by | 12 March 2011 · 8:12 pm

Hirohito, the Rare Decider

From the Editor’s Preface by Marius Jansen in Hirohito: The Shōwa Emperor in War and Peace, by Ikuhiko Hata (Global Oriental, 2007), pp. x-xiii:

The emperor’s personal thoughts and inclinations remain shrouded in considerable ambiguity. In the immediate post-surrender days when he broke precedent by responding to four questions posed by a New York Times reporter, he seemed to place responsibility for Japan’s failure to declare war before striking at Pearl Harbor on General Tōjō by saying that that had not been his intention. The suggestion that he was avoiding responsibility by placing it on his official advisers caused so much consternation that the Home Ministry tried to prevent publication of that response in Japan. Two days later, on 17 September 1945, when the emperor first visited General MacArthur, he took a different position by accepting full responsibility for everything that had been done in his name…. This accords with the testimony of the many diaries of court officials that have appeared in recent years. True, the Meiji Constitution of 1889 had given the emperor exclusive control as commander-in-chief of the armed forces, but those forces, too, were structured and bureaucratized…. On the whole, these bodies reported to the emperor, but did not request decisions from him. Actual military decisions had been reached at Liaison Conferences beteween [sic] the Imperial Army and Navy. Those in turn had to be validated by Imperial Conferences, but those were largely ritual; the emperor remained silent, and responses to occasional questions posed by the head of the Privy Council did not constitute real discussion.

Hirohito had accepted those limitations, as was expected of him. On three occasions he had emerged with clear-cut personal opinions. At the very inception of his reign he had been appalled by the indiscipline involved in the Kwantung Army‘s arrangement of the assassination of the Manchurian warlord Chang Tso-lin, and his sharp questioning of Prime Minister General Tanaka Giichi had led to the cabinet’s resignation. But soon afterwards, he recalled, complaints were making the rounds to the effect that unnamed senior statesmen and a palace cabal had brought the government down. Alarmed senior statesmen remonstrated with the young (he was twenty-six) emperor and stressed the restraint expected from a constitutional monarch. He, in turn, had resolved to keep a lower profile in the future.

On two later occasions, Hirohito had departed from this position. The first was in 1936, when young army rebels tried to force a change in government by murdering senior statesmen and surrounding the palace. The emperor’s role in suppressing this, the subject of Professor Hata‘s first chapter, could be explained by the fact that because of the absence of a prime minister, who had been thought to be murdered, it fell to him to govern. The other came in August 1945, when the cabinet was split on the manner of surrender and the prime minister turned to the emperor to ask him to decide.

We are left with puzzles that will probably never be resolved. Clearly, as Professor Hata and others have shown, Emperor Hirohito had immense power, but the condition of retaining it was judicious restraint in exercising it. His role in the normal procedures put in place by the Meiji Constitution made it unlikely that those powers would be tested. With the military, where his will was less explicitly restrained, lines of authority were also institutionalized in General Staff and command functions. It is clear that the military, and particularly the army, authorities frequently flouted his will. It is also true that his disapproval could blight a career, as seems to have been the case with Ishiwara Kanji, the key planner in the Manchurian Incident whose brash behaviour at a Palace function is recorded in the opening chapter. The summary of planning sessions before the occuption [sic] of French Indo-China, recorded in the papers of General Sugiyama Hajime, shows the emperor as an intelligent and worried participant, asking questions about the adequacy of the preparations and about the possible reaction of the democratic powers to that momentous step. But at other times, as with the reinforcement of Guadalcanal, Professor Hata shows that the emperor’s opinion carried little weight with even field-grade officers at headquarters. Yet, as was seen in 1936 and again in 1945, the possibility of his intervention was always there.

In his monologue Hirohito pleaded constitutional restraints as explanation for his failure to intervene in 1941. ‘In truth the (American) embargo on oil placed Japan in a dilemma’, he said, and made the military call for war while it was still possible. ‘Believing at the time that even if I opposed it, it would be pointless, I remained silent.’ And yet, ‘In hindsight, I probably would have tried to veto the decision for war if at the time I had foreseen the future’, but it would have been at the possible cost of coups and violence that would have made it impossible for him to act in the final crisis in 1945; Japan might have been even worse off than it was.

On the other hand, there is every reason to think that Hirohito shared in the national exultation for the initial victories as Japanese armies stormed through Asia. A flurry of rescripts and congratulatory statements greeted the news of Pearl Harbor, Singapore, the East Indies, Manila, Burma and the Coral Sea. In each case, the warriors were assured, Chin wa fukaku kashō su, ‘We are deeply gratified’ [朕は深く嘉賞す? Is kashō 嘉賞 ‘approve’ or 過賞 ‘overpraise’?]. There is also evidence that he remained optimistic of a military victory that would provide leverage for negotiation on surrender long after it was realistic to do so, and that the slowness of his move towards the position of the peace faction, made without advance signals of any sort, lengthened the conflict and the casualty lists.

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by | 12 March 2011 · 5:12 pm

Railroad vs. U.S. Army Jobs, 1854

From A Most Magnificent Machine: America Adopts the Railroad, 1825-1862, by Craig Miner (U. Press of Kansas, 2010), p. 188:

Similarly elaborate was a great excursion celebrating the completion of the Rock Island in 1854. Two trains of twelve cars each left Chicago loaded with 1,300 people to the cheers of a vast crowd. They proceeded through the prairie and stopped for people to gather wildflowers and grasses and to observe the substantial stone houses and gardens already established along the line. The prairie, a traveler on that train said, “was in its way as grand as the White Mountains, or Niagara Falls.” Arriving at Rock Island and the Mississippi to a cannonade, there was a banner at the depot reading- “The Mississippi and the Atlantic Shake Hands.” Drawn up to the wharf were six of the largest Mississippi River steamboats—War Eagle, Galena, Lady Franklin, Sparhawk, Golden Era, and Jenny Lind. Each had a band playing on the upper deck.

The “Conquests of Civilization” looked especially impressive that day comparing favorably with any military conquests of old. Wrote a man celebrating the excursion opening the Rock Island: “Our invasions, instead of desolating and laying waste the regions into which they are carried, spread fertility and abundance on their track, and they bring us back, instead of weeping captives to minister to our ostentation and pride, the fruits and riches of the earth, garnered from the most distant climes and kingdoms.” The Illinois Central Company was bigger than the U.S. Army. That army had 10,000 in 1854. The Illinois Central railroad employed 19,000 who earned a total in wages of nearly $4 million per year. In three years it would build 700 miles of railroad, whereas in thirty years the federal government had spent $200 million on the army “for which they have nothing to show but some old forts, guns, battered uniforms, and demoralized veterans.” Soon enough, in 1856, trains passed over the Mississippi on the great Rock Island Bridge, 1,581 feet long with a draw in the center. “Yes, the Mississippi is practically no more. It is spanned by the mighty artery of commerce and enterprise—the railroad.”

The uninhabited prairie might be sublime and a “solemn” sight, but seeing the plains of Illinois divided into farms was more exciting still The fields would “drop fatness” when in time “the old fogy sod, matted conservatism of centuries, is overturned by the revolutionists, the ploughshares, and penetrated by those radicals, the grain roots, and the wheat fields stretch out green and wavy as the seas.”

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by | 12 March 2011 · 9:54 am

Wordcatcher Tales: Jishuku, Hōgyo

From the Editor’s Preface by Marius Jansen in Hirohito: The Shōwa Emperor in War and Peace, by Ikuhiko Hata (Global Oriental, 2007), pp. xvi-xviii:

Hirohito’s final illness began with his collapse in September 1988. His death would end the Shōwa Era, and he was posthumously renamed Emperor Shōwa. As he lay dying a curious mixture of new and old came into play. The Imperial Household Agency kept the public informed with daily bulletins of blood transfusion and blood count with a precision that only modern technology could manage, but at the same time terminology long disused came into play with archaic expressions of awe and respect. Japanese were asked to observe self-restraint, or jishuku [自粛] a term last heard during the darkest days of the Second World War.

Neighbourhood festivals were cancelled one after another, along with weddings in November, the preferred month for matrimony. On field days at school, races began limply without the pistol shot … In addition to the national promotion of ‘self restraint’, numerous preparations were made for the day of the unthinkable itself: movie theatres consulted department stores about whether to close and for how many days, or how to stay open and still convey mourning. Athletic facilities consulted movie theatres. Decisions were made about supervising audience conduct at the instant of the announcement, about the status of the game, depending on the innings. [quoted from Norma Field’s 1993 In the Realm of the Dying Emperor]

Television stations searched for appropriate programming and video rentals soared.

The emperor lingered on beyond the baseball season, however, and his death was announced on 7 January 1989, a Saturday morning with schools in winter recess, the holiday rush over for the stores, and markets closed. Now came forty days of preparation for the state funeral, which received the designation of hōgyo [崩御 ‘collapse/crumble’ + ‘imperial honorific’ (also ‘control, govern’)], a term reserved for emperor and empress, dowager-empress, and grand dowager-empress, and adopted by all newspapers except the two on Okinawa [which Hirohito never once visited] and the Communist Red Flag.

The services combined the present with the past. With the disestablishment of State Shinto, Hirohito’s disclaimer of divinity in 1946, and the 1909 Imperial Household Mourning Ordinance superceded by the 1947 constitution, the Shinto ceremonies were private and paid for by the Imperial Household. A total of 160 world leaders, led by President George H.W. Bush, sat under temporary tents arranged for them on a cold and rainy day to watch on closed television what Japanese watched in the comfort of their homes: fifty-one members of the Imperial Guard, dressed in the style of a millennium before, carried in the one-and-a-half-ton palanquin as Shinto priests made ritual offerings of ‘two-and-a-half cups of rice, twenty quail, seven carrots, three lotus roots, sweet bean paste, sake, nine apples, assorted freshwater fish and bales of silk’ before the ‘geat mourning ceremony’, a purely secular event in which speeches by the new Emperor Akihito, the prime minister, and three other prominent Japanese addressed the departed emperor (who, ‘even after his death … both in the public and in the numerous private rituals, was treated as someone who could be communicated with, a property he would retain, as an imperial ancestor, into the indefinite future’) after which the foreign representatives were called up one by one to bow to the coffin. Thereafter, the procession proceeded to the imperial mound at Hachioji, a suburb of Tokyo, where ceremonies lasting another five hours were attended only by members of the Imperial Household and not televised. All the structures utilized had been put together especially for the occasion.

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by | 11 March 2011 · 8:48 pm

Railroads in the Antebellum South

From A Most Magnificent Machine: America Adopts the Railroad, 1825-1862, by Craig Miner (U. Press of Kansas, 2010), pp. 169-171:

In 1849, [Georgia] was ahead of all southern states in rail mileage and estimated to be ranked third or fourth among all states in the Union. When the Western & Atlantic was completed in 1850, the company was still seeking more state appropriations, and there were still those who thought it could be better managed by a private concern than by the state. But many thought its shortcomings were based on unrealistic public expectations. Compared to most, it was a successful railroad indeed. Wrote the Macon editor: “Great confidence seems to be felt in whatever Georgia lays her hand to. I have often heard it wondered how the citizens of Georgia had succeeded so in building railroads, keeping out of debt, and making their roads pay well.” The reason was that Georgia, as its governor noticed in his 1855 address, had a “definite system” and a “uniform principle” in granting railroad charters. It had supported railroads with state aid and management without going overboard in doing so.

Already the myth of southern backwardness was strong in the North. Amid the tensions of the 1850s, which would lead so soon to civil war, the South defended itself partly by pointing out how well it had done in railroad building. “It is fashionable,” wrote a man in Louisville, “for a certain class of people at the North to taunt the people of the South with a want of enterprise. It is regarded as necessary to establish the evils of slavery, that it shall be shown that it encourages indolence, and represses enterprise; and to illustrate the truth of the positions assumed, the superior progress of the free States in railroad building is cited as proof positive.” History proved that false. The South had built some of the first railroads and some of the best railroads in the United States.

It was also false that southern railroads ran well because northern men ran them or because they used northern supplies and equipment. There were southern ironworks and southern locomotive and car builders. The South argued that slave labor would be a great advantage in railroad building. Just as cities were buying slaves to do urban tasks, so railroads would in the future, and the institution of slavery would become less tied to plantations and the growing of cotton. Northerners were speculators, and eventually there would be proof that the more conservative way the South had proceeded in building railroads was best. It had largely avoided the “chaos of panic and bankruptcy” that characterized northern rail enterprises….

Southern railroads were slightly slower in schedule than northern railroads, but they were safer and more comfortable. The food “would be hard to boast of,” but it was tolerable. The pace at depots in the South was more relaxed, with none of the “running headlong, with coat tails flying,” typical of boarding a train in the North. The conductor boarded the passengers in a leisurely way. Then “the whistle gives a gentle toot, and gradually, as a duck swims against a current, the train moves, and nobody is in a perspiration; no one has lost his baggage, or torn his clothes; no one is left lamenting his hard fate in being a moment too late.” Once aboard a train in the South, the passenger found sociable fellows, and the black “servant” who carried water, apples, and oranges through the cars also distributed ice cream. It made travel by rail actually enjoyable.

Far from being a sideshow, railroad development in the South provided a viable alternative to the way things were practiced in the North. Its example gave a strong indication that there was more than one way of adapting to railroads. The technology did not itself dictate its appropriate uses by people and states.

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by | 5 March 2011 · 12:21 pm

Railroads and State Debt, 1839

From A Most Magnificent Machine: America Adopts the Railroad, 1825-1862, by Craig Miner (U. Press of Kansas, 2010), pp. 79-81:

The progress of the years preceding the 1837 Panic surely would resume, many wrote. Apparently insurmountable obstacles had been overcome. The “howling wilderness” was disappearing. “McAdamized highways, railroads and canals, have pervaded the country in every direction, giving free circulation to the products of mechanical skill, of art, and of labor, and animating the whole, immense, diversified country, with every sort of active business and intelligent enterprise.” That was no mean feat. No wonder, however, that types arose who tended to abuse the opportunity—people all too “shrewdly alive to their own interest.” There came a “universal mania” for wealth. “The old beaten track of plodding for our gains, was forsaken and contemned by the restless anxiety for change, and all seemed to engage in the alluring game of running hazards.” A long period of peace and prosperity emboldened them, as though the boom would never end. Yet there was wide consensus that the achievement was impressive. “We take the ground,” wrote a Baltimore man, “that the laborer who turns up a spadeful of earth in excavating a canal, or strikes a blow in constructing a railroad, becomes, by so doing, one of the builders up of a system, the benefits of which will endure so long as the continent on which we live shall endure.”

In the wake of the panic came a long and related crisis over state debts, a large proportion of which had been contracted in order to build railroads. The national debt was nonexistent; in fact there was often a surplus, but it was different with the states, which had borne the brunt of subsidizing rail finance. An Ohio editor estimated in 1839 that eighteen states had authorized public stock for canals and railroads amounting to $170 million, “which is as much a mortgage on our farms as was the national debt.” Interest ran about $12 million per year. It was ridiculous, the regional press thought, that Ohio had an agent in Europe to try to arrange more debt. The Ohio state legislature at its last session had, according to one critic, done more to “degrade the State abroad, and beggar its people at home, than the accumulated energy and labor of years can undo.”

Maybe it was not all bad, a New Yorker commented. Speculation had created 3,000 miles of railroad. “The parent may die, but the offspring will live to enlighten and bless.” A Massachusetts man argued that the Western Railroad there would be completed eventually and would be a good thing. Delays required credit, and credit required the payment of interest and the raising of taxes, but this was not “inconsistent with the business-like character of a business people.” The states received many indirect benefits from the railroads that did not show on their balance sheets proper.

To some that seemed cold comfort. People had been too extravagant in generally prosperous times, importing, for example, $41 million per year in foreign wines—half as much as was spent for railroad iron. Depressions came from overtrading. People seemed to have commenced business on too large a scale. There was a penchant for outright gambling. “Confidence has been destroyed; public and private faith and credit have been grossly abused, and foul deeds of iniquity have been committed.” Public business seemed to be influenced primarily by private business lobbies, and no producers appeared in proportion to the growth in borrowing. The credit of the states had been all too good. New York owed $23 million in 1839, Louisiana $23 million, Pennsylvania $27 million, Maryland $11 million, Massachusetts $4 million, Alabama $10 million, and Tennessee $7 million. And states were adding debt all the time. “Our credit is so good that it will ruin us, if we do not stop and think of the consequences of so severely testing it…. Are we not getting in jeopardy the dearest interests, the honor and independence of our country, and selling our glorious national birthright for a mess of pottage?”

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by | 5 March 2011 · 11:18 am

New Hampshire Skeptical of Railroads, 1840s

From A Most Magnificent Machine: America Adopts the Railroad, 1825-1862, by Craig Miner (U. Press of Kansas, 2010), pp. 119-120:

Why were railroads so great? Who had benefited? When the Eastern [Railroad from Massachusetts to Maine] was proposed, stated one letter to the editor, people along the projected route in Massachusetts and New Hampshire were “lunatic” on the subject. “One would suppose that there was no other road in existence, that indeed to them belonged the discovery of the power of steam, engines, Railroads, &c, and that their fame exceeded the fame of any and all ancient and modern cities. It was said that the old men of the city assembled at the depot in the morning, and really forgot to go to their meals.” Yet by 1841 most of the towns that had been courted had become minor way stations, hearing only the buzz of the engine on the way to Boston. It seemed a bad bargain altogether.

New Hampshire debated the right-of-way issue into the mid-1840s. Enterprise should have full scope, wrote the paper in Concord, but the point in dispute was the right of the legislature to empower a private corporation for private gain to take from a man his land against his will. In that regard the New Hampshire debate was much like the modern controversy over the proper uses of the eminent domain power, and here the state did not regard railroads as a true public use. The chief purpose of a railroad, the legislators thought, was to make money, not to serve the public. “If the constitution must be violated and the rights of individuals molested, it seems no good citizen can favor any project, which shall encroach upon the rights of freemen.” This led one commentator to write in dismay that he was certain that in the state’s “lamentable” stance toward railroads, it had “shut itself out from one of the most beneficial improvements of modern times.”

Inevitably, the state eventually had more or less its share of railroads, and it learned to do what was necessary to accommodate them politically and socially. But New Hampshire remained proud that it had not swallowed the whole package. An editor in Portsmouth noted that credit could not be separated from character: “Integrity, industry, virtue, and character it is that commands the capital which changes the sailor boy in his tarpaulin to the captain of the beautiful packet ship.” So at least it should be. New Hampshire retained its strict laws about individual liability and its narrow interpretation of eminent domain for some years.

The Albany Argus wrote in 1841, in the wake of the Panic of 1837, that “New Hampshire may well congratulate herself, that she has never embarked in any of the wild and visionary schemes of internal improvements, which have plunged other states into such an embarrassing and wretched state of want and indebtedness. She has escaped the bitterness of learning by experience the folly of a large community attempting to carry on public works with prudence, economy or even honesty.” Would that Pennsylvania and Indiana, burdened with state works not paying even their current expenses and repairs on state railroad systems, not to mention the debt service, had done the same. The manic policy of the rest of the country was, according to some in New Hampshire, the “high road to beggary.”
…
Boston thought such a policy was a “dreaded obstruction” to its enterprise. It was suspicious of presidential candidate Franklin Pierce just because he was from New Hampshire.

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by | 2 March 2011 · 1:53 pm

Remembering Wally Yonamine, 1925–2011

In remembrance of Wally Yonamine (24 June 1925–28 February 2011), here is a collection of links to excerpts I blogged a few years ago from a fascinating biography of him, Wally Yonamine: The Man Who Changed Japanese Baseball, by Robert K. Fitts (U. Nebraska Press, 2008).

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by | 20 February 2011 · 7:12 am

Chasing Identity Mirages in South Africa

From The Masque of Africa: Glimpses of African Belief, by V. S. Naipaul (Knopf, 2010), pp. 212-214:

IN THE Apartheid Museum one wall was engraved with the names of some of the repressive racial acts that had helped to keep the state in order. There was no longer apartheid, but it had lasted long enough—thirty-six years—for people to be made by the intrusive laws. Fatima, our guide and arranger, had been made by the laws. Someone less remarkable would have been crushed. Fatima had literary ambitions; this idea of nobility helped her to keep her soul. She also had an idea of other cultures outside—in the beginning she dreamed of the Islamic world—and though this Islamic dream was misguided, it also in the end helped her.

She told us when we met that she was “coloured.” This was a South African word, it could mean someone of mixed race in a purely descriptive way. It had another meaning as well, and then it was loaded with unspoken insult. It came from the remote past and it implied that an ancestor was a Bushman: the equivalent here of what a pigmy was in Gabon, physically negligible, but also to be considered the first man, full of wisdom about trees and plants and poisons. In the “Origins Centre” at Witwatersrand University they endlessly ran short films (scratchy and loud from being run over and over again) about Bushmen singing and dancing and hunting the magnificent eland, which they poisoned and killed in a terrible way.

On her mother’s side there was a great-grandfather who was English. Her great-grandmother was Xhosa. She claimed to be of mixed race (already the fantasy created by apartheid legislation), but Fatima saw photographs of the lady and thought she was very much a Xhosa woman. Fatima’s paternal grandfather was very black, but the family spoke Afrikaans and hated dark skin; and when Fatima went to visit them they took her to the hairdresser and had the kinks in her wiry hair straightened out so that she could look white.

So she grew up as “just a coloured girl,” without any identity. The Xhosa girls at school all had identities, and she had nothing. She grew up in a coloured community. She had Muslim neighbours and she saw they had feasts and rituals and a complete Muslim identity; and it was no doubt to grasp at this identity that when she was twenty she married a Muslim cleric. She was very pleased to have done that, feeding off the religion from the source, as it were. She began to “cover up”; she started with a head scarf, and soon she was all covered, except for the face and hands. She did this on her own, but then her husband made more and more demands. He didn’t like her sitting in taxis with other men; he didn’t like her shaking hands with them. He threatened to divorce her. Her job as a reporter became impossible; her dream of an Islamic identity fell to the ground. It had already taken a knock when she went to Durban and tried to attach herself to the Indian community there. They weren’t easy; they wanted to know her family name, her village; invariably, at the end of this inquisition, when they understood that she was coloured, they dropped her. She read a lot about Islam; she got to know more than the Indians and Muslims who quizzed her; it didn’t help. She went on the pilgrimage to Mecca, but felt nothing; she saw only the restrictions on her as a woman.

She began to look then for a black identity, but it was hard. Her coloured background again got in the way; the blacks rejected her as someone without a country or culture. So the whole South African journey for her was a discovery of pain: from her coloured beginnings to the Islamic dream, to the Indians of Durban, to the blacks of the townships. There were townships in Durban but they were near the airport and she didn’t see them. She saw them properly only when she came to Johannesburg and began to work with the blacks. It was only then that she understood the great pain and, with that, the deception, for Africans, of political freedom and the end of apartheid.

Fatima said, “I see that the blacks here reach out more than the white South Africans. They, the whites, want the blacks to be ‘there,’ not near them. They cannot reach out or forgive, and they want a distance from the black. They are full of preconceived ideas, like Soweto is dangerous and that a black boy friend is bad.”

I had wanted, when I began this book, to stay away from politics and race, to look below those themes for the core of African belief. But rather like Fatima looking for identity, I felt stymied in South Africa and saw that here race was all in all; that race ran as deep as religion elsewhere.

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by | 19 February 2011 · 10:08 am

Naipaul on Schweitzer in Gabon

From The Masque of Africa: Glimpses of African Belief, by V. S. Naipaul (Knopf, 2010), pp. 203-205:

Dr. Schweitzer came out to Gabon in 1915. The French colony had been established more than sixty years before, and missionary activity, both American and French, Presbyterian and Roman Catholic, had been going on for almost all that time.

The English traveller Mary Kingsley came to Gabon in 1893 and 1895. Her famous book, Travels in West Africa, was published by the house of Macmillan in 1897. (This was the year in which Somerset Maugham published his first novel; it gives a kind of context.)

Mary Kingsley describes a busy river life in Gabon, with traders and missionaries. Dr. Schweitzer, when he came to Gabon twenty years later, in 1915, would not have had to live the life of Robinson Crusoe. Mission life by this time would already have been formalised. African children would have been trained in housework; the missionary whose energy was low needed only conduct a service in his church, which might be next door to his house.

Mary Kingsley writes especially about Dr. Nassau, a very early missionary from the American Presbyterian mission. He had been working among Africans for forty years when Mary Kingsley met him. She is full of praise for him; and he is clearly an unusual man, of high intellect, full of energy, and wise about the ways and beliefs of Africans. The subject of African religion interests Mary Kingsley, too. She consults Dr. Nassau at length about what she calls “fetish,” which is her portmanteau word for African belief, and she gives the subject five chapters in her book, a hundred pages.

Set beside Mary Kingsley and Dr. Nassau, Dr. Schweitzer doesn’t shine. Among Africans his reputation, which has lasted down to our own time, is that of a man who was “harsh” to Africans and was not interested in their culture. This perhaps is the true mystery of the man: not his ability in 1915 to turn his back on the civilisation of the time (though the 1914 war might have been a factor), but the—almost heroic—idea of his own righteousness that enabled him to live apart in Africa for all that time: the ideal of the missionary taken to its limit, the man less interested in serving men than in beguiling them.

Early on her travels Mary Kingsley saw the ruins of the first mission house Dr. Nassau built on the upper Oguwé. It was on one side of a ravine, and in front of it, “as an illustration of the transitory nature of European life in West Africa,” was the grave of Mrs. Nassau. The four or five lines about this—the ruined mission house above the grave—make a telling point about dedication and loss and the swift growth of bush.

Quite different is the cluster of granite crosses beside the Lambaréné hospital building. The crosses are close together. They seem not to leave room for anyone else. These are the Schweitzer family graves. They speak more of possession and triumph than tragedy. Nearby is a caged, depressed-looking pelican, padding about on trampled mud. Dr. Schweitzer had a pet pelican; and this unhappy pelican, flying nowhere, diving nowhere, is kept in his memory.

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by | 17 February 2011 · 4:36 pm

High-speed Rail in 1826

From A Most Magnificent Machine: America Adopts the Railroad, 1825-1862, by Craig Miner (U. Press of Kansas, 2010), pp. 1-2:

A young lady wrote to a Pennsylvania newspaper in the summer of 1827 about her journey along the state-operated system of internal improvements. Having left Reading at three in the afternoon, she arrived at Mount Carbon the next evening after a passage of 49 miles by canal, “a great journey for me to make in one day.” The mountain scenery impressed her, as did the band on board the canal boat, but greater wonders awaited. From Mauch Chunk (population 1,300), she elected to ride to the nearby coal mines, 9 miles up a considerable slope, on the Mauch Chunk Railway. This line, built in September 1826, comprised, along with a shorter (3-mile) one from the Boston tidewater to a granite quarry at Quincy, Massachusetts, the first elements of the railway system in the United States.

There were three carriages that day each loaded with six passengers. A horse drew the train up the 3-foot, 7-inch gauge track to the mine, 900 feet above the Lehigh River, in 1 hour and 25 minutes. Coming down, there was no horse, only a rope wound at the top around a wheel with a friction brake to control the descent. That ride reached speeds of 30 miles per hour—faster than the passengers had ever experienced. The cars seemed at times on the verge of shooting off a cliff before a curve came into view and took the gasping tourists around. Wrote the young lady, clinging to her seat: “It really appeared like flying.”

The Mauch Chunk and Quincy Railroads were in those years (the mid-1820s) a national phenomenon, a tourist attraction of a magnitude far beyond their limited economic function. Newspapers competed for details. Also, they collected news from British journals of the architecturally impressive railroad lines completed in 1826 between Stockton and Darlington and Liverpool and Manchester.

At Quincy the attraction was the tremendous weights that could be moved with relatively little effort by means of rails. A load of 21 tons of stone made its way down a slight grade along the Quincy road in October 1826, pulled by a single horse. The horse easily pulled the empty cars back. “It is a matter of astonishment,” went a Massachusetts governmental report, “to consider how great an advantage is gained, by merely providing smooth iron tracks for the wheels of carriages to run on; and though, in every kind of machinery, simplicity tends to increase its value and beauty, yet in no instance, can we find, from so simple an arrangement, effects so striking, or which promise to be so extensively beneficial.” An extension of a railroad system, the report concluded, would impart energy to all kinds of business and produce circumstances that would improve the reputation of the state and of society in general. By the spring of 1827, people from around the nation were visiting the Quincy railroad, giving business to an inn and interfering substantially with the main business of the road in order to satisfy the demands of tourists. The little Quincy Railroad became an object of study for civil engineers and legislative committees thinking of more ambitious rail projects. The economic advantages were obvious. The railroad had made granite so inexpensive that in Boston a house could be built of that durable material more cheaply than with bricks, even when the bricks sold for as low as $4 per thousand.

The Mauch Chunk line drew more attention still, so much that one editor commented it had become a “place of notoriety” Pleasure cars made the round-trip once every day and were always booked in advance.” One passenger reported riding “in pleasure carriages, which have seats like sleighs, and precisely like the sleigh, but longer and without back and front, and have small iron wheels.” It seemed a pleasant way to travel, “not a jolt, jar, or movement, to the right or left.” Birds, cats, and cows flew for their lives before the train: “They must have thought the end of the world was at hand.”

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