench among the budding hollyhocks over a small glass of a fierce country schnapps called seprü, or cseresznye, when made of cherries. Sometimes, blinking in the sun and the dust, a waggoner or two might be on the same bench and, though we were incommunicado, I was among friends at once because of the prevalent sympathy for horses: Malek’s fine looks won all hearts, and everyone stroked him. “Nagyon szép!” they would murmur, “Very beautiful” or “Az egy szép ló,” “He’s a fine horse…” (Sketchy vocabularies are jotted in the journal here and there: zab, oats; ló, horse; lovagolok, I ride; lovagolni fogok, I will ride; lovagolni fogok holnap Mezötúrra, I will ride to Mezötúr tomorrow. Gyönyörü! excellent or first class, it continues, and Rettenetes!, terrible! and so on.) Sitting with the reins loose in my hands under the transparent leaves of the acacias, I felt like a lone cowboy venturing among little-known tribes and the Gypsies and the shepherds with their tomahawk-staves supplied corroborative detail.

When a village fell behind, we were alone once more in a flat and now familiar landscape, half desert and half sown, with its flocks and its herdsmen and its solitary sweep-wells and its cloud-processions along the horizon. In the late afternoon we were picking our way through another enormous herd of cattle with those long straight horns. Soon Gypsy hovels appeared and a straggle of kilns and sheds and thousands of bricks set out to dry and a rambling overgrown churchyard; then solider houses multiplied and we were on the outskirts of the substantial country-town of Mezötúr.

Smaller than Szolnok, it was a place of some consequence nevertheless. (Between two coffee-houses in the main street with kávéház helpfully inscribed across their fronts, another shop-window full of cosmetics and lotions and pictures of women with lowered lids stroking their soft complexions had a mysterious superscription: Szépség Szálón. After a few seconds’ delay, like the working of a slow calculating machine, ‘Beauty Parlour’ came to the surface…) Many of the shops had Jewish names, German in origin but spelt in the Hungarian way. Others were simple Hungarian words—Kis, Nagy, Fehér, Fekete—which may have been translations of Klein, Gross, Weiss and Schwarz, changed during Magyarising drives in the past. A grocer called Csillag—Stern?—set me on the right track for stabling. There were plenty of horses about and many country carts; old and battered four-wheelers with their hoods down waited patiently under the leaves or trundled about in the dusty evening light. Down a back lane at the stables I fell in with an ex-student called Miklos Lederer. He had just been apprenticed to a chemist; when Malek had been watered and fed, he helped me carry all the tack to a room in the house where he had taken digs. Half Hungarian and half Swabian, he too spoke German. Like everyone else at this time of the day, we strolled about the town, while busy swallows whisked by; there was something indefinably oriental in the atmosphere of the place. (I only discovered later on that south of varying parallels of latitude the corso—this universal evening promenade—was a phenomenon that stretched all the way from Portugal to the Great Wall of China.)

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by Joel | 10 September 2022 · 6:57 am

Slovak Resentments, 1934

From A Time of Gifts: On Foot to Constantinople: From the Hook of Holland to the Middle Danube, by Patrick Leigh Fermor (Journey Across Europe Book 1, NYRB Classics, 2011), Kindle pp. 295-296:

We had hardly said good-bye when a spectacled young man on a bike overtook me and dismounted, with a greeting in Slovak—‘Dobar den,’ I think, instead of ‘jo nápot kivánok’—and asked where I was going. He fell in step beside me [and we conversed in German]. He was a schoolmaster and he enlarged on the past sorrows of Slovakia. It is true that the local villages are Hungarian, but further north they are pure Slovak as far as the Polish border. They had been under the Magyars for a thousand years and always treated as an inferior race, and when any Slovak rose in the world he was promptly seduced into the lesser Magyar nobility—with the result that all local leadership evaporated. Slovak children used to be taken away from their parents and brought up as Magyars. Even when they were fighting the Austrians in defence of their nationality and language, the Hungarians were busy oppressing and Magyarizing their own Slovak subjects. The schoolmaster didn’t seem to like the Czechs much either, though this involved a different kind of resentment. The Czechs, it seems, regard the Slovaks as irredeemable bumpkins, while in Slovak eyes, the Czechs are bossy, petit bourgeois bureaucrats who take unfair advantage of their closeness to the government in Prague. The schoolmaster himself was from northern Slovakia, where—partly thanks to the Hussites, partly to the general spread of the Reformation in east Europe—much of the population is Protestant. I hadn’t realized this. It was touch and go in the Dark Ages whether the Slavs of the North became Catholic or Orthodox. Under the proselytizing influence of SS. Cyril and Methodius—the Byzantine missionaries who invented the Cyrillic script and translated the sacred writings into Old Slavonic—it could easily have been the latter. When I asked why it hadn’t, he laughed and said: “The damned Magyars came!” The link was severed, and the Czechs and Slovaks stuck to Rome and the West.

When he reached his turning he asked me to stay in his village, but I had to press on. He pedalled away with a wave. A nice man.

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by Joel | 9 September 2022 · 5:59 am

Bratislava’s Babylon, 1934

From A Time of Gifts: On Foot to Constantinople: From the Hook of Holland to the Middle Danube, by Patrick Leigh Fermor (Journey Across Europe Book 1, NYRB Classics, 2011), Kindle pp. 247-248:

The Schlossberg, the rock which dominates the town with its colossal gutted castle, had a bad name, and I hadn’t climbed many of the steps of the lane before understanding why. One side of the path dropped among trees and rocks, but on the other, each of the hovels which clung to the mountain was a harlot’s nest. Dressed in their shifts with overcoats over their shoulders or glittering in brightly-coloured and threadbare satin, the inmates leaned conversationally akimbo against their door-jambs, or peered out with their elbows propped on the half-doors of their cells and asked passers-by for a light for their cigarettes. Most of them were handsome and seasoned viragos, often with peroxided hair as lifeless as straw and paint was laid on their cheeks with a doll-maker’s boldness. There were a few monsters and a number of beldames. Here and there a pretty newcomer resembled a dropped plant about to be trodden flat. Many sat indoors on their pallets, looking humble and forlorn, while Hungarian peasants and Czech and Slovak soldiers from the garrison clumped past in ascending and descending streams. During the day, except for the polyglot murmur of invitation, it was rather a silent place. But it grew noisier after dark when shadows brought confidence and the plum-brandy began to bite home. It was only lit by cigarette ends and by an indoor glow that silhouetted the girls on their thresholds. Pink lights revealed the detail of each small interior: a hastily tidied bed, a tin basin and a jug, some lustral gear and a shelf displaying a bottle of solution, pox-foiling and gentian-hued; a couple of dresses hung on a nail. There would be a crucifix, or an oleograph of the Immaculate Conception or the Assumption, and perhaps a print of St. Wenceslas, St. John Nepomuk or St. Martin of Tours. Postcards of male and female film stars were stuck in the frames of the looking-glasses, and scattered among them snapshots of Maszaryk, Admiral Horthy and Archduke Otto declared the allegiance of the inmates. A saucepan of water simmered over charcoal; there was little else. The continuity of these twinkling hollows was only broken when one of the incumbents charmed a stooping soldier under her lintel. Then a dowsed lamp and the closing of a flimsy door, or a curtain strung from nail to nail, masked their hasty embraces from the passers-by. This staircase of a hundred harlots was trodden hollow by decades of hobnails, and the lights, slanting across the night like a phosphorescent diagonal in a honeycomb, ended in the dark. One felt, but could not see, the huge battlemented ruin above. At the lower end, the diffused lights of the city cataracted downhill.

This was the first quarter of its kind I had seen. Without knowing quite how I had arrived, I found myself wandering there again and again, as an auditor more than an actor. The tacit principle to flinch at nothing on this journey quailed here. These girls, after all, were not their Viennese sisters, who could slow up a bishop with the lift of an eye lash. And even without this embargo, the retribution that I thought inevitable—no nose before the year was out—would have kept me safely out of doors. The lure was more complicated. Recoil, guilt, sympathy, attraction, romantisme du bordel and nostalgie de la boue wove a heady and sinister garland. It conjured up the abominations in the books of the Prophets and the stews of Babylon and Corinth and scenes from Lucian, Juvenal, Petronius and Villon. It was aesthetically astonishing too, a Jacob’s ladder tilted between the rooftops and the sky, crowded with shuffling ghosts and with angels long fallen and moulting. I could never tire of it.

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by Joel | 7 September 2022 · 6:17 am

A Guest in an Austrian Schloss, 1934

From A Time of Gifts: On Foot to Constantinople: From the Hook of Holland to the Middle Danube, by Patrick Leigh Fermor (Journey Across Europe Book 1, NYRB Classics, 2011), Kindle pp. 136-138:

The word ‘schloss’ means any degree of variation between a fortified castle and a baroque palace. This one was a fair sized manor house. I had felt shy as I ploughed through the snow of the long avenue late that afternoon; quite baselessly. To go by the solicitude of the trio at the stove-side in the drawing-room—the old Count and his wife and their daughter-in-law—I might, once again, have been a schoolboy asked out for a treat, or, better still, a polar explorer on the brink of expiring. “You must be famished after all that walking!” the younger Gräfin said, as a huge tea appeared: she was a beautiful dark-haired Hungarian and she spoke excellent English. “Yes,” said the elder, with an anxious smile, “We’ve been told to feed you up!” Her husband radiated silent benevolence as yet another silver dish appeared. I spread a third hot croissant with butter and honey and inwardly blessed my benefactor in Munich.

The Count was old and frail. He resembled, a little, Max Beerbohm in later life, with a touch of Franz Joseph minus the white side-whiskers. (Next day he wrote a chit to some private gallery in Linz on the back of a visiting card. After his name was printed: K.u.K. Kämmerer u. Rittmeister i.R[uhestand]. ‘Imperial and Royal Chamberlain,’ that is, ‘and retired Captain of Horse.’ All through Central Europe the initials ‘K.u.K.’—Kaiserlich und Königlich—were the alliterative epitome of the old Dual Monarchy. Only candidates with sixteen or thirty-two quarterings, I learnt later, were eligible for the symbolic gold key that court chamberlains wore on the back of their full-dress uniforms. But now the Empire and the Kingdom had been dismembered and their thrones were empty; no doors opened to the gold keys, the heralds were dispersed, the regiments disbanded and the horses dead long ago. The engraved words croaked loud of spent glories. Rare then, each of those symbols by now must be one with the translucent red button, the unicorn-embroidered robe and the ruby and jade clasp of a mandarin of the first class at the court of Manchus: ‘Finis rerum, and an end of names and dignities and whatsoever is terrene . . .’) I admired his attire, the soft buckskin knee-breeches and gleaming brogues and a grey and green loden jacket with horn buttons and green lapels. These were accompanied out-of-doors by the green felt hat with its curling blackcock’s tail-feather which I had seen among a score of walking sticks in the hall. It was in Salzburg that I had first admired these Austrian country clothes. They were similar in kind, but less splendid in detail, to the livery of the footmen who kept bringing in those silver dishes. There was a feeling of Lincoln green about them, woodland elegance that the Count carried off with the ease of a courtier and a cuirassier.

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by Joel | 6 September 2022 · 5:49 am

Impressions of Bavarians, 1934

From A Time of Gifts: On Foot to Constantinople: From the Hook of Holland to the Middle Danube, by Patrick Leigh Fermor (Journey Across Europe Book 1, NYRB Classics, 2011), Kindle pp. 121-123:

“Hans.” “ What?” “Can you see me?” “No.” “Well, the dumplings are enough.”

The inn-keeper’s wife, who was from Munich, was illustrating the difficulties of the dialect by an imaginary conversation between two Bavarian peasants. They are seated on either side of a table, helping themselves from a huge dish of Knödel, and it is only when the plate of one of them is piled high enough with dumplings to hide him from view that he stops. In ordinary German, this dialogue would run: “Hans!” “Was?” “Siehst Du mich?” “Nein.” “Also, die Knödel sind genug.” But in the speech of Lower Bavaria, as closely as I can remember, it turns into: “Schani!” “Woas?” “Siahst Du ma?” “Na.” “Nacha, siang die Kniadel knua.” Such sounds were mooing and rumbling in the background all through this Bavarian trudge.

The inns in these remote and winter-bound thorpes were warm and snug. There was usually a picture of Hitler and a compulsory poster or two, but they were outnumbered by pious symbols and more venerable mementoes. Perhaps because I was a foreigner, politics seldom entered the conversations I had to share in; rather surprisingly, considering the closeness of those villages to the fountain-head of the Party. (It was different in towns.) Inn-talk, when it concerned the regional oddities of Bavaria, was rife with semi-humorous bias. Even then, many decades after Bismarck’s incorporation of the Bavarian Kingdom into the German Empire, Prussia was the chief target. A frequent butt of these stories was a hypothetical Prussian visitor to the province. Disciplined, blinkered, pig-headed and sharp-spoken, with thin vowels and stripped consonants—every “sch” turning into “s” and every hard “g” into “y”—this ridiculous figure was an unfailing prey for the easy-going but shrewd Bavarians. Affection for the former ruling family still lingered. The hoary origins and the thousand years’ sway of the Wittelsbachs were remembered with pride and their past follies forgiven. So august and gifted and beautiful a dynasty had every right, these old people inferred, to be a bit cracked now and then. The unassuming demeanour of Prince Ruprecht, the actual Pretender—who was also the last Stuart Pretender to the British throne—was frequently extolled; he was a distinguished doctor in Munich, and much loved. All this breathed homesickness for a past now doubly removed and thickly overlaid by recent history. I liked them for these old loyalties. Not everyone is fond of Bavarians: their fame is mixed, both inside Germany and out and one hears damning tales of aggressive ruthlessness. They seemed a rougher race than the civilized Rhinelanders or the diligent and homely Swabians. They were, perhaps, more raw in aspect and more uncompromising in manner; and—trivial detail!—an impression remains, perhaps a mistaken one, of darker hair. But there was nothing sinister about the farm people and foresters and woodcutters I spent these evenings with. They have left a memory of whiskers and wrinkles and deep eye sockets, of slurred speech and friendly warmth and hospitable kindness. Carved wood teemed in every detail of their dwellings, for from the Norwegian fiords to Nepal, above certain contour-lines, the upshot of long winters, early nightfall, soft wood and sharp knives is the same. It soars to a feverish zenith in Switzerland, where each winter begets teeming millions of cuckoo clocks, chamois, dwarfs and brown bears.

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by Joel | 25 August 2022 · 4:36 pm

CSS Shenandoah Finally Surrenders

From The Civil War at Sea, by Craig L. Symonds (Praeger, 2009), Kindle Locs. 2369-2400:

After its adventure in Melbourne, the Shenandoah headed into the South Pacific, where Waddell encountered a string of bad luck. Forewarned of the Shenandoah’s presence by the American consul at Melbourne, U.S. shipping had fled the area so that no prizes were available, and a series of fierce storms battered the rebel raider as it struggled northward. Then on April Fool’s day, the Shenandoah found and captured three American brigs that were anchored off the idyllic island of Pohnpei in Micronesia. On that same day, nearly halfway around the world near Petersburg, Virginia, Federal troops broke through Lee’s lines at Five Forks, the event that prompted Lee’s decision to evacuate the Richmond-Petersburg lines and begin his retreat to Appomattox. By the time the Shenandoah left Micronesia and sailed north to begin its assault on the American whaling fleet in the Pacific, Lee had surrendered.

After a brief visit to the Sea of Okhotsk, where the ship and its crew battled ice storms and fog, the Shenandoah entered the Bering Sea in mid-June. There the pickings were plentiful, and the Shenandoah captured one whaling ship after another, burning most of them and using the others as cartels for the prisoners. Newspapers found on board one of the whaling ships reported that Charleston and Richmond had fallen to the Yankees. On another, the ship’s captain declared unequivocally that the war was over, that Lee had surrendered his army. Waddell demanded proof, but the whaling boat skipper could only reply that he had heard in San Francisco that the war was over. That was not good enough for Waddell or the members of his crew, one of whom wrote in his diary “There is no doubting the fact that the Confederacy has received in prestige a heavy blow, but further I do not believe.” Waddell was conflicted. If the war was indeed over, all his actions could be construed as piratical. But he had heard nothing officially, and it was always possible that the Yankees were publishing lies, something he believed them to be capable of. A few days later, Waddell captured another prize that had even more recent newspapers on board. These confirmed the fall of Richmond, but also stated that the rebel government had moved to Danville, Virginia, and that Jefferson Davis had resolved to fight on. The Shenandoah’s rampage continued. In four days (June 25-28), it took and burned 15 whaling ships and bonded three others.

Leaving the Bering Sea in early July, Waddell took the Shenandoah south along the North American coast with a plan to enter San Francisco Bay in the dark of night, steal up on the Union ironclad that was stationed there, board it in the dark, and take it. Then with both the Shenandoah and the Union ironclad under his command, he would place the city of San Francisco itself “under contribution,” that is, he would demand an indemnity from the city to avoid being shelled.

While en route there, however, the Shenandoah encountered the British bark Baracouta on August 2, and from it Waddell received chilling news. The war was indeed over. President Davis had been captured, southern armies had surrendered, and the people of the South had been “subjugated.” This time, there was no doubting the facts. As one officer wrote in his diary, “We now have no country, no flag, no home.” Describing this as “the bitterest blow,” Waddell pondered his next move. In his initial orders, written the previous October, Bulloch had suggested to Waddell that after he had completed his mission “the best disposition you could make of the Shenandoah would be to sell her, either somewhere on the west coast of South America or to adventurous speculators in the Eastern seas.” Uncertain whether that was still possible, and unwilling to surrender his command to the Yankees, Waddell resolved to take his ship to a European port. Waddell may have worried that the Yankees would consider him a pirate for having made most of his captures after the war had ended. In any case, he ordered the guns dismounted and struck below, pointed his ship southward, and began a 17,000-mile voyage back to the Shenandoah’s port of origin.

The Shenandoah passed Cape Horn in mid-September and turned north. Six members of the crew, fearful of being caught by a Federal steamer in the long run back to England and hanged as pirates, petitioned Waddell “to land us at the nearest and most convenient port,” and 10 others urged him to take the ship to Cape Town. Waddell’s officers supported him in his decision to return to Liverpool, and in a testimony to Waddell’s leadership, the rest of the crew, some 71 persons, signed another other petition expressing confidence in whatever decision he made. Discipline held, and so did Waddell’s luck. Though several ships were sighted en route to England, none pursued the disarmed Shenandoah, and on November 6, 1865, after a round-the-world the-world cruise of 58,000 miles, during which it had captured 38 prizes, the ship dropped anchor in the Mersey River near the British ship of the line HMS Donegal. Waddell distributed the prize money that had been taken before the end of the war to the members of the crew, and put the rest of it ($820.28) in a bag and gave it to the paymaster of the Donegal. After four more days in a kind of legal twilight, the officers and men of the Shenandoah were released unconditionally, and the Civil War at sea came to an end.

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by Joel | 20 August 2022 · 6:05 am

Civil War “West”: Rivers and Rails

From The Civil War at Sea, by Craig L. Symonds (Praeger, 2009), Kindle Locs. 1304-1325:

It is important to acknowledge that during Civil War, “the West” referred not to places like Arizona and New Mexico, or even Texas and Arkansas, which constituted the “trans-Mississippi West,” but instead to the expanse of territory between the Appalachian Mountains and the Mississippi River. The Ohio River marked its northern boundary, and the Gulf of Mexico its southern, and it encompassed all or part of six states: Louisiana, Mississippi, Alabama, Tennessee, Kentucky, and Georgia. It may seem odd to think of Georgia as part of the West since it borders the Atlantic Ocean, but strategically much of Georgia—especially Atlanta—was more closely tied to the West than the East. This vast western area got less public attention than the epic battles in Virginia both at the time and subsequently, and until recently Civil War literature tended to treat it as a secondary theater, though a good argument can be made that this expansive region was the decisive theater of the war.

Moreover, there were important differences in the way the war was fought in the West. First of all, the western theater was simply much larger. In the East, which contained both of the national capitals, most of the headline-grabbing battles took place in an area bounded by the Allegheny Mountains to the west and the Chesapeake Bay to the east. Gettysburg marked its northern limit and Petersburg its southern. Though it seemed enormous to the soldiers who had to march across it from place to place, it was a relatively small area, roughly the size of Massachusetts. By contrast, the war in the West ebbed and flowed in an area nearly 20 times as large. Given those dimensions, railroads were critical. Confederate General Braxton Bragg moved his army over 1,000 miles by rail to outflank a Union army in 1862; James Longstreet took two divisions across five states by rail to reinforce the Confederate army on the eve of Chickamauga in 1863; and Joseph E. Johnston and William T. Sherman fought an entire campaign over control of the Western & Atlantic Railroad in 1864 in what may have been the decisive campaign of the war.

Even more critical, however, were the rivers. The rivers in the West were essential not only to the movement of armies, but also to the transport of the supplies necessary to sustain those armies. Transport ships could carry more men and goods, and do so more quickly and efficiently than railroads. And while rampaging cavalry might be able to interrupt railroad traffic by tearing up rails and burning bridges, they could not stop the flow of the rivers. Of course, transports could be ambushed by parties on shore, such as the battery the rebels briefly established at Commerce, Missouri, and for that reason, gunboats were necessary to escort the transports and keep the rivers secure.

In addition, the rivers were geographical realities that affected the strategic planning of both sides. In the East, where the main field armies of both sides slugged it out between Richmond and Washington, the rivers ran mostly west to east—that is horizontally as they appear on a map—athwart any potential Union line of advance, making them defensive barriers that worked to the South’s advantage. Civil War scholar Daniel Sutherland has named the Rappahannock-Rapidan River line in Virginia the “dare mark” beyond which Union armies advanced only at their peril. But with the exception of the Ohio River, the principal rivers in the West ran either north-to-south, like the Mississippi, or south-to-north, like the Cumberland and Tennessee Rivers—that is, vertically as they appear on a map. Consequently they served not as barriers to a Union attack, but as avenues along which Union armies, supported by river gunboats, could advance. For these reasons, Union planners began to consider a river gunboat flotilla from almost the first days of the war.

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by Joel | 19 August 2022 · 7:35 am

Confederate Commerce Raiding Effects

From The Civil War at Sea, by Craig L. Symonds (Praeger, 2009), Kindle Locs. 1238-1257:

Altogether during the war, eight Confederate commerce raiders captured and destroyed some 284 Union merchant ships valued at more than $25 million. Most of them were sailing ships, and a third of them (97) were taken by either the Alabama or the Florida.

In assessing the impact of these rebel raiders, as in assessing the impact of the blockade, numbers alone cannot tell the full story. William Dalzell, whose 1940 history The Flight from the Flag remains a classic, argued that the ripple effect of those 284 lost ships went well beyond the immediate impact of sunken ships and lost cargoes. The success of the Florida and the Alabama in particular led to a significant jump in maritime insurance rates, which reduced the profit margin even for ships that never encountered a rebel raider. Moreover, the rebel raiders engendered such fear within the American maritime community that many merchants abandoned American-flag ships altogether and shipped their goods in foreign bottoms. Facing a dearth of customers, American shippers either sold out or reregistered their ships in foreign countries. Whereas in 1858 only 33 American-built vessels registered as British ships, a total of 348 did so in 1863. Thus while the raiders sank or burned some 150,000 tons of Union shipping, they were also instrumental in provoking the transfer of another 800,000 tons to foreign registry. In all, nearly a million tons of merchant ships-half of the U.S. merchant marine-ceased to fly the American flag. In the fall of 1863, a reporter for the New York Herald noted that of the 176 ships then in New York Harbor, only 19 of them flew the American flag. The others flew the flags of England (93), Bremen (20), France (10), Denmark (6), Hanover (6), Hamburg (6), Prussia (4), Belgium (3), Norway (3), Austria (3), Holland (2), and Sweden (1). Indeed, American-flag shipping dropped nearly as spectacularly during the war as southern cotton exports. While the blockade reduced southern cotton exports from 2.8 million bales in 1860 to 55,000 in 1862, rebel commerce raiders effectively reduced Union shipping from 2.2 million tons in 1860 to fewer than 500,000 by 1865. Considering that the South invested considerably less in building and equipping its handful of raiders than the North did in establishing and maintaining the blockade, the southern decision to adopt a strategy of guerre de course [war on commerce] seems more than validated.

On the other hand, the raiders’ impact on the economy of the North was not nearly as devastating as the impact of the blockade was to the economy of the South. The hundreds of American-owned ships that adopted foreign registry to avoid being targeted by the rebel raiders were not lost, merely reflagged. During Britain’s wars with France earlier in the 19th century, much of its trade shifted to American-flag vessels to prevent their capture by French privateers. American commerce in this period had thrived as a result, but so, too, had the British economy. Now the situation was reversed, and during the Civil War much of America’s trade shifted to British-flag vessels. In both cases, the home economy continued to prosper. An editorial in the New York Sun in March of 1865, only weeks before Appomattox, noted “There never was a time in the history of New York when business prosperity was more general, when the demand for goods was greater, and payments more prompt, than within the last two or three years.

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by Joel | 18 August 2022 · 6:05 am

Perils of Civil War Blockades

From The Civil War at Sea, by Craig L. Symonds (Praeger, 2009), Kindle Locs. 669-691:

Night was the most dangerous time, for that was when the blockade runners were most likely to attempt a run in or out of port. In the middle of a moonless night, perhaps in a misting rain, a slightly darker shadow amid the blackness might be perceived creeping through the anchored ships of the squadron. Wary of firing into a friend, the officer of the deck might order that the night signal be made asking “friend or foe?” At this order, the signal officer might fumble in the dark for Coston flares, and put up the required combination of red or white flares. If the appropriate response was not forthcoming, a rocket might be fired into the dark sky to alert the rest of the squadron. Feet would pound on the ladders and decks as men tumbled up from below to cast loose the big guns and train them out into the darkness seeking the shadowy outline of the blockade runner going past at 10, 12, or even 14 knots. Muzzle flashes would light up the night, temporarily blinding the gunners. Some ships would slip their anchors and set out in pursuit. Then it was over, more often than not with the runner escaped, the men angry about their missed opportunity, and the officers frustrated.

A typical encounter took place off Charleston on June 23, 1862. At 3:00 A.M., in the pitch black of the pre-dawn darkness, the deck watch on the wooden side-wheel steamer USS Keystone State spotted an unidentified steamer coming out of Charleston and making for open water. The watch officer fired a gun, slipped the anchor cable, and set out in pursuit. Thus alerted, the USS Alabama and the USS James Adger, flagship ship of the squadron, joined the chase, and all three Union warships set out at full speed after the illicit vessel. After three hours and more than 40 miles, the Alabama and James Adger found themselves falling further and further behind and they gave up the chase to the swifter Keystone State, which had a reputation as the fastest ship in the squadron. When the sun rose, the commander of the Keystone State, William LeRoy, identified the chase as the Nashville, a notorious blockade runner recently renamed named the Thomas L. Wragg. LeRoy ordered the coal heavers to redouble their efforts. To lighten ship and gain speed, he ordered the ship’s drinking water pumped over the side and jettisoned several lengths of anchor chain. Slowly but steadily the Keystone State began to gain on its quarry.

On board the fleeing Nashville, the officers and crew grew desperate. They threw their entire cargo, cotton valued at more than a million dollars, overboard, and then they began tearing apart the deck cabins to burn the wood and raise more steam. The Nashville pulled ahead again. For more than 300 miles, the two ships raced across the ocean at full speed, heading southeast. Finally after an all-day chase, with each ship squeezing every ounce of speed out of its engine, the Nashville slipped into a squall and disappeared. Eventually it reached Abaco in the British Bahamas. LeRoy, vastly disappointed, pointed, returned to resume the interminable blockade of Charleston. Statistically this went into the books as the successful escape of a blockade runner, though of course the loss of the Nashville’s cargo meant that it resulted in no benefit to the Confederacy.

But there was more. When the James Adger returned to the blockade squadron off Charleston after its 80-mile roundtrip pursuit of the Nashville, its commander, John B. Marchand, learned that during his absence another notorious blockade runner, the Memphis, had slipped into the harbor past the blockading squadron and was aground on the beach at Sullivan’s Island under the guns of Fort Moultrie. The Confederates were already at work removing its cargo by lighters. It was mortifying to Marchand to report to Du Pont at Port Royal that two ships had successfully violated the blockade.

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by Joel | 17 August 2022 · 3:26 pm

Logistics of Early Sidewheel Steamships

From The Civil War at Sea, by Craig L. Symonds (Praeger, 2009), Kindle Locs. 78-97:

Despite their self-evident logistical limitations, the tactical superiority of paddle steamers in the Mexican War led Congress in 1847 to approve three new side-wheel steamers (the Susquehanna, the Powhatan, and the Saranac), and one with a screw propeller (the San Jacinto), all of which would play prominent roles in the Civil War. Like all steamers of that era, each of these ships carried a full suite of masts and spars and were labeled “auxiliary steamers” because they were expected to navigate under sail at least as often as they did under steam. They were, in fact, transitional vessels that straddled the age of sail and the age of steam. The principal reason for including the San Jacinto in the program was to compare a screw-driven vessel against a paddle-wheel vessel, a comparison that was marred by the fact that the San Jacinto had a number of engineering flaws-including a propeller shaft that was 20 inches off the centerlines.

Despite that, it very soon became evident that the side-wheel steamers were inferior to screw steamers. When the Susquehanna was dispatched to the Far East by way of Capetown and the Indian Ocean in 1851, it took eight months to steam 18,500 miles, and it burned 2,500 tons of coal en route. Simple division shows that this yielded an average of 7.4 miles of forward progress for each ton of coal burned. Because coal cost an average of about $10 a ton in 1851, it cost the government about $1.35 (more than a full day’s pay) for every mile that passed under the Susquehanna‘s keel. Moreover, the lengthy transit time was a product not only of its relatively slow speed (8-10 knots) but also of the fact that the Susquehanna had to stop eight times en route to refuel, spending 54 days in port recoaling. Finally, all of those coaling stops were necessarily at foreign ports because the United States had no overseas bases in the mid-19th century. Even after the Susquehanna arrived-finally-on station at Hong Kong, it remained dependent on foreign sources of fuel to stay there. Obviously, for a navy with far-flung responsibilities and no overseas coaling bases, steam power continued to have significant limitations.

A second problem with side-wheel steamers like the Susquehanna was that those enormous paddle wheels on each side obscured much of the ships’ broadsides, thus limiting the number of guns they could carry, and those big paddle wheels made very inviting targets. If one of the paddle wheels was damaged by enemy fire, the ship’s mobility would be dramatically affected, and the helmsman would need great skill to prevent the ship from yawing off course or even steaming in a circle. Navy Lieutenant W. W. Hunter suggested that the solution was to turn the paddle wheels on their sides and place them below the water line, thus putting them out of the line of fire and restoring storing an uninterrupted broadside. Dubbed the Hunter’s Wheel, this seemed to offer a technological and tactical solution. But in practice the Hunter’s Wheel proved stunningly inefficient. In 1842 the USS Union was engineered to operate with Hunter’s Wheels, but while they dramatically churned up the water and burned extravagant amounts of coal, the ship made no better than five knots, and in 1848 its engines were removed and it was employed as a receiving ship. In the end, the best solution proved, after all, to be Ericsson’s screw propeller, and in the mid 1850s, during a burst of naval expansion, the U.S. Navy returned to it for a new generation of warships.