Even though World War II is over and the armistice was signed in 1945, four Japanese soldiers continue to hide on Lubang Island in the Philippines, awaiting official orders from their superior to surrender. They have been forgotten there in the jungle and continue to survive as best they can, dodging the patrols that have gone looking for them to tell them the war is over. They continue to accumulate information on the island for the intelligence services, hoping to be useful when a possible Japanese landing takes place that will drive the Americans out of the island. Years pass and there will be only one Japanese soldier left, Hiro Onada, who will finally surrender in 1974, thirty years later!
The bookis a lesson in survival in a hostile environment. The discipline and resourcefulness that are required to survive and ensure their safety is extremely impressive. Onada, even as he gradually sank into an alternate reality, shows a remarkable tenacity.
Here is a passage that shows the reality of the jungle. I translated it as best as I could: “[…] There are also a lot of bees on the island. Huge swarms fly in the bushy areas at the foot of the mountains. I saw some that were thirty meters wide and a hundred long, flying here and there with unpredictable changes of direction. If we encountered one of these swarms, the only thing to do was to go back to the woods or, if we did not have time, to cover our heads with the canvas of our tent or our clothes and lie down on the ground. If we made the slightest move, they would attack. We had to breathe as gently as possible, until the swarm had passed. “(P.216)
In 1957, bombardments in the neighborhood reassured them that the war continued. But these were military exercises by the Philippine Air Force, not an American attack.
Onada et Qanon
As the years pass, there will be countless opportunities for those soldiers to realize that the war is over. They even had access, for a while, to a radio. It did not matter: whatever was read, heard or discovered by chance was, according to them, only the fruit of disinformation from the enemy.
On reading this real life story, it is possible to make a connection between Onada’s testimony and a follower of Qanon: both cannot accept defeat and believe in an almost divine mission. As Onada himself put it so well: “At that time, Kozuka and I had developed so many fixed ideas that we were unable to understand everything that differed from them. If something did not fit our vision, we interpreted it to give it the meaning we wanted “(p.192).
When a person is gradually made to believe in an alternate reality and decides to cling to it for their mental or physical health, or both, the same conclusion remains: regardless of the evidence, the rhetoric or the new realities that will be presented, that person will continue to persist with his line of thinking. It will take some dramatic event in his life for him to decide to change course and come back to a more objective reality.
Have a good read!
Click on the link for more books on war in my blog.
The book “J’étais le pilote de Hitler” tells a true story that was originally published in 1957. The 2020 French edition, presented and annotated by Claude Quétel, improves our understanding of Hans Baur, one of the founders of Lufthansa in 1926, Hitler‘s personal pilot, but also a high-ranking Nazi SS officer and a close friend of the Führer.
The information offered by Hans Baur is of great interest. Early in Hans Baur’s career, the pilots doing what he did were called aviation pioneers. At the time, planes contained virtually no air navigation instruments that could assist a pilot flying in difficult weather conditions. The Alps are tricky to fly through in good weather, so it gets a lot more challenging in bad weather and in a poorly equipped plane. If we add the freezing conditions, engine failures, cabins that are not heated and that are not equipped with devices providing supplemental oxygen to pilots, then there are flightsthat would be considered something like an “exploit”. This aspect of the book is therefore very interesting.
I also liked all of Hans Baur’s anecdotes about Hitler’s demands on him. Being a pilot for the Führer was no small task. Hitler had very high expectations regarding the performance and the punctuality of his personal pilot, and the latter certainly demonstrated extraordinary abilities to satisfy his superior.
Where we have to be wary is that we are still dealing with an SS pilot, who was a member of the Nazi organization before Hitler took power. We have to question his personal values and what he voluntarily neglected in his book. The regular massacres carried out during Barbarossa Operation in Russia, or the elimination of six million Jews, are not discussed, as the SS pilot maintains he was never involved in politics. He carried passengers without asking questions, but he had chosen Nazism as a political movement. When you are invited to Hitler’s table on a daily basis and are therefore part of his inner circle, it is clear that the Nazi represented by Hans Baur is speaking about more than piloting.
The experience in Russian prisons is described as inhuman by Hans Baur, who has been there ten years. He talks about the transport of German prisoners in cattle cars, very bad food, etc. But I couldn’t help but wonder what planet he lived on to denounce his condition as a prisoner while ignoring the treatment the Germans imposed on the Russians and all the people who were deported and massacred. The Einsatzgruppen were not altar boys. Moreover, Claude Quétel also questioned this remark from Hans Baur, adding that “although very harsh, the living and working conditions in the Soviet camps have nothing to do – as we sometimes read – with those of the German concentration camps.”(p.381).
There are also some inaccuracies and sometimes falsehoods that Claude Quétel does not hesitate to point out. Sometimes these are trivial errors resulting from poor memory. However, other important facts are downright inaccurate. As in this passage where Baur says that Hitler decided to attack Russia four weeks before the start of the war, which is not true. The conquest of the East and of more living space is specifically enunciated in Mein Kampfand is spoken of in a book written while Hitler was in prison in 1923 following a failed coup.
Conclusion
The book « J’étais le pilote de Hitler » is a very interesting book, one more about Nazi Germany. The history of Germany is fascinating and complex, from the time of the Holy Roman Empire to the present day. But it seems that it will always be the twelve years of the Nazi period that will achieve more success in bookstores.
Have a good read!
Click on the link for other books on war in my blog.
Front cover of the book “The Man and His Art” by R.G. Smith
« We had no television in those days, so my evenings were spent reading history or drawing, mostly airplanes”.
“[Lieutenant Commander Beaumont] influenced my life as an artist. […] He participated in Operation Deep Freeze in Antarctica. Where others saw only white and blue in this frigid area, Beaumont found wonderful color and conveyed same in his art. He added alcohol to his paints to prevent them from freezing as he worked in sub-zero temperatures for 30 minute intervals, retreating to a warmer area before going out again”.
“It was Beaumont who taught me composition, color balance, and how to look at a subject and translate the visual image to paper or canvas”.
“Beaumont emphasized it wasn’t necessary to reproduce an exact replica of a scene as long as the end result achieved dramatic impact”.
“Bob Poole taught me […] how to grey down vivid colors. He also taught me that by blending colors, I could add motion to aircrafts and add subtlety to harsh lines”.
“Understanding light and its effects is obviously critical to an artist […]. For instance, as the descending sun caught the side of a rusty tanker, it created a starkly bright copper tone. We learned that if we didn’t try to emulate that color on paper within 30 minutes, the light would be lost, and the rich copper tone would quickly change to a dingy, lifeless brown”.
“Aspiring artists want to know how to draw and paint, but very few want to take the time to learn”.
“Refrain from ever being satisfied with your work. Never stop rehearsing you craft. Every painting is another step in an endless learning curve. Achievement comes from hard work, discipline, and a constant program of practice and learning”.
“Accuracy requires study and thorough knowledge of your subject. […] Generally, more than 50 percent of the time invested in a painting went into research”.
Back cover of the book “The Man and His Art” by R.G. Smith
“As to planning a picture, my approach usually entailed making several sketches of ideas for the scene I wanted to create before deciding on the final composition”.
“Create the background first, knowing beforehand where you intend to place the aircraft, which should be the last phase of your painting”.
“My criticism of much of aviation art today is that many artists feel they must paint every rivet on an aircraft, or every line on a ship. It often appears as though some artists cut their aircraft from a photograph and paste it on the background”.
“[…] the eye and the brain do most of the work, connecting the dots and lines. In other words, you don’t have to include every detail, just a suggestion of detail”.
“Study the works of artists you admire, or whose style you want to emulate”.
“Some artists only see an airplane as a mechanical object. As a result, their depiction of them is mechanical, stilted portraits of aircraft rather than a picture with character, motion, or some measure of dramatic quality”.
“I’m not a complicated man and it has never taken much in the way of material things to make me happy. Most of my pleasures have come from my family, my career, my hobby, my books, and my friends. The wonderful experiences and opportunities that came my way were frosting on the cake”.
Title: The Man and His Art. R.G. Smith / an Autobiography (with Rosario “Zip” Rausa) Author: R.G. Smith with Rosario “Zip” Rausa Copyright: 1999 by R.G. Smith Edition: Schiffer Publishing Limited ISBN: 0-7643-0755-X
Translated from German to French, this book is titled : « L’extase totale – Le troisième Reich, les Allemands et la drogue ». The original title was : « Der totale Rausch. Drogen im Dritten Reich ». The author is a German journalist and documentarist who worked for Stern and Der Spiegel. He has also written four other books. I tried to translate the quotes to the best of my ability.
The research made by the author shows that in the years preceding the Second World War, the German population regularly used drugs to better support the defeat resulting of the First World War. Drug consumption was a standard phenomenon. It became necessary to curtail this habit.
Front cover of the book “L’extase totale” by Normand Ohler
Hitler is thus presented as a « pure role model […], an ascetic, the enemy of drugs who disregards his own needs » (p.25). But if there is somebody in Germany who is becoming a regular user of drugs and who even has access to his own pusher, namely the well-known Dr Morell, it is Hitler.
In the documents presented by the author, Hitler is also described as thePatient A : « Hitler is getting used to repetitive shots and to those mysterious substances flowing in his veins to supposedly invigorate him » (p.37).
In 1937, the Temmler factories create the first German methylamphetamine, also known as « pervitin ». There is a widespread use in the German population as well as in the army. Pervitin is the artificial booster that lasts more than twelve hours, « solves problems » and keeps the German soldier awake for several days : « Use of pervitin becomes as natural as drinking a cup of coffee » (p.44).
The German troops, who sleep every two or three days now, rush through Europe. It is the famous Blitzkrieg. The armour do not stop anymore. While the Allied soldiers must sleep on a rotating basis, the German soldiers charge without taking any breaks, energized with methamphetamine.
Poland is the first surprised. « […] provided with a huge amount of drugs, but without dosage indications, the Wehrmacht attacks the Polish neighbour who is not doped and has no idea of what to expect. » (p.63).
Thirty five million doses are ordered for the army and the Luftwaffe. « The Wehrmacht becomes the first army in the world to widely use chemical drugs […]. A new form of war has appeared » . (p.76)
Peter Steinkamp, a medical historian, states that « the Blitzkrieg was led through the use of methamphetamine, not to say that it was planned with methamphetamine in mind » (p.85).
The German officers do not obey orders anymore, exhilarated by the quick victories : « Guderian […] continues his offensive while he has formally received the order to stop » (p.86). It is the same thing for Rommel who does not obey General Hoth’s orders : « He has lost all senses of danger, [which is] a typical symptom of an excessive consumption of methamphetamine. He maintains his offensive both day and night ». (p.88). Hitler does not control the generals of the armoured divisions who now act in an autonomous mode.
Decided to regain control of his officers, Hitler takes a decision that ignores any military strategy. He orders all his troops to stop during ten days, at a moment when they have almost surrounded the Allied. The German officers impress upon Hitler to complete the military campaign but « Hitler wants to show his ground troops that it is him and nobody else who leads this war » (p.95). At Dunkirk, « more than 340,000 French, Belgian and British soldiers escaped by the sea » (p.95).
Backcover of the book ” L’extase totale ” by Normand Ohler
The author refers to numerous research documents pertaining to extensive drug consumption among soldiers and officers. This habit was present up to the highest military ranks. The German population was also keen to use drugs on an extensive basis : « It does not take long before the number of doses that find themselves in the stomach or blood of Germans exceed the million doses » (p.114)
The melting pot of drugs used on a daily basis by Hitler has an important effect on his judgment. He makes a serious strategic mistake concerning the war raging with Russia. He forbids any retreat of the German troops without his official authorization. The Wehrmacht undergoes heavy losses to the elite Russian divisions « freshly arrived from Siberia » (p.135).
Another important strategic mistake happens in December 1941 when Germany decides to declare war to the United States : « Germany is already exhausted by the fights it wages on multiple fronts, while overseas, the industrial giant is ready for the battle » (p.139).
Hitler’s stubbornness « to refuse to give up an inch of the conquered territory has a more profound reason : that the chimneys continue to work as long as possible in the East, in the extermination camps in Auschwitz, Treblinka, Sobidor, Chelmno, Majdanek and Belzec. Hold all positions until all the Jews are killed. Distancing himself from the human laws, [Hitler] continues his war against the weakest» (p.140).
The author enumerates other military strategical mistakes made by Hitler. He also details the close relation that existed between Hitler and his personal doctor, Dr Morell. The reader learns about the content of Hitler’s daily drug cocktails, among which Eucodal, cocaine and morphine. Benefiting from his close personal relation with Patient A, Dr Morell also increases his personal influence and fortune.
The reader witnesses the Führer’s progressive decline and the consequences of his desperate decisions. It is quite surprising that among all Hitler biographies, his heavy consumption of drugs and their consequences are barely noted.
The end of the book deals with the harsh experiments made on prisoners in the concentration camps.
The book « L’extase totale » allows a different understanding of the Second World War and of the psychology of the German population at the time. The reader realizes the very strong impact of the chemical drugs before and during the war. Even the way the Blitzkrieg is traditionnally presented has to be reviewed.
The advanced technology combined with military strategy and extensive use of chemical drugs initially gave the advantage to the German forces. However, with time, a lack of control on pervitin and other drugs had irreversible negative consequences on a huge number of soldiers and officers. It was the cause of crucial military strategical mistakes. An exclusive identity-based nationalism was also responsible for the loss of millions of human lives.
Trump’s political slogan “Make America great again” does not make any sense when analyzed against the nominee’s words and actions.
You cannot make America great again if your political platform does not present a clear plan of action for the American population. Formulas like “Look at this crowd!”, “We’re going to build a wall” and “I would have liked to punch him in the face” are not promises for a brighter future.
You cannot make America great again if your economic ideas involve isolating America from its long lasting commercial partners. America created 255,000 jobs in the sole month of July (2016). For a country that, according to Trump, loses everything to its commercial partners, it sounds somewhat contradictory. A populist platform will not help the American population grow up and understand how business thrives.
You cannot make America great again by building up tensions between ethnic groups within the United States.
You cannot make America great again by constantly lying. Numerous declarations by Trump have been found untrue.
You cannot make America great again if the few general proposals you put forward contradict each other. Trump promises to lower the American deficit ($23 trillion dollars) and, at the same time, repeats that he will spend billions and billions of dollars to refurbish and bring the military capacity back to what it used to be. This is totally contradictory. It implies that the American population will pay for the new expenses while having to deal with serious cuts in the nation’s budget. Since the rich American does not want to contribute more than he actually does, and that the poor American is already almost unable to survive, it implies that a disappearing middle class will foot the bill. This will not make America great again but instead create the worst internal crisis ever in the United States.
You cannot make America great again by being rude, bullying, insulting and mocking whoever does not agree with you. That attitude does not help to build a greater America.
You cannot make America great again by being condescending towards prisoners of war. While some Americans where being made prisoners of war, Donald Trump was enjoying a comfortable living in the security of his home.
You cannot make America great again by lowering the political debate to a level never seen before.
You cannot make America great again by considering that dictatorship is synonymous of strong leadership. Under this angle, Hitler would be a great leader and we all know the consequences of his actions. Give the presidency to a gigantic and uncontrolled ego and the Americans, as well as the rest of the world, will pay the price.
You cannot make America great again by ridiculing Mexico, an extremely important neighbour. This country is a major commercial partner of the United States and has also a fantastic culture, for whoever is curious enough to open a book and read about it. But it takes curiosity and the feeling that there are other important people around the world than oneself.
You cannot make America great again if the republican vice-president and president nominees contradict each other about very serious matters on national TV, and if the vice-president nominee finds himself unable to defend the presidential nominee’s positions.
You cannot make America great again if the republican presidential nominee does not understand the consequences of being a populist nationalist. The Germans went through that in the past. I have included a video that is worth taking the time to listen to:
Let’s just hope that the current resentment from having received over one million refugees in Germany in a very short time frame will not help the extreme right to gain momentum and repeat the mistakes of the past.
You cannot make America great again by governing on fear. That does not make for a great future. You then have a population who needs several guns per person in order to be able to sleep at night.
You cannot make America great again if you continue to push for the population to be armed like no other country in the world. The shootings among Americans places the country in the top most violent country in the world. You can make America greater by reducing the number of guns in circulation and increasing the control on who can acquire guns.
You cannot make America great again if you do not understand, as a President, what is really going on in Syria in 2016. Summing it up to a simplistic description only adds to the confusion. In Syria, there are war crimes being perpetrated. The civil population and hospitals are deliberately targeted to protect and improve strategic military positions.
You cannot make America great again by stating that Hillary Clinton will be sent to jail if you are elected as President of the United States. This is done under authoritarian regimes around the world, and certainly is not a promise that will help the United States increase its credibility in the free world.
You cannot make America great again by destabilizing your NATO allies, or saying that you would use the nuclear bomb against Europe if necessary.
You cannot make America great again by promising that you will put forward tax reforms that will hurt your own businesses. Somebody who has fought to keep his hotels and casinos alive will not suddenly change his mind if elected President and start putting in place measures that will endanger what he has taken so much time to protect. It is nonsense. The person who is well positioned to modify a tax code that could hurt companies is someone who does not himself own the targeted companies.
You cannot make America great again by electing somebody who hates very frequent briefings. Being President of the United States requires being available, interested and able to listen to the frequent daily briefings. You must have the personality to cope with them, even if you would like to be somewhere else.
You cannot make America great again by staying silent on how to realistically lower the difference in revenues between Americans. I am not talking about equality between revenues, but lowering the extremes between the rich and the poor. This would certainly help to bring the American dream back to life, lower the social tensions and crime rate and give more sense to the theme “Make America great again…”. But I guess we are not there yet…
The 2016 televised political debates on CNN between Hillary Clinton and Donald Trump put forward the topic of racism in the United States. Chicago was specifically mentioned as it detains the national record for violent deaths. The book “Histoire de Chicago” allows, among other subjects, to better understand what feeds social inequalities between Blacks and Whites since the creation of Chicago.
The reader understands that it is not the cultural deficiencies that are at the base of the problems but an institutionalized racism and the economic choices of the different municipal administrations.
The city grew set against a background in which the color of a person’s skin determined the type of work that he or she was allowed to occupy. Eventually, even urban planning was designed so that Blacks and Whites would be separated: the artificial walls created by the construction of the Dan Ryan Expressway or the Dearborn Park are in themselves good examples.
In 2016, the polls show a strong support for the Unites States republican candidate Donald Trump. Trump knows Chicago very well and he had his “Trump Tower” built there.
The republican candidate takes over in his political platform some of the elements that have made the popularity and success of the Daley family who ruled over Chicago for decades: the exploitation of fear between ethnical groups to build and maintain a political power, the idea of building a wall and the use of torture as a simplistic solution to complex problems.
This populism attracts a certain class of American electors who are easily scared by the differences between people and cultures.
The book “Histoire de Chicago” is very much a reflection of what is happening today and the authors do no fear to raise delicate political subjects.
Cover of the book “Histoire de Chicago” by Andrew Diamond and Pap Ndiaye
Chicago
Chicago became a territory of the United States with the Treaty of Paris in 1783. Subsequently, natives progressively lost their lands through different manoeuvers, among them the signature of contracts while they were drunk. Around 1830, when the Indians were definitely gone, the speculative fever started.
Railways
Starting around 1860, Chicago organized itself to become the main hub for the most important railway companies of the United States. The city grew very quickly. Passengers, livestock, cereals and other merchandise had to transit through Chicago. The city depended on the train to grow, and the railway companies depended on Chicago to be profitable.
The rapid growth of Chicago’s population was essentially the driver of migration from Europe (Irish, Germans, Polish and Italians). The evolving and often violent relationships between Chicago’s ethnic groups is well explained in the book.
Retail stores
Just before 1900, the Chicago population witnessed the creation of the first retail stores in which a customer could order through a catalogue and use credit. New categories of employees and managers were added to the working population and helped shape the middle class.
Black immigration in Chicago
Around 1910, there was an important increase in the Black immigration coming from southern United States. Chicago was an abolitionist city. This does not mean that it was favoring racial equality but that it was against slavery. In fact, Chicago progressively became the most segregated city in the United States.
Blacks were massively arriving from southern United States, not only for economic reasons but also to get away from the slavery, racial violence and segregation that was the norm in multiple states. Although far from ideal, the situation in Chicago was better than in the south of the country.
The First World War considerably reduced the number of immigrants coming from Europe. This created a serious problem for a city that was benefiting from numerous military contracts and needed a very high number of employees in its manufacturing companies. This also favored the “great migration”, which is to say “the spectacular intensification of the Afro-American migration towards the North-East and Middle West major urban centers […]” (p.143)
Chicago’s slaughterhouses
Chicago was renowned for the very high number of its slaughterhouses, in particular its pork slaughterhouses. The smell and pollution created by this activity was terrible. Chemical laboratories allowed for the commercial use of all parts of an animal. The writer Georges Duhamel wrote in his book that in Chicago “nothing leaves the slaughterhouse but the squeal” (p.63).
Black workers did not have the right to work in the Chicago steel industry and had to limit themselves to slaughterhouses where they were hired as manual workers. They had no access to qualified jobs.
The Second World War
During the Second World War, Chicago was competing with other major American cities to obtain huge military contracts. The city did not manage its efforts to show it supported the American government. Chicago eventually received billions of dollars for the construction of tanks, tractors, torpedoes, bombs and aircrafts (among them the B-29 bomber aircraft).
To compensate for the lack of manpower, since a lot of men enrolled as volunteers and had gone to war, women massively entered the workforce. Employers saw an opportunity to maximize their profits by reducing the salaries of working women, which corresponded only to 65% of the men’s salary for the same work. This represents the way women were thanked for their effort and collaboration.
Transformation of the Chicago economy
A United Airlines Boeing B747 is taxiing over the expressway at the Chicago O’Hare international airport (on aviation postcard)
Chicago experienced a profound transformation during the ‘70 s. The closure of the slaughterhouses in 1971, and the diminishing demand for steel mills products signalled the end of the industrial era. It was followed by an opening on the international and the development of a new economy based on specialized services like finance, real estate, insurance, marketing, publicity and legal services.
The Chicago mayor, Richard M. Daley, fostered the establishment of a new socio-professional class of creators in the city (design, arts, music, etc.) by considering it like another “ethnic group” who needed privileged space to express itself.
The development of housing estates and complexes during the ‘60s and ‘70 s
During the ‘60s and ‘70s, the Chicago landscape was profoundly modified. Huge housing estates and complexes were built (Magnificent Mile, Sandburgh Village, Marina City, Lake Point Tower, Dearborn Park) where the White population lived, in the north part of the city. The Chicago Tribune said of Dearborn Park that it was “a fortress reserved for Whites and aimed at protecting the financial district against the Blacks”.
The Daley administration had to fight against urban sprawling and consequently favored the construction of skyscrapers to maintain the presence of Whites in the central area while receiving more property taxes. Two stock exchange institutions were created, the Chicago Board of Trade (CBOT) and the Chicago Mercantile Exchange (CME). The creation of those two institutions as well as of the complexes did not do anything to change the dynamic between the Whites and the Blacks.
The racial segregation
Although Martin Luther King was a dominant figure in the fight for the civil rights of the Blacks in the United States, the authors underline that the black population of Chicago had not waited for a leader to promote their rights as they had already started to mobilize themselves years before.
Martin Luther King’s ideas on the integration of Blacks did not receive the support of everyone in the black community, especially the Chicago black politicians who benefited from a special treatment from the Daley machine, which favored the status quo.
Chicago’s mayor Richard M. Daley experienced much success. To stay in power, the Daley Machine “rested squarely on the continued separation and competition between communities”. (p.322-323) The separation between Blacks and Whites was planned and maintained. There was and there are still two Chicagos.
A highway, the Dan Ryan Expressway, was even positioned in such a way that it would create an artificial wall between the Daley’ s district, Bridgeport and the Black Belt: “This was the most massive obstacle that the city could build, other than a wall, to separate the white South Side from the Black Belt” (p.259).
The Daley Machine
We cannot talk about Chicago without underlining the importance of the Daley family and its political machine: “Through an authoritarian control of the “machine”, Richard J. Daley and his son Richard M. Daley, each one in his own style, dominated the Chicago political scene for forty-three years, between 1955 and 2011.
During that period which saw the development and the subsequent decline of modern civil rights, the ghettoization of huge parts of the West Side and South Side, a massive immigration wave from Latin America and the transformation of the city from an industrial giant to a world-class global services economy center, Chicago barely knew one legitimate municipal election or one real debate at the municipal council” (p.16)
There was rampant corruption and secret budgets in the Daley administration. In total opaqueness, the City Hall diverted the funds reserved to disadvantaged neighbourhood and distributed it to the privileged ones.
“[…] While important businessmen, Mafiosi and others who had links with the Daley machine were getting richer, Blacks and Latinos in need were shot in the street or tortured in the precinct’s’ back rooms” (p.394)
Law firms and entrepreneurs gave huge sums of money in exchange for important contracts. The Daley Machine was never short of money.
Beechcraft N35 Bonanza N545T in flight during the years when the Daley family was reigning over Chicago (on aviation postcard)
Racial tensions and repression policies under Mayor Daley
“By the 1930s, Chicago had become, according to the historian Frank Donner “the national capital for police repression” (p.321)
The black migration that took place during the 1940s and 1950s scared the Chicago population that felt besieged. This increased racial tensions that were already present and maintained. It was easier to accept more policemen than social housing.
The muscled tactics of Mayor Daley were the most obvious during the 1968 Democrat Convention, when policemen and 7000 National Guard soldiers “went down hard on the [crowd of 10,000 young protesters] in an explosion of mindless violence” (p.315)
The exploitation of racial fears was quite successful. Daley was defending his policies by saying that “ most people are more worried about a black uproar than of a mayor that orders the use of lethal force to put an end to it and they recognized themselves far less in pacific protesters than in policemen that hit them with truncheons” (p.319).
Media propaganda and the Daley Machine’s police were efficient in convincing the Blacks to respect the established order. Torture was common in the zone 2’s precinct, in the South Side, between 1972 and 1991.
The expected arrival of a new black mayor, Harold Washington, during the 1980’s, increased the fear that everything would change in Chicago. Everything was done to undermine Washington’s candidacy, but he eventually won helped by the black vote.
There were several left-wing political movements which all had their own objectives and were unable to unite under the same progressist banner. This provided the necessary margin of manoeuver to the Daley Machine, who worked in cooperation with the federal authorities to organize the state repression.
Back cover of the book “Histoire de Chicago”
Social problems in disadvantaged neighbourhoods
During the 1995 heat wave, 739 persons died in Chicago. The social precarity helped increase the number of deaths, but it was easier to determine that the victims were responsible of their fate.
The Blacks and Latinos believed, and still do, that the problems related to their school system and neighbourhoods come from some cultural deficiencies, but in trying to understand the real nature of their problems, they overlook the ongoing racism and economic choices of the different city administrations since the creation of the city.
“The 1980 census showed that ten out of sixteen of the poorest neighbourhoods in United States were in Chicago, in the Black Belt, of course”(p.334)
In 2002, Chicago was the American murder capital, with 647 victims. In 2008-2009, the city held the record of students killed in public schools which were gang related.
Today, there are two Chicagos
Today, Chicago benefits from well-defined ethnic neighbourhoods that attract tourists in search of diversity. However, the sustained racial segregation policies have isolated the black neighbourhoods and in 2016 Chicago still has the sad reputation of being the murder capital of the United States.
“The Chicago situation looks more and more like a science-fiction scenario. While part of the city has an economic capacity that sets it among the five first in the world, the other part is frozen in an austerity situation that could very well become irreversible” (p.443)
(Precedent story: carrying a .357 Magnum to Iqaluit)
An American Trans Air Lockheed L-1011being refueled in Iqaluit, Canada, in 1989. I had the opportunity to leave the flight service station (the yellow tower) for few minutes to take this picture.
Before retelling some of the events that happened while I was working at the Transport Canada flight service station in Iqaluit, in the Nunavut (1989-1991), it is mandatory to present few important dates that will allow the reader to understand why the airport was initially an American military base.
1938. Hitler’s ambitions are such that Roosevelt deemed necessary to announce the following: “I give you assurance that the people of the United States will not stand idly by if domination of Canadian soil is threatened by any other empire ».
1939. Beginning of discussions between Canada and United States with regards to joint defense of the North American continent.
1940. Great-Britain was at risk of losing the war against a Germany that was progressing rapidly in its conquest of the European soil. When Denmark was defeated in autumn 1940, fear grew that the Germans would progress westward and establish operational military bases on the newly acquired territories.
Greenland belonging to a defeated Denmark, Germans would be using it to get closer to Canada. At the time, Greenland was the sole commercial source of cryolite, an essential component of aluminum used in aircraft production.
There was also a province which was not part of Canada in 1940 and which presented a strategic interest for an enemy in its war against Canada and United States: Newfoundland and Labrador.
In order for the war not to be fought directly on the North American territory, one had to keep the Germans busy in Europe. It therefore meant that Great-Britain must not be defeated.
1941. Ships carrying short range fighting aircrafts from America to Europe were regularly attacked and sunk by U-boats. It was imperative to change the route. Canadians and Americans were looking for the best sites that could accommodate the construction of runways allowing short range military aircrafts to fly up to Prestwick, Scotland.
This new route was called “Crimson Route” and the stopovers were Goose Bay in Labrador, Fort Chimo (Kuujjuaq) in Quebec, Frobisher Bay (Iqaluit), on Baffin Island in the Nunavut as well as three sites in Greenland (Narsarsuaq, Angmagssalik and Sondre Stromfjord (Kangerlussuaq). The Frobisher Bay coded name became “Crystal Two” base.
1941-42. Germans established the first inhabited weather bases on the Greenland coast in order to facilitate U-Boats operations across the North Atlantic. When those sites were discovered, they were destroyed by American commandos.
1942. U-Boats entered the St-Lawrence seaway and sank Canadian ships.
1942. The site initially chosen to establish the Frobisher Bay airport (the Crystal Two base) was Cromwell Island, located 20 miles south-west of today’s actual site for Iqaluit. This was until a new site was discovered (today’s site) that favored the construction of longer runways and allowed the beaching of flatboats loaded with cargo during the summer period.
A McAllister flat-bottomed barge will soon be unloaded in Iqaluit, during low tide.
A ships convoy carrying thousands of tons of cargo planned for the construction of the Frobisher Bay base arrived at destination. This convoy was nonetheless attacked by the U-517 U-Boat and the cargo-ship Chatham, carrying 6000 tons of material destined for Crystal One and Crystal Two bases was sank.
1943. An German automated weather station was built at Martin Bay, in Labrador, to facilitate the U-Boats operations. This weather station is now in permanent exhibition at the war museum in Ottawa. Pictures have been found were we can see smiling but armed German soldiers taking the pose near the automated weather station. Canada accidently learned about the existence of that weather station in 1980.
German automated weather station in exibit at the War Museum in Ottawa
Many German officers and soldiers who were captured in Europe were sent abroad while waiting for the end of the war. My grandparents, who owned a farm in St-Ignace, Quebec, became responsible, over time, for one German officer and two soldiers. They had only good comments on the behavior and desire of the prisoners to help on the farm.
1943. Both Frobisher Bay runways were now operational, although without being totally completed. The engineers did not have the knowledge of the Russians when it came to maintaining airport runways in the Arctic. Damages caused by permafrost were significant and the runways necessitated a lot of maintenance. The water present under the runways would sometimes surface suddenly and create five meter deep holes. Those runways needed a constant effort to remain usable.
The first runway to be built was eventually abandoned due to a wrong evaluation of the prevailing winds and the dangers associated with the surrounding elevated terrain. Today only remains the runway that we know in Iqaluit, although extended to 9000 feet. The year 1943 recorded 323 aircraft arrivals, of which only a small number made the complete trip to Europe.
1944. War took a new turn. The newly developed long range radars, allied to advanced technology in the detection and attack of submarines, radically diminished the U-Boats threat in North Atlantic. The “Crimson Route” airports were suddenly losing their pertinence. The Canadian government, worried about the massive presence of Americans in the Canadian Arctic, bought the airports from the American government.
1950. Canadians officially took control of the Frobisher Bay airport, but authorized an American presence since this airport had a new strategic importance in the cold war that followed Second World War. The weather station and runway maintenance were taken care of by American forces.
1951-53. A radar station was built on a hill northeast of runway 17-35. This station completed what was then known as the Pinetree line. This line was made of several long range surveillance radar stations; it covered all of southern Canada and gradually curved towards the north to end up in Frobisher Bay. All those stations were inhabited and could order interceptions at all times against potential enemy forces, by means of jet aircrafts.
What is left of the old American military base in Frobisher Bay (Iqaluit), Canada. I took the picture in 1989.
1955. Americans received the authorization from Canada to build a SAC [Strategic Air Command] military base where numerous KC-97 tankers were stationed in support of B-47 bombers operations carrying nuclear armament. The base was built in 1958 and, until the end of its operations in 1963, parking space was occupied by at least seven KC-97. The SAC base was not needed anymore after the new Boeing B-52 bombers and KC-135 tankers were developed.
A French-Canadian military from Quebec at work in Frobisher Bay
Gaston Gagnon during the period where he served as a Canadian military in the communication field, at the Frobisher Bay station of the Pinetree Line in Canada in 1955. He died in 2016.
My uncle Gaston Gagnon was part of the French-Canadian military staff who was in service in Frobisher Bay. He volunteered for service during the Second World War (1939-1945).
War medals (volontary service and honorable service during the Second World War (1939-1945) belonging to the French Canadian Gaston Gagnon who died in 2016
Frobisher Bay, N.W.T., Canada crest
He worked in the communication field during the Cold War and, after he died in 2016, I received some pictures that were taken in 1955 in Frobisher Bay. Those photos also witness of the American presence in Frobisher Bay.
Radar dish at the Frobisher Bay, NWT, Canada Pinetree Line Station in 1955
American soldier posted at the Frobisher Bay NWT Canada Pinetree Line site in 1955
Globe Master C-124 aircraft of the Military Transport Air Service (U.S. Air Force) in Frobisher Bay, NWT, Canada in 1955 serving the Pinetree Line stations during the Cold War.
C-124 Globemaster. Military Air Transport Service in United States (around 1957)
Frobisher Bay, N.W.T., Canada crest
1960. The runway was extended from 6000 to 9000 feet.
1961. The Frobisher Bay radar station, part of the Pinetree line, was closed but the Polevault station remained in activity.
DEW and Pinetree lines over Northern Canada
1963. Americans left Frobisher Bay and gave control of the Polevault station to the DOT [Department of Transport], an older designation of Transport Canada.
Old American military base in Frobisher Bay (Iqaluit)
1964. The radio operator, and later flight service specialist (FSS) Georges McDougall, arrived in Frobisher Bay. All the village inhabitants eventually got to know Georges since he provided air traffic services there for at least thirty-seven years, seven days a week, on shifts work. He progressively became a privileged witness of all the unusual events to happen in the village and at the airport.
Below is a picture of the old DOT hangar and tower.
People and DOT Canada in Frobisher Bay NWT aviation postcard
1987. Frobisher Bay was renamed Iqaluit.
Two Canadian CF-18s holding short of runway in Iqaluit (1989)
1989. Stacey Campbell wrote an article in News North that she titled: “Military Jets Fill the Arctic Skies”. She explained that NORAD (North American Air Defence) regularly held exercises aimed at testing the capacity of Canada’s new radar defense system to detect potential enemies approaching from the north.
The interviewed military officer told Stacey that CF-18 fighter jets, tankers and B-52 bombers, among other types, would be part of the operation. The CF-18’s would temporarily be stationed in Iqaluit, on Baffin Island, and Inuvik for the duration of the exercise. Other types of aircrafts were also involved in that annual test, like the F-15, T-33 and possibly the AWAC although the latter did not land in Iqaluit.
American F-15 landing in Iqaluit
The local Transport Canada flight service specialists (FSS) had to deal with the tight operating schedule provided by a military officer as well as integrate the daily arrivals and departures of private and commercial aircrafts.
At the time, the most useful taxiway, one which was located near the end of runway 35, could not be used since the terrain was too soft. All the aircrafts using runway 35 were forced to backtrack that runway before it could be cleared for other incoming or departing aircrafts. The additional time required for that procedure sometimes gave headaches to the military officer sitting by our side.
American F-15 Eagle airborne from Iqaluit
Canadian T-33s in Iqaluit (1990)
American Starlifter cargo aircraft ready for take-off in Iqaluit (1989)
I remember that the military officer in charge of the mission told us: “If the jets cannot takeoff within the next minute, the mission will be aborted”. It just happened that during the tight window within which the CF-18’s had to be airborne that day, there were many commercial aircrafts like the Avro 748, Twin Otter, Boeing 727 and 737 and other executive aircrafts operating around Iqaluit. There was always a way to please everybody and the military exercise ended the way it was initially planned.
Two Canadian CF-18s in Iqaluit (1989)
Two American F-15 Eagle taxiing for departure in Iqaluit (1990)
This was a period much appreciated by the flight service specialists (FSS) since, for one week during the year, our operations changed radically: we had to respect the imperative needs related to the military exercise as well as continue to provide regular air traffic services.
Six Canadian CF-18s, one Lockheed Electra Ice Patrol aircraft, a Dash-7 and a T-33 in Iqaluit
It was brought to our attention, for having discussed with many pilots involved in the exercise that military forces were kind enough to offer, through our Transport Canada manager, few posters signed by pilots of squadrons involved in the “Amalgam Chief” exercise. Although the manager never deemed necessary to show his staff even one of those posters, I appreciated the gesture from the pilots.
Canadian Armed Forces Boeing B-707 in Iqaluit, in front of the flight service station tower
1993. In order to replace a DEW line that had become obsolete, Canadians and Americans jointly built a new base that would now be used for logistical support for the new North Warning System.
Two Canadian fighter aircrafts CF-18 leaving the runway in Iqaluit.
2006. Extreme cold tests were held in Iqaluit by Airbus for the A-380, the biggest passenger aircraft in the world.
Airbus A380-841 in Iqaluit, Canada, during cold weather testing
2014. Extreme cold tests were held by Airbus for its new A-350 XWB.
2015. Canada was the host of the Arctic Council Ministerial Meeting in Iqaluit. The Council is composed of the following countries: Canada, Sweden, Denmark, Finland, Iceland, Norway, Russia and United States. Joining the meeting were senior representatives of indigenous organisations holding the status of permanent participants.
Dassault completes several cold-soak trials in Iqaluit for its Falcon 6X
Pope Francis visits Iqaluit during his Canadian trip aimed at healing and reconciliation with Indigenous groups and residential school survivors.
2024. An Air France Boeing 797-900 makes an emergency landing in Iqaluit due to a burning smell reported by passengers.
(Next story: The military exercise “Amalgam Chief”: B-52 bombers in northern Canada)
This book is about the daily operations and lifestyle of the people who worked at decoding German messages in Bletchley Park, England, during the Second World War. The reader quickly realizes the incredible impact of the shadow workers on major battles like the Battle of England, El Alamein or eventually the D-Day. Moreover, it allows the reader to enter the Park’s installations to witness the rigor and professionalism of the men and women who worked day and night, through high tension and exhaustion, to accomplish their duties.
The Secret Life of Bletchley Park
Their efforts to obtain results bordered with obsession. Even while sleeping, brains were at work. A major breakthrough happened after a researcher woke up in the middle of the night with a long awaited solution. Naturally, names like Alan Turing, John Herivel or Dillwyn Knox are repeated on a regular basis. But they are just a few in a crowd who played an essential role.
Bletchley Park was highly efficient for many reasons:
1. A wise combination of employees with diversified training and capabilities. A wide cross-section of abilities and general culture were sought after. Women and men working at decoding were gifted with a highly superior intelligence and focusing capacity. Multiple fields of knowledge were required: there were experts in mathematics as much as in history, classical letters or linguistic. Dillwyn Knox, one of the Bletchley stars, was himself an expert in old papyrus. The combination of intelligence resulted in important innovation.
2. The ability to keep a secret: the employees were scrupulously screened and could not walk in any other buildings than the one that they were assigned for their work. If there had been a mole in one of the buildings, that person would not have been able to have a physical access to other buildings to try to acquire secret information. A common goal and a deep understanding about the importance of their sole objective helped the staff to deal with fatigue and keep the unavoidable personal conflicts under control. The discretion about the operations at Bletchley was even maintained by the employees after the war was officially over.
3. A special treatment for the code breakers: even if Bletchley Park was officially created for military purposes, there was no strict military regime implemented: [my translation] “Throughout the years and centuries, we observe that British intelligence is partly a military affair, but is mostly managed by talented civilians”. The code breakers needed a special treatment: [my translation] “It was deemed very important that the “experts” benefitted from enough space and liberty so that their brilliant thinking could be used at its full potential”. They did not have to deal with restrictions and discipline applied to other employees. This objective to avoid useless pressure on highly skilled employees has been repeated in successful international companies aimed at innovation.
4. Collaboration between countries: it is important to mention the essential collaboration between Poland, England and France at gathering results aimed at cracking the Enigma code. Up to the moment that France was defeated, all the found solutions were shared. Besides, Polish cryptanalysts where the first to decipher the codes on the first version of the Enigma machine, results that were shared with the two other countries.
5. The importance of the chance factor in the success of the operations: the chance factor would eventually play a key role in the ability for Bletchley Park to maintain its operations for a prolonged period. In spite of the intense German bombings, very little damage was inflicted to the buildings where the code breakers were working: [my translation] “We owe it to a miracle that only two bombs fell on Bletchley Park […]. Moreover, another bomb fell near the site where Knox and Lever were working, but it never exploded”. Furthermore, two other bombs fell on the Park, also without exploding.
There were nonetheless obstacles to efficient operations. These included the existence of useless levels of administration: primary information starts to be transformed as soon as it is passed to another level for interpretation. The more levels there are, the more the message is transformed. Some people become masters at protecting their own status and job and eventually become superfluous. Because of their higher status, they are harder to dislodge. This situation could not be avoided at Bletchley Park: [my translation] “Our working place is actually overcrowded by intelligence officers who mishandle our results and make no efforts to double check their arbitrary correction”.
A book passage that particularly touched me was the story of three British sailors who swam up to a slowly sinking U-Boat, the U-559, and helped protect and bring back a four rotor Enigma machine (the most complex version) as well as all the Stark keys used with the machine. The two sailors who entered the U-Boat drowned as they had insufficient time to get out on time. The third sailor, who had stayed outside, was able to bring back all the secret material (wisely placed in a sealed bag) to his ship. To get a hold of this Enigma machine and all its keys would be deemed of capital importance to help neutralize the German forces on the oceans.
I conclude with a quote from Mavis Batey which resumes quite well the state of mind of the people who worked at Bletchley Park: [my translation] “You do things or not, but if you don’t act, nobody will do it at your place”.
