Practical Engineering
Published 19 Sept 2023How many of these cars have you spotted before?
Trains are one of the most fascinating engineered systems in the world, and they’re out there, right in the open for anyone to have a look! Once you start paying attention, it’s pretty satisfying to look for all the different types of railcars that show up on the tracks.
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January 7, 2024
Every Type of Railcar Explained in 15 Minutes
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December 10, 2023
Engines of War: How Wars Were Won and Lost on the Railways
WW2TV
Published 15 Jun 2023Engines of War: How Wars Were Won and Lost on the Railways With Christian Wolmar
Before the nineteenth century, armies had to rely on slow and unreliable methods of transportation to move soldiers and equipment during times of conflict. But with the birth of the railroad in the early 1830s, the way wars were fought would change forever. In this show renowned expert Christian Wolmar tells the story of that transformation with a focus on railways in WWII and especially the Normandy campaign.
Christian Wolmar is a British journalist, author, railway historian and Labour Party politician. He is known for his commentary on transport, especially as a pundit on Britain’s railway industry, and was named Transport Journalist of the Year in the National Transport Awards in 2007.
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November 12, 2023
The Futile Fight in Hurtgen Forest – WW2 – Week 272 – November 11, 1944
World War Two
Published 11 Nov 2023The struggle for Hurtgen forest, one tiny piece at a time, continues. The Allies have, however, secured Walcheren Island, and also launch Operation Queen to try and reach and cross the Roer River, and further south even launch a new offensive aiming for Metz. Things are not going well for the Americans on Leyte, though, but they’re even worse for the Chinese as both Guilin and Liuzhou fall to the Japanese. As for the Soviets, they are busy making big plans for a gigantic offensive to drive in to Germany when the new year comes.
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November 9, 2023
QotD: The end of the “spoils system” and the professionalization of the bureaucracy
… There was, however, one last check on the power of faction: The bureaucracy.
I know, that seems weird, but unless you’ve really studied this stuff — it’s not taught in most high school or even college classes, for some mysterious reason — you probably don’t know that the civil service used to be entirely patronage-based. Our two most famous literary customs inspectors, for instance (Hawthorne and Melville), got their jobs through political connections, and that’s the way it worked for everyone — every time the other party won an election, most of the bureaucrats got turfed out, to be replaced by loyal party men. Trust me: very few of the names on this list would ring much of a bell even to field specialists, but they were big political cheeses in their day; Postmaster General was a plum federal post that was often handed to loyal Party men as a reward for a lifetime of faithful service. And so on down the line, including your local postmaster.
It took until 1883 to finally kill of this last vestige of federalism, but the Pendleton Act did it. Here again, this isn’t taught in school for some mysterious reason, but the political class took a very different lesson from the Civil War than the hoi polloi. While for the proles the Civil War was presented as a triumph of the common man, the elite understood that it was training, logistics, bureaucratization, professionalism that won the war for the Union. The Republicans made a big show of putting up U.S. Grant as “the Galena Tanner” in their campaign rhetoric but Grant had been a bankrupt tanner, and indeed a conspicuous failure at everything except war … and even there, his record was carefully doctored to present an image of a bumbling amateur suddenly being struck by inspiration, when in fact Grant was a West Pointer with an impressive combat record in the Mexican War. Now is not the time or place to discuss the merits, or not, of various Civil War figures, so just go with me on this: Pretty much all the big name generals on both sides of the war were presented to the public as talented gentleman amateurs, and it was heavily insinuated that the ones they couldn’t so portray — McClellan, and especially Robert E. Lee — lost because they were too hidebound, too “professional”.
The reality is almost the complete opposite — yeah, Stonewall Jackson ended the Mexican War as a mere captain (no mean feat in The Old Army, but whatever), but he had a tremendous combat record, and was so much of a military professional that he actually taught at a military academy. This is not to say there weren’t naive geniuses in the Civil War — see e.g. Nathan Bedford Forrest — but the Civil War, like all wars since the invention of the arquebus, was won by hardcore, long-service, well-trained professionals. A naive genius like Forrest might’ve been a better tactician, mano-a-mano and in a vacuum, than a West Point professional like Custer — then again, maybe not — but wars aren’t fought in vacuums. They’re fought on battlefields, and they’re won by supply weenies and staff pogues.
[…]
They took that experience with them into politics, and so it’s no surprise that the Federal government of the Gilded Age, though tiny by our standards, grew into such a leviathan in so short a time. Again, I’m just going to have to ask you to trust me on this, since for some reason it never gets covered in school, but back in the later 19th century words like “efficiency” really meant something to the political class. All those politician-generals (and politician-colonels and politician-majors and all the rest down at the local level) expected the State to function like the Army — that is to say, as a self-enclosed world where efficiency not only counts, but triumphs. An amateur civil service can’t do that, and so the days of the political sinecure had to end.
Severian, “Real Federalism Has Never Been Tried”, Rotten Chestnuts, 2021-05-03.
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October 14, 2023
QotD: Horses and sheep on the Eurasian Steppe
Now it is worth noting right now that Steppe Nomads have, in essence, two conjoined subsistence systems: there is one system for when they are with their herds and another for purely military movements. Not only the sheep, but also the carts (which are used to move the yurt – the Mongols would call it a ger – the portable structure they live in) can’t move nearly as fast as a Steppe warrior on horseback can. So for swift operational movements – raids, campaigns and so on – the warriors would range out from their camps (and I mean range – often we’re talking about hundreds of miles) to strike a target, leaving the non-warriors (which is to say, women, children and the elderly) back at the camp handling the sheep. For strategic movements, as I understand it, the camps and sheep herds might function as a sort of mobile logistics base that the warriors could operate from. We’ll talk about that in just a moment.
So what is the nomadic diet like? Surely it’s all raw horse-meat straight off of the bone, right? Obviously, no. The biggest part of the diet is dairy products. Mare’s and sheep’s milk could be drunk as milk; mare’s milk (but not sheep’s milk) could also be fermented into what the Mongolians call airag but is more commonly known as qumis after its Turkish name (note that while I am mostly using the Mongols as my source model for this, Turkic Steppe nomads are functioning in pretty much all of the same ways, often merely with different words for what are substantially the same things). But it could also be made into cheese and yogurt [update: Wayne Lee (@MilHist_Lee) notes that mare’s milk cannot be made into yogurt, so the yogurt here would be made from sheep’s milk – further stressing the importance of sheep!] which kept better, or even dried into a powdered form called qurut which could then be remixed with water and boiled to be drunk when it was needed […] The availability of fresh dairy products was seasonal in much of the steppe; winter snows would make the grass scarce and reduce the food intake of the animals, which in turn reduced their milk production. Thus the value of creating preserved, longer-lasting products.
Of course they did also eat meat, particularly in winter when the dairy products became scarce. Mutton (sheep meat) is by far largest contributor here, but if a horse or oxen or any other animal died or was too old or weak for use, it would be butchered (my understanding is that these days, there is a lot more cattle in Mongolia, but the sources strongly indicate that mutton was the standard Mongolian meat of the pre-modern period). Fresh meat was generally made into soup called shulen (often with millet that might be obtained by trade or raiding with sedentary peoples or even grown on some parts of the steppe) not eaten raw off of the bone. One of our sources, William of Rubruck, observed how a single sheep might feed 50-100 men in the form of mutton soup. Excess meat was dried or made into sausages. On the move, meat could be placed between the rider’s saddle and the horse’s back – the frequent compression of riding, combined with the salinity of the horse’s sweat would produce a dried, salted jerky that would keep for a very long time.
(This “saddle jerky” seems to gross out my students every time we discuss the Steppe logistics system, which amuses me greatly.)
Now, to be clear, Steppe peoples absolutely would eat horse meat, make certain things out of horsehair, and tan horse hides. But horses were also valuable, militarily useful and slow to breed. For reasons we’ll get into a moment, each adult male, if he wanted to be of any use, needed several (at least five). Steppe nomads who found themselves without horses (and other herds, but the horses are crucial for defending the non-horse herds) was likely to get pushed into the marginal forest land to the north of the steppe. While the way of life for the “forest people” had its benefits, it is hard not to notice that forest dwellers who, through military success, gained horses and herds struck out as steppe nomads, while steppe nomads who lost their horses became forest dwellers by last resort (Ratchnevsky, op. cit., 5-7). Evidently, being stuck as one of the “forest people” was less than ideal. In short, horses were valuable, they were the necessary gateway into steppe life and also a scarce resource not to be squandered. All of which is to say, while the Mongols and other Steppe peoples ate horse, they weren’t raising horses for the slaughter, but mostly eating horses that were too old, or were superfluous stallions, or had become injured or lame. It is fairly clear that there were never quite enough good horses to go around.
Bret Devereaux, “That Dothraki Horde, Part II: Subsistence on the Hoof”, A Collection of Unmitigated Pedantry, 2020-12-11.
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October 7, 2023
Eastern Front Tank Warfare 1944
World War Two
In this conflict, we’ve seen armored warfare on a greater scale than anything before or since. Indy takes a look at some of the tanks slugging it out on the Eastern Front, from the long-serving Panzer III and IV, to the newer and more powerful Tiger and T-34 85, and the monstrous IS-2.
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September 16, 2023
QotD: The Persian “Royal Roads”
The oldest road network that we have pretty good evidence for was the Persian Royal Road of the Achaemenids but these too were not the first (the Achaemenid dynasty ruling a vast empire from 559 to 330 BC; this is the Persian Empire of Xerxes and Darius III). Even before them the Assyrians (Middle and Neo-Assyrian Empires running from 1363 to 609 BC)1 had build roadways to hold together parts of their empire, though I confess I know very little of the extent of that road system except that we’re fairly sure it existed and like the later systems we’re going to talk about, it included not just the physical infrastructure of the roads but a sophisticated relay system to allow official messengers to move very rapidly over the network.
The modern perception of the Persian Royal Road is conditioned perhaps a bit too much by Herodotus who described the royal road – singular – as a single highway running from Susa to Sardis. Susa was one of several Achaemenid royal capitals and it sat at the edge of the Iranian plateau where it meets the lowland valley of Mesopotamia, essentially sitting right on the edge where the Persian “heartland” met the area of imperial conquests. Meanwhile, Sardis was the westernmost major Achaemenid administrative center, the regional capital, as it were, for Anatolia and the Aegean. So you can see the logic of that being an important route, but the road system was much larger. Indeed, here is a very rough sketch of how we might understand the whole system.
Compare the dashed line – the Royal Road as described by Herodotus – with the solid lines, the rest of the system we can glean from other sources or from archaeology and you can see that Herodotus hasn’t given us the whole story. For what it is worth, I don’t think Herodotus here is trying to lie – he has just described the largest and most important trunk road that leads to his part of the world.
This system doubtlessly emerged over time. Substantial parts of the road network almost certainly predated the Achaemenids and at least some elements were in place under the first two Achaemenid Great Kings (Cyrus II, r. 559-530 and Cambyses II, r. 530-22) but it seems clear that it is the third Achaemenid ruler, Darius I (r. 522-486; this is the fellow who dispatched the expedition defeated at Marathon, but his reign was far more important than that – he is the great organizer of the Persian Empire) who was responsible for the organization, formalization and expansion of the system. And in practice we can split that system into two parts, the physical infrastructure of roads and then the relay system built atop that system.
In terms of the physical infrastructure, as far as I can tell, the quality of Persian Royal Roads varied a lot. In some areas where the terrain was difficult, we see sections of road cut into the rock or built via causeways over ravines. Some areas were paved, but most – even most of the “royal” roads (as distinct from ancillary travel routes) were not.2 That said, maintenance seems to have been more regular on the royal roads, meaning they would be restored more rapidly after things like heavy rains that might wash an unpaved road out, making them more reliable transport routes for everyone. They also seem to have been quite a bit wider; Achaemenid armies could have long logistics tails and these roads had to accommodate those. Several excavated sections of royal roads are around 5m wide, but we ought to expect a lot of variation.
On top of the physical infrastructure, there was also a system of way-stations and stopover points along the road. These were not amenities for everyone but rather a system for moving state officials, messengers, soldiers, and property (like taxes). While anyone could, presumably, walk down the road, official travelers carried a sealed travel authorization issued by either a satrap (the Persian provincial governors) or the king himself. Such authorizations declared how many travelers there were, where they were going and what the way-stations, which stocked supplies, should give them. Of course that in turn meant that local satraps had to make sure that way-stations remained stocked up with food, fodder for animals, spare horses and so on. Fast messengers could also be sent who, with that same authorization, would change horses at each way-station, allowing them to move extremely fast over the system, with one estimate suggesting that a crucial message could make the trip from Sardis to Susa – a trip of approximately 2,500km (1,550 miles, give or take) in twelve days (by exchanging not only horses, but riders, as it moved).
All of which gives some pretty important clues to why royal roads were set up and maintained. Notice how the system specifically links together key administrative hubs, like the three main Achaemenid capitals (Susa, Ekbatana and Persepolis) and key administrative centers (Memphis, Sardis, Babylon, etc.) and that while anyone can use the roads, the roads serve as the basis for a system to handle the logistics of moving officials and state messages, which of course could also serve as the basis for moving armies. After all, you can send messengers down the royal roads, through the existing system set up for them, to instruct your satraps to gather local forces or more importantly to gather local food supplies and move them to the road in depots where the army can pick them up (and perhaps some local troops) as it moves through to a nearby trouble spot (while the nice, wide road allows you to bring lots of pack animals and carts with your army).
In short this is a large, expensive but effective system for managing the problem of distance in a large empire. Cutting down travel and message times reduces the independence of the satraps, allowing the Great King to keep an eye on them, while the roads provide the means to swiftly move armies from the core of the empire out to the periphery. We can actually see this play out with Alexander’s invasion. He crosses into Asia in 334 and defeats the local satrapal army at Granicus in 334. Moving into the Levant in 333, he’s met at Issus by Darius III with a massive army, collected from the central and western parts of the empire – which means that news of Alexander’s coming has reached Darius who has then marshaled all of those troops from his satrapies (and hired some mercenaries), presumably using his efficient message system to do it and then moved that force down the road system to meet Alexander. Alexander defeats that army, but is met by another huge army at Gaugamela in 331, this time gathered mostly from the eastern parts of the empire. While the Persian army fails in defeating Alexander, the exercise shows the power of the system in allowing the Great King, Darius III to coordinate the military efforts of an enormous empire.
So this is a system meant to enable the imperial center to control its periphery by enabling the court to keep tabs on the satraps, to get messages to and from them and move armies and officials (and taxes!) around. And doubtless it was also not lost on anyone that such a visible series of public works – even if the roads were not always paved and had to be repaired after heavy rains and such – was also an exercise in legitimacy building, both a visual demonstration of the Great King’s power and resources but also a display of his generosity and industry.
And I lead with all of that because the Roman road network works the same way, just on an even larger scale. Which isn’t to say the Romans were copying the Achaemenids (they don’t seem to have been) but rather that this is a common response to the problem of managing an uncommonly large empire.
Bret Devereaux, “Collections: Roman Roads”, A Collection of Unmitigated Pedantry, 2023-06-02.
1. The Middle Assyrian Empire and the Neo-Assyrian or New Assyrian Empires were, in fact, the same state. We split them up because of a severe contraction in Assyrian power during the Late Bronze Age Collapse.
2. On this, see Henkelman and Jacobs, 727-8
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September 15, 2023
Learning to handle mules to accompany Chindit columns in WW2
Robert Lyman posted some interesting details from veteran Philip Brownless of how British troops in India had to learn how to handle mules and abandon their motor transport in order to get Chindit columns into Japanese territory in Burma:
A fabulous drawing from Jungle, Jungle, Little Chindit (1944)
Soon after our return from the Arakan front in the autumn of 1943, we were in central India, and had been told that the whole division was to be handed over to General Wingate and trained to operate behind the Japanese lines. All our motor transport was to be taken away and we were to be entirely dependent upon mules for our transport.
The C.O. one evening looked round the mess and then said to me “You look more like a country bumpkin than anybody else. You will go on a veterinary course on Tuesday and when you come back you will take charge of 44 Column’s mules.”
I had never met one of these creatures before. On arriving at Ambala I reported to the Area Brigade Major who wasn’t expecting me and seemed to have no clue about anything. He said “You’d better go down to the Club and book in”. I reported to the Club, a comfortable looking establishment, and they seemed to have a vague idea that a few bodies like me might turn up on a course and were apologetic that I would have to sleep in a tent but otherwise could enjoy the full facilities of the Club. I was shown the tent, an EPIP tent or minor marquee, with a coloured red lining and golden fleur de lys all over it, (very Victorian) with a small office extension with table and chair in front and another extension at the back with bath, towel rail and a fully bricked floor. Having lived either in a tent or under the stars in both the desert and the Arakan for the last 2 years, this struck me as luxury indeed. Even better, I took on a magnificent bearer, with suitable references, whom I found later was some kind of Hindu priest. I soon got used to having my trouser legs held up for me to put my feet in, and being helped into the rest of my clothes. I had a comfortable 3 weeks learning all about mules.
I discovered all sorts of things like the veterinary term “balls”, which were massive pills which were given to the mule by – first of all grabbing his tongue and pulling it out sideways so he couldn’t shut his mouth on your arm, and then gently throwing the ball at his epiglottis and making sure it went down. Then you let go of his tongue and gave him a nice pat. One of our lecturers, an Indian warrant officer, knew his stuff well and was so pleased about it that when he asked a question he would give you the answer himself. He liked being dramatic and loved to finish a description of some fatal ailment by saying “Treatment, bullet”.
Many of the men in our battalion were East Enders; others came from all over Essex. A few were countrymen, two were Irish and knew all about horses, one sergeant had been in animal transport and one invaluable soldier had been an East End horse dealer. The large majority had had nothing to do with animals: however, the saving grace was that English soldiers seem to be naturally good with animals and soon learned to handle them well. I arranged to get some instruction from the nearby unit of Madras Sappers and Miners and we borrowed a handful of trained mules from them for the men to practise handling, tying on loads and learning to talk to them.
Then came the great day when we were to draw up our main complement of animals, about 70 mules and 12 ponies. We were dumped at a small railway station. It was all open ground and there was a team of Army Veterinary Surgeons to allocate fairly between the three battalions, the Essex, the Borders and the Duke of Wellington’s. Lieut. Jimmy Watt of the Borders was a pal of mine: he and I, with a squad of men were to march them back nearly 100 miles to our camp, sleeping each of the five nights under the stars. As soon as we arrived at the disembarkation site I got all our mule lines laid out, with shackles (used to tie mules fore and aft) and nosebags ready. I had also picked up the tip that the mules would be wild, having spent three days in the train, and almost impossible to hold, so I instructed our men to tie them together in threes before they got off the train. As all three pulled in different directions, one muleteer could hold them. Not everybody had learned this trick so the result was that wild mules were careering all over the place, impossible to catch. When our first handful of mules arrived, they were quickly secured in a straight line and fed. They were familiar with lines like this and cooled down at once, long ears relaxed and tails swishing amiably. When the wild mules careering round saw this line, they said to themselves “We’ve done this before” and came and stood in our lines. We shackled them and I picked out the moth-eaten ones and sent them back to the vets who kept sending polite messages of thanks to Mr. Brownless for catching them. We finished up with a very good set of mules. Jimmy Watt and I had a bit of a conscience about the Duke of Wellington’s so we picked them out a really good pony. We felt even worse a few weeks later when it was sent back to Remounts with a weak heart! The Brigade Transport Officer visited us the second evening so Jimmy Watt and I walked him round rather quickly, chatting hard, to approve the allocation of animals, and he agreed with our arrangement.
In a highly optimistic mood early on, I decided to practise a river crossing. We marched several miles out from camp to a typical wide sandy Indian river, 300 yards across, made our preparations, i.e. assembling the two assault boats, making floating bundles of our clothes and gear by wrapping them in groundsheets, unsaddling the animals, and assembling at the water’s edge. A good sized detachment of muleteers was posted on the opposite bank ready to catch the mules. The mules waded into the shallow water but no one could get them to move off. We tried all sorts of inducements in vain and then suddenly, one sturdy little grey animal decided to swim and the whole lot immediately followed. Calamity ensued! Mules are very short sighted and could only dimly see the opposite bank but downstream was a bright yellow sandy outcrop and they all made for this. The muleteers on the other bank, when they realised what was happening, ran through the scrub and jungle as fast as they could, but the mules arrived first and bolted off into the wilds of India. I swam my pony across with my arm across his withers and directing him by holding his head harness, the gear was ferried across and the mule platoon, with one pony, began the march back to camp. Deeply depressed, I wondered how to tell the C.O. I had lost all his mules and imagined the court martial which awaited me (or, serving under General Wingate, would I be shot out of hand?) An hour and a half later we came in sight of the camp and to my utter astonishment I could see the mules in their lines. When I arrived at the mule lines, the storeman met me and said that the whole lot had arrived at the double and had gone to their places. He had merely gone along the lines, shackling them and patted their noses. Salvation! I kept quiet for a bit but it got out and I was the butt of much merrymaking.
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September 4, 2023
QotD: Historical rice farming versus wheat or barley farming
At the same time, the irrigation demands for effective production of wet-rice requires a lot of labor to build and maintain. Fields need to be flooded and drained; in some cases (particularly pre-modern terrace farming) this may involve moving the water manually, in buckets, from lower fields to higher ones. Irrigation canals connecting paddies can make this job somewhat easier, as can bucket-lifts, but that still demands moving quite a lot of water. In any irrigation system, the bunds need to be maintained and the water level carefully controlled, with also involves potentially quite a lot of labor.
The consequence of all of this is that while the rice farming household seems to be roughly the same size as the wheat-farming household (that is, an extended family unit of variable size, but typically around 8 or so members), the farm is much smaller, with common household farm sizes, even in the modern period, clustering around 1 hectare (2.47 acres) in comparison to the standard household wheat farms clustered around 4-6 acres (which, you may note with the yield figures above, lands us right back at around the same subsistence standard).
Moreover, rice cultivation is less soil dependent (but more water dependent) because wet-rice farming both encourages nitrogen fixation in the soil (maintaining the fertility of it generally without expensive manure use) and because rice farming leads naturally to a process known as pozdolisation, slowly converting the underlying soil over a few years to a set of characteristics which are more favorable for more rice cultivation. So whereas with wheat cultivation, where you often have clumps of marginal land (soil that is too wet, too dry, too rocky, too acidic, too uneven, too heavily forested, and so on), rice cultivation tends to be able to make use of almost any land where there is sufficient water (although terracing may be needed to level out the land). The reliance on the rice itself to “terraform” its own fields does mean that new rice fields tended to under-produce for the first few years.
The result of this, so far as I can tell, is that in well-watered areas, like much of South China, the human landscape that is created by pre-modern rice cultivation is both more dense and more uniform in its density; large zones of very dense rice cultivation rather than pockets of villages separated by sparsely inhabited forests or pasture. Indeed, pasture in particular seems in most cases almost entirely pushed out by rice cultivation. That has very significant implications for warfare and I have to admit that in reading about rice farming for this post, I had one of those “oh!” moments of sudden understanding – in this case, how armies in pre-modern China could be so large and achieve such massive local concentrations. But as we’ve discussed, the size of an army is mainly constrained by logistics and the key factor here is the ability to forage food locally, which is in turn a product of local population density. If you effectively double (or more!) the population density, the maximum size of a local army also dramatically increases (and at the same time, a society which is even more concentrated around rivers is also likelier to allow for riverine logistics, which further improves the logistical situation for mass armies).
But it also goes to the difficulty many Chinese states experienced in maintaining large and effective cavalry arms without becoming reliant on Steppe peoples for horses. Unlike Europe or the Near East, where there are spots of good horse country here and there, often less suited to intensive wheat cultivation, most horse-pasturage in the rice-farming zone could have – and was – turned over to far more productive rice cultivation. Indeed, rice cultivation seems to have been so productive and suitable to a sufficient range of lands that it could push out a lot of other kinds of land-use, somewhat flattening the “ideal city” model that assumed wheat and barley cultivation.
Bret Devereaux, “Collections: Bread, How Did They Make It? Addendum: Rice!”, A Collection of Unmitigated Pedantry, 2020-09-04.
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August 27, 2023
QotD: Getting food to market in pre-modern societies
Truly long-distance bulk grain transport overland wasn’t viable for reasons we’ve actually already discussed. There is simply nothing available in the pre-modern period to carry the grain overland that doesn’t also eat it. While moving grain short distances (especially to simply fill capacity while the main profit is in other, lower-bulk, higher value goods) can be efficient enough, at long distance, all of the grain ends up eaten by the animals or people moving it.
The seaborne version of this sort of itinerant, short-distance trade is called cabotage. Now today cabotage has a particular, technical legal meaning, but when we use this word in the past, it refers not to the legal status of a ship but a style of shipping using small boats to move mixed cargo up and down the coast. In essence, cabotage works much the same as the small caravans – the merchant buys in each port whatever looks likely to turn a profit and sells whatever [is] in demand. By keeping a mixed cargo of many different sorts of things, he protects against risk – he’s always likely to be able to sell something in his boat for a profit. Such traders generally work on very short distances, often connecting smaller ports which simply cannot accommodate larger, deeper-draft long-distance traders. Such cabotage trading was the background “hum” of commerce on many pre-modern coastlines and might serve to move grain up or down the coast, although not very much of it. Remember that grain is a bulk commodity, and cabotage traders, by definition, are moving small volumes.
But when it comes to moving large volumes, the sea changes everything. The fundamental problem with transporting food on land is that the energy to transport the food must come from food, either processed into muscle power by porters or animals. But at sea, that energy can come from the wind. So while the crew of a ship eats the food, the ship can be scaled up without scaling up the food requirements of the crew or the crew itself. At the same time, sea-transit is much faster than land transit and that speed is obtained from the wind without further inputs of food. It is hard to overstate how tremendous a change in context this is. Using the figures from the Price Edict of Diocletian, we tend to estimate that river transport was five times cheaper than land transport, and sea-transport was twenty times cheaper than land transport. So while the transport of bulk goods like grain on land was limited to fairly small amounts moving over short distances – say from the farm to the nearest town or port – grain could be moved long distances en masse by sea.
Now the scale and character of long-distance transport is heavily impacted by the political realities of the local waterways. If the seas are politically divided, or full of pirates, it is going to be hard to operate big, slow vulnerable grain-freighters and still make a profit after some of them get seized, pirated or sunk. But when we have periods of political unity and relatively safe seas, we see that this sort of transport can reach quite impressive scale. For instance the port regulations of late Hellenistic and Roman Thasos – itself a decent sized, but by no means massive port – divided its harbor into two areas, one for ships carrying 80-130 tons of cargo and one for ships 130+ tons (those regulations are SEG XVII 417). A brief bit of math indicates that the distribution of free grain in the city of Rome – likely less than a third of the total grain demands of the city – required the import, by sea of some 630 tons of grain per day through the sailing season. The scale of grain shipment in the back half of the Middle Ages (post-1000 or so) was also on a vast scale, with trade-oriented Italian cities exploding in population as they imported grain (Genoa being particularly well known for this, but by no means alone in it); with that came the reemergence of truly large grain-freighters.
Bret Devereaux, “Collections: Bread, How Did They Make It? Part IV: Markets, Merchants and the Tax Man”, A Collection of Unmitigated Pedantry, 2020-08-21.
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August 21, 2023
Some good reasons why the Russo-Ukraine war is misunderstood in the West
A few days back, Bruce Gudmundsson outlined a few of the reasons the Western — particularly the English-language — reporting on the ongoing conflict between Russia and Ukraine gets it wrong:
Railways have played a significant role in warfare since at least the Crimean War.
Navvies working on the Grand Crimean Central Railway, 1854. From Thomas Brassey, Railway Builder (1969).
As I live within a bowshot of a railroad crossing, the screech of metal wheels on metal rails frequently reminds me of one of the many things that so many Anglophone commentators get wrong about the war in Ukraine. Coming from places afflicted with (hat tip to Arlo Guthrie [NR: I’d give the credit to Steve Goodman, personally]) “the disappearing railroad blues”, these writers find it hard to imagine the degree to which Russian soldiers exploit the ability of the iron horse to move vast numbers of hundred-pound artillery shells. This blindspot, in turn, causes them to place far too much importance on means of movement, such as ships and trucks, that play second fiddle in the logistical symphony that supplies Russian forces in the field.
Tales of soldiers stealing pickles from convenience stores spark thoughts of another mistake that English-speaking critics have made with respect to the Russian supply system. Wise generals, from Alexander the Great to Francisco Franco, have long deployed vast quantities of food along with their armies. Nonetheless, the enduring fondness of English-speaking soldiers for bully beef, tinned biscuits, and other meals-ready-to-eat sets them apart from most other fighting men, past or present. To put things another way, we should not have been surprised that, when organizing an invasion of one of the great food-producing countries of our planet, Russian logisticians preferred the dispatch of fuel and ammunition to the delivery of items that could have been found in every bodega along the line of march.
Anglophone analysts also drew the wrong conclusions from reports of the loss, in battle, of Russian general officers. Such casualties, they argued, stemmed from an absence of trust. That is, Russian generals were killed because, lacking confidence in the competence of colonels, captains, and corporals, they felt obliged to exercise close supervision over forces engaged in combat.
The participation of generals in firefights, however, need not reflect an absence of faith in the fidelity and abilities of subordinates. Indeed, the original gangsters of “trust tactics” often recommended that the general officers commanding formations lead from the front. I suspect, moreover, that Russian leaders also understood that seeing a general die a soldier’s death usually exercises a positive influence on the morale of his subordinates. (“Say what you will about old General Strelkov, but he never asked us to do anything he wasn’t willing to do himself.”)
Finally, few who made much of the battle deaths of Russian general officers seem to have been aware that the Russian forces that crossed into Ukraine on 24 February 2022 were organized in a way that provided them with an extraordinarily high proportion of fighting generals. That is, when a peacetime formation formed a battalion tactical group, the general in charge of that organization usually took command of the unit it spawned. Thus, rather than having one general for every four or five battalions, the Russian forces of the first few months of the “special military operation” had five or six flag-rank officers for every four or five battalions.
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August 12, 2023
Churchill and India
Andreas Koureas posted an extremely long thread on Twitter, outlining the complex situation he and his government faced during the Bengal Famine of 1943, along with more biographical details of Churchill’s views of India as a whole (edits and reformats as needed):
The most misunderstood part of Sir Winston Churchill’s life is his relationship with India. He neither hated Indians nor did he cause/contribute to the Bengal Famine. After reading through thousands of pages of primary sources, here’s what really happened.
A thread 🧵
I’ve covered this topic before, but in a recent poll my followers wanted a more in-depth thread. Sources are cited at the end. I’m also currently co-authoring a paper for a peer reviewed journal on the subject of the Bengal Famine, which should hopefully be out later this year.
I’ll first address the Bengal Famine (as that is the most serious accusation) and then Churchill’s general views on India. It goes without saying that there will be political activists who will completely ignore what I have to say, as well as the primary sources I’ll cite. I have no doubt, that just like in the past, there will be those who accuse me of only using “British sources”.
This is not true. I have primary sources written by Indians as well as papers by Indian academics.
Moreover, I have no doubt that such activists will, choose to “cite” the ahistorical journalistic articles from The Guardian or conspiratorial books like Churchill’s Secret War by Mukerjee — a debunked book that ignores most of what I’m about to write about, and is really what sparked the conspiracy of Churchill and the Bengal Famine. For everyone else, I hope you find this thread useful.
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August 2, 2023
How Shipping Containers Took Over the World (then broke it)
Calum
Published 5 Oct 2022The humble shipping container changed our society — it made International shipping cheaper, economies larger and the world much, much smaller. But what did the shipping container replace, how did it take over shipping and where has our dependance on these simple metal boxes led us?
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July 25, 2023
WWI Footage: Narrow Gauge Train Lines in France
Charlie Dean Archives
Published 14 Aug 2013American forces constructing railways throughout France to help move men and supplies during World War One. We see US Army personnel laying the sleepers and track for the extensive network of two foot (60cm) narrow gauge lines, ballasting work, loading and laying of pre-built trackwork. We also see scenes of the railway in action as the little trains trundle along country lanes and through the town streets. The film ends with scenes of the train taking soldiers towards the front lines.
After the war the lines were abandoned and most of the locomotives and rollingstock simply left where they were last used, with many being salvaged by the locals to help with logging activities.
CharlieDeanArchives – Archive footage from the 20th century making history come alive!
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July 8, 2023
The Perfect D-Day That History Forgot
Real Time History
Published 7 Jul 2023The summer of 1944 saw the Allies land in France not once but twice. Two months after Operation Overlord, the Allies also landed in Southern France during Operation Dragoon. It was “the perfect landing” and opened up the important ports of Marseille and Toulon for Allied logistics.
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