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Monday, September 02, 2019

A Look Back At The Jungle On This Labor Day - We've Come Far, But We're Slipping Back To How Things Were

It's Labor Day.  And as the president foments anti-immigrant anger and violence, and unions are weaker than they've been in over 50 years, it's probably important to remind people why we have unions in the first place.

So here are some excerpts from Upton Sinclair's The Jungle which was first published in 1906.  It follows Jurgis a strong young Lithuanian immigrant as he goes from confident innocent to experienced bitterness.  You can read the whole book online here.   It takes place is the stockyards of Chicago.

This may help people understand why people risked their lives to create and join unions.  And why the Kochs (what do we say now that only one of the brothers is still living?) and Waltons other wealthy business owners have fought them - so they could do as they wished despite the misery it caused their employees, who are simply expendable.  And this story also shows us why factories today still employ millions of undocumented workers - because the workers are desperate and compliant so they won't be deported.  It's also a story of why we can't trust for-profit companies to police themselves - for worker safety, fairness, or food safety either.

The owners of the factory Sinclair depicts are no different from how our president behaves - ruthless and entitled.

What made all this the more painful was that it was so hard on the few
that had really done their best. There was poor old ponas Jokubas, for
instance--he had already given five dollars, and did not every one know
that Jokubas Szedvilas had just mortgaged his delicatessen store for two
hundred dollars to meet several months' overdue rent? And then there was
withered old poni Aniele--who was a widow, and had three children, and
the rheumatism besides, and did washing for the tradespeople on Halsted
Street at prices it would break your heart to hear named. Aniele had
given the entire profit of her chickens for several months. Eight of
them she owned, and she kept them in a little place fenced around on her
backstairs. All day long the children of Aniele were raking in the dump
for food for these chickens; and sometimes, when the competition there
was too fierce, you might see them on Halsted Street walking close to
the gutters, and with their mother following to see that no one robbed
them of their finds. Money could not tell the value of these chickens
to old Mrs. Jukniene--she valued them differently, for she had a feeling
that she was getting something for nothing by means of them--that with
them she was getting the better of a world that was getting the better
of her in so many other ways.

Chapter 2

Jurgis talked lightly about work, because he was young. They told him
stories about the breaking down of men, there in the stockyards of
Chicago, and of what had happened to them afterward--stories to make
your flesh creep, but Jurgis would only laugh. He had only been there
four months, and he was young, and a giant besides. There was too much
health in him. He could not even imagine how it would feel to be beaten.
“That is well enough for men like you,” he would say, “silpnas, puny
fellows--but my back is broad.”
Jurgis was like a boy, a boy from the country. He was the sort of man
the bosses like to get hold of, the sort they make it a grievance they
cannot get hold of. When he was told to go to a certain place, he would
go there on the run. When he had nothing to do for the moment, he would
stand round fidgeting, dancing, with the overflow of energy that was
in him. If he were working in a line of men, the line always moved
too slowly for him, and you could pick him out by his impatience and
restlessness. That was why he had been picked out on one important
occasion; for Jurgis had stood outside of Brown and Company's “Central
Time Station” not more than half an hour, the second day of his arrival
in Chicago, before he had been beckoned by one of the bosses. Of this he
was very proud, and it made him more disposed than ever to laugh at the
pessimists. In vain would they all tell him that there were men in that
crowd from which he had been chosen who had stood there a month--yes,
many months--and not been chosen yet. “Yes,” he would say, “but what
sort of men? Broken-down tramps and good-for-nothings, fellows who have
spent all their money drinking, and want to get more for it. Do you want
me to believe that with these arms”--and he would clench his fists and
hold them up in the air, so that you might see the rolling muscles--“that
with these arms people will ever let me starve?”
.....
Yet, when they saw the home of the Widow Jukniene they could not but
recoil, even so, in all their journey they had seen nothing so bad as
this. Poni Aniele had a four-room flat in one of that wilderness of
two-story frame tenements that lie “back of the yards.” There were four
such flats in each building, and each of the four was a “boardinghouse”
 for the occupancy of foreigners--Lithuanians, Poles, Slovaks, or
Bohemians. Some of these places were kept by private persons, some were
cooperative. There would be an average of half a dozen boarders to each
room--sometimes there were thirteen or fourteen to one room, fifty
or sixty to a flat. Each one of the occupants furnished his own
accommodations--that is, a mattress and some bedding. The mattresses
would be spread upon the floor in rows--and there would be nothing else
in the place except a stove. It was by no means unusual for two men
to own the same mattress in common, one working by day and using it by
night, and the other working at night and using it in the daytime. Very
frequently a lodging house keeper would rent the same beds to double
shifts of men.

One of the first problems that Jurgis ran upon was that of the unions.
He had had no experience with unions, and he had to have it explained
to him that the men were banded together for the purpose of fighting
for their rights. Jurgis asked them what they meant by their rights, a
question in which he was quite sincere, for he had not any idea of any
rights that he had, except the right to hunt for a job, and do as he was
told when he got it. Generally, however, this harmless question would
only make his fellow workingmen lose their tempers and call him a fool.
There was a delegate of the butcher-helpers' union who came to see
Jurgis to enroll him; and when Jurgis found that this meant that he
would have to part with some of his money, he froze up directly, and the
delegate, who was an Irishman and only knew a few words of Lithuanian,
lost his temper and began to threaten him. In the end Jurgis got into a
fine rage, and made it sufficiently plain that it would take more than
one Irishman to scare him into a union. Little by little he gathered
that the main thing the men wanted was to put a stop to the habit of
“speeding-up”; they were trying their best to force a lessening of the
pace, for there were some, they said, who could not keep up with it,
whom it was killing. But Jurgis had no sympathy with such ideas as
this--he could do the work himself, and so could the rest of them, he
declared, if they were good for anything. If they couldn't do it, let
them go somewhere else. Jurgis had not studied the books, and he would
not have known how to pronounce “laissez faire”; but he had been round
the world enough to know that a man has to shift for himself in it,
and that if he gets the worst of it, there is nobody to listen to him
holler.

Yet there have been known to be philosophers and plain men who swore
by Malthus in the books, and would, nevertheless, subscribe to a relief
fund in time of a famine. It was the same with Jurgis, who consigned the
unfit to destruction, while going about all day sick at heart because
of his poor old father, who was wandering somewhere in the yards begging
for a chance to earn his bread. Old Antanas had been a worker ever since
he was a child; he had run away from home when he was twelve, because
his father beat him for trying to learn to read. And he was a faithful
man, too; he was a man you might leave alone for a month, if only you
had made him understand what you wanted him to do in the meantime. And
now here he was, worn out in soul and body, and with no more place in
the world than a sick dog. He had his home, as it happened, and some one
who would care for him if he never got a job; but his son could not help
thinking, suppose this had not been the case. Antanas Rudkus had been
into every building in Packingtown by this time, and into nearly every
room; he had stood mornings among the crowd of applicants till the very
policemen had come to know his face and to tell him to go home and give
it up. He had been likewise to all the stores and saloons for a mile
about, begging for some little thing to do; and everywhere they had
ordered him out, sometimes with curses, and not once even stopping to
ask him a question.

Jurgis would find out these things for himself, if he stayed there long
enough; it was the men who had to do all the dirty jobs, and so there
was no deceiving them; and they caught the spirit of the place, and did
like all the rest. Jurgis had come there, and thought he was going to
make himself useful, and rise and become a skilled man; but he would
soon find out his error--for nobody rose in Packingtown by doing good
work. You could lay that down for a rule--if you met a man who was
rising in Packingtown, you met a knave. That man who had been sent to
Jurgis' father by the boss, he would rise; the man who told tales
and spied upon his fellows would rise; but the man who minded his own
business and did his work--why, they would “speed him up” till they had
worn him out, and then they would throw him into the gutter.
One day a man slipped and hurt his leg; and that afternoon, when the
last of the cattle had been disposed of, and the men were leaving,
Jurgis was ordered to remain and do some special work which this injured
man had usually done. It was late, almost dark, and the government
inspectors had all gone, and there were only a dozen or two of men on
the floor. That day they had killed about four thousand cattle, and
these cattle had come in freight trains from far states, and some of
them had got hurt. There were some with broken legs, and some with gored
sides; there were some that had died, from what cause no one could
say; and they were all to be disposed of, here in darkness and silence.
“Downers,” the men called them; and the packing house had a special
elevator upon which they were raised to the killing beds, where the gang
proceeded to handle them, with an air of businesslike nonchalance which
said plainer than any words that it was a matter of everyday routine. It
took a couple of hours to get them out of the way, and in the end Jurgis
saw them go into the chilling rooms with the rest of the meat, being
carefully scattered here and there so that they could not be identified.

When he came home that night he was in a very somber mood, having begun
to see at last how those might be right who had laughed at him for his
faith in America.
The men upon the killing beds felt also the effects of the slump which
had turned Marija out; but they felt it in a different way, and a way
which made Jurgis understand at last all their bitterness. The big
packers did not turn their hands off and close down, like the canning
factories; but they began to run for shorter and shorter hours. They had
always required the men to be on the killing beds and ready for work at
seven o'clock, although there was almost never any work to be done till
the buyers out in the yards had gotten to work, and some cattle had come
over the chutes. That would often be ten or eleven o'clock, which was
bad enough, in all conscience; but now, in the slack season, they would
perhaps not have a thing for their men to do till late in the afternoon.
And so they would have to loaf around, in a place where the thermometer
might be twenty degrees below zero! At first one would see them running
about, or skylarking with each other, trying to keep warm; but before
the day was over they would become quite chilled through and exhausted,
and, when the cattle finally came, so near frozen that to move was an
agony. And then suddenly the place would spring into activity, and the
merciless “speeding-up” would begin!

There were weeks at a time when Jurgis went home after such a day as
this with not more than two hours' work to his credit--which meant about
thirty-five cents. There were many days when the total was less than
half an hour, and others when there was none at all. The general average
was six hours a day, which meant for Jurgis about six dollars a week;
and this six hours of work would be done after standing on the killing
bed till one o'clock, or perhaps even three or four o'clock, in the
afternoon. Like as not there would come a rush of cattle at the very
end of the day, which the men would have to dispose of before they went
home, often working by electric light till nine or ten, or even twelve
or one o'clock, and without a single instant for a bite of supper. The
men were at the mercy of the cattle. Perhaps the buyers would be holding
off for better prices--if they could scare the shippers into thinking
that they meant to buy nothing that day, they could get their own terms.
For some reason the cost of fodder for cattle in the yards was much
above the market price--and you were not allowed to bring your own
fodder! Then, too, a number of cars were apt to arrive late in the day,
now that the roads were blocked with snow, and the packers would buy
their cattle that night, to get them cheaper, and then would come into
play their ironclad rule, that all cattle must be killed the same day
they were bought. There was no use kicking about this--there had been
one delegation after another to see the packers about it, only to be
told that it was the rule, and that there was not the slightest chance
of its ever being altered. And so on Christmas Eve Jurgis worked till
nearly one o'clock in the morning, and on Christmas Day he was on the
killing bed at seven o'clock.

All this was bad; and yet it was not the worst. For after all the hard
work a man did, he was paid for only part of it. Jurgis had once been
among those who scoffed at the idea of these huge concerns cheating;
and so now he could appreciate the bitter irony of the fact that it was
precisely their size which enabled them to do it with impunity. One of
the rules on the killing beds was that a man who was one minute late
was docked an hour; and this was economical, for he was made to work the
balance of the hour--he was not allowed to stand round and wait. And on
the other hand if he came ahead of time he got no pay for that--though
often the bosses would start up the gang ten or fifteen minutes before
the whistle. And this same custom they carried over to the end of the
day; they did not pay for any fraction of an hour--for “broken time.” A
man might work full fifty minutes, but if there was no work to fill out
the hour, there was no pay for him. Thus the end of every day was a
sort of lottery--a struggle, all but breaking into open war between
the bosses and the men, the former trying to rush a job through and
the latter trying to stretch it out. Jurgis blamed the bosses for this,
though the truth to be told it was not always their fault; for the
packers kept them frightened for their lives--and when one was in danger
of falling behind the standard, what was easier than to catch up
by making the gang work awhile “for the church”? This was a savage
witticism the men had, which Jurgis had to have explained to him. Old
man Jones was great on missions and such things, and so whenever they
were doing some particularly disreputable job, the men would wink at
each other and say, “Now we're working for the church!”

One of the consequences of all these things was that Jurgis was no
longer perplexed when he heard men talk of fighting for their rights.
He felt like fighting now himself; and when the Irish delegate of the
butcher-helpers' union came to him a second time, he received him in a
far different spirit. A wonderful idea it now seemed to Jurgis, this
of the men--that by combining they might be able to make a stand and
conquer the packers! Jurgis wondered who had first thought of it; and
when he was told that it was a common thing for men to do in America, he
got the first inkling of a meaning in the phrase “a free country.” The
delegate explained to him how it depended upon their being able to get
every man to join and stand by the organization, and so Jurgis signified
that he was willing to do his share. Before another month was by, all
the working members of his family had union cards, and wore their union
buttons conspicuously and with pride. For fully a week they were quite
blissfully happy, thinking that belonging to a union meant an end to all
their troubles.


How are things today?  Here's from a 2006 PBS look at meat packing in the US from the days of The Jungle until today:

"Today, America's meat industry is the nation's largest agricultural sector and sales of meat and poultry exceed $100 billion a year in the U.S. According to the Bureau of Labor Statistics, the animal slaughtering and processing industry employed a total of 506,000 people at the close of 2005. The average earnings of production workers that year was $11.47 an hour, about 30 percent less than the average wage for all manufacturing jobs in the U.S. According to REAP, a union-affiliated group, union membership among meat packing employees has plunged from 80 percent in 1980 to less than 50 percent today.
The face of the average meatpacking plant worker has also changed. Over the past two decades, the number of immigrant laborers in meat packing plants—and in the Midwestern areas in which they are primarily located—has increased dramatically. According to the USDA, the percentage of Hispanic meat-processing workers rose from less than 10 percent in 1980 to nearly 30 percent in 2000."

[UPDATE 2:30pm:  KS offers a link to an Atlantic article on current labor conditions.   ]

Wednesday, September 16, 2015

Ferries First, Then Come The Bridges

Yesterday I had a chance to meet John Duffy, the former manager and planning director of Mat-su.  I asked him about his thoughts on the Knik Arm bridge and the ferry that has been a white elephant for the borough since building a ferry dock on the Anchorage side never happened.

His response was that the ferry was a good idea and the Knik Arm bridge is a bad idea.  But the comment he made that most caught my attention was that "there has never been a bridge built that wasn't preceded by a ferry."   He even volunteered to give me $100 if I could find one.

Did he have any backup evidence on this?  Is there a book on this?  An article?  Is there a way to find this on google without checking bridge by bridge?  He didn't know of any, but he said he just knew this because he worked in this area.  He did add that all the contractors who looked at building the Knik Arm bridge said that they needed a ferry to get supplies, employees, and inspectors across the gap while building the bridge, that they weren't going to do the five hour round-trip drive.  That made sense.

OK, I realize that while Duffy didn't initiate this project, he did inherit it and promoted it for a while. I'd never heard before that bridges don't get built unless there are ferries first.  If this is true, what does it suggest about the future of the Knik Arm bridge?  Duffy's role might give him an incentive to make it look like a good deal, but it also gives him some inside knowledge.  And, as I said, the idea that bridges don't get built unless there are ferries first is new to me, and I suspect to others.   Of the many projects in Alaska that haven't worked out, this one had acquired a pretty pricey boat for nothing and merely needed a port on each end - a minor task compared to, say the Knik Arm bridge project.  If people had supported it strongly, it could have easily happened.  The question is why, really, did the support evaporate?  (I don't have the answer today, but it's something we should be asking.)

But I'm am going to offer what I've found about the idea that bridges are always preceded by ferries.


Googling The Link Between Bridges And Ferries

So I started googling.  Things like 'bridges preceded by ferries,"  which got a number of articles about specific bridges in the US.  But I wanted a larger selection.  So I looked up "10 biggest bridges in the world."  That got me lots of the ad-laden list sites.  So I opted for Wikipedia which gave a list of countries and lists of bridges in those countries.  But they tended to only talk about the bridge and not what preceded the bridge.

I changed my strategy a bit.  Once I got a bridge name, I googled for the river plus crossing with ferries.  This got ferries for every bridge I looked up.  I've got those below.  Of the 15 or so bridges I looked up, I didn't find one that wasn't preceded by ferries.  That's a small sample size, but I looked at bridges in different parts of the world, old ones, new ones, big ones and small ones.  I also have examples of bridges crossing different bodies of water - mostly rivers, but also bays, lakes, fjords, and canals. 

A ways into my search, I did find a general statement about bridges and ferries (and fords.)

From an 1898 book titled Science and Industry, Vol II
"Barring these disadvantages, fords and ferries are adequate for the needs of a thinly settled community;  but, as population and traffic increase, there arises a demand for a safe and certain crossing of streams, whatever the state of weather and water.
This demand always precedes the bridge-building period."


Why Does This Matter?

Why am I making such a big deal about this?  We've got a well paid commission that is working to set up the Knik Arm bridge.  Many people think there is no need for such a bridge.  The Mat-su Borough attempted to develop a ferry at the same location.  They got a great deal on an experimental ship built by the US military and they built a ferry terminal on the Mat-su side.  But they couldn't get Anchorage to build a site on the Anchorage side.

Mat-su finally gave up and put the ferry up for sale.

I had assumed the Anchorage side didn't want the ferry because they were pushing the bridge and didn't want the competition.  But the point Duffy was making was that you need a ferry service to demonstrate the need before you build a bridge.  His point was that every bridge over water was preceded by a ferry.  The Science and Industry text says that outright, but it's an old text.  Below is a list of 15 bridges around the world.  Every one I looked up was preceded by ferries.

Not only are ferries, apparently, important as a first sampling test of the need for a bridge, but Duffy points out that to build a bridge, you need ferries to cross the body of water to take materials, employees, and inspectors.


15 Bridges That Were Preceded By Ferries

1.  SFChronicle:
"Ferries on the San Francisco Bay predate cable cars in the city by nearly 50 years, starting with John Reed, who ran a sailboat from Sausalito to San Francisco in 1826. His business didn’t last long. The American Indians, who paddled across the bay, were faster and much more reliable.
Regular ferry service started in 1851, and the popularity exploded in 1907, when several ferry companies consolidated into Northwestern Pacific (taken over by Southern Pacific in 1928). Southern Pacific’s 43 boats in 1930 were reportedly the largest ferryboat fleet at the time in the world.
The local ferry companies aggressively fought the construction of the Golden Gate Bridge and Bay Bridge, and they were financially smart to do so. The popular bridges mortally wounded the ferry business, and the final transbay ferry journey of the era was completed in 1958."

Before the Bridges: When ferry boats plied the river - See more at: http://www.wnypapers.com/news/article/featured/2015/02/21/119687/before-the-bridges-when-ferry-boats-plied-the-river#sthash.64ZHPgcL.dpuf
Before the Bridges: When ferry boats plied the river - See more at: http://www.wnypapers.com/news/article/featured/2015/02/21/119687/before-the-bridges-when-ferry-boats-plied-the-river#sthash.64ZHPgcL.dpuf
2.   Niagra Wheatfield Tribune    Grand Island, Niagra Falls NY
The push for Island bridges
Grand Island was purchased from the Senecas in 1815. Forests of oak trees drew settlers for the Island's valuable lumber. Farms then flourished and the Island became a popular summer resort with sprawling, gracious estates, private clubs and summer homes. It officially became a town in 1852. Two ferries provided transportation to and from the Island before the bridges were built. One launched from the former Bedell House in Ferry Village and the other from the site of the current Byblos Niagara Resort & Spa.
Luther's grandfather, Henry Long, went to Washington, D.C., in 1898 to make a case for bridge construction, but he died in 1925 without seeing his dream come true. A decade later, Island schoolchildren were bused to the South Grand Island Bridge for its grand opening, where noted urban planner Robert Moses and other dignitaries joined in the celebration in 1935. Grand Island Boulevard, then called the Express Highway, had been built in 1933-34, Luther said, to connect the two bridges. The Congregational Church was torn down to make room for the highway to come through. "The second set of bridges didn't come 'til the 1960s," she explained. "But there certainly wasn't the flow of traffic that we have now."
- See more at: http://www.wnypapers.com/news/article/featured/2015/02/21/119687/before-the-bridges-when-ferry-boats-plied-the-river#sthash.64ZHPgcL.dpuf
"The push for Island bridges

Grand Island was purchased from the Senecas in 1815. Forests of oak trees drew settlers for the Island's valuable lumber. Farms then flourished and the Island became a popular summer resort with sprawling, gracious estates, private clubs and summer homes. It officially became a town in 1852. Two ferries provided transportation to and from the Island before the bridges were built. One launched from the former Bedell House in Ferry Village and the other from the site of the current Byblos Niagara Resort & Spa.

Luther's grandfather, Henry Long, went to Washington, D.C., in 1898 to make a case for bridge construction, but he died in 1925 without seeing his dream come true. A decade later, Island schoolchildren were bused to the South Grand Island Bridge for its grand opening, where noted urban planner Robert Moses and other dignitaries joined in the celebration in 1935. Grand Island Boulevard, then called the Express Highway, had been built in 1933-34, Luther said, to connect the two bridges. The Congregational Church was torn down to make room for the highway to come through. "The second set of bridges didn't come 'til the 1960s," she explained. 'But there certainly wasn't the flow of traffic that we have now.'"
3.  Duluth 
1906 – 1910: Working Out the Bugs
In March McGilvray reported that the bridge had run perfectly since February 6, handling two hundred to three hundred teams of horses and thirty thousand people a day. He estimated the cost of operating the bridge, including the $4,000 in interest on the bond, at $10,578.31. It may not have been as big a savings from the ferry operation as anticipated, but McGilvray’s spin on the numbers illustrates the bargain that was the bridge: it cost the city “one-fifth of one cent per passenger for operation, maintenance, interest, and power.” He closed his report with a request for the city to install a telephone in the ferry car so its operator could call for help should the car break down in the middle of the canal. It was not granted.
4.  Idaho government webstie talks about ferries in Idaho
In the late1800’s there were hundreds of ferries operating throughout the state, but by the early 1900’s the business began to disappear.  With the population growing, it made sense to build bridges across the most traveled routes.  Once a bridge spanned the river, there was no need to have a ferry.
5.  Columbia River Bridge at Astoria, Oregon:
“The Columbia River span ended the last operating ferry service along the Oregon Coast Highway. The use of ferries at the mouth of the Columbia River began in 1840 when Solomon Smith, Astoria’s first schoolteacher, lashed two canoes together and carried passengers and cargo across the river.3 Ferries intermittently served the area into the beginning of the twentieth century. When the Columbia River Highway (US 30) opened a direct overland link between Portland and Astoria in 1915, automobile traffic through Astoria rose, creating pressure for more dependable ferry service. Seeing opportunity, Captain Fritz Elfving established the first commercial auto ferry service in 1921, when the Tourist I made her maiden voyage. For forty years ferries kept the traffic moving, but there were some drawbacks. For one thing, they were slow. In good weather the 4.5-mile trip took half an hour. Since the boats could hold only a limited number of vehicles, motorists often endured long waits in heavy traffic.”
6.  Chesapeake Bay.
Were there any Chesapeake Bay car ferries?
Why yes, there were once a number of ferries that crossed the Chesapeake, and they transported automobiles and trucks from one side to the other. They were quite popular for a time, actually.
As an example, the Virginia Ferry Corporation operated ferries that crossed the mouth of the Chesapeake Bay. They departed from Little Creek (on the border between Norfolk and Virginia Beach) on the western shore to Cape Charles and Kiptopeke Beach on the Virginia Eastern Shore. The heyday for this corporation wasn’t very long. It ran ferries in the years after World War II and into the 1960’s according to the Chesapeake Bay Ferries website.
A much longer ferry tradition existed further up the bay in Maryland. Ferries existed between Annapolis and Kent Island as early as the nineteenth century. They were probably carrying automobiles by the 1920’s or 1930’s according to the Roads to the Future’s Chesapeake Bay Bridge History. Several lines and operators existed between the Maryland Eastern Shore and the larger portion of the state. These included the Claiborne-Annapolis Ferry operated by a private company and the Sandy Point-Matapeake Ferry operated by the State of Maryland
Why aren’t there any Chesapeake Bay car ferries?
That’s another question I often see in my query logs. The answer is simple: Bridges. The Chesapeake Bay Bridge Tunnel opened in 1964, connecting the two shores of Virginia with an innovative combination of bridge and tunnel segments. Maryland also connected its shores with the Chesapeake Bay Bridge in 1952. They weren’t too original with the names, though. This one is just a bridge, no tunnel, as the name clearly states.
The ferries disappeared soon thereafter at both locations. They simply couldn’t compete with the bridges. It might take an hour or two to cross the Chesapeake Bay using a ferry after figuring in waiting, loading, sailing and unloading. It took just a few minutes to drive across a bridge, and travelers didn’t have to worry about sailing times either. Ironically the traffic on the Chesapeake Bay Bridge can get so bad on summer weekends that a ferry is starting to sound pretty attractive again.

7.   From Gulflive, the bridge at Fort Bayou, Mississippi:

Older generations know not to take for granted some of our modern bridges, especially the four-laned ones. In generations past folks often had to rely on ferries to cross bodies of water.
One of the earliest exits out of Ocean Springs was north on Washington Avenue across Fort Bayou. Franco's Ferry came to be operated there by 1875.

Quoting from a book by Chris Wiggins the article continues:
"Ferries came in all sizes and descriptions," wrote Wiggins. "For crossings on smaller bodies of water, a rope or cable ran from one bank to the other. "The ferry guided along this and was pulled by cranking on a winch. For larger crossings a ferry could be propelled by a boat and motor attached to the ferry and no permanently moored cable was required. This was the case across the Pascagoula River, from Gautier to Pascagoula.
"The ferry was operated under a license issued by the county, and public documents provide a record of the rates. In 1893 the fare was: one man on foot $.05, man and horse $.10, man and horse and cart $.15, each driven horse or cow $.02. Interestingly, when the first bridge was completed to replace the ferry in 1901 rates dropped for humans. A man on foot now cost only $.01, but herded animals didn't get a break."
Wiggins noted that the first Fort Bayou Bridge was worn out by 1929 and a new one was constructed. It, like the first one, opened and closed with a swinging span. In 1985, the third and now existing bridge was built. It opens with a draw-bridge (lifting) mechanism, a faster apparatus."

8.  Lake Washington (Seattle Times):
"IN 1939, THE COUNTRYSIDE EAST OF LAKE WASHINGTON WAS FOCUSED on the little market city of Kirkland. In town, chicken ranchers and dairy farmers could buy seed and feed, get a tooth pulled, and stock up on groceries. Every hour, the lake ferry's arrival pulsed trucks, cars and foot passengers through town. But five minutes outside of Kirkland, the Eastside grew sleepy, almost primitive, dotted with worn farmhouses along muddy lanes. The King County Housing Authority worried about rural poverty on the Eastside -- ramshackle houses and poor sanitation.
    To the south, Bellevue was not really a town at all in 1939. "There was no 'there,' there," joked locals, thinking of the handful of stores along Main Street and the endless fields of berries and vegetables. Bellevue was a sprawling, unincorporated district best known for its Strawberry Festival. Along the lakeshore, there were a few elegant homes amid the rustic summer cottages of Medina and the Points -- the Gold Coast of the future.
    But from Bothell to Renton, lake to mountains, the Eastside dozed on gentle country time.
   As the 1940s began, two events awakened east King County to different futures: construction of the first bridge to span Lake Washington and dramatic industrialization of the Houghton lakeshore, in what is now south Kirkland. The revitalized Lake Washington Shipyards would skyrocket on the wartime homefront, only to sputter and fade. But the bridge would turn the Eastside toward a suburban future, and pulled the momentum of growth south from Kirkland to Bellevue."

9.  Istanbul - crossing the Bosporous, from Wikipedia:
Boats have traversed the waters of the Bosphorus for millennia and until the opening of the first Bosphorus bridge in 1973, were the only mode of transport between the European and Asian halves of Istanbul. They continue to serve as a key public transport link for many thousands of commuters, tourists and vehicles per day.

10.  Khabarovsk, crossing Amur River, from Wikipedia
In 1916, Khabarovsk Bridge across the Amur was completed, allowing Trans-Siberian trains to cross the river without using ferries (or temporary rail tracks over the frozen river in winter).
11.  Panama Canal -  Bridge of the Americas, from Wikipedia
"From the beginning of the French project to construct a canal, it was recognised that the cities of Colón and Panamá would be split from the rest of the republic by the new canal. This was an issue even during construction, when barges were used to ferry construction workers across the canal.
After the canal opened, the increasing number of cars, and the construction of a new road leading to Chiriquí, in the west of Panama, increased the need for some kind of crossing. The Panama Canal Mechanical Division addressed this in August 1931, with the commissioning of two new ferries, the Presidente Amador and President Washington.[2] This service was expanded in August 1940, with additional barges mainly serving the military.
On June 3, 1942, a road/rail swing bridge was inaugurated at the Miraflores locks; although only usable when no ships were passing, this provided some relief for traffic wishing to cross the canal. Still, it was clear that a more substantial solution would be required. To meet the growing needs of vehicle traffic, another ferry, the Presidente Porras, was added in November 1942.  [emphasis added]

The Bridge Project

View on Bridge of the Americas
The idea of a permanent bridge over the canal had been proposed as a major priority as early as 1923. Subsequent administrations of Panama pressed this issue with the United States, which controlled the Canal Zone; and in 1955, the Remón-Eisenhower treaty committed the United States to building a bridge.
.  .  .
The inauguration of the bridge took place on October 12, 1962, with great ceremony.

12.  The London Bridge:
"Until Medieval times, the only way to cross the Thames from London on the north bank to the southern suburb of Southwark was by ferry or a rickety wooden bridge. In 1176 all that changed. After successive wooden bridges were destroyed by fire, Henry II commissioned the building of a permanent stone crossing. It took 33 years to complete and was to last – give or take repairs and remodelling – more than 600 years."
I kept looking for different bridges to see if I could find ones that didn't have ferry service first. I looked up bridges built after 2000 to see if new bridges were different.

13.  I found a bridge in Fort Lauderdale, Florida - the 17th Street Bridge - and the history didn't talk about a ferry, but when I looked up "Broward County ferries" I found this
"The fort was later moved to Tarpon Bend, and then to the barrier island near present-day Bahia Mar. A trading post established in the 1890s by Frank Stranahan (1864-1929) at a ferry crossing of the New River became the nucleus of the city of Fort Lauderdale.[3]"
 I don't know that that specific bridge in Fort Lauderdale had a ferry first, but crossing the New River was first done by ferry.   I don't think this bridge will get me Duffy's $100.

14.  I looked for African bridges and found the Mkapa Bridge between Tanzania and Mozambique.
After a lot of poking around I found this (not quite grammatical) evidence that it was preceded by ferries:
"El Nino resulted in a severe flood in 1998 causing considerable loss of life and property
and use of   government rescue helicopters. The Tanzania Essential Health Intervention
Project (TEHIP) as did construction of a tarmac road from Ikwiriri to Mkapa Bridge
which imporvied [sic] the economy of Ikwriri and saved lives and property, the bridge had severe consequences for businesses and livelihoods dependent on the old ferry service." [emphasis added]

15.  Here's a bridge I randomly picked from the Wikipedia list of bridges in Norway:
"Ship services in Nordhordland started in 1866, and in 1923 the first car was purchased.[5] A car ferry service between Isdalstø in Lindås and Steinestø in Åsane on the mainland was established on 7 July 1936.[6] A plan was launched whereby all traffic from Nordhordland would be collected in one place and transported across Salhusfjorden to Åsane. By moving the ferry quay from Isdalstø to Knarvik, the length of the ferry service could be reduced. However, the fares would be kept the same and the extra revenue used to finance a bridge from Flatøy to Lindås.[7] This allowed the Alversund Bridge to open in 1958, and the ferry service from Flatøy and Meland to move to Knarvik."

Some Possible Exceptions

Finding a bridge that wasn't preceded by a ferry is a little like looking for the black swan.  Not finding one doesn't prove they don't exist and there are too many bridges in the world for me to check them all.

There may, however, be some categories of bridges that were not preceded by ferries.  I was looking at a bridge over a man-made lake (caused by building a dam) in Malaysia.  While I can find evidence that there are ferries on the lake, they appear to be more for tourists than traffic.  But I haven't been able to find out how people crossed the river that got dammed before the dam. Probably by ferry in the beginning.  But so far haven't been able to document that.  The river that was damned was the second longest in Malaysia.  But there was a river there before the lake and there was a road. And the road had to cross the river.  Maybe an old bridge and before that a ferry?  Needs more research. 

I also checked on the bridge over the River Kwai in Thailand.  I can't find any real evidence that there was or wasn't a ferry over the river.  But it's possible this part of this river had no ferry.  Since it was used by the Japanese to make a shorter route from Thailand to Burma, they weren't serving local travelers, and weren't concerned about traffic over the bridge, or about the cost of the bridge.

The second case is not a model one would use to justify a bridge without having a ferry first.  The cost of the whole railroad (including this bridge)  in human lives and suffering  resulted in 
"111 Japanese and Koreans. . . tried for war crimes because of their brutalization of POWs during the construction of the railway. 32 were sentenced to death.[3]"[Wikipedia]

I imagine there might be some bridges built out there that didn't have ferries first.  But I'm guessing those bridges were built not to meet the needs of the local folks but of some others who would be advantaged by the bridge.  Like the Japanese railroad bridges in Thailand in WW II.   And I'm guessing like the Knik Arm bridge here in Anchorage.

Monday, April 20, 2015

Refugees Dying In Boats Is Not Unique To the Mediterranean In 2015


The world's media today is focused on the deaths of boat people fleeing Africa for Europe.  There's a lot of wringing of hands and talk about ways to prevent future such disasters.

But I would argue that it would make more sense to step back and remember that refugees fleeing persecution by boat has a long history.  I'm sure there are examples that go back much further than mine, but they are hard to find.  The Israelites fleeing Egypt across the Red Sea is different because they didn't go in boats.  But I'm sure there were plenty of people who fled various wars and famines by boat.

Let's look at these and consider at the end what they have in common and how the world might develop mechanisms to mitigate future such migrations.  Each of the examples below are just snippets from larger posts that you can view through the links.

Europeans of various religious denomination fleeing to the New World - 1600s - 1700s 
from the Library of Congress
The religious persecution that drove settlers from Europe to the British North American colonies sprang from the conviction, held by Protestants and Catholics alike, that uniformity of religion must exist in any given society. This conviction rested on the belief that there was one true religion and that it was the duty of the civil authorities to impose it, forcibly if necessary, in the interest of saving the souls of all citizens. Nonconformists could expect no mercy and might be executed as heretics. The dominance of the concept, denounced by Roger Williams as "inforced uniformity of religion," meant majority religious groups who controlled political power punished dissenters in their midst. In some areas Catholics persecuted Protestants, in others Protestants persecuted Catholics, and in still others Catholics and Protestants persecuted wayward coreligionists. Although England renounced religious persecution in 1689, it persisted on the European continent. Religious persecution, as observers in every century have commented, is often bloody and implacable and is remembered and resented for generations.

The African Slave Trade

While the circumstances of the slave trade were different from the situation of refugees, the experience of horrendous sea voyages to distant lands is relevant.   From the Gilder Lehrman Institute of American History.
The level of slave exports grew from about 36,000 a year during the early 18th century to almost 80,000 a year during the 1780s.
The Angolan region of west-central Africa made up slightly more than half of all Africans sent to the Americas and a quarter of imports to British North America.
Approximately 11,863,000 Africans were shipped across the Atlantic, with a death rate during the Middle Passage reducing this number by 10-20 percent. As a result between 9.6 and 10.8 million Africans arrived in the Americas.

Irish Fleeing the Potato Famine in the 1840s:
Image from Historyplace


"Of the 100,000 Irish that sailed to British North America in 1847, an estimated one out of five died from disease and malnutrition, including over five thousand at Grosse Isle.
Up to half of the men that survived the journey to Canada walked across the border to begin their new lives in America. They had no desire to live under the Union Jack flag in sparsely populated British North America. They viewed the United States with its anti-British tradition and its bustling young cities as the true land of opportunity. Many left their families behind in Canada until they had a chance to establish themselves in the U.S.
Americans, unfortunately, not only had an anti-British tradition dating back to the Revolutionary era, but also had an anti-Catholic tradition dating back to the Puritan era. America in the 1840s was a nation of about 23 million inhabitants, mainly Protestant. Many of the Puritan descendants now viewed the growing influx of Roman Catholic Irish with increasing dismay."

Jews Fleeing From Nazi Germany

 Both my parents participated in this story, though their passages across the Atlantic were relatively civilized and they had managed to get proper papers.  But their parents did not.

Here is one harrowing story of a ship that was sent back to Europe

From the US Holocaust Memorial Museum:

The voyage of the St. Louis attracted a great deal of media attention. Even before the ship sailed from Hamburg, right-wing Cuban newspapers deplored its impending arrival and demanded that the Cuban government cease admitting Jewish refugees. Indeed, the passengers became victims of bitter infighting within the Cuban government. The Director-General of the Cuban immigration office, Manuel Benitez Gonzalez, had come under a great deal of public scrutiny for the illegal sale of landing certificates. He routinely sold such documents for $150 or more and, according to US estimates, had amassed a personal fortune of $500,000 to $1,000,000. Though he was a protégé of Cuban army chief of staff (and future president) Fulgencio Batista, Benitez's self-enrichment through corruption had fueled sufficient resentment in the Cuban government to bring about his resignation. . . .
Following the US government's refusal to permit the passengers to disembark, the St. Louis sailed back to Europe on June 6, 1939. The passengers did not return to Germany, however. Jewish organizations (particularly the Jewish Joint Distribution Committee) negotiated with four European governments to secure entry visas for the passengers: Great Britain took 288 passengers; the Netherlands admitted 181 passengers, Belgium took in 214 passengers; and 224 passengers found at least temporary refuge in France. Of the 288 passengers admitted by Great Britain, all survived World War II save one, who was killed during an air raid in 1940. Of the 620 passengers who returned to continent, 87 (14%) managed to emigrate before the German invasion of Western Europe in May 1940. 532 St. Louis passengers were trapped when Germany conquered Western Europe. Just over half, 278 survived the Holocaust. 254 died: 84 who had been in Belgium; 84 who had found refuge in Holland, and 86 who had been admitted to France.


Jewish Refugees Trying To Reach Palestine After WW II

The ship Exodus 1947 became a symbol of Aliya Bet — illegal immigration. After World War II, illegal immigration increased and the British authorities decided to stop it by sending the ships back to the ports of embarkation in Europe. The first ship to which this policy was applied was the Exodus 1947.
Image source

The ship sailed from the port of Site, near Marseilles, on July 11, 1947, with 4,515 immigrants, including 655 children, on board. As soon as it left the territorial waters of France, British destroyers accompanied it. On July 18, near the coast of Palestine but outside territorial waters, the British rammed the ship and boarded it, while the immigrants put up a desperate defense. Two immigrants and a crewman were killed in the battle, and 30 were wounded. The ship was towed to Haifa, where the immigrants were forced onto deportation ships bound for France. At Port-de-Bouc, in southern France, the would-be immigrants remained in the ships’ holds for 24 days during a heat wave, refusing to disembark despite the shortage of food, the crowding and the abominable sanitary conditions. The French government refused to force them off the boat. Eventually, the British decided to return the would-be immigrants to Germany, and on August 22 the ship left for the port of Hamburg, then in the British occupation zone. The immigrants were forcibly taken off and transported to two camps near Lubeck.
Journalists who covered the dramatic struggle described to the entire world the heartlessness and cruelty of the British. World public opinion was outraged and the British changed their policy. Illegal immigrants were not sent back to Europe; they were instead transported to detention camps in Cyprus.
The majority of the passengers on the Exodus 1947 settled in Israel, though some had to wait until after the establishment of the State of Israel.

Cuban Boat People 1960 - 2015
After Castro's revolution in Cuba, people have been trying to make the 100 mile boat trip to Florida, many making it, many not.  There were many, many small boats over the years.  There were a few times when large number of boats left Cuba.  But I didn't find a succinct overview of the number of people who left Cuba during all that time.  Here's a photo essay from 1994









Vietnamese Boat People 1975-1980s

Starting in 1975, after the US left Vietnam in defeat, many Vietnamese fled, disastrously, by boat.
Image source
When the Americans lost the Vietnam War there were many who did not wish to stay in Vietnam. Those with influence were airlifted out by the Americans but many had to make do with crowding onto leaky boats and making the journey from Vietnam to the gulf of Thailand. In doing so they unwittingly wrote themselves into modern pirate history.
Conditions were perfect for piracy. The local fishermen were poor and were looking for an easy means to supplement their income. The Vietnamese government did not care about them and the Thai government was not anxious to receive large boatloads of refugees. No one cared about the fate of the boat people so allegations of piracy were often ignored. It was only when the incidents became more shocking that pressure was brought to bear on the Thai government by maritime interests led by the Americans. By then thousands had been robbed, raped and murdered.

These are just a few examples, ones that got some attention.

So what do they have in common?
  1. Leaving conditions where their lives were threatened by religious or political persecution.  In the case of the Irish hunger was added to the other two reasons.
  2. The quotas for accepting refugees in other countries was much lower than the number of refugees.
  3. Conditions on the ships ranged from relatively comfortable to nearly suicidal.  

Thus solutions will involve:
  1. Improving economic and political conditions around the world so people have no reason to flee so perilously.
  2. When that fails, have reasonably decent housing and living conditions for refugees until they can find a permanent new homeland.
  3. Increase understanding of destination populations so they are more welcoming.  
These are pretty broad recommendations.  I don't claim to have all the answers.  But as the species that produces great art, great music, and such wonders as the Hubble telescope, and a map of the human genome, surely we can find ways to reduce the need to flee, and when it does occur, we can make the reception more humane. 

Saturday, June 22, 2013

Radio Babies And 113 Year Old Public Opinion Put Redistricting Into Context

Three white men, two over 60, from Kenai and Fairbanks and Kodiak.  A white woman from Juneau, and a Native woman from Kotzebue.  These are the members of the redistricting Board who are mapping the election districts for Alaska.  And those labels don't capture who these people really are any more than do their maps capture what Alaska is and how significantly their task affects all our lives.   They have state requirements and federal requirements to meet, plus the conflicting expectations of those Alaskans who are paying attention.  It's not an easy task.  I left the Board meeting Friday feeling a little empty.

They adopted all seven Board maps and all four third-party maps, which were only due at the time the meeting began - noon.  So how could they have rejected any?  Not only had they not articulated any criteria for selection, they really hadn't even seen the third-party maps.  I'm not sure it matters.  Having them all gives people more ideas to look at.  Or some might be so outrageous that mediocre ones look good in comparison.  I don't know.

But I decided to stop by the museum on my way home to wash out my brain.  And it worked. 



With the Board meeting in mind, things took on a new meaning.  For one, fighting over land in Alaska goes back a long way. Here are some images from the museum that the Board and all of us should consider.





A Haida Gwáahl beaded hunting bag.  From Southeast.  Not sure of the date.
















 A diorama of a traditional bowhead whale hunt on the Northwest Alaska Coast.








The Episcopalian church in Anvik.  The mission was established in 1887.












I try to get the captions so I know what I have but here I only got part of this one and the wrong one on the wall.  But this is Siberian and Alaskan indigenous leaders coming together  - I think - in Wales around 1900.












Still pretty accurate 113 years after it was published in 1900 in the Dawson Daily News.  If you click on the image it gets bigger and clearer and you can see that Public Opinion is propped up on a lot of broken promises, oratory, credulity.

German artist Julius Ullman got talked into a trip to Alaska when he was 35 to see the Gold Rush, and stayed around in Dawson City for six years.










If you click on the image with the red wing, you can read the airfares from Anchorage to points around the state in 1926.  Rates are per person for one, two, or three passengers.  Shipping rates are also on there.  Trip to Nome for one passenger was $750!  Wasilla was only $35.







Ketchikan sketched by WPA artist Prescott Jones in 1937.














This one is one of the more amazing and magical pictures I saw.  It's called Radio Babies and it was done by George Ahgupuk in 1940.

Be sure to read the second paragraph below. Again, click on it to see it better.  Can you see the baby going from Anchorage to Bethel via radio waves? 













This one is called "Headquarters Camouflaged Umnak."  It was painted by an army artist, Ogden Pleissner, in 1943.  Umnak was an important location in the book Thousand Mile War, I read recently.










Fighting over land isn't new.  We all need to see ourselves in the larger context and make decisions that history will look back on favorably.  We aren't just Republicans and Democrats.  We're human beings.  We all have (or had) mothers and fathers, struggles becoming adults, figuring out who we are and how to be true to ourselves and those around us.

We should be striving to create a place where parents can raise their kids to fulfill their human potential.  We should be thinking about a legislature that keeps those basics in mind and doesn't get caught up in petty politics.

This summer the museum's special exhibits include spectacular Alaskan portraits by photographer Clark James Mischler.  Here are a couple to help remember who we are and what Alaska is.




Mischler:  St Mary's



Mischler - Gun salesman Al 'Bondigas' Anchorage

Mischler:  Vera Spein Kwethluk

Alaska is a lot more than this:




Friday, January 25, 2013

"Erik" Eareckson Hero Of Aleutian War - But Was The War Necessary?

"Major William O. Eareckson, forty-one, a raffish aviation pioneer who had been piloting fabric-and wood biplances when some of his squadron's young officers had been in safety pins.  A crack pilot who flew with his fingertips.  Eareckson was headstrong and sometimes arrogant;  he had a contagious drive and a romantic recklessness that infected his young pilots with the notion that pilots were a breed apart, a race of giants." (p. 53)
William "Eric" Eareckson is by far the clearest hero in Brian Garfield's Thousand Mile War about WW II in the Aleutians.  In fact, Part II of the three part book is titled "Eareckson's War."

He was the right person in the right place.  His personal set of skills - an ability to fly any kind of plane in any kind of weather,  an ability to think up new ways to do things when the regular way doesn't work,  a belief in his own immortality, and a drive to be the best - fit perfectly for the job he had to do.  He flew planes in the Aleutians to bomb the Japanese in Attu and Kiska and created a lot of new tactics to overcome the constant fog  (other severe weather conditions) and the Japanese anti-aircraft weapons - like flying in at water level to do the bombing.

He could do crazy things like have his squadron buzz downtown Reno at almost street level for his wedding.  But he also worked his squadron hard, making sure they were as well trained as they could be.  For example:
"Colonel Eareckson put his crews through the daily hurdles of deck-level practice missions at altitudes as low as 75 feet." (pm 112)
But while his squadron idolized him, not all those above him felt the same.
The Army did not like lone wolves;  and Eareckson, in Colonel Lawrence Reineke's words, was "the honest sergeant on the police force.  He bucked the system, and suffered for it."  Lucian Wernick recalls, "Eric was absolutely incapable of bowing and scraping.  He refused to show respect for superiors unless he felt it, and up there he didn't have very many opportunities to feel it."  (p. 156)
His superior in Alaska, General Butler tried to retire him to training status in California.  In a pile of complaints to General Buckner he
". . . suggested that Eareckson had too many missions under his belt, that he was flak-happy, that he had been warned to stop trying to be both commander and crew, and that he needed a rest." (p. 156)
Buckner didn't want to lose Eareckson, so he transferred him to his own staff.

But carrying out your orders well, if the orders aren't good in the first place, raises questions and  I've been wondering throughout the book whether we even needed to be fighting in the Aleutians.  The terrible weather - it's not horribly cold, but has constant rain, wind, snow, and cloud cover - gave the Japanese (and the Americans) enough trouble.  But hindsight is easy.  Just as the Americans - particularly General Buckner - saw the Aleutians as the pathway to invade Japan, they also saw it as a way for Japan to have bases closer to the US.  

You can see in the map how close Attu is to Japan.  (The reddish dot is Attu and the green dot is Anchorage.)


So, bear with me as I try to pull a number of different ideas together here.


In 1943, the US mounted an invasion of Attu, American territory then occupied by the Japanese.  They planned to take over the island in three days.  It took more like 17 days.  It was the first island landing.  It was the second most deadly of the Pacific war.
"In proportion to the numbers of troops engaged, it would rank as the second most costly American battle in the Pacific Theater - second only to Iwo Jima.  Total American casualties amounted to half again the number of Japanese troops on the island; the Japanese force suffered annihilation, almost to the last man.
"Landing force Attu had suffered 3829 casualties;  killed, 549; wounded, 1148;  severe cold injuries, 1200; disease (including exposure), 614;  other casualties (including self-inflicted wounds, psychiatric breakdowns, drownings, and accidents), 318 men." (p. 256)
Heroism is a tricky concept.  Some people fall apart under pressure.  Others firm up.  You don't know how you will react until you're in the situation.  Some people did crazy things and for some it turned out ok, for others not.
Two companies of Buckner's 4th Infantry got pinned down at the base of the ridge by nine Japanese machine-gun nests.  Private Fred M. Barnett remarked to a companion that he was fed up.  He walked up into the snowfall, carrying only his rifle and a string of grenades.  He disappeared, climbing, and his companions heard furious volleys from machine guns, rifles, and grenades.  The racket faded toward the distance, there was a single ragged aftervolley, and then silence.
Private Barnett reappeared and walked unhurriedly downhill.  When he was in full sight he stopped and waved the two companies forward.  The troops stepped from cover and climbed cautiously.  Barnett turned and joined the front rank.  The companies found the Japanese trenches free for the taking - Barnett had charged nine successive Japanese emplacements, wiped them all out and emerged without a scratch.   (p. 244)
Just five pages later we hear a different story.
Private Joe P. Martinez from Taos, New Mexico, was an automatic rifleman in Company K of the 32nd Infantry.  With the company stalled by enemy trenches, Martinez walked into the enemy fire, slaughtered five Japanese soldiers with grenades and his BAR, and reached the crest of the ridge before he collapsed with a mortal wound he had taken fifty yards down the hill.  Northern Force followed him up and took the northwestern razorback of the Fish Hook, which Martinez had cleared:  but it was too late for Martinez, whose posthumous reward was Attu's only Medal of Honor. (p. 249)
But based on this book's account, Eareckson seems to have been a true hero.  A good part of this was having skills and disposition that fit him perfectly into this sitution.


While he irritated his commanders, he also had their begrudging respect.  On May 21, 1943 during the battle of Attu, on a ship, visiting General Buckner got Eareckson to give him a ride over the island to see things first hand.  After they got back the weather was so bad, there was no chance of more flying.  Eareckson went ashore with Buckner.  He hadn't spent any time on the ground and wanted to get a sense of things.
He walked up to the front line, borrowed a rifle and started shooting at Point Able.
He had fired three shots when a Japanese sniper's bullet creased him across the back.  Eareckson emptied his rifle in a furious barrage;  several witnesses claimed he killed the sniper.  His wound was dressed at an aid station, after which Eareckson walked back down to the beach.  Simon Buckner was there, looking after his 4th Infantrymen.  Buckner found a Purple Heart medal, pinned it on Eareckson's chest, and then turned Eareckson around and kicked him with a hard combat boot in the buttocks, "for being where you had no business being." (p. 241)

Eareckson made things work.

Japanese planes were trying to sink US ships at Adak and the American planes coming a distance from Unmak to combat them, didn't have enough fuel capacity to fly around waiting for them and it was hard to find them in the fog anyway.
. . .especially for American fighters which had maneuverability and firepower, but no radar.  Eareckson solved the problem with typical inventiveness.  No one had ever heard of using bombers to escort fighters:  traditional air tactics worked the other way around.  But traditional tactics had not been devised with the Aleutians in mind.  Eareckson's new P-38 "Peashooter Patrol" sent five radar-equipped B-17 bombers out, as mother ships to a pack of Lightning fighters. . .

. . . a B-17's radar flushed the three oncoming enemy bombers.  Fed range and directions by radio, the P-38 fighters dived straight into the soup and broke through shooting.  The . . . chatter of their cannon and machine guns caught the big Kawanishi 97s totally by surprise.   (pp. 111-112)

Their bombing missions faced
"the heaviest flak concentration of any forward Japanese base in the Pacific . . . but  Eareckson seldom lost a plane to enemy flak:  he made it a point to brief every outgoing mission on the exact location of every antiaircraft gun, as determined by weather planes' photoreconnaissance." (p. 113)

But as mentioned above, he had no respect for the official way if it didn't suit the conditions and created his own ways that allowed him to fulfill his mission.
General Butler's staff included a number of paperwork addicts who demanded "certificates of airworthiness" before releasing grounded planes, condemned beat-up engines and tires as "unfit for use," and tried to ensnarl Eareckson's Bomber Command in the kind of red tape loved by all military organizations.  Eareckson bulldozed his way through it all.  In the process he became known as "Commander in Chief, Junkman's Air Corps." because every plane in his command was composed of the cannibalized parts of at least three wrecked bombers.  . . "(p. 113)
The Japanese knew about Eareckson because he
"heckled the Japanese by radio - "How'd you like that bomb, Tojo?  Give Tojo headache maybe?"  It quickly became a daily trademark and before long Tokyo Rose was airing sarcastic remarks aimed at Eareckson by name." (p. 98)
        At Kiska the Japanese order came down:  "Get Eareckson"  (p. 115)

When Eareckson went to California to help plan the invasion of Attu, the Japanese no longer heard his taunts.
"Tokyo Rose announced with grim satisfaction, "Our very good friend, Colonel Eareckson is no more.  He was shot down in the sea on January 13."
"When Eric learned of this,"  recalls Colonel William Alexander, "he said, 'Why, the little bitch, wait till I get back up there!" (p. 157)
From most people that would be seen as just empty boasting, but as Eareckson is portrayed in this book, it's genuine.  


Was the Aleutian War Worth It?

In 1943, Earickson had been pulled off bombing Adak and Attu to go help plan the invasion with the chosen force - made up of Southwesterners headed by a general from South Carolina - in the San Diego area.

Earickson's experience in the Aleutians caused him to question the wisdom of trying to retake Attu.   He penned a limerick (another example of his unique abilities was his ability to question his bosses without penalty):
In viewing Attu's rocky shores
     While planning how to take it,
This thought impresses more and more:
    The Nips should first forsake it.
Since Attu ain't worth a hoot
    For raising crops or cattle,
Let's load with booze and take a cruise
    And just call off the battle. (p.204)
Despite advice from Alaskan-experienced officers like Eareckson, the troops were grossly under equipped for the weather and terrain.  Despite warnings that the trucks would get mired in the wet tundra, large guns and equipment were shipped to Attu only to be left on the beaches.

I was reading the attack on Attu on the ferry from downtown Seattle to Bainbridge Island, when the speakers announced that we shouldn't worry that we were being escorted by the Coast Guard, that this was a routine Homeland Security activity.  Which got me thinking about the Coast Guard working closely with Shell right now near Kodiak.


And I thought about the Kulluk again when I read about the lack of news coverage of Attu.  Despite the importance of the operation there was very little publicity about it, especially compared to other Pacific battles.
Attu veteran George F. Noland recalls wryly:  "No Marines - other wise it would have been world history."  Attu did receive some press coverage, provided by the nine American war correspondents on the scene, the belated and superficial announcements of the Navy in Washington, and the daily accounts broadcast by Radio Tokyo on short-wave.  But the battle was soon eclipsed by developments in other theaters.
And here's where I perked up:
Meanwhile Washington's official information offices, embarrassed by the mistakes and failures of Attu, were not eager to encourage the public to ask questions. 
Sounds a little like the Kulluk Unified Command, apparently led by Shell, the company that has said how prepared they are for anything that could come at them in the Arctic, also limiting information about what is happening in the rescue of the Kulluk.  Their current embarrassment is at the eastern end of the Aleutian Chain.  
In part, the higher ups wanted to retake Attu because it was US territory.  And its possession gave the Japanese a base from which to protect their North Pacific Fleet and potentially attack the US mainland.  The American repossession would put the US within air striking distance of Japan.  In hindsight, neither of these scenarios happened.  The daily US bombing of Attu and Kiska when they were occupied by the Japanese prevented any offensive action by the Japanese.  Would it have been different without the bombing?  We don't know.

But the cost of retaking Attu and Kiska in lives and equipment lost, not to mention the pulling away of troops from other theaters, was high.

In Attu it was high because the Japanese soldiers stranded there fought to the death and the invading American troops were not prepared for the conditions they faced.

In Kiska, the Japanese had managed to sneak all their men off the island before the attack, but the US didn't know this, though the lack of movement on the island as observed by pilots raised this possibility.  This meant the Japanese soldiers didn't have to die in battle or through suicide.  But it didn't prevent American casualties:
"Twenty-four men were shot to death by their own comrades in the fog.  Booby-traps and mines killed four others.  Fifty were wounded - booby-trapped or shot by mistake.  One hundred and thirty men got trenchfoot.
Patrolling destroyer Abner Read  struck a Japanese mine moored in a Kiska cove.  It crushed her stern plates and filled her hold with asphyxiating smoke - several men died there, and then the ship's stern broke off and sank, carrying men down.  The final toll from Abner Read was seventy-one dead, thirty-four injured." (p. 288)
Garfield writes:
The outcome [the retaking of Kiska] was satisfactory, but nothing could disguise the fact that for more than two weeks the Allies had bombarded an abandoned island, and that for a week thereafter they had deployed 35,000 combat soldiers - 313 of whom became casualties - across the deserted island.   .  .  The Kiska operation reddened faces from Anchorage to Ottawa to Washington.
The positive outcomes, aside from getting the Japanese out of US territory, according to Garfield were the lessons that were learned in Attu and Kiska that would be applied elsewhere in the war.