Despite such hardships, whatever doubts any of the refugees had about evacuating with the French were quickly dispelled. Within days of the Bolshevik occupation of Odessa, reports began to arrive about the reign of terror that they initiated against the city’s remaining “bourgeoisie.” They levied a tribute of 500 million rubles in cash on residents whose names were published in local newspapers. Those who did not pay were thrown into prison or forced to do manual labor, such as cleaning the city’s streets. The Cheka, Lenin’s dreaded secret police, began a campaign of bloody revenge against the Soviet state’s political and class enemies. Hundreds were tortured and executed, including women and children. The nine-year-old heir of an old Polish noble family, the Radziwills, was purportedly killed to stop the family’s succession. People became so desperate that they tried to escape from Odessa at night in small boats, hoping to reach Greek and French ships at sea. After he got to Constantinople, Frederick would attempt to find out what happened to Olga, but he would not learn anything about her fate for several years.
In the meantime, even after delousing, the Allied groups faced still more hurdles. The ship that would take them the dozen miles south to Constantinople had to be disinfected. Nationals were also kept together for the first dozen days and put under medical surveillance to see if they developed any signs of typhus. Judging by the time they spent in transit, Frederick and his family were forced to go through all the steps of this rigorous plan. Communiqués exchanged by the French authorities indicate that no Allied passengers from Imperator Nikolay were released into the city prior to April 17, and the Thomases arrived on April 20, a full two weeks after leaving Odessa. The experience of the evacuation had been so traumatic that Jenkins felt he was on the verge of a “nervous collapse” and soon applied to his superiors for transfer “immediately to a quiet post in a civilized country.” The refugees did not have this luxury.
Kavaka is little more than an hour from Constantinople by boat, but the approach down the narrow, sinuous channel of the Bosporus provides no foretaste of the grand panorama that lies ahead. The country on either side is rustic and quietly picturesque, with an occasional village, hotel, or mansion on the shore and an old ruin on a hilltop. Only when the boat navigates a final, right turn and the steep banks part does the entire magnificent city unexpectedly swing into view.
The first sight of Constantinople is breathtaking. Straight ahead, shimmering in the distance and dominating the promontory known as Seraglio Point, stands the old Topkapi Palace and beside it, rising into the sky, are the delicate minarets and giant domes of the mosques in Stambul, the ancient Byzantine and Muslim heart of the city. By the water’s edge on the right, the boat soon passes the sultan’s Dolmabahçe Palace—a vast, low building of gleaming white marble, its straight lines softened by elaborate carvings that look like frozen sea foam. Minutes later, the small houses by the shore begin to multiply and swarm up the steep slopes of Galata and Pera, the European sections of the city, over which stands the stubby cylinder of the Galata Tower. To the left, across a mile-wide expanse of choppy water, is Scutari, Constantinople’s foothold in Asia. As the boat approaches the dock near the Custom House on the Galata shore, yet another body of water comes into view on the right—the Golden Horn, a long natural harbor separating Stambul from Galata and spanned by a low-lying bridge. The entire vast waterway is filled with vessels: dozens of gray European and American warships, ferries churning back and forth, rusty freighters, and countless small boats under sail or with oars bobbing in every direction.
Frederick had suffered the kinds of losses in Russia that many weaker and less savvy men would have been unable or unwilling even to try to recoup. When he landed in Constantinople, he had hardly any money and no way to support his wife and sons. Because he had no documents, it was unclear how the diplomats in the American consulate general would treat him. He was, for the first time, in a non-Western country, one that was in turmoil as its centuries-old traditions crumbled and rapacious European politicians plotted its dismemberment.
But he still had his wits, drive, and experience. And it was not in his nature to yield to despair, or to settle for a modest compromise. He resolved instead to reinvent himself once again, to match wits with the historical forces that had brought him to Constantinople, and to gamble big in an effort to rebuild all that he had lost.
1: The Most Southern Place on Earth
Despite their remarkable success, Hannah and Lewis Thomas could never have imagined what the future had in store for their newborn son, who lay swaddled in their log cabin on November 4, 1872, and whom they decided to name, very grandly, Frederick Bruce. They had been slaves until the Civil War, but in 1869, four years after it ended, a sudden reversal of fortune gave them their own two-hundred-acre farm in Coahoma County, Mississippi, in the northwestern corner of the state known as the Delta.
As black landowners, the Thomases were in the smallest of minorities. Out of some 230 farms in Coahoma County in 1870, blacks owned only half a dozen, and the Thomases’ was the second largest of these. Their achievement was all the rarer because in the years after the war, blacks in the Delta still outnumbered whites nearly four to one. Most of the land was owned by a handful of white families; many other whites, like most blacks, owned nothing.
Early in 1869, before the spring planting season had started, at a public auction in front of the courthouse door in Friars Point, a town on the Mississippi River that was then the Coahoma County seat, Lewis bid on a sizable piece of land consisting of fields, forests, swamps, and streams (called “bayous” in the Delta). It had belonged to a white farmer who had lived in another county and died without a will; as a result, the probate court had instructed the man’s lawyer to sell the property for whatever he could get. Lewis probably knew the farm well. It was near the land in the Hopson Bayou neighborhood, about twenty-five miles southeast of Friars Point, that still belonged to his former masters, the Cheairs brothers. When the auction was over, Lewis had won with a top bid of ten cents an acre. He had three years to pay the total of $20 in annual installments of $6.66⅔ each, with interest at 6 percent. Even with the severe economic depression in the Delta after the Civil War, this was an extremely low price.
The Thomases did not wait long and set to working their farm that same spring. Their first season was a stunning success. The value of all their crops was estimated at $5,100, equivalent to approximately $80,000 today. In less than a year, they had recouped their first installment many hundreds of times over and had become one of the most successful black families in the region.
Nature created the conditions in the Delta that allowed human ingenuity and effort to succeed. Despite its name, the Delta is the Mississippi River’s inland flood plain, and is located some three hundred miles upstream from the Gulf. Coahoma County was still a semi-wilderness in the decades after the Civil War, and its character and appearance were largely products of the Mississippi’s annual spring floods. The dark alluvial soil these deposited, combined with the long and hot summers, made the region extraordinarily fertile. Well into the beginning of the twentieth century, Coahoma County was a dense forest of giant cypress, tupelo, and sweet gum trees, as well as sycamore, poplar, pecan, maple, and numerous other species. Many of the trees were as thick as a man is tall and soared a hundred feet or more. Amid the trees were jungle-like growths of underbrush, vines, and cane, in many places fifteen to twenty feet high, which made passage extremely difficult. The interlacing network of swamps, lakes, and bayous created by the spring floods further impeded travel by land. Roads were hard to build and water was the primary means of transportation throughout the nineteenth century.