Daily Archives: 21 August 2016

Czech and Slovak Secret Agents in the U.S., World War I

From Dreams of a Great Small Nation: The Mutinous Army that Threatened a Revolution, Destroyed an Empire, Founded a Republic, and Remade the Map of Europe, by Kevin J. McNamara (PublicAffairs, 2016), Kindle Loc. 2257-2284:

That “the world must be made safe for democracy” remains perhaps the most famous of Wilson’s utterances, a line that reverberated then, as now, in one of the most highly regarded US presidential speeches of all time. It also elicited one of the most raucous outbreaks of applause in Congress. “Lansing’s argument was not lost on the president,” says diplomatic historian George F. Kennan. “The view he put forward not only found reflection in the message calling for a declaration of war, but soon became the essence of the official interpretation of the purpose of America’s war effort.”

ANOTHER FACTOR CONTRIBUTED to the White House’s push for a declaration of war: Emanuel Voska’s campaign to unearth and publicize the efforts by Austria-Hungary and Germany to finance espionage and sabotage inside the United States. Having returned to the United States, Voska waged a counterespionage campaign against spies and saboteurs of the Central Powers. Known as “Victor,” Voska managed eighty-four agents and supplied information to British and US intelligence while also operating a global intelligence and courier service for the Czech and Slovak independence movement. Historian Barbara W. Tuchman calls Voska “the most valuable secret agent of the Allies in the United States.” George Creel, the combative propagandist who led Wilson’s Committee on Public Information, called Voska “the greatest secret agent of the war.”

Vienna’s ambassador to the United States, Konstantin T. Dumba, was expelled in September 1915 after British intelligence intercepted—with Voska’s help—documents indicating that Dumba was conspiring to foment labor unrest among Habsburg subjects working at US steel and munitions industries. His successor was never formally accredited. German ambassador Johann von Bernstorff and two military aides, Captain Franz von Papen and Captain Karl Boy-Ed, were earlier implicated in schemes to violate American neutrality, including covertly supplying goods to German vessels, which invariably had Czech or Slovak crew members, and the two aides were also expelled. And there was the infamous Zimmerman Telegram, the leaked diplomatic communication named for the German foreign minister who offered Mexico the states of Arizona, New Mexico, and Texas in return for joining the Central Powers in a declaration of war against Washington. The telegram was given to the US government in late February 1917.

“These great political conspiracies,” Vojta Beneš wrote to Masaryk, “by which the official participation of Austria-Hungary and Germany in the crimes against American munition industries [has] been ascertained, have been exposed solely by Mr. Voska.” Beneš added, “Mr. Voska’s revelations had an immense influence on public opinion in America.” Diplomatic historian Betty M. Unterberger confirms this, saying, “During the early years of World War I, the two events which aroused the strongest public opposition to the Austro-Hungarian regime and at the same time engendered the greatest sympathy for the Bohemian liberation movement were the Dumba revelations and the Alice Masaryk affair.” The Czech and Slovak exiles exposed both controversies.

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Trans-Siberian Railway to 1916

From Dreams of a Great Small Nation: The Mutinous Army that Threatened a Revolution, Destroyed an Empire, Founded a Republic, and Remade the Map of Europe, by Kevin J. McNamara (PublicAffairs, 2016), Kindle Loc. 2982-3019:

A LITTLE MORE than one hundred years ago, two elements were introduced into Russia without which the Russian Civil War would not have been so consequential or so deadly. One element was the Czecho-Slovak Legion, which quickly emerged as the most disciplined fighting force in that conflict. The other was the Trans-Siberian Railway. According to Harmon Tupper’s history of the railway, “The Trans-Siberian is inseparable from the history of this bloodshed.”

Virtually completed as the war dawned over the neighboring continent of Europe, the Trans-Siberian was designed chiefly to move settlers and soldiers across distant lands Russia first claimed in 1582, when Vasily Timofeyevich, the Cossack known as Yermak, embarked on an expedition beyond the Urals with an army of 840 men. Although Yermak was paid by the wealthy Stroganov family, he claimed Siberia for Tsar Ivan the Terrible, with whom he hoped to make amends for past crimes. Siberia gave the tsarist kingdom at Moscow the world’s largest land empire and the reach and resources of a great power, without which she would have remained just another European power on a par with France or Italy.

The Trans-Siberian infused this empire with a thin metal spine that extends from the Ural Mountains to the edge of the Pacific, stretching almost five thousand miles. Siberia’s 5 million square miles are bounded by the Urals in the west and the Bering Sea, the Sea of Okhotsk, and the Sea of Japan in the east. To provide perspective, Siberia could contain the United States (including Alaska) and all of Europe (excepting Russia) and still have 300,000 square miles to spare.

In 1891 Tsar Alexander III’s ministers announced their intention to build the Trans-Siberian Railway, and the heir apparent, Grand Duke Nicholas—the future Tsar Nicholas II—broke ground for the rail line at Vladivostok on May 19, 1891 (OS). The line would connect Vladivostok with Chelyabinsk, the frontier town on the eastern slopes of the Urals, which was already connected with European Russia’s rail network. To save money, the designers adopted building standards far below those used elsewhere. Plans called for only a single track of lightweight rails laid on fewer, and smaller, ties and a narrow, thinly ballasted roadbed, while timber was used for bridges crossing three-quarters of the streams. All this parsimoniousness raised safety concerns, though Italian stonemasons built the massive stone piers supporting the steel bridges over Siberia’s widest rivers, most of which still stand. While most Siberian towns and cities were built on rivers, further cost saving dictated that the Trans-Siberian cross those rivers at their narrowest point, which placed most train stations one to fourteen miles from towns. Three miles outside of Chelyabinsk, construction of the eastbound route was begun on July 19, 1892, eventually linking the city with the cities (west to east) of Omsk, Novosibirsk, Tomsk, Krasnoyarsk, and Irkutsk.

Discouraged by the rough terrain between Sretensk and Khabarovsk—where steamships along the Shilka and Amur rivers filled a gap in the railway, but frequently ran aground—the Russians in 1896 negotiated a loan and treaty of alliance with China to build a line from Chita to Vladivostok across Manchurian China, reducing the length of the rail journey by 341 miles. China surrendered a strip of land more than nine hundred miles long to the Russian-controlled Chinese Eastern Railway Company and construction began in 1897. The Chinese Eastern lines connecting Chita with Vladivostok, through the city of Harbin, and a branch line south from Harbin to Port Arthur, opened in 1901. With the start of regular traffic on the line in 1903, the Trans-Siberian Railway was complete—except for a 162-mile missing link around the southern tip of Lake Baikal.

Russia was still putting the finishing touches on that link on February 8, 1904, when Japan opened a torpedo-boat attack on Russia’s naval squadron at Port Arthur. Competing with Russia to dominate Manchuria and the Korean peninsula, Japan decided to strike at Russia before the completion of the Trans-Siberian would allow for easier shipment of Russian troops into China—due to the gap at Lake Baikal that was not yet closed. In the peace treaty signed on September 5, 1905—mediated by US president Theodore Roosevelt, who won the Nobel Peace Prize for his efforts—Russia had to surrender to Japan its lease of the Chinese Eastern’s branch line south from Harbin to Port Arthur; the southern half of Russia’s Sakhalin Island, which sits north of Japan; and an exclusive sphere of influence in Korea. Fearful that Tokyo might one day seize the Chinese Eastern Railway, Russia later built the stretch of the Trans-Siberian between Sretensk and Khabarovsk. The five-thousand-foot-long bridge across the Amur at Khabarovsk completed this stretch in October 1916, as well as the original dream of a railway crossing Russia entirely on Russian soil.

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Filed under Asia, China, Europe, industry, Japan, migration, nationalism, Russia, travel, USSR, war