Tuesday, January 26, 1915. Suez and the Rockies.

Ottoman forces attacked January 26, 1915 El Qantara, Egypt on the Suez Canal.

Chilembwe rebels raided a Catholic mission at Nguludi, Nyasaland.

Rocky Mountain National Park was established.

Last edition:

Monday, January 25, 1915. The telephone menace spreads.

Labels: 1910s, 1915, Africa, British Empire, Egypt, German Kriegsmarine, Imperial Russian Navy, law, Lighter than air aircraft, Ottoman Empire, Satire, Sinai, technology, telephone

Automotive Transportation I: Trucks and Lorries

Truck Train, May 1920.

We have, in this continuing series on transportation, looked at trains, planes, ships, and shoe leather.  We're going to start looking at the type of transportation now that's just part of the regular background of our lives, for most of us.  Automobiles.

In doing this, I've broken the topic up into two, and perhaps oddly, I've started with trucks and lorries.  That probably seems backwards, but for what we're doing it really isn't. Transportation by truck has been a major change in the basic distribution system for the nation.

First of all, we probably better get some basic definitions down.  I've used, in the caption to this entry, terms that are somewhat unique to differently localities.  A "truck" is to Americans and Canadians what a "lorry" is to the English.  I don't know why, but they are.  And that's sort of illustrative of what we're trying to address here, which is the commercial vehicle.  A unique hauling vehicle designed to move objects and operated by people, rather than an automobile designed to haul principally people.  We'll get to cars, or sedans, later.

Trucks are as old as the internal combustion engine, which itself dates to basically the second half of the 19th Century. The history of the internal combustion engine is surprisingly convoluted and long, and there are different early engines that could compete for the claim of being the very first such engine. Suffice it to say, for our purposes, the introduction of the internal combustion engine had its way paved by a different type of engine, really, that being the steam engine. And in fact, the steam engine, along with electric motors, competed with early internal combustion engines for the role of individual vehicle power plant for quite some time.  As early as the 1870s, at any rate, such familiar names as Benz and Daimler were introducing internal combustion engines that would be recognizable as ancestors to the current ones.  Rudolph Diesel had designed the early variants of the engine that bears his name by 1893.  Even such theoretically advanced engine features such as the supercharger were 19th Century inventions.

So the early engines were around in the late 19th Century, but what it took to really get the vehicles up and rolling, so to speak as viable alternatives to horse and locomotive was cheap fuel, which oddly enough is rapidly reaching the pinnacle of its cheapness in our very own era.  And that took petroleum exploration.  As this isn't a history of petroleum exploration, we'll forgo looking into that in this thread.  Perhaps we'll look at it at some time in the future.  What it also took, however, was an affordable set of vehicles.

Trucks came in, therefore, quite early, but as practical machines they really began to make their appearance felt just prior to World War One.  By that time, there were some really stout industrial trucks chugging around, and that's basically what they were doing, around American cities.  They were the competitor to draft horses pulling wagons and carts.

They did not all operate exactly the same way that modern trucks do. Some did, with engine and transmission, but others were chain driven, like motorcycles were (and some still are).  But as heavy as they were, they tended to be pretty prone to maintenance problems and they were, in some ways, more comparable to industrial machines than to the modern trucks we have today.

They also didn't stray much into the sticks. They didn't have the range for it, and they were too expensive for many rural users.  Nonetheless, they began to come into military use just prior to World War One.  The U.S. First Aero Squadron was the first fully motorized unit of the U.S. Army and saw deployment in the Punitive Expedition, where its trucks proved as great of value, if not greater, than its aircraft.

U.S. Army Truck Company 28.  Punitive Expedition.

Trucks went on to see widespread use by every army during the Great War and while they did not displace the horse in any role, they were basically proven by the end of the war.  This was so much the case that the United States Army, as part of a grand experiment, ordered a convoy of various types of trucks and vehicles then its possession to cross the United States in 1919, just one year after the conclusion of the war.

 British brewery truck, an early example of a truck directly replacing a role generally filled by horses, in use here to haul cannon parts.

 Light trucks in use by the U.S. Army, World War One.

That convoy proved to be an epic ordeal, which served as much as anything to demonstrate that American roads were really all local, and in some cases nearly impassable, affairs.  But the fact that the trucks did make it proved a point, and it wasn't all that long thereafter when a true interstate  highway system was put into the works.  Indeed, the it already was as Congress had first entered the picture legislatively in 1916, with the Federal Road Aid Act of 1916.  In 1921 Congress passed a new act, the Federal Aid Highway Act of 1921 which provided matching funds for highway construction and acted to have the Army target highways that were vital to national defense.  Therefore, contrary to the general supposition that this first occurred under the Eisenhower Administration, in fact the Army became involved in highway construction, in a fashion, in 1921.  In 1922 the Army had identified 20,000 miles of road that it considered vital.

Road construction boomed in the 1920s, and by the 1930s thousands of miles of paved, or concrete, roads had been put in and the road age had really arrived.  Many of the old dirt public roads, which could really only serve local purposes, and which took hours of travel in order to go even modest distances, were replaced with paved roads that greatly increased the speed of travel.  Small stores and gas stations, in turn, popped up everywhere, as vehicles of the era really only  held a modest amount of gasoline.  With the increase in roads everywhere, an increase in truck traffic came in as well.
 

Fairly typical commercial trucks, 1940.

At first, and for a very long time, most truck traffic really remained only local.  However, even by the 1930s tractor trailers had become relatively common, having made their appearance some time before. So the beginning of longer hauls were there.  These trucks were somewhat modest in size compared to the ones we see now, but they were there and they were used, although more often for intrastate hauls or relatively short hauls, by modern standards.

 

Tractor trailer combinations, 1930.

 Trucks delivering tucks, 1931.

At the same time, the pickup truck very much made its appearance.  At first most pickups were converted cars, with conversions of Model Ts being quite common. But as the type proved so utilitarian soon major automobile manufacturers began to offer them, and they became a staple for small businesses, farms and ranches.  All were two wheel drive at this point.

 Very early example of a truck that would come to be thought of as the pickup truck.

 Pickup truck in farm use, 1930s.

Truck and trailer, late 1930s.

None of which is to say or suggest that trucks supplanted horse and mule drawn wagons by this point. They were starting too, quite clearly, but horse and mules remained very much in evidence the entire time.

Also contrary to widely held belief, the post Great War period, followed by the Twenties and the Great Depression did not see the  Army supplant horses entirely by any means, but it did see the artillery branch, specifically the field artillery, take a huge interest in trucks.

Various nations artillery branches has started to use trucks as "artillery tractors" during World War One, with every major army using some. The heavier the piece, the more likely that an army was using an artillery tractor to tow it.  Following World War One, the U.S. Army in particular had an enormous interest in trucks.  Indeed, the artillery was arguably more interested in trucks than any other branch of the Army.

What the artillery branch found was that there really weren't any artillery tractors of the type that it wanted, and that it new could be built.  Available trucks, for the most part, were two axle, two wheel drive, low geared trucks.  All wheel drive trucks did start coming in during this period, but they were very heavy indeed, and mostly used for very rugged rural enterprises, such as logging. The artillery wanted a truck that was all wheel drive, but still capable of effective road use. As there wasn't such a vehicle, it set out inventing one.

And it was successful, which oddly put the Federal government, for awhile, in the truck manufacturing business.  While these 6x6 artillery tractors proved to be immediately successful, they also proved to be very expensive, and in a nation with such a massive automobile industry, it soon came to be the case that nobody could see a really good reason why the Federal government should be operating a truck company, so this line of truck, during the 1930s, was contracted out as a type to various civilian manufacturers.

 

Marines riding in heavy 4x4 truck early in World War Two. This type would soon be supplanted by 6x6 trucks.

Right about the same time, the Army, having seen the utility of 6x6 trucks, began to desire 4x4 trucks as well, and these were also contracted for.   Just prior to the United States entering World War Two the Army had adopted and was purchasing, therefore, a wide range of all wheel drive trucks, ranging from the newly adopted and very small 1/4 ton truck, the Jeep, to 4x4s and 6x6s.  Other armies were likewise experimenting with fall wheel drive vehicles but no other nation did to the same extent as the U.S, which by the wars end was at any rate supplying at least some trucks to every Allied army.

 

World War Two era Dodge 4x4 truck.  With very little in the way of change, this model would go into civilian production immediately after World War Two.

Four wheel drive trucks brought about a revolution in transportation in rural quarters that has already been addressed by this blog, so we won't go back into it, other than that to say after World War Two every major U.S. automobile manufacturer, and there were more major ones at that time, had experience in building 4x4s.  And as they were offered to civilians, they slowly came to be a major automobile type were today, they are very common.  In my region of the country it's so rare as to see a 2x4 pickup truck that its actually a bit surprising now when a newer one is encountered.  They aren't something you see much, and most automobile lots have only 4x4s for sale here, as a rule.  This hasn't always been the case, but it certainly is the case now.

Following the Second World War the U.S. saw a rising expansion of over the road trucking.  By the late 1950s the US was, additionally, overhauling its Interstate highway system via the Defense Department's budget with new "defense" highways, which were much improved compared to the old Interstate highway system.  With the greatly improved roads, by the 1960s, interstate long haul trucking was in an advance state of supplanting the railroads for a lot of American freighting.  At the same time, the diesel engine supplanted the gasoline engine for semi tractors.  A very uncommon engine for motor vehicles in the United States prior to the 1950s, diesels started coming in somewhere in that period and by the 1960s they'd completely replaced gasoline engines for over the road semi tractors.  Now, of course, diesels have become fairly common for heavy pickups as well, and are even starting to appear in the U.S. in light pickup trucks in spite of the higher cost of diesel fuel.

 

 Mack tractor, 1942.

The change was dramatic, although few people can probably fully appreciate that now, as we are so acclimated to trucking.  Thousands of trucks supplanted thousands of rail cars, and entire industries that were once served only by rail came to be served by truck.  The shipping of livestock, for example, which was nearly exclusively a railroad enterprise up into the 1950s is now done entirely by truck, a change which had remarkable impacts as rail shipping required driving the livestock to the railhead, whereas with the trucks they are simply scheduled to arrive at a ranch at a particular time.  Likewise, businesses that at one time located themselves near rail lines, so that they could receive their heavy products by rail, no longer do, as they receive those items by trucks.  For example, pipeyards, once always near a railhead, are not always today.

Not that the railroads have disappeared.  Indeed, in recent years they've once again been expanding, as they're very cost efficient and even more "green" than trucking, as they point out.  But trucks have, in the past 60 years, gone from something that was really for short hauls, for the most part, to something that is now common for long hauls, and indeed the bulk of American shipping is now done by truck.  Trucks have an advantage in being able to go more selectively and directly from "port to port", and the surface on which they travel is of course, put in by the public, making it a partially subsidized industry.  So they aren't going away soon, in spite of a revitalized rail industry.

And trucks have became part of the American vehicular fleet in a way that would have been hardly imaginable even 50 years ago.  As they've become more comfortable to drive, and easier to drive, they've been a common family vehicle, which is not what they once were.  Pickup trucks used to be pretty much only owned by people who had some need of them, even if that need was recreational.  Now, they're common everywhere.  Indeed, the Ford F150, Ford's 1/2 ton pickup truck, has been the best selling vehicle, that's vehicle, not truck, for the past 32 years.  So, so common have trucks become in the United States that one model of 1/2 tone truck is the number one single high selling model of vehicle.  Pretty amazing for a vehicle that started off as utilitarian and industrial.

On This Day in Wyoming History… 1915: The Wyoming State Bar Association Created | Wyoming Postscripts

On This Day in Wyoming History… 1915: The Wyoming State Bar Association Created | Wyoming Postscripts

Monday, January 25, 1915. The telephone menace spreads.

Lightly armed rebels following John Chilembwe were defeated by the Kings African Rifles.

The Ottomans advanced on Qantara on the Sinai.

Alexander Graham Bell, in New York City, called Thomas A. Watson, in San Francisco, in the first US long distance telephone call.

The German Navy sustained its first Zeppelin loss when an ice up airship went down over the Baltic after bombing Libau, Russia.  The Imperial Russian Navy captured the crew.

The United States Supreme Court determined a pardon is only valid if the person it is the subject of accepts it.

Last edition:

Sunday, January 24, 1915. The Battle of Dogger Bank.

Labels: 1910s, 1915, Battle of Dogger Bank, boats and ships, British Empire, German Kriegsmarine, Malawi, Royal Navy, World War One

Sunday Morning Scene: Churches of the West: Unidentified, Denver Colorado

Churches of the West: Unidentified, Denver Colorado:

Central Denver has a large number of traditional styled churches, of which this is one. Taken from my pickup truck window while stopped at an intersection, I was unable to identify it.

The return of a perennial bad idea, the transfer of Federal lands to the state.

Every few years Wyoming and the other western states get the idea that the Federal government ought to hand over the Federal domain to the states.  The states don't propose to buy, please note, but just get it.

For those who aren't aware, starting really in the 1860s with the Homestead Act the Federal government started taking a different approach to vast tracks of land it acquired by the surrender, acquisition or simply the theft, of lands held by aboriginal title. Aboriginal title was that title held by the native inhabitants, i.e., the Indians.  The Federal government recognized that title, as the Crown had also, but regarded it as a subservient, less perfect, form of title.  Basically, it was inferior as people who lived a wild, aboriginal life, weren't regarded as civilized, and therefore they couldn't have a civilized title.   The concept sort of was that they didn't really know what they had or how they had it, but they did have something.

From very early in the country's history it was the law that only the Federal government, heir to the rights of the Crown, could dispose of aboriginal title.  States and territories couldn't do it.  Up until the Homestead Act, the Federal government generally handed over most of the land it had to the new state upon statehood, but not all of it.  The land it kept were "reservations", and not just of the "Indian Reservation" type.  Washington D. C., which it acquired by donation, is one such Federal Reservation, or was, in spite of its ceaseless nonsensical whining about wanting to become the only city state in the country, thereby elevating a bad idea to statehood level.

Starting with the Homestead Act, however, the Federal government decided that it would keep much of the Federal domain and allow farmers to acquire it directly from the Federal government. This was done in order to encourage the settlement of lands otherwise regarded by most people as wastelands.  The thesis was that by making the land free, or darned near free, people would be encouraged to give farming or livestock raising on it a go.  The Homestead Act was followed by the Mining Law of 1872, which did the same for mining, with mining given a preferential place over everything else.

This was the system for most of the West until the Taylor Grazing Act when Congress recognized that the Dust Bowl conditions in the West then in play, combined with darned near full homesteading, was wrecking everything.  So, it operated to prevent further homesteading entries and to lease the land to agricultural interests.  A law that provided for leasing of oil and gas rights was already in existence. Finally, in the 1980s (I believe) the Mining Law of 1872 was altered to prevent further land patenting.

This system has worked really well. The  Federal government has been a really good steward of the land and the fact that it belongs to all of us has meant that its been open to agriculture, hunting, fishing, and recreation.

So why would the state's have a problem with that?

Well, they do.  Partly that's because the state's see the Federal domain as a source of income, and partially its because local interests always naively imagine the land ending up in their hands.  People who depend on the Federal domain often have a problem sharing it, and they somehow imagine that if it went to the state, it'd go to them, and they'd own it.

And that's why this is a hideously bad idea.

In reality, allowing Wyoming to own the Federal domain would mean, sooner or later, that it would sell it into private hands.  Those backing the bill in the legislature to support this concept deny that, but that is what would happen.  Local pressure from local interest would scream and cry for this until hit happened. And then they'd be stunned when the land all went to big monied interest elsewhere.

For those who support agriculture, mineral extraction and recreation in this state, which is darned near everyone who lives here, there's no better way to mess that up than to support transferring the Federal domain to Wyoming.  Wyoming is always selling little bits and pieces of what it does own, and sooner or later, it'd do that with all the land it owns.  And at that point, locals would basically own nothing, and be able to go nowhere.

This idea is terrible.  The legislature will almost surely pass it.  Let's hope that Congress doesn't support it.  If it were ever to get through, however, this would be the time.  If that's the case, when the day comes when you can't go anywhere on what the Federal government once owned, remember the names of those who proposed this idea and ask them what they were thinking, unless of course you support the concept, and then you can ask yourself.

Postscript

This bill has now been amended such that the proposal is no longer to study the transfer of the lands, but rather transfer the management of them.

That's certainly a much more reasonable, sort of, prospective, but this too is a poor idea.  After all, if the Federal government is paying for the management of the lands, why opt to take on the expense and burden of that task? The answer would no doubt be that there would be more local control, which is true, and which is why the state has chosen to administer such things that it can, such as the Occupational Health and Safety regulations.  Nonetheless, taking on this burden here, which is well done by the Federal government, seem to be a rather poor idea.

Lex Anteinternet: A legal Gerontocracy?

Like a vampire from a movie, the topic I wrote about last legislative session here, is back again:

Lex Anteinternet: A legal Gerontocracy?: There's a bill pending in Wyoming's legislature which proposes to remove the mandatory retirement age for the judiciary, whic...

All my original comments apply to this still bad idea.  Just like last year, the concept of changing the retirement age for judges from 70 years to 75 is still a bad idea.

When legislators backing this concept were interviewed by the Tribune this go around, one of them made the comment that "people are living longer", which is frequently the ill thought out excuse for such things.  People are not, of course, living longer, they aren't dying as young, which isn't quite the same thing.

While it is good that people aren't dying as young, what the impact of that has been, in undeniable part, is that a lot more people are living with dementia than they used to.  This is something that backers of this sort of thing have got to face.  And this isn't an abstraction to me.  My own mother, God bless her, is now well over 75, but she lives with this, and as an impact of that, so do I.  Dementia strikes different people, who are afflicted with it, at different ages, and a lot of people are afflicted with it. By pushing the envelope on the ages of judges, we're pretty much guaranteeing that some will be so impacted while on the bench. When that happens, what do we do, impeach them?  That's not a very dignified end of their service.

And, while I hesitate to say it, perhaps its time to note that at some point the Baby Boomer Generation has to loosen its grip on absolutely everything.  Prior generations did, allowing them to step up to the plate, but as a generation they are remarkably reluctant to.  Recent changes in Social Security eligibility, for example, have not impacted them.  Our current crop of Presidential candidates are all Boomer retreads, or seem to be, again.

This is not to take a shot at the generation, but it's notable that now that they are the generation principally occupying the bench, a Legislature which probably is principally made up of the same generation, now thinks it'd be a good idea to have judges in eyesight of 80 years old, thereby effectively keeping their own generation on the bench.  At some point, things have to go to the young, and even as it is right now that would mean that there'd be a lot of lawyers in this state in their 40s, which isn't exactly young, who'd never get  the chance to serve.

This is a terrible idea. At age 70, a person ought to be able to go on to something else in life.  If they still want to work, they can.  If they don't, they shouldn't have to. But if they're in a public office in the judiciary, by that age they're well outside of the generational cohort they're judging, and it's time to turn it over to somebody younger.

To Our Glorious Dead. A commentary about an uniformed comment I hear fairly frequenlty

On our Some Gave All blog, I have posted an entry on  the All Wars Memorial Toronto Ontario Old City Hall and York County Courthouse Memorial, Toronto Canada.

The reason I further note this here is best reflected by the commentary one of my teachers, an English teacher, made to the class back when my son had her in middle school, that comment being that Canada never has fought a war.

What a moronic comment.

This memorial, as the link above discusses, is in honor of the Canadians who lost their life in World War One (which the Canadians were in much longer than we were), World War Two (which the Canadians were in much longer than we were) and the Korean War.  Just because Canada didn't fight in the Vietnam War doesn't mean it's never been in any wars.  Not by a long shot.

Memorials like this one aren't unique to Toronto.  I have to presume that the people who make such comments have never been to Canada, and haven't ever read any history either.

The changing interior of a city.

Churches of the West: Anglican Church of the Holy Trinity, Toronto Ontario

Every once in a while you'll see something that really demonstrates how a town has changed over the decades. This is one such scene.

This is an Anglican church in Toronto, and its an old one.  Probably because I was seeking to take the photo of the church, you can't tell really how its surrounded on all sides, and I mean all with big tall buildings.  It's right in the middle of them. An artifact of a less built up town.

 

From what my relatives tell me, Toronto has indeed changed a great deal.  It was, at one time, a very English city, but no more.  It's a huge city, and very vibrant. Things are being built all over, and the town has a very cosmopolitan international feel to it.

Sunday, January 24, 1915. The Battle of Dogger Bank.

The Royal Navy defeated the  Imperial German Navy's Kaiserliche Marine  in the North Sea, sinking the German armoured cruiser SMS Blücher with a loss of 792 sailors and disabling the German battleshp SMS Seyditz, with a loss of 159 men, in the Battle of Dogger Bank.

People like to claim that the German and British fleets basically did nothing during the Great War as to surface actions outside of the Battle of Jutland, but it simply isn't true.  The Battle of Dogger Bank was a major action in which the Royal Navy bested the Germans.

The SMS Blücher sinking.

More realistically, the Germans were simply bested by the British routinely until prudence demanded that it stay in safe harbors as to surface vessels.

The Germans, it might be noted, used Zeppelins in the battle, but without much effect.

Rebel leader and Baptist minister John Chilembwe split up his forces, sending one group to the towns of Blantyre and Limbe in hopes of capturing weapons from stores owned by the African Lakes Company.  The other group went to a plantation owned by the  A. L. Bruce Estates, also for weapons.

On the same day, Chilembwe requested German aid, a naive assumption about German goals in the war.

Last edition:

Saturday, January 23, 1915. The Chilembwe Uprising.

Labels: 1910s, 1915, Africa, boats and ships, British Empire, Henry Cabot Lodge, Industry, Malawi, Predictions, Royal Navy, U.S. Navy, United Kingdom, World War One

Saturday, January 23, 1915. The Chilembwe Uprising.

African Baptist minister John Chilembwe lead an uprising against British colonial rule in Nyasaland, Africa (now Malawi).

The Austo Hungarians commenced an offensive against the Russians in the Carpathians.

There were growing concerns, and predictions, about the US entering the Great War.

Interesting how those read.  Henry Cabot Lodge was sure we'd get in the war, and was correct.

And industry was predicated to end social unrest.

It was Saturday.  Judge went an age old theme:

Others went with war.

Last edition:

Friday, January 22, 1915. Similar strategies.

Labels: 1910s, 1915, Battle of Hartmannswillerkopf, Cameroon, Disaster, French Army, German Army, German Empire, Mexican Revolution, Mexico, Railroads, Siege of Mora, World War One

Friday, January 22, 1915. Similar strategies.

Cartoon from January 22, 1915.

French troops on Hartmannswillerkopf summit in Alsace surrendered while Allies cut off food and water to German defenders on Mora mountain in German Cameroon.

A train from Guadalajara, Mexico derailed and plunged into a canyon, killing resulting in the deaths of over 600 passengers.

Oddly enough, on the same day this train carrying Carranza's troops was photographed.

Last edition:

Friday, ,January 21, 1915 Kiwanis established.

Labels: 1910s, 1915, Battle of Hartmannswillerkopf, Detroit Michigan, French Army, German Army, Service Organizations, World War One

Friday, ,January 21, 1915 Kiwanis established.

The nation's first Kawana's Club was founded in Detroit as the Supreme Lodge Benevolent Order Brothers.

French troops on the Hartmannswillerkopf summit surrendered after running out of ammunition and supplies. 

Last edition:

Wednesday, January 20, 1915. Coast Guard and Dungeness National Wildlife Refuge established.

Labels: 1790, 1790s, 1791, 1910s, 1915, Conservation, U.S. Coast Guard, U.S. Life Saving Service, U.S. Revenue Cutter Service, U.S. Revenue Marine, Woodrow Wilson

Lex Anteinternet: $40/barrel? The layoffs continue

Lex Anteinternet: $40/barrel?:   Driven by Saudi Arabian efforts, the price of petroleum oil is falling through the floor.  When I last checked, it was down under $70...

Just recently it was announced that Schlumberger was engaging in substantial layoffs.  Now the news comes that Halliburton is laying off 1,000 employees, and Baker Hughes, which Halliburton is buying, is laying off an additional 7,000.

Layoffs of this level are pretty hard to ignore, and at some point the slowdown becomes more than that, due to its own inertia.

Today In Wyoming's History: Lost Hitler albums

Today In Wyoming's History: Lost Hitler albums: Lost Hitler albums

Today In Wyoming's History: Joel Hurt – Sheepman - Mayor- Senator – Murderer

Today In Wyoming's History: Joel Hurt – Sheepman - Mayor- Senator – Murderer:

Joel Hurt – Sheepman - Mayor- Senator – Murderer

Note that the amount of the initial investment in the sheep ranch, $200,000, was truly a huge sum, if the effects of inflation areconsidered. Well into the millions in today's money.

This is telling in that we often get the idea that homestead was "free", which it wasn't.  Even quite a few modest homesteads reflected years and years of savings being invested in a very small start up enterprise.  But beyond that, there were large outfits like this, that absolutely enormous initial investments.

TM 9-1575 Ordnance Maintenance: Wrist Watches, ...

TM 9-1575 Ordnance Maintenance: Wrist Watches, ...

Wednesday, January 20, 1915. Coast Guard and Dungeness National Wildlife Refuge established.

Congress passed the Coast Guard Act, which established the United States Coast Guard by merging United States Life-Saving Service and the United States Revenue Cutter Service.  Overall, the Coast Guard would come to absorb a large number of small maritime services.

It was modeled on the Navy, but part of the Department of the Treasury.  The 1790 date in its seal is the date the United States Revenue Marine Service had been established.

For years it was part of the Department of the Treasury during peacetime, but as wars have become smaller its oddly been the case that the country thought it needed more than than the two original armed services. There are now a total of six, of which the Coast Guard is one.  It's been transferred from the Treasury, where it really should have remained, to the Department of Homeland Security.

Bring back the War Department.

President Wilson established the Dungeness National Wildlife Refuge in the State of Washington.

Last edition:

Tuesday, January 19, 1915. Air raid. Neon lights.

Labels: 1910s. 1915, Advertising, British Army, German Army, German East Africa, German Empire, Lighter than air aircraft, technology, World War One

Would the ABA please gete over its "Big Law" Obsession? And over itself too?

This is a post I started, actually, some years ago, but I never finished it for a variety of reasons.  Nonetheless, as I am an ABA member, and as I get disgusted with the ABA from time to time, I haven't "trashed" the old draft, and I'm finally completing it.

Anyhow, this, no doubt, is something that only matters to lawyers, and quite frankly only to a tiny number of lawyers at that, but the ABA needs to get over its obsession with "Big Law." At the same time, "Big Law" needs to get over itself, and so does the ABA.

Now, no doubt many non lawyers, upon hearing that term, would wonder what "Big Law" even is.

Well, Big Law is a term that legal commentators, within the legal community, have tagged on Super Sized East Coast law firms.  Like many Super Sized East Coast things, they're irrelevant to people in the country otherwise, but those who are located there are seemingly so fascinated with them, that they can't grasp the irrelevance.  Think of it like New York City. . . a vast metropolis that has passed its importance long ago, but doesn't realize it. And think of the ABA, in these regards, as a The New York Times, a once great public organ which is now a local newspaper, but which still believes that it speaks to the world, rather than wrap fish in Queens.

The ABA is constantly obsessed with what's going on in Big Law.  Members of the ABA can subscribe to some email lists which supposedly will inform you in on this or that, and one of the things you are going to see constant commentary on is Big Law.  Some big partnership back east will be laying people off, or the starting salaries of Big Law associates will be lower this year than last.

Well, so what?  It doesn't matter to most lawyer, or most clients.  Indeed, it doesn't matter to most "big time" lawyers.

But the commentary on it is so constant that other legal venues have picked it up. The legal Blawgs are full of "Big Law."

A dirty little secret of all of this is that a lot of Big Law commentary isn't about Big Law at all, but just regular old firms.  If all the people who claim Big Law angst really worked for law firms employing the same number of people who lived in the Ottoman Empire, there would be no lawyers left employed by anyone else.  I suspect that people who Blawg have, in their minds, converted their former occupation in a mid sized Mid Western firm to Big Law.

And maybe they should have, because much of the commentary and angst expressed about Big Law is really just stuff about general law.  Big Law seems mostly distinguished from regular old law by its size, salary, locations, and probably the deluded corporate desire of big corporations to make sure that they they hire big.

For the most part, Big Law doesn't matter.  Even the really big firms in big cities that handle lots and lots of important stuff in most places seemingly don't qualify as Big Law. So lawyers in a the Denver firm of Big, Huge, Giant and Titanic, which might have an office up in Casper and down in Albuquerque, don't count.  And certainly that century old firm downtown employing ten or twenty lawyers doesn't count either.

Frankly, except to the ABA, for most of us, Big Law doesn't count.  I don't care what some white shoe firm in New York does.  It doesn't matter to me.  Shoot, chances are good that I'll have a higher career total number of trials than most of them do, if I don't already.  I'll never make the money their lawyers do, but I've never paid New York rent nor have I had to live in a place so undesirable as New York.  I win.

But the ABA looses.  It should just ignore the Big Law firms this year and focus on what most real lawyers do.

And while the ABA is at it, it can dump social activism for the year.  I don't care, and nobody else does, on what the shining lights at the ABA think about gun control, or any such thing. Frankly, just because we're lawyers doesn't make us experts on social issues of any kind, and lawyers have been on both sides of every issue that ever was.  The fact that the ABA feels itself compelled to bother with issues is one of the reasons that its becoming increasingly irrelevant to real lawyers.

Indeed, if the ABA wants to make itself relevant, it ought to go back to its century old roots and focus on practice standards.  It could do that by working towards making legal education more rigorous and less frequent.  As shocking as it may sound, it would be doing the law a favor if it advocated for fewer people to go to, and get through, law school. And it should do something about the fact that in an increasing number of American states bar applicants aren't tested on their state's own laws.  If they want to be really bold, they could argue that judges should never be elected to office and ought to go off the bench when they hit 70, even if their Federal judges. I don't see the ABA making any of those arguments soon, however.

At the same time, we'll we're at it, perhaps everyone can just get over the Ivy League law schools.  Yawn.