Category Archives: U.S.

by | 9 January 2023 · 4:01 am

Great Plains Migrations, 1812-1815

From Lakota America: A New History of Indigenous Power, by Pekka Hämäläinen (The Lamar Series in Western History; Yale U. Press, 2019), Kindle pp. 153-154:

Lakotas stayed out of the War of 1812, but the war years were a dynamic time for them. There were exhilarating advances in equestrian technology: several winter counts record how Lakotas captured their first wild horses with lariats somewhere in the western plains. The practice signaled a larger expansion of the horse culture across the grasslands. Herds of wild mustangs had multiplied in the southern plains to the point where animals began spreading into colder northern latitudes, and Lakotas may have adopted the use of the lariat from their more experienced Cheyenne allies.

There were also far-reaching political developments. Lakotas fought with Crows in the west, clashing over horses and hunting rights, while also engaging in active diplomacy with Pawnees and Kiowas to the south. The talks were often tentative, rendered so by the very dynamism of the rising horse nations of the plains. Comanches, Kiowas, Crows, and other plains nomads were now rapidly accumulating horses, their ambitions growing along with their herds. They were jockeying for position in the western steppes, competing for the richest hunting grounds, the best riverine pasturelands, and key trade corridors.

Though still bound in the Mníšoše [Missouri R.], Lakotas were not exempt from these rivalries. Most of their oyátes had begun regular bison hunts in the West where, at the edge of the Black Hills, they sometimes wintered with Cheyennes. The western excursions drew them into conflict with Kiowas, who were in a habit of traveling to the Black Hills from their southern homelands around the Arkansas, where they lived in an alliance with the powerful Comanches. Lakotas could ill afford a war with Kiowas, who had become prominent middlemen, carrying Comanche horses to the North Platte where they traded with Cheyennes. In 1815 a Lakota delegation traveled there to hold a peace council with Kiowas. It went badly. A Kiowa tried to steal Lakota horses, and a Sicangu warrior buried a hatchet in his head. Lakotas drove the Kiowas all the way into the Rockies. It was a major event, recorded in numerous winter counts, for it anticipated Lakota expansion into the West.

Lakotas were not plains nomads yet. They ventured into the grasslands to hunt and trade and raid, but they did not feel safe out in the open. They were still building up their horse herds, and the Black Hills were dominated by Crows and Cheyennes who commanded the western grasslands from the rocky bastion. In around 1815 Sans Arcs astonished other Lakotas by building dirt lodges at Peoria Bottom above the Bad River. They then did something even more unexpected: they built large wooden houses, which they occupied for at least two years. The pictographs of the boxy structures appear at once cozy and utterly alien on the buffalo hides.

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by | 5 January 2023 · 7:14 am

Smallpox Epidemics of 1775, 1779

From Lakota America: A New History of Indigenous Power, by Pekka Hämäläinen (The Lamar Series in Western History; Yale U. Press, 2019), Kindle pp. 94-96:

The smallpox epidemic began in late 1775 in Quebec and spread down the eastern seaboard with the peripatetic British and Patriot armies. The epidemic’s most significant intrusion into the war came in 1781, when it caught up with the loyalist African Americans who had joined the British Army in a march across the South. In September General Charles Cornwallis was besieged in Yorktown, his black allies dying in masses and his soldiers succumbing to malaria. When Cornwallis surrendered, his army had nearly melted away under the double pathogenic assault. The first British Empire had come to an end.

While smallpox was thriving in the war-ravaged East, it found another opening some fifteen hundred miles to the west. This epidemic originated in Mexico City in August 1779 and moved from there to New Orleans, San Antonio, and Santa Fe by December 1780. There trade became the principal vehicle for transmission. Comanches, who dominated the lands amid those colonial capitals, were infected and seem to have passed on the pestilence to their trading partners, some of whom transmitted it into the Missouri Valley. Carried by equestrian Indians, the malady could travel far during its long incubation period, and a trading expedition may have reached the Missouri with the virus before succumbing to it.

Dying began in 1781—just as the British Army was wasting away at Yorktown—among Arikaras and Mandans. Lakotas contracted the disease around the same time, possibly while raiding. Oglala and Sicangu winter counts record two successive years of smallpox. They depict human figures in agony, their faces and torsos covered with red spots, documenting the infection’s aggressive spread from small blood vessels in the mouth and throat across the body until sharply raised, pus-filled blisters covered the skin; they capture the ineffectiveness of traditional healings methods in the face of an alien organism. There is no way of knowing how many died. Lakotas’ migratory way of life and dispersal into small hunting bands gave them a measure of protection against the pestilence, but cold and erratic weather around the outbreak must have compromised their ability to fight off the virus.

While the epidemic ravaged Lakotas, it nearly ruined the villagers. The virus found in the crowded villages an auspicious setting to spread. Arikaras may have lost more than three-fourths of their people, and they abandoned all but seven of their thirty-two villages. Mandan losses were similarly catastrophic. Their eight villages were reduced to two, and their thirteen clans became seven. The Hidatsa population was cut by half. An ancient political geography collapsed in a matter of months as the combined villager population of tens of thousands was reduced to roughly eight thousand. Thick clusters of Arikara, Mandan, and Hidatsa villages melted into thinly sprinkled nodes; permanent settlements no longer governed the riverscape. Cheyennes, too, were afflicted. Most of them abandoned their Missouri villages, making an abrupt and uncertain leap to a nomadic existence in the open plains to the west. Only one band, the Masikotas, stayed along the Missouri, attaching themselves to Lakotas.

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Filed under Britain, disease, Mexico, migration, nationalism, North America, U.S., war

by | 30 December 2022 · 5:27 am

U.S. Inland Boatbuilding Centers, 1820

From Life on the Mississippi: An Epic American Adventure, by Rinker Buck (Avid Reader Press / Simon & Schuster, 2022), Kindle pp. 34-35:

By 1820, the Mon Valley was a smoke pot of industry, with the haze from the foundries and sawmills mixing with the river fog to create a dark overcast on still days. Along the river, where major tributaries like the Youghiogheny and the Cheat enhanced the flow and made boat launching possible almost year-round, boatyards specializing in flats, keelboats, steam-powered hulls, and tall mast ships flourished. Wheeling, McKeesport, New Geneva, and of course Pittsburgh all developed as boatbuilding towns to support the new commerce and migration. The Mon Valley shipbuilding towns played the same role in developing western traffic as Bath, Maine, or Marblehead, Massachusetts, played in the whaling and spice trades. Provisioning the thousands of settlers’ arks and cargo flatboats now departing along the Mon and the Ohio every year became another engine of growth, and Pittsburgh alone would double in population, from 2,400 people in 1800 to almost 5,000 in 1810. Building flatboats and steamboats and supplying the new export economy from the strategic three-rivers junction helped turn Pittsburgh into a small metropolis of 50,000 by the Civil War.

We should be grateful today that Zadok Cramer was a dogged compiler of fact. In The Navigator, Cramer’s list of Pittsburgh’s business establishments took up four pages in agate type, indicating how quickly the town grew as a manufacturing center to supply the booming Ohio-Mississippi trade route. He reported that an 1810 inventory of local establishments in Pittsburgh included “8 boat, barge, and ship builders, 1 pump maker, 1 looking glass maker, 1 lock maker, 7 tanyards, 2 rope walks, 1 spinning wheel maker, [and] 17 blacksmiths.” An “English artist,” James Patterson, was forging a line of metalware that was sure to be popular with the departing flatboaters: “Fire shovels, tongs, drawing knives, hatchets, two feet squares, augers, chisels, adzes, claw hammers, door hinges, chains, hackels,… [and] plough irons.” No, Andrew Carnegie and Henry Clay Frick did not “invent” the steel business in Pittsburgh. As early as 1812, iron and steel foundries around Pittsburgh were already producing four hundred tons of ingots, wire, and beam per year. The annual production of construction lumber and “scantling,” or boat timbers, reached over seven million board feet. “The stranger is stunned,” Cramer wrote, “by an incessant din of clattering hammers, and blowing of bellowses from morning till night.”

And still more wagons were coming. In 1814, the Pittsburgh Gazette carried an item about a farmer who lived four miles outside town along the main wagon road. Impressed by the volume of traffic heading west for the boatyards, he decided to record every passing wagon between January 1, 1813, and January 1, 1814. His count over that one-year span came to 4,055. At least another five thousand wagons crossed every year on the National and Wilderness Roads. By then the business of building flatboats was so scattered up and down the tributaries of the Ohio, the Mon, the Cumberland, and the Tennessee—and from farm to farm anywhere west of the Appalachians—that no one could possibly count the number of vessels built every year. A few of these hulls would enjoy brief second careers as store boats or floating docks near town landings. But most of them were quickly recycled into frontier log cabins, the sidewalks of Natchez, or the rafters for Creole cottages in New Orleans, one reason why so little evidence of flatboat construction was either preserved or documented for posterity. History, in this case, was literally destroying a record of itself every time a flatboat landed and was taken apart to build something else.

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by | 29 December 2022 · 5:12 am

America’s Flatboat Era

From Life on the Mississippi: An Epic American Adventure, by Rinker Buck (Avid Reader Press / Simon & Schuster, 2022), Kindle pp. 28-29:

Historic periods rarely begin at a single, defined moment, and the flatboat era’s antecedents dated back more than forty years. The reason, mostly, was war, and the American passion for cleansing desirable new lands of their indigenous peoples. During the French and Indian War and the Revolution, and then again during Mad Anthony Wayne’s Ohio campaign against the Shawnee and the Miami during the Northwest Indian War in the 1790s, agents dispatched by British and then American army quartermasters had sailed southwest on the Ohio and the Mississippi in flotillas of flat-bottomed barges or keelboats, to trade Monongahela flour and whiskey for imported gunpowder, muskets, and bayonets in New Orleans. The bustling munitions trade between the Americans and the Spanish authorities in Natchez and New Orleans during the Revolution set the tone for the next one hundred years, when wartime needs accelerated transportation improvements on the rivers. During the Revolution, Bernardo de Gálvez, the Spanish governor of Louisiana and Cuba, was openly pro-American and even led successful expeditions against British forts at Baton Rouge, Mobile, and Pensacola. His sponsorship of arms smuggling along the Mississippi is still regarded as a decisive contribution to the American cause, and after independence Gálvez was awarded honorary American citizenship.

The success of the arms supply routes along the Mississippi midwifed the new commercial era, opening the Ohio and Mississippi corridor to a fresh, ambitious cast of players. By the late 1790s, French trading firms, mostly backed by investors from Philadelphia, had taken over the old military routes and established a reliable network of shipping agents along the Monongahela, the Great Falls at Louisville, and at Natchez and New Orleans. During the same period, according to one historian’s estimate, more than nine hundred “settler” flatboats bearing pioneers for the Kentucky frontier cast off every year from western Pennsylvania. These rakish boats, measuring fifty or sixty feet long, were particularly colorful, loaded bow to stern with everything a family, or several families, needed to carve a homestead out of the Kentucky forests. A fenced area in the stern carried horses, cattle, pigs, and goats, and the settlers’ boats were often called “arks,” after the fabled vessel of Noah in the Book of Genesis. A log cabin for the family to sleep in was built mid-vessel, and planting seed and flintlock powder were stowed in watertight barrels on the deck. Pioneers with less money to spend simply threw up a crude canvas tent on the deck and roped their milk cow and horses to the sides. Children romped in play spaces between the tents. After 1788, when the federal government issued the first land warrants in the West for Revolutionary War veterans, more than five thousand veterans from Virginia alone, including Abraham Lincoln’s grandfather, headed over the mountains with their families on these floating farms, plying the Indiana and Kentucky banks of the Ohio and its tributaries in search of likely homesites to clear.

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Filed under economics, France, labor, migration, military, nationalism, North America, Spain, U.S.

by | 28 December 2022 · 3:38 am

America’s First Westward Mass Migration

From Life on the Mississippi: An Epic American Adventure, by Rinker Buck (Avid Reader Press / Simon & Schuster, 2022), Kindle pp. 4-5:

During the early decades of the 19th century, the massive flatboat traffic drifting down the Ohio and the Mississippi established the westward drive and political outlook that eventually allowed America to straddle the continent from the Atlantic to the Pacific. This riverine movement began a half century before the more celebrated era of the “pioneers” crossing the western plains in covered wagons in the 1850s. The inland rivers—not the wagon ruts crossing from Missouri to Oregon—were America’s first western frontier. The rivers also carried a much larger migration. During the first five decades of the 19th century, more than three million migrants ventured down the Ohio and Mississippi river valleys to the swelling southwestern frontier. In the 1840s and 1850s, a comparative trickle—fewer than 500,000 travelers—crossed the plains west of the Missouri River by overland routes, primarily the Oregon and California trails. Still, the dusty journey via covered wagon remains the dominant image of America’s westward spread, a classic instance of popular myth prevailing over fact.

Compared to its trading rivals in Europe and the West Indies, America in the early 19th century was what we would call today a developing country, and the economic impact of the internal river trade was staggering. Economic historian Isaac Lippincott compiled statistics that showed that the commercial receipts for river cargo in New Orleans totaled $22 million in 1830, or about $660 million in today’s dollars. By 1840, the New Orleans river trade—swelled by the enormous growth in cotton exports—had increased to almost $50 million. By the Civil War, the cargo moving south through New Orleans was valued at $200 million, or $6 billion today. Lippincott estimates that, meanwhile, “inland river commerce” hubs like St. Louis, Cincinnati, and Natchez, Mississippi, were also trading cargo valued at $200 million or more by the Civil War. Like the Nile, the Thames, or the Seine before them, the western rivers in America became a floating supply chain that fueled national growth.

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by | 14 November 2022 · 5:41 am

Operation Magic Carpet, 1945-46

From When the Shooting Stopped: August 1945, by Barrett Tillman (Osprey, 2022), Kindle pp. 261-262:

With broad vision, two years before VJ Day, Army Chief of Staff George C. Marshall anticipated the need to return millions of servicemen to their homes. He raised the subject as early as 1943, and after D-Day in June 1944 some planners thought that VE Day might dawn by year’s end. But whenever the timeframe, some essential factors forced themselves upon joint staffs.

First was the need for large-capacity staging areas and processing facilities, not only in Europe but in the much broader expanse of the Pacific. Internal concerns within the U.S. included receiving ports and railroads capable of absorbing huge numbers of personnel and delivering them to “separation centers” in every state.

Paramount was shipping, as the vast majority of returnees had to travel by sea. The U.S. Navy was only marginally available at the time, with millions of tons of vessels committed to the two-phase invasion of Japan in November 1945 and March 1946. Therefore, heavy reliance was placed upon Army and Merchant Marine ships with some augmentation by Coast Guard vessels.

Tasked with finding enough hulls to meet the demand, the War Shipping Administration (WSA) came through. Shortly after VE Day it identified nearly 550 vessels capable of carrying useful numbers of personnel.

In the actual event, absent Operation Downfall, the Navy suddenly afforded a huge bonus for Operation Magic Carpet. Ten aircraft carriers, six battleships, and 26 cruisers were hastily modified to accept cheek-by-jowl accommodations for troops who willingly endured long days and nights at sea, returning to “Uncle Sugar.”

Within two months of Emperor Hirohito’s surrender announcement, more than 700 ships of all types were available, notably Liberty and Victory cargo ships. Foreign vessels obtained for the project included origins as diverse as Panama and Italy.

The record for returning troops home belonged to the veteran aircraft carrier Saratoga (CV-3), which embarked some 29,000 grateful veterans, as fleet carriers were among the fastest ships afloat. But for maximum capacity, living space was likened to cramming 12 pounds into a ten-pound bag. The new carrier Lake Champlain (CV-39), only commissioned in June, was altered to accept 3,300 bunks. On her first Magic Carpet mission she set a transatlantic record of 32 knots, only surpassed by the liner United States in 1952.

The millions of personnel returned from war zones were not limited to American servicemen. The Army and WSA allocated 29 troop ships to transport nearly 500,000 European war brides. On the other side of the globe, it was estimated that 12,000 Australian women married American servicemen as well.

Magic Carpet was an immense success. At the time of VE Day in May 1945 more than 3 million soldiers were stationed in Europe alone. By year’s end, seven months later, the Army counted fewer than 700,000 troops.

The Navy also experienced a huge reduction: from 3.3 million personnel in 1945 to fewer than 500,000 at the end of 1946.

Overall, Magic Carpet spanned the year following the climax in Tokyo Bay. On average, between September 1945 and September 1946 the operation landed 22,000 men and women at a U.S. port every day for 13 months. As noted by the National WWII Museum, “The sum total of which provides the mathematical framework behind the staggering post-war baby boom nine months later.”

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Filed under Europe, migration, military, Pacific, travel, U.S., war

by | 13 November 2022 · 6:47 am

Last Naval Battle of World War II?

From When the Shooting Stopped: August 1945, by Barrett Tillman (Osprey, 2022), Kindle pp. 208-210:

Meanwhile at sea, probably the last naval engagement of the war was fought off the China coast. On the morning of August 21 two sailing junks with American-Chinese crews were en route from Haimen to Shanghai. They were attached to the clandestine Sino-American Cooperative Organization, supporting guerrilla operations in Asia.

Lookouts sighted a large junk ahead; then the stranger came about, unmasking its armament, and opened fire.

Unknown to the two U.S. skippers – Navy Lieutenant Livingston Swentzel, Jr. and Marine First Lieutenant Stuart L. Pittman – their black-painted rival was a potent adversary. It carried a 75mm-pack howitzer, six machine guns, and more than 100 rifles for the 83 Japanese soldiers on board. Swentzel was a 35-year-old New Yorker with a degree from William and Mary whose excellent academic education ill prepared him for the situation.

The enemy’s first round was eerily accurate, severing Swentzel’s foremast to the consternation of most of his crew. Four Chinese were killed or wounded and the rudder damaged. However, Swentzel radioed Pittman, who coordinated the response. And in a brief moment of recalled glory from the age of sail, Swentzel hoisted the Stars and Stripes before returning fire.

Closing to 100 yards, the Yanks opened up with their heavy weapons – two bazookas intended for antitank action rather than naval warfare. One of Pittman’s sailors took two rounds to get the range, then knocked out the Japanese cannon, but both sides retained automatic weapons. After holing the enemy vessel, Swentzel directed Pittman alongside the Japanese and gave an order that John Paul Jones would have approved 170 years before: “Prepare to board!”

Hull to hull, Pittman’s half of the seven Americans and 20 Chinese led their attack with a hail of hand grenades to kill or disperse the superior Japanese numbers. With the Marine in the lead, a brief, violent skirmish subdued most of the remaining enemy, driving others below decks. More grenades followed down the hatches, forcing the survivors to surrender.

After 45 minutes the issue was settled, climaxing when the opposing skippers clashed hand to hand, with Pittman victorious. Before he expired, the Japanese officer told the Chinese that he had thought the junks were pirates. Americans and Chinese sorted the Japanese casualties, reckoned at 44 dead and 35 wounded. The Allies lost four dead and six injured. Swentzel and Pittman reversed helm for Haimen, and delivered their prize and prisoners to the Chinese before proceeding to Shanghai. Both skippers received Navy Crosses for their utterly unique action.

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by | 12 November 2022 · 6:21 am

U.S & Japan Negotiate in German, 1945

From When the Shooting Stopped: August 1945, by Barrett Tillman (Osprey, 2022), Kindle pp. 206-207:

Thousands of American servicemen crowded both sides of the landing strip, watching the historic moment. Military police could barely restrain them from swarming the two planes, seeking a closer look or perhaps souvenirs.

With minimal fanfare the Japanese disembarked from the two bombers and approached MacArthur’s personal transport, the gleaming aluminum C-54 dubbed Bataan in memory of his Philippine service. Leading the delegation was Lieutenant General Torashiro Kawabe, sporting a long sword and spurs. Besides Kawabe and a major general were six other army officers including two interpreters, a rear admiral with four other navy men, and three civilians. The senior diplomat present, Katzuo Okazaki, had been a runner in the 1924 Paris Olympics.

The Douglas Skymaster loaded its human cargo and headed 920 miles south.

In Manila, skirting angry Filipino crowds, the entourage motored to an apartment building that, unlike City Hall, had survived the liberation relatively intact. The Japanese received a pointed message from the conqueror: they were not present to negotiate. Their purpose was simply to learn the specifics as to the terms of surrender and protocol of the impending ceremony. Keeping himself remote from the discussion as befitted a budding emperor, MacArthur allowed his intelligence chief, Major General Charles Willoughby, to conduct much of the meeting. Willoughby asked Lieutenant General Kawabe, vice chief of the Imperial Army, what language they should speak, to which the multi-lingual general replied, “German.” That suited Willoughby – he had emigrated from Germany as a child in 1910.

The details were thrashed out with minimal problems. MacArthur’s staff intended to land at Atsugi in four days, to which the Japanese objected for practical reasons. It was a kamikaze base and “a hotbed of revolt against the cease-fire.”

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Filed under Germany, Japan, language, Philippines, U.S., war

by | 11 November 2022 · 2:21 pm

Imperial Japan’s POWs at War’s End

From When the Shooting Stopped: August 1945, by Barrett Tillman (Osprey, 2022), Kindle pp. 180-182, 187:

VJ Day also was Survival Day to large numbers of prisoners of war and internees in Japanese hands. In August approximately 150,000 Allied personnel were thought held captive in some 130 camps throughout Asia. However, a complete accounting revealed 775 facilities in the Japanese Empire; 185 in Japan itself.

The prisoners represented not only the U.S. but Britain, Australia, New Zealand, Canada, the Netherlands, and India. Approximately 36,000 soldiers and sailors were sent to Japan itself with most of the balance in the Philippines, China, Korea, Burma, Malaya, Java, and various Pacific islands. Japan also held large numbers of civilian prisoners and internees, as many as 125,000, mainly in the Dutch East Indies and Philippines, with more than 10 percent in China and Hong Kong. That figure excluded Nationalist Chinese personnel. Frequently the Imperial Army killed Chinese prisoners as a matter of policy.

One quarter to one third of Anglo-American prisoners held by Japan had died in captivity, with about 12 percent dying in the Home Islands. In contrast, about 3 percent of Western POWs perished in German Stalags. War crimes investigators later determined that 27 percent of Allied POWs in the Pacific died in captivity – officially seven times the rate of Western POWs in German camps.

…

Allied POWs existed in a hellish world of perennial malnutrition during Japan’s food shortage amid disease and routine brutality. Postwar investigators often referred to ritual or informal executions but the killings were largely extrajudicial or, to put it bluntly – murder.

Though Tokyo had signed the Second Geneva Convention in 1929, the government had never ratified the agreement regarding treatment of prisoners of war. After a qualified pledge to abide by the convention in early 1942, Japan quickly reverted.

Prisoners endured horrific conditions in captivity, eventually subsisting on 600 calories per day. What few Red Cross parcels arrived often were confiscated by the captors. The situation could hardly have been improved in the final months of the war, however, because in mid-1945 virtually all Japanese civilians were also malnourished.

…

Almost lost amid war’s end was the residue of its origin: Japan’s conquest of the Dutch East Indies’ petro-wealth. In 1940 Tokyo had requested half of the Dutch oil exports, but officials in the capital Batavia replied that existing commitments permitted little increase for Japan. That response set the Pacific afire. With only two years’ oil reserves on hand, and denied imports from the U.S. and Java, Tokyo’s warlords launched themselves on an irrevocable course.

The Japanese had to sort out a large, diverse population of some 70.5 million. Upwards of 250,000 were Dutch, mostly blijers, Dutch citizens born in the East Indies. Around 1.3 million Chinese had enjoyed preferred relations with the Netherlands’ hierarchy, but there was also a small Japanese population.

Conquest of the archipelago only took 90 days, ending in March 1942. Japan pledged Indonesian independence in 1943 but never honored it. And despite the Asia for Asians theme of the Greater East Asia Co-Prosperity Sphere, Indonesians suffered terribly under Japanese rule. The new rulers interned all Dutch military personnel and 170,000 civilians. Conditions were appalling: approximately 25,000 died in captivity. Estimates range between 2.5 and 4 million total deaths, more than half of whom perished during the Java famine of 1944–45.

Additionally, millions of Javanese were pressed into servitude elsewhere, notably on the Burmese railroad.

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Filed under Australia, Britain, Canada, China, disease, India, Indonesia, labor, migration, military, Netherlands, New Zealand, slavery, U.S., war

by | 9 November 2022 · 7:27 am

USSR vs. Japan, 1945

From When the Shooting Stopped: August 1945, by Barrett Tillman (Osprey, 2022), Kindle pp. 118-120:

The Far East blitz represented the acme of Russian military operations in the Great Patriotic War. An American historian properly described the Manchurian offensive as “a post graduate exercise for Soviet forces, the culmination of a rigorous quality education in combat begun in Western Russia in June 1941.”

Red Army losses in the 25-day campaign were 35,000 overall with 11,000 killed, while naval components added 1,400 casualties. In the Kremlin’s hard-eyed accounting, it was nearly a bloodless conquest of an immense, productive area.

Overall in the Far East, the Soviets captured 594,000 Japanese troops, including 143 generals and 20,000 wounded. Almost certainly the astonishing bag of general officers would not have occurred a month before, suicide being the preference.

Postwar Western figures placed Japanese losses at 674,000 including 84,000 dead. American intelligence estimated that the Soviets captured 2.7 million Japanese, two thirds of them civilians. Eventually some 2.3 million were repatriated to Japan, with 254,000 known dead and 93,000 presumed dead.

Of some 220,000 Japanese farmers established in Manchuria, about 70 percent reportedly perished, including perhaps 80,000 in the severe winter of 1945–46. More than 10,000 were thought killed by outraged Chinese, or had committed suicide. Presumably the surviving 140,000 eventually returned to Japan.

The Russians dismantled much of Manchuria’s industrial plant within three weeks of the war’s end, ceding the territory to the Communist Chinese. Thus, without realizing it, Moscow had set the stage for the next war, only five years downstream.

* * *

In the vacuum attending Japan’s defeat, Soviet forces entered Korea in mid-August, advancing southward to the designated 38th Parallel that would mark the boundary between Soviet and American occupation zones. The Russians lost little time exploiting their control over the area, especially since many Koreans welcomed an end to 40 years of Japanese rule.

In the north, Korea already possessed two military organizations: Kim Il-sung’s guerrilla force and the Korean Volunteer Army headquartered in China. The Soviets established headquarters at Pyongyang and almost immediately founded an air force academy.

Meanwhile, the Americans – thin on the ground in the south – planned to retain many Japanese for continuity of government. The reaction among South Koreans was stridently vocal, leading to a quick reversal by the U.S. administrators. However, frequently they consulted their Japanese counterparts, who naturally recommended Koreans who had cooperated with Tokyo. Two distinct Koreas were emerging and battle lines, however unwittingly, were already drawn for the coming Cold War.

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Filed under China, Japan, Korea, migration, military, U.S., USSR, war