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.

D Day – III: La Résistance – Extra History

Filed under: Europe, France, History, Military, WW2 — Tags: , , , , — Nicholas @ 02:00

Extra Credits
Published on 20 Jun 2017

Although the French government surrendered to the German invasion, French people rose up and formed resistance groups to take their country back. Charles de Gaulle and his Free French took advantage of these independent movements to help organize actions that would greatly aid the Allied landings at Normandy.

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

How to become Prime Minister of Spain without the pesky need for voter approval

Filed under: Europe, Government, Politics — Tags: , , , , — Nicholas @ 05:00

Tim Black explains how the new Spanish leader got there without ever winning an election:

There is a big, fat, blindingly obvious problem with Spain’s new prime minister, Pedro Sánchez: no one voted for him, or indeed the Socialist Party (PSOE) of which he is leader.

In fact, 46-year-old Sánchez has never been overly familiar with the electorate. He entered congress in 2009 as an internal Socialist Party replacement because a lawmaker was leaving his seat early. He then promptly lost this seat in the 2011 General Election. Fortunately, in 2013, another Socialist congressional deputy left her seat early, meaning that Sánchez could once more return to the political fray, bypassing the electorate en route. Improbably, he was successfully nominated, thanks to the backing of PSOE grandees, as the Socialists’ general secretary in 2014, leading them to their worst-ever result in the 2015 General Elections. A few months later, the PSOE got rid of him as leader, and Sánchez, in turn, rid himself of congressional responsibilities by quitting his seat. His reason, it seems, was to have time to concentrate on becoming the PSOE leader again. Which is what happened.

His triumph this past week, therefore, was not built on anything resembling popular support. Rather, it was a feat of constitutional chutzpah. It began last week, when the corruption scandal that has long dogged Mariano Rajoy, then prime minister, and leader of the governing Popular Party, came to a momentary head (the so-called ‘Gurtel’ case is ongoing), with the jailing of one of the PP’s former treasurers for 33 years for fraud and money-laundering. The PP was itself also fined for benefitting from the kickbacks for public contracts. Sánchez saw his chance, and proposed a motion of no confidence in Rajoy, a move that under Spanish constitutional law results, if successful, in the replacement of the subject of the motion by the proposer. Congress duly passed the motion and that was that – for the first time in Spanish political history, a sitting prime minister was deposed through a vote of no confidence. Sánchez, with the Socialists in tow, had ascended to power.

But that big, fat fly in the ointment of Sánchez and the Socialists’ success won’t go away. For a start, you can see the absence of any public mandate writ large in the congressional maths. As it stands (following the 2015 General Election), Rajoy’s PP remains the largest single party, with 134 members of the 350-strong Congress of Deputies, while Sánchez and the now ruling socialists have only 84. To be able to govern without going to the electorate, Sánchez will have to strike deals with the seven other parties and regional representatives, including, of course, Catalonia’s independence-demanding cohort. Which means concessions, deals, compromises, all rich in cynicicsm and opportunism.

D-Day: Canada at Juno Beach

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

Yesterday Today
Published on 3 Jun 2017

D-Day: Canada at Juno Beach

6 June 1944

Of the nearly 150,000 Allied troops who landed or parachuted onto the Normandy coast, 14,000 were Canadians. They assaulted a beachfront code-named “Juno”.

The Royal Canadian Navy contributed 110 ships & 10,000 sailors in support of the landings while the RCAF had helped prepare the invasion by bombing targets inland. On D-Day & during the ensuing campaign, 15 RCAF fighter & fighter-bomber squadrons helped control the skies over Normandy and attacked enemy targets. On D-Day, Canadians suffered 1074 casualties, including 359 killed.

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.

D-Day – I: The Great Crusade – Extra History

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

Extra Credits
Published on 6 Jun 2017

D-Day: June 6, 1944, the day when Allied forces stormed the beaches of Normandy to retake France from the Germans. They hoped to take the Germans by surprise, and their decision to brave rough weather to make their landings certainly accomplished that, but despite these small advantages, the American forces at Utah and Omaha Beach had to overcome monumental challenges to establish a successful beachhead.

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

Conrad von Hötzendorf – A Military Genius? I OUT OF THE TRENCHES

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

The Great War
Published on 2 Jun 2018

Chair of Wisdom Time!

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.

June 1, 2018

50 Miles To Paris – Third Battle Of The Aisne I THE GREAT WAR Week 201

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

The Great War
Published on 31 May 2018

The German spring offensive has lost some traction over the past few weeks but the Allies are still under pressure. With Operations Blücher and York, the Germans are getting within 50 miles of Paris again, just as they did in 1914.

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.

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