Wednesday, 19 February 2020

Motor cars had made their appearance in the closing years of the nineteenth century. By the time that war broke out the efficiency and reliability of the internal combustion engine. On which these machines depended, had improved tremendously and it was only a matter of time before they were adapted for a military role.
Although some experimental armoured cars had been produced in the first decade of the century. It was not until the war years when the situation created a demand that men turned their attention to their development and use. As a result, the armoured car evolved, followed by the tank.
The first armoured cars that appeared in 1914 were modified fast touring cars. Chassis of various manufacturers, including Wolseley, Talbot, Lanchester, Delauney-Belleville and Rolls-Royce were requisitioned and hastily armoured, armed and strengthened to be fit for war. These cars were open-topped and armed with a machine-gun which was able to fire over the side Armour.
Further development, based on bitter experience, was rapid and by first cars with completely enclosed turrets and all-round fire appeared on the roads in France. In the first month of hostilities, as the German Armies swept through Belgium, the armoured cars of a Naval Brigade and a Royal Naval Air Service squadron were transported across the channel to help in the defense of Antwerp.
From their base in Dunkirk, these and others of the Belgian army were used for hitting and run attacks on the advancing enemy. While conditions were favorable the armoured cars were in their element but as the armies dug in and ground conditions worsened. The cars were no longer able to fulfill their main role.
Few armoured cars were used on the Western Front after the first winter and in early 1916 the cars of the RNAS squadron were transferred to other theaters of war where conditions remained suitable enough for their use. In Palestine, Egypt, Africa and on the Eastern Front they continued in use only returning to France in 1918. When the trench line had been broken and warfare returned to the fluid state.
On the Western Front, it was their descendant, the tank, that took over part of their role in France. Due mainly to the efforts and foresight of such men as Colonel E.D. Swinton, Lieutcolonel Hankey, and Winston Churchill, then First Lord of the Admiralty, a Landship committee was formed in early 1915.
It was headed by the then Director of Naval Construction, Mr. Tennyson d'Eyncourt and its main objectives were to explore the possibility of an armoured car that would climb a vertical step of 4ft 6ins and cross a trench ten foot wide. The prototype 'landship' first appeared in September 1915 when No. 1 Lincoln machine rumbled across Hatfield Park.
Its six-cylinder Daimler engine dragging it along at an incredible four miles per hour. A modified version of the tank, affectionately called 'Little Willie' underwent trials on September 19th but even while it was being put through its paces work had already begun on another machine built to a design by a Major Wilson and Sir William Tritton.
This tank underwent its official trials in January 1916 before Lord Kitchener, Mr. Lloyd George, Minister of Munitions, and other representatives of the War Office, at Burton Park, Lincoln. Christened 'Big Willie', 'HMLS Centipede' or, most aptly Mother, she was to provide the basis for the construction of all the tanks built in the war.
As a result of the trials, an order was made for forty machines, but this was subsequently increased to one hundred and fifty. To stifle curiosity and to maintain secrecy various ploys were tried to explain these large tarpaulined shapes that could be seen in railway yards and on trains as they were transported from the manufacturers in Lincoln and Birmingham to their training grounds in the grounds of Lord Iveagh's Elvedon Estate near Thetford in Norfolk.
Someone had the bright idea of painting incomprehensible Russian characters on the side, which, for those who could translate, read, 'With care, to Petrograd'. Discussions followed on what they should be called and of the many suggested three found most favor: 'cisterns', 'reservoirs' and 'tanks.
When the decision was made the word "Tank' took on a new and legendary meaning in the English language. Ten Marks of Tanks' were developed in the years 1915-18. Some never existed beyond the prototype and others were completed after the armistice and were not used in war.
The Mark I Heavy Tank, the direct descendant of Mother' was distinguished by two large rear steering wheels. One-hundred and fifty of these were supplied to the Army before being succeeded by the Marks II and III, also with steering wheels, but whose production numbers did not exceed fifty of each.
Mark IV appeared in April 1917 and was the first type without steering wheels although they had been removed from the earlier tanks when it was discovered that they formed a fragile and unnecessary appendage. Between April and December, over one thousand were made and supplied to the Army.
They were superseded in May 1918 by the more maneuverable Mark V. Each Mark was made in two types, a 'male' which was armed with two 6-pound naval guns and three machine guns, and a 'female' armed with five machine guns. Control of these monsters was a feat and of the crew of eight, four were required to steer and control the tank.
Moreover, communication, so essential for smooth running, was a problem in the dark and noisy confines and although hand signals and electric lights have experimented with a loud voice was essential. From the beginning of his offensive on the Somme in July, Field- Marshal Haig had been eager to use these new war machines. And by the beginning of September fifty tanks of 'C' and 'D' companies of the newly formed Heavy Section Machine Gun Corps were in France.
In the naive hope that they would break the deadlock, they were taken up to the front line and with little time for preparation or training on the new ground the crews were thrown into the fray. On 15th September, after an intensive three-day bombardment, thirty-two tanks (the remainder having broken down) advanced cautiously across no man's land towards an unsuspecting enemy. They set their sights on the fortified villages of Courcelette, Marinpuich and Flers and the trench systems running down to Bouleaux Wood near Combles.





Product You May Interested

Sunday, 16 February 2020

The classic column became a staple of Roman revival architecture in the United States.

The classic column became a staple of Roman revival architecture in the United States.
The classic column became a staple of Roman revival architecture in the United States. 

A Concise History of Nazi

Within three years of their first electoral success, the Nazis acquired political power in Germany when Adolf Hitler became chancellor on January 30, 1933. That evening Hitler stood in the window of the Reich Chancellery waving to thousands of Storm Troopers who staged parades through the streets of Berlin. By June 1940, Hitler toured Paris as the conqueror of the French nation the Wehrmacht had defeated in a matter of weeks. 
The Nazis proclaimed that their Third Reich would be the greatest civilization in history and last for a thousand years. But the meteoric rise of Hitler and National Socialism was followed by an almost equally rapid defeat. The Third Reich lasted a mere twelve years.
By 1945, Hitler was forced to retreat to his underground bunker, where, surrounded by the ruins of his empire, he took his own life. Within the entire scope of modern history, the Nazi era occupies a minuscule span of time. Yet during that brief period, the Nazis instituted one of the most oppressive dictatorships known, launched a world war, dominated most of the European continent, and perpetrated crimes against humanity of staggering enormity. Indeed, the Third Reich drastically altered the political structure of Europe and the course of world history.
For these reasons, nazism still occupies a distinctive place in the collective consciousness of the Western world almost a century after the founding of this political movement. This remains the case long after the end of the Cold War eliminated the postwar territorial, political, and ideological divisions of Europe caused by Hitler’s war. Few other historical developments of such limited duration have plagued our consciences and attracted such widespread interest throughout the Western world so long after the event.
In stark contrast, interest in Soviet Communism has dropped precipitously, despite the significance of that oppressive regime, which lasted seventy years. And for the Germans, the Nazi dictatorship still looms like a dark shadow an “Unmiserable Past”—over the political culture of that nation, even though introduction for the past fifty years the German republic has proven to be one of the most democratic and progressive societies in human history.
The study of the Third Reich has also recently taken on a global dimension, as Chinese and Latin American academics display a serious interest in the subject. And increasingly political scientists and commentators invoke nazism as a historical framework for understanding and assessing militant Islamic movements. From research scholars and university classrooms to popular culture, books, and film, nazism stands as a subject that both fascinates and horrifies. The term Nazi has become almost synonymous with evil itself. For millions of people, the disturbing emotional response to anything associated with the Third Reich has certainly not lessened with the passage of time.
The mere mention of nazism still immediately conjures up in the minds of many persons ghastly images of destruction, barbarism, and the murder of innocents on a massive scale. When historians, philosophers, writers, and even laymen seek an extreme case to substantiate some ethical or moral argument, they often cite an example from the Third Reich. In a Western world characterized by uncertainty and moral relativism, nazism appears to be one of the few subjects about which a universal moral consensus exists. Widespread interest, revulsion, and moral condemnation do not, however, in themselves indicate historical understanding.
Over the decades, I have encountered general audiences and numerous students who have read widely about various aspects of the Third Reich. But often I have been surprised at how little they have grasped the nature of nazism or the reasons for its successes and failures. Despite their general knowledge, they could not explain the ability of the Nazis to seize power so quickly and implement their barbaric policies in such a culturally advanced society as Germany.
Yet these and other key questions are exactly what historians have argued over for almost a century. How could a nation once guided by the brilliant statecraft of Otto von Bismarck follow the reckless foreign policy of Adolf Hitler? How could the humanistic educational ideals of Wilhelm von Humboldt, respected and emulated around the world, be replaced so easily by the anti-intellectualism and hateful propaganda of Josef Goebbels?
Why was nazism attractive to so many, and why did Germans (and others) fail to resist the racial policies of the Third Reich that led to the extermination of millions of human beings? Was the Nazi rise inevitable, the natural culmination of German history or manifestation of a peculiar German national character? Or was it caused by a particular set of historical and social circumstances? Answering such questions and comprehending the essence of this movement requires an understanding that can only be derived from a systematic examination of the origins and history of the Third Reich.
Based upon the major historical studies and the latest research, this book explains the crucial events and factors involved in the rise and fall of Nazi Germany. Although not designed for experts in the field of German history, it covers many important aspects of nazism often neglected in more specialized studies or biographies that deal with only certain dimensions of the Nazi movement or its illustrious personalities. The popularity of this book has remained strong among students and general readers.
However, the enormous amount of important new research and publications on this subject since A History of Nazi Germany first appeared has required several revisions. The second edition reorganized and expanded the text to include the fruits of the burgeoning field of Holocaust studies. It also integrated the new data and interpretations contributed by social history. Social historians, often assisted by quantitative methods, provided competing interpretations of the various social groups from which the Nazis recruited members and voters.
They likewise broadened our knowledge of German women during the Nazi rise to power as well as of the multidimensional relationship women had to the nature and policies of the Third Reich. The third edition continued to reflect the trends in social history while reemphasizing the crucial role played by racial ideology in determining the policies and practices of the Third Reich. This edition showed more of the complexity of social life within the Nazi state.
It clarified the situation of average citizens negotiating their way with both the threatening power behind certain Nazi policies and the strong enticements to acquiesce or collaborate with others. German Christians struggled to preserve a central place for religion in social life against Nazi paganism and euthanasia programs.
Simultaneously, individuals and groups in public, government, and business sectors became complicit in the persecution of the Jews out of economic or institutional self-interest. Although some young Germans were fanatical members of the Hitler Youth, many were as rebellious as an adolescent generation. It was a society, however, whose laws, policies, and expectations were increasingly determined by a Nazi racial ideology based upon a biological and Darwinian perception of life, society, and history.
A fundamental Nazi domestic goal was to purify the Aryan race and German society by eliminating those Germans deemed unfit physically, mentally, or behaviorally. The Nazi objective for European civilization was the ethnic cleansing of the so-called inferior races across the continent through war, enslavement, and genocide.
This racial purification would open the way for the domination of the Aryan master race in the Thousand-Year Reich envisioned by Hitler and Nazi ideologues. This is continuing to incorporate the incessant flow of impressive research published by the outstanding scholars working in the field of German history. The most recent literature has made it necessary to clarify and highlight the ideological and political distinction between nazism and conservatism found in earlier editions.
Although these two forces shared certain common characteristics (nationalism, antiliberalism, anti-Marxism, anti-Semitism, etc.), they were starkly differentiated by their essence and their visions of a future for Germany and the world. Rather than being an extension of the extreme right, Nazism was a unique synthesis of various previously opposing historical forces and ideologies, especially nationalism and socialism. At heart, the Nazis were not only fanatical racialists but truly social revolutionaries. As the advocates of the sweeping revolutionary transformation of society, the Nazis were as much the enemies of conservatives and reactionaries as they were of democracy and the left.
Only by perceiving this significant difference can one truly understand the essence of this new movement, or its appeal to such a wide-ranging constituency of followers and voters. This edition addresses the illuminating new scholarship on war crimes trials and the controversies over German memory and the Third Reich. And among other revisions, it expands coverage of often-overlooked persecuted groups such as homosexuals and Jehovah’s Witnesses.
In addition, given the technological advances in media that have made films readily available as educational instruments, a section has been included in highly recommended documentary and feature films from the period or about the Third Reich. If used properly, in conjunction with relevant readings, such films can bring the period to life while enhancing our understanding of the multidimensional aspects of the Nazi phenomenon.
These films are invaluable tools in grasping the nature and horrific consequences of the National Socialist movement, as well as in comprehending the varied responses to nazism from the 1930s through World War II and into debates over its legacy for contemporary Germany and its historical memory. This new research has been integrated while retaining the strengths of the earlier editions, particularly their brevity and reliability.
One of this work’s most attractive features, however, has been its organization and writing style, which combine narrative storytelling with analysis. Students, general audiences, and historians have found it captivating reading as well as an easily understandable explanation of the origins, nature, and consequences of nazism. The intriguing account of the Third Reich for those seeking a brief, though thematically comprehensive, the study of a subject that retains its historical significance and widespread contemporary fascination.
Product You May Interested




















Wreck of Zeppelin LZ33

On the night of September 24th, 1916, the Zeppelin L33 was brought down by the combined efforts of the London defenses and 2nd Lieut. A de B Brandon of 39 Squadron, flying his BE2c Landing in an almost intact state in a field near the Essex village of Little Wigborough. It provided an ideal opportunity (and the first) for British aviation scientists to study the intricacies and details of Zeppelin technology at first hand.
The information gathered was then used to improve the designs and structure of the ‘R’ series airships that appeared at the end of the war. The account (unsigned) of the wrecking of the Zeppelin L33 is the official report, written at the time and can be found in the archives of the Imperial War Museum, London.
The description of the wrecked ship is extracted from “The Great War’ by H.W. Wilson & J.A. Hamerton which appeared in February 1917. Although lengthy it is interesting for its detail, available for public release only six months after the ship’s crash.

The Wrecking of the Zeppelin L33

There can be little doubt that during the bombardment over East London one propeller had been damaged and a shell passed through her body. She also began to lose gas, though not rapidly, through punctures caused by shell splinters. In getting out of the rays of searchlights at Kelvedon Common she attempted to climb rapidly and appeared to release a smoke cloud. At about 12.30 she was attacked by 2nd Lieut.
Captain A. de B. Brandon, Royal Flying Corps, but his bullets failed in their purpose of bringing her down. The majority of prisoners of the L33 were vague as to the airplane attack which passed off more or less unnoticed by them but were unanimous that the ship was pierced by a shell shortly after leaving the river i.e. over East London.
The aviator continued his close pursuit of the airship which at 12.35 am passed south of Ongar, and at 12.45 am north of Chelmsford. There she began to jettison the cargo. At Broomfield spare parts, two aluminum cartridge boxes and a leather machine gun case were thrown out and at Boreham, a mile or two further, a machine gun followed. At 12.55 am the airship was between Witham and Maldon.
She now began to labor considerably as her height and speed diminished. About 1:00 am she dropped her second machine gun on the grounds of Monckton’, Wickham Bishops. A third machine gun followed at GateHouse Farm, Tiptree. About 1.15 am she went out to sea at West Mersea, but her commander, who in view of her condition, preferred to be taken prisoner rather than to run the risk of drowning with his crew like the men of the L15.
Therefore, almost immediately returned to the coast, and at 1.20 am brought his ship down to earth in a field between Little Wigborough and Peldon, some three miles inland, northeast of Mersea. There a slight explosion took place and the ship took fire, but owing to her great loss of gas comparatively little damage was inflicted upon her, only the outer casing is being destroyed and the front gondola suffering severe damage.
The framework partly collapsed amidships when the casing took fire. She probably dropped a good many bombs (HE) at the mouth of the River Thames on the way over as the number dropped by her in this country, 26, is much less than that usually carried by an airship of her type’.

The Wreck of the Zeppelin L33

The Super Zeppelin was of immense bulk, little inferior to the Lusitania. It displaced 50 tons of weight of air and contained 2,000,000 cu. ft. of gas. Its outer surface was not of goldbeater’s’ skin which in the past was commonly employed for airships but of finely woven Manchester cotton.
On this cotton, delicate wavy lines were printed in black or dark blue. The color effect of the envelope seen from a distance was grey. Closely examined it looked like newspaper covered with the very fine print of a microscopic font.
This material was perhaps adopted to make the airship less visible, though it is also possible that the lines may have been printed to make the fabrics resemble shirting and to enable them to pass the blockade. It was not varnished or treated in any way except, it may be, by a solution rendering it non-flammable. It played in the airship the same part as the thin outer steel plating of a seafaring vessel.
It was tough and very hard to tear, while it would offer no resistance to artillery projectiles unless they had a very sensitive fuse. As the outer steel plating of a sea-going vessel is carried on frames so was the cotton covering of the airship. But whereas the frames of a sea vessel are of steel and are ponderous, in the airship they were of the lightest metal available, an alloy of aluminum, and of a latticework design, with an air of extraordinary fragility about them that made them seem almost fantastic.
Besides these frames there, actually were longitudinal girders running the length of the ship. The enormous skeleton of metal 680ft long and 72ft beam covered an acre of ground and looked as large as a fairy-like Crystal Palace. In shape, the hull was streamlined, which means that the forward end was comparatively blunt and was larger in diameter than the mid-ships portion.
Astern it tapered down and terminated in a fine point at the tail. The general shape of the hull was that of a cigar with 25 sides. In this respect, it differed from the earlier Zeppelins, which were not streamlined and had a bow-shaped similar to the stern, and 17 or 18 sides. The Super Zeppelin’s hull was far more favorable to high speeds.
It seems possible that she may have attained 80mph in fine weather conditions although her average speed would not have been more than 50mph. Within the great cigar-shaped hull were 24 gas-bags made of silk fabric coated with India rubber varnish and gas-proof. Each bag was shaped like a Cheddar Cheese and probably each was fitted with valves, one of which was hand-operated, while the other, an automatic valve for releasing gas when the pressure rose dangerously, was placed in the side of the hull.
Passing through the gas bags by a gas-tight valve and running from end to end of the hull was a great hawser. From these radial wires were carried to each aluminum transverse frame, like the spokes of a cycle wheel run from the hub to the rim of the wheel.
These radial wires kept the gas-bags apart and when the great central cable was tightened – for which a very simple device was fitted – the tension of them was tautened too, and the whole of the framework of the ship braced, exactly as the sails of a sailing ship are braced at sea by tightening the stays and rigging.
The great cable, the existence of which no-one in this country suspected, thus served to keep the hull of the ship together and to relieve the strain on it when it was exposed to gun, fire or wind. On the top of the hull forward was a small platform on which were two 5ins guns, firing a little shell of nearly a pound in weight. Right astern, not far from the apex of the tail, was another station for a single 5ins gun, in a yet lonelier and more dangerous position.
These were the weapons to which the designers of the Super Zeppelin trusted for repelling airplane attacks. These remote stations in the great rustling hulk were reached by ladders or by climbing a catwalk that ran along the keel. This walk gave a means of passing from end to end of the hull, but it was so perilously narrow that it must have strained any but the steadiest nerves. The width of the gangway was only Sins.
Thinnest plywood laid directly on the girder framing. If a man missed his footing he would shoot through the flimsy cotton cover and fall to a certain death, though there was a handhold in the form of a rope to enable him to grope his way in the darkness of the ship’s interior In this dim alleyway, abaft the forward gondola was the bomb chamber where were hooks for 60 bombs, which may have weighed one and a half tons or more.
The Zeppelin hooks were electrically operated by the sixty buttons on the murder keyboard which was placed in the forward gondola. In the form, the buttons resembled bell pushes. When the button was pressed the hook released the bomb, a lever was previously moved which opened a sliding shutter that allowed the bomb to fall.
This device was the crudest possible, and it made accurate aiming out of the question. Anyone who examined it would realize why Zeppelins never hit their targets. A lavatory was also placed in the cat-walk but there were no arrangements for cooking. The gondolas were four in number. Two of these were like large boats about fifty feet long, placed forward and astern.
The two others were smaller and placed abreast on either side of the hull, nearer the center of the ship. The forward one contained the Captain’s cabin with wheels controlling the two rudders for horizontal and vertical movement and other controls for the petrol tanks and water ballast. The gondolas were covered with fabric but had non-flammable celluloid windows.
Abaft the Captain’s cabin was the wireless room which was little more than a cupboard, six feet by four feet and abaft that again was a 240hp Mercedes Maybach Engine with dynamo and two machine guns. The engine drove a propeller immediately behind the gondola and underneath the hull. The two small amidships gondolas each contained a similar engine driving a similar propeller with dynamo and machine gun.
The large gondola astern carried three engines, two of which drove propellers at the side of the airship by level gearing, and a third propeller astern of the gondola and underneath the hull. Each engine was fitted with a dynamo and in the gondola, there were two machine guns. Thus there were six engines each of 240hp, totaling 1440hp in all, 6 dynamos, 6 propellers (four under and two at the sides of the airship) and six machine guns, besides that three. 5ins weapons at the bow and stern.
The petrol tanks of the Super Zeppelin carried 2,000 gallons and were placed in or near the cat-walk so as to keep them well away from the engines. There were many ingenious contrivances, among them an apparatus for releasing the mooring rope by pressing a button. The exhaust from the engines appeared to be carried out through the hull so as to keep the gas warm when cruising in the frightful cold of the upper air. A smoke producing apparatus was fitted.
Like other Zeppelin, this airship was probably equipped with an observation car capable of containing one man which could be lowered 1,000 yards and was connected with the airship by a telephone cable. The report that the gondolas were armored was explained by the appearance of the aluminum of which they were made, and which looked like burnished steel.
The metal was very tough sheeting about a fifth of an inch thick and was strongly stayed. The gondolas appeared watertight and would probably have floated but for the heavyweights they contained the crew numbered 23 men of all sizes and not chosen for their lightness.
They wore very heavy and warm clothing and many of them had special knowledge of East Anglia, indeed one had worked in Colchester. The engines were fitted with silencers and despite these, the noise they made was very great and was noticed all over the place that they landed. Such were these ‘Super Zeppelins’ of which the first seems to have been completed in June. Zeppelin L33 on her tanks bore the mark: ‘H14 7 16’ which probably stood for ‘Herbst (summer) 14th day, 7th month (July) 1916.
Product You May Interested

Wednesday, 12 February 2020

Samuel Eliot Morison -- American Scholar and Historian

Like the Greek historian Thucydides and the American historian Francis Parkman, Samuel Eliot Morison writes his books as much as possible from firsthand experiences. Indirect contact with the events that he recorded in his monumental History of United States Naval Operations in World War II.

Early Life

He was born on July 9. 1887 to John Holmes and Emily Marshall (Eliot) Morison in Boston, Massachusetts at 44 Brimmer Street. That was in a house that his grandfather, Samuel Eliot, a historian and educator, had built. His other grandfather, Nathaniel H. Morison, originally from Peterborough, New Hampshire, had been the first provost of the Peabody Institute in Baltin.
As Morison has related in his autobiographical notes for 20th Century Authors (H.W. Wilson Company, First Supplement, 1955), he was reared in "an atmosphere where scholarship, religion and social graces were happily blended." He attended Noble's School in Boston and St. Paul's in Concord, New Hampshire in preparation for Harvard University, which he entered in 1904.
Charles Homer Haskins and Edward Channing were among the distinguished scholars and professors at Harvard who aroused Morison's interest in history. Receiving his B.A. degree cum laude in June 1908, he went at once to France for a year's study, at the University of Grenoble during the summer and at the Ecole des Sciences Politiques in Paris during the winter.
Throughout his career, Morison has returned to Harvard repeatedly. In 1909 he took his M.A. degree there, and he remained at the university for the next three years (while assisting as a history instructor at Radcliffe College) to work for his Ph.D. degree, which was conferred in 1913.

Scholar and Historian

He gathered his material under the actual stress of battle as a commissioned officer in the Navy. Morison's meticulous scholarship has not interfered with his desire to avoid pedantry and to reach many contemporary readers. He is widely known for his biographies of Christopher Columbus (1942) and John Paul Jones (1959), both of which won Pulitzer Prizes.
Several of his other books have established him as an authority on early American history and on the history of Harvard University, where he taught for almost forty years. New England has been the earliest, the most profound, and the most prolonged of the several major influences on Samuel Eliot Morison's life and writings.
He had followed the suggestion of Professor Albert Bushnell Hart in choosing one of his own ancestors as the subject of his dissertation: his first book, The Life and Letters of Harrison Gray Otis, Federalist, 1765-1848, was published by Houghton Mifflin Company in 1913. After another trip to Europe, in 1913, which he spent partly in the on-the-scene study of the Balkan Wars, Morison taught history briefly at the University of California.
He joined the Harvard faculty in 1915 as an instructor, but three years later enlisted as a private in the Army. Instead of returning to the classroom at the end of World War I, he served as an attaché to the Russian division of the American Commission to Negotiate Peace and was also a delegate on the Baltic Commission of the Paris Peace Conference.
I unsympathetic towards the Treaty of Versailles, he resigned in July 1919 and went back to Harvard in the fall. The courses that Morison taught at Harvard included one on the history of Massachusetts. His enthusiasm for the subject led to The Maritime History of Massachusetts, 1783-1860 (Houghton, 1921).
Which he ranks among his most successful books. It is a result of both scholarly research and the personal observations that he made while enjoying his hobby of sailing up and down the coast of New England. In its fusion of the authentic and the interesting. It is an early fulfillment and illustration of the aims that he set forth in his pamphlet History as a Literary Art, published in 1946 and reprinted in his collection of essays By Land and By Sea (Knopf, 1953).
In 1922 Oxford University invited Morison to become the first incumbent of its new chair of American history. During the next three years, while teaching at Oxford as Harold Vyvyan Harmsworth Professor of American History, he worked on his Oxford History of the United States, 1792-1917, a textbook that met the needs of British readers of American history.
Later, in collaboration with Henry Steele Commager, he enlarged his book into The Growth of the American Republic (Oxford, 1930; fourth revised edition! 1950). Home again at Harvard, where he accepted a professorship in history in 1925, Morison turned to more local subjects. He occupied himself in Builders of the Bay Colony (Houghton, 1930) with early New England and the culture that the Puritans had brought to America.
In 1926 Harvard had appointed him the official historian for its 300th anniversary. By the time the tercentenary was celebrated in 1936, the Harvard University Press had published a book that he had edited called The Development of Harvard University since the Inauguration of President Eliot, 1869-1929 (1930); most of Morison's multivolume Tercentennial History of Harvard College and University, 1636-1936.
Moreover, his more popular survey Three Centuries of Harvard, 1636-1936. The Tercentennial History brought him both the Jusserand Medal and Columbia University's Loubat Prize. Professor Morison deplores the lack of knowledge of foreign languages that he finds in many young historical researchers. He told Earl W. Foell of the Christian Science Monitor on September 29, 1960.
That when he encouraged his students to work on the discovery of America in celebration of the 450th anniversary of Christopher Columbus' discovery of America, they shied away from the subject because of language difficulties: "Nobody was left but poor me to do anything on Columbus."
Following the example of Francis Parkman, who had prepared for his Pioneers of France in the New World (1865) by retracing the routes of the French explorers and living among the Indians, Morison tried to approximate the experiences of Columbus on his voyages to America.
Between 1937 and 1940 he made four trips in sailing vessels in the waters. That Columbus had explored, crossing and re-crossing the Atlantic in 1939-40 as commodore of the Harvard Columbus Expedition. Several of Morison's major books grew out of these adventurous investigations.
The Second Voyage of Christopher Columbus from Cadiz to Hispaniola and the Discovery of the Lesser Antilles (Oxford, 1939); Portuguese Voyages to America in the Fifteenth Century (Harvard. 1940); and Admiral of the Ocean Sea; A Life of Christopher Columbus (Little, 1942).
His work on Columbus, for which he was awarded the Pulitzer Prize in biography in 1943. was hailed as a monument of scholarship. The comments of Lincoln Colcord in the New York Herald Tribune Books (March 1, 1942) reflected the opinion of many reviewers: ''Combining extreme erudition and the art of good writing in almost equal quantities.
The narrative flows like a superb novel, while all the facts and observations are buttressed and re-buttressed with four centuries of references until there is hardly anything left to say." Admiral of the Ocean Sea proved to be an excellent recommendation for Morison when he set out in early 1942 to interest President Franklin D. Roosevelt in his proposal to prepare "a full, accurate and early record" of the part played by the United States Navy in World War II.
Morison has said that the welcome that sailors everywhere gave him as the biographer of Columbus was an even greater advantage to him than his commission as a lieutenant commander in the Naval Reserve, which he received in May 1942. Although he held the title of the historian of naval operations and was given a staff of officers and access to naval documents, he was not an official historian for the Navy.
Beginning in July 1942 with a convoy trip across the Atlantic, during the next three years, Morison covered almost all the battle areas and important naval operations of the war. He was an eyewitness to the North Africa landings in the fall of 1942, participated in the Central Solomon’s campaign in the summer of 1943 and later in the Gilbert Islands assault, visited the beachheads at Salerno and other areas of the European theater.
However, in 1945 saw the battle for Okinawa from the bridge of the flagship Tennessee. He served on some dozen ships during the war, earning seven Battle Stars and the Legion of Merit with combat clasp. Much of Morison's naval history was based on the notes of facts and impressions that he jotted down with a pencil on yellow paper during interviews and battles.
He filed these away, with official reports and other documents, to await the end of the war. He did not begin to publish his History of United States Naval Operations in World War II (Little) until he could examine enemy records. Working for the most part at an office in Harvard's Widener Library, he produced about one volume every year between 1947.

Later Years

When the Battle of the Atlantic: 1939-43 appeared, and 1960, when Victory in the Pacific, 1945 closed the fourteen-volume series. (Victory in the Pacific is the last of the narrative volumes. A fifteenth volume contains a cumulative index and list of errata and various annexes.) Because Morison's work is his own history.
Rather than the authorized or official record of the Navy, he has room for personal judgment in his treatment of Navy heroes and for his own conclusions in considering such questions as the justification of dropping the atom bomb on Japan. Hanson W. Baldwin, the military editor of the New York Times, expressed the view in the rimes Book Review (November 6, 1960).
That among the minor defects of Morison's cycle was an occasional indulgence in "sweeping generalizations impossible to prove or disprove." He found, however, that "the virtues are self-evident a combination of painstaking research and clear dramatic writing in a sweeping pageant of action." During the fifteen postwar years that Morison winked on his naval history he wrote eight other books.
Also, including The Story of the Old Colony of New Plymouth (Knopf, 1956) and Intellectual Life of Colonial New England (N.Y. Univ. Press, 1956), as well as John Paul Jones; A Sailor's Biography (Little, 1959), for which he won his second Pulitzer Prize in biography. Columbia University awarded him its Bancroft Prize in 1949 for the third volume of his history of World War II naval operations.
The Rising Sun in the Pacific, 1931-42 (1948), and in 1962 he received the Gold Medal for History and Biography of the National Institute of Arts and Letters for the excellence of his work as a whole. His autobiographical One Boy's Boston was published by Houghton Mifflin Company in the autumn of 1962.
Since August 1951 Morison has been on the Navy's honorary retirement list in the rank of rear admiral. Since 1955 he has also been retired from teaching at Harvard, having become Jonathan Trumbull Professor of American History, Emeritus, after holding that professorship in active service for almost fifteen years.
Semiretired as a historian, however, he began working on his Oxford History of the American People before the final volume of his World War II cycle was off the press in 1965. Morison has also continued to add to the scores of articles that he has written for scholarly journals and for more popular periodicals like the Saturday Evening Post.
He has been a member of the editorial boards of the New England Quarterly and the American Neptune; president of the American Antiquarian Society, the Colonial Society of Massachusetts, and the American Historical Society; and a Fellow of the American Philosophical Society, the British Academy, and the Royal Academy of History in Madrid.
His many other professional affiliations have included the chairmanship of the council of historians of the Institute of Early American History at Williamsburg, Virginia, trusteeship of the Franklin D. Roosevelt Library, and vice-presidency of the Naval Records Society. Many colleges and universities — Yale, Oxford, Notre Dame, and Columbia, among others, have awarded Morison honorary degrees.
He is a member of the Charitable Irish Society and of several clubs, including the St. Botolph and Somerset in Boston and the Athenaeum in London. His church is the Episcopal. For some forty years he had been a member of the Democratic party, but in 1952 he voted Republican in support of Dwight D. Eisenhower.
Samuel Eliot Morison was six feet one inch tall and has the hale look of a seagoing man. The dignified, somewhat reserved manner generally associated with a Boston Brahmin. Samuel Eliot Morison and Elizabeth Shaw Greene, a painter, were married on May 28, 1910, and had four children, Elizabeth Gray (Mrs. Edward Spingarn), Emily Marshall (Mrs. Brooks Beck), Peter Greene, and Catharine. Morison's first wife died in 1945, and in December 1949 he married Priscilla Barton of Baltimore.
She has accompanied him on his travels to the Far East to revisit the scenes of World War II and on the trips, he took to collect material for his biography of John Paul Jones. She also shares Morison's hobby of sailing his yawl out of Northeast Harbor on Maine's Mount Desert Island, his lifelong favorite vacation resort, which he celebrated in The Story of Mount Desert Island (Atlantic-Little, 1960).
Many his books are Mariner 1955, Freedom in Contemporary Society in 1956, Old Colony of New Playmouth in 1956, William Hickling Prescott in 1958, Nathaniel Holmes Morison in 1957, A Sailor’s Biography in 1959, Story of Mount Desert Island, Maine in 1960, One Boy's Boston, in 1962, Introduction to Whaler Out of New Bedford (1962), and A History of the Constitution of Massachusetts in 1963.

Honors and Awards

Samuel Eliot Morison received 11 honorary doctoral degrees and many military honors, literary prizes, foreign and national awards. The list includes Balzan Prize, Legion of Merit, two Pulitzer Prizes, two Bancroft Prizes and Presidential Medal of Freedom. In 1979, the frigate USS Samuel Eliot Morison was launched, in the honor of S.E. Morison by the U.S. Further, there is a bronze statue of Morison depicting in sailor’s oilskin.

Death

In 1955, when he retired from Harvard University and devoted his rest of life for writing purposes. His home otherwise is still Boston's Brimmer Street. He died on May 15, 1976, at the age of 88 Boston, Massachusetts, U.S. You can read the bibliography of Samuel Eliot Morison on Wikipedia.
Product You May Interested

Tuesday, 11 February 2020

NORTHERN BOULEVARD, LOOKING EAST TOWARD 82nd STREET, SEPTEMBER 13, 1933.

The main shopping district of Jackson Heights. The apartment house at the right, erected in 1914, was the first garden-apartment building built by the Queensboro Corporation. The Boulevard Theater, the first theater in Jackson Heights, is visible just ahead. (Photo by Frederick J. Weber; The Queens Borough Public Library.)
NORTHERN BOULEVARD, LOOKING EAST TOWARD 82nd STREET, SEPTEMBER 13, 1933.
NORTHERN BOULEVARD, LOOKING EAST TOWARD 82nd STREET, SEPTEMBER 13, 1933.