View Mystery aircraft, Australia, 1918 in a larger map

My next step in characterising the 1918 Australian mystery aircraft scare was to plot all the sightings Google Maps, which you can see above. I've used differently-coloured icons for different time periods to give an idea of the progression over the course of 1918: blue is January and February; red, March; green, April; cyan, May; yellow, June; purple, July; magenta, August through November. There are too many for Google Maps to show at once in an embedded map (without me learning JavaScript) but the rest can be seen here. Each icon is named for the location and has an attached date, but no other information. I dithered over which map mode to use but in the end settled on good old satellite mode, as it gives an idea of the terrain but also has good social data such as roads and towns (even if these are from 2012, not 1918). Of course you can switch between them yourself.


View Mystery aircraft, Australia, 1914 in a larger map

I've made similar maps for the other war years, without colour-coding by month as there were too few sightings to warrant it. The maps for 1915 and 1916 are for the same reason very uninteresting, so I won't embed them here. The 1914 map is above; the 1917 one below.

View Mystery aircraft, Australia, 1917 in a larger map

As I've discussed, the date is often vague and at this level that applies to the location too. The information provided in the intelligence files is usually reasonably specific as to the town or locality; in only one case was I unable to find, even roughly, the place where a mystery aircraft was said to be seen ('Reef Creek, South East district, SA'; it's not in the national gazetteer or the state one). But below that level it's more variable. Sometimes there were sightings outside towns, on roads or railways or from remote properties. Again I've not been very fussy about this and have generally gone with however the sighting was classed at the time. For example, an aeroplane was reported to have chased a train early one morning from Kaniva to Dimboola. Where do I place the marker: Kaniva, Dimboola, or somewhere in between? I put it on Dimboola because that's where the Navy's index lists it, probably because that's where the police report came from. Also, sometimes the information I have only states where the aircraft was thought to be, not where it was seen from, and that is an estimation fraught with observer bias. So what I'm saying is don't place too much faith in my icon placement. It's another one of those things I don't care about too much -- it's not terribly important to me to be able to distinguish between a sighting in Hope Street or one in Smith Avenue, at this point what I'm trying to see are any large-scale patterns.

And for that it has been useful. It was already clear that Victoria was far and away where most of the mystery aircraft were seen in 1918, with NSW second (Terrigal/Terrigal Haven alone had eleven reports, though only three involved people other than the Moir family or Gunner Naughton) and the other states a long way behind. The map reinforces that impression; but it does more, because it shows that within Victoria some areas were favoured much more than others. Zooming in helps here:

View Mystery aircraft, Australia, 1918 in a larger map

There were no mystery aircraft reported from the Riverina region in the north, nor from the central area around Bendigo or the Alps (of course, there weren't many people living there either). The northeast had only a handful. By contrast, the Mallee and the Wimmera in the west of the state had a significant number of sightings. The red icons in the northeast mostly mark sightings which fell on the same day early in the scare, 21 March, including one by a policeman: it was taken very seriously and a pair of investigators came up from Melbourne travelling through the Mallee seeking out witnesses. There was another burst around Ouyen a month later. The activity in Wimmera included hotspots at Casterton (three sightings) and Hamilton (four), and the only occasion when an aeroplane was seen to land (according to the press, anyway; the eyewitnesses, a drover and a boy, said no such thing when they were eventually interviewed by police and military intelligence).

But the real heartland was the arc from the Kinglake ranges north of Melbourne, through Melbourne itself and right around the southeast coast to Orbost in Gippsland, also taking in the Latrobe Valley inland. Again there are many hotspots within this area: Bairnsdale with at least five sightings was the most visited by mystery aircraft in the whole state, though the first was not until May, quite late in the scare. Inverloch had four, Sale, Orbost and Yarram three. While Melbourne is massively underrepresented, given that in 1918 it had 51% of the state's population, given the difficulty of seeing anything at all in an urban night sky I think it had a reasonable amount, including one from West Footscray where I lived as a child; 'Anxious' of Brighton wrote in to the Herald (which passed the letter on to the censor) to ask whether the 'mysterious aeroplane' they had seen early on 7 May 'might be the German one that is about'. What was going on in these places? Why were they so prone to mystery aeroplane sightings? I don't have an answer, and I may not ever have a convincing one, but it's time to start digging deeper.

Looking over the list of Australian mystery aircraft sightings suggests that some generalisations can be made.

In the 1910s, mysterious lights in the sky were usually described as being airship-like; after 1910 they were far more likely to be called aeroplanes. Perhaps not coincidentally, 1910 was when aeroplanes first flew in Australia; certainly a search of Trove Newspapers (using Wraggelabs' QueryPic) shows that 1910 was the first year when the word "aeroplane" appeared markedly more frequently than "airship". So that's easy enough to explain.

The same search shows that 1909 was the year that aviation really broke through into public consciousness. That's also the year of the Australian phantom airship wave. As it was the first burst of interest in aircraft, the first time that people started to learn about them, it's perhaps not surprising that people might think they saw them flying around where they weren't. The 1918 mystery aeroplane scare came after several years of increasing press coverage of aviation, obviously due to the war. So again that fits. Aeroplanes were something people were reading (and probably talking) about a lot. But that by itself is evidently not enough to generate a mystery aeroplane scare: there were a few seen in 1914, and a handful in the years after that, but nothing on the scale of 1918. There needs to be a plausible reason for aircraft to be flying about: and the reported visit of the Wolf and its Wölfchen to Australian shores provided that, though the desperate situation of the Allied armies in France was also a factor.

After 1918 there is a lull; I couldn't find any mystery aircraft sightings until 1927, when a few start to pop up. (Which certainly doesn't mean they aren't there to be found. I just found another one, albeit for 1928 as well.) Why might that be? Well, looking at the ngram above again is suggestive. This time the plot extends covers 1918 to 1942, and is for 'plane' as well as 'aeroplane' -- the former becomes more common from the late 1920s. After a relatively flat level of interest in aviation during most of the 1920s (actually falling considerably from the immediate postwar years), the number of articles using the word 'plane' almost doubles between 1926 and 1928, after which it is fairly stable until a dip in 1932 and 1933. So once more there's a buzz about aeroplanes (or rather planes), a widespread curiosity about aviation. Why was this so?

It was certainly nothing to do with fear of war in these Locarno years. I haven't tested this quantitatively, but it can't be a coincidence that these were the years of some of the great pioneering long-distance flights. Australia was the destination and, in some cases, the birthplace of many of the aviators who carried out these feats: the Englishman Alan Cobham flew from England to Australia and back in 1926, for which he was knighted; in 1928, Bert Hinkler, an Australian, was the first to make the trip solo. That same year, Charles Kingsford-Smith and Charles Ulm, also Australians, were the first to fly across the vast Pacific and then the smaller Tasman. The excitement that Charles Lindbergh's 1927 New York-Paris flight generated is well-known; something similar happened, if perhaps less intense, must have happened in Australia. The emotional investment in these pioneer aviators and their dangerous lives perhaps explains the number of false reports of aeroplane crashes around 1930.

And it wasn't just the big names either. Here's a plot of the number of civil aircraft registered in Australia from 1922 to 1939. Between 1926 and 1928, this increased from 55 to 90 or 63% (and then another 144% between 1928 and 1930).

Other statistics -- number of flights, number of hours flown, number of passengers carried -- tell the same story. There was a huge increase in flying in the late 1920s, followed by a bust (no doubt due to the Depression) and another boom in the late 1930s. So it makes sense that mystery aeroplanes began to be seen again from 1927-8 or so. It was the golden age of Australian aviation: far more people were talking about and flying in aeroplanes than ever before.

Apart from the air crash theory, other explanations for mystery aircraft in the late 1920s and early 1930s included opium smugglers and -- in 1934 -- a Japanese reconnaissance of the northern coast. Japan was invoked, either explicitly or implicitly, in the Darwin and Hobart sightings in 1938, and the Townsville incidents in 1942. This brings me back to my original purpose in starting this series, which was to see if Australian mystery aircraft sightings can be used as an index of public anxiety about national defence. And my answer is 'yes', but it's a heavily qualified 'yes'. It's quite obviously so in 1918 and 1942, but then the country was at war (and in the latter case actually under attack), so that's no surprise. In the late 1920s and early 1930s there was no cause for Australians to be alarmed, so again it's no surprise that mystery aircraft weren't seen to be hostile. The more difficult cases are in 1909 and, to a lesser extent, 1938. In 1909, the mystery aircraft were the object of curiosity, not suspicion. But that same year Britain was undergoing every sort of defence panic around: invasion, dreadnoughts, airships, spies. Australians were also very worried about invasion, albeit from Japan, not Germany. Why didn't Australians imagine Japanese airships spying from overhead, preparing the way for the Emperor's soldiers?

The answer must have something to do with perceived plausibility, which in turn depends on perceived capability and perceived intent. In 1909, Germany had Zeppelins; Japan had nothing. If Japan had been publicly and successfully experimenting with longrange aircraft in like fashion to Germany, then Australians might have believed that the 1909 mystery airships were Japanese, just as Britons believed that theirs were German. In 1938, things were different. Everyone had aircraft now; and Japan was closer, in the sense that it had forward bases in Micronesia as well as aircraft carriers. It was now plausible to imagine that Japanese aircraft could reach Australia.

I was going to suggest that it was also now more plausible to imagine that Japan intended to attack Australia: after the Marco Polo Bridge incident in 1937 (and setting aside the invasion of Manchuria in 1931 which seems to have made less of an impression) it was clearly in an aggressive, expansionist phase. But the above plot suggests that press interest, at least, in Japan actually declined after 1937. That's a very crude index, of course, but it's consistent with Augustine Meaher's argument that Australians were surprisingly unconcerned about Japan in the late 1930s, contrary to Peter Stanley's view.

This is starting to get confusing. But, paradoxically, considering another problem with mystery aircraft may help here. Why were there no big waves of mystery aircraft sightings after the First World War? This seems to be true worldwide. Between 1896 and 1918 there were a number of times where mystery aircraft are seen in many places by many people over a short period of time: the United States, Canada, Britain, New Zealand, Australia. Afterwards, while there were certainly mystery aircraft sightings, they tended to occur singly, appearing once or twice at one place and then disappearing. They were also interpreted in isolation: nobody seems to have connected the Hobart mystery aeroplane of July 1938 with the Darwin case in February, nobody saw them as part of the same phenomenon. I'm not sure why this is, but I suspect that a greater familiarity with real aircraft must have had something to do with it. Actual aircraft were very rare in all countries when mystery aircraft waves took place: airships and aeroplanes were imagined far more than seen. This ignorance made it easier to believe that a planet, a fire-balloon or a Reticulan battlecruiser was in fact a aeroplane: easier for the witnesses, easier for everyone they told to believe them, easier for the journalists covered the story to treat it seriously. The spread of the idea that Germans (etc) were flying around in the sky met no resistance -- at least for a while: when the press starts to get sceptical the mystery aircraft waves tend to collapse very quickly.

So, while the huge increase in flying in Australia from the late 1920s may have put aviation at the forefront of the national consciousness and provided imaginative fodder for mystery aircraft incidents, it seems to have provided an inoculation against mass waves of sightings. For that to occur there needed to be plausibility, curiosity, and ignorance. All three at once. Mystery aircraft do appear at other times, but don't lead to anything else and are soon forgotten.

I'm not happy with this post; it's long and rambling, unfocused and confusing. Partly that's due to me making it up as I go along rather than planning ahead; but it's also partly due to the fuzzy nature of the mystery aeroplane phenomenon (and indeed history) itself. In trying to find common factors and causes I run the risk of imposing my own order where there is none. Maybe there is really no point to this. Maybe the Scareship Age was no such thing. So people thought they saw aircraft flying around where they were none. So what? Sometimes I think I should focus my research on phantom airships and mystery aeroplanes: it's something that few other historians are interested in and so it's one area where I can make a distinctive contribution. But then again, maybe there's a reason why it's a fallow field.

I've updated my list of British newspapers online, 1901-1950 to reflect the new titles available in the British Newspaper Archive (BNA), a pay-site which was launched with some fanfare about a month ago. Although it has been digitised from (and in partnership with) the British Library's newspapers collections, I must admit to not having paid much attention at the time because it sounded like it only covered 1900 and earlier. While that's mostly true, there's actually enough to interest an early 20th-century historian, especially in terms of regional newspapers, and more titles and pages are promised. Having said that, the price structure isn't very appealing for what's on offer, so I haven't subscribed to BNA and probably won't until I have a specific purpose in mind.

Most of the 20th-century titles are available only up to 1903. But the Western Times (Exeter) is available right up until 1950, and the Tamworth Herald until 1944. Four other newspapers have digitised runs of over a decade: Cheltenham Looker-On (1902 to 1913); North Devon Journal (Barnstaple, to 1923); Nottingham Evening Post (1921 to 1944); Western Daily Press (Bristol, 1915 to 1930). You can download whole pages (though apparently not individual articles), though sadly without a text layer. The free samples are good quality -- of course, they would be, but keyword searches (which you can do for free) suggests that the OCR is generally good. There is also the ability to correct the text where the OCR fails; and you can tag or comment on individual articles. User accounts also come with a 'My Research' section which allows you to bookmark articles as well as view a history of previous searches performed and articles viewed. A potentially handy feature is the ability to perform a keyword search on just the articles you've viewed. Searching in general is fast and powerful; you can quickly narrow a query by period, area, title or section of newspaper. I'm impressed with BNA's user interface overall: it is a lot like (and I'm sure directly inspired by) the National Library of Australia's Trove Digitised Newspapers but with a few more improvements for the dedicated researcher in mind.

Now for the complaints. These all revolve around the non-free nature of BNA. I do have philosophical objections to state institutions handing over their nation's cultural heritage largely preserved at taxpayer expense to free enterprise to make a buck out of, but there are practical problems too. The facilities for tagging, commenting and correcting are great, for example, but I question whether these are going to be used much in a non-open environment like this. Especially corrections: Trove has a community of eager text-correctors who make over a hundred thousand corrections a day; but then Trove is free. Expecting people to pay BNA for the privilege of improving their product is a bit much to ask, it seems to me. Apparently the current commercial arrangement will last for ten years, after which it may become open; but by then the technology will no doubt need updating and probably another commercial arrangement to fund it. I realise that digitisation and hosting costs money and it's not the British Library's fault it had to go down this route if it wanted to make its newspaper collection available to all; but I much prefer the Antipodean ethos on this one. Some of the problems resulting from the non-free, non-open nature of BNA could be fixed, though. As I noted above, given the limited number of titles currently available for the 20th century, subscribing for a whole year is not attractive to me. Why not have a cheaper option for just the 20th century?

[Cross-posted at Cliopatria.]

I have a favour to ask of you. Would you mind please having a look at this and telling me what's wrong with it? Thank you.

To be somewhat less cryptic, it's an article for peer-review which I am having no luck getting accepted anywhere, and I don't really know why. I've had some bad luck. I wrote the first version about a year before I finished my PhD, in the hope that it would be on my CV by the time I entered the job market; in the event the journal I submitted it to took well over a year to reject it. But I've made some bad choices too. In its original form it was too ambitious and far too long; after three rejections I decided to cut it in two and rewrite each piece as a standalone article. As it (or at least the first part) was now shorter and sharper, I was again hopeful that I could find a home for it. But I've now received a second rejection for this version. This last rejection was helpful in that the reviewer provided detailed criticism, but while much of it is well taken, some of it is not suggests that the point of my article did not get across. That's my fault as a writer; it might also be that I've been sending it to the wrong journals. But as I say, I'm not really sure why it's so difficult to place; it doesn't seem to me to be any worse than my first or even my second peer-reviwed articles.

So I'm taking a leaf out of Katrina Gulliver's book (though not her actual book!) by putting the article up on Google Docs and requesting feedback from anyone who has the patience to wade through it. You can comment on the article itself, either anonymously (if you don't want to be mentioned in the acknowledgements) or using your Google account; or you can send me an email. (No comments here though, please, unless they're about the crowdsourcing itself.) I'll take it down after a week or so.

How can I improve the article? What am I doing wrong? Where should I send it? Or should I just accept that this one is a dud and forget about it? It's up to you! Well, it's still up to me, but I'll be grateful for any and all suggestions.

[Cross-posted at Cliopatria.]

I've been using the Internet for nearly two decades: in 1992 -- after nervously checking with the physics computer lab manager first -- I sent an email to my future Honours supervisor while she was visiting Toronto. I was quickly hooked by the promise of overcoming the tyranny of distance and transparently communicating with people all across the planet. Of course, it never worked quite like that. Of the many of the different forms of communication enabled by the Internet I've tried since then, many have fallen by the wayside (who now uses Unix talk? When was the last WAIS server shut down?), others still limp along (Gopher, IRC, Usenet) while others are in surprisingly rude health (you've probably used FTP at some point, though you may not have known it). Sometimes I was an early adopter: I set up my first webserver early in 1994, at a time when there must have been only a few thousand websites in the world. At other times I was very late to the party. But after much enthusiastic (and occasionally obsessive) participation in these and other protocols, I eventually became jaded and turned to passive consumption of content rather than creation in any form. It was only when I took up blogging at the start of my PhD that I rediscovered that early joy in talking to the world.

But the thing about blogging is that it's pretty much all about me, me, me. While I absolutely value and enjoy interacting with commenters, and hope that those who read without commenting find what I post here interesting or valuable, it's my place and I set the agenda. And I'd probably still blog even if nobody read it. So while Airminded is part of the World Wide Web, spending so much time on it could lead me to think that bombing and phantom airships and the knock-out blow are more important than they really are (which is to say, not very). As well, because my authorial voice dominates here it can lead me to think that my opinion is more important than it really is (which is to say, even less).

Which brings me to Twitter. I've blogged about tweeting a couple of times before, first when I began using Twitter in earnest, then when I reached one thousand tweets. I've now added more than 10,000 to that figure, so it's probably safe to say that I'm a Twitter addict -- er, become accustomed to using it. For link sharing, making contacts, historical musings, friendly banter and just general silliness, for sure; but there's more to it than that.

Tweeting is sometimes called microblogging, but that's a bit of a misnomer. It's true that it's possible to use Twitter just to broadcast your own thoughts or promote your own things, but unless you're already a celebrity nobody is going to listen. The real value comes from listening and (optionally) responding to what others say -- in interacting with others. With other historians, sure, but also with other people who share some interests and with others who don't.

The biggest and best example of this, for me, has been following the Arab Spring, particularly the revolutions in Egypt and Libya. Not just the news (and the rumours), but the commentary coming from those living through them: their experiences, hopes, fears. I confess this was a bit of an eye-opener for me. Intellectually, of course, I knew that people living in autocracies are like people everywhere else, but hearing the diversity of their responses (even within the limitations of 140 characters) I recognised them as individuals at a more basic level. It became impossible for me to discount the revolutions as quarrels in far away countries between people of whom I knew nothing. Twitter help me humanise an important period in contemporary history. That's something that I don't think any of those older protocols, from email on, could have helped me to do, not in practice. It's not transparent at all, of course, and it is as subject to biases and deceptions as any other form of human communication; but using Twitter is really the closest I've come to entering the global village I glimpsed nearly two decades ago.

Because it's #twitterstorians Day, I really should have said something about the specifically historical uses (and limitations) of Twitter. Luckily there are plenty of others who have done that:

@katrinagulliver (who is responsible) · @jliedl · @jondresner · @kathryntomasek · @kellyhignett · @kelly_j_baker · @lottelydia · @markcheathem · @publichistorian · @raherrmann · @sharon_howard (with a special shout-out for The Broadside) · @wilkohardenberg

PS If you don't already follow me on Twitter, I'm @Airminded!

The other day I received an email from Andrew Gray, a reader of this blog, alerting me to the existence of a new online newspaper archive available at ukpressonline. I've used ukpressonline before for its complete runs of the Daily Express and the Daily Mirror, which were the most popular British dailies for most of the 1930s and 1940s. But it's not a free service. I don't mind paying, but the annual subscription rates are too prohibitive for me, and so when I do pay it's only for short-term access with a specific topic in mind. So it's not something I routinely draw upon.

But what Andrew pointed out (thanks Andrew!) was a new 'World War II' subscription package covering just the years 1933 to 1945, ie from the rise of Hitler to the end of the Second World War. It's only available by annual subscription, but I think £50.00 is more than reasonable for what it offers: not only the Express and the Mirror, but also the Yorkshire Post (one of the few conservative newspapers to take a stand against appeasement), the Daily Worker (owned by the Communist Party of Great Britain), and Action and Blackshirt (published by the British Union of Fascists and its successors). And it is promised that 'In the coming months, we aim to add major regional newspapers and some of the further-left press' (I would guess that the Yorkshire Post and the Daily Worker are the first of these, actually). This is a really excellent resource for anyone interested in the British press in this period; I've already signed up and started using it.

Still, this made me make, yet again, the invidious comparison between the state of online newspaper archives in Britain and in Australia -- in particular, the National Library of Australia's aptly-named Trove. Here, among many other things, you can get free access to many Australian newspapers, including the major capital dailies, in one place, using one (open-ish) interface. There's nothing like it for British newspapers, where everything is scattered all over the web, sometimes free but mostly not, often with no rhyme or reason as to the years available, and of course with highly variable user experiences. There are some advantages to the British approach (would the NLA be comfortable making Australian fascist literature available on the same basis as the mainstream press?), and the sheer volume of newspapers is vastly larger, so it's not practicable to have, say, the British Library digitise it all and publish it for free.

Instead of just griping about the situation, I decided to at least collate the various sources of online British newspapers for 1901-1950 (roughly, 'my period') and put it up in a list, which can be found on the sidebar on Airminded's home page. I used bigger lists compiled by Mike Dash and at The Bioscope, and added a few more I've found. I've excluded Irish newspapers (outside of Ulster), even though they were technically 'British' before 1922; but there is a good site for those already. Also, I decided not to link to archive sites which only allow institutional access (e.g. by libraries); they're a tease for the independent researcher. I'll try to keep the list updated, so please let me know if there is anything I've missed.

A few comments. The biggest surprise for me was finding that the Daily Mail is available from its founding in 1896 up until 1923, covering the Northcliffe years nicely. That's at an American paysite, NewspaperARCHIVE. Subscribing to that gives access to a rather random selection of more than a dozen other British newspapers from this period, the most interesting of which are perhaps Black and White (more of a magazine really, but one which often published speculation about future wars and the like) and Primrose League Gazette, a Conservative Party organ. Though if you're interested in Hackney you've got not one but three titles to choose from! (It also has the Guardian, but it's not the Manchester Guardian which became today's Guardian, but a London paper.)

There's nothing from Wales, unfortunately, and only the Belfast Gazette from Ulster -- like its London and Edinburgh equivalents, not a normal newspaper but an official government publication. Scotland has some reasonable coverage, with the Scotsman and the Glasgow Herald from its two biggest cities. There's also the Inverness Courier, though only an index of its articles is online: if you find something you want, you need to ask the poor librarians to scan it for you! Apart from the Yorkshire Post, the only regional English newspaper I've found so far is the Staffordshire Sentinel, published in Stoke-on-Trent.

There are some useful special-interest publications too. The women's suffrage movement is well represented, with Votes For Women (Women's Social and Political Union), The Vote For Women's Freedom (Women's Freedom League) and The Freewoman all freely available. New Age, an important literary journal, has long been online. There's also Temperance Caterer ('For temperance hotels, coffee palaces, coffee taverns and restaurants, cafes, coffee houses, cocoa rooms, refreshment contractors, hotel fitters, furnishers, &c') and the wonderfully named Tongues Of Fire, the official organ of the Pentecostal League ('A journal for the promotion and extension of spiritual life, purity and power'). And, of course, Flight!

One sad omission: The Times. I have institutional access, but it used to be possible to pay for access to The Times archive as an individual. Now that seems to be behind the subscriber paywall. Paying just to get the chance to pay again seems a bit retrograde.

A couple of months ago, Alun Salt did a very nice thing for me: he unexpectedly assembled some of the posts I've written here about phantom airships into an e-book. Using that as the basis, I've had a go at learning how to do e-books myself. (Alun recommended using Jutoh, an e-book project manager, and I'm glad he did.) So I've tweaked things a bit; added a few of the recent phantom airship posts I've written recently, played with the cover image, and the result is The Scareship Age, 1892-1946, available in the two most common e-book formats: EPUB, an open format, and MOBI, the format used by Amazon's Kindle. You can download them here, from the Downloads page, or from the sidebar on Airminded's front page. They are of course free, as in Creative Commons Attribution-NonCommercial-NoDerivs 3.0 Unported.

I have tried this sort of thing before, with my Sudeten crisis posts, but that was as a PDF which is not really suited for e-books; and with all the images it turned out to be quite bloated at 5.6 Mb. The Scareship Age comes in at 0.5 Mb for the EPUB and 0.9 Mb for the MOBI, which is much better. Now that I have a better idea about how e-books work, I'll have another go at the Sudeten crisis. But not now!

TRAVELLING OF THE FUTURE: THE BRITISH AERIAL TERMINUS OF THE WHITE MOON LINE -- The old order is passing. Already glimpses of the future of aerial transport, with all its mighty possibilities, are becoming visible. When the stricken nations return to a state of prosperity, great things are in store. As to what economic and commercial revolutions are latent in the development of flying, the most daring of us hesitates to speculate. The picture shows an aerial terminus of the White Moon Line, raised aloft over a seaport. This is no flat aerodrome, but a huge circular structure. Around its topmost circumference platforms swinging on a circular railed bed are carried by two rotating arms, on which the aero liners alight and from which they ascend. The arms are moved round as the wind changes, so that the aero liners descend and ascend facing it. These arms are inclined a little downwards to bring the liners more quickly to rest -- they alight up the slope -- and to assist them to gather speed more rapidly before the final breathless abandonment of the sloping platform and the upward rush into the heavens. On the left is seen a passenger lift with two cars which rise and sink continually, carrying passengers to and from the high embarking level. A mono-railway penetrates to the heart of the terminus; a footway runs between the tracks. An aero liner is seen just ascending, bound on some far journey; another is stationary, loading up. Inside the structure is a huge lift for lowering the aero liners for refitting and repair, and in its mysterious depths we can picture workshops lit by flickering arc lamps, where hundreds of mechanics work busily day and night... Perhaps some of the future aerial termini will be on the ground; but where a man can find no ground near the starting point, he will raise structures such as this. The sea-captains will look upwards at the air-captains, beholding the fulfilment of a great dream, dreamt by generations of wise men long passed away, who wondered because they knew that such great things would come to pass. From the original by Roderic Hill.

Source: Flight, 6 January 1921, 10-1.

According to Peter Bowler (following David Edgerton), 'the classic image of aviation promoted in the interwar years [in Britain] was that of the futuristic airliner, not the bomber'. I disagree; based on my own research, images like the above were markedly less common than more warlike ones. But this is admittedly just an impression, and could be due to a bias in my research methods. Whether civil aircraft or military ones dominated the projection of aviation is just the sort of question which could in principle be settled in a quantitative manner.

So, THATCamp Melbourne is over. It was pretty much as I expected, which is to say it was excellent. I'm not going to write a conference report (you should have been following #thatcamp on Twitter for that!) but two sessions did give me ideas for digital history projects I might like to do. One day. If I get the time.

One came out of the unofficial API Tim Sherratt reverse-engineered for Trove Newspapers. (Why the National Library of Australia won't release an official API is a bit mysterious.) He uses that to scrape Trove to do searches and display results which aren't possible with the interface offered by the NLA, such as plotting the frequency of Australian vs British/Briton. Are there any publicly accessible datasets which I use which could benefit from the same treatment? Yes, there are. The first one I thought of was the Flight archive, which is a great resource burdened with a limited interface. (But it's fantastic that it exists at all: Flightglobal is a commercial operation and they didn't need to open up their back issues like this at all, if they didn't want to.) I think this is easily doable. A second one is much more ambitious: The National Archives catalogue. It's frustrating that you can't do keyword search across their digitised collections; all you can do is search the descriptions in the catalogue, and these are by their nature limited. A scraper would help here. But the problem there is that you can't download documents directly, even when they are free; you have to add to a 'shopping cart', pay £0.00 for it and wait for an email to arrive. Possibly this could be automated; possibly not.

The other idea I had was to use SahulTime (or its eventual successor, possibly called TemporalEarth) to display the British scareship waves. SahulTime is something like Google Earth, but it allows you to map events/documents/people/objects in time as well as space. Matthew Coller, the developer, originally devised it to represent archaeological data on migration into Australia across the ice-age land bridge, but it is just as useful for historical data. So I could use this to show when and where the scareships were seen, showing how the waves started and evolved, with links to the primary sources. SahulTime is also good at displaying uncertainty in time, which is helpful where I have only vague information about when a sighting happened. The same could be done for uncertainty in space, though that's a bit trickier conceptually.

One day... if I get the time...

Later this week I'm going to THATCamp Melbourne. What's THATCamp, you ask? THATCamp stands for The Humanities and Technology Camp. It's an unconference devoted to exploring the ways in which the humanities and digital technology can work together. It is informal and collegial: attendees vote on the programme on the first morning. It's practical and hands-on: digital projects are often started during the camp, or tools written, or software installed. The first THATCamp was held at the Center for History and New Media at George Mason University in Virginia in 2008; last year there were 17 held around the world, including one in Canberra. Melbourne's is being held at the University of Melbourne, where I work and near where I live, so it would be hard to justify not going!

But the truth is that I did have qualms, because I don't consider myself a digital historian. Sure, there's the blog. But that's about communication, not research; and research comes first. And apart from using digitised sources where possible, my research methods are quite traditional. I find sources, I read them, I compare them, I draw conclusions, and so on. I imagine Gibbon did much the same.

In some ways, this is surprising. In my day job I work in systems administration and IT support, so it's not like I don't know my way around computers. And before history, I studied astrophysics, which has long used digital technology as an integral part of its methods. Indeed, about the first thing you do when you start out learning how to do astrophysical research is to become familiar with the analysis software you'll be using. And my masters project was entirely computational: I wrote, tested and debugged code. (Written in Fortran 77, no less!) So I'm sure that, when I came to do my PhD, I could have handled a project which was much more digital and less traditional in its approach if I'd wanted to.

But that's the thing: I didn't want to. Why leave a career in IT for one in history (and I still hope that will happen) and do the same kind of thing, just for a different end? Fiddle around with Apache installs, write justifications for storage arrays, think about database structures. That's what I want to get away from. What I want to do is read old books, uncover forgotten ideas, meet interesting (albeit usually dead) people. (And tell the world about it, which is where blogging comes in.) I would guess that most historians have similar motivations. And that's the problem for digital history. The types of people who are attracted to doing history are not likely to be attracted to doing digital history. (I have similar reservations about Anthony Grafton's recent call for more collaboration between historians, in emulation of the sciences. We tend to play better alone.)

This is not because digital history has no value: it clearly has vast potential. But at the moment it still belongs to the hackers, those who enjoy creating visualisation tools and XML datasets. It won't realise its potential until every historian is a digital historian, and that won't happen until doing digital history is as natural and painless as... well, as natural and painless as doing traditional history is, anyway. The technology needs to adapt itself to the users, in other words, not the other way around. Well, in reality both will happen; but we aren't there yet.

That said, I'm still excited to be going to THATCamp, and to seeing all the cool ideas and smart people. And I do hope to get more involved in digital history myself, rather than maintaining my current watching brief. But you can understand why I haven't come up with a cool session idea of my own. Or perhaps you can't? Am I being too cautious, too reactionary, too -- dare I say it -- Luddite?