Quotulatiousness

June 8, 2018

The spiritual and aesthetic brutality of Brutalist architecture

Filed under: Architecture, Britain, Government, History — Tags: , , , — Nicholas @ 03:00

In City Journal, Catesby Leigh looks at (and shudders at) some of the best-known examples of Brutalist architecture in the UK:

World War II left Britain in urgent need of rebuilding. The Blitz destroyed 200,000 homes and left another quarter-million uninhabitable. In the severely overcrowded urban slums, often blighted by industrial pollution, families lived without indoor plumbing, and they shared outdoor privies with neighbors. Others found shelter in temporary prefabricated homes produced by the aviation industry. In 1946, the government legislated the creation of new towns that, along with extensions of existing ones, would eventually be home to more than 2 million Britons. Aside from the new towns, a multitude of urban renewal and greenfield-development schemes emerged during the economically vigorous 1950s and 1960s. Housing “estates” erected by city and other local councils, mainly for lower-income residents, sprang up at a vertiginous rate, along with new office buildings, civic centers, shopping centers, parking garages, schools, hospitals, factories, and university buildings. Some 1.5 million prewar homes were demolished in the three decades following the war. Old urban centers were transformed: “Post-war Birmingham rebuilt itself in austere raw concrete, like Kuwait and Hanover and Manila,” Christopher Beanland enthuses in Concrete Concept: Brutalist Buildings Around the World. But by the late 1960s, it was obvious that most Englishmen weren’t keen on the idea of Birmingham looking like Kuwait and Hanover and Manila.

[…]

Park Hill, half-abandoned council housing estate, Sheffield, England
Photo via Wikimedia Commons

Many of the buildings that Harwood’s book covers make you wonder whether it is really about architecture at all. Consider Park Hill (1961), a huge council-housing estate containing nearly 1,000 duplexes and single-level flats that partially replaced a demolished slum overlooking downtown Sheffield — a crime-ridden precinct that, for all its problems, had housed a resilient community. Laid out as four long, interconnected slabs inflected so as to form an utterly antiurban, vermiculated footprint, Park Hill owed an enormous debt to the Unité d’habitation. At every third story, it featured elevated open-air “streets” or “decks” — the Corbusian fetish of the day — that ran indoors and out, connecting the slabs. As at the Unité, the imagery was nakedly industrial, with the apartments stashed in a “bottle-rack” grid of concrete that soon assumed a depressingly drab tincture and also proved prone to spalling. A ruthless rationalism likewise asserted itself in the level height maintained throughout the complex, which ranged from four to 13 stories, despite the irregular, sloping site. Park Hill was less a work of architecture than a huge, strange contraption inflicted on the urban skyline. Visual amenity, such as it was, came in the form of soft-hued brick within the concrete grid.

A typical deck in the Park Hill Flats, Sheffield.
Photo via Wikimedia Commons.

As with many postwar housing projects, Park Hill offered practical amenities that residents had never before enjoyed: indoor plumbing, hot water, mechanical heating, even a sophisticated garbage-disposal system. Harwood mentions that, Britain’s many council-housing catastrophes notwithstanding, Park Hill “stood firm.” This is not true. By 1979, less than 20 years after its completion, Park Hill was an urban basket case — riddled with graffiti, terrorized by hooligans, afflicted with irruptions of black mold and the terrible stench resulting from waste-disposal blockages. Deserted decks and stairways provided criminals with multiple escape routes.

[…]

Local journalist Peter Tuffrey’s Sheffield Flats, Park Hill and Hyde Park: Hope, Eyesore, Heritage — whose title might seem to play ironically off Harwood’s but for the fact that the book appeared two years earlier — allows us to study a map and old photographs of the slum that Park Hill and Hyde Park supplanted. What we see are blocks, courts, and alleys teeming with row houses and low-rise tenements — streetscapes displaying a human scale, much solid construction, and considerable dereliction, all to be swept away by the desolation of the Corbusian superblocks.

Harwood doesn’t trouble herself with the Hulme Crescents (1972), another assemblage of concrete slabs on the vermiculated, “streets-in-the-sky” plan that rose from the blank slate of a demolished Manchester working-class district where 90,000 people once lived — “the human engine-room of the Industrial Revolution,” as Lynsey Hanley calls it in her largely autobiographical and often engrossing Estates: An Intimate History. The Crescents, designed to house more than 13,000, were conceived in emulation of Bath, the gorgeous Georgian city. Things didn’t work out that way.

“Almost immediately, the estate’s infrastructure began to suffer from the same problems that beset Park Hill and Broadwater Farm [a troubled north London estate]: leaky roof membranes, infestations of vermin and insects, uncontrollable damp, deserted walkways, and an endemic feeling of isolation,” Hanley notes. “The flats were so expensive to warm that many tenants never turned the central heating on, and communal areas were so difficult to maintain that the [city] council could not cope. When a small child died after falling off the top-floor ‘access deck’ of one of the Crescents in 1974, families decamped to the outskirts, belatedly following the rest of old Hulme.” The Crescents’ descent into chaos did make it possible for an anarchic punk scene to flourish in an upper-level hangout known as The Kitchen. The party ended with the estate’s demolition during the 1990s.

[…]

Still, the folly of concentrating lower-income populations in tall buildings eludes her, just as it eluded the Tory government that, in 1956, introduced hugely generous subsidies for the construction of high-rises, relative to row houses and semidetached houses. Not only are tall buildings much more expensive to build and maintain than houses; they were not even essential to achieving the residential densities that postwar planners sought. Tall buildings are highly artificial and complex structures housing temperamental machines, like elevators, that require a heightened degree of maintenance, often by highly paid technicians rather than handymen with toolboxes and stepladders, as Hanley observes. Tall buildings also require an elevated degree of social discipline, as well as security features like intercom systems, closed-circuit TV, and doormen or concierges. The tower blocks and high-rise slabs at the Barbican Estate, the carefully developed, elaborately landscaped, intensely picturesque Brutalist “bankers’ commune” in the City of London, have been very successful. The appropriate synecdoche for the Barbican’s low-end counterparts, however, might well be a broken-down elevator littered with trash, defaced by graffiti, and reeking of urine.

June 7, 2018

D-Day – II: The Secret War – Extra History

Filed under: Britain, Cancon, Germany, History, Military, WW2 — Tags: , , , , , — Nicholas @ 02:00

Extra Credits
Published on 13 Jun 2017

The Germans expected the Allies to invade France to re-open the Western Front, but they did not know when or where the invasion would start – thanks largely to the operations of MI5, British intelligence services, who staged an elaborate deception called Operation Bodyguard designed to make the Germans think they would be invading Pas de Calais instead of their real target: Normandy.

June 6, 2018

Travelling on British passenger trains

Filed under: Britain, Railways — Tags: , , — Nicholas @ 03:00

Other than preserved steam train passenger trips, the last time I took a train in Britain was during the “Winter of Discontent”, and it was a grim experience indeed. Recently, Malcolm Kenton purchased a First Class BritRail Pass and did some extensive travels on many of the passenger services (averaging over 250 miles per day over 12 days). He said he understands why the British complain about on-time arrivals, but compared to American passenger trains, he clearly felt he was in a railway wonderland:

10:00 PM on a Tuesday, May 15, at London’s magnificent Paddington Station. At right, a Great Western Railway
Hitachi dual-mode train has just arrived from points southwest, with a Great Western DMU train across the platform.

Photo by Malcolm Kenton

The Brits have a habit of complaining about their trains. As I experienced, their on-time performance often falls short of Swiss standards (though is excellent by American standards), ticket prices are continually increasing, and service frequencies and span on some lines aren’t what they could be. But it’s hard for someone who’s used to a country where even major cities are served by just one train a day, if that, to knock a system that provides at least three daily frequencies to even the least densely populated lines. If this is what remains after the infamous early 1960s Beeching cuts, which saw the abandonment of many secondary lines, then what existed before must have been absolutely mind-boggling.

[…]

The regular National Rail trains I rode were about evenly split between electric and diesel power. Most of the lines emanating within a 100-mile radius of London are electrified — both the East Coast and West Coast mains boast catenary as far as Edinburgh and Glasgow from London, and several other lines have third-rail power, including the South Western trains between London Waterloo and Weymouth via Southampton, which I rode — the world’s longest continuous third rail-electrified railway at 136 miles, whose electrification was completed in 1988. By contrast, America’s longest electrified railroad is only 57 miles: Metro-North’s Harlem Line from Grand Central Terminal to Southeast, N.Y. Trips of up to 200 miles on electrified lines tend to be covered by Electric Multiple Unit trainsets, while electric locomotive-hauled sets cover longer runs.

Top speeds for expresses on the electrified mains range from 100 to 125 MPH, akin to Regionals on Amtrak’s Northeast Corridor. Older equipment is usually limited to 80 to 90 MPH. On less busy branch lines, speeds top out between 40 and 70 MPH depending on track condition. Some of these lines are dark territory and some still use semaphore signals and manually-operated switch towers (signal boxes in British parlance).

Catenary electrification is working its way westward on the Great Western main line towards Cornwall, but long-distance expresses on this line use either 1990s-built High-Speed Train trainsets powered by diesel locomotives on both ends or two-year-old Hitachi dual-mode (catenary electric and diesel) multiple unit trainsets. Most services on less busy lines, however, are provided by Diesel Multiple Unit trainsets of varying vintages and configurations, often of just one or two cars. ScotRail’s rural services, including the five-hour run Sam and I took from Glasgow to Mallaig, all use DMUs.

Of the ten different branded National Rail services I sampled, I was most impressed with Virgin Trains, Great Western and Chiltern Railways. I took Virgin’s expresses on both the East and West Coast main lines and both offered a comfortable First Class product with hot meals and alcohol included, similar to Acela First Class. Great Western’s First Class seats were the most comfortable and the color schemes and seat arrangements the most attractive, and the food service included sandwiches as well as snacks, coffee, tea, sodas and still or sparkling water. On most trains traveling for more than one hour, there is food and beverage service from a cart. In most cases, First Class passengers get one complimentary snack (such as pretzels, fruit, crisps (potato chips in British parlance), candies, cookies and pastries) and one drink each time the cart passes through the coach.

June 5, 2018

The Landings At ANZAC Cove And Suvla Bay 1915 I THE GREAT WAR On The Road

Filed under: Australia, Britain, History, Military, WW1 — Tags: , , , , , — Nicholas @ 04:00

The Great War
Published on 4 Jun 2018

With thanks to Mr. Ali Serim for making this episode possible.

Indy and our guide Can Balcioglu explore the northern landings sites of Gallipoli where the Australian and New Zealand Army Corps (ANZAC) landed in 1915.

June 3, 2018

Brand X – Nuclear Burn (1976)

Filed under: Britain, Media — Tags: , — Nicholas @ 02:00

aquarianrealm
Published on Nov 7, 2010

AMG: Brand X were a British jazz-rock fusion outfit formed by Genesis drummer Phil Collins and Atomic Rooster guitarist John Goodsall as a side project from their regular groups. Their initial lineup also included keyboardist Robin Lumley and bassist Percy Jones (the Liverpool Scene, the Scaffold). Brand X’s debut album, Unorthodox Behaviour, was released in 1976; a live album, Livestock, and the studio effort Moroccan Roll followed in 1977. Collins left the group to concentrate on Genesis, and for 1978’s Masques, he was replaced by Al Di Meola drummer Chuck Burgi, as well as additional keyboardist Peter Robinson, who had played with Stanley Clarke. Three further albums — 1979’s Product, 1980’s Do They Hurt?, and 1982’s Is There Anything About? — followed before the group disbanded. In the mid-’90s, Lumley, Goodsall, and Jones reunited, issuing several live collections in the years to follow.

H/T to ESR for the link.

June 2, 2018

The Robinson Affair (that the British establishment would like to “disappear”)

Filed under: Britain, Law, Media, Religion — Tags: , , , , , — Nicholas @ 03:00

If you haven’t been paying attention to the British media, you might not have heard about Tommy Robinson and his crusade to expose the “Asian grooming gangs” that have been left almost undisturbed by the British police, prosecutors and (until very recently indeed) the media:

The controversy around him continued. In March, Robinson was suspended from Twitter, where he had almost half a million followers. The social-media site (which merrily allows terrorist groups like Lashkar e-Taiba to keep accounts) decided that Robinson should be suspended for tweeting out a statistic about Muslim rape gangs that itself originated from the Muslim-run Quilliam foundation. And it is on this matter that the latest episode in the Robinson drama started — and has now drawn worldwide attention.

Ten years ago, when the EDL was founded, the U.K. was even less willing than it is now to confront the issue of what are euphemistically described as “Asian grooming gangs” (euphemistic because no Chinese or Koreans are involved and what is happening is not grooming but mass rape). At the time, only a couple of such cases had been recognized. Ten years on, every month brings news of another town in which gangs of men (almost always of Pakistani origin) have been found to have raped young, often underage, white girls. The facts of this reality — which, it cannot be denied, sounds like something from the fantasies of the most lurid racist — have now been confirmed multiple times by judges during sentencing and also by the most mainstream investigative journalists in the country.

But the whole subject is so ugly and uncomfortable that very few people care to linger over it. Robinson is an exception. For him — as he said in a 2011 interview with the BBC’s Jeremy Paxman — the “grooming gangs” issue isn’t something that afflicts some far-off towns but people in the working-class communities that he knows. And while there are journalists (notably the Times’ Andrew Norfolk) who have spent considerable time and energy bringing this appalling phenomenon to light, most of British society has turned away in a combination of embarrassment, disgust, and uncertainty about how to even talk about this. Anyone who thinks Britain is much further along with dealing with the taboo of “grooming gangs” should remember that only last year the Labour MP for Rotherham, Sarah Champion, had to leave the shadow cabinet because she accurately identified the phenomenon.

Which brings me to last Friday. That was when Robinson was filming outside Leeds Crown Court, where the latest grooming-gang case was going on. I have to be slightly careful here, because although National Review is based in the U.S., I am not, and there are reporting restrictions on the ongoing case. Anyhow, Robinson was outside the court and appeared (from the full livestream) to be filming the accused and accosting them with questions on their way in. He also appeared to exercise some caution, trying to ensure he was not on court property.

But clearly he did not exercise enough caution, a strange fact given that last year Robinson had been found guilty of “contempt of court” for filming outside another rape-gang trial, one involving four Muslim men at Canterbury Crown Court. On that occasion Robinson was given a three-month prison sentence [PDF], which was suspended for a period of 18 months. Which meant he would be free so long as he did not repeat the offense.

Although Robinson appeared to be careful at Leeds Crown Court last Friday, to dance along the line of exactly what he could or could not livestream outside an ongoing trial with a suspended sentence hanging over his head was extraordinarily unwise. What happened next went around the world: The police turned up in a van and swiftly arrested Robinson for “breach of the peace.” Within hours Robinson had been put before one Judge Geoffrey Marson, who in under five minutes tried, convicted, and sentenced Robinson to 13 months. He was immediately taken to prison.

From that moment it was not just Robinson but the U.K. that entered a minefield of legal problems. In addition to the usual reporting restrictions on the ongoing trial, a reporting ban was put on any mention of Robinson’s arrest, swift trial, and conviction, meaning that for days people in the blogosphere and the international media got free rein to claim that Tommy Robinson had been arrested for no reason, that his arrest was a demonstration of a totalitarian state cracking down on free speech, and even (and this one is remarkably clueless as well as careless) that the recent appointment to the position of home secretary of Sajid Javid — who was born to Muslim parents — is the direct cause of Robinson’s recent arrest.

A Safer Berth – HMS Victory

Filed under: Britain, History, Military, Technology — Tags: , — Nicholas @ 02:00

NMRNPortsmouth
Published on Aug 21, 2017

An 18-month programme to re-support the world’s most famous warship HMS Victory sagging under her own weight is now underway.

May 31, 2018

Admiral David Beatty: “There seems to be something wrong with our bloody ships today”

Filed under: Britain, Germany, History, Military, WW1 — Tags: , , , — Nicholas @ 05:00

One of the outcomes of the Battle of Jutland was that naval opinion finally crystalized over the notion of battle cruisers: the loss of three British battle cruisers during the battle (and near-loss of a fourth) proved to most that the design was flawed and that this class of ships should never have sailed into battle against real battleships. A recent post at Naval Gazing begs to differ on this judgement:

Explosion that sank HMS Queen Mary at the Battle of Jutland, 31 May 1916
Image via Wikimedia Commons.

David Beatty’s famous remark about the destruction of two of his ships by catastrophic magazine explosions during the Battle of Jutland sums up the traditional attitude towards one of the battle’s most famous aspects. Of the 3,326 men aboard the battlecruisers Indefatigable, Queen Mary, and Invincible, only 17 survived. It’s long been believed that the ships themselves were to blame, as they were built with only relatively light armor. Shells supposedly penetrated to the magazines and set them off. Recent research has revealed that this was not the case, and the ships were lost primarily due to defects in operation, not design.

The basic problem with the conventional theory is that no German shell penetrated deep enough into the surviving ships to have been able to set off a magazine if it had hit one. The magazines take up a minority of a battlecruiser’s deck, so if such hits were common, then at least a few of the surviving ships should have seen shells reach their machinery. Instead, German shells were found to detonate with 16-24′ of their first impact with the structure. At the 20° angle the shells were falling at at the time, this puts them no more than 8 feet below the upper deck upon detonation. The only case where shell fragments reached magazine was a hit on Barham at 1758 when fragments from a 12″ shell penetrated the deck over the 6″ magazine. Despite leaving a 12″x15″ hole in the 1″ deck, the fragments had no effect on the powder stored under it.

So is there a different potential cause, one that happened to a surviving ship? A survey of the damage to Beatty’s battlecrusiers reveals a promising candidate. A hit on a turret, such as the one suffered by HMS Lion, could cause a flash to propagate down into the magazine, which would then deflagrate in precisely the manner seen during the battle. A careful examination of Lion‘s damage shows that she came very close to suffering the same fate.

Turret explosions are hardly unknown aboard warships, either as a result of accident or enemy action, and a great deal of care goes into making sure that they don’t set off the magazines. Powder is stored in metal cans or tanks, and flashproof doors and other interlocks are used to make sure that fire does not reach the magazines. Unfortunately, the British had systematically undermined these protections in the search for rate of fire and ammunition capacity, and their magazine practices during the battle can only be described as suicidal.

After the Battle of Dogger Bank, Beatty decided that the reason he was unable to destroy the German battlecruisers was insufficient rate of fire. Not only would opening fire early and firing quickly lead to early hits, but it would also distract the German gunners. However, the British were not particularly confident in their long-range fire control, and began to stuff extra cordite into the handling rooms and other spaces that had been designed to provide flash protection. This was made much worse by a other changes intended to increase rate of fire. Normally, the cordite cases were kept sealed until just before the charges are sent to the gun, but the crews chose to open many of the cases early, take some cordite out of the cases before battle to make it easy to access, and even stored extra charges completely unprotected. In a final effort to make the turrets as dangerous as possible, the majority of the anti-flash safety doors were removed.

The only ship which strongly resisted this trend was Lion, and the efforts of her Gunner, Alexander Grant, deserve most of the credit. When Grant came aboard, he found the situation described above, and quickly reintroduced the traditional magazine safety regulations with the support of Lion‘s captain, Ernle Chatfield. He managed to train the magazine crews to the point where they could provide cordite to the guns faster than the guns could fire it, while observing full safety procedures.

The Battle of Jutland Explained

Filed under: Britain, Germany, History, Military, WW1 — Tags: , , — Nicholas @ 04:00

Ministry of Defence
Published on 25 May 2016

10,000 men. 250 ships. 12 hours. Two sides. The Battle of Jutland – 100 years ago.

No5 MkI Enfield “Jungle Carbine”

Filed under: Britain, History, Military, Weapons, WW2 — Tags: , , , — Nicholas @ 02:00

Forgotten Weapons
Published on 18 Jan 2015

http://www.forgottenweapons.com

The No.5 MkI Enfield, commonly called the “jungle carbine” is nearly the shortest-lived rifle in British military service. Introduced in 1944, they were declared obsolete in 1947 as the result of insoluble accuracy problems. The guns were originally developed from regular No4 Enfield rifles with the goal of producing a shorter and lighter variant for paratroops. This was done by shortening the barrel, adding a flash hider, and making lightening cuts in several places on the barrel and receiver (which were the cause of the problems that doomed the gun).

Not all No.5 rifles produced developed problems, and they were certainly handier than the regular Enfield rifles. They are noted for kicking harder, of course, and this is not really helped by the narrow rubber buttpad they came with (most of which are nice and hard today).

Theme music by Dylan Benson – http://dbproductioncompany.webs.com

QotD: Difficulties in using self-reported data

Filed under: Britain, Health, Quotations, Wine — Tags: , , — Nicholas @ 01:00

Nick Cohen, over in the Guardian, is busy telling us all that we must drink less and that Scotland raising the minimum price of alcohol (hitting poor people’s cheap cider and bargain booze, but not directly affecting craft lagers, appellation d’origine contrôlée wines and artisan gin) is a Good Thing because the industry makes its profits by exploiting addicts who are drinking themselves to death en masse.

    It is a truth universally unacknowledged that, like drugs cartels, the drink industry makes most of its money from addicts. It thrives on hooked customers, who put boosting the brewers’ profits before their and their families’ health and happiness. Sixty per cent of alcohol sales – worth £27bn a year in England – are to “increasing risk” drinkers taking more than 21 units of alcohol a week, in the case of men (about 10 pints or two bottles of wine), and “harmful” drinkers taking more than 50… Twenty one units (14 for women) does not sound much in my world of journalism, but it is a sign of people who cannot go a day without a shot of their drug, which is as good a definition of an addiction as any.

Now, there’s a question there about who decided what that “risk” was and how large it was. Cohen gets into the Salvation Army-style temperance-league apocalyptic warnings about the horrors of heavy drinking and warns that by the time you’re knocking back fifty units a week (for men, thirty-five for women) you’re undergoing “full degeneration”.

But is that based on any firm evidence? One interesting study, reassuring to the toper, can be found here, which among other things makes the gentle point that since we either under-report what we consume, or we pour away half of the booze we buy undrunk, planning policy on what we admit to consuming may not be accurate.

Jason Lynch, “How Much Is ‘Too Much’?”, Continental Telegraph, 2018-05-08.

May 30, 2018

Decisive Weapons S02E04 – U-Boat Killer: The Anti-Submarine Warship

Filed under: Britain, History, Military, WW2 — Tags: , , — Nicholas @ 04:00

erana19
Published on 25 Jan 2016

1996-1997 BBC documentary series. Series 2, Episode 4.

May 29, 2018

Allied Defense During Spring Offensives 1918 I THE GREAT WAR Special

Filed under: Britain, France, Germany, History, Military, WW1 — Tags: , , , — Nicholas @ 04:00

The Great War
Published on 28 May 2018

MHV about Stormtrooper tactics: https://www.youtube.com/watch?v=BNqmA-if-4g

The French and British defenses during the German Spring Offensive 1918 were put to a real test when the Germans attacked. The carefully built defenses had to be abandoned and new lessons had to be learned.

May 28, 2018

Naval Operations In The Dardanelles Campaign 1915 I THE GREAT WAR On The Road

Filed under: Britain, France, History, Middle East, Military, WW1 — Tags: , , , , — Nicholas @ 04:00

The Great War
Published on 25 May 2018

In our first episode filmed on the former Gallipoli battlefields, Indy and our guide Can Balcioglu explore the naval campaign that preceded the landings at Gallipoli in early 1915.

May 26, 2018

Sir Humphrey debunks the notion of maintaining a “reserve fleet”

Filed under: Britain, Economics, Military — Tags: , , , — Nicholas @ 03:00

The US Navy keeps a lot of ships around after they’ve been retired from active service (sometimes for decades), and some in the UK are asking if the Royal Navy should do something like that with the soon-to-be-retired Type 23 frigates. Sir Humphrey explains in great detail why this shouldn’t happen:

HMS Westminster (foreground) and HMS Iron Duke, Type 23 frigates of the Royal Navy, in the naval base of Portsmouth, August, 2000.
Image via Wikimedia Commons.

The subject of ‘Reserve Fleets’ is something that often comes up across the internet whenever naval forces are discussed. To many casual observers there is an innate draw to the idea of holding ships back as a contingency against a potential threat. No matter how appealing this idea seems on the surface though, there are a multitude of good reasons why keeping complex warships in reserve at the end of their life is usually a very bad idea.

In broad terms these reasons boil down to four key areas – Maintenance & Material and People & Training. Each of these areas poses a challenge which brought together makes it extremely difficult to consider keeping a ship credible once she has paid off.

Maintenance & Material
The Royal Navy has historically not maintained a large reserve fleet since the 1950s, when the combination of the loss of conscript manpower, the increasing complexity of warships adding to reactivation times and the reality that any global conflict would go nuclear quickly meant that reserve fleets were relatively worthless.

After the late 1950s the RN maintained a ‘Standby Squadron’ that usually comprised several vessels that while not fully active, were kept in reasonable running order. For many years Chatham dockyard functioned as the home of the Squadron, which usually comprised ships drawn from classes still in service, that could be brought up to readiness quickly to replace other vessels at sea. This occurred during both the Cod War and the 1982 Falklands War.

It is not clear when the Standby Squadron was formally discontinued, but it played a key part in the RN force structure into the 1980s. For instance, the 1981 defence review foresaw a number of escorts (possibly 7-8 out of 50) being held in quasi-active status. The RN also maintained other ships in full reserve – such as during the lifetime of the Invincible class when usually one of the three was placed into reserve for a year or two ahead of deep refits.

The key distinction here is that this sort of set up required a heavy investment of resources and manpower to keep the ships maintained and fit for sea. A modern warship is never truly alone during her active life – there are always people onboard to maintain systems and keep watch over her. By contrast ships that decommission and pay off will progressively see less and less people onboard until one day they have been stripped down and become ‘dead ships’, and they will be left to rot until the scrappers take them.

To keep a ship in a salvageable condition, able to be made ready for sea requires a significant amount of maintenance and upkeep. This is something that is costly, requiring regular dockings, inspections and repairs, as well as the cost of keeping the ship preserved and vaguely usable. To put a ship into Reserve with the intention of using her again does not mean she can be forgotten about – quite the contrary, they require regular care and maintenance.

To put a ship into reserve at the end of her life and be certain of using her again would require an additional refit to rectify defects. It would also require regular inspections, support and attention throughout the period in reserve.

For a ship that is likely to be used again, it makes reasonable sense to do this as every pound spent on preventative maintenance is likely to save many more in reactivation costs. For a ship likely to pay off, this makes far less sense – you are spending a lot of money to park a ship and wait for it to be scrapped.

« Newer PostsOlder Posts »

Powered by WordPress