Quotulatiousness

May 4, 2023

Why British train enthusiasts hate this man – Dr. Beeching’s Railway Axe

Train of Thought
Published 27 Jan 2023

In today’s video, we take a look at one Doctor Richard Beeching, the man who ripped up a third of Britain’s railways with nothing but a pen and paper.

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April 22, 2023

The Big Four

Filed under: Britain, Business, Government, History, Railways — Tags: , , , , — Nicholas @ 02:00

Jago Hazzard
Published 1 Jan 2023

It’s 100 years since the Grouping – what happened, why and how?
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April 13, 2023

Beeching plus 60

Filed under: Britain, Economics, History, Politics, Railways — Tags: , , , , — Nicholas @ 03:00

In The Critic, Peter Caddick-Adams notes that it’s just past 60 years since one of the most controversial documents the British government published during the latter half of the 20th century: The Beeching Report.

The British Railways Board’s publication The Reshaping of British Railways, Part 1: Report, Beeching’s first report, which famously recommended the closure of many uneconomic British railway lines. Many of the closures were implemented. This copy is displayed at the National Railway Museum in York beside a copy of the National Union of Railwaymen’s published response, The Mis-shaping of British Railways, Part 1: Retort.
Photo by RobertG via Wikimedia Commons.

Wednesday, 27 March 1963 marked the day when a civil servant with a doctorate in physics, seconded from ICI, proudly flourished a report he had written. That man was Dr Richard Beeching, and the result of his recommendations contained in The Reshaping of British Railways are with us to this day.

Beeching identified many unprofitable rail services and suggested the widespread elimination of a huge number of routes. He identified 2,363 stations for closure, along with 6,000 miles of track — a third of the existing network — with the loss of 67,700 jobs. His stated aim was to prune the railway system back into a profitable concern. Behind Beeching, seconded to the newly-established British Railways Board, stood the figure of the publisher-turned-Prime Minister, Harold Macmillan. He knew a thing or two about railways, having been a pre-nationalisation director of the Great Western Railway. It put him in the delightful position of never having to pay for a train ticket.

Macmillan observed from a shareholder’s point of view, “you can pour all in money you want, but you can never make the damned things pay for themselves”. In his view, the railway network and infrastructure of wagon works, tiny branch lines, cottages for signallers, crossings keepers and station masters, with most halts staffed 18 hours a day, amounted to a social service, albeit an expensive one. It had made the prosperity of Victorian Britain possible and was sustaining it still. From nationalisation in 1948, the railways themselves had attempted to make savings, closing 3,000 miles of track and reducing staff from 648,000 to 474,000. That famous Ealing comedy film of 1953, The Titfield Thunderbolt, about a group of villagers trying to keep their branch line operating after British Railways decided to close it, already reflected concern and railway nostalgia.

Britain’s literary and celluloid love affair with iron rails and steam began as long ago as 1905 with the publication of Edith Nesbit’s The Railway Children, a success which peaked when the book was made into a highly successful movie in 1970. Meanwhile, professional sleuths and loafers like Sherlock Holmes, Bulldog Drummond, Lord Peter Wimsey, Hercule Poirot and Bertie Wooster capitalised on the branch line network in their methodology of moving swiftly about pastoral England in their hunts for miscreants. It was the success of The Lady Vanishes, a 1938 mystery thriller set on a continental train, that launched Alfred Hitchcock as a world-class director. David Lean’s Brief Encounter of 1945, based on Noël Coward’s earlier one-act play, Still Life, attached deep romance to station platforms and waiting rooms, reminiscent of so much heartache in the recently fought world war. It is still regarded as one of the greatest of all British-made films. None of this mattered to Beeching, the man who was “Britain’s most-hated civil servant” at his death in 1985, a moniker still used today.

There’s an argument that Beeching was deliberately set up as a patsy for the real villains, Ernest Marples and Harold MacMillan:

The cold, dispassionate Beeching was absolutely the wrong man for the job. As he told the Daily Mirror at the time, “I have no experience of railways, except as a passenger. So, I am not a practical railwayman. But I am a very practical man.” John Betjeman, writing persuasively and eloquently in the Daily Telegraph each week, and later Ian Hislop, hit the right note in observing that Beeching, and all he stood for were technocrats. They “weren’t open to arguments of romantic notions of rural England, or the warp-and-weft of the train in our national identity. They didn’t buy any of that, and went for a straightforward profit and loss approach, from which we are still reeling today”.

However, it has also been argued that Beeching was the unwitting fall-guy for the Minister of Transport of the day, Ernest Marples. He was a self-made businessman who “got things done”, but he retained an air of shadiness about him. Macmillan should have known better. Marples had been managing director of Marples Ridgway, awarded contracts to build the first motorways. When challenged about a conflict of interest, he sold his 80 per cent shareholding to his wife. Elevated to the peerage, Marples fled to Monaco in 1975 to avoid prosecution for tax fraud. So, in some ways, the thing was a stitch-up. Marples directly benefited from the widespread cuts advocated by his subordinate, Beeching. Macmillan had his eye off the ball and was already considering retirement, hastened by an operation for prostate cancer six months after Beeching’s report.

The Prime Minister was astute enough to ensure the press presented the cuts in a positive way, however. From the Cabinet papers of the day, we now know the day before the publication of The Reshaping of British Railways, Beeching’s findings were rewritten to suggest the cuts were the first phase of a co-ordinated national transport policy, with advanced plans to replace the axed rail networks with improved minor roads and local bus services. In reality this was political fantasy (my inner lawyer cautions against more extremist language), for the bus-road subsidy would have cost more than that already paid to the railways. The promise of replacement bus services should have come with a guarantee of remaining in place for at least 10-15 years, because most were withdrawn after two, forcing more motor traffic onto an already inadequate road network.

April 12, 2023

Miniature Railway (1959)

Filed under: Britain, History, Railways — Tags: , , , , — Nicholas @ 02:00

British Pathé
Published 13 Apr 2014

Romney, Kent.

L/S of a lovely looking train locomotive. A man stands next to it and one realises how small the train is. It is one third of an ordinary train size — says voiceover. However, this is not a toy but a regular public railway, smallest in the world. It is officially known as the Romney Hythe and Dymchurch Railway, it runs between Romney and Dungeness and its passengers are children. This tiny railway must conform to the same Ministry of Transport regulations as any other trains. M/S of a driver Mr Bill Hart, checking the train. C/U shot of a plaque reading “Winston Churchill”. This is the engine’s name. Several shots of Mr Hart checking the train. Mr Hart enters his cabin and starts shovelling coal into the boiler. C/U shot of the coal being thrown in and a little door closed. This train takes one third of the coal needed for a regular size train. The train starts moving.

L/S of the two men turning locomotive on turntable to place it on rails. M/S of a woman cleaning windows along the train. Children arrive and station master, Reg Marsh, directs them to their coaches. M/S of the group of girls entering the train. M/S of the station master Mr Marsh blowing a whistle as a sign that train leaves the station. M/S of an elderly man looking at a huge pocket watch on a chain, and afterwards, in direction of the train. He is Captain Howey, a man responsible for having the line built. C/U shot of the watch — Roman numerals. M/S of Mr Howey as he puts the watch in his pocket. C/U shot of Mr Howey’s face.

M/S of the little train moving. C/U shot of its little chimney with a smoke coming out. M/S of the Rose family from Sanderstead, Surrey with their dog Trixie enjoying the ride C/U shot of driver’s face with the smoke covering it up to the point it becomes invisible. Another little train passes it going in different direction. Several shots of the two little trains moving. A car stops to wait for the train to pass. L/S of the little train as it approaches the station.

Note: Another driver appearing in the film is Peter Catt. Combined print for this story is missing.
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March 24, 2023

From “railway spine” to “shell shock” to PTSD

Filed under: Health, History, Military, Railways, WW1, WW2 — Tags: , , , , , — Nicholas @ 05:00

At Founding Questions, Severian discusses how our understanding of what we now label “Post-Traumatic Stress Disorder” evolved from how doctors visualized bodily ailments over a century ago:

A shell-shocked and physically wounded soldier in the First World War.

I mentioned “shell shock” yesterday, so let’s start there. Medicine in 1914 was still devoted to the “Paris School,” which assumed nothing but organic etiology for all syndromes. Sort of a reverse Descartes — as Descartes (implicitly) “solved” the mind-body problem by disregarding the body, so the “Paris School” of medicine solved it by disregarding the mind. So when soldiers started coming back from the front with these bizarre illnesses, naturally doctors began searching for an organic cause. (That’s hardly unique to the Paris School, of course; I’m giving you the context to be fair to the 1914 medical establishment, whose resistance to psychological explanations otherwise seems so mulish to us).
They’d noticed something similar in the late 19th century, with industrial accidents and especially train crashes. When a train crashed, the people in the first few cars were killed outright, those in the next few wounded, but the ones in the back were often physically fine. But within a few hours to weeks, they started exhibiting all kinds of odd symptoms. Hopefully you’ve never been in a train crash, but if you’ve ever been in a fender-bender you’ve no doubt experienced a minor league version of this.

I hit a deer on the highway once. Fortunately I was at highway speed, and hit it more or less dead on (it jumped out as if it were committing suicide), so it got thrown away from the car instead of coming through the windshield. The car’s front end was wrecked, naturally, but I was totally fine. I don’t think the seatbelt lock even engaged, much less the airbag, since I didn’t even have time to hit the brakes.

The next few hours to days were interesting, physiologically. It felt like my body was playing catch up. I had an “oh shit, I’m gonna crash!!!” reaction about 45 minutes after I’d pulled off to the side of the road, duct-taped the bumper back on as best I could, and continued to my destination. All the stuff I would have felt had I seen the deer coming came flooding in. Had I not already been where I was going, I would’ve needed to pull over, because that out of the blue adrenaline hit had my hands shaking, and my vision fuzzed out briefly.

The next morning I was sore. I had all kinds of weird aches, as if I’d just played a game of basketball or something. I assume part of it actually was the impact — it didn’t feel like much in the moment, but if it’s enough to crumple your car’s front end (and it was trashed), it’s enough to give you a pretty good jolt. That would explain soreness in the arms, elbows, and shoulders — a stiff-armed, white-knuckle grip on the steering wheel, followed by a big boom. But I was also just kinda sore all over, plus this generalized malaise. I felt not-quite-right for the next few days. Nothing big, no one symptom I can really put my finger on, but definitely off somehow — a little twitchy, a little jumpy, and really tired.

Having done my WWI reading, I knew what it was, and that’s when I really understood the doctors’ thought processes. I really did take some physical damage, because I really did receive a pretty good full-body whack. It just wasn’t obvious to the naked eye. And since everyone has experienced odd physical symptoms from being rattled around, or even sleeping on a couch or sprung mattress, it makes sense — the impact obviously jiggled my spine, which probably accounts for a great many of the physical symptoms. Hence, “railway spine”. And from there, “shell shock” — nothing rattles your back like standing in a trench or crouching in a dugout as thousands of pounds of high explosive go off around you. It must be like going through my car crash all day, every day.

Skip forward a few decades, and we now have a much better physiological understanding of what we now call (and I will henceforth call) Post-Traumatic Stress Disorder (PTSD). There’s a hypothesis that I personally believe, that “shell shock” is also a whole bunch of micro-concussions as well as “classic” PTSD, but let’s leave that aside for now. The modern understanding of PTSD is largely about chemistry. Cortisol and other stress chemicals really fuck you up. They have systemic physical and mental effects. If those chemicals don’t get a chance to flush out of your system — if you’re in a trench for weeks on end, let’s say — the effects are cumulative, indeed exponential.

Returning to my car crash: I was “off” for a few days because my body got a huge jolt of stress chemicals. That odd not-quite-right thing I felt was those chemicals flushing through. Had I gone to a shrink at that moment, he probably would’ve diagnosed me with PTSD. But I didn’t have PTSD. I had a perfectly normal physiological reaction to a big shot of stress chemicals. If I’d gotten into car crash after car crash, though, day in and day out, that would’ve been PTSD. I’d be having nightmares about that deer every night, instead of just the once. And all that would have cumulative, indeed exponential, effects.

He then goes on to cover similar physical reactions to stimuli in modern life, so I do recommend you RTWT.

February 28, 2023

The strange Steam Locomotive that was built like a Diesel – SR Leader Class

Filed under: Britain, History, Railways — Tags: , , , , — Nicholas @ 02:00

Train of Thought
Published 4 Nov 2022

In today’s video, we take a look at the Southern Railway “Leader” locomotive that was built like a diesel, powered by steam and had a lot pros and cons.
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February 25, 2023

Buttigieg isn’t covering himself in glory over his belated East Palestine train derailment response

Filed under: Bureaucracy, Government, Media, Politics, Railways, USA — Tags: , , , , , — Nicholas @ 03:00

Jim Treacher is clearly trying to at least pretend some sympathy for Transportation Secretary Pete Buttigieg, but it’s a tough assignment:

Pete Buttigieg is the type of guy who walks into a job interview and says his biggest weakness is his perfectionism. As a kid he always had an apple for the teacher, and if she forgot to assign homework that day, he was the first with his hand up. He’s a repulsive little hall monitor, so all the other repulsive little hall monitors think he’s simply divine.

Mayor Pete and his fan club are having a really bad time right now, because for once he’s expected to actually do something. Producing results simply isn’t his specialty. After spending three weeks hoping the East Palestine, Ohio rail disaster would stop bothering him if he just ignored it, he finally showed up there yesterday.

And I’m starting to understand his reluctance:

What a visual, huh? He looks like a little kid playing Bob the Builder. It’s not quite Dukakis in the tank, but it’s close.

And then it got worse: He started talking.

He’s just so gosh-darn dedicated to his job, you see. His only mistake was listening to you people. He followed the norm. This is your fault!

And then he blurted out this instant classic:

Now, which of those words should you try to avoid when you’re talking about a disastrous train derailment? I’m starting to suspect this guy isn’t the unparalleled megagenius the libs keep telling us he is.

[…]

Team Pete is more concerned about reporters asking about East Palestine than about the disaster itself. The rest of us are just an abstraction to them. If they accidentally manage to help some of us, that’s fine. If not, that’s also fine. Either way, we cannot be allowed to stand in the way of their political aspirations.

Mayor Pete really did think this gig would be a cinch, didn’t he? Like, he could just do all the reading the night before the final and ace it. He’s positively resentful at being expected to do what we’re paying him to do. He thinks he’s too good for this job, which is why he’s very bad at this job.

Will Buttigieg’s tenure as transportation secretary ruin his presidential prospects? After all, that’s what this is all about for him. Maybe, maybe not. It’s not as if politics is about solving problems. All you have to do is claim you solved the problems, and your team will cheer for you no matter what.

February 18, 2023

British Empire Crackdown in South Africa – Boer War 1899-1902

Filed under: Africa, Britain, History, Military, Railways — Tags: , , , , , — Nicholas @ 04:00

The Great War
Published 17 Feb 2023

The 2nd Boer War saw the British Empire bring to bear the entire imperial might to put to rest a dispute with the Boer Republics in South Africa. With scorched earth tactics and the use of concentration camps, the Boer War was a glimpse of what was to come in 20th century warfare.
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George Hudson: Railway King or Prince of Darkness?

Filed under: Britain, Business, History, Railways — Tags: , , , , — Nicholas @ 02:00

Jago Hazzard
Published 20 Dec 2020

Entrepreneur, politician, businessman, visionary, benefactor, conman. There’s a lot to unpick with old George.
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February 6, 2023

QotD: US railroad land grants

Filed under: Business, Economics, Government, History, Quotations, Railways, USA — Tags: , , , — Nicholas @ 01:00

In 1871, Kentucky Congressman J. Proctor Knott gave a humorous speech on the floor of the House of Representatives ridiculing the idea of giving land grants to western railroads. He focused on Duluth, which at the time had about 3,000 residents, and his basic argument was that U.S. taxpayers in general should not be required to subsidize projects that benefitted only a few.

The speech was widely reprinted by those skeptical of government pork barrel (a term that first became popular about the time Knott gave his speech). Sixteen years later, Northern Pacific, which received what was probably the largest land grant to a private company in American history, reprinted the speech in this brochure.

This might seem strange except that NP annotated the speech with recent facts in bright red letters, such as that Duluth had grown to house 26,000 people by 1886, that more wheat was delivered to Duluth each year than to any other American city, and that it also saw deliveries of millions of board feet of lumber and hundreds of thousands of tons of iron ore each year.

NP didn’t say so in so many words, but its point was clearly that the land grants, contrary to Knott’s predictions, were a good thing for most if not all Americans. However, the brochure also didn’t mention that James J. Hill was proving that a railroad that didn’t receive any land grants or subsidies could provide just as many benefits without going bankrupt, which would leave both investors and taxpayers in the lurch. (The St. Paul & Pacific did receive a small land grant, but Hill paid fair market value for that railroad and land after it went bankrupt, thus Hill didn’t particularly benefit from the subsidy.)

Train Lover (Randal O’Toole), “Debate Over Railroad Land Grants”, Streamliner Memories, 2022-11-01.

January 19, 2023

The Partisan War Behind the Frontlines – WW2 Documentary Special

Filed under: Germany, History, Military, Railways, Russia, WW2 — Tags: , , , , — Nicholas @ 04:00

World War Two
Published 18 Jan 2023

There is a second war raging on the Eastern Front. From the huge expanses of no man’s land behind the German lines, Moscow’s battle-hardened and well-armed partisan bands are waging a Rail War in support of Red Army offensives. But every successful mission brings down the wrath of the genocidal Axis war machine.
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January 3, 2023

1943 in Numbers – WW2 Special

World War Two
Published 1 Jan 2023

This war is massive. Our chronological coverage helps give us an understanding of it, but sometimes statistics help us understand the bigger picture.
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December 3, 2022

QotD: Mantetsu and the Kwantung Army

When the Japanese decided to become a modern power, they consciously chose to emulate American business practices. But these were the business practices of the Gilded Age, so Japanese businesses ran in a way that would have the most hardened Robber Baron drooling — horizontal integration, vertical integration, trusts, combines, mergers, the works.

Thus the South Manchuria Railway Corporation, originally contracted to develop a defunct line in a disputed territory, soon developed into a full-spectrum enterprise. Pretty much all heavy industry in the Japanese areas of Manchuria were divisions of Mantetsu. But since all the heavy industry depended on mines, and transportation, and food and housing for workers, and banks, and schools for the workers’ children, etc., pretty soon Mantetsu ran all of that, too. By the late 1920s, you could argue that Mantetsu was almost its own country.

It even had its own army, and that’s where things get really interesting.

The Kwantung Army was the security force assigned to the South Manchuria Railway Zone. The Japanese weren’t stupid; they knew the perils of independent commands far from home, and they rotated units through with some regularity. Nonetheless, the command staff remained fairly stable over the years … and so did Mantetsu’s.

The Japanese weren’t stupid, but they were people, and people being people, soon enough the lines between the Kwantung Army and Mantetsu began to blur. And since the lines between Mantetsu, the Imperial Army, and the government were already pretty blurry, pretty soon the concerns of one became the concern of all. (Nor was the Navy left out, though I’m not discussing them in order to keep it simple. They were up to their eyeballs in Mantetsu, too, because warships need lots of steel and steel comes from Manchuria).

A small but highly committed and totally ideologized faction developed inside the Kwantung Army. Several, in fact, and one of them (the Imperial Way faction) attempted an actual coup d’etat in 1936. It was put down, and the Imperial Way faction dissolved (in theory), but the problem of an intensely ideologized officer corps remained. Long story short, you had a small group of highly ideologized officers garrisoning a remote province pulling the entire Empire into big, unwinnable wars.

One could make the case that World War II in the Pacific was ultimately caused by about fifteen or twenty guys in the Kwantung Army.

That’s overly reductionist, but it highlights the huge problem with organizations slipping the leash. In theory, there was a clear chain of command, and even the head of the Kwantung Army was a down it a ways — he was subordinate to the Army Council, which was subordinate to the War Minister, who was subordinate to the Parliament, who were subordinate to the Emperor. In theory, lots of people could’ve sacked Gen. Araki, or his mini-me Ishiwara Kanji (a lieutenant colonel through most of it). Equally in theory, Mantetsu had no say in any of it — the Kwantung Army was a formation of the Imperial Japanese Army, not Mantetsu’s private security force.

But in reality, Mantetsu was so wired in to the Japanese government that in a lot of cases, it was the government. But not always, because the same could be said about the Army, and the Navy, both of which were also wired into Mantetsu up to the very top (or vice versa, your choice). And Mantetsu had their Media arm, of course, as did the Army and Navy …

What all this boiled down to, then, was a power vacuum. I know, that seems weird, but a skilled bureaucratic infighter like Ishiwara never lacked for groups to play against each other. The Army and Navy would oppose on principle any move that seemed to aggrandize the other, neither could go against Mantetsu (and neither could control it), and all had to pay at least lip service to the civilian government. Because of this, real power fell to whomever had the balls to grab it …

… which was the officer corps of the Kwantung Army. They assassinated at least two Manchurian warlords, staged a number of false flag attacks on their own positions, and generally got up to however you say “standard issue Juggalo fuckery” in Japanese, up to and including a full-scale war with China.

Severian, “Slipping the Leash”, Founding Questions, 2022-08-27.

November 19, 2022

QotD: Canada from the American Revolution to the Riel Rebellion

A significant number of Americans who were loyal to Britain and despised the American Revolution moved to Canada during and in the decades after the Revolutionary War. And as the number of English Canadians steadily increased along the Great Lakes and west of the Ottawa River, [Sir Guy] Carleton created what became the province of Ontario, Upper Canada, in 1791. The first lieutenant governor, John Graves Simcoe, devised and implemented an ambitious program of enticing Americans to Canada by effectively giving them rich farmland. The population of English Canada rose swiftly toward parity with the French. In 1792, Simcoe took it upon himself to abolish slavery in Upper Canada, 42 years before this was done in the British Empire, and 71 years before the United States. It was an admirable and pioneering endeavour in the principal area of civil rights controversy in North America in the coming century.

Unfortunately, as the Revolutionary and Napoleonic wars unfolded, the British could not resist the temptation to employ their mastery of the high seas to impose blockades and harass the shipping of neutral powers. The young United States did not have the military force to deter such treatment, and in 1812 those countries went to war. Canada was the blameless focal point of most of the fighting. Canada with the continuing solidarity of the French-Canadians, was able to mount a very solid defense. The many thousands of recently arrived Americans did not support the United States and the generous policy of enticing settlement from the United States was completely vindicated. There were pressures to expel them, monitor them, disqualify them from holding local offices and positions. But it was soon agreed that they could become citizens after eight years of residency. This affected about 40 percent of English-Canadians and this must count as another very successful chapter in Canada’s early record of respect for civil and human rights.

As reasonably successful wars do, considerable national sentiment was created and encouraged by the successful joint struggle to avoid American occupation. Out of these experiences came increased ambitions for democratic self-rule in domestic matters as the British and Americans enjoyed, instead of autocratic rule by British governors. Canada’s position was complicated by the fact that it could not agitate for home rule too energetically or the British would lose patience and sell Canada to the United States for cash or other territory or for a comprehensive alliance. Outright rebellion was not an option for Canada as it had been for the Americans, as the United States would seize Canada if it were not under British protection.

The Canadian solution for agitating but not completely exasperating Great Britain was the Gilbert and Sullivan rebellions of 1837 led by William Lyon Mackenzie in Ontario and Louis-Joseph Papineau in Québec. The Ontario uprising was just a rowdy group of malcontents who became disorderly and were easily chased off, and the French-Canadian group were essentially pamphleteers, though there were some exchanges of fire and small rebel and military units marched to and fro in poor winter weather. A total of about 300 people died, there were 14 executions and 92 people were transported as prisoners to Australia. The rebel leaders fled but were eventually pardoned and returned.

There was enough commotion to get Britain’s attention, but the loyalty of most of the population gratified the British, and they determined to put things right. London sent the well-known reformer Lord Durham to Canada in 1840 to make recommendations. After a year of research by a couple of biased examiners, Durham came to the insane conclusion that the source of Canadian discontent was that the French-Canadians wanted to be relieved of the intolerable burden of being French. Durham proposed uniting Upper and Lower Canada and assumed that the slight resulting English majority would assimilate the French in about 10 years. Of course, this was precisely what the French feared, and the English-Canadians had no desire for it either. But after several years of rearguard action by British governors, the movement for autonomous government succeeded, after the 25-year-old Queen Victoria sent Lord Elgin to Canada as governor to give the Canadians what they wanted. Elgin and Robert Baldwin and Louis-Hippolyte LaFontaine achieved this and secularized a great deal of territory owned by the principal churches so that they could be more easily settled and made the principal universities officially nondenominational. These were again great and non-violent steps in the civil rights of Canadians who now numbered over two million people.

All of North America was now walking on eggshells over the immense problem of American slavery. Slavery was abolished throughout the British Empire in 1834. In practice, there had not ever been more than a couple of hundred slaves in Canada, apart from the natives enslaving each other. Slaves had been imported to the southern states because of their efficiency at harvesting tropical crops such as cotton, so Canada was effectively spared that horrible institution, because of its climate more than its virtue. Canada consistently had a fine record in accepting about 40,000 fugitive slaves that reached the Canadian border in the thirty years before the U.S. Civil War. The leading American anti-slavery advocates Harriet Tubman and John Brown, and Josiah Henson, the model for the chief character in Harriet Beecher Stowe’s novel Uncle Tom’s Cabin, which sold an unheard-of two million copies in the 1850s, all lived in Canada for years. There were at least 11 black Canadian doctors who were fugitive slaves or sons of fugitive slaves who served in the Union Army in the Civil War, and the white Canadian anti-slavery activist, Dr. Alexander Ross, at the request of President Lincoln, assisted in breaking up a Confederate spy ring in Montréal. Escaped slave Joseph Taper, of St. Catharine’s, wrote this letter back to his former and still putative owner in 1839: “I now take this opportunity to inform you that I’m in a land of liberty, in good health … In the Queen’s dominions, man is as God intended he should be; all are born free and equal, not like the southern laws, which put man on a level with brutes. All the coloured population is supplied with schools. My boy Edward, who will be six years next January, is now reading and I intend keeping him at school until he becomes a good scholar. My wife and self are sitting by a good comfortable fire, happy, knowing that there are none to molest us or make us afraid. God save Queen Victoria.”

As many as 40,000 Canadian volunteers served in the Union Army in the Civil War and Canada was thanked on several occasions by President Lincoln for infiltrating Confederate exile organizations. This was an issue in which all Canadians were united and is a legitimate matter of national pride.

The next major civil rights challenge that Canada had to face was that of the Métis — the mixed white and indigenous people on the Great Plains of Canada. The territory of the natives had been steadily reduced by white settlement and the nutritious content of their diet had been reduced by the heavy depletion of the herds of plains Buffalo. There were also many other grievances and undoubtedly a number of violations of the Indian treaties and of the Indian Act and a flamboyant Metis lawyer, Louis Riel, led an uprising on the western plains in 1878. This was eventually suppressed with little violence, as Prime Minister John A. Macdonald dispatched an adequate military force under Field Marshal Garnet Wolseley, Gilbert and Sullivan’s “very model of the modern major general”. Riel fled to the U.S. and the Canadian government made a number of useful concessions to the aggrieved natives. But in 1885, Riel returned and led a rebellion in northwest Saskatchewan. At the same time, the Canadian Pacific Railway ran out of money and was about to flounder into bankruptcy. Macdonald brilliantly sent Canadian forces West on the railway and they surprised and defeated the insurgents and captured Riel. By emphasizing the railway’s role in saving the country (as Riel was making both annexationist and secessionist noises), Macdonald won passage of a bill to finance completion of the railway. Macdonald also gave the natives the right to vote and rewarded his allies among the native leaders. However, he created a lasting grievance by allowing the execution of Riel. Although 15 people died in the uprising, he should have commuted the sentence for insanity — Louis Riel was delusional.

Conrad Black, “Canada’s excellent history of civil and human rights”, New English Review, 2022-08-18.

October 24, 2022

Another bombed city – war still not ended – October 23, 1943 – WAH 083

World War Two
Published 23 Oct 2022

Trainload after trainload arrives at the slave and murder factories in Auschwitz, and a Fürstin is created in Kassel, while the United Nations War Crimes Committee UNWCC is formed.
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