In the Critics this week

A History Special featuring David Cesarani on Holocaust studies, John Gray on the history of political violence and Sherard Cowper-Coles on Aghanistan.

Much of the Critics section of this week’s New Statesman is devoted to our annual history special. In his “Critic at large essay”, the historian David Cesarani surveys the changing face of Holocaust historiography. “Holocaust studies” as we recognise them today were born, Cesarani argues, in the aftermath of the trial in Jerusalem of Adolf Eichmann in 1961. The work of Jewish historians who’d either been interned in the camps or had fought as partisans shattered forever “the stereotype of Jews passively accepting their fate”. Nevertheless, Cesarani concludes, “the ‘lessons of the Holocaust’ seem no clearer” than they did 50 years ago, and “efforts to comprehend the Jewish tragedy continue to provoke as much controversy as reflection”.

In the lead book review, John Gray considers the long and bloody history of political violence. Reviewing Max Boot’s history of guerrilla warfare, Invisible Armies, and Martin A Miller’s The Foundations of Modern Terrorism, Gray argues that “lumping together every kind of irregular warfare into the category of terrorism, as is often done today, blurs the difference between those who have terror as a tactic in guerrilla warfare … and networks such as al-Qaeda that have opted for terror as their sole strategy.” Happily, Gray concludes, “we hear little these days of the absurd ‘war on terror’”.

Also in Books: Britain’s former special representative in Afghanistan, Sherard Cowper-Coles, reviews Return of a King: the Battle for Afghanistan by William Dalrymple and Games Without Rules: the Often Interrupted History of Afghanistan by Tamim Ansary (“if those who have directed [the latest war in Afghanistan] had applied the lessons that leap from the pages of both these books, the Afghan people might have harvested a more enduring dividend from the spilled blood and squandered millions of the last, lost decade”); Juliet Gardiner reviews Engineers of Victory by Paul Kennedy (“[Kennedy shows that] a greater understanding of the vital contribution of logistics and supply lines, plus the imagination, practical ability and dogged hard work of the ‘problem solvers’, … eventually coalesced to achieve an Allied victory”); Daniel Swift reviews The Pike, Lucy Hughes-Hallett’s biography the Italian nationalist poet and later fascist sympathiser Gabriele D’Annunzio (“In fashioning himself into a public figure, D’Annunzio prefigured both mid-20th century fascism and our modern cult of celebrity”); Connor Kilpatrick, managing editor of Jacobin magazine, reviews Freedom National, James Oakes’s book about the destruction of slavery in the United States (“it was not the inevitable march of progress that destroyed American slavery – it was a political movement”).

PLUS:

Jonathan Derbyshire talks to the historian Norman Stone about his latest book on the Second World War, his admiration for AJP Taylor and the future of secularism in Turkey, where he lives and teaches: “[Syrian refugees] make sure their little girls and little boys are doing their Quran lessons separately. But that’s precisely the kind of thing that secular Turkey was set up stop. This is fantastically dangerous …”

Elsewhere in the Critics:

Ryan Gilbey reviews Pablo Larrain’s film No (“No is an inspiring watch”); Kate Mossman reviews new albums by Anais Mitchell and Jackie Oates (“much of the thrill of this music lies in [Mitchell’s] fresh utterance of attitudes and ideas that have slipped out of view …”); Thomas Calvocoressi visits “Light Show”, a new exhibition at the Hayward Gallery in London; Rachel Cooke is not convinced by Stephen Poliakoff’s latest magnum opus on BBC2; Antonia Quirke is delighted to hear some frank discussion of sex on Radio 4; plus Will Self’s Madness of Crowds.

 

Afghan children play in a street in Herat. [Photo: Aref Karimi/Getty Images]
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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