Category Archives: U.S.

by Joel | 30 September 2025 · 6:45 pm

Pilots Transit to Poland, 1919

From Kosciuszko, We Are Here!: American Pilots of the Kosciuszko Squadron in Defense of Poland, 1919-1921, by Janusz Cisek (McFarland, 2025), Kindle Loc. 839ff.

After the contracts had been signed, preparations were made for departure to Warsaw. It was predicted that the American pilots would depart in the middle of September 1919. The matter of choosing a route was simplified somewhat by the fact that there was to some extent a rail route already in existence, which went through Germany. From April to July 1919 several tens of thousands of soldiers of Haller’s Army had been transported by this route. However, there was always the possibility of obstruction by the defeated Germans, and transports of special significance became the subject of negotiations and petty decisions. The first period after the cease-fire in November 1918 was the most difficult. As the result of strong German opposition, many transports from Central Europe to France had to pass through Austria, Switzerland and Italy. But this route was too lengthy and went through too many borders, and the Allies stressed the opening of a shorter route. The airmen were not traveling with any military equipment, and they were traveling incognito. This was important since at that time Poland and Germany were in a state of undeclared conflict. The most inflammatory issues in this situation were the anti–German uprising in Silesia, the problem of Gdańsk’s (Danzig’s) future, and the remaining disputed territories where the plebiscites were to be held. Therefore, the Germans could not look favorably on any strengthening of the Polish Army, especially by highly qualified airmen of the American and British Armed Forces. It must be remembered that a substantial group of Allied officers served in the Allied Commission for Upper Silesia, established in August 1919 by the Supreme Command of the Allied Forces. The U.S. army delegate there was Colonel Goodyear. The Commission’s task was to observe the situation in Silesia and prepare conditions for the transfer and assignment of these territories by the Allied Forces. In the first version of the plan to use the America airmen, as we remember, the military authorities in Warsaw had planned to direct them to Silesia, just as Paderewski had.

…

Taking into consideration all the events mentioned above, the airmen’s trip was carefully camouflaged. Firstly, they were equipped with uniforms of General Haller’s Army, but en route between Paris and Warsaw they could not even wear those uniforms. To avoid unnecessary publicity, Col. Howland recommended that they wear substitute uniforms. Since one of the conditions of the contract stipulated that the volunteers cover the cost of their journey to Poland, they joined up with a Red Cross transport and in Coblenz they joined an “American Typhus Relief” train going to Poland.

Just before their departure, there was a parting of both the Polish military authorities in Paris and of Paderewski. It was a rather warm occasion, which lasted two hours in the Hotel Ritz, where Ignacy Paderewski had his headquarters. Apart from being Prime Minister, Paderewski was also a delegate at the Peace Conference in Paris. After Fauntleroy presented the squadron, Paderewski was supposed to have said, “Nothing has ever touched me so much as the offer of you young men to fight and, if necessary to die for my country.” The next ceremony in honor of the airmen was organized by one of the most fervent promoters of the whole venture, Gen. Tadeusz Rozwadowski, and attended by the newly appointed Polish Minister to the United States, Prince Casimir Lubomirski, Col. Howland, and Gen. Ewing. D. Booth, AEF Chief of Staff. The presence of the latter needs a little explanation. It seems to confirm that, independently of Gen. Howland’s role, the higher AEF authorities also recognized the nature of the expedition and were not opposed to it. The Ukrainian historian R.G. Simonenko said that the presence of Gen. Booth confirmed that the volunteers were an element of international intervention against Russian Bolshevism. The aims of the airmen reached far further than the occupation of Kiev. According to Simonenko, they aimed to march on Moscow.

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Filed under democracy, Germany, migration, military, Poland, Russia, U.S., Ukraine, war

by Joel | 29 September 2025 · 7:12 pm

Relieving Lwów in 1919

From Kosciuszko, We Are Here!: American Pilots of the Kosciuszko Squadron in Defense of Poland, 1919-1921, by Janusz Cisek (McFarland, 2025), Kindle Loc. 361ff.

Despite his harrowing experiences and incomplete recovery, [Merian] Cooper had no intention of returning to the U.S., nor of indulging in a more than well-earned rest. He quickly discovered another passion, service in the American Food Administration, which had started its activities also in Poland. Its chairman Herbert Hoover, had already visited Polish territory in 1913 and in November 1915 sent Vernon Kellogg there. He was to evaluate the situation of those in Poland who had been affected by the war. The situation was tragic. Right until the end of the war, the country had been pillaged by the German, Russian, and Austro-Hungarian armies. According to Hoover’s findings, the front rolled across some parts of territories populated by Poles seven times, causing death and enormous destruction to the infrastructure. Agriculture was particularly badly hit and due to this fact the food situation deteriorated. Many areas had not been sown for several years, others had fallen into neglect because of the death of the owner, lack of machinery or an epidemic. The worst disasters affected the poorest layers of society and children. When Poland again roused herself to an independent existence she not only faced military threats from East and West, but was forced into battle against hunger and epidemics, which attacked her together with the Bolshevik armies advancing westward.

The prices of basic articles increased repeatedly several-fold. Even firewood was rationed due to lack of coal. The tragic food situation was reflected in the reports of the U.S. Military Attache to Warsaw. Herbert Hoover had already drawn attention to the suffering in Poland in his speech entitled “An Appeal to World Conscience,” enumerating it along with the suffering in Belgium, northern France, Serbia, Romania, Montenegro, Armenia, and Russia.

At Hoover’s initiative on January 24, 1919, Congress passed an appropriation bill of $100,000,000 to finance appropriate aid. In a later period, the financial aid was significantly increased. Prior to this resolution, Hoover, in December 1918, before the official recognition of the Polish government by the U.S., sent Kellogg to Warsaw to ascertain Poland’s needs and to examine the possibilities of providing effective help. Kellogg together with Colonel William R. Grove and others arrived in Warsaw on January 3, 1919, almost at the same time as Paderewski. After a tour of most of the centers, Hoover’s envoys estimated that from a general population of 27 million who were under the control of the Warsaw government, at least four million were famine stricken, and another million were in need of additional nourishment. Shortly after, food distribution stations run by Americans appeared in many Polish towns. In May 1920, at the height of the operation, 1,315,490 Polish children were being fed on a daily basis. There was particular hardship in Lwów and the surrounding area. Much of central and western Poland had escaped military threat and the presence of foreign armies, but Lwów was the arena of an extremely complicated conflict. During the partitions, the town was one of the most shining centers of Polish culture and also home to Pilsudski’s strongest military centers. Lwów itself had a strong Polish majority; however, the villages of eastern Galicia remained Ukrainian. The only Polish element in the countryside was the intelligentsia and landowners. On November 1, 1918, when the Austro-Hungarian monarchy was in a complete state of impotence, the population of Lwów was surprised by a proclamation of the establishment of the Western Ukrainian People’s Republic and by a Ukrainian military action which aimed to occupy the city. For the next three weeks there waged a severe and bloody battle. Not until November 21, 1918, did volunteer and regular Polish units come to the relief of the occupied city.

The defense of Lwów passed into history as an example of heroism, patriotism and the determination to unite this territory with Poland. Unfortunately, it was not a conclusive victory. Lwów and the immediate city outskirts continued to come under fire from Ukrainian artillery. The only railway line linking Lwów with Poland was sabotaged, and trains derailed several times. Practically every transport going to the city had to fight its way by force. There was no electricity, water or food supplies in the city. It is not surprising that the U.S. Food Administration considered food-aid for Lwów as one of its tasks. Merian Cooper was placed in charge of the mission there.

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Filed under economics, food, nationalism, Poland, Russia, U.S., Ukraine, war

by Joel | 28 September 2025 · 7:30 pm

Defending a New Poland, 1919-1921

From Kosciuszko, We Are Here!: American Pilots of the Kosciuszko Squadron in Defense of Poland, 1919-1921, by Janusz Cisek (McFarland, 2025), Kindle Loc. 67ff.

The presence of American airmen in the Polish army was preceded by a series of efforts between the individual enlistment of officers, soldiers and citizens of the United States and the drafting of a separate American legion to fight in Poland. Endeavors in this field lasted as long as the Polish–Bolshevik war itself. Their one tangible result was the establishment of the Kościuszko Squadron, a military unit unique in being the sole representative of the Western Hemisphere in this war, since in 1920 the only regular military forces helping Poland were the army of the Ukrainian People’s Republic under Ataman Semen Petlura and a small Belorussian Army under the command of General Stanisław Bułak Bałachowicz. Unlike the American volunteers, both of these formations fought primarily for the independence of their own nations.

The efforts of representatives of the Polish Republic were based on a variety of factors. The main one was the threat of German and Russian revolution and the continuation of the war in Eastern Europe. When Poland regained her independence in 1918, her borders were not yet defined. Her administration was based mainly on the dedication of civil servants of Polish descent, who remained on their jobs after the fall of the three occupying powers, Germany, Russia and Austria-Hungary. The Army comprised barely a few tens of thousands of veterans of the Polish Military Organization, the Polish Legions, and officers and soldiers who gradually flowed in from the armies of the partitioning powers. After four years of war, during which enemy armies plundered everything that could be of any use, there was nothing left in Poland. The infrastructure of roads, railways, bridges, water-supply systems and power-plants was almost completely destroyed. One must remember that the front rolled through some areas several times.

Józef Piłsudski, Commander-in-Chief and Head of the Polish State, and the entire nation faced an enormous challenge. Confronted by shortages, many Polish politicians turned towards the West. It was not only about delivering aid to a suffering population. It was also of primary importance to repel the Bolshevik armies approaching from the east and to prevent the communist revolution in Russia from uniting with the German “Spartakus” movement. However, the young Polish state did not possess enough military might.

Thus Pilsudski’s attention concentrated on bringing to Poland the 80,000 strong army of General Józef Haller, which included a significant number of Polish residents of the United States and which was still stationed in France after November 1918. In fact, it remained there until April 1919, and became the pivot of many plans both political and military within the Polish National Committee, and also in French, British, and American circles. Haller’s Army was officially chartered in France by a decree of the French president on June 4, 1917. Following insistent appeals by the famous pianist Ignacy Jan Paderewski to President Woodrow Wilson, permission was given also to recruit Poles living in America. Up until the end of the war, 24,260 American Poles served in the army’s ranks. The rest were recruited from prisoners of war, Poles living in western Europe, and Polish volunteers from other countries. That superbly trained and equipped army was no mere bagatelle in November 1918, when Poland reappeared on the European map. For both the Americans and the Poles, it had already set a precedent—as reborn Poland’s first army recruited from beyond her national territory and as the first American contingent to fight beyond its own national boundries in the sole interests of a foreign state.

The hope given by the existence of this precedent was rekindled when some of the hundreds of thousands of demobilized soldiers and officers of the American Expeditionary Force (AEF), who were mainly based in France, indicated their readiness to serve, even under a foreign flag. It did not only affect Poland.

Among the important factors, it is also worth mentioning that as a consequence of the partitions, a significant group of Polish officers served in the armies of other states, which obviously influenced organization of the Polish army after over a century of occupation. In November and December 1918, the cadre of officers, at first derived from the Polish Legions of Józef Piłsudski, began to fill with Poles who, lacking other opportunities, had trained and become officers in the Austro-Hungarian, Russian, or to a lesser extent German armies. One can assume that in the Polish Army there was a conducive atmosphere for the transfer of officers and soldiers from other armies. We already mentioned here the consistent threat to the Republic, prevalent from the very beginning of its independent existence. Polish politicians and the military thought that a foreign military contingent would have a restraining influence on the appetites of both her large and small neighbors. On the assumptions made above, Ignacy Jan Paderewski, a few days after the signing of the armistice in November 1918, asked the American Secretary of War Newton D. Baker for permission to discharge all soldiers and officers of Polish extraction from the American Army to enable them to serve in the Polish Army. According to various estimates—independently of Haller’s army, which was not a part of the American Armed Forces—there were approximately 200,000–230,000 officers and soldiers “of Polish extraction” who were serving under the Star Spangled Banner. It needs to be stressed that in the aforementioned appeal to Baker, Paderewski was only concerned with Polish “resident aliens,” excluding American citizens. Baker, who had been considered a friend to Poland, refused, fearing that the officers and soldiers would serve a nationalistic cause, which he suspected Poland of propagating. This argument managed to convince Wilson, thanks to which the project failed.

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Filed under Austria, Germany, migration, military, nationalism, Poland, Russia, U.S., Ukraine, war

by Joel | 7 September 2025 · 1:02 am

From Most Prisoners In Hawaiʻi’s WWII Internment Camp Were Korean, by Kirsten Downey (Honolulu: Civil Beat, 5 September 2025). While hundreds of Japanese-Americans were the first held at Honouliuli, many more Koreans followed:

The Honouliuli internment camp in central O’ahu is best known in Hawaiʻi as the place some 400 Japanese Americans were detained during World War II.

But new research is bringing to light the fact that Koreans were the largest single population group there.

In fact, there were seven times as many Koreans held there as Japanese Americans. Of the 4,000 people held, about 2,700 were Korean, captured elsewhere and brought to Hawaiʻi, and about 400 were Japanese Americans who had been living and working in Hawaiʻi when the war broke out.

The Koreans were prisoners of war who fell into American hands as U.S. forces made their way across Oceania fighting Japanese imperial forces, who had seized lands all across the Pacific, including in China, the Philippines, the Dutch East Indies (now Indonesia) and French Indochina (now Vietnam, Cambodia and Laos), Guam, Hong Kong and Singapore.

Most of the Koreans were in fact doubly prisoners: The Japanese, who had invaded and conquered Korea in the early 1900s, had conscripted many of them against their will. Dragooned by the Japanese, they then ended up American prisoners when the Japanese garrisons fell.

The little-known fact that Koreans made up the lion’s share of residents at the internment camp is becoming the focus of new academic scrutiny and discussion.

Korean Prisoners Identified

Last year, researchers at the University of Hawaiʻi’s Center for Oral History began a new collaboration with the National Park Service to collect accounts from the Korean or Korean American descendants of people who were detained at the camp or who worked there to incorporate this new information into current understanding and historical interpretation.

This work builds on the scholarship of Duk Hee Lee Murabayashi, president of the Korean Immigration Research Institute in Hawaiʻi, and Professor Yong-ho Ch’oe, who taught Korean history at the University of Hawaiʻi and was the author of a book about Korean immigration to Hawaiʻi called “From the Land of Hibiscus: Koreans in Hawai‘i, 1903–1950.” Ch’oe died last year.

Murabayashi has identified the 2,700 Koreans held at Honouliuli, providing their names and home locations, which is helping people identify their deceased relatives.

…

‘A Complete Shock’

The fact that so many Koreans were present in the camp during World War II has come as a surprise even to the Korean community.

“Until a few months ago, I certainly did not know about Koreans who, during World War II, ended up as prisoners of war right here in Hawaiʻi at Honouliuli Internment Camp,” said David Suh, president of the United Korean Association of Hawaiʻi, at a recent talk hosted by the park.

“It came to me as a complete shock,” said Edward Shultz, former director of the Center for Korean Studies at the University of Hawaiʻi and the immediate past president of the Korean American Foundation.

…

As the war progressed and American forces began advancing on Japanese-controlled strongholds, they took a number of Koreans into custody as prisoners of war, bringing them to the internment camp at Honouliuli. According to the National Park Service, hundreds arrived after each battle in the Pacific, including from Guam, Peleliu, Tinian and Palau, sometimes intermingled with Japanese prisoners.

Following the 1944 battle in Saipan, the NPS reported, about 350 Koreans arrived, all noncombatants, many with bullet and slash wounds. The bullet wounds came from the American troops, but the Koreans also appeared to have been victims of sword attacks by Japanese, suggesting they suffered systematic abuse.

Relations between the Koreans and the Japanese Americans at the camp became at times so strained that they had to be kept separate from each other, said Professor Alan Rosenfeld, the associate vice president of academic programs and policy at the University of Hawaiʻi, who has spent years studying Honouliuli.

“There are archival incidents of Koreans and Japanese fighting,” said Mary Kunmi Yu Danico, director of the University of Hawaiʻi’s Center for Oral History, who is leading the project to gather oral histories of the descendants of people who lived or worked at the camp.

…

Word began to seep out in Hawaiʻi that Koreans were there, probably because the American military hired some local Korean Americans to serve as translators and guards at the camp.

The first published report that Koreans were living at Honouliuli came in the pages of the Methodist Church bulletin in 1944, according to Murayabushi [Murabayashi!]. Church leaders had apparently been told that many Korean men in their 20s and 30s were being held there, and that they were bored and lonely. The first notice about their existence came when the church asked if anyone had spare musical instruments they would be willing to donate so the men could entertain themselves.

Later, church leaders began organizing an outreach to them, delivering Christmas gifts and arranging to loan them books.

That means there may be people living in Hawaiʻi today who recall those years and those interactions. Murayabushi [Murabayashi!], Danico and Ogura are asking people to come forward to share those memories.

For an earlier blogpost about Korean POWs in WW2, see Koreans, Taiwanese, and Okinawans Among Japanese POWs. See also Origins of Korean POWs in Hawaii, excerpted from an article by the late Yong-ho Ch’oe, mentioned above. Prof. Ch’oe was a fine scholar and a kind gentleman.

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Filed under Hawai'i, Japan, Korea, labor, language, migration, military, nationalism, U.S., war

by Joel | 18 August 2025 · 12:12 am

Emigrating from Liverpool by Sea

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 229-232:

The modern Catholic cathedral in Liverpool is known irreverently but affectionately as Paddy’s Wigwam, in deference to its shape and to the antecedents of the masses who worship within the diocese today. The six years of the Famine sailings saw a million Irish emigrants arrive in Liverpool’s port. The majority had just completed the short trip across the usually turbulent Irish Sea – the first stage of their journey to America or Canada. Nearly a quarter of them would have nothing more to do with that cruel sea and those inhuman ships. Some travelled to England and Scotland but many an Irishman and his family remained in Liverpool. For some the city symbolised the end of all their travels and a section of the city came to be known as Little Ireland.

For nearly two centuries, from c. 1700–1900, Liverpool’s port enabled Britain to dominate rival maritime nations. Liverpool sent out ships to explore the world but also ships full of human cargo, first slaves, and then emigrants. Known as the slavers’ port in the 18th century, Liverpool rapidly became an emigrants’ port in the 19th century, though Liverpool’s ship owners continued to trade in slaves until slavery was abolished by Britain in 1807. During that final year, 185 ships transported as many as 50,000 slaves. Soon the commercial rule of ‘slaves-out and sugar-back’ gave way to ‘emigrants-out and timber-back’. On ships bound for New York or Boston during the Famine, it cost 6 cs to insure US $4 worth of baggage but only 4 cs to insure your life. But the Irish were only part of the emigration story. During the 19th century, a total of nine million emigrants spilled out of Europe, sailing from Liverpool to America. Liverpool enjoyed unique commercial and geographical assets. Sited strategically close to the Irish Sea, the city lay only 3 miles up the River Mersey. Liverpool was also one of the first posts to forge a rail-link with Hull, 100 miles away. Hull, in turn, enjoyed busy trade with the ports of Hamburg and Bremen, Gothenburg and Danzig, from where a remarkable ethnic mix of people journeyed, sometimes fleeing their homelands for various reasons. The crossing from Europe to Hull over the North Sea, was as short as that over the Irish Sea, and the rail fare was only a few shillings. Of course, at this particular time the mainland Europeans formed only a minor part of the emigrant population in Britain.

It was logical for the Irish to aim for Liverpool as their launching pad into the New World, not merely because it was the nearest port of convenience, but also because it was a familiar site and source of summer work. Thousands of Irish farmhands regularly crossed to Liverpool, seeking work at the back end of summer on England’s farms. Too few opportunities existed at home at harvest time and the wages in England were better. Additionally, many more ships were available in Liverpool, with its big, fast vessels and speedy American packet ships. The fast packets grabbed a good half of the emigrant trade towards the end of the Famine years, averaging 40 days westward and 23 days eastward. Liverpool was also one of the world’s busiest shipping ports, with over 36 miles of quays and a massive ship tonnage registered as three times the overall tonnage owned in America at that period. Into this teeming city sailed the Irish families from their rural communities. Already overawed by the Irish cities of Dublin, Belfast or Cork, the rural emigrants had to survive the streetwise con-men and racketeers of Liverpool, and later of New York or Boston. At various levels the Liverpool fraternity was engaged in the business of exporting people and, as human cargo was regarded as a commodity, every trader sought to extract his ounce of flesh from that commodity. Yet help was at hand, if only the emigrants knew where to look and who to ask. Various publications offered guidance, and government circulars advised on how to find lodgings, how to seek a passage and buy a ticket, where to exchange money, what to avoid at the docks, on the ships and on arrival.

The priority for the emigrant in Liverpool was to obtain a ticket for a ship sailing within a few days. Space on most of the Atlantic ships was often sold in one block by the owners to the passenger brokers and competition was so intense that fares varied from day to day, sometimes changing by the hour. A berth in steerage ranged between £3 10s to £5 (US $17.50 to $25). The port authority licensed 21 brokers who each provided a bond plus two sureties totalling £200 (US $1,000). The brokers paid a small commission to dock-runners for each emigrant delivered to their office. Given half a chance, a runner would lead his unsuspecting victims from the brokers to a lodging house, and then on to a chandler for provisions and suitable clothing, earning further commission, if he could persuade his prey to part with his last few pennies. Before the day of departure, each emigrant had to appear before a medical officer who was paid by the ship owner or charterer £1 (US $5) for every hundred passengers he inspected. After a very rudimentary examination, he would stamp each ticket as proof of inspection. Passengers were entitled to board the ship 24 hours before departure. Once settled, if lucky to have among them a fiddler or a piper and while spirits were high, the passengers might enjoy a song and dance. Once out on the ocean, the sloping decks and strong south-westerly winds would soon restrict their activities. Occasionally, there were scenes at the quayside if passengers arrived late, after the gangway had been raised, the mooring lines cast off and the ship had sailed away. The late arrivals would be rushed to the dock-gate and as their ship passed close by, their luggage and boxes would be flung aboard, followed by the passengers themselves, hopefully landing on the deck. If they or their luggage missed the ship and splashed into the water, there was usually a man in a rowing boat positioned for a rescue, and a reward.

Steam tugs usually towed a sailing ship into position down-river. As tugs were not always available during these early days of steam, outgoing ships were sometimes steered by a practised pilot with a single-sail cutter in attendance. The pilot’s local knowledge of navigational hazards, tides, currents and winds and his regular practice in handling a ship were invaluable. During the short voyage down-river, the ship’s crew searched for stowaways. All legitimate passengers were mustered on deck during the search, while dubious bundles were poked with long, sharp sticks and suspect barrels were turned upside-down. Many a barrel or trunk concealed a body or two. Once discovered, the guilty stowaways were transferred to the tug and returned to shore where they would be tried before a magistrate. A lucky few survived the search and made their appearance two or three days later when the crew would be grateful as the successful stowaways worked their passage by doing the most unpleasant jobs on board.

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Filed under Britain, Canada, economics, Ireland, labor, migration, slavery, travel, U.S.

by Joel | 16 August 2025 · 1:22 am

Packet Ships with Livestock

From The Famine Ships: The Irish Exodus to America, by Edward Laxton (St. Martins, 2024), Kindle pp. 146-147:

The scene aboard the Washington Irving is dramatically brought to life in Some Famous Sailing Ships, written in 1928 by Richard C McKay, grandson of the boat-builder:

One cannot help admiring the daring that impelled Enoch Train to start his celebrated line of sailing packets and to commission Donald McKay to build them expressly for the trans-Atlantic passenger, freight and mail service. He had to contend not only with the keen rivalry of the New York packet lines, but the Lords of the Admiralty (in London) had charge of the Royal mails and sometime previously had contracted for the conveyance of these with Mr Samuel Cunard.

He then brought into existence buildings required to house the live-stock for supplying the cabin table, the most important being the cow house where, after a short run ashore on the marshes at the end of each voyage, a well-seasoned animal of the snug-made Alderney breed, chewed the cud in sweet content.

An animal farm might be a practical option aboard one of Cunard’s early steamships, which could proceed with reasonably level decks, but keeping livestock aboard a sailing ship was a tricky business.
However, as Enoch Train was forced to compete with Cunard’s steamships, live animals were kept aboard his packet ships to supplement supplies. As McKay points out:

Preserved milk was unknown in those times; and the officers of a passenger ship would rather have gone to sea without a doctor, to say nothing of a parson, than without a cow and some nanny-goats. The ship’s cow and her health was always a most important matter and it is related that on one occasion, after a long spell of very bad weather, one of these creatures fell off in her supply of milk and was brought around again by a liberal supply of nourishing stout, wisely prescribed for her by the ship’s doctor.

Pigs always proved a thriving stock on a ship farm. Next to the pig, goats were the most useful stock. These animals soon made themselves at home on shipboard; they had good sea legs and were blessed with an appetite that nothing in the way of tough fibre was too much for, from an armful of shavings to an old newspaper or logbook. It was not, however, always practical to turn in sheep to feed with pigs at sea, for the last-named animals were apt to develop a taste for a good live leg of mutton after a few weeks afloat.

Truly in those days a ship was more like a small bit of the world afloat than it is now. One can imagine the noisy confusion that must have reigned aboard one of these packets on sailing day. Ducks, geese and poultry in general always sympathised with excitement near them while pigs and even sheep, thrown together for the first time, had a noisy way of their own. At intervals, even the old cow bemoaned her lot in life.

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

by Joel | 14 August 2025 · 2:32 am

1848 in Ireland

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

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

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

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

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

by Joel | 13 August 2025 · 3:03 am

U.S. Aid for Ireland, 1847

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

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

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

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

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

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

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

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

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by Joel | 11 August 2025 · 5:53 am

Irish Famine Destinations

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

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

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

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

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

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by Joel | 10 August 2025 · 6:13 am

Voyage of the Perseverence, 1846

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

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

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

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

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

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

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

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

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

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

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