BOOK REVIEWS

Erminio Bagnasco and Augusto de Toro Italian naval policy in the post-First World (Raphael Riccio, trans.). The Littorio Class: War era. They offer an interesting Italy’s Last and Largest Battleships, 1937- assessment from an unusual perspective, of 1948. Annapolis, MD: Naval Institute Press, the requirements and problems created by www.nip.org, 2011. 356 pp., illustrations, the various naval treaties, and Italy’s charts, plans, drawings, tables, appendices, ongoing efforts to be at least equal to France sources, bibliography, index. US $85.00, in those negotiations. Italy had several cloth; ISBN 978-1-59114-445-8. battleships remaining from the war, and made major modifications to some, from Many years ago I ordered from the Italian replacing entire propulsion units to Ministry of Marine two of their official rebuilding bows and sterns. Eventually, it histories, I Cacciatorpediniere Italiana on became obvious that to be a major player in the history of their torpedoboats and the naval game they required a new destroyers, and Gli Incrociatori Italiani on battleship design. The naval staff came up their cruisers. Both were superlatively with, in my opinion, probably the most produced, large and useful references, handsome of the battleship designs among although I was appalled at the cost—about all the nations—U.K., U.S.A., France, Japan 4,000 lire. I was much relieved to discover and Germany—the Littorio Class. Only that it amounted to about $8.00 Canadian! three ships were ever completed— Littorio, This volume, published by the Naval Vittorio Venito and Roma. The latter was Institute Press and printed in China, still sunk by German aircraft after the armistice retains the quality of the earlier series, the with the Allies in mid-1943 on the way to original Italian edition being published in an assembly point. The fourth ship, 2010. Notably, the translation by Raphael Imperio, was launched as a hull, but never Riccio is also skilful, literate and, as far as I completed. Littorio was badly damaged by noted, flawless in idiomatic English. It is torpedo during the Taranto raid, as were two the quality one might expect from a book on older battleships. Italian art and literature. With two fold-out The second section of the book charts illustrating changes in the ships’ covers design details, all technical camouflage over time, external views of specifications, construction development two of the ships, hull lines, longitudinal and trials, including large tables of gunnery sections, and three-dimensional views of firing records—hits, misses, failures, and two of the fighter aircraft carried, this is even, for gunners, “spread” and timing. For quite a remarkable publication. It should model-makers there are extensive close-up assuredly be taken as a guide for others to photos of upper deck and bridge details, copy, whatever the national ships. paravane layouts on the foc’s’le, and Apart from its impressive perspective drawings at various cut-away appearance, the story of these three unique sections of the whole typical hull. The ships is complete and logically told. The narrative text is excellent, even for a non- authors open with a section on developing The Northern Mariner/Le marin du nord, XXII No. 1, (January 2012), 67-111 68 The Northern Mariner/Le marin du nord constructor, being neither tiresomely exhaustive research. So do the five pages of detailed nor too sketchy. More finely references, with materials from Italian detailed drawings and many photos, for archives and elsewhere. There is a minimal instance, show such arcane locations as use of footnotes, both on the pages shell storage in the magazines, etc. themselves and as source references, which Probably of more interest to a given the detail of the text and the authority general naval reader is the detailed of the authors are nowhere needed. There is operational history of each of the three even a series of marvellous coloured photos vessels put into service. This includes both of a large model of Roma in 1/100 scale, in narrative and dated charts of their every fact a whole chapter of “Modelling Notes.” movement and the ships’ various Altogether, this is a fascinating and commanders, useful if one is checking on valuable book, certainly well worth the cost. where these threats to the Allies forces in It need not be read continuously, but rather the Mediterranean were at any moment dipped into and taken up for entertainment during the war. The accompanying text is and education. “Coffee table” indeed. in chronological sequence, with adequate Fraser McKee reference to larger events that influenced Toronto, Ontario Italian operational decisions. Included are the Italian views of the Fleet Air Arm attack on Taranto, the battle off Sirte, one of the Carlo Beltrame and Renato Gianni Ridella few actual fleet engagements with Admiral (eds.). Ships and Guns: The Sea Ordnance th Sir Andrew Cunningham’s Mediterranean in Venice and Europe between the 15 and th fleet, and other encounters. All of this 17 Centuries. Oxbow Books, distributed information is supported by a multitude of in Canada by The David Brown Book photos, charts of the actions, and tables of Company, www.dbbconline.com, 2011. 132 results. The book ends with a very readable pp., illustrations, notes, index. US $60.00, 11-page Comparisons and Conclusions, paper; ISBN 978-1-84217-969-7. which give purpose to the whole. This book consists of 15 short papers, Comparisons are made and charted with the written by experts in historical artillery and RN’s King George V Class, the German underwater archaeology, about naval Bismarcks, the USN’s various classes, and ordnance in Europe from the fifteenth to the monstrous Japanese Yamato Class. The seventeenth centuries based on archival and Littorios tended to be very “short-legged” in maritime archaeological sources. The RN terms, that is, distance available for fuel papers are grouped in three sections of load, not a major problem for the Italian equal length: Venetian (sixteenth to Navy. Their battleships were not intended eighteenth century), Italian (fifteenth to to be employed world-wide. Despite seventeenth century), and finally, European criticism in previous narrative histories, the ordnance of the fifteenth to seventeenth Littorios’ speed was about average for their century. The use of many unfamiliar terms comparative group. A few small items are makes the book difficult to read and, interesting, such as these ships’ auxiliary because the papers are concise, a strong rudder systems in case the main rudder was prior knowledge of the topic is required. damaged. Note bene Bismarck! Fortunately, the sections are well illustrated Most of the photos are of good by photos and drawings of the various quality, and given the subject, rarely seen pieces and details. The papers are in elsewhere. The drawings of battle damage chronological order and, in general, support from shell and bomb hits reflect the authors’ Book Reviews 69 each other. The book reminds us that the The second section surveys “classic” muzzle-loading naval guns of the Genoese, Florentine and Italian ships, type familiar from the many popular films which, like those of Venice, were divided depicting the “zenith” of fighting sail in the into two categories: sailing freighters and 1700s and the Napoleonic wars were the oared galleys. In the last half of the product of centuries of development. fifteenth century, oared ships served only as The first section on the Venetian warships, while sailing vessels carried out pieces begins with the breech-loaded civilian functions, but could be armed or wrought-iron swivel gun made by hoop- used as transports. The Italians began and-stave technique. This type was in use experimenting with the thickness of the gun for more than three centuries. Each gun had barrel and reserved the thinner ones for more than one chamber, so firing was faster ships because of weight constraints and the than for normal pieces. The first paper fact they were expected to fire only a few looks at the morphology and construction shots prior to boarding. By the last quarter techniques of Venetian artillery of the of the sixteenth century, specific naval sixteenth to seventeenth centuries. Venetian pieces began to appear, but with a lack of nomenclature for early artillery differs from uniformity in the ordnance equipment. that of other states, which causes problems Field pieces, mostly bronze, were also taken when trying to relate them to other on board to fill various needs. At the European weapons. Venetian pieces of the beginning of 1580s, cast-iron ordnance same calibre varied in length and weight; began to replace bronze guns; this was the lighter pieces were for naval use, while particularly true aboard merchant ships, the heavier pieces protected fortresses and since iron guns cost only one-fifth as much walled towns. as a bronze piece of the same weight. A work printed in 1486 includes The last section looks at the main probably the oldest known image of an European combatants that we are more artillery –armed galley, in this case with a familiar with, such as Spain, Britain and hooped bombard at the stern. Since the France. In the mid-1540s, the British began galley was the main military vessel on the to regularly produce long, cast-iron muzzle- Mediterranean Sea during the period, its loading guns, similar to bronze pieces. characteristics are discussed. Galleys were Cast-iron guns were not better guns, but normally fitted with two masts carrying they were cheaper, and merchant ships triangular lateen sails, but oars were used preferred them. The sixteenth century during battles, in manoeuvres to enter and witnessed the greatest changes in ship’s exit harbours, and in case of windless armament in the British navy. Over the weather. Propelled by 160-200 rowers, the century, royal ships moved from deploying ships could reach 7 or 8 knots for brief many small guns, mainly designed as anti- periods. Due to its shape and size, the personnel weapons, to carrying a galley’s main armament was carried at the complement of heavy cannons capable of bow; this was supported by lighter guns on causing significant damage to an opponent’s swivel mounts situated around the ship. vessel. Wreck surveys and inventories The papers look at the Venetians’ search for illustrate this change of tactics and warfare the “big” gun, in particular, during their at sea, as well as the gradual rationalization struggle against the Ottoman Turks. Some of the types of guns carried. Another paper interesting gun designs resulted, but these surveys the employment of mortars and the were put aside owing to Venetian successes development of ships intended for that and a prevailing conservatism. particular weapon; mortars offered 70 The Northern Mariner/Le marin du nord advantages over standard naval guns but appendices, notes, bibliography, index. US required extraordinary skills and $30.00, cloth; ISBN 978-0-8130-3246-7. knowledge. One of the papers concentrates on The book presents stories of the American the armament of the Spanish Armada merchant mariners who fought in the dispatched for the conquest of England in Second World War through a collection of 1588. This plan was similar to the Terceira oral histories complied from graduates of campaign of 1583, the final phase of Spain’s the U.S. Merchant Marine Academy at annexation of Portugal. In the Spanish King’s Point, New York. concept, ships served as both front-line It begins with a quote which fighting units and invasion transport; the expresses humility towards the oceans that capital ships of the Armada were to be recurs throughout the book: “water is mobile fortifications filled with troops and unquestionably the most important natural their equipment, a Mediterranean-rooted feature on earth.” In the introduction, the concept of naval warfare as an extension of authors describe a particularly American land warfare as opposed to the mobile approach to mobilizing, organizing and “weapons platform” tactics adopted by the operating a merchant marine in wartime and British, that used superior manoeuvrability integrating it with naval operations. The and fire from heavy artillery to prevent the chapter headings coalesce around the main troop laden Spanish ships from closing and themes and are arranged in roughly boarding the English vessels. Once the chronological order: Around the World, fleets were tactically stalemated at sea, it Training at War, the Battle of the Atlantic, was the weather, in the end, that made the Convoys, Liberty Ships, the Murmansk difference. Run, the Mediterranean, D-Day, the Vast In conclusion, the book is Pacific, Weather, the Philippines, Prisoners interesting and informative regarding the of War, Navy, The End of the War, The development and use of ordnance in the Significance of the Merchant Marine, and period preceding the more familiar Personal Thoughts. seventeenth and eighteenth centuries. The The stories are based on 59 non-specialist reader would benefit, interviews conducted between 1990 and however, from a section explaining the 1995 in which merchant mariners responded terms for various types of artillery pieces to the same set of questions intended to mentioned, such as bombard, demi-canon, elicit the important facts. Standard falconet, saker, etc. The book could also questions were augmented by additional use a stronger concluding segment where questions when warranted. The editors the conclusions drawn by the different successfully balance the two major authors were linked to future developments approaches of oral history regarding in naval artillery and tactics. transcription from voice to text: summary versus verbatim. The resulting stories are in Carl Gagnon the form of short “edited transcriptions” of Ottawa, Ontario one to four pages. Some narrators appear in more than one section with their pieces George J. Billy and Christine M. Billy. linked by a reference. The editing is Merchant Mariners at War: An Oral judicious; sometimes minimal which gives History of World War II. Gainesville, FL: great immediacy to the account. This University Press of Florida, www.upf.com, minimalist approach has some drawbacks, 2008. viii + 232 pp., illustrations, including the repetition that is characteristic Book Reviews 71 of spoken communication, but overall the epic (SS Cape Cod. The First Convoy to verbatim passages give a good sense of Pass the Suez Canal When Reopened, 1943) action, and effectively establish general to the domestic (My cabin 3rd Mate and GI information. The short narratives also give Laundromat Eniwetok) and a night battle a sense of action and encourage the reader (SS Cape Cod. Submarine Attack off to keep moving. Sicily). The sketches add texture to the The common background of the stories and put the ships and people into narrators, who began their service as young human scale. officers in training, strong on education There is an admiring and from the academy but limited in particularly loving portrait of the Liberty inexperience, gave them a unique ship which came to symbolize the will to perspective on the art and science of win the battle for supplies in all theatres. A running a ship, and on the action that British design for a merchant ship combined unfolded at sea. Many would go on to with the American genius for industrial command ships and organize convoys in production helped produce one of the great their own turn, so their accelerated wartime standard ships of history, which were for the career progress provides a personal time rugged, big, and fast. All elements of chronology that links to and illuminates Allied industrial mobilization were used to developments in the war at sea. Most of the produce a huge fleet of 2,700 copies of a narrators were cadets in their twenties single type of vessel. New welding during the war, so the stories usually feature techniques speeded up production to just 40 the cadets’ attempts to complete sea days instead of months and years, even if projects, which was part of the syllabus at the poorly understood hull structure stresses King’s Point, while learning and performing caused by welding resulted in some ships the duties of junior officers in the ships. breaking in two. Even the manoeuvre of The introductory chapters and chapters on rejoining the hull segments became routine. the weather, prisoners, significance of the One surprising feature that emerges merchant marine, and personal thoughts out of the wartime U.S. merchant service is cover universal themes, while the remaining its high degree of integration into the U.S. narratives concern individual battles. Navy. After shocking reverses in the face of The narrators are mostly kind to German submarine attacks in the western their allies. There is consensus that the Atlantic, Caribbean and Gulf of Mexico, British did understand the business of and Japanese mastery in the waters of South convoying, tempered always with the East Asia in 1942, the merchant marine American impatience with authority and developed into a highly effective force, precedent and desire to use new technology growing in capacity and confidence. and organization. There is a surprising A glossary or explanatory notes degree of understanding of the events of would have been useful, as would an convoy PQ17 which has haunted the Royal appendix on the characteristics of vessels Navy since as a great defeat. The story is other than the Libertys. Sentences like “our one of animosity toward none in a battle designator was changed from AVG-11 to against the enemy and the elements: the sea CVE-11, and everybody was curious as to and cold. whether they were accepting the Card with Illustrations include small black a C-3 merchant hull.” (p. 117) could be and white photographs of the ships and made understandable to a wider audience. wonderful hand-drawn sketches by Robert The editors and many narrators Glenn Smith. The sketches range from the emphasize the paramount importance of 72 The Northern Mariner/Le marin du nord merchant shipping in winning the war, outpouring of biographies about the early which is why the editors insist on each officers of the U.S. Navy. narrator discussing the significance of the Thomas Tingey (1750-1829) was a merchant marine and its effectiveness U.S. naval officer of that era, but despite his before relating the details of particular long service, he is not associated with a battles and other events. There is a lot of particular battle or ship. Gordon Brown’s pride expressed in the success of the system fine and concise biography is the first study of training exemplified by King’s Point. of Tingey, the longtime superintendant and There shines out a respect for people, the commandant of the Washington Navy Yard. ships, and especially the academy. This Tingey was responsible for building and attachment to the alma mater is perhaps directing the yard where many of the U.S. natural given the fact that George Billy was Navy’s ships were supplied, maintained, chief librarian at the academy. It is worth and kept “in ordinary.” At the time, the noting that both editors have credentials and Navy Yard was the largest business and long experience as information specialists. employer in the new republic’s new capital They are also a father-daughter team and so city. The Captain Who Burned His Ships is represent a particularly close combination about a self-made man who served a key of talent that certainly contributed to the administrative and logistical role in the U.S. high quality of the final product. Navy’s early years, and who, because of his This book should be in any library power and connections, became one of the on the war at sea. Academic collections on leading citizens of the District of Columbia. the history of the Second World War and Brown has been able to assemble oral history in particular should include this only fragmentary information about work. Tingey’s origins. An Englishman by birth, Tingey served as a midshipman in the Kathy Crewdson and Ian Dew British Navy, including running a tiny North Bay, Ontario outpost in Labrador in the 1760s. Unsupported by powerful friends or an Gordon S. Brown. The Captain Who influential family, his Royal Navy career Burned His Ships: Captain Thomas Tingey, stagnated, and he resigned his commission USN, 1750-1829. Annapolis, MD: Naval and migrated to Philadelphia before the Institute Press, www.nip.org, 2011. viii + American Revolution. There is no evidence 173 pages, illustrations, notes, bibliography, that Tingey served afloat during the index. U.S. $28.95, cloth; ISBN 978-1- Revolution. After the war, Tingey was the 61251-044-6. master of Philadelphia-based ships trading to India, making three voyages on behalf of During the age of fighting sail, the United the prominent Willing family. As the States Navy fought wars against the French United States prepared for a maritime war in the so-called “Quasi War” of 1798-1800; with France in the late 1790s, the Navy against the Barbary pirates, in 1801-05 and bought into the service the Willings’ ship 1815; and against Britain, in the War of Ganges, and Tingey followed her into the 1812. Small as it then was, the American service with a commission as captain. Navy had no shortage of officers whose Although Tingey took several prizes in the actions and seamanship set a high standard Caribbean, including one that led to a for the service; men with names like significant Supreme Court case on the Decatur, Hull, Perry, and Macdonough. nature of undeclared wars, Bas v. Tingey Over the past decade, there has been an (unfortunately, relegated here to brief Book Reviews 73 mention in an endnote), the Ganges saw no insights into Tingey as a businessman and combat. Still, Tingey struck his superiors as civic leader are shrewd. At the conclusion a “judicious, attentive, Active officer.” In of The Captain Who Burned His Ships, the 1801, when the Jefferson Administration reader has a nuanced sense of Tingey as an came to power and initiated large naval affable, able, “organization man,” loyal to cuts, Tingey was one of the few captains his family and friends, fond of dancing and retained. He was given command of the organizing parties. Brown has a deep Washington Navy Yard, where he remained understanding of the history and topography until he died. of the development of Washington, D.C., Brown demonstrates that and Tingey’s contribution to that process. “[r]unning a navy yard was a complicated Brown makes a few trivial mistakes on and ticklish job,” calling on Tingey’s naval matters, such as calling the pragmatism, integrity, sense of order, and Merrimack a frigate and asserting the unctuousness towards political authority. Norfolk was built by public subscription. Brown touches all aspects of the Navy He also makes some inaccurately broad Yard’s management during Tingey’s long assertions about Congress supposedly tenure. The Navy Yard served as an approving the 1807-09 embargo “almost incubator for technological progress in the without debate,” and about only one early republic, including the development of Representative defending the ocean-going a 21-inch cylinder steam engine used to navy in the legislative debates in the era of generate power for the machine tools at the Jefferson’s gunboats. In addition, one might Navy Yard after 1810. Tingey made wish that Brown had provided readers with difficult decisions about hiring, firing, and more information about certain recurring pay, reflecting changing budgets and larger issues, such as, how ships were placed “in economic cycles, while crushing nascent ordinary”, how maintenance at the labour organizing. A slave-owner himself, Washington Navy Yard compared with other he balanced the racism of his white workers contemporary British or French practices at, with the need to hire slaves and free blacks say, Chatham or Toulon, and whether for certain types of jobs and to depress Tingey knew about and adopted foreign wages; in tough economic times, Tingey methods (and if so, how he learned of those fired African-Americans to keep white Yard ideas or innovations). But in fairness, workers employed. Tingey also contracted Brown did not write a book on the early for the Navy Yard’s supplies, sometimes for history of ship maintenance; he wrote a the benefit his family and friends. Although book about a man’s life and world. The he oversaw the creation and development of Captain Who Burned His Ships is a the Yard’s infrastructure, Tingey had to distinctly successful biography, focused, order the burning of the ships and nicely written, and informative about a man installation to avoid capture by the British and an aspect of the early navy that had army invading Washington in the summer garnered little attention. Among the recent of 1814. Out of the smoldering ruins, biographies of early American naval Tingey rebuilt; after the War of 1812, officers, it is one of the best. Tingey directed the Navy Yard’s Frederick C. Leiner transformation into a shipbuilding centre Baltimore, Maryland and the mechanical craft shop for the entire navy. All of these topics Brown handles in a brisk and economical fashion. His 74 The Northern Mariner/Le marin du nord Jim Christley. US Submarines 1900-35. narrates the physical construction of the Oxford, UK: Osprey Publishing, USN’s first true “fleet” of submarines (A- www.ospreypublishing.com, 2011. 48 pp., through G-classes). Additional details are illustrations, index. UK £ 9.99, CDN offered on offensive and defensive $19.95, US $17.95, paper; ISBN 978-1- armaments, as well as communication and 87908-185-6. navigation equipment. Christley concludes with a few hundred words covering the This is first of three volumes by Jim scant action seen by this submarine fleet in Christley, a retired U.S. Navy submariner, the 1910s and 1920s. on USN submarines (along with US Ultimately this reads like a chapter Submarines 1941-45 and US Nuclear from a fuller work of greater significance. Submarines: The Fast Attack) for Osprey While both visually pleasing and easy to Publishing’s growing collection of easily- read, from a scholar’s perspective volumes accessible naval history texts. It packs a of this brevity are of little use without more basic narrative, illustrations, schematics, detail and—especially curious from a and more into just 48 glossy pages. This is publisher’s standpoint—without a list of the commendable purpose of Osprey’s sources used and/or “for further reading.” works, albeit with the obvious drawback of Even if the publisher imagines these texts limiting their utility for the serious scholar. for the most general of audiences, the nibble For the interested casual reader, however, is too small to satisfy and yet offers no trail there is something to appreciate in this bare- of crumbs to the rest of the meal. Very bones approach. narrowly conceived, the work cannot The book begins with an diverge into such topics as: how scientific introduction to the philosophical and and technological changes affected the fleet practical development of the submarine as (rather than merely documenting which an important vessel in the USN’s fleet. were adopted in design and construction); From their rather humble origins in the U.S. how the Navy Department integrated the Civil War—when submarines were arguably type into war plans (rather than merely more novelty than naval in their utility— narrating a few engagements in World War submarines benefitted from the same radical I); how the U.S. Navy itself viewed the modernization drive that propelled the vessels, whether they remained a novelty or creation of the USN’s first great surface whether the ruthless effectiveness of fleet at the turn of the nineteenth century. Germany’s unrestricted submarine warfare While the surface fleet certainly witnessed conclusively proved their necessity in important design innovations during this modern warfare. These are important critical period, one could argue that its true questions if the work is to live up to its rear- “modernization” came in the form of re- cover billing, let alone contribute imagined strategy and tactics (premised particularly meaningfully to the history of largely on the theories of Alfred Thayer the U.S. fleet. What little information it Mahan). For Christley’s submarines, does provide may interest the casual reader however, the emphasis is upon design and who is undaunted by technical jargon and engineering modifications. The reader will engineering specifications. But it will most find significant detail on all manner of likely present itself to the academic or design elements—from battery types and professional reader as something of a dead- ballast tank placement to the thickness of end with no signs pointing to more marble slabs upon which electrical relays substantial scholarship on what may well be and panels were mounted. The author next an important and underappreciated period in Book Reviews 75 the development of the modern United the challenge of navigation, men at States Navy. Perhaps as one bound chapter dangerous work and men believing in in Osprey’s wider collection, this volume supernatural powers that controlled events could be good value; but it is difficult for both inside and outside a ship’s wooden this reviewer to offer a convincing walls. It described the sea-fictional travels recommendation for the work on its own. of nations across a tempest, a literary field appealing to all armchair sailors. Matthew A. McNiece Cohen first reconstructs the history Brownwood, Texas of sea adventure fiction on the emergence of what she calls “craft,” training and Margaret Cohen. The Novel and the Sea. experience to contend with the unforeseen. Princeton, NJ: Princeton University Press, Craft also is a form of collectivity, since www.princeton.edu, 2010. xii+306 pp., most situations involve a crew as opposed illustrations, notes, bibliography, index. US to a single individual. In general, it is the $39.50, cloth: ISBN 978-0-691-14065-0. sum of the ability to control a complex vessel, its successful navigation and Maritime historians often find entertainment ultimately, any heroism that emanates along by reading maritime novels. All are the way. The author then applies the craft to familiar with novels by Cooper, Conrad, occurrences at sea, heroes and heroines and Defoe, Forester, Hugo, Marryat, O’Brian, examples within novels where they appear. Melville, Stevenson, and Verne. Others The primary source for this chapter, the have read the stories set at sea by roots of fiction, is non-fictional such as the Hemingway, Kipling and Poe and the logbook of Captain James Cook’s HMS “salty” poetry of Coleridge, Masefield and Endeavour. In a later “interlude” chapter, Longfellow. From the title and her the author investigates the sublimation of introduction, Margaret Cohen’s book the maritime experience in the visual arts, promises to add welcome background and literature and aestheticism in general or perhaps new direction to a pleasurable unfettered imagination. She also explores pursuit. the motives of some of the better-known Maritime novels were modeled fictional characters from their survival to upon heroism of fictional protagonists, quests for power, riches, knowledge and/or seamen with a gritty glamour sailed on their love of pure adventure. This is ships that transported goods, people and reflected by seascapes that illustrate oceanic information. They battled storms, calms, moods either during times of tranquility or shoals, shipwrecks, sharks, whales, more often through men and their ships mutinies, warring foes, pirates, cannibals coping with the perils of storms. and disease—especially scurvy. The chapters that deliver closer to Governments and wealthy corporations what the book’s title promises are devoted supported maritime transportation, to the maritime novels of the early expending resources on exploration, nineteenth through the twentieth centuries. technology, marine architecture, navigation In what Cohen calls “Sea Fiction beyond and other forms of research. These were the the Seas,” she focuses on familiar works. fertile places of inspiration for new or She makes the case for the role of the sea unusual adventures, the genesis of the novel and those who worked upon it as the drivers of the sea. The romance more commonly of this form of adventure novel. In portrayed in the literary world had a slightly thoughtful, well-structured arguments, the different twist. This romance was heroism, author plumbs the seaman’s language and 76 The Northern Mariner/Le marin du nord underlying thought behind various methods enjoyment, but for understanding. of narration. She searches out clarity of In summary, The Novel and the Sea purpose by “transmuting maritime is a challenging read for the average adventure fiction into the artist’s exploration armchair sailor referred to above. An expert of a murky realm—a boggy, soggy, squitchy in the field of comparative literature, scene—in search of . . . something.” (p.213) Margaret Cohen makes plentiful pedantic There are some uncommon interpretations points concerning this literary genre. Since of the meaning of the works of various the book appears to be written for use in authors and even a “how about that” comparative literature classes, it is difficult moment. She points out that the two to follow at times and unfortunately it is not tentacles in Victor Hugo’s octopus drawing for everybody. in his Toiler’s of the Sea form Hugo’s Louis Arthur Norton initials. West Simsbury, Connecticut In order to create compelling fiction, one must draw both from real life experiences and imagination. The latter Nola Cooke, Li Tana, and James A. may be in the form of art or poetry. Taken Anderson (eds.). The Tongking Gulf together they can generate useful insights Through History. Philadelphia, PA: into the craft of novel writing. Cohen University of Pennsylvania Press, however sometimes laboured use of mixed www.upenn.edu, 2011. x + 222 pp., notes, metaphors, Captain Cook’s log, paintings of glossary, index. US $59.95, cloth; ISBN: the seventeenth-century Dutch masters and 978-0-8122-4336-9. the British artist, James Turner, as well as What most of us know or remember about poetry, especially that of Byron, Camões, the Gulf of Tongking is the 1964 Incident, Coleridge and Falconer, often produce sea when the destroyer USS Maddox clashed smoke rather than a hoped for beacon-light. with North Vietnamese torpedo boats and, Although the diversity of these references as a result, President Lyndon Johnson gives the book an effluvium of erudition, it escalated the conflict into a full-fledge also causes the reader to tack into the shoal Vietnam War. In the decades that followed, waters of disconcerting digressions. At the region was the scene of conflict not only times one had to check one’s thematic between the Vietnamese and Americans, but compass bearings while navigating through also between Vietnamese and Chinese. this work in their attempt at understanding Today the area is at peace and, in fact, the of the origins and evolutions of writing gulf has become an important economic maritime fiction. development zone for both China and The overall style of the book is a Vietnam, a project begun in 2004 known as text for sophisticated students of English “Two Corridors and One Rim.” This literature. One could easily envision each current economic resurgence actually harks chapter as excellent fodder for a seminar or back to an ancient past when the region was two. It is not a book to read casually by the the economic hub of China’s overseas trade fireside while enjoying the inspiring clearly in the South China Sea and Indian Ocean. written prose. Although carefully The new economic policy clearly traces a constructed, The Novel and the Sea is regional contact zone that has existed for “awash” with jargon and obscure terms. several thousand years. Yet we know very Having a dictionary close at hand is almost little about the gulf’s past. a necessity. Occasionally, one finds oneself The Tongking Gulf Through re-reading sentences and paragraphs, not for Book Reviews 77 History is an important book that fills a gap and Vinh Bac Bo (in Vietnamese), both in our knowledge of the region’s long literally the Northern Region Gulf. A history. The editors, Nola Cooke, Li Tana, thousand years ago it was called the Jiaozhi and James Anderson, are all experts on Ocean (Jiaozhi yang). During the ancient Vietnamese history, and the contributors Han Dynasty (206 BCE-220 CE), the gulf include an impressive assortment of was a wealthy commercial zone centered on scholars in different disciplines from around the ports of Xuwen, Hepu, and Rinan: the world. The book consists of an exporting Chinese silks, pearls, and Introduction and nine chapters, and is ceramics and importing spices and maritime divided into two parts. Part I concerns the exotics from Southeast Asia and beyond. archaeology and history of ancient Jiaozhi, Local craftsmen not only produced goods the name that China had given to the region (including glassware discussed in Brigitte about two thousand years ago; Part II Borell’s chapter) for export but also for the discusses the gulf region between the tenth local consumption of an estimated one and nineteenth centuries. million people who lived in the area by 2 Going beyond the standard written C.E. As several chapters make clear, at sources commonly used by historians, the different times in the past, the driving forces studies in this volume introduce new for change were not central governments evidence derived from archaeological but rather local polities and powerful, research, material culture, and fieldwork. ambitious individuals. Although the gulf Using a multidisciplinary approach, the remained a vibrant inter-regional trading authors provide a useful trans-national zone, its overseas trade declined over the history of the region’s waters, shores, and next several centuries as new ports opened immediate hinterland to illuminate a rich first in China in Guangzhou (Canton) and and diverse history and culture. The Quanzhou and later in southern Vietnam in contributors correctly challenge earlier Hoi An and Saigon. The social fabric also nation-centered studies to reveal a changed dramatically, as the Sinic-speaking “horizontal” history that is much more settlers concentrated chiefly in urban multifaceted and nuanced. Over the past centres and a large variety of ethnic two millennia, the gulf region has seen “minorities” (such as the Li and Lao many appellations, and a large number of discussed in Michael Churchman’s chapter) people and ethnic groups have inhabited its inhabited the spaces between. land and sea. What emerges from this book Prior to the tenth century, several is a complex pattern of interrelationships successive Chinese dynasties dominated the and overlapping networks of exchange and gulf region, but afterwards, a noticeable cultural interactions. Only a hundred years divergence developed between China and ago this area was still a wild frontier with Vietnam. After the collapse of the Tang shifting borders and highly mobile Dynasty in 907, all of the major southern populations. Today some of that wildness areas claimed independence and several remains given the area’s heavy economic local kingdoms emerged. The most reliance on contraband trade. important and long-lasting was the Dai Viet Tucked away in the northwest state, a kingdom that would evolve into corner of the South China Sea, the Gulf of Vietnam. Besides a general sporadic Tongking borders northern Vietnam and economic decline, the gulf also experienced China’s three southern provinces of Hainan, numerous, almost continuous, conflicts that Guangdong, and Guangxi. Today the region have lasted until modern times. Although is known locally as Beibu Wan (in Chinese) many scholars depict these conflicts as 78 The Northern Mariner/Le marin du nord China’s attempts to reclaim lost territory, of maritime trade influence each other in the authors clearly show that the region’s this process? In the pursuit of answers to history is much more complex, involving this and related questions, and in offering an not only competition between the Chinese explanation of the role of East Indian trade and Vietnamese states, but also and in in this equation, Fichter is largely particular, rivalries between several local successful. polities (as discussed in chapters by James Comparative studies are, by their Anderson and John Whitmore). By the end very nature, fraught with dangers. Should of the fifteenth century, as Li Tana notes, one emphasize one country over the other, there was a “serious decline in the gulf’s or alternatively, should one attempt to be commercial vitality” (p.15), and by the overly even-handed in dealing with each nineteenth century, according to Nola country in every circumstance? This book Cooke, the gulf region had become socially seems to navigate this potential Scylla and and politically marginalized. Charybdis, between a rock and a hard place, This is a rich and absorbing book dilemma rather smoothly. Fichter maintains that explores the social, economic, and his thesis of the mutuality of developments political history of small but important in American and British maritime corner of eastern Asia. It makes an commerce in the years following the important contribution and offers fresh American Revolution and even during the insights on the maritime history of the Gulf War of 1812, as the latter part of the of Tongking. Napoleonic wars in Europe is usually referred to in the United States. For New Robert J. Antony Englanders, this period is especially Taipa, Macau important as it includes the Jeffersonian embargo of 1808-1809 that had devastating James R. Fichter. So Great a Profitt: How consequences for many maritime families. I the East Indies Trade Transformed Anglo- was particularly struck by the following American Capitalism. Cambridge MA: phrase uttered in 1808 by an American Harvard University Press, consul in Bordeaux, France, who stated that www.hup.harvard.edu, 2010. 384 pp., map, “from the Baltic to the Archipelago nothing charts, tables, notes, bibliography, index. but despair and misery is to be seen. Grass US $35.00, UK £25.95, Euro €31.50 cloth; is growing in the streets of this city.” ISBN 978-0-674-05057-0. Compare this to the exact same period across the Atlantic in the maritime port of James Fichter certainly chose an ambitious Portland, Maine, where a prominent local topic for this comparative study of British historian reported that, “great distress and American maritime and economic prevailed throughout the community, and development during the years collectively the grass literally grew upon the wharves.” called “the French Wars,” roughly 1793- The author seems also to have 1815. He meant this to be an introduction sailed smoothly between the related fields and causative explanation for the massive of political/military history and economic industrial development of both of these history. While some maintain a strict western economies in the nineteenth separation between these disciplines, century. From what sources did the capital Fichter demonstrates that they can and emerge that enabled the mature should be analyzed together. The many development of capitalism in both of these connections between military and countries, and how did their different forms technological developments on the one Book Reviews 79 hand, and maritime commercial and the American Revolution that set the stage economic growth on the other, form a for what was to follow. Fichter resists the central element in his writing. The temptation to go much beyond 1815 stating, intersection of these disciplines often “Just how capital shaped the nineteenth provides the most revealing aspects of his century is, however, another story.” But he research. So Great a Profitt will most has set up that other story very nicely. profitably be used in upper level college Fichter’s back and forth between courses and graduate level studies on both merchants and politicians in Great Britain sides of the Atlantic and beyond. and the United States did not seem A few criticisms will be offered disjointed as he was able to tie these here before a discussion of the books together thematically. As the point was to strengths. A chronology of major events show the interconnectedness between these contained in this book would have been national classes of merchants, this became a useful, especially for those not well versed plus. The author wove a tapestry containing in British or American history of the late- famous names such as William Pitt, eighteenth and early-nineteenth centuries. Nathaniel Hawthorne, Nathaniel Bowditch, This would have been of particular value and Thomas Paine, with other less famous when changing from one topic or one or well-known personalities on both sides of country to another. In the small number of the Atlantic who played central parts in his cases where foreign phrases are used for economic narrative. illustrative purposes, an instant English One of the central themes of this translation in the text or at least as an work is the way that American merchants endnote would have been appropriate. took full advantage of the French wars, and These phrases are highly desirable but not their neutral status during the greater part of always universally understood. While there this period, to further their own economic was a wonderful world map in the front opportunities, especially when it came to piece of the text, and several detailed graphs the “re-export boom”—the process of and charts, there were no illustrations shipping otherwise contraband items first to especially of the central personalities America and then on to otherwise forbidden discussed. Even if only used occasionally, ports in Europe and elsewhere. The such illustrations would have been a good expansive role of ships’ captains was also of addition. great interest as they had great leeway in The strengths of this work are determining where and when to discharge numerous. First and foremost, there is the their cargoes. These decisions often meant depth and breadth of archival sources from the difference between profit and loss, and such disparate places as Spain, Indonesia, these captains sometimes seemed more like USA, France, Great Britain, South Africa, common peddlers of goods, however Netherlands and Mauritius. Together with allowing many to graduate “from the the copious endnotes, this book provides a captain’s cabin to the merchant chair virtual treasure trove for historians and themselves.” researchers. Many will use these primary Fichter is often at his best when sources as a starting point for their own dealing with the topic of free trade versus studies branching off from this work. The monopoly. Many subscribe to the thesis chapter structure is clear and distinct. Ten that “monopoly breads indolence”—this is chapters seems to be the right division for illustrated by the success of smaller the time period covered, especially with a American merchants who appeared to have useful introductory chapter on the period of great flexibility and lower costs vis-à-vis 80 The Northern Mariner/Le marin du nord British traders who were often connected Maria Fusaro, Colin Heywood and with the British East India Company. The Mohammed-Salah Omri (eds.) Trade and demise of the monopoly trading status of Cultural Exchange in the Early Modern the Company, as it is called, first in India Mediterranean: Braudel’s Maritime Legacy. and later in China, forms a central core of London: I.B. Taurus Publishers, this work. As the Company became less www.ibtaurus.com, 2010. 319 pp., maps, profitable in the early nineteenth century, tables, appendices, notes, bibliography. UK the American model was often used to £54.50, cloth; ISBN 978-1-84885-163-4. support the already strongly-held laissez- faire principles of many British merchants This book of thirteen essays emphasizes the and politicians. Without going overboard maritime dimension of the Mediterranean. on this topic, however, Fichter reminds us The authors from the United Kingdom, the that free trade is amoral—it contributed United States, Italy, Greece, Algeria, Spain, both to the end of the slave trade (and later France and Malta collaborated to honour the slavery itself) but also to the rise of the influential historian Fernand Braudel, smuggling of opium and the Opium Wars author of the book, La Méditerranée et le and the attendant miseries that so devastated Monde Méditerranéen à l’Epoque de many Chinese. He states, “If anything, Philippe II (1949). The essays address the freed from the Company’s minimal trade between different parts of the Ottoman regulation and oversight, private merchants Empire and the consequences of the were more pernicious than the Company increased British and Dutch shipping in the was.” Mediterranean after the seventeenth century, James Fichter has offered us a well- with impressive archival research, using researched, well documented, and well- microhistory to exemplify the multi-cultural written account of international maritime exchanges. trade at the start of the industrial revolution The chapters describe slow and just before and during the early nineteenth humdrum activities. They highlight the century. It offers us, at the dawn of the local and the particular in order to twenty-first century valuable lessons. One emphasize the ordinary, opening our eyes to prominent British politician is quoted as individual lives. The authors make careful saying, “Government or Parliament never and original use of archives and materials in meddle with these [economic] matters at all local languages. By reducing the scale of but they do harm.” This sounds similar to inquiry, they “avoid the temptation to pronouncements that are often heard today simplify the relations among people, on the political campaign trail as the U.S. phenomena and events.” (p.39-40) The enters a presidential election year, and is microhistory scrutinizes details of the past, resonant of campaign slogans heard only looking for meaning. The “grand narrative” recently during British Parliamentary drops to the background. Real people elections. Plus ça change, plus c’est la emerge. même chose. (The more things change, the Befitting a collection that engages more they remain the same). with Braudel, four chapters follow his lead, examining the history of Northern Michael C. Connolly Europeans in the Mediterranean. In a Portland, Maine footnote-packed essay, Maria Fusaro reviews the scholarship since the 1949 publication of La Méditerranée. Braudel’s research and perspectives continue to Book Reviews 81 inspire researchers today. Daniel Panzac investigates the capturing, ransoming, explores primary sources about diseases and converting, assimilating and death of as plagues in archives in Marseille, Paris, many of these individuals as possible. Venice, Dubrovnik, and Malta, finding Nabil Matar studies the people of Morocco, descriptions and statistics about the plague. Algeria, Tunisia and Libya, who believed With data from 16,153 ships, Panzac proves that “God had given Muslims the earth and that one percent had the plague aboard and the sea to the Christians.” As the British that in 96 percent of plague cases the and French rose to supremacy in the system of prevention succeeded. Colin Mediterranean, North African rulers and Heywood focuses his essay on the English people believed in this story of decline, in the Mediterranean, examining the even though seventeenth-century Algiers accounts of William Blois (d. 1612), an was the strongest naval power in North Ispwich merchant. He funded the 1628 Africa and Mulay Ismail of Morocco had a voyage of the Prudence from England to legacy of maritime power. By the 1700s, Livorno, Constantinople, Zante, British and French navies had bombed Negroponte, Smyrna, Cyprus and Aegean cities, destroyed fleets and weakened the islands. By 1630, the ship returned to ports of these kingdoms. Matar, as an England, where the master William Mellow expert on Europe through Arab eyes, uses died soon after. The micro-historical documents in the national archives of approach emphasizes the specific and England and France, illustrating the unique, but also represents broader trends. destruction of facilities in Tangier, Algiers Donna Landry taught me a new word in her and Tripoli. history of thoroughbred horses in England: Three essays by Ann Williams, hippagogoi are ships that carried horses Simon Mercieca and Molly Greene describe from Muslim lands northwards. She the central history of Malta, located literally explores how during the eighteenth century, and symbolically in between the eastern and stewards of great estates and landowners western halves of the Mediterranean Sea. bred their horses with Eastern strains, Using archives on Malta, the historians exemplifying East-West cultural exchanges. examine the Order of St. John. Williams Three chapters address North recounts the history that brought the African areas. Fatiha Loualich focuses on Knights from Rhodes to Malta in the the daily interactions among the corsairs of sixteenth century and how they benefitted Algiers, studying in the archives of Algeria, from corsairing. She carefully reads France and Turkey. These pirates made notarial documents, showing that even their choices about human dilemmas—providing untidiness can hint at important facts. for families, bequeathing to their heirs and Simon Mercieca focuses on the maritime responding to fate. For example, Al- caravans sponsored by the Knights. He also Mukarram Ahmed al-Djnadi died in 1705 details the lives of the non-Maltese who while at sea on a corsairing voyage. His married Maltese women. The emphasis on wife, Amina bint Balqasim, and son, individual lives remains foremost. Molly Mohammed, sold many of al-Djnadi’s Greene examines the lawsuits brought by possessions at an auction while holding on Ottoman subjects in Maltese courts. to some jewelry for later. Salvatore Bono Muslims and Christians from Anatolia and explains the project to create a dictionary of the Aegean islands had settled in Egyptian possibly five million slaves in the ports. When their ships were attacked by Mediterranean world 1500-1900. With corsairs from Malta, these individuals records spread in multiple areas, the project sought redress and hoped for restitution in 82 The Northern Mariner/Le marin du nord Malta. The Maltese records also show the reconstructing the past with admirable commerce between Ottoman ports, such as historical research. Rosetta which became the main supplier for James B. Tueller Thessaloniki, which depended on Egypt for La’ie, Hawai’i rice, coffee, indigo, cotton, henna and spices. Robert Hay. Landsman Hay. Barnsley, S. Two essays examine Greek Yorks.: Seaforth Publishing. Distributed in shipping. The essay by Eloy Martín- North America by Naval Institute Press, Corrales shows how, after the 1782 www.usni.org, 2010. xii + 223 pp., map, Hispanic-Ottoman Treaty, Greek-Ottoman notes. UK £13.99, cloth; ISBN 978-1- merchants increased their trading 84832068-0. connections to Spain and to Spanish America. They participated in transporting Landsman Hay is a new edition of Spanish products, and in exchange, they Scottish landsman Robert Hay’s (1789- returned eastward with colonial products 1847) experiences on the lower deck of from Cádiz. When free commerce to the Royal Navy ships during the French wars, Americas opened up after 1778, Greek- 1803-1811. The fourth title in Seaforth Ottoman merchants traveled regularly to Publishing’s new series “Seafarers’ Voices,” ports of Spanish America. The chapter edited by BBC writer Vincent McInerney, written by Gelina Harlaftis demonstrates the the book continues the series format by scholarly collaboration that is creating a abridging the text (here from 55,000 to database of Greeks shipping. More than 45,000 words), including a page-long twenty researchers from five countries are Editorial Note, providing a lengthy working in the archives of eighteen introduction (28 pages), plotting key European cities with over 24,000 entries in locations on a single map, and keeping six languages to show how Greek shipping endnotes brief (42 notes). Of the four constituted an “Eastern Invasion” within the reprinted “Seafarers’ Voices”—the first Mediterranean in the eighteenth and early- three being Jean Marteilhe, Galley Slave nineteenth centuries. (concerning 1702-13); George Shelvocke, Mohamed-Salah Omri concludes Privateer’s Voyage (1719-22); and John the book, explaining how writers of fiction Newton, Slaver Captain (1750s)— have had the most influence in teaching Landsman Hay gives the most information others about the Early Modern about the day-to-day life on board ship and Mediterranean. From Cervantes to the greatest amount of general maritime contemporary authors in North Africa, the history information. Hay’s experiences on stories reveal reversals of fortunes, board ship, while absconding, and while unexpected layers and accommodation to trying to avoid press gangs during the change. Readers learn from the selected British wars with France make for an past and draw parallels to their own enjoyable read. existence. Looking at five novels written Robert Hay’s narrative focuses on between 1929 and 2007, Omri explains how his time in the Royal Navy, 1803-1811, these writers, like Braudel, “accumulate including coastal excursions, his three detail, multiply references, stylize the desertions, and a five-year voyage to India Mediterranean and take sides in conflicts (1804-1809). He relates how he grew up in and antagonisms.” (p.296) These essays are Dumbarton Scotland, his father a weaver, imaginative presentations of history, and how after a smattering of schooling, he Book Reviews 83 was sent to work in a cotton factory and (p.92), and then “picked up ... a knowledge later “on a loom to ply the shuttle” (p.37). of the carpenter business” (p.144). Hay’s By age fourteen, he journeyed west to memoirs remind us about the importance of Greenock to seek maritime adventure. By informal education in the early nineteenth then he had developed “a pretty strong century British world. inclination for reading” (p.37), which would Readers will enjoy the maritime help his advancement at sea and spur his imagery and language related by Hay and future literary ambitions. The reader learns his acquaintances: a ship captain in details about his navy life on board the Greenock liked “the cut of his jib” (p.45); a transport cutter Prince William Henry, “fancy brab sky-scraper from the Spanish larger tender Maria, schooner Eling, the Main” (a triangular straw hat, p.46); “to three-decked guardship Salvador del come Paddy over us” (p.49); “the luckless Mundo, and then finally the 74-gun HMS wight of a greenhorn” (p.51); “mounted the Culloden, on which Hay spent his Jacob’s ladder” (p.78); coming across an remaining teenage years, mostly stationed officer’s “hawse” (p.119); “bousing” up on the Coromandel and Malabar coasts of someone’s jib (p.124); “the spreading of the India. As do other travel narratives, Hay’s Devil’s tablecloth” (p.150); “God sends the extols the novelty of faraway lands under meat, but the Devil sends cooks” (p.152); the influence of the sun’s “vertical rays” and “He was half seas over, as the phrase (p.98), with an extended discussion of flora goes” (p.157). Referring to preparations to and fauna and the peoples he meets. His depart Portsmouth for the East Indies in five-month recuperation in a Madras naval July 1804, Hay recalls verbatim the hospital in 1805 gives insights into colonial language between officers and crew, as in medical practice. “Clap on the cat fall there in the waist, and Of particular interest is Hay’s hoist away” (p.82). Toward the end of his shipboard education. On his first cruise, in maritime career, in the merchant’s service in the English Channel, Hay began to find his Kingston, Jamaica, Hay writes out an “sea legs.” He was “taught to box the English song sung by a gang of slaves who compass, steer in moderate weather, heave did the “harbour work” (p.180). the lead, go expeditious aloft and to be of Hay dates his memoirs to 1821, a some service once I was up” (p.58). decade after he began his years of shipboard Working as servant to a Lieutenant Hawkins education. The extant text was written by in 1804 gave Hay access to books and someone who had attained a high level of nautical instruments. He pored over John literacy—perhaps a level of prose-writing Hamilton Moore’s Practical Navigator—a that would have exceeded Hay’s talents. standard textbook—a mathematical scale, Consider the following passage—describing quadrant, and coastal charts. Moore’s book, the ship’s crew—which suggests an editor: discussing sailing triangles, explained how “Costumes ranged from the kilted “trigonometry might be converted into our Highlander, to the shirtless sons of the knowledge of navigation”, (p.68) and Hay British prison house, to the knuckle ruffles tried to learn how to measure the sun’s of the haughty Spaniard, to the gaudy and meridian altitude by lighting a candle, on tinselled trappings of the dismissed the lieutenant’s dressing table, to represent footman, to the rags and tatters of the city the sun. He continued his educational beggar. Here, a group of half-starved and improvement on the Culloden’s voyage to squalid wretches, not eating, but devouring India, as he “desired to learn the art of with rapacity, their whole day’s provisions keeping the account of the ship’s way” at a single meal; there, a gang of sharpers at 84 The Northern Mariner/Le marin du nord cards or dice, swindling some unsuspecting however, will appeal to the academic or booby out of his few remaining pence. To professional historian as well. the ear came a hubbub little short of Babel: David Hobbs served 33 years as a Irish, Welsh, Dutch, Portuguese, Spanish, fixed- and rotary-winged pilot with the French, Swedish, Italian, together with British Royal Navy. During that time he every provincial dialect prevailing between logged 2,300 hours of flight time and 800 Land’s End and John O’Groats. There was aircraft carrier landings, 150 of those at poetry being recited; failed thespians with night. His experience led the Ministry of their mutterings; songs, jests, laughter, Defense to ask him to develop carrier while the occasional rattle of the operating procedures for the Invincible boatswain’s cane, and the harsh voices of Short Take Off and Vertical Landing his mates, blended with the shrill and (STOVL) carriers. As part of this process, penetrating sound of their whistles, served he developed the Deck Approach Projector at once to strike terror into the mind, and Sight allowing Sea Harriers to land more add confusion to the scene (p.53).” safely at night and during hazardous Though one suspects that such weather conditions. He was also the Royal literary flourishes exceeded Hay’s Navy representative on the Information expository skills, the passage demonstrates Exchange Project for the AV-8B Harrier 2 the wit and verve that make Landsman Hay sea trials. After his naval career, Hobbs an exciting read. served as Curator for the Fleet Air Arm Museum in the village of Yeovilton located Stephen D. Behrendt in Somerset, England. During his time as Wellington, New Zealand Curator, he travelled to Australia, the United States, France, and New Zealand lecturing on British naval history and his experiences David Hobbs. A Century of Carrier in the Royal Navy. Aviation: The Evolution of Ships and Hobbs’ carrier service, his work Shipborne Aircraft. Annapolis, MD: Naval with the Ministry of Defense, and his Institute Press, www.usni.org, 2010. 304 curatorial experience give him a pp., illustrations, glossary, notes, comprehensive understanding of the inner bibliography, index. US $69.95, cloth; workings of carrier operations and their ISBN 978-1-59114-023-8. history. His firsthand knowledge of carrier life allows him to write from a perspective A Century of Carrier Aviation: The unmatched by most historians who might Evolution of Ships and Shipborne Aircraft lack such familiarity with naval carrier documents the progress of aircraft carrier operations. This experience has helped him development in the British and American author six books on naval history, including navies. David Hobbs uses a wide range of a comprehensive encyclopedia of British historical data and archival photographs, aircraft carriers, earning him the Aerospace supplemented by photographs from his Journalist of the Year Best Defense personal collection, to document the Submission in 2005. evolution of regular naval vessels into the In this book, Hobbs chronicles the large aircraft carriers of today. The format development and use of aircraft carriers of the text and the inclusion of so many from a British perspective. Although the pictures give the impression Hobbs was U.S. Navy was instrumental in the writing for the general public. The solid implementation of aircraft carrier design, presentation and wealth of historical data, British innovation supplied most of the Book Reviews 85 development. Hobbs’ brief introduction Australian naval manuals. pays tribute to the bravery and sacrifice of For those looking for information the British while offering an overview of about carrier evolution and operations, this their efforts. The author also provides a book will fill the niche for academic and reader-friendly explanation of the basics of casual readers alike. Well written and easy flight and the further complications of to understand, the book provides ample carrier-based operation. The book does a documentary evidence as well as many good job of describing the evolution of wonderful historical photographs to carrier technology from the earliest attempts illustrate the British effort and innovation at carrier-based operations to the creation of that made modern aircraft carrier operation the modern carrier. Hobbs has even possible. included a chapter detailing plans for ships Baird Ullrey and aircraft that were never developed and Pensacola, Florida explaining how they were supposed to operate. Although a book about the E.R. Johnson. United States Naval Aviation evolution of such a large and complicated 1919-1941: Aircraft, Airships, and Ships machine of war could be expected to be Between the Wars. Jefferson, NC: overly technical, Hobbs avoids this McFarland & Co., Inc., www.macfarland problem. The book is easy to read, while pubs.com, 2011. 338 pp., illustrations, providing in-depth information about the appendices, glossary, bibliography, index. history and development of ships and US $45.00, paper; ISBN 978-0-7864-4550-9. aircraft and their workings. Without becoming mired in jargon- The period from 1919 to 1940 has often laden explanations, Hobbs’ information is been called “The Golden Age of U.S Naval presented in a manner that satisfies both the Aviation.” During this time, the U.S. Navy lay and academic audience. A glossary of created an aircraft carrier force and flew acronyms used throughout the book eases brightly coloured biplanes and then any confusion for those unfamiliar with monoplanes with distinctive squadron naval and aviation terms. The illustrations markings. The aircraft of that time must also provide excellent visual references to surely have appealed to the many children the many ships, planes, and concepts reading magazines and watching movies. In encountered in the book. United States Naval Aviation, 1919-1941, Hobbs draws on his own Aircraft, Airships, and Ships Between the experiences for portions of this book, which Wars, E.R. Johnson has produced a adds a personal feel, but does not rely solely comprehensive guide to the aircraft, on himself or his photographs to tell the airships, and aircraft carriers of that story. A quick glance through the biblio- memorable period. All three American graphy illustrates the wealth of sources maritime air arms—Navy (USN), Marine Hobbs had at his disposal, including Royal Corps (USMC), and Coast Guard (USCG) Naval documents, logs, operations manuals, —are included. technical studies and personal accounts. He The book begins with an also uses The United States Department of introduction that describes the external Defense documents and U.S. naval influences on the development of naval personnel accounts. Many of the illus- aviation during this era; the First World War trations used throughout the book come and the naval treaties of the 1920s and directly from British, American and 1930s, and then moves to descriptions of 86 The Northern Mariner/Le marin du nord fleet tactics, government support for naval colour information must look to the many aviation and individuals. Johnson identifies references available on this subject. the chief figures in American naval aviation Part Two describes the airships and —Rear Admiral William Moffett, the blimps used by the USN during this period. “Father of U.S. Naval Aviation,” Fleet As with the aircraft, the technical Admiral Ernest King, who became Chief of specifications and service record of each Naval Operations in the Second World War; airship is related—including the doomed Fleet Admiral William Halsey, Admirals airships Akron, Macon, and Shenandoah. John S. McCain (father of the present As well as informing his readers that the Arizona Senator & 2008 presidential U.S. Navy used blimps as convoy escorts candidate); and Marine Corps General Roy throughout the Second World War Two, Geiger, who is known as the “Father of Johnson points out that, amazingly, the USMC Aviation.” The developments of blimps’ ability to operate at low altitudes U.S. Marine Corps and Coast Guard and speeds meant that they could observe aviation are included and are helpful. the presence of enemy submarines better The book is divided into three than regular aircraft. Not one ship was ever parts: Heavier-Than-Air Development; lost within a convoy escorted by a blimp. Lighter-Than-Air Development; and The last blimp did not leave USN service Aviation-Related Ship Development. These until 1959. sections comprise the heart and raison The final part lists all the aircraft d’etre of this work. The Heavier-Than-Air carriers, seaplane tenders, seaplane- segment, Part One, (aircraft) occupies over equipped warships from battleships to two-thirds of the book. Every aircraft flown gunboats and Coast Guard Cutters. The by the USN, USMC, and USCG during the service lives of the carriers are detailed, interwar period is identified and described again with technical specifications. by means of technical specifications, Appendices list foreign aircraft and photographs, three-view line drawings, and airships used by the USN, USMC, and a narrative about each aircraft’s service life. USCG during this time, identify racing and Unfortunately, the line drawings are not experimental aircraft, and offer an drawn to a constant scale and no scale is explanation of naval aircraft, airship, ship, given for each drawing. This is likely due and unit designation, and the status of naval to size limitations; some aircraft, such as the aviation of all three services in December, flying boats, would have taken up too much 1941. The first appendix offers some room if drawn to a constant scale of, say, surprises and evidence of Johnson’s 1/72 or 1/144, although a scale for each thorough research: even foreign aircraft drawing would have been helpful. This used by US Naval attachés are illustrated. section shows ALL the aircraft listed in This could be an area of study for future USN, USMC, or USCG records during the historians as well as a unique subject for interwar period, even autogiros (an early modelers. A glossary of naval and form of helicopter) and gliders. There is aeronautical terms rounds out the book’s also a colour section showing the many supporting material. varied and bright markings used during this Johnson’s research is impressive period. While not 100 percent colour- and thorough. As both an attorney and accurate, owing to the limitations of the private pilot, he combines personal printing process, the drawings do give a knowledge and research skills to make this good impression of contemporary colour book a definite contribution to historical schemes. Those wishing more detailed aviation literature. It is an excellent Book Reviews 87 reference work for the aviation or naval the purpose, design and tribulations of this historian. Since some of the aircraft and unique ship, praised so highly when under ships have been the subject of numerous construction, but a failure in service. By the other works—for example, the F4f Wildcat time the engineering defects had been fighter, the SBD Dauntless dive bomber, corrected during several overhauls and a and the various aircraft carriers—Langley, partial reconstruction, the hull had become Lexington, Yorktown, Ranger, Enterprise, rotten and the design obsolete. A sale to and Wasp, those wishing additional Peru in 1911 was not, in the end, completed, information on these subjects can look and the ship was laid up until 1918 when it elsewhere for more details. United States was converted to the cargo vessel Peruvier, Naval Aviation, 1919-1941 deserves a place which failed to complete its first voyage. A on the bookshelves of aviation enthusiasts. hard luck ship if there ever was one. It is recommended for its encyclopedic In the previous year, 2010, Conrad treatment of its subject, thorough research, Waters described the latest air defence and good information. escorts of the European navies. This year he has done the same thing for the Robert L. Shoop amphibious assault ships in the navies of Colorado Springs, Colorado France, Spain, the Netherlands and the United Kingdom. The most modern John Jordan and Stephen Dent (eds.). examples are the French Mistral class and Warship 2011. London: Conway Publishing the Spanish Juan Carlos I and these are (Anova Books Group) www.conway compared and described in detail. publishing.com, 2011. 208 pp., Ships planned but never built are illustrations, tables, maps, notes, sources. always a feature of Warship annuals. “High UK £30.00, US $56.95, cloth; ISBN: 978-1- Speed Thoroughbreds,” an article by Trent 8448-6133-0. Hone, explains the rationale for the six large battle cruisers that the United States Navy This latest edition of Warship contains a started to build at the end of the First World variety of interesting articles of the kind we War. The various stages of the design have come to expect from this prestigious process are illustrated, revealing that the annual. The genesis, design, construction remarkable version usually found in and service record of warships, old and new, reference books, with boilers on two levels are a recurring theme. This year Stephen and seven funnels (looking like five in McLaughlin describes the first Russian beam-view as there were two pairs) was not ironclads, the Pervenets, Ne tron menia and the final design: a 1919 revision would have Kreml, completed 1864-1866. Before these produced a much more elegant silhouette. ships could be built, ironworks and Although the battle cruisers were cancelled shipyards capable of building in iron and by the 1922 Washington Treaty, two ships, slipways had to be constructed, so building Lexington and Saratoga, were completed as these modest vessels contributed to the aircraft carriers and the author notes that as modernization of Russian industry. such they could carry out all the functions Although soon obsolete, they proved to be envisaged for the battle cruisers and much reliable and remained in naval service in more besides. Another battle cruiser design secondary roles into the twentieth century. is described by John Jordan. A series of Another nineteenth-century ship of some blueprints dated 1927 were discovered in significance is the French armoured cruiser the French archives showing well- Dupuy-de-Lôme. Luc Feron has described developed plans for three alternative 88 The Northern Mariner/Le marin du nord designs of battle cruisers for the French former colonies on the west coast of South Navy, the third one with enhanced America, but it met with no success. protection, larger guns and less speed, There are two articles about making it closer to a fast battleship. The accidental losses: the capsize of the Dunkerque and Strasbourg, which were Japanese torpedo boat Tomozuru in 1934 by built a few years later, were smaller and Hans Lengerer, and the wreck of the cruiser quite different although, like two of the HMS Effingham in 1940 during the battle cruiser designs and the First World Norwegian campaign by Richard N. J. War battleship classes cancelled earlier, they Wright. Wright’s research indicates that the featured quadruple turrets. On more or less Board of Enquiry, hastily convened just the same theme, David Murfin has after the fall of France and the withdrawal contributed an article on the evolution of the from Norway, did not actually find the real design of small cruisers for the Royal Navy cause of the navigational error which he inter-war period. This culminated in the deduces was simply mistaking a leading Dido class. The title “Damnable Folly?” mark. The usual book reviews and comes from one of Admiral Fisher’s photographic essay, the latter showing intemperate statements. groups of Royal Navy warships in various A most interesting article is ports between the wars, conclude this year’s “Bussei’s Hydrofoil” by Enrico Cernuschi. annual. While its main subject is the attempt to C. Douglas Maginley develop a hydrofoil torpedo boat for the Mahone Bay, Nova Scotia Italian Navy during the Second World War, it includes the whole history of hydrofoil development since as early as 1861; but it Glenn A. Knoblock. Black Submariners in was Ettore Bussei who, by continuous the United States Navy, 1940–1975. experimentation during and after the war, Jefferson, NC: McFarland & Co. Inc., worked out the principles of a practical www.mcfarland.com, 2011. (Originally hydrofoil vessel. Canada’s Bras d’Or is published 2005). ix + 484 pp., illustrations, mentioned. appendices, bibliography, index. US $45.00, Two naval actions are described. paper; ISBN 978-0-7864-6430-2. The Battle of Casablanca between the French naval forces and the U.S. Navy’s Although marginalized and often abused by force covering that section of the invasion society at large, African-Americans have of North Africa in November 1942 is treated consistently participated, often with by Vincent P. O’Hara. The French, distinction, in America’s wars. The U.S. although surprised, put up much more than Navy in particular has a long tradition of a token resistance and, had the four Black servicemen, and now servicewomen torpedoes fired by a French submarine hit as well. The submarine service is no the carrier USS Ranger, the result could exception, though what is exceptional is that have been different. In “Battle at African-Americans on board submarines Valparaiso,” Colin Jones speculates on what have often avoided much of the prejudice might have happened if American and endured by their counterparts on ships and British naval squadrons present had in the other branches of the military. intervened when the Spanish naval force Historian Glenn Knoblock illuminates their prepared to bombard Valparaiso in 1866. It stories and depicts a navy in transition, is difficult to understand why Spain found it overcoming its institutional prejudices and necessary to send a naval force to attack its ultimately allowing African-Americans Book Reviews 89 equal standing with their brethren. Yet his crews, including those who cooked their work is, at its core, an intensely human meals, than their counterparts on the story, and the reader sees the evolution of surface. the U. S. Navy from the perspective of A disproportionate section of the ordinary men who endured tremendous book, over half in fact, is dedicated to the hardships, and experienced great victories, Second World War, and the chapter beneath the surface. addressing postwar developments offers Knoblock’s interest is in the considerably less detail. Nonetheless, perspective of the Black sailors themselves, Knoblock does an excellent job tracing the and as such, his background discussion is rapid evolution of the role of Black sailors rather cursory. Readers interested in the in the submarine service. With President overall story of changing racial perceptions Truman’s desegregation of the military in in the United States or the forces that led to 1948, African-Americans could enter the integration in the Navy will have to look Navy in capacities other than stewards, and elsewhere. The secondary source base for current stewards had the opportunity to what context Knoblock does provide is a bit transfer to other roles. Progress was not thin as well, with the great bulk of citations immediate, however, as many stewards going to Jack D. Foner’s Blacks and the chose to remain in positions they found Military in American History (Praeger, familiar and in which they enjoyed a 1974). What it lacks in context, though, measure of respect. Large numbers of Black Submariners more than makes up for incoming Black recruits found also in conveying the personal struggles and themselves in the steward’s branch even successes of African-American seamen. after desegregation. Knoblock relies chiefly on oral histories, Many submarine stewards faced and fills his account with anecdotes that racism in the Cold War as they had in earlier range from humorous and inspirational to conflicts, but could take “consolation (in)… truly disheartening, showing that the the fact that their fellow stewards on such experiences of this group were far from ships as aircraft carriers, cruisers and the uniform. like had it much worse.” (p.185) Still, the At the outbreak of the First World integration of the armed forces initiated a War, Black sailors were confined to the role process of change that could not be of stewards, and they could never hold a reversed. In 1970, Admiral Elmo rank superior to the lowest enlisted White Zumwaldt, Jr. was named chief of naval sailor. In fact, in the years after the oOperations, and set about rectifying Spanish-American War, the U.S. Navy lingering discrimination issues in the Navy. phased out Black servicemen altogether, To accomplish this, he sought the counsel of and the service only began accepting them former steward Melvin Williams, who had as stewards again in 1932, when the served with distinction even in a numbers of Filipinos who normally staffed marginalized role to become steward for the that position became too small. Despite Secretary of the Navy. Williams convinced their secondary status, stewards aboard Zumwaldt to completely overhaul the submarines enjoyed dramatically better branch, renaming stewards “Mess conditions than those aboard the Navy’s Management Specialists,” (now culinary surface vessels. The confined conditions specialists) and eliminating the most onboard submarines fostered a measure of degrading functions of the position, such as camaraderie, and submarine officers tended shining officers’ shoes. Knoblock ends his to be more attuned to the well-being of their work on a high note, describing Williams, 90 The Northern Mariner/Le marin du nord who entered the Navy at a time when the scaled line-drawings of the crafts, modelers best he could hope for was to act as a will have to look to other sources before personal servant for high ranking officers, attempting such a project. watching his son, Melvin Williams, Jr., The book begins with a short assume command of his own submarine. chronology and discussion of the Over 120 pages at the end of the circumstances that brought foreign powers book are devoted to biographical sketches to operate gunboats on China’s rivers, of African- Americans who served in the specifically the Yangtze River, from the submarine service. This seems an odd second half of the nineteenth century to the decision by the publisher as these merely end of the Second World War. This provide the source material that Knoblock particularly long river was navigable from used, without the analysis and context that the sea for about half its length, making it a the reader already has from the book itself. natural conduit for Western trade. After the Most readers will skip this section entirely, Second World War, China was no longer and it is doubtful that any will want to read prepared to accept the old agreements, it as a whole. This coupled with marking the end of the employment of these Knoblock’s cursory discussion of the gunboats. postwar years, mars the book somewhat, but The second part oversees the his work still provides an excellent development of Yangtze River gunboat introduction to the experiences of Black forces by various nations. During the Great submariners, and it will certainly be of War, China remained neutral and most interest to anyone interested in the history foreign gunboats were withdrawn, leaving of African-Americans, desegregation or the only the American forces until they too modern United States Navy. entered the war. After the war, foreign powers returned, with the exception of Thomas Sheppard Germany and Russia, but the instability in Chapel Hill, North Carolina China meant that the foreign powers were more inclined to impose law and order. Angus Konstam. Yangtze River Gunboats Over the following decade, foreign workers 1900-1949. Oxford, UK: Osprey experienced many problems and many left Publishing, www.ospreypublishing.com, China by the end of the 1920s. In 1931, 2011. 48 pp., illustrations, chronology, Japan annexed Mongolia and General bibliography, index. UK £9.99, US $17.95, Chiang Kai-Shek succeeded in unifying CDN $ 19.95, paper; ISBN 978-1-84908- most of China. In July 1937, the Chinese 408-6. built a boom across the river preventing 21 European and American gunboats from This book reminded the reviewer of two reaching the open sea and Japanese forces movies on the same topic: The Sand shot at two British gunboats. Finally, in Pebbles (1966) and 1957’s Battle December, Japanese aircraft attacked and Hell/Yangtze Incident: the Story of HMS sank the American gunboat Panay. This Amethyst. Aimed at a general readership, it incident caused outrage in the United States provides a light account of one aspect of and hardened the American attitude toward China’s maritime history. The book is Japan. divided into several unequal parts and The beginning of the Second World features many colour plates of gunboats, War reduced the number of gunboats as combat recreations and black and white well as seriously affecting trade with China. photos that may be useful, but with no By late 1941, many American vessels had Book Reviews 91 left China and the remainder were either This book offers an introduction to captured or sunk after the attack on Pearl the topic but a solid background is required. Harbor. By the end of the war, the era of It is light and inconsistent in detailing only a gunboats was over and, with the Communist few national boats and actions, mainly victory in 1949, westerners were no longer British and American, while barely welcome. The last incident involving a mentioning other foreign gunboats. The foreign warship on the river featured the book needs a general map of the Yangtze sloop HMS Amethyst in April 1949. While River to position the reader and support the on the river, the ship was fired upon and ran text. The author introduces abbreviations, aground. It escaped ten weeks later and such as KMT and CCP, without safely reached the open sea. This incident explanations. Furthermore, the author marked the end of a century of gunboat concentrates on the last half-century of diplomacy on the Yangtze. gunboats on the river. The biggest The next “chapter” looks at the inconvenience is the absence of a influence of the Yangtze River on the design conclusion for many of the secondary and development of gunboats. They needed subjects it covers. Did the gunboats a shallow draught while propellers and succeed in their missions? Which nations shafts had to be protected against succeeded in meeting the design criteria? grounding. They had to be small and Which design was the best and why? What manoeuverable, but large enough to be was life really like onboard? On a positive impressive. Speed was essential whether to note, the book has a very concise escape from trouble or to force their way bibliography that could be useful to expand through the rapids of the Yangtze gorges to research on the topic, although only for the reach the upper river. Before the Great War, British and American navies. In conclusion, gunboats were warships designed for this small book generates more questions somewhere else or ageing cast-offs; after than it answers. the war, they were purpose-built river boats, Carl Gagnon although often designed by people who had Ottawa, Ontario little idea of what the service was actually like. The next segment describes life Andrew Lambert (ed.). Ship: A History in aboard these gunboats. The ships lacked the Art and Photography. London: Anova most basic comforts, but the service was Books, www.anovabooks.com, 2010. 378 popular because Chinese crewmen pp., illustrations, index. UK £30.00, US performed the more menial duties. $39.95, CDN $47.95, cloth; ISBN 978-1- Commanding officers had substantial living 84486-0760. quarters and, while an officer’s life was reasonably comfortable, it was less true for Andrew Lambert and more than 20 authors the ship’s company. Much time and effort have put together a wonderful book were spent on ceremonial duties, courtesy containing images of 360 ships, “taking care visits and keeping the ship spotless. Gun- to address form, function, meaning and boats were not bound by Chinese laws, image, nationality, success and failure, fame however, and benefited from diplomatic and notoriety—in fact and fiction, history, immunity in China. The last part of the art and film.”(p.1) The editor and his book lists the British and American boats authors are aware of the fact that their providing data on their characteristics and selection is highly debatable. So there is no short history of their career. reason to argue about their choices which 92 The Northern Mariner/Le marin du nord try to cover mainly European and American Christopher Langtree. The Kelly’s. London: merchant vessels and warships. The time- Chatham Publishing, www.chatham dimension reaches from pre-1500 to 2010. publishing.com, 2003. 224 pages, Generally, each image of a vessel occupies illustrations, appendices, sources, index. UK more than half a page, while the remainder £30. (CDN $47.00 at Amazon.ca), ISBN of the page is devoted to a very brief 978-1-86176-166-8. description of the painting, the photograph, the poster or the model of the ship depicted. Going to conferences is regarded as a time The most interesting part of the to share information, and this year’s CNRS book—apart from the pleasure of looking at conference certainly was an opportunity to the pictures—is Andrew Lambert’s gain information that I did not previously introduction. I cannot remember ever have. Having built a model of HMS Kelly having read such an enthusiastic tour de and wanting to show it off, I presented a force through the history of the ship. Again paper about the ship, its namesake, its and again we are confronted with captain, and my model. The next morning superlatives or dramatic wording. “The Karl Gagnon showed me one of his ship is the single most important artefact treasured books—this book. I immediately created by the human intellect.” (p.1) The realized that it answered some of the ship is a “social construction.” (p.1) questions which I had posed the previous Building and operating ships “may explain day, and so I ordered it to glean as much the emergence of more democratic political new information as I could. institutions in seafaring communities.” (p.1) So this book review is out of the Ships can make “the transition to icons of ordinary. It has not been done as the result disaster, hubristic emblems of human frailty of a publisher wanting critical reaction or in the face of the natural world.” (p.4) “The advertising, but out of a sincere belief that history of the ship is the history of man as a members of the CNRS need to know about creative animal.” (p.4) Lambert’s intimate this book. knowledge of the development of the ship When one thinks of destroyers, one through the centuries enables him to provide often thinks of them operating in flotillas a condensed overview which is an rather than as single ships. Yet, there are appropriate introduction to the subject. This Second World War destroyers that come to is a coffee table book that will be enjoyed mind because of their individuality, such as by the ship lover. The maritime historian HMS Kelly (Capt. Mountbatten), the with a more scholarly interest will most inspiration for the movie In Which We likely be less impressed, but will admire the Serve. The book is named after it because broad sweep through the history of the ship HMS Kelly is perhaps the most famous of and competent introduction and the Royal Navy’s 24 J-, K- and N-class descriptions. destroyers of in the Second World War. They were built to one of the best wartime Lars U. Scholl destroyer designs: strong hull, seaworthy, Bremerhaven, Germany manoeuvrable, effective armament, able to survive incredible amounts of damage, and favourably compared to those of other nations (p. 202). The photographs are generally excellent, and if they are not, it is because the original is of poor quality. They help Book Reviews 93 identify the camouflage sported by the ships Italy and Japan). The author found them “a at various epochs during the Second World highly successful design. They formed the War and on very close inspection basis for future classes of fleet destroyer (sometimes only available from the author’s and proved to be sturdy and adaptable.” original photograph) indicate what (p.208) The value placed on the Kellys is equipment had been installed. Most perhaps illustrated by the fact that they pictures come from the National Maritime continued to be repaired, improved and Museum (Greenwich) or the Imperial War updated throughout the whole war. Museum (London), Dutch and Australian My only word of adverse criticism museums, with identifying catalogue is the use of an apostrophe in the book’s numbers, but some are from private title, whereas in the text of the book “the collections. The former four sources mean Kellys” is correctly spelt. The Kellys is that originals can be purchased by used to refer all 24 ships in the general aficionados—like me. sense. The book starts with a thorough Well done, Christopher Langtree. analysis of the design process for the J- and David H. Gray K-class destroyers, showing us some of the Ottawa, Ontario design options and telling us about some of the philosophy behind the design considerations. Ship stability and a small Mark Lardas. American Light and Medium ship profile were definitely concerns and Frigates, 1794-1836. Oxford, UK: Osprey both were achieved by having only two Publishing, www.ospreypublishing.com, boiler-rooms, one funnel and no ballasting. 2008. 48 pp., illustrations, glossary, Ballasting was added later when equipment bibliography, index. US $17.95, CDN changed, particularly the installation of $21.00, paper; ISBN 978-1-84603-266-0. radar antennae and heavier anti-aircraft Mark Lardas’ continuation of his earlier guns. A two-page spread diagram of the study of American heavy frigates is an shell-plating and a table of the thickness of informative conclusion to the set. The the plates are just two indicators of the author’s perspective as a naval architect, thoroughness of the research. engineer and ship-modeller offers a slightly One chapter is devoted to different presentation of the topic from what armament and another to camouflage. The a less technical historian would provide in paint colours and markings used by each of so compact a book. The purpose of the the 24 ships at various times are listed. book is to examine American shipbuilding Over the next twelve chapters, Langtree policy in contrast with European trends as describes how each of the 24 ships well as to analyze the resulting frigate contributed to the war effort– in flotillas or operations. Lardas argues that American as individual ships when necessary. No naval successes against the French in the small amount of research went into that! Quasi-War of 1798-1800 resulted in poor He strives to keep from being tedious, and shipbuilding policy decisions which led to is moderately successful. Also, he provides specific naval failures against the British the critical post-mission analyses of battles during the War of 1812. To support this or skirmishes prepared by superiors, which argument, Lardas examines the operational this reviewer found most interesting. The successes of the ten frigates constructed last chapter is an overall evaluation of the between 1798-1800 as well as a number of ships and a comparison with ships of other similarly sized British and French ships that nations (United States, France, Germany, 94 The Northern Mariner/Le marin du nord were captured and inducted into American Roger Litwiller. Warships of the Bay of naval service. Quinte. Toronto, ON: Dundurn Press, As a very brief introduction to the www.dundurn.com, 2011. 197 pp. topic, American Light and Medium Frigates illustrations, notes, glossary, bibliography. serves admirably to whet the appetite for CDN $28.00, paper; ISBN 978-1- further research into design aspects that 1554889297. (E-publication $13.99.) naval historians or those interested in American naval history may be less familiar The Canadian navy has a long tradition of with. Lardas also provides a very concise, naming warships after geographical places in engaging and informative narrative on the Canada. The practice started as a deliberate more political aspects of American wartime exercise in public relations to foster shipbuilding policy. This narrative connections between cities, towns, and small illustrates the influence of operational communities far from the sea and the results from the Quasi War, of small-ship nation’s naval service. The majority of advocates like Thomas Truxtun, the naval Canada’s population lives away from architects who designed the ships, and the coastlines, though for many people water is ship-building cities that provided smaller never far away with ready access to lakes frigates and other “conscription” warships and rivers, whether for work or recreational on United States Navy shipbuilding play. While ferries and working commercial decisions. The author’s argument that the boats may be familiar sights, warships are United States Navy made a fundamental generally more unusual in Canadian inland policy error in building light frigates, waters. That said, several shipyards built however, is less convincing without a escort vessels and minesweepers on the corresponding study of heavier American Great Lakes (normally demilitarized by bi- frigates for side by side comparison. In lateral agreement with the United States) addition, the author sometimes switches during the Second World War. The idea of between referring to groups of ships by the giving at least some of these warships names number of guns carried, and the average from nearby communities and areas appeared weight of the broadside guns, which can be particularly fitting. Roger Litwiller, a ship confusing. enthusiast, paramedic by occupation, and The book’s beautiful drawings, proud resident of Trenton, traces the photographs and illustrations add depth, and background and operational histories of six will help the reader navigate the technical Canadian warships carrying names classifications. The illustrations associated with the Bay of Quinte, an area demonstrate what each vessel looked like, popular with summer tourists, wine and delineate the visual differences between connoisseurs, apple lovers, and cottagers the types of ships discussed, as well as along the north shore of Lake Ontario between individual ships themselves and the between Toronto and Kingston. In other weapons employed. Overall, this book is an words, the Bay of Quinte represents a pretty excellent introductory or quick reference spot with many charms and more than just work for those who are not familiar with the passing ties to the water. United States Navy in the age of sail. The book is organized into chapters for each of the named warships: HMCS Sam McLean Napanee, HMCS Belleville, HMCS Mississauga, Ontario Hallowell, HMCS Quinte, HMCS Quinte (II), and HMCS Trentonian. The first two and last were built in Kingston, the third at Book Reviews 95 Montreal, the fourth North Vancouver in significant for participation in select convoy British Columbia, and the fifth at Port Arthur battles, the escort of submarine U-190 (Thunder Bay). Five were the products of surrendered to the Canadians in May 1945, Canada’s wartime emergency shipbuilding and operations after the Allied invasion of program and saw active service on escort France. Grounding and salvage of the duty in the North Atlantic and as far away as minesweeper HMCS Quinte offers another the Caribbean and France; the other, a interesting, often neglected, aspect of naval minesweeper commissioned in 1954, was activity. Such misfortunes commonly result part of a naval armament program at the time in boards of inquiry to establish the facts, and of the Korean War. The text describes the even courts martial to assign personal origins of the names, entry into naval service culpability, as in this case, on charges of from the building yards, detailed narratives hazarding HM ship. Litwiller never of operational activities, interesting aspects mentions what punishment the commanding of the personnel who served on the warships, officer actually received. The descriptive as well as final disposition upon narrative, based on good research in primary decommissioning. A number of graphics and sources, consistently demonstrates that photographs illustrate the discussion, and warships and those who serve in them share tables at the end of each chapter give details distinct experiences. The crews of the on commanding officers, battle honours, and Canadian warships, unlike geographically basic specifications. In that sense, Litwiller’s recruited battalions and regiments in the land book strives for something more than just the forces, did not come from the same locale or standard pictorial histories common in the region. In that sense, the name was maritime publishing trade, in the Canadian commonly the only tie back to the Bay of context represented best by Ken Quinte. Macpherson’s still much sought-after Canada’s current classes of patrol desktop books on Canadian warships. frigates and minesweepers bear the names of Macpherson, by the way, provides a short Canadian cities. Port visits and presence foreword to Warships of the Bay of Quinte, during important public events and statutory obviously pleased that someone younger holidays reinforce civic connections with the shares his passion and continues on the cause navy. These gracefully maturing warships, of celebrating the ships of Canada’s navy. notwithstanding refits and up-dates meant to While the colour cover painting is extend operational serviceability (Canada is striking and the illustrations inside well- renowned world-wide for keeping older chosen, the narrative in the chapters is the ships sailing longer than other navies), are real strength of the book. Litwiller, by due for replacement over the coming accounts an amateur historian, has decades. The government has committed to researched to the level of academic historian a major domestic shipbuilding programme by pursuing sources in Ottawa at Library and behind fleet renewal, based on awarding Archives Canada and the Department of long-term contracts to private companies for National Defence’s Directorate of History two centres of excellence. Will any naval and Heritage, as well as local libraries and vessel ever be named after a locale in the hidden gem holdings such as the Archives Bay of Quinte again? Litwiller ably presents and Collections Society in Picton. He the legacy. It never hurts to ask. successfully transposes the local onto the national and international stage. The service Chris Madsen lives of the individual warships are Toronto, Ontario 96 The Northern Mariner/Le marin du nord Frank McLynn. Captain Cook: Master of assuming a better understanding of past the Seas. New Haven, CT: Yale University events now exists. So does McLynn offer Press, www.yalebooks.co.uk, 2011. xx + either of these in his book? The answer is a 490 pp., illustrations, maps, notes, index. loud no. US $35.00, cloth; ISBN 978-0-300-11421- As stated above, McLynn is the 8. author of many books already. His Wikipedia entry calls him an author and So we have another biography of James journalist, so he knows how to write, and Cook. At first glance the book looks this book is very readable, flowing along at impressive. It is thick (nearly 500 pages) a merry pace. Wikipedia also lists his with a large section of colour illustrations previous books, including biographies of and fifty pages of endnotes. The publisher such diverse persons as Charles Edward is one of the most impeccable American Stuart, Henry Morton Stanley, Robert Louis academic bodies with a fine track record Stevenson, Napoleon, Carl Jung and Marcus while the author is an academic historian Aurelius. Cook is, therefore, the latest in a with twenty or so books to his name. So long line. But that body of work suggests where did it all go wrong? something else: that McLynn is a butterfly In dealing with Cook, one man writer flitting from subject to subject. He represents both a tremendous benefit and, at acquires a superficial knowledge of a the same time, a huge problem. John Cawte subject, writes a book on it, and then moves Beaglehole lies at the heart of Cook quickly on to his next project. scholarship. His editions of the journals of That this is the case with his Cook Cook’s three Pacific voyages, published by book comes across strongly. There is a lack the Hakluyt Society, represent some of the of feel for matters surrounding Cook and foremost historical research of the twentieth there are just far too many errors for anyone century, while his magisterial Cook who had studied Cook properly. For biography, published after Beaglehole’s example, Elizabeth Cook’s father was own death, remains the definitive work on Samuel, not John, Batts while her cousin, the explorer. As such, all writers coming not her brother, was a watchmaker. It was after Beaglehole, including this reviewer, Nathaniel Portlock, not Porlock, on the third draw extensively from his works. voyage and James, not William, Patten who Beaglehole did not get everything right, saved Cook’s life on the second voyage – however; he missed some things, and his and there are many more of these mistakes. coverage of Cook’s life before the Pacific is One or two errors could be explained away not nearly as good as the Pacific part. Later by poor proofreading, but there are just too writers have also taken Beaglehole to task many for this excuse to hold. for some of his interpretations, for example, Beaglehole was least successful his negative attitude to Johann Reinhold when covering Cook’s early life and Forster. McLynn is equally sketchy about this Anyone attempting a new period. He manages to introduce several biography, therefore, has a daunting task in unproven anecdotes, including the “South front of them, given that Beaglehole has Seas Shilling story” at Staithes, before covered most things. What could or should invariably dismissing them as being without we expect from such a new work? For a substance. He even suggests that Thomas start, new information not available to Skottowe may have been Cook’s real father! earlier writers; and new perspectives or And an incident at Quebec that happened to interpretations of existing information Thomas Bissett (that of nearly being Book Reviews 97 captured by North American Indians while freely converse because of language is surveying in a small boat) is applied unrealistic. incorrectly to Cook. Having done some research on Chapter 2 begins on page 18 with a James Wolfe, the “victor” at Quebec in reproduction of a chart of Halifax Harbour 1759, I do not pretend to be a particular by James Cook. Unfortunately for McLynn, admirer of the general. McLynn, though, the chart is by a different James Cook. positively detests the man and every Proper research would have revealed to him mention is accompanied by a vicious put that three James Cooks operated as Royal down. Meanwhile, Cook is several times Navy masters in Nova Scotia in the 1760s compared with the explorer of Africa, and all drew charts. Similarly, the first Henry Stanley, whom McLynn obviously illustration in the book, opposite page 172, admires. The following strange comment purports to be the first portrait of James occurs on page 1: “In both men the early Cook done in 1759. While none of the three years and subsequent trial of surviving the accepted portraits of Cook by Dance, snobbery of their ‘betters’ left a legacy of Webber and Hodges really resemble each subterranean rage, more easily visible from other, this portrait (allowing for its being an early age with Stanley, but in Cook’s about 13 years earlier) looks nothing like case slowly germinating with ultimately any of them. It would be interesting to fatal results.” know on what evidence this portrait can be To my mind, McLynn’s said to be of Cook. understanding of Cook could not be more McLynn can write, but I find it wrong and he does little in the book to somewhat pretentious that he litters his text substantiate his statement. To use a with so many foreign phrases; for example, twentieth-century expression, Cook was a via dolorosa, coup de théâtre, fidus Achates, “working-class Tory.” He accepted how bien pensant and coup de foudre crop up society was, even taking comfort from it, regularly. On one hand, McLynn adds and would have been appalled by later accents to French names (La Pérouse) but events, such as the French Revolution, had largely ignores them in Pacific words, so he lived to witness them. He believed in that Hawai‘i appears as Hawaii and Māori hard work and, through it, the possibility of appears as Maori (Māori is also a plural, so some advancement. His ultimate downfall there is no need to put Māoris). Given that owed nothing to a “subterranean rage” we no longer use Otaheiti for Tahiti, it about class. This piece from McLynn sets a seems strange that Omai continues to tone for the book which should make the appear when that man’s name was Mai. reader wary of what is to follow. Other McLynn criticizes Cook for not throw-away assessments appear. understanding the complexities of Tahitian Finally, McLynn dwells upon gales society. One of the pluses of the book is as well as 100-foot waves throughout the that McLynn does provide an explanation of book. Strangely, 100-foot waves are given a that society but he is able to do so with two separate appendix. Ship’s logs of the period hundred years’ hindsight. Sadly, he does dutifully recorded the weather, so every not offer similar backgrounds to Tongan and wind or calm was mentioned. Since this Māori society, which were equally complex was long before Beaufort developed his to the outsider. Cook was no terminology for different winds, Cook and anthropologist, so to expect him to grasp others used gale to describe any moderate to these matters in a matter of a few weeks and strong wind. Besides, for Cook, storms with the added problem of not being able to were a fact of life and represented just one 98 The Northern Mariner/Le marin du nord of the many risks of going to sea. perspective, the volume is well illustrated. While too many books are The cost of the book at $34.95 is pricey for published about Cook (repeating the same a paperback, which undoubtedly will reduce old facts and adding nothing fresh), there is sales and is to be regretted. probably space for a good, new biography. It also should be realized that Unfortunately, this is not that book. Miller has covered the subject before in his hard-bound volumes distributed in North John Robson America by W.W. Norton & Company, so Hamilton, New Zealand this new effort does not represent the only source of information from this author’s William H. Miller. SS Nieuw Amsterdam: prolific pen. The book’s bibliography lists The Darling of the Dutch. Stroud, Glos.: only 13 works and ignores such first-class distributed by Casemate Publishing, sources of information as N.R.P. Bonsor’s www.casemate publishing.com, 2010. 96 North Atlantic Seaway and the Steamship pp., illustrations, bibliography. U.S. $34.95, Historical Society of America’s “Steamboat paper; ISBN 978-1-84868-366-2. Bill” (now, “Motorship”). Nevertheless, anyone fortunate enough to obtain a copy of William Miller’s SS Nieuw Amsterdam: The William Miller’s S.S. Nieuw Amsterdam, Darling of the Dutch is an outstanding The Darling of the Dutch will be delighted paperback history of the great Dutch liner to add it to their maritime collection. Nieuw Amsterdam in which my brother and I had the pleasure of a westbound crossing William H. Flayhart III in June 1969. As students returning home Dover, Delaware after a year attending British universities, we were hardly in a financial position to William Michael Morgan. Pacific cross in anything other than tourist class, Gibraltar: U.S.-Japanese Rivalry over the but that was no hardship on board the Annexation of Hawai’i, 1885-1898. celebrated “Darling of the Dutch.” Our Annapolis, MD: Naval Institute Press, cabin was at the water line, however, and I www.nip.org, 2011. x + 230 pp., notes, never will forget my brother’s comment bibliography, index. US $34.95, cloth; that: “If she springs a leak, we are going to ISBN 978-1-59114-529-5. have wet feet fast.” There was little danger of that eventuality. In April 2008, a group calling itself the Unfortunately Miller spends almost Hawaiian Kingdom Government occupied no time or space on anything but the first Honolulu’s Iolani Palace to protest the class experience. First Class was United States’1898 annexation of the magnificent, but in any comprehensive archipelago. Though the demonstration history of the vessel, her other two classes fizzled out after a couple of days, it certainly warranted more consideration. reminded the world of the passionate The absence of any references to the emotions that the annexation still stirs over magnificent photographic collection of the a century later. Into this milieu enters Netherlands Maritime Museum in William Morgan’s monograph that studies Amsterdam reduces the impact of the the ebb and flow of events of the 1890s that illustrations in the 96-page paperback. ultimately led to the American seizure of Significant “Tourist Class” photographs Hawaii. Using primary sources from exist in that outstanding collection! Hawaii, the United States, Britain, and Nevertheless, if just from a “First Class” Japan, Morgan provides a new and thorough Book Reviews 99 retelling of the annexation process, even if nations to imperialize the islands. his work is somewhat overly-analytical. A series of subtle trends in the mid- Morgan purports to offer a 1890s, according to Morgan, ultimately comprehensive study of Hawaiian paved the way for annexation by 1898. The annexation, “an interlocking analysis on first of these was the naval ideology of three levels: global, national, and local” Alfred Thayer Mahan. “Mahan probably (p.4), deftly portraying the process as a did more,” the author writes, “than any result of seemingly unconnected events, other person to explain Hawaii’s immense fortuitously-placed personalities, and both strategic value to the United States.” (p.154) long- and short-term developments. The Indeed, Mahan wrote many articles after author essentially begins the work with 1893 to convince Americans of the strategic European contact, the diseases which so value of the islands to provide a coaling decimated the population that by the 1890s, station, to defend an isthmian canal, and to only one-third of the islands’ residents were protect the Pacific coast. The Republicans Polynesian. Reciprocity treaties with the agreed and won control of Congress and the United States in 1867 and 1877 encouraged Presidency by 1897. Nonetheless, the the sugar industry but also necessitated an Hawaii issue would have remained dormant, influx of labour, mostly Japanese. The Morgan finds, unless something catalyzed sugar boom splintered the island’s politics action. Providing that catalyst was massive after the 1874 ascension of King Kalākaua, Japanese immigration to the islands, which as white sugar planters wanted closer had “immense consequences for eventual economic integration with the United States annexation” (p.188). Coming off the while native Hawaiians desired to maintain successes of the First Sino-Japanese War Hawaiian culture. This fragmentation led to and revision of many unequal treaties with the 1887 Bayonet Constitution, which the European powers, Japanese Foreign severely restricted the Hawaiian monarch, Minister Count Okuma pushed for greater and when rumours spread in 1893 that immigration to Hawaii and, once there, for Kalākaua’s successor, Queen Lili’uokalani, the immigrants to have equal rights, was to impose a new constitution, whites including suffrage. Even though Okuma’s overthrew the monarchy. Contrary to brinksmanship regarding Hawaii ended with previous studies, Morgan asserts that while the fall of his cabinet in November 1897, U.S. officials in Hawaii at the time, most Washington’s Republicans feared eventual especially Minister John Stevens, were not Japanese domination of the islands and actively complicit in the overthrow, their pushed through annexation by July 1898. In inactions fed the rebels’ confidence. In short, Morgan concludes, Hawaiian Washington, Grover Cleveland’s new anti- “annexation was more heavily influenced expansionist administration (1893-1897) by strategic factors than any other imperial commissioned the Blount Report, which acquisition or policy” and was ultimately found annexation unpopular in Hawaii and spurred by the fear of Japanese expansion. Stevens’ actions unauthorized, and Morgan should be commended for attempted to restore Liliʻuokalani, which both his analysis and his balance. He brings Morgan calls a “fiasco” (p.135) because the important concepts to the discussion, plan ignored power realities on the islands. especially the Japanese threat as an impetus Cleveland then ironically surrendered the to annexation, much of which is lacking in issue to Congress and effectively created the extant literature. Likewise, Morgan’s what Morgan calls an “informal study is balanced: he denigrates the actions protectorate” (p.136) by disallowing other of U.S. officials in the 1893 coup as 100 The Northern Mariner/Le marin du nord inappropriate, but also surmises that Peter Pigott. Sailing Seven Seas: A History Hawaiians wanted to maintain the monarchy of the Canadian Pacific Line. Toronto, ON: as “the end in itself” rather than finding Dundurn Press, www.dundurn.com, 2010. “schemes for improving people’s lives” 228 pp., illustrations, tables, bibliography, (p.54). index. CDN $35.00, hardback; ISBN 978-1- Even so, one minor problem mars 55488-765-1. Morgan’s study: especially in the first half of the book, Morgan’s over-analysis hinders his This book deserves a place in every narrative flow. As a former foreign service Canadian library, public or private. Peter officer and, presently, a professor of strategic Pigott pulls off a rare hat-trick; his book is studies, analysis has clearly been at the well written, entertaining and informative. centre of Morgan’s professional career and it Sailing Seven Seas is essential reading for shows in Pacific Gibraltar. For example, anyone interested in the era of great ships Morgan spends two pages analyzing why the and trans-Atlantic crossings, transportation Boston sailors decided to bivouac at Arion and infrastructure, social hierarchies or Hall, rather than elsewhere in Honolulu, business history. The author’s writing style when they landed on 16 January 1893, only is cool and crisp and a story which could to admit that “the positioning of the landing have been dragged down in detail is, was far less important than the landing itself” instead, moved along at a refreshing clip. (p.94) because any location in the compact Pigott orders his subject matter city would have been effective. Likewise, chronologically starting with the Act of Morgan admits that “all analysis, [of Parliament that first granted the Canadian Congressional debates on annexation] Pacific company the right to run ships on including this one, are subjective,” (p.229) any water that reached or connected with because the Republicans already had the the Canadian Pacific Railway and ending votes and most of the so-called debate with the shipping line’s demise in 2005. In merely justified their votes to constituents. exploring this history, the author touches on Nonetheless, the former analyst then spends the evolution of trans-Atlantic commerce about six pages reviewing it anyway! from cargo to passengers, the competition Morgan’s analysis is adept but often between shipping lines for both, the unnecessary and distracts from an otherwise pressure for ever-shorter crossing times and well-written narrative. the social status of all on board, crew and While it is perhaps unfair of the passengers. In some respects, it is this latter reviewer to laud then to criticize Morgan for aspect which is most fascinating. The his analysis, this book focuses more on glamour and prestige of passengers on these interpretation than on narrative. With the beautiful ships are well documented in exception of the Japanese threat, much of the book, film and lore, but Pigott takes the factual information has long-since been time to remind us of the grim and grinding available and, while most of Morgan’s work of the crew, their low pay and a analysis is well substantiated and adroit, the shipboard class system as rigid as any found reader very easily loses the larger narrative. on land. As such, this book is best positioned for The title of this book is a bit of a scholars of America’s imperial expansion misnomer; little is mentioned of the art of around 1900 than any larger audience. driving these great ships. Pigott acknowledges this in his introduction: James Knarr “Sailing Seven Seas is about people— Lincoln, Nebraska stewardesses and captains— and the ships Book Reviews 101 they knew—the Princesses, Empresses and In the end, a disconnect is created Beavers.” On this point, the author between the somewhat critical examination succeeds admirably and in fairness, Pigott of the line as discussed in the introduction warns that “Readers with nautical interest and the occasionally fawning reports which are warned that they will find little here that fill the rest of the chapters. This is largely is new.” What is described, however, because the author too often writes his usually flows from accident reports of the history in isolation from the other shipping shocking number of accidents involving lines. Besides a comparison of safety Canadian Pacific ships. The worst was the records, it would be useful to know how the sinking of the Empress of Ireland off Cap- shipping line did in terms of profits, troop de-la-Madeleine in the St. Lawrence, a transportation and government subsidies. tragedy which cost over a thousand lives How did the cost of travel with Canadian including children. The author’s decision to Pacific compare to other lines? Where did omit the fact that over 50 percent of the the ships make their money—from steerage crew survived the sinking, while a mere 20 or first class? Did the company charge so percent of the passengers escaped the much to carry soldiers home after the First calamity is surprising to say the least. World War that thousands and thousands of One need not be a nautical expert Canadians were left stranded in post-war to include relevant safety records in the France for over a year? Certainly other history of a shipping line. On this point, the shipping companies did. author must be faulted. He relies One cannot fault an author for uncritically on past exonerations, never limiting his approach but Pigott does such considers the possibility of bribes, power an excellent job of describing the shipping and pressure being exerted on the boards line as part of national Canadian history that determining fault and completely fails to one is left hungry for more. What made the compare CP’s safety record against those of “Canadianization” of these ships so other shipping lines. successful? What impact did its branding Balancing this oversight is the have on Canadian culture? Was there back- author’s solid reporting on the technological lash when the ships sank? Did the truth advances that changed the industry. about steerage ever eclipse the selling of Improvements in radars, radio, signalling luxury? and navigational tools are described against This is a fascinating book on a the back story of the unrelenting push little-explored subject in Canadian history. towards sophisticated and safer ocean Canadians would be well served by more travel. writing by this author since his work is both Depending on one’s preferences, interesting and essential. one can either appreciate the author’s “six Post Script – On October14th, degrees of separation” approach to the 2011 the Globe and Mail reported that the passenger list of the wealthy and the last remaining CP steamship, the SS powerful or critique the lack of similar Keewatin, is returning from Michigan to information about the steerage passengers. Port McNicoll, Ontario, where it will be the If people are the focus of this work, then we centrepiece of the revitalization of that port. learn too little about most of them and too Barbara Winters much about a few. Is it really necessary to Ottawa, Ontario note that one passenger later gave birth to the man who would eventually help design the Avro Arrow? 102 The Northern Mariner/Le marin du nord James Pritchard. A Bridge of Ships: over. It established the Canadian Canadian Shipbuilding during the Second Government Merchant Marine (CGMM) World War. Montreal, QC: McGill-Queen’s which was operated by Canadian National University Press, www.mqup.ca , 2011. xxv Steamships. Unfortunately, CGMM was + 438 pp., illustrations, figures, tables, never successful and failed to achieve one notes, bibliography, index. CDN $54.95, of its aims of keeping the shipbuilding cloth; ISBN 978-07735-3824-5. industry thriving. The government lost interest in providing on-going subsidies to The achievement of Canadian shipbuilders keep shipbuilders afloat. Canadian ship and their allied industries during the course owners had little incentive to use Canadian of the Second World War is simply shipbuilders since a favourable tariff astonishing. Surprisingly, this remarkable structure meant they could build ships in industrial effort has remained relatively Britain much more cheaply. unheralded—overshadowed perhaps by a The onset of the Depression of the greater public interest in the wartime 1930s exacerbated the decline of the achievements of the Canadian military— industry so that by the onset of the Second until now, that is. In this remarkable book, World War, it was barely surviving, author James Pritchard, a past President of uncompetitive internationally and CNRS and professor emeritus of history at technically backward. There was very little Queen’s University, tells the complete story specialized allied industry to outfit any in great detail of just how that wartime ships, and there was an extremely limited effort came about. naval architectural design capability in Shipbuilding in Canada has never Canada. This is what makes the results been viewed by the public, and especially obtained during the course of the Second not by the federal government, as critical to World War even more surprising: that it national industrial strength. In the twentieth could be developed from such a moribund century, the industry underwent a series of state into the largest industry in Canada boom and bust cycles with its normal state devoted to the war effort in the space of being closer to bust. It was only during the barely four years—even if it was, again, a two world wars, and for all-too-brief “build-to-print” process. periods after the cessation of hostilities, that The book is organized logically to prodigious output was achieved as the describe comprehensively the organization industry thrived on the desperate need for that the government put into effect to ships to support the Allied war effort. manage and run the expansion of the During the First World War, Canada’s industry; how it coped with the demands shipbuilding capability proved to be a being placed by ever-increasing critical asset for Britain when Canadian requirements for shipping as the war yards turned out submarines, anti-submarine progressed; the impact of material and trawlers and drifters, deep sea cargo ships labour shortages on the competing demands and tankers in relatively significant numbers of new building and ship repair; and, for the account of the British government. ongoing labour and safety issues. The It was a remarkable achievement, even if it author has constructed the chapters so that was essentially a “build-to-print” operation. each is, in effect, a self-contained analysis, In the early 1920s, the federal with its own introduction, main part and government attempted to capitalize on the conclusion. This is particularly well done capability built up during wartime and keep since it does not disrupt the overall flow and employment levels up after the war was cohesion of the narrative. There is an Book Reviews 103 abundance of data presented in tabular form Memorial in Halifax, the corvette HMCS which at times can be overwhelming. Sackville, is a product of the wartime The early chapters addressing the shipbuilding program. On the West Coast, situation in the first years of the war paint a the former HMCS Cape Breton, a wartime picture of a government scrambling to come “Victory” product of the merchant ship to grips with the daunting task facing it with program at the Burrard Shipyard in respect to shipbuilding. There is much to be Vancouver, is an artificial reef near critical about during that period. Politics Nanaimo, BC. Her stern section, rudder, and regional interests, always a major factor propeller, main engine and shaft line are in in Canadian government procurement, loom North Vancouver awaiting display in the large and the role played by C. D. Howe, planned Maritime Centre. the so-called “Minister of Everything,” is Michael Young carefully scrutinized. The author reserves Ottawa, Ontario his strongest criticism, however, for the actions of Royal Canadian Navy (RCN) and its leadership in its handling of the crises in Martin Robson. Not Enough Room to Swing shipbuilding and ship repairing. He also a Cat: Naval Slang and its Everyday Usage. takes to task some naval historians for London: Anova books, , 2010. (Originally seemingly seeking to gloss over the published in 2008). 176 pp., illustrations, inadequacies of the leadership of the RCN appendix, further reading. UK £7.99, cloth; during those crucial early years by pointing ISBN 978-1-84486-073-9. their fingers in other directions. One minor complaint, in the There are already a number of books that glossary and several times in the text, is the categorize and define traditional navy slang, definition of the abbreviation “rpm” when but Martin Robson’s colourfully titled work, referring to ship propulsion. It is defined as Not Enough Room to Swing a Cat, adds “rotations per minute” when the correct much to this genre. Instead the format of term is “revolutions per minute.” many lexicons on the subject, the author There is no doubt that this work is focuses on slang terms that have worked the most comprehensive and accurate of the their way into the common vernacular. few that have been written on this subject. Robson’s book serves as an excellent It is an objective analysis of an incredible introduction to the world of naval slang by industrial achievement and it is a tribute to dealing with phrases and terms that most those who built the ships and made an readers will find somewhat familiar. This is essential contribution to the war effort. The not to say that the work is without criticism, publisher states on the jacket, as does the but the author’s attempt to create a book author in the text, that the industry has that explains many nautical phrases used disappeared from the land and from ashore in a surprisingly wide variety of memory. Hardly; as recent events in ship places, is successful. procurement indicate. Canadian The layout of the book is simple shipbuilding is essentially in a state similar and serves its intended purpose. Arranged to that in which it was in 1939–on life- thematically rather than alphabetically, the support but not dead. It will never thrive in chapters each address a particular theme Canada, but the life-support mechanism is from grog and insults, to corporal government contracts–just as it has been for punishment at sea, with the result that nearly a century. And there are symbols of pieces of slang around similar topics are that great effort still around. The Naval kept together. A brief historical overview of 104 The Northern Mariner/Le marin du nord each theme and its subject matter quickly interested in nautical history or the captures the reader’s attention. Each term is evolution of the English language. typically accompanied by a description Tristan Danner detailing its application outside of the Pensacola, Florida nautical world followed by its traditional meaning and origin, as can best be determined by the author. Humorous Norman Sparksman. Jottings of a Young illustrations depict a literal interpretation of Sailor. Ely, UK: Melrose Books, the slang presented, serving as a pleasant www.melrosebooks.com, 2008. v+157 pp., visual accompaniment to the work. The illustrations. UK £12.99, cloth; ISBN 978- index provides a useful list of terms covered 1-906050-35-1. within the book. Robson’s style offers an enjoyable read that avoids becoming too dry Norman Sparksman was born in Richmond, and academic while still delving into the near London, in 1920, and moved with his actual origin of these phrases and their parents to Belfast, Northern Ireland, in contextual place within modern language. 1925. He was educated at Methodist He admits that he is not attempting to create College, Belfast, and served in the Royal a dictionary of terms or another lexicon of Navy (RN) from 1941to 1946. Jottings of a naval slang, so those interested in finding Young Sailor is a self-depiction of his this level of usefulness from the work are experiences as a “Hostilities Only,” rating advised to look elsewhere. In fact, the (1941-1942) and later, as an officer in the author even recommends several books to Royal Naval Volunteer Reserve (RNVR) those wanting a more complete lexicon. (1942-1946). Due to the book’s emphasis on the The author gives no reason for casual enthusiast of nautical history, Not writing this book, nor any objective for its Enough Room to Swing a Cat falls short of publication. The “About Norman being an academic resource, though it could Sparksman” blurb inside the back cover be used as a good starting point for those states that he is a Life Member of the interested in pursuing further research. Russian Convoy Club and a Holder of the Veterans of the subject matter will likely Arctic Emblem issued by the British recognize the majority of the slang and may Ministry of Defence, as well as the 60th be disappointed that a number of the terms Anniversary Commemorative medal issued seem to lack a source or point of origin. by the Russian government. What sources, Someone new or relatively unread in other than personal memory, were consulted nautical subjects would find this book an in the production of this story are not given, excellent way to familiarize themselves with one exception, a photograph of the with phrases they encounter on a daily “Painted Hall, Greenwich College” (when basis. the author was in attendance in 1942, the Not Enough Room to Swing a Cat, name in fact was the Royal Naval College, does not cover all of the slang terms and Greenwich). Whatever his reasons, he has phrases associated with the sea, but given written a spirited, revelatory, and engaging how enjoyable this book is, a second story of a young man’s passionate desire to installment should certainly be considered. serve his country at sea, despite the Despite any shortcomings, Robson has impediment of less-than-perfect eyesight taken a unique approach to covering the that required the wearing of corrective subject matter presented in this book, which glasses. should have a broad appeal to those Always interested in the sea, ships Book Reviews 105 and anything maritime, Sparksman was a Iceland and Greenland and escorting member of Ballyholme Yacht Club. He first convoys to and from northern Russia. applied for membership in the RNVR in As part of the escort for Convoy 1938, and again, at the outbreak of war, in QP11, HMS Edinburgh, carrying over five September 1939. On each occasion he tons of gold bullion (U.S.S.R. payments for passed a written examination in war materials), departed Kola Inlet, 28 April seamanship, navigation, etc., and then an 1942. Barely 24 hours out, Edinburgh interview board on their practical sustained two torpedo hits from a German application. Similarly, he passed both submarine. The crippled ship was medicals except for the eyesight test, which endeavouring to return to Kola Inlet when it he failed because of “mild myopia,” known was hit by a third torpedo from a German more generally as “short sightedness.” It destroyer the following day. Survivors were was the first of many setbacks throughout taken off and Edinburgh was given the coup his life caused by defective sight. de grace by a torpedo from a British Still anxious to go to sea, destroyer. Sparksman survived wearing Sparksman applied at the naval recruiting only shirt, trousers and gym shoes and spent office where he was accepted as a volunteer three months at Vaenga on the north coast of (there was no conscription in Northern Russia with little or no food. Eventually, he Ireland), enrolled as an ordinary seaman took passage to Iceland, then to Liverpool, telegraphist, and then sent home to await his and so back to Devonport. He had been call-up. Almost two years later, on 18 away nine months, some three months of June1941, he was told to report to the which had been spent ashore in Russia. signals training school in Devonport, one of During that time, he had successfully the three Naval Divisional Ports appeared before an interview board (Portsmouth and Chatham were the others). conducted by his captain, also a survivor Part way through his telegraphy from Edinburgh. After a spell of leave, course, Sparksman was selected for officer followed by further courses at HMS King training. This involved two months pre-sea Alfred (officer-training school at Hove, training; six months sea time on the lower Sussex) the author was commissioned sub- deck on active service; an interview board lieutenant RNVR. presided over by one’s seagoing captain; Selected to be a gunnery officer of successful completion of three junior officer Defensively Equipped Merchant Ships courses at naval training schools; and (DEMS), Sparksman underwent a six-week finally, passing an Admiralty selection gunnery course. Although he did well on board. He accepted, on the understanding the course, fate continued to frustrate his that he could serve at sea as an officer and desire to serve at sea and he was appointed then re-mustered as a CW (Commissions & as a DEMS gunnery inspection officer, first Warrants) candidate in the Seaman Branch. at Belfast and then in April 1945 at After two months of basic seaman training Calcutta, India. The end of the war in at HMS Raleigh, Sparksman joined HMS August 1945 changed the role of the DEMS Edinburgh in November 1941 at Vaalfjord, inspector from arming to disarming Iceland. Edinburgh was a Town class merchant ships. Finally, in June 1946, cruiser, first commissioned 6 July 1939 Sparksman was released from Naval (displacement: 13,000 tons; speed: 32 Service. His resettlement leave expired on knots; armament: 12 x 152 mm in three 14 August 1946, from whence he became turrets, 12 QF 101.6mm). The ship was once more a civilian. engaged in patrolling the straits between Jottings of A Young Sailor is an 106 The Northern Mariner/Le marin du nord eyewitness account of five years of naval on land which left the evidence, even service during the Second World War that though the sailor himself might have been takes the reader along to service ashore and lost somewhere beneath the trackless ocean, afloat, from the Arctic Ocean to the Bay of never to actually be returned to a landside Bengal and places along the way, in the grave. progress of a “raw recruit’ to lieutenant, Nevertheless, there are certain RNVR. It is the story of staunch fellow aspects of the sailor’s life, and death, that who comes across as a convivial messmate, truly do set him apart. One is the relative regardless of the mess. peril that constantly hangs over him. Using A good read for plane or train. historical and modern statistics, the author points out that no profession is more Len Forrest dangerous or has a higher rate of work- Ottawa, Ontario related death and injury. The only profession that comes close is logging. So David J. Stewart. The Sea, Their Graves: death is an ever-present possibility and has An Archaeology of Death and built a culture that grins and bears it, and Remembrance in Maritime Culture (New wherever possible, jokes about it and Perspectives on Maritime History and sloughs it off, even as it hangs overhead like Nautical Archaeology). Gainesville, FL: the sword of Damocles. It makes for a folk University Press of Florida, www.upf.com, group, as the author labels it, that is very 2011. xv +259 pp., illustrations, notes, mutually supportive of its own. bibliography, index. US $69.95, cloth; Another thing that sets apart end- ISBN 978-0-8130-3734-9. of-life issues for maritime culture is that unlike most who more predictably live, die, Do sailors and their culture have a different and are buried on land, the sailor quite often view of death and the afterlife than the rest died at sea, and was either missing entirely of society? And if so, how do their or was formally buried at sea, so nothing memorials—tombstones, memorial plaques, remained of him on land except for the epitaphs, and the like—reflect and reveal occasional memorial stone. Denied the these differences? It sounds fascinating, usual closure that a landside burial brings, and it is ground that hasn’t really been memorial stones and church-wall plaques covered in maritime archaeology, so there have often been the only way to both keep ought to be a lot of interesting new alive memory and register separation. It is information here. After all, the sailor’s quite similar to the sort of grief and whole view of the world, as a culture often frustration endemic to families of those set apart by class, economics, and sheer missing in action (MIAs) in modern times, physical distance has always been though the author unfortunately doesn’t considered out of the ordinary, and explore this parallel. sometimes almost mythical in quality. Finally, the sailor has had a Alas, all the meaty and stimulating traditional skepticism toward religion, and differences one might hope to find out about maritime folklore is rampant with stories aren’t in this book—perhaps, as the author and myths concerning ghosts, spirits, and continually reminds us, because sailors and how to handle them which somewhat their culture aren’t all that different, after parallel landside beliefs but which are not all. Historically, the sailor was ultimately subsumed by traditional Christian doctrines tied to the land, especially at the end of life as they tend to be on land. Despite great when it was usually people and memorials efforts to convert seamen during the Book Reviews 107 eighteenth and nineteenth centuries, the pp., illustrations, tables, appendix, notes, church never really made significant inroads maps bibliography, index. US $29.95, cloth; upon the world of the seafarer. If there is ISBN 978-0-8131-2996-9. any real difference of attitude toward death and dying between sea and land, this is On 22 May 1946, Captain G.M. Gilbert, a where the story lies. The sea is a world U.S. Army staff psychiatrist at the apart, almost like the afterlife itself. The Nuremberg War Crimes Trials, noted in his author touches on it, but doesn’t really give diary that Admiral Chester Nimitz, it sufficient due. Why did the seafarer commander-in-chief of the U.S. Pacific steadfastly remain, in essence, somewhere Fleet had sent a statement to the tribunal in between an agnostic and a pagan, with more response to a request for information. belief in spirits than in the Holy Spirit? The “Yes,” the Admiral had written, “the United author conveniently refers us to the States, like Nazi Germany, had engaged in excellent work of Horace Beck, who does unrestricted submarine warfare from the indeed cover this much more thoroughly, outset.” German admirals, Dönitz and but only suggests further reading. Raeder, were delighted. “You see,” Raeder Throughout, the author refers to cried out, “unrestricted warfare!–anything folklore and folk music as possible keys for is permitted as long as you win! The only insight, but he appears not conversant thing you mustn’t do is lose!” (G. M. enough in either to complete the task, and Gilbert, Nuremberg Diary (Signet his occasional misreferences to both paperback ed., 1961), 316) demonstrate they are not his strong suit. At first glance, Michael Sturma’s That is too bad, because this book almost short book seems to be about a very esoteric gets you there. It spends most of its time in part of the Pacific War; surface action by scholarly setup (and sometimes apologies) American and British submarines against of the ways of classifying the subject, with Japanese small craft. These included junks, too little time in coming to grips with the sailing vessels and very small steamers that heart of it or drawing needed conclusions. did not merit a torpedo spread, or even a As a first step in approaching the subject single “fish,” but that nonetheless, might be from a purely archaeological point of view, carrying materials of war. Such targets it may serve its purpose, but it would be became increasingly attractive, though not nice to see a follow-up that explains just necessarily important, as the war progressed why the sailor regards death as he does, and and the bigger Japanese merchant ships, what the shape of that regard, from an inner especially the all-important tankers, were viewpoint, really is. Lots of circumstantial sent to the bottom. So, one thinks, evidence here, but what it points to, in the Professor Sturma has written a mildly end, is not at all clear. interesting study of a remote corner of a very large conflict. Nothing could be John Townley further from the truth, for in fact, the author Sea Cliff, New York has elevated his subject to a compelling meditation on the nature of modern war. Michael Sturma. Surface and Destroy: The Many of the small craft flagged Submarine Gun War in the Pacific. with the Rising Sun carried at most two or Lexington, KY: The University Press of three Japanese military people; many others Kentucky. www.kentuckypress.com, 2010. were manned exclusively by civilians Distributed in Canada by Scholarly Book (including women and youngsters) or, Services, www.sbookscan.com. x + 248 equally often, by Korean or Malay 108 The Northern Mariner/Le marin du nord nationals. “In reality,” Sturma writes, given food, water, and the best course to surfaced “submarines often sank vessels” at steer toward land. close range with their 3-, 4-, or 5-inch deck In the end, however, many Allied guns and smaller arms “with no knowledge submariners could not escape the of their cargoes and little regard for crews implications of the kind of war they were and passengers. The prospect of being fighting, which, the author brilliantly spotted by enemy planes tended to deter demonstrates, was very much like the Allied hanging around to help survivors.” (p.98) war in the air against both Germany and Set against such callousness (to put the best Japan. Both the air and submarine face on it) is the incontestable fact that in this campaigns were indiscriminate wars of area of warfare as in all the others, the attrition designed to destroy in every way Japanese far outran their Western conceivable the enemy’s ability and will to antagonists. On the relatively few occasions fight. Total war against soldiers and civilians when enemy submarines attacked British and alike was the inevitable result and as the American vessels on the surface, “the author notes, whereas civilian deaths in the Japanese propensity toward atrocities” was “Great War” of 1914-18 accounted for about striking (p.53). Moreover, on several five percent of total casualties, the figure rose occasions, Allied submarine crews to fifty per cent for the Second World War. inadvertently sank Japanese prison ships and Yet as Sturma notes, only wars of attrition learned first-hand from the few survivors from the air and beneath and on the surface their awful mistreatment at Japanese hands. of the seas could bring the enemy to its Coupled with the Pearl Harbor attack, such knees. “According to the United States incidents understandably created a certain Strategic Bombing Survey, bombing did bloodlust among the submarine crews. more than anything else to convince The most inexcusable American Japanese civilians of the futility of action of the war occurred in January 1943 continuing the war. Submarine attacks on when Dudley Walker (“Mush”) Morton’s small craft off Japan’s coastlines reinforced Wahoo torpedoed the Japanese troop the same message.” (p.168) transport Buyo Maru north of New Guinea, One can debate Professor Sturma’s then surfaced to machine gun survivors. argument, but that simply reflects the Morton and his crew insisted that they were enduring value of his work. Highly fired upon from the water and the recommended. commander Pacific Fleet Submarines, Lisle A. Rose Admiral Charles Lockwood, backed him up. Edmonds, Washington But the incident seemed inexcusable to many and it has tarnished Morton’s reputation to the present day. Nonetheless, many an Jean Sutton. The East India Company’s American and British submariner agreed Maritime Service 1746-1834: Masters of the with Morton that the Japanese were fanatic Eastern Sea. Woodbridge, Suffolk: Boydell fighters who had to be wiped out wherever Press, www.boydellandbrewer.com, 2010. and whenever found. They carried such xiv + 320 pp., illustrations, maps, sentiments into battle, and often acted upon appendices, tables, glossary, notes, them. Sturma also includes a number of acts bibliography, index. US $115.00, cloth; of generosity among Allied submarine crews. ISBN 978-1-84383-583-7. Filipino and Malay survivors were taken aboard and brought to freedom when Jean Sutton is the grand dame of the possible. In other instances, survivors were shipping history of the English East India Book Reviews 109 Company. In 1981 she published Lords of nineteenth century. Nor does it overlook the East. The East India Company and its related issues such as the lengthy trial of Ships, a highly innovative study of the Warren Hastings, a great hero in the Larkins commanders of English East Indiamen and family, and the increasing scarcity of timber the hiring of these ships. This book was for shipbuilding. The author tells her story revised and reorganized in 2000 with the well and it makes for good reading. We addition of an extra chapter on the China follow William or Thomas, not William and voyages. But Sutton’s story of the Thomas Larkins! In the course of the book commanders and their ships was not yet the general story gradually prevails. Each complete. These men and their ships had chapter is followed by references and some played a larger role in the Company’s service excursions. What might improve story is than she had yet described. With this book, more information about the financial aspects she focuses on the members of one family— of the voyages for the Larkins. The position the Larkins—with three generations of of commander of an East Indiaman was commanders. William Larkins, from Dover, supposed to be extremely lucrative; many was the first one appointed as an officer on often became ship owners of one or more board an East Indiaman in 1746. His East Indiamen. While there are references to grandson, Tommy Larkins, who returned great profits, there is no indication of the from Canton in 1833, was the last of the rising social status of the Larkins family family commanders. ashore. From about 1800 on, the benefits of The book covers almost a century of command in the shape of private trade East India Company trade to India and outward- and homeward- bound, and profits China. It concludes with a fascinating from transport of passengers steadily summary of the major and minor changes in declined. Tommy Larkins is said to have shipping and the commodities transported finished his life in poverty. Apparently, no during this time span. To mention just one financial data was available in the change: India was the centre point of William Company’s archive and in the family papers. Larkins’ shipping activities while Tommy The English East India Company visited India only once; he always sailed to did not own its ships; it hired its means of China, of course, for tea. The Larkins’ transport. Both ship owners and commanders careers as officers, commanders and ship had the customary rights of the hereditary owners in Company service take up 13 bottom and perpetual command. After four chapters, and Sutton places them handsomely voyages, ship owners would offer a new ship within the wider context of the Company to the Company and the commander was itself. She uses the complete genealogical entitled to its command. This system led to and other details about the Larkins made high freight tariffs and an abundance of available by a descendant of this family to ships. Not until the late-eighteenth century, great advantage. in 1796, was this system abolished and an Sutton’s book is the story of the open tender of ships introduced. All other great British expansion in India, the European East India companies owned their seemingly limitless demand for Chinese teas ships and had their own seafaring personnel in Britain, overseas wars with France, the from boys to commanders on their payroll, decay of the great Dutch East India which was cheaper. The author does not Company (VOC), corruption at home in refer to this striking difference. For one who London and in Asia, the end of the so-called is more familiar with the Dutch East India hereditary bottoms, the increase in ships’ Company, it is interesting to read about the tonnages and British mastery at sea in the great power struggle in India between Britain 110 The Northern Mariner/Le marin du nord and France and the natural presence of their from childhood, through his service in the naval forces in Asia. Financial compensation Corps, his final role as U.S. minister to South became available in 1767, when Parliament Africa in 1944-48, and his retirement. While accepted the dividend bill, in which the Holcomb does not have the public reputation Company would pay £ 400,000 to the of other commandants, such as John Lejeune government annually. In contrast, the first or Alexander Vandegrift, and scholarship on Dutch man-of-war did not appear before his career remains comparatively sparse, 1784! Ulbrich argues that Holcomb was a key leader There are useful details about life on in the Marines’ development, a man who board and the way commanders and their “molded the Corps into the modern mates operated. William Larkins was in amphibious force that helped win the Pacific command of the first flush-deck East War.” (p.1) Although Holcomb was not a Indiaman, Boscawen, in 1748, when its third combat commander in that conflict, the book deck saved ship and crew in a tremendous sets out to prove that his work in Washington storm (p.40). Sutton refers to advances in was critical to the American war effort in the methods of navigation: taking lunar Pacific. observations, using the Hadley’s quadrant, Organized chronologically, the introduction of the Nautical Almanac and Preparing for Victory focuses on the qualities the chronometer and other improvements. that Ulbrich believes made Holcomb a There is also much on life at Canton and superior leader and administrator. In addition Whampoa, although the author seems to to historical analysis, the author brings in have missed Paul A. Van Dyke’s The Canton concepts from the fields of leadership studies Trade. Life and Enterprise on the China and organization theory to explain Holcomb’s Coast, 1700-1845 (Hong Kong, 2005) with success. In what amounts to more than a its detailed information about the workings narrative of Holcomb’s career, the reader is of the Canton port system. Nevertheless, treated to periodic discussions of Holcomb’s Jean Sutton must be thanked for a fine, “emotional intelligence” and his utilization of human-scale book. “progressive management techniques” that streamlined and rationalized the Corps’ Jaap R. Bruijn administration. Leiden, The Netherlands Ulbrich’s book highlights the interpersonal skills that accounted for David J. Ulbrich. Preparing for Victory: Holcomb’s success predating his term as Thomas Holcomb and the Making of the Commandant. His analysis shows that Modern Marine Corps. Annapolis, MD: Holcomb was not only a talented and Naval Institute Press, www.usni.org, 2011. conscientious officer, but also had a knack for 336 pp., illustrations, maps, notes, making friends in high places. A decorated bibliography, index. US $35.95, cloth; ISBN combat commander in the First World War, in 978-1-59114-903-3. peacetime Holcomb impressed superior officers like Lejeune and made connections David J. Ulbrich’s Preparing for Victory is a with key civilians such as Franklin Roosevelt, complimentary look at Thomas Holcomb, a personal friend. In addition, Ulbrich argues commandant of the United States Marine that during the 1920s and 30s, Holcomb Corps from 1936 through the middle of the played a key role in the development of the Second World War. Although most of the amphibious assault and base defense doctrines book focuses on those years, this is a complete that gave the Marines a key role in the Navy’s biography, covering its subject’s entire life, war plans. Coupled with his personal Book Reviews 111 qualities, these experiences explain why acquisition, and combat. Holcomb jumped over eight senior officers to At the same time, Holcomb’s become Commandant in 1936. administrative skills benefited the Corps. As Once in power, these qualities aided Commandant, Holcomb rationalized the his ability to overcome bureaucratic hurdles. administration of the Corps, Ulbrich argues, Ulbrich shows how Holcomb’s personal touch creating a standalone organization that was eased relations with important congressmen not a mere appendage of the Navy. This and senators, as well as skeptical Navy structure also ensured that the Marines had the Department superiors. Despite the Marine ability to develop independently such Corps’ formal status as an appendage of the technologies as the Higgins boat and the Navy, the trust that senior naval officials had “Alligator” amphibious tractor, both crucial in Holcomb allowed him to run the Corps for Pacific War landings. almost as an independent organization. This Lastly, Ulbrich argues that Holcomb success extended to Congress, where succeeded in projecting a public image of the Holcomb’s relations with the House and Corps that ensured it remained an “elite” Senate naval committees at the height of the service even in an age of mass conscription. Great Depression secured adequate funding While this area is marred by an almost for the Corps in a time of miniscule defense apologetic discussion of Holcomb’s prejudices budgets. towards women and minorities, it is one of the During the Second World War, book’s strongest themes. The discussion of Holcomb’s interpersonal skills helped smooth how Holcomb took advantage of modern over teething problems in the heretofore advertising techniques to burnish the image of untested amphibious warfare doctrine. When the Marines and ensure the “right” sort of problems arose between Navy and Marine recruit was an important component of commanders at Guadalcanal in 1942, Holcomb’s stint as Commandant and one of Holcomb went to the Pacific and, in an ad-hoc his key legacies. conference with local naval commanders, Overall, then Preparing for Victory is convinced them to sanction Marine command an excellent book for anyone interested in the of future amphibious operations, a task that history of the Marine Corps or military aided combat efficiency during the war and leadership. Ulbrich has focused his met a long-term organization goal of the scholarship on Holcomb since his M.A. thesis Corps. Upon his return to Washington, he and the years of research come through in his was able to persuade Admiral King, the Chief mastery of the details of Holcomb’s life. of Naval Operations, to cement this pragmatic While his tone is at times too hagiographic, it solution in official Navy doctrine. does not affect the soundness of Ulbrich’s Preparing for Victory identifies three conclusions. Perhaps Holcomb did not “save” main strands of success for Commandant the Corps, as Ulbrich suggests, but the reader Holcomb. From the 1920s on, Ulbrich paints comes away convinced of Holcomb’s Holcomb as intimately involved with the importance to the Marines and victory in the development of the Corps’ two main wartime Pacific War. missions: the defense of island bases in the Ryan Peeks Pacific, and amphibious warfare. Not only Chapel Hill, North Carolina did these roles give the Corps a distinct mission, but they also gave them a key role in the Navy’s plans for war with Japan, which enabled Holcomb to carve out a specialized niche for the Marines in appropriations,