Currently reading… Attack and Die: Civil War Military Tactics and the Southern Heritage by Grady McWhitney and Perry D. Jamieson. Incredible statistics describing the carnage resulting from Confederate offensives against fortified positions.
I’m reading the second half of Archer Jones’ Civil War Command and Strategy: The Process of Victory And Defeat this weekend. He makes an interesting point about the power of informal leadership over formal leadership positing that people find informal leaders just as they create informal organizations. He suggests that George McClellan provides one of the best examples.
As the creator and first commander of that Army [the Army of the Potomac], he had claims to loyalty which his charisma and the appeal of his Peninsula campaign’s strategy intensified. Even after he had left the command, his position of formal leadership, he continued to exercise great informal influence. This often took the form of the officers of the Army of the Potomac displaying hostility to the secretary of war and an unshakable allegiance to the strategy of the Peninsula campaign. No successor in command could ever displace him as the army’s informal leader, a situation which made it difficult for every subsequent commander and limited the ability of the president ad the general in chief to enjoy any widespread, deep-rooted support.
In like fashion, he suggests that Lee uprooted Johnston’s memory because of the three campaigns he conducted in four months and put Lee in the position of informal and formal leader of the Army of Northern Virginia.
Do you agree with his assessment?
Archer Jones, Civil War Command and Strategy: The Process of Victory And Defeat, (New York: The Free Press, 1992), 126.
Edward Hagerman. The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command. Reprint. Indiana University Press, 1992.
In this important work on tactical and strategic military history, Edward Hagerman posits that the American Civil War marshaled in a new era in land warfare colored by the impacts of the Industrial Revolution. He argues that the complete command and control systems of armies was impacted by factors both occurring across the globe (i.e. technological developments in weaponry and transportation) and unique to America: its culture, geography, and history.
Hagerman is clear in setting two broad aims for the book. The first is to provide a new analysis of the “theory, doctrine, and practice of field fortification in the tactical evolution of trench warfare.” The second is to analyze the development of field transportation and supply and its impact of the movement and maneuvering of Civil War armies
Hagerman organizes his study around several themes. The first addresses the ideas and education that informed the American military including the influence of theorists such as Jomini, Clausewitz, and at West Point, Dennis Hart Mahan. Secondly he looks at the organizational change, or lack thereof, in the Army of the Potomac including an explanation of the educational orientation of its leaders. Thirdly he explores the Army of Northern Virginia and the culture and traditions which informed men of the south who entered the military. Next he dives into the emergence of trench warfare and the strategic and tactical evolution that resulted from it. And importantly, he finishes with the evolution of total war and the strategy of exhaustion.
This work should be of particular interest to military historians and even more so to those interested in the American Civil War and its impact on military logistics, the use of technology, weaponology, military tactical and strategic thought, and the concepts of modern warfare and its history.
There is an extensive notes section valuable to the serious student of military history. This is augmented by a “Works Cited” section including listings of primary sources. The introduction to the book provides an exceptional summary of many of the key factors that impacted the war.
Edward Hagerman brings to this study the credentials of academician. He was Associate Professor of History at York University in Toronto, Canada at the time of the book’s publication. He is also the recipient of the Moncado Prize of the Society of Military History.
This post continues from Part I, here.
Jefferson Davis (above) and the Confederate Congress, by contrast, were reluctant to wrestle control of the railroads away from civilian owners. This was consistent with a laissez faire pattern exhibited by Davis on a number of issues involving civilian commercial interests and may have been a response to the populace’s opposition to overbearing centralized government. The consequences were dire for Lee. In the winter of 1862, he found his Army of Northern Virginia completely reliant on its communications. [i]
Above: Pocotaligo, South Carolina – Railroad depot center of image surrounded by rough sketch of soldiers and covered wagons. Circa: 1865
Medium: 1 drawing on tan paper : pencil, black ink wash, and Chinese white ; 14.7 x 21.4 cm. (sheet).
Source: Library of Congress Ref: LC-USZ62-14306 (b&w film copy neg.)
With the mobility, indeed the survival, of the army dependent on the efficient use of the railroads, the railroad owners responded with an assertion of their individual rights. They failed to cooperate. Government shipments were accorded low priority. The railroads over which the animals’ feed had to be transported refused to use the space for bulk fodder. The breakdown of the railroad system led to a crisis in the supply of horses, mules, fodder, and subsistence. The Army of Northern Virginia was left hanging at the end of its lines of communications.[ii]
Above: Warrenton Depot, on the Orange & Alexandria RR, in August 1862. Supply point for Lee.
Davis’ refusal to give greater control to the military for operation of the railroads added to “the weight of this burden of waging war by improvisation within the confines of the Confederacy’s social and political ideals [and] helped break the back of Confederate offensive power.” [iii]
Edward Hagerman notes that problems continued into 1863 as “conflicts between the commissary agents of field commanders and those of the [Confederate] Subsistence Department hampered efficient gathering of available resources.” [iv] The largest obstacle was “the failure of the railroads to cooperate in the distribution of food surpluses from other states to the Army of Northern Virginia. Neither the army nor the government exercised any control over the railroads.” [v] It wasn’t until Lee’s army was faced with starvation that the Confederate Congress intervened. In April of 1863, it “hesitantly” granted Jefferson Davis the “authority to regulate the railroads.” [vi]
The laissez faire-minded Davis was as reluctant to accept the authority as the Confederate Congress was to bestow it. Here was the instrument to prevent a recurrence of the crisis of the past winter. It would enable through scheduling the interchange of rolling stock from one railroad to another. It also would enable the War Department, rather than the railroad owners, to decide on the priority of material to be transported. [vii]
Davis signed the bill into law but Congress ensured its ineffectiveness by failing to approve an “office of railroad superintendent” as proposed by the secretary of war and by sacking the temporary appointee. [viii] “Not until early 1865, far too late, did the Confederacy finally take control of the railroads.” [ix]
[i, ii, iii] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 121.
[iv, v] Ibid., 130.
[vi, vii, viii] Ibid., 131.
[ix] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, 165.