Explaining Thanks giving to the French

In 1953, during my tour of duty with the French Foreign Legion in the Sahara, my tough sergeant from Marseilles said to me, "Why do all the American recruits refuse to eat anything but turkey on this day?" I told him I was sorry but my lips were sealed. He then poured honey on my head so the ants would get me. That's when I broke down and talked.

One of the most important holidays is Thanksgiving Day, known in France as le Jour de Merci Donnant. Le Jour de Merci Donnant was first started by a group of pilgrims (Pelerins) who fled from l'Angleterre before the McCarran Act to found a colony in the New World (le Nouveau Monde), where they could shoot Indians (les Peaux-Rouges) and eat turkey (dinde) to their hearts' content.

They landed at a place called Plymouth (now a famous voiture Americaine) in a wooden sailing ship named the Mayflower, or Fleur de Mai, in 1620. But while the Pelerins were killing the dindes, the Peaux-Rouges were killing the Pelerins, and there were several hard winters ahead for both of them. The only way the Peaux-Rouges helped the Pelerins was when they taught them how to grow corn (mais). They did this because they liked corn with their Pelerins.

In 1623, after another harsh year, the Pelerins' crops were so good they decided to have a celebration and because more mais was raised by the Pelerins than Pelerins were killed by the Peaux-Rouges.

Every year on le Jour de Merci Donnant, parents tell their children an amusing story about the first celebration.

It concerns a brave capitaine named Miles Standish (known in France as Kilometres Deboutish) and a shy young lieutenant named Jean Alden. Both of them were in love with a flower of Plymouth called Priscilla Mullens (no translation). The vieux capitaine said to the jeune lieutenant:

"Go to the damsel Priscilla (Allez tres vite chez Priscilla), the loveliest maiden of Plymouth (la plus jolie demoiselle de Plymouth). Say that a blunt old captain, a man not of words but of action (un vieux Fanfan la Tulipe), offers his hand and his heart -- the hand and heart of a soldier. Not in these words, you understand, but this, in short, is my meaning.

"I am a maker of war (Je suis un fabricant de la guerre) and not a maker of phrases. You, bred as a scholar (Vous, qui êtes pain comme un etudiant), can say it in elegant language, such as you read in your books of the pleadings and wooings of lovers, such as you think best suited to win the heart of the maiden."

Although Jean was fit to be tied (convenable a être emballe), friendship prevailed over love and went to his duty. But instead of using elegant language, he blurted out his mission. Priscilla was muted with amazement and sorrow (rendue muette par l'etonnement et la tristesse). At length she exclaimed, breaking the ominous silence, "If the great captain of Plymouth is so very eager to wed me, why does he not come himself and take the trouble to woo me?" ("Ou est-il, le vieux Kilometres? Pourquoi ne vient-il pas aupres de moi pour tenter sa chance?") Jean said that Kilometres Deboutish was very busy and didn't have time for such things. He staggered on, telling her what a wonderful husband Kilometres would make. Finally, Priscilla arched her eyebrows and said in a tremulous voice, "Why don't you speak for yourself, Jean?" ("Chacun a son gout.")

And so, on the fourth Thursday in November, American families sit down at a large table brimming with tasty dishes, and for the only time during the year eat better than the French do.

No one can deny that le Jour de Merci Donnant is a grand fête, and no matter how well fed American families are, they never forget to give thanks to Kilometres Deboutish, who made this great day possible.

Here is an exerpt of a think piece, "Will we never return to the moon?" I have posted here before:

Economic development using only available raw materials located in an undeveloped environment was once central to the national consciousness in the United States. European monarchies made initial capital outlays to explore the new world. However, expenditure by national governments did not develop the western hemisphere. Economic innovations such as the corporate form enabled almost any European entrepreneur to access sufficient capital to finance journeys for commercial benefit. New world development flowed from the corporate form. The great fortunes that ensued coincided with increases in European population longevity, greater knowledge and technical innovation, all of which greatly enhanced the quality of life of mankind.

In America, the establishment of the Plymouth Colony, which nearly winked out of existence in 1622, was one of our first lessons teaching the need to provide free access to capital. The founders communal means of distributing goods and services induced the colonists to “retard much employment” and “languish in misery.” To increase production, in 1623 each family received a plot of land to work and manage. The following harvest resulted in such abundance, that Governor Bradford, "sett aparte a day of thanksgiveing." Of 99 first comers in 1621, nearly half perished, while in 1623, “died not one man, woman or child.” A national day of Thanksgiving is still celebrated today.

The development of an American transportation network likewise did not develop as a result of government expenditures. In 1828 there were three miles of railway; in 1830, forty-one miles; in 1840, 2,200; in 1850, 7,500, and; in 1860, 29,000. So what accounts for this parabolic acceleration of the rate of capital formation between 1830 and 1860?

The first passenger rail line in the United States was the Ithaca & Oswego line, which ran for thirty miles connecting Ithaca to the Erie Canal. The railway opened in 1834. It was built in with private capital contributions, but the state charter reserved the right to regulate rates. The early operations of the railway were characterized by operational and maintenance problems and a series of fatal accidents. Nevertheless, the first steam powered engine began operations on the line in 1837. However, the rail line failed to thrive - on July 4th 1842, Ithaca's leaders attempted a jaunt along the line to Owego for a celebration, but they had to get out and push when the engine failed five miles short of its destination. The Cayuga & Susquehana Railroad acquired the line at a bankruptcy sale in 1843.

The New York General Railroad Act of 1850 passed partially in response to a public outcry from the scandalously close relationship between railroad companies and politicians. The act permitted the use of a totally private corporate form for railway ownership and operation, without the reserved right to set rates. The act also permitted the acquisition of property by eminent domain.

By October of 1851, coal trains began to arrive in Ithaca. The old Oswego line was rebuilt in 1855 by George Scranton and it was later incorporated into the Erie Lackawana. Ultimately, the line carried passengers and freight including up to one hundred coal cars per day.

The New York legislation became a model for other states. The sheer number of publicly traded railroad securities indicates the growth in infrastructure that resulted when transportation companies had free access to capital and the ability to own private property. In 1835 only 3 Railroads were traded on Wall Street, by 1850 38 were traded, and by 1855 railroad accounted for half the negotiable securities in the U.S.

Sadly, the mostly unrestrained entrepreneurial spirit that forged the expansion and construction of the United States has increasingly become a target for those who seek to provide for even greater good. Yet, like in the Plymouth Colony or with the Ithaca & Oswego Railway Company, nearly every attempt to legislate egalitarian ideals has resulted in the restriction of the free access to capital for entrepreneurs. The inevitable result is lost opportunity and economic stagnation.

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