Discovering David Foster Wallace

I've come to his work late, but I'm looking forward to reading it all.

There's a bookshop in my favourite part of the city in which I live in which marauds an unshaven man with dishevelled hair. I know nothing about this man, but he is the tool with which I measure the aptness and the good sense of my taste in literature. Usually, he is found to be in one of two positions: either lying on the sofa looking angry, or deliberately disordering the books on his shelves (he owns the shop, and he's entirely right to think that people will stay longer if his books aren't alphabetised. It's because of wisdom like this that I use him as my tool). It was from this man that I bought the only book I own by David Foster Wallace - and when I bought it his features reassembled themselves from a look of slight fury into a look of slight misery. This is what he does when he thinks you have made an excellent choice of book. I promptly congratulated myself.

Wallace is a much talked about author. He is also an author whom I hadn't read, and knew nothing about. I began reading Oblivion, which I discovered was the last work of fiction to be published before his death, and was suspicious. To my closed and inattentive ears, Wallace is one of those writers who inspires an untrustworthy intensity of love in otherwise trustworthy people. It's not that I didn't want to like Wallace, or even that I crassly sought to disagree with those who liked him for no reason other than the contrariness; but many admirable minds laud him as one of the greatest novelists of his "generation", and I distrust both praise and references to generations. Imagine the delight and the shame I felt when I discovered that Wallace wrote a mockery of the hagiographic use of "generation" too - in his short story "Death Is Not the End" he writes a parodic biography of a dead poet which "two separate American generations have hailed as the voice of their generation".

By virtue of almost nothing other than my own ignorance, I suppose I'm ripe to fall into the second generation of Wallace admirers (which is exactly what I am - I decided a couple of days ago whilst sitting on the Northern line). The forthcoming, posthumously published novel The Pale King is not a book that I, unlike Wallace's legion of fans, have been "eagerly awaiting". It's not even a book I knew existed until recently - but in reading two early reviews (in Time and GQ), I've learnt the odd thing about Wallace that has made me abandon my scepticism. What would Wallace think about the consolidation of my respect growing from the textual peripheries of others, rather than from his own writing? I suppose he'd look sad and shrug, but then, I haven't even finished Oblivion yet, so I wouldn't know. In any case, I should qualify myself - my respect has been consolidated not by these reviews, but by the extracts of Wallace's writing embedded in them.

Still, assertions like Lev Grossman's (in the Time review) that Wallace's remaining notebooks are "chewed over and bent and practically charred by the intellectual energy Wallace expended in them" are symptomatic of the kind of mythologising that good dead authors find themselves subject to. That one of these notebooks had a picture of one of the Rugrats on the front is testament of how, to put it tritely, paper was paper to Wallace. I'm not sure he'd want his manuscripts monumentalized - tempting as that might be. "He switched pens practically every paragraph" Grossman breathlessly notes. Well, he probably didn't. And if he did, that makes him silly, not a genius.

His essay collection, A Supposedly Fun Thing I'll Never Do Again begins quietly with a distancing "supposedly" and escalates into an absolution of a "never again" - which sounds both a threat and a loss, like a child covering disappointment with disobedience. It makes me wonder, of the so many people who have waited for The Pale King, how many would really have the ability to be disappointed with this last slice of Wallace. John Jeremiah Sullivan articulates a feeling that any reader who has fallen in love with an author has felt: "I was surprised to have the wind sucked out of me by the thought ... that there would be no more Wallace books". Perhaps this is the best thing about my slowly dissolving ignorance: I've got a lot of Wallace books still left to read.

Jonathan Derbyshire reviews "The Pale King" in this week's issue of the New Statesman

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Track changes: a history of the railways

Simon Bradley's new book takes us from the train carriage to station signposts, walking the line between nostalgic reminiscence and hard evidence.

In his classic travel book The Great Railway Bazaar, Paul Theroux wrote that “the trains in any country contain the essential paraphernalia of the culture”. Of nowhere is this truer than the first railway nation. So much of Britain is what Simon Bradley calls “railway-haunted territory” – its landscape either directly transformed by the bridges, tunnels, cuttings and marshalling yards or indirectly touched by the social revolution wrought by the train. The train compartment is a micro-society that has brought the classes together to gawp at and dissect each other. “I can watch a dirty middle-aged tradesman in a railway-carriage for hours,” wrote Rupert Brooke in 1910, “and love every dirty greasy sulky wrinkle in his weak chin and every button on his spotted unclean waistcoat.” From the romance of steam to the curled corners of the British Rail sandwich, the railways have stirred the national imagination. So a single-volume social history of the scale and ambition of Bradley’s feels overdue.

The book is arranged spatially rather than chronologically. It begins in the railway carriage, the “mobile enclosure in which millions of people enjoyed or endured billions of hours”, and then takes us along the permanent way and its hinterland, ending on the platforms and concourses of the great railway stations. The non-linearity makes for some slightly awkward transitions (“so now we must move out of the compartment for a time . . .”), but it does allow Bradley to show how, on the railways, the present is always colliding with the past. Victorian carriages, divided into single compartments, survived on electrified commuter lines into the 1960s; W H Auden’s Night Mail was still “crossing the border” into the 1980s; the slam-door carriages and wide-window vistas of the InterCity 125 add a 1970s retro-chic to the present fleet.

Bradley was a schoolboy trainspotter, and he retains something of the spotter’s meticulousness and completism (or perhaps he has acquired this as a joint editor of the Pevsner Architectural Guides). For arcane knowledge, alight here: we learn about the varieties of upholstered leather used to cover seats, the different types of lavatory (early prototypes exposed the user to a
hurricane-force draught from below), the many iterations of platform tickets and the minutiae of buffet-car menus. “A straw in the wind,” he writes drily of the slow decline of the Pullman trains, “was the abandonment of croutons with the soup course.”

While Bradley does not always succeed in separating the telling details from the mere details, his book is still generously stuffed with the former. He tells us how the steam that hisses so evocatively from the halted train in Edward Thomas’s poem “Adlestrop” was produced; how the diddly-dum, fourfold beat of a moving train comes from the way 20th-century track was welded together, unlike today’s continuously welded rails, which have done away with this lovely music for ever; and how the graffitied railway carriage of the 1970s owed less to a broken society than it did to the new technologies of aerosol paint and the marker pen.

Bradley’s book picks up full steam whenever he evokes the sensual experience of travelling by train in the days before it became like being on an airliner: “the sour smell of wet cigarette ash” on a rainy winter’s day, “the tobacco-tainted condensation on single-glazed carriage windows” and the “mysterious creaks, squeaks and groans” of the sleeper train, with its promise of magical translation, separated by unconsciousness, to another place.

It is harder to gauge Bradley’s politics: he does not have the crusading interest in political economy of that other great railway writer, Christian Wolmar. Skating over privatisation in a few pages, he passes up the chance to explore the railways as a case study in the tussle between free-market economics and subsidised, fixed-capital industry. Yet even as a boy he “sensed the integrity and purpose of the railway”, and he seems kindly disposed to the last days of British Rail and resistant to the mythology of national decline with which they became indelibly linked. He retains a particular affection for the high-speed trains of the ­pre-Thatcherite era, their aesthetic appeal and technical excellence forged out of an ideal marriage of state intervention and commercial nous.

Like most of us, Bradley is not enamoured of the Virgin Pendolino, with its parsimonious window-to-wall ratio and its failure to accommodate the inexorable rise of the rigid-wheeled suitcase. And he wryly notes the monetising of the everyday which leaves even the space on station signs up for sale. Clapham Junction is now “Home of James Pendleton Estate Agents, a passion for excellence” and Cambridge “Home of Anglia Ruskin University” – although I’ve always assumed that this is not “unintentionally comic”, as he says, but a rather clever joke.

But Bradley is too even-tempered to give way to bloviating about the good old days. He walks a nice line between nostalgic reminiscence and hard evidence. He is sanguine, for instance, about the conversion of stations from messy and multifunctional social spaces, with clattering trolleys, porters and waiting rooms, into a generic retail opportunity. As he points out, the railways were always a commercial proposition and never set out to be romantic or atmospheric – and besides, “cappuccino and croissants smell better than diesel fumes”.

The Railways: Nation, Network and People by Simon Bradley is published by Profile Books (645pp, £25)

This article first appeared in the 05 February 2015 issue of the New Statesman, Putin's war