Reviewed: Fractured Times - Culture and Society in the Twentieth Century by Eric Hobsbawm

Looking for Eric.

Fractured Times: Culture and Society in the Twentieth Century
Eric Hobsbawm
Little, Brown, 336pp, £25

Reviewing a book by his fellow historian Raphael Samuel about the “lost world of British communism”, Eric Hobsbawm praised Samuel for his “melancholy empathy for an irrecoverable past”. Fractured Times, Hobsbawm’s final work, published after his death in October last year, displays a similar quality – though it evinces melancholy empathy not for the milieu of the British Communist Party, which he joined when he arrived in England from Berlin as a 15-year-old in 1933, but for the art and culture of the “bourgeois society” that disappeared after the outbreak of the First World War.

The essays collected here, which were written between 1964 and 2012, are not focused exclusively on the “lost world” of European bourgeois civilisation. There are several pieces on the situation of the arts in the early 21st century – reflections on the consequences of technological progress and the “democratisation of aesthetic consumption” – but Hobsbawm’s analysis of our postmodern cultural condition nevertheless presupposes, as he acknowlegdes, a“plunge” back into the final years of what he terms the “long 19th century”, stretching, roughly, from 1789 to 1914. Without that look back, the current scene cannot be understood. The seven chapters devoted to the “culture of the bourgeois world” therefore form the centre piece of the book.

Much of this will be familiar to readers of Hobsbawm’s earlier work. His point of departure here is the claim made in The Age of Empire (1987), the third volume of his great trilogy on the long 19th century, that August 1914 marked a definitive “natural break” in the history of Europe. That moment was regarded, he argued there, as announcing “the end of the world made by and for the bourgeoisie”. And intimations of imminent death were felt especially keenly in the cultural productions of the period, especially in literature and painting, to which The Age of Empire devotes a substantial chapter.

The first part of Fractured Times picks up where that chapter left off and serves as a useful reminder of just what kind of Marxist historian Hobsbawm was. His interest in the social and historical significance of high culture marked him out from his distinguished colleagues in the Communist Party Historians Group of the early 1950s – men such as Samuel, Christopher Hill and E P Thompson. As he wrote in his autobiography, Interesting Times (2002), his Marxism had developed out of the attempt to understand the arts:

What filled my mind [in the mid-1930s] was not the classic macro-historical problems of Marxist debate about historical development – the succession of “modes of production”. It was the place and nature of the artist and the arts (in fact,  literature) in society or, in Marxist terms, “How is the superstructure connected to the base?”

Hobsbawm’s indifference to the main problems of Marxist historiography, not to mention his mellifluous prose style, ensured that his work reached a much larger audience than that of many of his contemporaries did (something attested to by the voluminous media coverage of his death).

As Perry Anderson has put it, in Hobsbawm, Communist “militant and historian . . . remained separate identities”. One might add as a corollary that the identities of historian and writer were jumbled up in him. The “Overture” to The Age of Empire shows this well. The book begins not as grand narrative but as autobiography. Hobsbawm tells the story of how his mother, scion of a Viennese Jewish family of some standing, met her future husband (and Eric’s father) in Alexandria, where her uncle did business.

There was a serious point to this anecdote, Hobsbawm insisted. “For all of us,” he wrote, “there is a twilight zone between history and memory; between the past as a generalised record which is open to relatively dispassionate inspection and the past as a remembered part of, or background to, one’s own life.” The Age of Empire fell into that twilight zone. Fractured Times – or the central section of it at any rate – does too. And this is what gives much of it the kind of melancholy air that Hobsbawm found so attractive in Samuel.

He confesses to having chosen examples from his own “cultural background – geographically central Europe, linguistically German”. And, he might have added, Jewish. In Interesting Times, Hobsbawm evoked the prosperous, largely secular milieu of Jewish Vienna from which his mother’s side of the family had sprung and which had mostly disappeared (or persisted only in the most attenuated fashion) by the time he was born in 1917. The finest piece in the new volume, on the “emancipation of Jewish talent” in central Europe, is a paean to the German language, the “gateway to modernity”for Mittel European Jews in the second half of the 19th century – and, of course, the native tongue of young Eric Hobsbaum himself.

Eric Hobsbawm in 1976. Photograph: Getty Images

Jonathan Derbyshire is Managing Editor of Prospect. He was formerly Culture Editor of the New Statesman.

This article first appeared in the 01 April 2013 issue of the New Statesman, Easter Special Issue

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The government's air quality plan at a glance

This plan is largely a plan to make more plans.

Do you plan on living in a small, rural hamlet for the next 23 years? Or postponing having children till 2040? For this is when the government intends to ban all new petrol and diesel cars (and vans) - the headline measure in its latest plan to tackle the UK's air pollution crisis.

If the above lifestyle does not appeal, then you had better hope that your local authority is serious about addressing air quality in your area, because central government will not be taking responsibility for other restrictions on vehicle use before this date. Former Labour leader Ed Miliband has tweeted that he fears the ban is a “smokescreen” for the weakness of the wider measures. 

Here’s an overview of what the new Air Quality plan means for you (Health Warning: not much yet).

Will the 2040 ban end cars?

No. Headlines announcing the “end of the diesel and petrol car” can sound a pretty terminal state of affairs. But this is only a deadline for the end of producing “new” fossil-fuel burning vehicles. There is no requirement to take older gas-guzzlers (or their petrol-head drivers) off the road. Plus, with car companies like Volvo promising to go fully electric or hybrid by 2019, the ban is far from motoring’s end of the road.

So what does the new plan entail?

This plan is largely a plan to make more plans. It requires local authorities to submit their own initial schemes for tackling the issue by the end of March 2018 and will provide a £255 million Implementation Fund to support this process. Interventions could include retrofitting bus fleets, improving concessionary travel, supporting cyclists, and re-thinking road infrastructure.  Authorities can then bid for further money from a competitive Clean Air Fund.

What more could be done to make things better, faster?

According to the government’s own evidence, charges for vehicles entering clean air zones are the most effective way of reducing air pollution in urban areas. Yet speaking on the BBC’s Today programme, Michael Gove described the idea as a “blunt instrument” that will not be mandatory.

So it will be down to local authorities to decide how firm they wish to be. London, for instance, will be introducing a daily £10 “T-charge” on up to 10,000 of the most polluting vehicles.

Does the 2040 deadline make the UK a world leader?

In the government’s dreams. And dreamy is what Gove must have been on his Radio 4 appearance this morning. The minister claimed that was in Britain a “position of global leadership” in technology reform. Perhaps he was discounting the fact that French President Emmanuel Macron also got there first? Or that India, Norway and the Netherlands have set even earlier dates. As WWF said in a press statement this morning: “Whilst we welcome progress in linking the twin threats of climate change and air pollution, this plan doesn’t look to be going fast or far enough to tackle them.”

Will the ban help tackle climate change?

Possibly. Banning petrol and diesel cars will stop their fumes from being released in highly populated city centres. But unless the new electric vehicles are powered with energy from clean, renewable sources (like solar or wind), then fossil fuels will still be burned at power plants and pollute the atmosphere from there. To find out how exactly the government plans to meet its international commitments on emissions reduction, we must wait for the 2018 publication of its wider Clean Air Strategy.

Will the plans stand up to legal scrutiny?

They're likely to be tested. ClientEarth has been battling the government in court over this issue for years now. It’s CEO, James Thornton, has said: “We’re looking forward to examining the government’s detailed plans, but the early signs seem to suggest they’ve still not grasped the urgency of this public health emergency.”

India Bourke is an environment writer and editorial assistant at the New Statesman.