This is a post about railways and psychoanalysis. I’ve already posted about the close relationship between cinema and trains, And also about the films of Alfred Hitchcock (at least those that have trains in them). You can see my previous, here
The link between cinema and psychoanalysis is well established. It’s enshrined in a whole body of theoretical work that devolves from the obvious association between the cinematic experience with dreams and voyeurism. The darkness of the cinema and the flickering experience of the film also correspond to our notions of memory and dreaming – both important aspects of the psych0analytical interpretation of the unconscious.
You can read all this in the film journal, Screen. Check out their website, here
http://www.gla.ac.uk/services/screen/
and, here
http://screen.oxfordjournals.org/
It’s worth recalling the intellectual genesis of film studies…
In France, cinema was quickly recognised as a significant form of cultural production with special claims on the 20C imagination. So, film studies began in France. But it arrived, by train, from Germany before WW2. The journey begins in Frankfurt and with a group of intellectuals who pioneered the critical examination of popular culture. The Frankfurt School comprised a group of philosophers and social scientists associated with the Institute for Social Research. The Frankfurters pioneered the idea that popular cultural forms made for a kind of language with rules of signification. They suggested a difference between appearance and meaning. You can find out about it all, here
http://en.wikipedia.org/wiki/Frankfurt_School
It’s easy to understand why the application of Marxist social theory to the analysis of degenerate popular cultural forms, (such as jazz, western films, and shopping malls), might have offended National Socialist sensibilities in Germany. It’s harder to understand why it took until the 1970s for this approach to break into the anglo-saxon academic mainstream.
In the UK, film studies grew as a consequence of a block in opportunity within the English faculty. By the end of the 1960s, there was a much larger student population. Those with academic ambition found their career paths blocked by an older, tenured, caste of professors in the established disciplines. The new plate glass universities of the 1960s had pioneered the expansion of the social science methodology.
In the circumstances, it was natural for this methodology to apply itself to new kinds of text. Hey presto, film studies was born as an academic discipline!
It’s worth noting, again, that the older universities and the cultural establishment generally have been hugely resistant to this kind of activity. The ICA, in London, pioneered the serious discussion of popular cultural forms during the 1950s. These discussions, amongst a small group of people, paved the way for the Pop Art boom and for the emergence of a radical swinging lifestyle at the end of the 1960s.
Even today, there is a widespread misunderstanding about the distinction between film studies, media studies and a training as a film technician or journalist. These disciplines are about a critical engagement with the structures and systems of cultural production – they are not training programs.
There was a terrific example of this weird cultural blind-spot on BBC Radio 4 recently. Francine Stock was discussing the new David Cronenberg film, A Dangerous Method. This is a film about the triangular relationship between Freud, his protege Carl Jung and Sabina Spielrein. You can read about the film, here
http://en.wikipedia.org/wiki/A_Dangerous_Method
Anyway, Francine directed the discussion towards the subject of the relationship between Freud and film. By that, she meant the portrayal of Freud in popular cultural film entertainment! There wasn’t a word about the formal relationship between cinema and Freud’s work in psychoanalysis (see above). No wonder we don’t really understand the world!
Anyway, back to psychoanalysis…
One of the key feelings that connects cinema and psychoanalytical interpretation is the overwhelming feeling of helplessness in the subject. This usually manifests itself through the expression of anxiety and behavioural psychopathology.
It seems obvious to me that the experience of the train journey offers many of the same characteristics as those of the cinema…
The railway train provides a distanced, and voyeuristic, platform for observation of the world. The train also provides for its own systemic organisation of the world – machinery, time and motion are integrated into a specific experience. Indeed, it is this specific experience of being on track, that is comforting and disconcerting at the same time. the train passenger abandons the usual autonomies of modernist identities in favour of being driven. There’s a powerful sense of the train being unstoppable. That’s terrifying.
It’s all very well when the landscape is picturesque and we have chosen the destination; but what happens when we are forced onto the train. Consider the childhood evacuees of WW2, or the deportations of the holocaust, or of the symbolism of train accidents and derailments. The palpable sense of danger, associated with the railway from its very beginnings and derived from machinery, force and system, heighten the usual anxieties of displacement and separation.
There’s always a sense of sadness at the end of the railway line. Indeed, the expression end-of-the-line suggests an association between distance, isolation and desolation. hence, the peculiar, and conflicting, feelings that attach to English seaside resorts.
Nowhere is the latent Freudian symbolism of the railway more evident than in the phallic penetration of tunnels by the train. This symbolism provides the climax of Alfred Hitchcock’s North by Northwest (1959). Cary Grant and Eva Marie Saint recline in the sleeping car as the train enters the tunnel and the end-credits roll.
The association between the railway train and feelings of excitement and anxiety, and expressed through sexual desire, could hardly be more Freudian. Freud was notoriously anxious about displacements and train travel especially…hmm…
I notice that there is only one accredited university course in railway studies in the UK. I don’t imagine there is a Freudian module, nor is there any sign of the psychoanalytical-model railway!
I did notice this
which includes a chapter on Freud and the Railways, by Laura Marcus. If you google Freud and Railway, you can find this text. Otherwise it’s all a bit of a blank. Obviously there are lots of historians whose work investigates the railway and there are various cultural perspectives that can take in the railway. But, it’s surprising that there isn’t very much work on the structure and system of the railway and its cultural meanings…
Next stops; the runaway train, and the surrealistic railway…
Charles and Ray Eames are probably the best known US designers of the mid 20C . In addition to the architecture and furniture designs for which they are famous, they made short films as educational and moving image elements in multi-media exhibition presentations.
One of their films is called Toccata for Toy Trains. The film was made in 1957. You can watch it, here
http://www.youtube.com/watch?v=YbYgt8Ni9vQ
Charles and Ray Eames first became famous for their development of moulded plywood splints for the US military during WW2. This materials technology was transferred into furniture production. In the late 1940s they were invited, by Architecture Today, to design a case study house. The CSHs were experiments in new types of domestic architecture and the Eames house was constructed entirely of readily available standard parts.
Charles and Ray Eames were part of a west-coast design scene that included colleagues and associates – Herbert Matter, Saul Bass and Billy Wilder (what a gang).
The idea of using toys to communicate complex ideas of mechanical interaction and of systemic organisation was entirely appropriate for the Eames studio. The spirit of Eames is one of fun and of possibility. The communication of life’s unlimited potential (enhanced by science, materials and technology) provided for a powerful message of American progress.
The opening part of the film is a bit like Pacific 231. I posted about that, here
I was just sorting some postcards this morning, and found this one of Rouen station in France. So, this is a post about the art nouveau railway station in France.
Anyone who has built a train set knows that, whatever its extent, the lay-out is built up of standard parts. You can get whole catalogues of this stuff and they’re quite interesting in themselves.
Big railway systems are made in the same way! The smaller stations are generic and have the standard buildings and the usual arrangements of platforms and track etc. Things get more interesting when the the train arrives at the larger provincial cities.
In France the railway was laid out at a slightly later time than in the UK. Accordingly, the style of architecture is from both a different tradition and from a different period of design history…
The bigger railway stations are significant civic buildings. Probably only second in importance to the town hall in the projection of civic identity. Whereas the town hall generally addresses itself to the inhabitants of the city; the railway station is aimed at impressing visitors.
The station at Rouen was designed by Adolphe Devaux and built between 1913 and 1928. The hiatus of the Great War 1914-1918 obviously interrupted and delayed proceedings. The building is interesting because, nothwithstanding its eccentric style, it was constructed of steel frame and reinforced concrete.
The use of reinforced concrete allowed the concourse area at Rouen to be placed above the platform and tracks. The foot-print of the station was, in consequence, greatly reduced. Implicit in the reduced foot-print of the building is the speed, convenience and efficiency of the system – for both railway and passengers. You can sense that time is money.
Rouen was a tentative kind of prototype of the vertically integrated stack stations of modernist imagination. The vertical integration of transport infrastructure was first proposed by the Italian Futurist architect, Antonio Sant’Elia in 1907.
You can read about these developments in Steven Parissien’s history of railway architecture Station to Station (1997).
What is art nouveau? Well, it’s an architectural and design style. It comes in the second half of the 19C. The style uses modern materials and engineering to push the limits of gothic style elongation. At the same time the style incorporates the sinuous forms of the organic. These are further exaggerated through the asymmetric arrangements of mass and decoration. The style was widely understood, in its extreme forms, as transgressive of the classical “norms” of architectural good taste…
Of course, the station at Rouen is a good deal later than the high-point of art nouveau. Accordingly, it’s representative of a style that’s been assimilated into the civic mainstream.
In London, the Horniman museum and the Whitechapel Gallery are representative of this style of building.
If you want to see what art nouveau station architecture looks like, go to Limoges or to Paris. In Paris, the metro station openings by Hector Guimard are the best example of this.
Guimard conceptualised an integrated system of glass, metal and typographic elements that could be assembled to provide consistent, but individual, stations.
You can see the same logic, but bigger, in the metal and glass canopy of the reading room of the Bibliotheque Nationale , Paris.
The most interesting contemporary example of vertical integration is in Berlin’s new main line railway station. The Berlin station combines the vertical arrangement of moderist proposals with the scale Joseph Paxton’s Crystal Palace, of 1851, and with the parabolic complexity of the Bibliotheque Nationale. A great contemporary synthesis.
This is a post about art and trains. This is a post about Albert Brenet. He was a French artist who specialised in images of ships and trains and in a kind of graphic reportage throughout the 1950s and 1960s. Albert Brenet deserves to be better known.
I can just about recall these kinds of posters in France. The new overhead electric powered trains set new standards in post-war Europe for speed, comfort and sophistication…I even had a French model railway layout when I was small!
Painting railways is more complex than it seems. If you can draw engines, ships or planes, it is quite easy to make a decent living. Brenet did better than that. He travelled the world producing images that helped recast France as the global leader of sophistication. His images have just enough of Raoul Duffy in them…
You can contrast the style of his pictures with, say, the English artists Norman Wilkinson and Terrence Cuneo. There’s more light and colour for sure.
Just to show that Brenet was good at all sorts of things – here’s a cut-away of a steam engine.
Most of these images have a lovely typeface based on a woodblock type. I’ll get Phil to help me identify it precisely. It’s definitely pretty sophisticated in a French way.
It’s January, and we are beginning to plan our summer expedition. Karen and me only travel by train – no driving or flying…So, the choice is limited.
The plan, this year, is to go to Istanbul by train. Not on any fancy-dan service; but by using the main scheduled services. Basically, this will take us to Paris, Frankfurt, Vienna, Budapest, Bucharest and then down the Black Sea coast. We’ll have a few days in Turkey and then come back via Greece, the Adriatic, Italy and Switzerland…
Obviously, we will have to get off the train and sample the delights of each of these places. Otherwise we will just be doing miles. Each stop should have a decent restaurant and a lovely hotel for starters, If there’s a museum or old palace to visit, so much the better.
There’s a terrific website with all sorts of practical train information on it, here
http://www.seat61.com/Turkey.htm
The basic deal is to get an adult inter-rail ticket and to buy various up-grades for sleeper and high-speed services. The journey starts quick and gets slower as you near Istanbul. It will be an adventure.
Of course, part of the fun is planning all this and finding out what to see and do and where to eat.
This film-still shows Spencer Tracy by the tracks in the John Sturges film, Bad Day at Black Rock (1955). The film combines elements of the western and film noir genres. It’s got a terrific title sequence of the huge diesel-powered train thundering through the Arizona desert. You can watch the opening of the film, here
You can tell something bad is going to happen even as the title sequence begins. The train powers along and seems unstoppable. The townsfolk are clearly surprised as the train makes an unscheduled stop. A one-armed stranger gets off…
The film is shot in Cinemascope and processed in Eastmancolor, so it has a wide-angle aspect ratio that does justice to the huge landscapes of the American South West. The Eastmancolor has the distinctive colour palette of the 1950s.
This is a post that looks back to the first week of CSM’s School of Communication, Product and Spatial Design Bigger Picture unit. This is a cross-school element for all stage two students.
The unit kicked off with a series of lectures. During the week, there were a number of questions about the relationship between design and the future. Design is a 21C mechanism for managing the material surpluses of industrial capitalism. We can describe the development of the system in terms of a movement from subsistence to desire and from planned-obsolescence to design.
At the same time, the organisation of industrial capitalism requires concentrations of labour and materials. In the early days of the industrial revolution, people moved from the country to the cities because of improved earning power and opportunity. The early (pre-20C) limits on the size of cities was defined by the tendency for concentrations of people to result in widespread disease.
Improvements to water supply, sanitation, housing, transport and communications have each allowed cities to grow. The global economy will be defined, in the 21C, by various mega-cities as populations vote with their feet and move towards opportunity.
In the 21C, the limits to growth are more likely to come from transport issues rather than from anywhere else – the healthcare and communication issues are more-or-less sorted. Accordingly, the mega-city will be shaped by both population density and transport infrastructure.
Generally, transport links will be positioned in a corridor and this will tend to attract development along its length. So, the shape of big cities is likely to become more elongated – we can call this the linear city.
In the UK, the high speed railway between London and East Kent is the first go at trying to recreate the motorway corridors that powered the economies of the late 20C. In East Kent, the time taken to travel to London has more-or-less halved to just under an hour. That’s like picking up Folkestone and putting it where Tonbridge is. In practical terms and over the next few years, the experience of living in Folkestone will become much less isolated and will become more like living in London. That’s if you define living in London as being within an hour of central London.
Obviously, there are many places to look for glimpses of the future. It’s all around us, amongst the architectural and design avant-garde and in science fiction. Vienna, Paris, Chicago and Milton Keynes can all lay claim, at various moments in history, to be representations of the future. Further back there are shining-cities-on-hills and model-communities – diggers and levellers.
If you’re interested in all this, there’s an exhibition at the Royal Academy about efforts to build something different in the USSR.
Remember, the point of design is to change the world.
BBC Radio 4 Extra is running a season called Locomotive Special. You can get the details, here
