For my twelfth (and last?) contribution to ABC New England's Road to War series, I spoke about what was undoubtedly the most important battle to take place in late April 1915, the Second Battle of Ypres in Flanders. The reason why this was so important is because it opened with the first successful, large-scale poison gas attack in the history of warfare (the first unsuccessful attack had been at the Battle of Bolimov on the Eastern Front at the end of January). I looked how the particular gas used by the Germans, chlorine, worked in chemical, biological and military terms, the role played by Fritz Haber in developing it, the shattering effect it had on the French lines, and the unreadiness of the German army to do much to exploit its success. I also noted briefly the prewar laws against the use of poison gas and its subsequent career in the war and after, including in the present Syrian civil war.
Image source: Imperial War Museum.
David Payne sent me this great photograph of Malaya XV Cheon Teong, Ngoh Bee, a B.E.2c which was donated to the British war effort as part of the Imperial Aircraft Flotilla I blogged about last year. David's grandfather, Arthur Chapman, is in the cockpit; he was an engineer at Shorts on the Isle of Sheppey, though not necessarily at the time of this photo. David provides the following information:
Arthur Chapman (1877-1937) worked as Shorts "head man" from '09 but I don't know how long for. He taught himself to fly and helped teach the first four naval volunteers to fly. Also he was in the passenger seat when Commander Samson flew the first hydroplane off the Hibernia at the review of the fleet in 1912. At what date he left Shorts I don't know although he joined the RFC in 1917.
Otherwise the details of this photo was taken are unknown, including the identity of the two men standing in front of the B.E.2c. It would likely have been taken in 1916, which is when the Over-Seas Club's book recording the growth of the Imperial Aircraft Flotilla was published; Malaya XV was the 15th of 17 aeroplanes in the Malayan squadron.
I notice that while the names of this aircraft's donors are given as Cheon Teong and Ngoh Bee, in the Over-Seas Club's book the first name is given as Cheow Teng.1 This seems to be an error; at least the name is given as Cheon Teong in a contemporary Singaporean newspaper.2 Either way, I hope he was pleased with his aeroplane.
In my eleventh contribution to ABC New England's Road to War series, I took another look at how the economic war at sea was working out. My particular focus this week was the sinking of the Dutch freighter Medea (above), the first neutral casualty of Germany's unrestricted U-boat campaign. I also discussed the difficult position of the Netherlands as it continued to trade with both sides while trying to keep out of the war that was all around it, and the way that Medea's sinking led to fears of a German invasion -- which in turn threatened Churchill's plans for the Dardanelles. As usual, there's some aviation in here too, particularly German air attacks on merchant ships in the North Sea.
Image source: The Great War Blog.
For my tenth contribution to the Road to War series on ABC New England today, I discussed how the mutual naval blockades between Britain and Germany were becoming more total. In this week in 1915, Britain extended its blockade of Germany; the German unrestricted submarine blockade began to sink greater numbers of ships, including one of the British blockaders; Germany acknowledged that it would have to pay the United States for sinking one of its merchant ships; and, off the Chilean island of Más a Tierra, the British intercepted the German raider SMS Dresden (above, just before its scuttling). So there was a lot going on in the economic war at sea.
Image source: Wikimedia.
ALL ELIGIBLE MEN Will be Given FREE CLOTHING, FOOD, MONEY, STEAMER AND TRAIN ACCOMMODATION, AND A TRIP FULL OF ADVENTURE AND INTEREST, FORMING THE GREATEST EVENT OF THEIR LIVES, TO DO THEIR DUTY AT THE PLACE WHERE EVERY FIT AUSTRALIAN SHOULD BE -- STANDING SHOULDER TO SHOULDER WITH HIS PRESENT DEFENDERS IN EUROPE; INVITATIONS (IN THEMSELVES DIPLOMAS OF HONOUR FOR EVER) WILL BE ISSUED AND COMRADESHIP ESTABLISHED TO-DAY ON APPLICATION TO ANY RECRUITING OFFICER.
Source: Imperial War Museum.
Every so often, Vladimir Putin gets annoyed with NATO and engages in a bit of sabre-rattling, sending a few Tu-95 Bear bombers on long-range flights off the coast of Portugal or Canada in order to remind them that Russia is not to be taken lightly (I happened to be at a conference at a RAF base shortly after these flights resumed, and it had certainly caught the attention of the air force officers there). In many ways, the Tu-95 is the equivalent of the American B-52: they are both strategic bombers, which first flew in 1952 yet are expected to remain in service into the 2040s. Remarkably, though, the Tu-95 is not a jet, it's a turboprop. That makes it seem like a charming old relic of a bygone age; and maybe it is, but it's a nuclear-capable one. Which is precisely why interceptors are scrambled whenever these bombers appear off the coast and why reports of the interceptions soon appear in the media, which in turn is why Russia keeps doing it. Earlier this week, two Tu-95s were sent down the English Channel, as far as Cornwall, apparently in response to British concerns about Russian involvement in Ukraine and the Baltics. Lately, these flights are becoming so frequent as to almost be routine: the RAF carried out four times as many interceptions in 2014 as in 2013; another English Channel flyby took place three weeks before the latest one.
Today I made my ninth contribution to ABC New England's Road to War series, talking about U-boats (AKA 'the Zeppelins of the sea') and their advantages and disadvantages in warfare. More specifically, I spoke about the German declaration on 4 February 1915 of unlimited submarine warfare in the seas around Britain, switching from their previous Kleinkrieg strategy of targeting warships in order to reduce the British surface superiority (U-9, above, sank three armoured cruisers in one engagement alone). I put this into the context of erosion of international law with the British imposition of a North Sea blockade the previous November, as well as the increasing readiness to attack civilian targets directly, as evidenced by the naval bombardment of Hartlepool, Scarborough and Whitby in December and the aerial bombardment of Norfolk in January.
Image source: naval-history.net.
For my eighth contribution to The Road to War on ABC New England, I spoke about the first Zeppelin raid on Britain, on the night of 19 January 1915; certainly more consequential than the first air raid on Britain as it actually killed people in Great Yarmouth and King's Lynn in Norfolk. I talked about the Zeppelins themselves (including L3, above), why everyone assumed they would be used to bomb Britain, why they were not used at first, and why they finally were used nearly six months into the war. I also talked a little about the response to the raids, including the rumours which sprang up afterwards about German spies driving around in motor cars during the raid guiding the Zeppelins to their targets.
For more from me on this topic you could also check out this article by Shane Croucher in the International Business Times.
Image source: Love Great Yarmouth.
Back to back Roads to War! This week's topic is the most airminded yet: the first German air raids on Britain. I had to cheat slightly to fit them in, as technically I'm supposed to talk about the centenary events in the week leading up to the broadcast date, i.e 23 December, but the first German bomb didn't fall on British soil until 24 December. However, if you count bombs falling pointlessly into the sea off Dover pier then 21 December 1914 was the date of the first German air raid on Britain. That's not exactly exciting, so I also talked about the slightly more interesting Christmas Eve raid (which famously destroyed a Dover cabbage patch) and the even slightly more interesting Christmas Day raid (which led to the first aerial combat in British skies). Even so, that wasn't enough to fill up 15 minutes, so I also talked about the fear of aerial attack and (of course) phantom airships, including one over Hartlepool the second night after the bombardment which led to a rumour that the Germans were back and this time had landed, and hence to a minor exodus as people fled to the relative safety of Middlesbrough.
Image source: Online Bicycle Museum (!) Note the injunction for members of the public in country districts to report hostile aircraft to the authorities.
I'm shocked to see that it's already nearly two weeks since I got back from my UK research trip -- it seems like it was just a couple of days ago. It was a fairly long trip: five weeks in total, essentially all of them spent in archives in London (National Archives, British Library, Imperial War Museum), Newcastle (Tyne and Wear Archives), Middlesbrough (Teesside Archives), Woodhorn (Northumberland Archives), Durham (Durham County Record Office), Edinburgh (National Records of Scotland), Leeds (Liddle Collection, University of Leeds), and Aylesbury (Centre for Buckinghamshire Studies), as well as at a conference in Wolverhampton (British Commission for Military History). In fact my initial plan of four weeks research and one week holiday fell by the wayside, as there was just too much I still needed to do in the archives in London to waste time in Berlin. I half-expected this would happen, which is why I didn't book a holiday in advance (corollary: if I really want a holiday, I should book it in advance). But it was certainly worth it in research terms, as I found some great stuff in that extra week.
I had to adjust my plans on the fly in other ways, too. For example, I spent two weeks in Newcastle, with the intention of using it as a base from which to examine archives in the northeast for evidence of invasion, Zeppelin and spy fears. But it turned out that there wasn't a whole lot to find, either in terms of private diaries and letters or local government records. One week, with better planning, would have been enough. Because I was in Newcastle, however, it was feasible to commute to Edinburgh or to Leeds, so I spent two useful days at the National Records of Scotland and one at the Liddle Collection. A shame I didn't plan this from the start, though.