Archive for the ‘wigwags’ Category
Belatedly, I want to mention that I’ve received a pre-publication copy of Noah Andre Trudeau’s Southern Storm: Sherman’s March to the Sea, which I’ll hope to provide a full review of before too long. At first blush, it appears to be an excellent read.
Since this book falls into the category of Civil War Campaigns, I’ve added a shelf in my virtual bookstore to accommodate it which you can find here.
As a student of military history, one of the many things that I find so fascinating about Sherman’s march is that its destructive power encourages its consideration as “total war” a la Clausewitz. Can’t wait to dig in to this one.
For those of you in the Chicago area, Mr. Trudeau’s publisher Harper Collins, indicates that he will be publicizing his book at the following on Thursdays.
05:00 PM – 07:30 PM
PRITZKER MILITARY LIBRARY
2nd FL 610 N Fairbanks Court Chicago, IL 60611
Continuing from post 1 here, in this post I explore the life of Edouard Manet, the artist. Born in 1832 to upper-middle class parents, Manet’s father was a magistrate who had hopes that his oldest son would follow him in his profession. But young Edouard had no interest in law and though attracted to art, decided to go to sea. But he couldn’t pass the French Navy’s entrance exam. Authors Wilson-Bareau and Degener provide a fascinating glimpse into the system by which young men could qualify for careers in the French Navy in their book Manet and the American Civil War which provides the reference for this series. A sixteen year old Manet would spend several months aboard the vessel, Le Havre et Guadeloupe on a trip for the sons of the wealthy who had failed the exam and could qualify to retake it if they sailed across the equator. The ship was staffed with teachers tasked with drilling the boys in the topics required for the naval exam. Manet failed the test again regardless but was exposed to the sea to a greater extent than most Frenchmen. (Wilson-Bareau and Degener, 12-13)
Manet had another tie to the military. His interest in drawing and art was sparked by an uncle who was “attached to the [Army] artillery school who spent a lot of his time sketching…” (Wilson-Bareau and Degener, 13-14)
“The schoolboy soon fell under the spell of blended lines and blurred cross-hatching. [Note: For a great glimpse of crosshatching, see a post at the blog, Big Time Attic here.) From that moment on, he had only one calling. He neglected his compositions and translations and filled the blank pages of his notebooks not with schoolwork but with portraits, landscapes, and fantasies.” (Ibid)
This diversion would lead Manet to produce arguably one of the most famous paintings of the naval engagement between the U.S.S. Kearsarge and the C.S.S. Alabama, that took place in June of 1864 off France’s Normandy coast.
Juliet Wilson-Bareau with David C. Degener, Manet and the American Civil War, (New York: The Metropolitan Museum of Art, New Haven: Yale University Press, 2003).
In the next post, the ships engaged in the battle.
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.
Catching up on acquisitions of new books in May. I’ve really got to get on a book budget.
Note that I’ve added two new category pages to my vitural bookshelves here. These include:
I’ve added serveral recommended military history reference books.
Encyclopedia of American Military History (3 beautiful volumes!)
The Reader’s Companion to Military History
By Society for Military History
By Max Boot
This post continues from Part I, here.
Jefferson Davis (above) and the Confederate Congress, by contrast, were reluctant to wrestle control of the railroads away from civilian owners. This was consistent with a laissez faire pattern exhibited by Davis on a number of issues involving civilian commercial interests and may have been a response to the populace’s opposition to overbearing centralized government. The consequences were dire for Lee. In the winter of 1862, he found his Army of Northern Virginia completely reliant on its communications. [i]
Above: Pocotaligo, South Carolina – Railroad depot center of image surrounded by rough sketch of soldiers and covered wagons. Circa: 1865
Medium: 1 drawing on tan paper : pencil, black ink wash, and Chinese white ; 14.7 x 21.4 cm. (sheet).
Source: Library of Congress Ref: LC-USZ62-14306 (b&w film copy neg.)
With the mobility, indeed the survival, of the army dependent on the efficient use of the railroads, the railroad owners responded with an assertion of their individual rights. They failed to cooperate. Government shipments were accorded low priority. The railroads over which the animals’ feed had to be transported refused to use the space for bulk fodder. The breakdown of the railroad system led to a crisis in the supply of horses, mules, fodder, and subsistence. The Army of Northern Virginia was left hanging at the end of its lines of communications.[ii]
Above: Warrenton Depot, on the Orange & Alexandria RR, in August 1862. Supply point for Lee.
Davis’ refusal to give greater control to the military for operation of the railroads added to “the weight of this burden of waging war by improvisation within the confines of the Confederacy’s social and political ideals [and] helped break the back of Confederate offensive power.” [iii]
Edward Hagerman notes that problems continued into 1863 as “conflicts between the commissary agents of field commanders and those of the [Confederate] Subsistence Department hampered efficient gathering of available resources.” [iv] The largest obstacle was “the failure of the railroads to cooperate in the distribution of food surpluses from other states to the Army of Northern Virginia. Neither the army nor the government exercised any control over the railroads.” [v] It wasn’t until Lee’s army was faced with starvation that the Confederate Congress intervened. In April of 1863, it “hesitantly” granted Jefferson Davis the “authority to regulate the railroads.” [vi]
The laissez faire-minded Davis was as reluctant to accept the authority as the Confederate Congress was to bestow it. Here was the instrument to prevent a recurrence of the crisis of the past winter. It would enable through scheduling the interchange of rolling stock from one railroad to another. It also would enable the War Department, rather than the railroad owners, to decide on the priority of material to be transported. [vii]
Davis signed the bill into law but Congress ensured its ineffectiveness by failing to approve an “office of railroad superintendent” as proposed by the secretary of war and by sacking the temporary appointee. [viii] “Not until early 1865, far too late, did the Confederacy finally take control of the railroads.” [ix]
[i, ii, iii] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 121.
[iv, v] Ibid., 130.
[vi, vii, viii] Ibid., 131.
[ix] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, 165.
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