Gilbey on Film: The projectionist's power

The relationship between directors and cinema technicians.

The projectionist has final cut, or so the saying goes, so it's surprising that more reverence isn't afforded this lowly god, this puppeteer of light, this minimum-wage illuminator. Just as with any higher power, the only time some of us even think about the presence of the projectionist is when things start to go wrong -- when the actors have their heads relegated abruptly to the bottom of the cinema screen like casualties of the woman-sawn-in-half trick, or when the image acquires a blurriness that can't be blamed on a vaselined lens. Some doubting Thomases even cast aspersions on the extent of the projectionist's skill, and ask whether he or she is really that indispensable after all -- a shocking example of impertinence and disrespect (although a former projectionist I met recently admitted he used to set up the reel before nipping outside for a pint).

Digital projection has arguably diminished the projectionist's standing even further. But June was altogether a good month for reminding ourselves that the unseen figure in the room above our heads is vital to our viewing experience. Correspondence came to light from four leading filmmakers who took it upon themselves to address in comradely tones the man or woman in whose hands their work rests ultimately. You can, after all, be one of cinema's leading visionary auteurs (and three of the four letter-writers are just that), but if the projectionist isn't on-side, you may as well have left the lens cap on.

It was always well known that Stanley Kubrick would visit cinemas where his films were playing, in order to check that the equipment was up to scratch, or that the auditorium's glossy walls were not throwing distracting reflections into the viewer's field of vision. Here is a letter from him to projectionists sent out to accompany prints of Barry Lyndon in 1975. David Lynch had some unique advice to offer any cinemas screening Mulholland Drive -- his homely tone (beginning the letter "I understand this is an unusual request yet I do need your help" and signing off "Your friend, David Lynch") is characteristic; you can read his letter here along with similar letters from Terrence Malick concerning his forthcoming film The Tree of Life, and, slipping to the bottom of the prestige scale in one almighty leap, Michael Bay on his third Transformers movie (though the wonder will be if anyone notices anything to do with the quality of projection amidst that picture's visual and aural cacophony).

There's also a rather good post over at CineRobot on the subject of projectionist in movies -- Buster Keaton in Sherlock, Jr, Brad Pitt in Fight Club, Philippe Noiret in Cinema Paradiso, that sort of thing. It's a good list, to which I would add Robert Joy, getting busy in the projection booth with Madonna at the end of Desperately Seeking Susan, and the poor unnamed soul in the grim Chilean comedy Tony Manero who is beaten to death by an audience member aggrieved to find that Saturday Night Fever has been replaced by Grease. A gross overreaction, yes, but you take his point.

Ryan Gilbey is the New Statesman's film critic. He is also the author of It Don't Worry Me (Faber), about 1970s US cinema, and a study of Groundhog Day in the "Modern Classics" series (BFI Publishing). He was named reviewer of the year in the 2007 Press Gazette awards.

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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