Stephen Bayley | The Spectator columnists & writers

Why are heritage enthusiasts so stubbornly hidebound?

Even if notions of beauty are treacherously fugitive, and even if interpretations of history are nowadays subject to revision by class, gender and race, there can be no civilised argument against the preservation and enjoyment of great architecture and art from the past. But ‘heritage’ is not quite that simple. There’s something else going on. A la recherche of what precisely? Our troubled world accommodates, even embraces, heritage tomatoes and heritage paint. The former reaches back into agricultural history to find an uncontaminated source of perfect taste; the latter, chalk-dense, impure colours popularised by Farrow & Ball, elevates ordinary cottage woodwork to gentility. And these two poles of misplaced desire define the heritage sensibility.

Must we now despise colonial architecture too?

Here’s a thing. A disturbing book about disturbing cities. And it’s full of loaded questions. Like Hezbollah, the publisher uses the silhouette of an automatic weapon as its logo. This is a trigger warning. Jonathan Swift wrote: All poets and philosphers who find Some favourite system to their minds In every way to make it fit Will force all Nature to submit. So I give you Owen Hatherley, an architectural critic of the left, adept in the predictable tropes of Guardian-sprache, who exists in a world, as he often tells us, defined by concepts of colonial domination, exploitation and ocean-going misery. As Lionel Trilling observed, leftish people are always glum because things are never quite as perfect as they wish them.

Enjoy your beloved car while you can

Remember ashtrays in cars? Soon cars will themselves become objects of wet-eyed nostalgic reverie. A thrilling era of propelling ourselves, while gassing others, via a series of explosions more or less constrained by gears, steering devices and friction materials, is coming to an end. Enjoy that very loud Porsche while you can. It will soon be illegal. The great fascination of the car resides not in engineering or technology but in semantics and emotions. A friend has a disgraceful anecdote from his untidy youth to explain the grip cold metal has on hot hearts. A brief fling with a married woman whose husband travelled a lot found him one cold morning, late for a lecture, with a ratty old Citroen that would not start.

Stylish and useful: why the Anglepoise remains a design classic

The tide of survival bias has retreated and left the Anglepoise a design classic. Its contemporaries from the mid-1930s, a BSA Scout and de Havilland Dragonfly, for example, have become quaint antiquities. Almost unmodified since 1934, it is that rarest of things: a design beyond fashion. And it has totemic qualities. For my generation, the possession of an Anglepoise as much as a set of David Mellor cutlery or even a chicken brick was a ticket to the modern world where perfect products made you happy. Or so the theory went. To understand that modern world, now deceased, you need to appreciate basic analogue systems such as the rivet and the spring. The rivet is a bonding technique that made petrol tankers and submarines possible.

The country house is dead: that’s why we love it so

The true English disease is Downton Syndrome. Symptoms include a yearning for a past of chivalry, grandeur and unambiguously stratified social order, where Johnny Foreigner had no place unless perhaps as butler in the pantry or mistress in the bedroom. And the focus of the disease is the country house, Britain’s best contribution to the world history of architecture. Except often the architect was Johnny Foreigner. The typologies are well understood: from great halls with their Tudor feasts to Italianate palazzi, with Alexander Pope scribbling in the garden; thence to disturbing Victorian horrors corrupting their inhabitants (q.v. Balmoral), lovable Arts & Crafts by Lutyens and, latterly, the wince-making middle-brow pastiches of Quinlan Terry (whose clients include Michael Heseltine and Nicholas Coleridge).

How we did the locomotion: A Brief History of Motion, by Tom Standage, reviewed

Audi will make no more fuel engines after 2035. So that’s the end of the Age of Combustion, signalled by a puff of immaculately catalysed smoke from polished chrome exhausts designed by fanatics in Ingolstadt. But some say the age of motion itself will have shuddered to a halt before then. A trope of the New Yorker is a cartoon showing cavemen inventing the wheel, a companion to the other trope of desert island castaways. The adventure promised by the wheel and the limitations of boring stationary solitude are ineffably linked. Since Homo erectus left Africa 1.75 million years ago, without wheels, moving our bodies through space has been a defining characteristic of civilisation. The urge to travel may be, as the biochemist Charles Pasternak says, very nearly innate.

The disgraceful decision to remove Liverpool’s heritage status

Unesco has cancelled the ‘World Heritage Status’ of the Necropolis at Memphis and the Giza Pyramid because a Radisson Blu hotel has been built in neighbouring Cairo. That’s not true, but for a similarly absurd reason Liverpool has been de-listed from heritage Valhalla by word-mincing bureaucrats. Not many Liverpudlians will care about this imbecilic and ignorant decision – Liverpool is the capital of itself and does not look to London, still less to Paris or Brussels. The tragedy here is not Merseyside’s status, but Unesco’s blindness. In recent years, Liverpool has demonstrated exactly the mixture of respect for the past and optimism for the future that all great cities need. Liverpool is the equal of Manhattan and Venice in its astonishing architectural presence.

The magnificent fiasco of Mies van der Rohe’s Farnsworth House

John Ruskin believed the most beautiful things are also the most useless, citing lilies and peacocks. Had he known about the Farnsworth House in Plano, Illinois, a rural community 50 miles west of Chicago, he might have suggested it too. Except this modernist building of 1951 is an evolved expression of the emerging industrial culture Ruskin so despised. But it is several other things too, notably an example of fraught transactions between architect and client. The Farnsworth test case became a trial whose transcript ran to 3,800 pages. Of all relationships, except that between a firing squad and its target, the architect-client example is the one most predictably headed for calamity. You have the cost-conscious client, the egotistical and ambitious designer and the dodgy contractors in an infernal triangle, each determined to take advantage of one or all.

Is it farewell to the handshake?

Ella Al-Shamahi is a Brummie, born to a Yemeni Arab family. From a strict Muslim upbringing she transitioned (evidently con brio, as ‘dick’ appears in her new book) to the secular life. She is now an author, explorer, academic paleoanthropologist, stand-up comedian and television presenter. This is an impressive c.v., deserving many congratulatory handshakes. But wait. Alas, the handshake has become taboo. Your hand, says the Mayo Clinic, is a lethal bio-weapon crawling with pathogens as yearning to contaminate as those scary airborne droplets. Your hand is a horror story. According to one calculation, a square centimetre of manual skin contains ten to the power of seven bacteria. Even the common cold virus survives on unwashed hands for up to three hours.

Roy Strong’s towering egotism is really rather engaging

There is nothing wrong with being self-invented. The most interesting people in the world designed themselves. And in this matter Roy Strong, once upon a time the director of the Victoria & Albert Museum and National Portrait Gallery, can offer a master class. He has discovered the mines of self-invention to be very deep and richly seamed with treasure. This is no less than his third bulky volume of diaries, and readers have been generously treated to autobiographies as well. While convinced that a scheming Alan Yentob conspired to keep him off the telly for more than 30 years, Roy, with his singular voice, is a national asset, recognisable from innumerable radio broadcasts. With great art he has retained a bit of a suburban twang from Edmonton Grammar School, but presents overall as posh.

High-speed trains, planes and automobiles are increasingly redundant

Should the world be faster or slower? This is a question relevant to global economics, politics and culture. But not to Martin Roach. The History of Speed is a one-dimensional book — if it has any dimensions at all. Speed and pace are often confused. One is distance over time, the other is time over distance. A snail’s pace is actually a snail’s speed, or about 0.002 mph. At the other extreme is the speed of light: 671,000,000 mph. The shelled gastropod is nearer to the average speed of London traffic today, about 7 mph if you are lucky. Roach, who has written bestsellers on boy bands, suffers no sort of confusion over his subject. Indeed, his focus is hard and sharp. The History of Speed is singularly dedicated to kinematics, especially those concerning wheeled vehicles.

The 747 was the last moment of romance in air travel

I felt a genuine pang when British Airways announced that it was retiring its fleet of Boeing 747s, the largest remaining in the world. But the jumbo’s final approach to the elephants’ graveyard in the sky was a long time coming. In the US, United and Delta retired their 747s three years ago. With a mixture of frugality and sentimentality, BA kept them long after new technologies and new demographics made their huge capacity redundant. But the 747 was and remains a favourite of pilots and passengers. It was a friendly machine. Half a century after its first commercial flight, we can see, elegiacally, that it was the end of something old rather than the beginning of something new. The story begins in 1963 when the US air force issued a specification for the CX-HLS, or ‘Cargo Experimental Heavy Lift System’, a military transport.

René Dreyfus: the racing driver detested by the Nazis

I have driven a racing car. On television, it looks like a smooth and scientific matter. It is not. A racing car is a fearsome environment of engulfing pyroclastic heat, metaphor-testing noise, vision-blurring vibration and nauseating centrifugal forces. Ninety years ago it was even worse. The cars had tyres with little grip, feeble brakes and no crash protection whatever. Hot oil would continuously spray over drivers, who raced in linen caps; and an off, as they call excursions, would often result in mutilation or immolation. Faster is the story of René Dreyfus, who flourished in this atrocious atmosphere, in a culture where the public found the achievement of speed a transfixing spectacle. After all, Aldous Huxley believed speed was the only sensation unique to the 20th century, since flight had been known to 18th-century balloonists.

Clean lines and dirty habits: the Modernists of 1930s Hampstead

With its distinctive hilly site and unusually coherent architecture (significantly, most of it domestic rather than civic), Hampstead has always had a singular character. But it is as much a state of mind as an address. Although two of England’s greatest native artists, Keats and Constable, made it their home, over the past three centuries Hampstead has notably attracted waves of exotics: French, Spanish and Jewish. These immigrants, struggling with heavy baggage labelled ‘high culture’, have had a huge influence on the neighbourhood. Perhaps the geography and townscape — a miniature city on a hill defined by secret places, alleyways and architectural surprises, a defensible space both in terms of protection and psychology — had a special appeal to the refugee mentality.

Plumbing the mysteries of poltergeists

This is a paranormal book — by which I mean it exists in a truly out of the ordinary netherworld of amiable smut and arch silliness not normally associated with titles reviewed in these pages. But hold on, there is a point — which I’ll come to later.‘Perhaps Wakdjunkaga was really Gef the Talking Mongoose.’ I read this amazing sentence and was about to throw the book across the room, but then realised that a flying paperback might, if S.D. Tucker were to see it, be interpreted as evidence for the existence of poltergeists (from the German for ‘noisy spirit’). So I read on resignedly until my wife interrupted me and said: ‘That looks self-published.’ She is a designer. ‘One thing I’d recommend to any publisher is, if using black and white photography, always choose a high contrast image,’ she continued, thoughtfully flicking through the pages.

There’s something hot about a hat

When an American describes a woman as wearing a ‘Park Avenue Helmet’ you know exactly what is meant. This is a hairdo so precise and sculpted that it trembles, category-wise, between coiffure and armour. Both natural and artificial, it also accurately signals social status. The link between hats, hair and caste was first made by James Laver in his 1937 classic Taste and Fashion, a book not yet bettered in its field. Oddly, it does not appear in the bibliography of Drake Stutesman’s new cultural history of headwear. But to be fair to NYU’s Professor Stutesman, she does make the compensatingly interesting point that one of the reasons for the decline of the woman’s hat in the 1950s was the introduction of the deadly fixative hairspray, which made the Park Avenue Helmet possible in the first place.

A museum-quality car-boot sale: V&A’s Cars reviewed

We were looking at a 1956 Fiat Multipla, a charming ergonomic marvel that predicted today’s popular MPVs. Rather grandly, I said to my guide: ‘I think you’ll find the source of the Multipla in an unrealised 1930s design of Mario Revelli di Beaumont.’ He looked a bit blank. This exhibition is a rare attempt to explain the car, perhaps the most dramatic since the Museum of Modern Art’s 1951 New York show where Philip Johnson coined the term ‘rolling sculpture’. It is both occasionally brilliant and continuously exasperating. Rather as if in a crowded restaurant you are overhearing snatches of fascinating conversation coming from different tables. The context is significant. The V&A and the Science Museum were only separated in 1909.

An unconventional biography of the visionary architect Frank Lloyd Wright

Paul Hendrickson’s previous (and very fine) book was Hemingway’s Boat, published in Britain in 2012. It was a nice conceit to see the writer’s life through his singular obsession with Pilar, the boat he commissioned from a Brooklyn shipyard, which remained the steadiest companion in his choppy voyage. The enormous life of Frank Lloyd Wright — the architect who was born two years after the Civil War, and died in 1959 when Bobby Darin’s ‘Mack the Knife’ was a hit — offers no such straightforward device. With more than 500 completed designs, splendid eccentricities and a well-developed taste for confrontation, every single Wright building could have become a novella. He was a philanderer, fantasist, liar, cad, spendthrift, anti-Semite (whose most famous clients — Guggenheim and Kaufmann — were Jewish) and a ‘narcissist and control freak’ (at least, according to the New York Post in a spasm of fastidiousness).

The slasher with the knife

A stiff, invigorating breeze of revisionism is blowing through stuffy art history. Is it really true that all the valuable traffic was on a mainline between Paris and New York, with modest sidings in London, Barcelona and Zurich? Was the adventure of modern art an exclusively masculine journey across the North Atlantic? Suddenly, it has been discovered that there were modernists at work in Latin America and Africa too. An exhibition of Carmen Herrera, a Cuban abstractionist, in New York’s Whitney Museum two years ago was a sensation. The more so, of course, because Herrera (now 103) is a woman. The Tate has recently shown that Dorothea Tanning was at least as interesting as her better-known husband, Max Ernst. Hilma af Klimt at the Guggenheim has astonished New York.

An idea made concrete

Was the Bauhaus the most inspired art school of all time or the malignant source of an uglifying industrial culture which has defiled our cities? Two books look at its influence abroad after 1933 when the Nazis put the jackboot in. The Bauhaus was nothing if not modern — even if ‘modern’ is now a historical style label and the Bauhauslers were as trapped in their historical circumstances as we are in our own. This was noticed and ridiculed by Tom Wolfe in his 1981 squib, From Bauhaus to Our House, a book as bristling with cheerful spite as with clever wordplay. Although not quite so simple, the Bauhaus was dedicated to the idea that the prospects for all mankind could be determined by engineering and metaphors of engineering.

Maps of the mind

MacDonald ‘Max’ Gill (1884–1947) is less well known than his notorious brother, Eric. But was he less of a designer, less of an artist? The son of a Brighton clergyman, his career was built on a sequence of remarkable connections. The architect Halsey Ricardo, a descendant of the economist, was his tutor. While working for church builders Nicholson and Corlette, Gill very likely met Edwin Lutyens at the Art Workers’ Guild. And for Nashdom, the neo-Georgian house Lutyens built in 1909 for Prince Dolgorouki at Burnham in Buckinghamshire, Gill drew an imaginative ‘Wind Map’. Somewhere between illustration and cartography, this was a pointer of what was soon to come from his pen and brush. In 1913 Frank Pick, the publicity manager of the Underground Electric Railway Company of London, commissioned Gill to cheer up the Tube, then depressed by competition from the new motor buses.

An ambivalent icon

Immigrants to the United States in the late 19th century discovered in Upper New York Bay, after a long, uncomfortable trans-Atlantic journey, a real portal and a symbolic one. There was Ellis Island: designer, William A. Boring. Then there was the Statue of Liberty on neighbouring Bedloe’s Island: designer, Frédéric-Auguste Bartholdi. The first was a practical introduction to America, where you got processed; the second a more mystical one, where you got inspired. It’s a good moment to publish an account of the Statue of Liberty, perhaps the world’s most famous sculpture. One reason: in London there’s an evolving debate about what a monument should be, stimulated by the clumsy Holocaust Memorial proposed near Parliament.

Houses of ill repute

Architects and politicians have a lot in common. Each seeks to influence the way we live, and on account of that both, generally, are reviled. But architecture is more important than politics. Unless you are an anchorite or a polar bear, it’s unavoidable. And it lasts longer. The best architecture affects our mood. Exaltation, if you are lucky. And the worst influences our behaviour: a riot with burning Renaults, if you live in a French banlieue. But, as a new exhibition at the Wellcome Collection suggests, architecture may also, in one way or another, affect our health. At ground level, this is quite obvious. Damp, foul air, extreme temperatures, bad drains, structural collapse, fire risks, asbestos and socially hostile environments can all, alas, be experienced in buildings.

A barbarous view of modernism

When I was younger, one of my favourite books was James Stevens Curl’s The Victorian Celebration of Death. His latest is much less cheerful. Like one of those innocents who re-enact the Civil War in embarrassing costume on Bank Holidays, Curl has been time-travelling backwards into a pre-modern world. He returns from the past with a crude message that has been familiar since Reginald (Menin Gate) Blomfield told us in the 1930s that modern architecture is a godless conspiracy of foreigners, Jews and Bolsheviks to eradicate an established culture of building, patiently evolved over three millennia. This is less than a half-truth. Yes, modernist principles, misunderstood by unimaginative planners, often led to atrocious results.

The billionaire’s toy box

Today’s VHNWI wants a PRSHLS. That’s Very High Net-Worth Individual and Partially Reuseable Super Heavy Lift System. Or, in the demotic, the rich want space rockets. ‘It’s not rocket science’, people say when describing the technique of making, say, an omelette — even if making an omelette requires a certain deftness of hand and nice judgment. So what is it? Rocket science is a mixture of ballistics, aeronautics, chemistry and computation, now cocktailed with extreme wealth, galactic obsessions and a faraway look in the eye. Once, the prerogative of the rich was to assault the environment with fast cars, burning oil and cruelly crushing molecules of air as they progressed. Now, the billionaire’s toy box contains rockets, which add new semantic richness to the concept of gas-guzzling.

Ferrari – heavy, expensive, wasteful, dangerous and addictive

Has a more beautiful machine in all of mankind’s fretful material endeavours ever been made than a ’60 Ferrari 250 Granturismo? Go to the Design Museum and decide. I have driven many Ferraris and the experience is always unique. They are alive, demanding, feral, sometimes even violent or truculent. Addictive, too. Once, in Haverfordwest, I arrived sweating and puffing after seven hours in traffic. I parked the 246 GT at the hotel for a moment but then, unable to ignore the hot, seductive car, I got back in and drove up and down the coast road; up and down, up and down. Just because it was there. Kierkegaard thought that ‘the best demonstration of the wretchedness of life is obtained through a consideration of its glory’.

Cold comfort | 7 December 2017

Mrs Thatcher once explained that she adored cleaning the fridge because, in a complicated life, it was one of the few tasks she could begin and end to total satisfaction. In this way are refrigerators evidence of our struggles, our hopes and our fears. Moreover, if you accept that the selection and preparation of food is a defining part of our culture, then you must acknowledge the primacy of the refrigerator in human affairs. In 2012, The Royal Society declared refrigeration to be the single most significant innovation in food technology since Fred Flintstone invented the barbecue. Me? I wrote these notes while chewing chilled sapphire grapes from Brazil, via Waitrose, messengers from our refrigerated global food chain.

High wire act

‘Mid-century modern’ is the useful term popularised by Cara Greenberg’s 1984 book of that title. The United States, the civilisation that turned PR and branding into art forms, wanted homegrown creative heroes. In design there were Charles Eames and George Nelson with their homey hopsack suits and wash’n’wear shirts, their sensible Wasp homilies: a counterattack against imported — and often baffling — exotics from the Bauhaus. It was the same in fine art. Jackson Pollock (Jack the Dripper) was a roughneck from cowboy country in Wyoming who became a darling of the media, not least because of his readily reportable deplorable behaviour. And then there was Alexander Calder, not a hard-scrabble survivor at all, but born in Philadelphia to a family of artists.

Vital signs

Exhibit A. It is 1958 and you are barrelling down a dual carriageway; the 70 mph limit is still eight years away. The road signs are nearly illegible. You miss your turning, over-correct, hit a tree and die. The following year, graphic designer Margaret Calvert is driving her Porsche 356c along the newly built M1. The motorway signs are hers. It is information design of a high order, possibly even life-saving. The clarity and intelligence of Calvert’s British road signs remain unmatched nearly 60 years later. And the font she created became the NHS, and later rail and airport, standard. Exhibit B. The French are worried about nuclear waste. Given the half-life of radio-active detritus, warning signs must be legible in 100,000 years when written language may be redundant.

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