Posts Tagged ‘Wig Wags’
Dear readers and blogosphere colleagues,
I am in the process of making the great leap to a separate domain for my Wig-Wags blog. The new site is up and running but I’m still in the process of transitioning links and applying some spit and polish. That said, I have begun posting at the new site and humbly hope that you will redirect your readers/feeds/or email subscriptions to the new site. The new feed setup is live on the site or you can reach it by clicking here.
For those of you who have kindly placed my current link on your blogrolls, I am hopeful that you will reset them to the new site…
Note I’m in the process of rerunning my series on the Causes of the Civil War and am building a specific page for it which is one of the nifty things about the template I’m using available from Pagelines. As I get more familiar with the new software, I hope you’ll drop by from time to time to see how the project is coming along. I may repost several series in new format so hope you’ll indulge me a bit as that process takes place.
By the way, feedback on the new site is most welcome. As was the case with bringing up Wig-Wags on the WordPress.com platform two years ago, this new effort is an adventure in learning. And I have much to learn!
Thank you all for your readership and support!
A recently received a gift of a book that I am thrilled to add to my library. It is, Manet and the American Civil War published by The Metropolitan Museum of Art, New York [which I had the opportunity to visit for the first time this year], and Yale University Press. It is co-authored by Juliet Wilson-Bareau, “an independent art historian based in London” and David C. Degener, an independent researcher based in San Francisco.
The book’s primary focus is the battle of the U.S.S. Kearsarge and C.S.S. Alabama. This from the front flap which provides an eloquent introduction to the book which I could not better….
“On June 19, 1864, the United States warship Kearsarge sank the Confederate raider Alabama off the coast of Cherbourg, France, in one of the most celebrated naval engagements of the American Civil War. The battle was widely reported in the illustrated press and riveted public attention on both sides of the Channel. When Kearsarge later anchored off the French resort town of Boulonge-sur-Mer it was thronged by curious visitors, one of whom was the artist Edouard Manet. Although he did not witness the historic battle, Manet made a painting of it partly as an attempt to regain the respect of his colleagues after being ridiculed for his works in the 1864 Salon. Manet’s picture of the naval engagement and his portrait of the victorious Kearsarge belong to a group of his seascapes of Boulonge whose unorthodox perspective and composition would profoundly influence the course of French paintings.”
In part 2, more on Edouard Manet followed in subsequent posts about the two ships and their encounter across the Atlantic.
Note that I have added a shelf to my online library titled “Civil War Art and Artists.” You can access that shelf here. I will shortly cross-reference this book on the Naval History shelf as well.
My current course on Studies in U. S. Military History (see courses page here) is drawing to a close. We have been examining the last of Millett and Maslowski’s major themes which is that “the United States has used increasingly sophisticated technology to overcome logistical limitations and to match enemy numbers with firepower.” [i] I find this supportable in the sense that it has been possible to see a steady progression of technological prowess over time. Nowhere, arguably, have technological advancements been felt more than in the arena of weaponry.
Professor of history Alex Roland (Duke University) posits that “before the twentieth century, most soldiers and sailors ended their careers armed as they were at the beginning. New weapons were introduced slowly, if at all, and most professionals resisted the uncertainties new arms introduced.” But, Roland asserts, “by the second half of the twentieth century, this traditional suspicion of new weapons had changed to a reckless enthusiasm.” The phenomena of obsolescence on introduction entered the national psyche in that, by the time many “weapons entered service, their successors were being planned. This was especially true in large-scale weapons systems such as ships and aircraft. It even found its way into thinking about less complex military technologies, such as radios and computers.” [ii]
More in Part 2. Note I provide a link below to Professor Roland’s excellent article titled “Technology and War” which can be read online.
[i] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, xiii.
[ii] Alex Roland, “Technology and War,” http://www.unc.edu/depts/diplomat/AD_Issues/amdipl_4/roland2.html Accessed 13 July 2008.
While on vacation, I received a review copy of David H. Jones’ Two Brothers: One North, One South.
This has moved very quickly up to the top of my reading stack for between terms. It is an aesthetically beautiful book. And I’m impressed by the weaving of fact into the story. I’m also hooked by the notion that poet Walt Whitman is the story’s glue. Can’t wait and more to come once I can put my feet up on the porch and enjoy.
By the way, Mr. Jones maintains a website here and a blog here which carries the same title as his book but covers more information. I’m adding it to my blogroll as I rather like the information and really do enjoy following the blogs or historical authors.
- Hardcover: 320 pages
- Publisher:Staghorn Press; First edition [February 1, 2008]
- Language: English
- ISBN-10: 0979689856
- ISBN-13: 978-0979689857
- Product Dimensions: 9.1 x 6 x 1.3 inches
- Shipping Weight: 1.2 pounds
Continuing with my May book acquisitions which illustrate, as said by Civil War Interactive’s comments on my blog this week, why bank robbery may be needed to support my book-buying habits…
This looks like a great read. Author Tom Wheeler, an accomplished man by any measure, has a terrific website here with more about his book and research. This has moved to the top of my list of reading for between terms.
I have DISCOVERED Dr. Hess and the growing list of terrific titles he has published on the Civil War. No doubt his other books will show up in my library before long. Dr. Hess, who has impressive academic credentials, has a website here. His book, Pickett’s Charge: The Last Attack at Gettysburg, was nominated for a Pulitzer Prize.
I’ve been intending to pick this up. Authored by military history professor and fellow blogger Mark Grimsley, it too is at the top of my reading list. Dr. Grimsley’s OSU webpage is here. His blog is here.
Retreat to Victory?: Confederate Strategy Reconsidered (American Crisis Series)
By Robert G. Tanner
My post, “Fabian Strategy and the American Civil War” here, lead me to this book. One of my readers recommended it and suggests that it proves that the Confederacy could not have used the Fabian strategy effectively. I’m looking forward to this one.
Jav Luvaas is another prolific writer of military history and my collection of his books is growing. I first discovered his work while taking the course, Great Military Philosopers (see “The Courses” page here for details. I picked up his titles: Napoleon on the Art of War and Frederick the Great on the Art of War.
I’ll be adding these authors to my “The Historians” page shortly.
The decisions made by leaders of the North and South regarding the dispensations of their respective railroads, could arguably be some of the most impactful of the war. Armies on both sides considered railroads critical. But Lincoln and Davis approached the control and stewardship of these vital resources differently. The resulting policies did not equally reflect rational military consideration.
Above: United States Military Railroad 4-4-0 locomotive W.H. Whiton (built by William Mason in 1862) in January 1865 with Abraham Lincoln’s presidential car, which later was used as his funeral car.
The need for oversight of the rails came early in the war. Edward Hagerman highlights Federal Quartermaster General Meigs’ complaints in the opening months of the war over the problems of coordination that arose “from civilian control of the railroads.” [i] In January of 1862, Congress gave Lincoln the authority he needed “to take control whenever public safety warranted it.” [ii] Lincoln moved decisively, appointing within thirty days Daniel C. McCallum (below) as director of the United States Military Railroads (USMRR).
Daniel C. McCallum (1815 – 1878)’
Photo Source: Wikicommons, Public Domain
In May of 1862, Abraham Lincoln “took formal possession of all railroads.” General McCallum recruited Herman Haupt (below), a “brilliant railroad engineer,” to assume duties as Military Director and Superintendent of the United States Military Railroad. Haupt was given the rank of Colonel and Lincoln gave him broad, albeit frequently challenged, powers.
Henry Haupt (1817 – 1905)
Military Director and Superintendent of the united States Military Railroad
In the next post, the action of the South.
You may also be interested in two of my previous posts on Civil War Railroads:
[i] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 63.
[ii] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, (New York: The Free Press, 1994), 165.
“Lee took longer to learn from his experience that the frontal assault contributed only to attrition without victory than any other field commander in the Civil War.”[i]
Edward Hagerman covers in detail the practices of the Federal and Confederate armies as it relates to entrenchment. McClellan and his successors employed it masterfully. Lee and his generals came to the practice slowly. Hagerman suggests that the reason may have been that, unlike McClellan, Lee lacked a peer group from the Corps of Engineers in the Army of Northern Virginia. [ii] Lee also graduated from West Point before Dennis Mahan (see post here) arrived to instruct cadets on the benefits and “how to” of entrenchment.
An example, despite having the time and equipment to entrench at Antietam (see photo below), Lee did not. According to Hagerman, “his failure to do so suggests that he may have identified with an extreme tendency in American tactical thought opposing all fortifications on the open field of battle, on the grounds that they made green volunteer troops overcautious and destroyed discipline and the will to fight.” [iii]
Burnside Bridge (below) taken from the Confederate viewpoint on the
west side of Antietam Creek looking east.
Likewise at the Battle of Fredericksburg, where Lee assumed “a tactical defense where doctrine called for fortification of his front,” Lee again failed to entrench. “He had his troops construct only a few minor earthworks at scattered positions. This despite Antietam and despite the fact that the rifled musket, with its greatly increased range and accuracy, was now in general use in the eastern theater.” [iv]
Longstreet (above) finally broke the tactical pattern, not Lee.
“Although he occupied one of the strongest natural positions in the Confederate line, Longstreet ordered ditches, stone walls, and railroad cuts occupied and strengthened with rifle tranches and abatis. The Federal assaults against his positions on Marye’s Heights never got within a hundred yards of the stone wall. Behind the wall were four lines of infantry armed with rifled muskets, supported by sharpshooters in rifle trench, and entrenched artillery that directly covered and enfiladed the wall from the two terraces that rose behind it. Their fire cost the Union troops 3,500 dead to their own loses of 800 men.” [v]
Watching the battle with Longstreet, Lee (finally) ordered fatigue parties to entrench the heights as soon as the fighting stopped. [vi]
[i, ii] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 123.
[iii] Ibid., 116.
[iv, v, vi] Ibid., 122
Here’s an idea! Like the wig-wags military history blog and want a widget to show the lastest posts and associated pictures? I’ve created one for you over a widgetbox.com. You can choose the color and size, whether you want just headlines or headlines and story clips, and whether you’d like pictures to show.
Here’s where you can get it and a preview… http://www.widgetbox.com/widget/wig-wags
WOW! I am absolutely engrossed in Edward Hagerman’s The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command. So much to say about Dennis Mahan (right) who I wrote about briefly here in my series on Jomini on the Nature of War (Part VII – Jomini’s Impact on Civil War Leadership). The National Park Service has a good bio on Mahan here.
I was very pleased to find online Mahan’s Elementary Treatise on Advance-Guard, Out-Post, and Detachment Service of Troops (1847) which Hagerman references in detail. This text was developed by Mahan for West Point and is considered the first tactics and strategy text created for the United States. I’ll add this to my primary sources links on Wig-Wags.
I can tell already that I’ll have many terms to add to the terms page. More to come of the French connection.
One of the very cool things about blogging is being able to see the sites from which some readers come (referrers as WordPress calls them). Tonight I saw for the first time a referral from a Google’s translation page. I clicked on the page and it appears that I have had a Greek reader checking out the courses page which describes my program! Here’s a screen print. Check it out…wig-wags in Greek! Made my day.
As my studies progress, I’ve found need of several more pages on the blog. Those of you who roam around a bit will know that I’ve intentionally used the more static “page” feature of my blog template to accumulate information that I’m picking up from classes and research. To that end, I’ve added the following:
the philosophers / sociologists
I’ve discovered a group of people that aren’t pure historians and who have influenced thought in areas not specific to military history. You’ll only find Auguste Comte there so far but watch for more (interesting fellow – pictured here).
I’ve got a ton of new words / terminology coming my way and I need a spot to jot them down and eventually define them. I’d also like to be able to go back to them in one spot. It’s looking very highbrow-ish to me now that I’ve added words from today’s reading in Breisach. You, on the other hand, may look at the words and think I must have been sleeping in Freshman general ed classes. OK I knew some of these terms before today!
It occurred to me when I did my two posts on the railroads and the American Civil War just how important the rails were to this – arguably – first modern war. Since I also have a page on the ships, I decided to begin collecting railroad information as well. For now it has links to the two railroad-specific post I made last month. More to come.
Finally, I’ve add a kudos page which it’s possible is an act of shameful self-aggrandisement but I prefer to think of it as a karmic act of thanks to those folks who have taken the time to make a nice comment either on my blog or theirs. It’s my modest plug back to them and where possible, I provide a link to their site. Thanks to all for the encouragement. And if I missed anyone, I’ll hope to fill in the gaps shortly. Oh and by all means, if you’d prefer I take you name off of this page, do let me know.
Top photo: Auguste Comte. Public Domain. Source: Wikicommons.
Middle photo: Station at Hanover Junction, Pa., showing an engine and cars. In November 1863 Lincoln had to change trains at this point to dedicate the Gettysburg Battlefield. LOC: 111-B- 83.
Dimitri Rotov over at Civil War Bookshelf has an interesting post on his blog here in response to my two posts on railroads during the civil war: “Were the North and South Equally Matched… On the Rails” here and “Railroad Generalship” here.
The dramatic photo on his post is that of a French train whose brakes failed at Gare Montparnasse is 1895. If you’re so inclined, you can read about that disaster on the Danger Ahead: Historic Railway Disasters website here.
You can see a larger version of the photo here.