Big-shed nation

They sit by the road, windowless and vast. But what are they for? Joe Moran on the warehouses, logis

A new word has entered the vocabulary of environmental protest: megashed. A well-organised "stop the shed" campaign is currently centring on a disused RAF airfield just outside Andover, next to the busy A303, where Tesco plans to build an enormous distribution warehouse. Yet big sheds - those huge, windowless warehouses you see at major road intersections - have been around for nearly 40 years, and for most of their history they have been left off maps, unmentioned and ignored by the general public. So why is a diverse band of campaigners - including the former transport secretary George Young and the lead singer of the Troggs, Reg Presley - suddenly getting angry about them?

If you thought about them at all, you probably imagined big sheds to be a product of the dere gulated planning regime of the Thatcher era; in fact, big sheds were pioneered by a socialist retail society and championed by a minister who would later become a tabloid demon from the hard left. In the late 1960s the Co-op hatched a plan to build huge warehouses that would serve whole regions and increase its bulk purchasing power. Anthony Wedgwood Benn, as the minister of technology was then known, awarded it a £150,000 innovation grant, in return for which it agreed to share its know-how with the industry. So in 1970, the Co-op built its first distribution centre at Birtley in County Durham, just off the A1. Birtley wasn't just huge, it was automated, with goods stacked on high racks reached by robotic cranes commanded by a giant ICI computer, allowing a then-astonishing 5,000 boxes an hour to be despatched to the shops.

The big-shed revolution really began in 1972 with the completion of the M6 and the linking up of the first thousand miles of motorway. LSSBs (large single-storey buildings) sprang up suddenly on low-lying land near motorways. Britain was losing its industrial base and importing more goods from abroad, and these imports needed more space to store them. The innovation of the Thatcher era was "just-in-time", a system first used by Toyota in Japan in the 1950s, which delivers goods only when they are needed, so they do not sit on a shelf losing value. By centralising their warehouse stock and keeping goods moving, firms could release cash flow, perhaps even sell things before they had to pay for them. Logistics, a trendier-sounding word than "haulage", was this new art of moving things around. Firms could outsource the whole operation, from finding warehouses to driving the juggernauts, to companies offering total "supply chain management solutions".

Logistics depended on location, and the property hot spot was right at the heart of the trunk-road system, in the Midlands. When the M69 from Leicester to Coventry opened in 1977, it created a "golden triangle" of motorways with the M1 and M6, giving the area the best transport links in Britain. From here, lorries could reach 92 per cent of the population and return the same day. Here is found Europe's biggest distribution park, the 500-acre Magna Park, founded in 1988 by an unlikely alliance of Asda and the Church of England. Companies that migrated there channelled their goods through the golden triangle to an extreme degree. Toyota's Magna Park warehouse, for example, was only 50 miles from its manufacturing plant at Burnaston near Derby. But instead of parts being shipped straight there, they were sent from Derby to its European distribution centre near Ghent in Belgium and then on to Magna Park - a journey of 583 miles - so the stock could be maintained at the minimum level.

Terminal architecture

Most of us might think this a strange way to run a business, but that just shows how little we know about the invisible workings of this big-shed economy. The late architectural critic Martin Pawley called these buildings "terminal architecture", meaning that they were hubs for the unseen networks that sustain and control our daily lives. Giving nothing away on the outside, big sheds just look like dumping grounds for goods, but they are far more dynamic than that: goods move at such a rate that they can arrive and leave within the space of a few hours. In the new internet-shopping warehouses, such as the Amazon shed near Junction 13 of the M1, hundreds of "pickers" run around mountains of Harry Potter books, Nintendo games and Duffy CDs, guided to their destinations by hand-held navigational systems within minutes of orders being placed online. The big shed is designed to get stuff on the road as quickly as possible.

So why is the megashed suddenly on the political agenda? Since the mid-1990s, the development of out-of-town shopping malls and retail parks has been more tightly controlled. But central government and regional assemblies have carried on giving free rein to the megasheds, because they see them as essential to support the boom in internet shopping and the ever-growing number of imports. Faced with rising land prices, the big shed is invading other areas of the country. One of the great beneficiaries has been UK Coal, because much of the land that it bought cheaply when British Coal was privatised in 1994 turns out to be conveniently located between the M1 and A1, with good connections to the newly important north-eastern ports. Some of the critical pits in the 1984-85 miners' strike - most poignantly, Rossington colliery, near Doncaster, nicknamed "Red Rosso" after its diehard support for the NUM - are being turned into distribution parks.

The supermarkets are now also expanding the megasheds into the regions, because they have so many stores that a single distribution centre in the Midlands is no good to them. Some of the newspaper reports about Tesco's Andover megashed suggested that it would be one of the biggest buildings in Europe. In fact, it is nowhere near as big as Heathrow's Terminal Five, and at 915,000 square feet will be a fairly standard-sized megashed. But since that is bigger than the footprint of the Millennium Dome, it is quite big enough. So omnipresent are the big sheds becoming that a state-sponsored quango called Community Resilience UK has plans, in the event of a natural disaster or major terrorist attack, to requisition them as emergency mass mortuaries.

Antony Gormley, one of the few people to find aesthetic interest in the Daventry International Rail Freight Terminal, says that mega sheds are "as much a part of our history as the rural barn". As works of architecture, they are more cutting-edge than any giant Gherkin. Built quickly from prefab materials, big sheds are as impermanent and recyclable as garden sheds - the steel walls and roofs can be melted down for scrap, the concrete floors broken up and used as hardcore for roads. Some are built by "clad racking", which means simply plonking all the equipment on site and covering it with a plastic membrane, instead of walls. If only our houses could be built so cheaply and innovatively.

Yet big sheds also encapsulate the strange ethereality of the modern economy, the way it controls our lives while we have only the dimmest awareness of its workings. The recent banking crises, or the chaos at Terminal Five, do not seem to have shaken the baffling political consensus that the private sector is a paradigm of competence and efficiency - even though anyone who has ever rung a call centre, or waited in for something to be delivered, will know that the so-called "service" economy is more than capable of surly incompetence. But the big-shed universe is super-efficient at all the stuff that happens before the pesky customers get in the way: finding warehouse locations, cutting margins, working out how much the shipping will cost in pounds per cubic metre.

Britain is the world leader at moving stuff around. As the rest of us know so little about it, this logistics economy could largely ignore all the voguish talk about local sourcing and carbon footprints, and get on with what it does best: searching for limitless economies of scale. Until now, perhaps, when the megasheds are becoming so big that we are noticing them at last.

"Queuing for Beginners" by Joe Moran is published by Profile Books (£8.99)

This article first appeared in the 18 August 2008 issue of the New Statesman, Superpower swoop

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An English hero for the ages: Ian Botham at 60

Botham blends his sportsmanship and deep-seated passion for cricket with a lust for life.

Begging W H Auden’s pardon, it is possible both to honour and to value the vertical man, and in the case of Ian Botham, who turned 60 on 24 November, it is our bounden duty. No sportsman has given Britons so much to enjoy in the past half-century and no sportsman is loved more. Two decades after he retired from first-class cricket, his reputation as one of life’s champions remains unassailable.

No mere cricketer is he, either. Botham is a philanthropist, having raised more than £12m for various charities, notably Leukaemia and Lymphoma Research. In December, 30 years after his first walk from John o’Groats to Land’s End, he will set off again, in South Africa, where England are on tour. And he really does walk, too, not amble. As somebody who accompanied him on one of his dozen walks said: “You can’t keep up with him. The man is a phenomenon.”

Of all postwar sportsmen, only Bobby Charlton and, at a pinch, Henry Cooper come close to matching Botham’s enduring popularity. But Charlton, a shy man who was scarred by the Munich plane crash of 1958 (and may never have recovered from its emotional effects), has never comfortably occupied a public stage; and Cooper, being a boxer, had a solitary role. Botham, by contrast, spoke for England. Whenever he picked up his bat, or had a ball in his hand, he left spectators in no doubt.

Others have also spoken for England. Bobby Moore and Martin Johnson, captains respectively of England’s World Cup-winning football and rugby teams, were great players but did not reach out to people as naturally as Botham. Nick Faldo, Lester Piggott, Sebastian Coe and, to bring us up to date, Lewis Hamilton have beaten the best in the world, but they lacked those qualities that Botham displayed so freely. That is not to mark them down. They were, and are, champions. But Botham was born under a different star.

It was John Arlott, the great cricket commentator, who first spotted his uniqueness. Covering a match at Taunton in 1974, he asked the young colt to carry his bags up the rickety staircase to the press box, where Arlott, wearing his oenophile’s hat, pulled out a bottle of red wine and invited Botham to drink. Forty years later Botham is a discriminating wine drinker – and maker. Along with his friend and fellow England great Bob Willis, and their Australian wine­making pal Geoff Merrill, he has put his name to a notable Shiraz, “BMW”.

Arlott, with his nose for talent and good company, saw something in the young Botham that Brian Close, his captain at Somerset, was beginning to bring out. Later, Mike Brearley, as England captain, drew out something even more remarkable. As Rodgers and Hammerstein wrote, you’ve got to be carefully taught. And Botham, a fine team man as well as a supreme individual performer, has never withheld praise from those who enabled him to find his voice.

If sport reveals character, then cricket is the game that reveals it most clearly. In no other sport is the individual performance rooted so firmly in a team context. Every over brings a contest of skill and intelligence between batsman and bowler but only a team can win the match. “A cricketer,” as Arlott said, “is showing you something of himself all the time.”

Cricket also reveals national character more than any other sport. Football may be the most popular game in the world but cricket, and cricketers, tell us far more about England and Englishness. It is instructive, in this regard, to hear what Philippe Auclair, a French journalist and author long resident in London, has to say about Botham: “He is essentially an 18th-century Englishman.” In one! It’s not difficult to sense a kinship with Tom Jones, Fielding’s embodiment of 18th-century life, who began his journey, as readers may recall, in Somerset.

A country boy who played for Worcestershire after leaving Somerset, and who lives by choice in North Yorkshire, Botham is an old-fashioned Englishman. Although nobody has yet found him listening to the parson’s sermon, he is conservative with a small and upper-case C, a robust monarchist, handy with rod and gun, and happiest with a beaker in front of him. He represents (though he would never claim to be a representative) all those people who understand instinctively what England means, not in a narrow way, but through something that is in the blood.

Above all, he will be remembered for ever as the hero of 1981. Even now it takes some believing that Botham bowled and batted with such striking success that the Australians, who were one up after two Tests, were crushed. Some of us who were actually at Headingley for the famous third Test – thousands who claim to have been there were not – recall the odds of 500-1 on an England victory going up on the electronic scoreboard that Saturday evening.

Botham made 149 not out as England, following on, beat the Aussies by 18 runs. For three hours the country seemed to stop. In the next Test, at Edgbaston, Botham took five wickets for one run as Australia fell under his spell. Then, at Old Trafford, on a dank Saturday afternoon, he played the most memorable innings of his life and one of the greatest innings ever played by an Englishman: 118 magnificent, joyful runs. Joy: that’s the word. Botham brought joy into people’s lives.

Yet it was the final Test at the Oval, which ended in a draw, that brought from him a performance no less remarkable than those from before. He bowled 89 overs in that match, flat out, continuing to run in when others withdrew with injury. That was the team man coming to the fore. Little wonder his comrades thought the world of him.

Modest, loyal, respectful to opponents, grateful to all who have lent him a hand, and supported throughout a turbulent life by Kath, his rock of a wife, and their three children, this is a cricketing hero to rank with W G Grace, Jack Hobbs, Wally Hammond and Fred Trueman. A feature in the lives of all who saw him, and a very English hero. 

This article first appeared in the 26 November 2015 issue of the New Statesman, Terror vs the State