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By:

Shoumojit Banerjee

27 August 2024 at 3:27:52 pm

The Crucible of Rebirth: Charles Oman and The Dark Ages

Published in 1893, Oman’s history remains a dazzling narrative of the centuries after Rome’s fall, and complicates the darkness traditionally ascribed to them. Battle of Tours (732), by Charles de Steuben (1837) Sir Charles Oman For a modern reader, the very title ‘The Dark Ages’ is a red flag. Over decades, we have been well-schooled by academia to treat the phrase “the Dark Ages” with a mixture of condescension and linguistic allergy. To speak of the five centuries following the collapse of...

The Crucible of Rebirth: Charles Oman and The Dark Ages

Published in 1893, Oman’s history remains a dazzling narrative of the centuries after Rome’s fall, and complicates the darkness traditionally ascribed to them. Battle of Tours (732), by Charles de Steuben (1837) Sir Charles Oman For a modern reader, the very title ‘The Dark Ages’ is a red flag. Over decades, we have been well-schooled by academia to treat the phrase “the Dark Ages” with a mixture of condescension and linguistic allergy. To speak of the five centuries following the collapse of the Western Roman Empire as a zone of unlit ignorance today betrays an outdated, Eurocentric provincialism. In today’s academic landscape, the older, blood-and-iron narratives of barbarian deluges and civilisational collapse are disdained as ‘Victorian melodrama.’ As Chris Wickham observes in his splendid The Inheritance of Rome (2009) that “early medieval Europe has over and over fallen victim to two grand narratives: the narrative of nationalism and the narrative of modernity.” Wickham observes that the history of this period has too often become an exercise in teleology. Its history has been written backwards, with the Middle Ages reduced to a prelude to the nation-state or an unfortunate intermission between classical antiquity and the Renaissance. Yet, long before the modern corrective took shape, Sir Charles Oman had approached the period with an ambition of recovering the history of the post-Roman Collapse as a drama in its own right. Reading a faded, cloth-bound copy (or more likely a digitized version on Archive.org) of Oman’s The Dark Ages, 476–918 today, one does not encounter the work of a blunt obscurantist but a vivid, literary historical narrative. Oman’s 1893 book was the opening salvo of Periods of European History – a classic multi-volume historical book series edited by British historian Arthur Hassall published between 1894 and 1931. Born in 1860 in Muzaffarpur in Bihar, British India, to a planter family before being educated at Winchester and Oxford, Oman is universally canonised for his monumental, seven-volume History of the Peninsular War (1902-1930) – his still-unsurpassed masterpiece on Napoleon’s ‘Spanish ulcer’ that established him as the premier military historian of the British Empire. Oman’s early foray into the Early Medieval wilderness reveals a writer grappling with a question that haunts our century: What happens to the human spirit when the structural architecture of the world falls apart? Gibbon’s Shadow Oman wrote his volume in creative defiance of Edward Gibbon, whose monumental The History of the Decline and Fall of the Roman Empire (1776–1788) cast (happily still does) a long, Augustan shadow over the European imagination. For Gibbon, a child of the Enlightenment, the collapse of Rome was a slow, agonizing surrender of classical reason to the twin forces of “barbarism and religion.” In his inimitable prose, Gibbon viewed the post-Roman centuries as a dreary waste of monkish superstition and theological hair-splitting: a long, damp night before the dawn of humanism. In contrast, Oman began his own book with a mild act of rebellion. Gibbon, he observed, was “popularly supposed to cover the whole period (476-918 AD), but those who read him carefully knew he did not.” The Course of Empire 'Desolation', by Thomas Cole (1836) Oman asserted that there was no continuous English account of substantial portions of the era, including the Lombard kings and the Muslim invasions of Italy and Sicily. He said his ‘modest’ ambition was to cover the entire, post-Roman field between 476 and 918. Oman belonged to a generation increasingly obsessed with documentary evidence and specialized scholarship, drawing upon figures like Gustav Richter and J. B. Bury. By the late nineteenth century, the cultural tides had shifted. High Victorians under the influence of Romanticism and German philology began to look at the “barbarian” invaders not merely as destroyers of light, but as bearers of a vital energy. In the ‘Whig history’ championed by Thomas Carlyle, E.A. Freeman, and Bishop William Stubbs, Germanic tribes brought a primitive love of liberty that, when grafted onto surviving Roman law, formed the modern constitutional state. Oman, however, was neither a pure Romantic nor a dry institutionalist. He was, above all, a historian of warfare: a scholar interested in the relationship between political power, military organisation and the material circumstances of victory. As a superb ‘battlefield detective,’ Oman’s great gift lay in reconstructing battles from scattered and often contradictory accounts. Chaos as Creative Force Oman’s narrative style is symphonic, hopping from the palace intrigues of Constantinople to the mud-slicked battlefields of Merovingian Gaul, and from the rise of Islamic caliphates to the desperate defensive actions of Alfred the Great. His central thesis - one that remarkably anticipates modern historians who claim to have outgrown him - is that the period between the deposition of Romulus Augustulus in 476 and the death of Conrad I in 918 was not a static void, but a crucible. The “darkness” Oman described after the fall of the Roman Empire in the West was not an absence of thought, but the dust cloud raised by the collapse of a titanic structure and the violent, chaotic labour of building something new from the debris. According to him, the year 476 was no clean historical guillotine as Roman laws, administrative practices, Latin, Christianity and the prestige of imperial authority survived the disappearance of the Western emperor. The Germanic rulers who established kingdoms in former Roman territories frequently sought to appropriate the institutions and legitimacy of the world they had conquered. Oman is particularly compelling when he examines the relationship between military power and political survival, as evinced by his dazzling accounts of the campaigns of Belisarius under Justinian, the struggles between Byzantium and its enemies, and the Frankish wars. His portraiture is equally memorable. The great nineteenth-century historians often made rulers and generals vivid through sharp moral judgments, psychological observation and an appetite for telling detail. Oman inherited that literary tradition while bringing to it the perspective of a military historian. The Sack of Rome by Gaiseric, by Karl Bryullov (1830s) Consider his portrait of Gaiseric, the Vandal king who established his power in North Africa, made Carthage his capital and dominated the central Mediterranean. Oman describes a ruler whose formidable intelligence was matched by a ruthless capacity for deception: “His mental powers alone made him formidable, for he was not only a general of note, but a wily politician, faithless not with the light and heady fickleness of a savage, but with the deliberate and malicious treachery of a professional intriguer. He was one of those not uncommon instances of a Teuton who, when brought into contact with the empire, picked up all the vices of its decaying civilisation without losing those of his original barbarism.” In 468, when a vast imperial expedition threatened the Vandals in North Africa, Gaiseric exploited a truce to attack the Roman fleet with fireships. The expedition failed catastrophically, securing the Vandal kingdom’s survival for another generation. The Emperor Justinian, mosaic at San Vitale, Ravenna It would be too simple to suggest that Gibbon dismissed Byzantium while Oman alone recognised its importance. Gibbon devoted considerable attention to the Eastern Empire, even as his larger narrative often cast its later centuries in a sombre light. Oman, however, gives the Byzantine state a vivid immediacy as an organised power whose military resources, fiscal machinery and diplomatic skill continued to shape the fate of Europe and the Mediterranean. Oman’s genius for military reconstruction is already fully formed in this work. One of the book’s most brilliant chapters traces the transition from the infantry legions of Rome to the heavy cavalry that dominated the Middle Ages. Oman treats the Battle of Adrianople (378 A.D.) and the campaigns of Belisarius not merely as chronicles of slaughter, but as technical evolutions. The Modern Schism From the middle of the twentieth century onwards, and especially during the 1970s and after, historians became increasingly uncomfortable with the moral and civilisational assumptions embedded in the expression “Dark Ages”. The work of Peter Brown helped establish Late Antiquity as a period of cultural transformation in its own right, rather than merely the aftermath of Rome’s decline. Attention shifted towards religious experience, intellectual life, social relations and the emergence of new cultural forms. Theodoric and the Gothic inheritance, the Ravenna mosaics Rome, in this interpretation, did not simply fall. Its institutions and cultural practices changed, survived in altered forms or were appropriated by new rulers. The Germanic kings who established themselves in former Roman territories were no longer understood solely as ‘destroyers.’ Many sought Roman titles, employed Roman administrators and maintained elements of Roman law and taxation. Henri Pirenne offered a different challenge to conventional chronology. In his influential thesis, the decisive rupture in the Mediterranean world came not simply with the Germanic invasions but with the expansion of Islam in the seventh century, which altered the commercial and political connections between western Europe and the eastern Mediterranean. Although later scholars have substantially qualified Pirenne’s argument, it widened the geographical frame of the debate, drawing attention to North Africa, the Levant and the Mediterranean as an interconnected historical space. By the 2000s, however, another body of scholarship had challenged the idea that Rome’s transformation was largely peaceful. In The Fall of Rome and the End of Civilization (2005), Bryan Ward-Perkins drew on archaeological evidence to argue that the collapse of the Western Empire brought a genuine decline in economic complexity and material living standards. Peter Heather, in works including The Fall of the Roman Empire (2005), likewise emphasised the destructive consequences of invasions, political instability and military pressures. Oman, writing in 1893, had no access to the archaeological methods that would later reshape the debate. So, it would therefore be misleading to claim that he reached precisely the same conclusions as modern scholars by different means. His work belongs to a different evidentiary tradition that relied heavily on chronicles, literary sources and the reconstruction of political and military events. What remains valuable is his refusal to treat the centuries after Rome as historically inert. While newer scholarship has complicated and corrected Oman’s account, it has not made the underlying questions irrelevant. Contemporary Resonance Reading Oman’s Victorian prose today strikes a resonant chord, for we too live in an era losing faith in the permanence of its structures. For decades, the post-Cold War world operated under its own version of the Pax Romana - a belief in globalization, frictionless trade and the end of history. Today, that illusion is crumbling amid financial crises, supply-chain disruptions, regional wars, renewed great-power rivalry and the erosion of trust in public institutions. Digital technologies have created unprecedented access to information while making it easier for falsehoods and contextless fragments to circulate at extraordinary speed. The institutions that once sustained a shared understanding of reality appear less secure now. In a sense, The Dark Ages speaks directly to this anxiety, though not because the present is simply repeating the fifth century. It reminds us that civilization is an artificial, fragile construct requiring constant maintenance and institutional integrity. The Coronation of Charlemagne, by Friedrich Kaulbach (1861) Oman’s focus on individual agency provides an antidote to both deterministic structuralism and modern fatalism. In his telling, the early medieval world was not saved by historical inevitability, but pulled out of the abyss by the imperfect labour of specific individuals like Theodoric the Ostrogoth, who attempted to build a kingdom where Goths and Romans lived under shared law and Charlemagne, who, despite struggling to write his own name, recognized that an empire could not survive without schools, standardized texts, and a unified script, or Alfred the Great, who translated Latin philosophy into Anglo-Saxon while his kingdom was being burned by Viking raiders. While Oman is clear-eyed about their cruelties, he recognizes them as custodians of the future working in the dark with primitive tools. Through prose, rendered with literary grandeur, rhythmic cadence and a sharp eye for human eccentricity, Oman shows us that when the lights go out on an old civilization, it is not the end of the story but merely the beginning of a long, arduous, and deeply creative struggle to reinvent the world.

Indian Shipbuilding A Must Win Marathon

Dec 5, 2024
4 min read
Shipbuilding

With a coastline of 7500 KM, it is hard to imagine, that for the first 20 years (1947-1967) India had no ‘shipping ministry’. In 1967 a Shipping ministry “coupled” with ROAD transport was established. Since then, this ministry has been on a name changing ride, not once, not twice but six times. In 2009 the “ROAD Transport and Highways” was de-coupled and ‘Shipping’ ministry was formed. Turning point came in 2015 with a clear maritime vision for 2030 and 2047. Ministry was re-christened, aptly to Ministry of “Ports, Shipping and Waterways” in 2020.


Why is Shipbuilding important for a country?

a. A Shipyard becomes an opportunity hub and like a queen bee requires the support of an industrial colony to manufacture machinery and equipment.

b. National Shipyards support fleet renewal needs of the Navy.

c. Contributes to national GDP, increases inflow of FOREX.


Korea shipbuilding is 8% of GDP. Japan’s automobile industry is 2.9% of GDP. India’s shipbuilding a meagre 0.000578% of GDP. In context, India’s pharmaceutical industry, ranked third largest in the world is 1.72% of India’s GDP.


International Shipbuilding Market

The market is estimated to reach around USD 200 billion by 2029, growing at a CAGR of 4.84%. While India is at bottom with 0.07% of world share, behind Philippines 1.5% and Vietnam 1%, however on the positive side, India has done well in taking care of its defence needs, with 37 of 39 Naval ships being built in India yards. Rear Admiral S Shrikhande researching on maritime as a Fellow at Wollongong University, Australia, says “Shipbuilding in India needs both, serious incentivisation and dogged determination and not harping on being a big ship breaking country. That Garden Reach shipyard has a $54 million order for merchant ships from a German owner, is a good sign.”


Were Shipyards of 20th century in Flight mode?

Prominent shipyards in India were built in the colonial period. Mazagon Dock 1774, Garden reach 1884, Hindustan shipyard 1941 to cater to British navy and merchant fleet needs. Cochin shipyard 1972, Adani Katupalli 2013, Reliance Naval and Engineering, Rajula Gujarat 1997 and others have limited capacity, hence a lot more work to do. Capt. Subhangshu Dutt (Singapore) a mariner and now a shipowner, says “GOI should hold hands in any collaboration till the marriage with the foreign entity is reasonably stable. He also suggests that “new shipbuilding sites should be given to existing successful shipyards since they have decades of experience and talent. Consortium of 3 or more parties may also be good idea”.


Shipbuilding GOLD

As per SPLASH report the demand for LCO2 carriers could reach 2,500 ships by 2050. As per other estimates, 40% of global fleet of ships could have wind propulsion by 2050. A surge in such vessels is due to an unparallel waves of decarbonization in the shipping industry. Demand for ships with ‘carbon neutral’ badges, such as Dual fuel, Wind assisted, Nuclear fuel ships, Hydrogen powered ships, Liquified CO2 (LCO2) carrier, is outstripping supply. A must in the ‘bucket list’ of every Shipyard. Pinning down a standard ROI in shipbuilding is not easy, but experts suggest it could range from 4% to 15% for the high demand ‘carbon neutral’ ships. While an LNG new build vessel could cost US$ 250 million upwards.


International collaboration

On China’s shipbuilding success story, Manoj Pandalanghat (Singapore) a mariner and ship owner believes that “China has around 50 active Shipyards. Each have a few large dry docks. In each dock two or more large vessels are built simultaneously. Thus, a single yard is able to roll out 2/3 vessels/month, 36 vessels/year and 50 shipyards roll out 1800 vessels/year”.


China could be a jaldi-5, but India needs a sturdy Mount Fiji. Besides technology, Japanese bring the most important hand baggage of soft-skills and culture, essential for success from keel laying to delivery. Maruti’s is a standing example.


Food for thought for New Delhi

a. Expertise: Hire Naval Architects and shipbuilding experts with current international experience.

b. Government assistance: Land, Financial support, subsidies and timebound clearances.

c. Monitoring: PMO should monitor the first 5 to 10 years till Shipbuilding takes-off on this long-haul flight to destination 2047.


India’s Shipbuilding is expected to grow to $237 billion by year 2047. On a back of the envelope calculations this works out to about 4% of India’s 2047 projected GDP of $ 5 trillion. While cars are driven on roads, however the Ministry of roads and transport has little to do with “Automobile manufacturing”. On a similar note, ‘Shipbuilding’ as an industry has little to do with Ports, Shipping and Waterways, thus it may be worthwhile to consider a separate ‘Ship-building’ wing in the Ministry of Ports, Shipping and Waterways headed by a dynamic cabinet rank minister. Since 2047 targets are stiff and an uphill task, so in all probabilities, the officials in Ministry of Ports, Shipping and Waterways are likely to push beneath the carpet, delays and failures of Shipbuilding with sweet success stories of “Ports, Shipping and Waterways” and if this does happen then India will not only miss the Shipbuilding bus of 21st century but a lot more from a national security and strategic perspective.


(The author is a Shipping and Marine consultant. Member Singapore Shipping Association and empaneled with IMO as a specialist consultant. Views personal.)

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