Alan Allport. Browned Off and Bloody-Minded: The British Soldier Goes to War, 1939-1945. New Haven and London: Yale University Press, 2015. Alan's –– since he's a longtime friend of this blog I feel justified in the slight informality -- last book looked at what happened to the British soldier when he went home after the Second World War ended. This is much more ambitious in that it's about everything that happened to the British soldier before Demobbed. Hopefully Alan will write a social history of the RAF next. (Well, I can dream, can't I?) In any case, he will no doubt be pleased to learn that it's on sale in Australian bookshops, since that's where I found it; and that I showed both Browned Off and Demobbed to a colleague who promptly decided to buy his own copies for his current research. That's outreach and impact, right there.
Anne Witchard. England's Yellow Peril: Sinophobia and the Great War. Melbourne: Penguin, 2014. A very cute little (less than a hundred pages) book and a useful parallel to the Germanophibia with which I am better acquainted. Witchard argues that the casualties of the First World War led to fears of racial decline and hence the identification of the Chinese as a racial enemy. I know what you're thinking -- didn't M. P. Shiel, Jack London, and for that matter Sax Rohmer himself all write about the Yellow Peril before 1914? Well, yes. That's a good point. Hopefully Witchard will address it.
A scare was created in England last week by the reported appearance of a mysterious airship at night over the East Coast. Two residents of Ipswich separately saw the searchlight of the airship, and one declares he heard the engines. Residents in Hunstanton, a watering-place in Norfolk-on-the-Wash, state that they saw three bright lights pass from the east and disappear in the north-west after hovering overhead for half an hour. The steamer Arcadia also reported that she saw an airship to the north of the Orkneys. The airship is believed to have been a German visitor.
Artistic interpretations of phantom airships are not common; I'm not sure if this particular one is Australian or if it was sourced from the British press (or elsewhere), or for that matter whether it was drawn specifically to represent a phantom airship or just a generic one.1 It's a fanciful depiction, with its double-decker gondola and stubby wings. Phantom airships were almost universally equipped with searchlights, which were much less common features of real airships (though not vanishingly so). It is perhaps a reasonable representation of what people thought they were seeing when they saw phantom airships. On the ground below is a prosperous-looking town, but by the sea in the foreground is what might be a military base of some kind -- it's tempting to say those sheds are hangars, but I suspect it's a military or naval depot, as popular strategists believed that these would be the primary targets in a Zeppelin attack on Britain.
Thanks to David Waldron for the image.
Another contemporary drawing of a phantom airship appeared in the Whitby Gazette, 7 March 1913, p. 12, depicting the Othello incident; but the online version is not great; a better one is in Nigel Watson, UFOs of the First World War: Phantom Airships, Balloons, Aircraft and Other Mysterious Aerial Phenomena (Stroud: History Press, 2015), p. 54. ↩
David Clarke. How UFOs Conquered the World: The History of a Modern Myth. London: Aurum Press, 2015. Clarke is a journalist and academic who has also worked with the National Archives on the declassification of Britain's official UFO files. Here he takes a wider view, providing a social history of ufology (a subject he has already tackled, with Andy Roberts) framed through his own personal journey from believer to sceptic. Given that, I'm a bit disappointed that there seems to be little about phantom airships, a topic which he pioneered. Still, there's plenty of interest here.
Robin Prior. When Britain Saved the West: The Story of 1940. New Haven and London: Yale University Press, 2015. Or, to be slightly more precise, when Britain saved the West by saving itself - Dunkirk, the Battle of Britain, and the Blitz (and Churchill rather than Chamberlain or indeed Halifax). Knowing Prior's previous work (mostly on battles of the First World War), this will be thoroughly researched and logically argued. At first glance, it's not clear that he is challenging much of the historiographical consensus on 1940, however: for example he allows that Fighter Command had the Battle of Britain well under control, while making the point that this wasn't obvious to contemporaries. Which is to say that Prior is sensible. As Prior says there aren't many military histories of 1940 as a whole, so a fresh, integrated and scholarly account is welcome.
Nigel Watson. UFOs of the First World War: Phantom Airships, Balloons, Aircraft and Other Mysterious Aerial Phenomena. Stroud: History Press, 2015. With Clarke, a sometime-collaborator, Watson is the other major pioneer of the history of phantom airships (and who also is more interested in their cultural significance than the remote possibility of physical reality). The collection which he edited, The Scareship Mystery (2000), has long been my standard reference on the subject for both peacetime and wartime mystery aircraft scares -- not that there are many competitors, mind. This is something of an update, a bit less in-depth but also broader. In fact, apart from the more usual mystery aircraft wave of the period, there is a chapter on the Australian mystery aeroplane panic in 1918 drawing upon my own research, which is very gratifying. There is also some information on Norwegian mystery aircraft scares, in 1908 and during the First World War, which I don't know much about. A chapter on wartime spy scares and other rumours bears on my own research in this area.
The Australasian Association for European History is, by widespreadacclaim, the best conference series ever, and so I'm pleased to report that I will be speaking at the next one, to be held in July at the University of Newcastle. The title of my talk is 'Zeppelinitis: constructing the German aerial threat to Britain, 1912-16', and the abstract is:
I will show how the German aerial threat to Britain was constructed in the public sphere during the First World War, with the Zeppelin menace eclipsing older anxieties such as invasion and espionage. This was partly an objective assessment: Zeppelin raids did actually occur. But it was also partly a subjective and greatly exaggerated one, due to prewar speculation about aerial warfare, wartime propaganda about German atrocities, and the pervasive nature of the atmosphere, which for the first time exposed everywhere and everyone in Britain to attack. In this way, the Zeppelin menace helped construct the home front, too.
Now to work out what I actually meant by all of that. Something to do with this, I think.
Blaine R. Pardoe. Never Wars: The US Plans to Invade the World. Fonthill: 2014. NB: 'Plans' is a noun, not a verb! This is a summary and analysis of various war plans made by the United States between the 1900s and the 1940s, from the Azores to Mexico. Two versions of War Plan Red, war with the British Empire, are presented, one from 1905 and one from 1935 (including the use of poison gas against Canada). Perhaps the most intriguing is War Plan Black from 1914 (not the better-known 1916 version): the German invasion of the United States following the defeat of the Allies in the war in Europe. It's not quite The War in the Air: the projected German forces include only a detachment of aircraft, and Pardoe suggests that German airpower may been decisive, given the American lack of it (which seems unlikely, given the actual capabilities of aviation in 1914). Sadly, the US Navy's 1908-9 plans for the invasion of Australia and New Zealand don't rate a chapter.
At 10:45am on 25 April 2015, a RAAF Hornet (possibly a Super Hornet) flew 500 feet over my house. Ordinarily my response to something like this would be: COOL. But this day was a bit different, because it was, of course, Anzac Day; and not just any Anzac Day, but the long-anticipated centenary of the Australian and New Zealand invasion of Gallipoli on 25 April 1915. Anzac Day is now the most important day in the national calendar, eclipsing Australia Day, 26 January, the anniversary of white settlement and the official national day, as well as Remembrance Day, 11 November, the anniversary of the end of the Great War and the other major day in the Australian calendar which commemorates war. Why? The Australian War Memorial (AWM) puts it like this:
Anzac Day goes beyond the anniversary of the landing on Gallipoli in 1915. It is the day on which we remember Australians who served and died in all wars, conflicts, and peacekeeping operations. The spirit of Anzac, with its human qualities of courage, mateship, and sacrifice, continues to have meaning and relevance for our sense of national identity.
one day in the year has involved the whole of Australia in solemn ceremonies of remembrance, gratitude and national pride for all our men and women who have fought and died in all wars. That day is ANZAC Day -- 25 April.
Every nation must, sooner or later, come for the first time to a supreme test of quality; and the result of that test will hearten or dishearten those who come afterwards. For the fledgling nation of Australia that first supreme test was at Gallipoli.
This is what Anzac Day is really about: 'The Gallipoli landing was in an important sense the birth of our nation. Certainly it was the coming of age', as prime minister Tony Abbott said, not entirely consistently, a few weeks ago. A century ago, many would have shared his sentiments, too. But a generation later, the patriotism and militarism embodied in that viewpoint had begun to seem old-fashioned, even dangerous, after another world war and a new cold war; and after another generation, with the original Anzacs fading away, it seemed like Anzac Day would too. (I barely remember Anzac Day from when I was a kid, which seems bizarre to me now given its present prominence and my own war obsession.) That has changed utterly: an incredible 128,000 people turned up to the dawn service in Canberra, about a third of the population (though no doubt many were from out of town: the AWM is the central site for Australia's memory of its wars). ...continue reading →
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.
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 FlotillaI blogged aboutlast 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.
The Imperial Aircraft Flotilla (London: The Over-Seas Club, n.d. ), 28. ↩
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.
I found this pro-disarmament poster on eBay (at US$1985, I won't be buying it!) The text reads:
THE TRANSPORT OF THE FUTURE.
DEATH AND DESTRUCTION
FRIENDSHIP AND PEACE
Abolish All War Aeroplanes
This is the seller's own description:
An incredibly rare original vintage anti-war poster circa 1938 in fine condition, archivally mounted on acid-free paper and linen-backed. Measures 28 1/2 x 18 3/4 inches (63 x 48 cm). Fine condition or nearly so (A). Lightly toned, a few repaired closed short tears from edges (clearly shown in photos). A few minor instances of printer overpainting in the letters. Possible light stain or mild abrasion to image area. Generally in fine condition. Produced by the Friends' Peace Committee, Friends House, Euston Road, London NW1 and the Northern Friends' Peace Board, Spring Bank, Rawdon, Nr. Leeds, England, and printed by H.W. & V. Ltd., London.
I doubt that it's as late as 1938, as claimed by the seller. A biplane is a bit (though not completely) old-fashioned for 1938, for a start. Katherine Firth suggested that the font is more late 1920s/early 1930s. And the poster's message doesn't make much sense for 1938, when disarmament was no longer realistic. Not that pacifists are always realistic, by any means; but the connection that is drawn between civil and military aviation, between the possibilities of 'death and destruction' through 'war aeroplanes' and 'friendship and peace' through aerial 'transport of the future' is very suggestive of 1932-34, when the World Disarmament Conference debated and tried, unsuccessfully, to resolve precisely this nexus -- usually considered to be the commercial bomber. That said, these two groups (both affiliated with the Society of Friends, i.e. the Quakers) do seem to be separating out civil aviation from military aviation, arguing that a simple ban on military aircraft would save civilisation from destruction and allow it to benefit from air travel. It was more perhaps usual to argue that the internationalisation of civil aviation in some form was required in order to prevent airliners from being turned into bombers, with a further step being the internationalisation of military aviation as well. I can't find any reference to this poster in BNA but a quick search does confirm that the Friends' Peace Committee and the Northern Friends' Peace Board were fairly vocal in 1933-35, for example writing an open letter to the prime minister in 1933 warning against starting aerial rearmament while the Geneva conference was still in the balance, and in 1935 deploring the inevitability of attacks upon civilians implicit in the initiation of air raid precautions.1 The poster is at least evidence that they tried to persuade the public (or some sector of the public) of the aerial danger too.
Sunderland Echo and Shipping Gazette, 14 December 1933, 7; Western Daily Press (Bristol), 14 May 1935, 8. ↩