Taxis with adverts – July to December 2019

I know I know. There’s only one person in the whole world who likes clicking through huge collections of photos of London taxis with adverts on them. Me. But such galleries of persuasive transport are now easy for me to put up here, and have always been easy for you to ignore, so here’s another, consisting of fifty-four taxis-with-adverts photoed by me in the latter half of last year:

Photo 49, bottom row, number four, features Ms Calzedonia, a shapely lady with writing on her legs. But even my original 4000×3000 photo did not enable me to discern what this writing says and my googling also proved insufficient. Anyone?

Also puzzling, merely from my photo number 40, is “Duolingo”, but this was easy to learn about, and pretty easy to guess. It’s for learning a new language.

Love the NHS or die!

And speaking of photos by other people, as I just was, what of Michael Jennings? I linked to a photo of his not long ago, and do so quite often.

Well, on the first day of this month, Mchael was, he said on Facebook, in the Old Kent Road, and he photoed this:

The worship of the NHS is now so over the top that soon mainstream columnists are going to start trashing it, just to be different. Perhaps they already have and I just didn’t notice.

That’s a Soviet T-34, by the way.

The Merlin and the man who made it fly

Sadly, Patrick and I were unable to record our intended WW2 bombing conversation this afternoon. Patrick has done his bit, but it turns out that my mere phone won’t suffice and I need to get Skype working at my end too, which is the sort of thing I am not good at and which will take me time.

But, the delay does mean I can do a bit more homework. Homework like pondering this question: What was the most impressive air war machine of WW2? The Spitfire, maybe? The Avro Lancaster? How about the de Havilland Mosquito? The North American P-51 Mustang, mentioned in yesterday’s posting?

Well, maybe none of the above. But, how about the aero-engine, also mentioned in passing yesterday, which powered all of the above? (Also the Halifax and the Hurricane.) Wikipedia has this resplendent photo, “Taken by JAW 19th November 2005 Pearce Air Force Base Western Australia”, of the engine in question:

Yes, it’s the Rolls-Royce Merlin. I doubt many of them looked like that, when they were fighting WW2. The one in this photo looks more like something we’d now see in Tate Modern. Well, we wouldn’t. But we should.

The Merlin was named, not after the noted wizard, but, like all the Rolls-Royce engines of the WW2 era, after a bird of prey.

I have long possessed and am now reading a book about the man (his name was Hives) who, more than anyone else, ensured the Merlin’s development and mass production in sufficiently war-winning numbers. The number in question being, according to Wikipedia: 149,659.

The Wikipedia entry on Hives is also worth a read, especially the bit about how Hives met, and won over, the “highly irascible but utterly pivotal” Admiral Hyman G. Rickover, the USA’s nuclear submarine boss during the Cold War, and got him to cooperate with the British nuclear submarine programme.

Another recorded conversation with Patrick (about the WW2 bombing offensive)

Tomorrow afternoon Patrick Crozier and I will be recording another of our recorded conversations. Assuming all the technology behaves as it should, it will in due course go here. We’re going to be talking about the World War 2 bombing offensive. Patrick and I like talking about war.

So, what will we be saying? You’ll maybe get a clue of the sorts of things I may be saying if you read this posting, which I did for the old blog in July 2012, and which I have just copied onto this new blog, so you can now read it without having to get past a scary red screen, full of urgings that you go away at once.

I also have in mind to mention the North American Mustang, the birth and evolution of which was a fascinating story, and one perfectly calculated to cheer up any Brit who fears that America ended up making all the running in WW2. It was us Brits that got the Mustang off the drawing board, by paying North American to have a go at developing and building it in numbers. This was in 1940, way before Uncle Sam was interested in such things. And, it was a Brit engine (the Merlin) that ended up powering the Mustang, albeit a version of it made in America. The Mustang made all the difference because it was a great little fighter and it could go all the way to Germany and back.

Unlike our earlier recorded conversations, this one will be done over the phone, which I expect will be tricky. Face-to-face is so much easier. I daresay there’ll be moments when we both talk at once, and other moments where we are both waiting for the other to talk. Awkward.

The ease of face-to-face being a lot of the reason why cities exist. There’s lots of talk now about how work will now go on being done down wires instead of face-to-face, even after the Coronavirus fuss has all died down. More work will then be done down wires, I’m sure. But cities are too good an idea to abandon. Yes, in cities, you can more easily catch a disease. You can also be more easily mass-murdered by bombers, airborne or of a more primitive sort. But cities, I predict, are here to stay, because face-to-face, for all its drawbacks and dangers, will always be the best way to do so many things.

More telecommuting won’t finish off cities. Rather is telecommuting just another thing for people in cities to organise.

Prague should build this shipwreck!

What do you reckon on this?:

It’s a big Shipwreck Thing that some people are trying to build in Prague. My first reaction, when I first set eyes on the above fake photo last night, was horror. But now that I have had time to live with this notion, I find myself quite liking it, in fact liking it a lot. It’s supposedly something to do with the havoc that climate change will unleash upon the world, in the form of vertical ships getting wrecked up against big city Things. But despite all that hysterical nonsense, I now very much like the idea of this particular, as yet only fantasised, Thing.

I’ve actually been to Prague a couple of times, and Prague, architecturally, has a problem, which is that its centre is not so much a city centre, more like an outdoor museum. It’s wall-to-wall Architectural History. Try to add so much as a tiny office extension and you are violating History itself.

World War 2 bombing and Communism have in common that, in addition to killing lots of innocent people, they often either totally flattened great swathes of historic architecture, or they left great swathes of historic architecture totally unscathed. Maybe a bit the worse for wear, drab, falling apart, seriously in need of a torrent of paint. But basically, some ancient European architectural wonderlands have managed to survive these twin scourges of mid-twentieth century Europe utterly unscathed. World War 2 bombing flattened the cities of Germany, and scattered destruction upon London, especially in the vicinity of the London docks. But it never laid a finger on Paris. Or, Prague. And although Communism did terrible things to all the poor bastards trying to live in Prague, Communism left the mere buildings of Prague untouched, as if in a time warp. Just because Communism wrecks the economy, it can sometimes then unleash zero in the way of economic development, which translated into architecture means: Nothing. Nothing built. Nothing destroyed to make way for anything built, because nothing is built. Weird but true. Hence: The centre of the City of Prague.

Or some cretin like Ceausescu would send in the bulldozers and destroy the place completely. But, with Communism, those are the chances you take.

But, as I say, the buildings in the middle of Prague survived the twentieth century totally. but meanwhile, the architectural outskirts of Prague got done over by Communism at its crassest. Concrete block after concrete block. You could be anywhere, and wherever you were, although it may have been your home and therefore nice for other reasons, but looked at in an unbiased way it was bloody horrible. I’m guessing it is still pretty dreary.

So, what’s to be done, in a place like Prague, short of someone hiring a gang of terrorists to scatter quite a few bombs around the place but not too many? Well, a logical answer is to leave the centre of Prague untouched, obviously, but also to do some very extreme architectural Things in the boring Communist hinterland, outside the centre. (Like La Défense in Paris, only more so.) And that would appear to be the idea of this scheme. Will many people consider it extremely ugly? Undoubtedly. But all must now agree that what would have happened instead would merely have been extremely boring.

“The project under preparation will be outside the protected zone of the urban conservation area and outside the area prohibiting high-rise buildings,” explained Trigema.

“At the same time, it is located far enough away from the Prague, so that it will not be visible from the vast majority of places in the centre of the metropolis and will not disturb the historical city skyline.”

There you go. I am totally for it. The fact that it is so totally bonkers is all part of why I am so totally for it. If anything, it sounds like it may be disappointingly far from the centre of the City, but it’s a good start.

At first, I thought they were going to erect a real shipwreck. But actually, if they do build it, the actual shipwreck bit will be a cunningly post-modernistical sculpture that merely looks like a shipwreck and which will actually be tremendous fun for tourists to wander about in and photo. Call it the Bilbao effect. Remember, when Frank Gehry first proposed that amazing Bilbao Thing, nobody had ever done anything like this before. The horror of typical first reactions was all part of why it became such a huge success.

So I say to Prague: Build this shipwreck!

I especially like how they want greenery to grow up from the top of the boring bit below, in and among the shipwreck. Nice touch.

Parshall and Tully (and Slim) on why Japan lost

I recently watched the 2019 movie about the Battle of Midway. Wanting to make a bit more sense of what I had just watched, I then purchased Shattered Sword: The Untold Story of the Battle of Midway by Jonathan Parshall and Anthony Tully. This seems to be a much respected volume, and now that I have started dipping into it, I find that, just as was promised, it is especially illuminating about the approach adopted by the Japanese side in this battle. Here is how the chapter entitled “Why Did Japan Lose?” ends (pp. 413-415):

British Field Marshal William Slim, who had been defeated in Burma by the Japanese in early 1942, but who would later return the favor by crushing them in the same theater in 1944, beautifully captured the spirit of his enemies in an excerpt written about the Japanese Army. He remarked:

The Japanese were ruthless and bold as ants while their designs went well, but if their plans were disturbed or thrown out – ant-like again – they fell into confusion, were slow to re-adjust themselves, and invariably clung too long to their original schemes. This, to commanders with their unquenchable military optimism, which rarely allowed in their narrow administrative margins for any setback or delay, was particularly dangerous. The fundamental fault of their generalship was a lack of moral, as distinct from physical, courage. They were not prepared to admit that they had made a mistake, that their plans had misfired and needed recasting. … Rather than confess that, they passed on to their subordinates, unchanged, the order that they themselves had received, well knowing that with the resources available the tasks demanded were impossible. Time and again, this blind passing of responsibility ran down a chain of disaster. … They scored highly by determination; they paid heavily for lack of flexibility.

This passage might just as easily have been written about Midway, as it perfectly encapsulates the problems the Japanese had when it came to altering their battle plans. In the matter of lack of moral courage, Yamamoto, Nagumo, and Yamaguchi were all quite clearly guilty as charged. Equally perceptive is Slim’s insight that sticking with a plan, even a bad plan, was a mechanism whereby the Japanese individual could personally absolve himself of responsibility for a defeat. Too often, though, the price for doing so was needless casualties, or even the outright destruction of one’s force, typically followed by the atoning suicide of the commander in question. All in all, this was not an effective model for winning a war against a numerically superior opponent.

By the same token, it is clear from many of the failures of learning and adaptation just discussed that the Japanese entered the Battle of Midway wearing doctrinal handcuffs, the effect of which was to retard still further their ability to innovate. Whereas American doctrine is generally presented to a commander as a codification of guidelines concerning the effective conduct of combat, the very nature of the Japanese military culture made its own doctrine far more rigid with regards to interpretation. This manifested itself in Nagumo and Genda’s disinclination to augment their tactical scouting assets with carrier strike assets, even in the face of accumulating evidence that the Americans were more alert than they ought to have been.

In the same way, the apparent unwillingness of First Air Fleet staff to even consider splitting the attacking power of Kido Butai after discovering the Americans later in the morning originated in doctrinal imperatives. Launching a quick attack against the Americans with CarDiv 2’s kanbaku before Tomonaga’s recovery, difficult though this would have been to implement, might have given the Japanese their best possibility to inflict more harm on their opponent than they actually managed. Yet, Japanese doctrine prescribed massed airpower as the correct answer to any tactical problem that arose, and Nagumo and his staff dogmatically stuck to that formula.

Likewise, Nagumo’s doctrinaire decision to close directly on the Americans had the effect of leaving his fleet positioned between two hostile forces (Midway and the American carriers). A decision to maneuver more freely, either to the north or northwest, could have mitigated some of the advantages that the Americans had accrued by virtue of the superior (and wholly intentional) initial positioning. Despite the Japanese love of indirect approaches at a strategic level, their love of closing directly to knife-fighting range at the tactical level was never better demonstrated than at Midway.

Some of these problems stemmed from the simple fact that in early 1942 the aircraft carrier was still a brand-new weapon system. As such, the body of doctrinal thinking in all the carrier navies was relatively small and still maturing. Other navies might have viewed an immature doctrine as being a tacit admission that some degree of interpretation by unit commanders would be required during the course of battle. The Japanese apparently did not see things this way – they stuck to the playbook, small as it might be. When improvisation was called for, they answered with the most expedient, and transparent tactic available-charging the enemy. Thus, in the critical matter of adaptation, the Japanese likewise failed abysmally.

Taken as a whole, the inescapable conclusion that emerges from a careful examination of the battle is the fact that the Japanese defeat was not the result of some solitary, crucial breakdown in Japanese designs. It was not the result of Victory Disease, nor of a few crucial personal mistakes. Rather, what appears is a complex, and comprehensive web of failures stretching across every level of the battle – strategic, operational, and tactical. Every aspect of the enterprise was tainted in some way. The surface manifestations of these deeper failures may ultimately have been a host of mistakes committed by individuals. And some of those mistakes were clearly more important that others. But the vast majority of them were in some way symptomatic of larger failures within the Japanese military and within the Navy’s cultural fabric, its doctrine, and its preferred modes of combat. They were the end products of an organization that failed to learn correctly from its past, failed to plan correctly for its future, and then failed to adapt correctly to circumstances once those plans were shown to be flawed.

Intriguingly, the seeds of many of these errors had been planted some forty years before, through the initial teachings of the Japanese Naval Staff College, and from the flower of Japan’s greatest victory – the Battle of Tsushima. They had lain unnoticed all that time, growing unchecked, waiting for the right time, place, and individuals to give them expression. Instead of culling these warped seedlings, the Japanese Navy had fostered their growth in the 1930s. The twin pressures of a violent nationalism, combined with the sure knowledge that they would be the underdog in any war with America, had conspired to skew Japan’s naval policies and doctrine still further during that time period. As a result, by the time the Pacific war began, and despite its undoubted tactical prowess, the Navy’s ability to mentally fight the war at a strategic and operational level was already fatally damaged. It was at Midway that the breadth of these shortcomings finally revealed themselves, with catastrophic results for both the Imperial Navy and the Japanese nation. Of course, in the larger context of the war, the Battle of Midway was just one of the first of a much greater harvest of bitter fruit that would fall from the poisoned tree of Japanese militarism.

The military defeats that began with the Battle of Midway stem from the harsh reality that, far from being the truly modern, progressive institution that it fondly imagined itself to be, the Imperial Navy was in fact possessed of the most parochial of outlooks. Instead of the quick, limited war Japan’s military leadership envisioned, the Pacific war soon revealed itself to be all encompassing and all consuming. In a shockingly short time, America had begun waging war against Japan across every strategic dimension available to a great industrial power – military, political, economic, and scientific. Japan was assaulted on the ground, through the air, and on and under the sea. Ultimately, it was beaten decisively in every one of these arenas. In this sense, Midway was merely symptomatic of the Imperial military’s larger failings. Most obvious was their fatally misguided decision to launch a war of aggression against the most powerful nation on earth. Having done so, moreover, they found themselves engaged in a conflict whose scope and complexity forced its participants to evolve at a frenetic pace. As it developed, for the Japanese this was a particularly daunting challenge. Despite the amazing speed with which they had modernized their fighting forces after 1848, they were still bound by thought patterns linked to an earlier military and cultural era, as well as the warped legacy of Tsushima. In the final analysis, it is no exaggeration to say that the conflict the Japanese military instigated in 1941 was not only beyond its resources, but also beyond its understanding.

“If the anti-Christ ever turns up, I reckon he’ll emerge from Guernsey Observation Tower, just as the sun goes down.”

Here:

I do like a good sunset. And I do like Brutalist architecture in retreat but still around. So, apart from the anti-Christ bit, what, as the question goes, ‘s not to like?

Quota Monty – quota Slim

I photoed lots of photos of the statues in Parliament, of Churchill, Mandela, Gandhi, Smuts, Lloyd George and the rest of them. Trouble was, the light was coming from the wrong direction for a lot of them.

My favourite statue photo I photoed yesterday was actually this one, of Monty:

He was facing in the right direction to get some light on his face.

But I think another got luckier with Monty is that I’ve photoed this statue a lot already, because it’s one of my favourites in all of London.

As is the one nearby of Slim, who yesterday was looking like this:

In between those two statues, there’s a statue of Brooke, which I am not quite so fond of. Nothing against Brooke, just that the statue looks, to me, a bit unconvincing, more like a caricature than a likeness.

John Lewis Gaddis on the failure of the Spanish Armada

Stephen Davies, seeking to explain Europe’s technological and economic breakthrough into modernity, and John Lewis Gaddis reflecting on the emergence of the USA as the world’s current superpower, both identify the defeat of the Spanish Armada as a key moment. Davies says that the failure of Catholic Spain to subdue Protestant England meant that Europe, unlike all the other great civilisations of the world, remained disunited and hence internally competitive.

And Gaddis, in his book On Grand Strategy, argues, at the beginning of his chapter entitled “New Worlds” (pp. 151-152), that the defeat of the Armada “made possible the creation of the United States” as we now know it:

It’s not counterfactual to claim that the real events of 1588 in the English Channel echoed loudly and long enough “to shake a hemisphere.” The previous century had seen the Portuguese and the Spanish, neither hitherto seismically significant, exploiting a new understanding of ships, sails, winds, and currents to explore and conquer immensities of strange new things.’ “NON SUFFICIT ORBIS,” Philip II’s motto for his Iberian kingdoms and the empire they’d acquired, was eloquently apt: Eurasia, the old world into which all earlier empires had fit, had indeed not been enough. As the Armada left Lisbon that summer, few from whom it faded from sight would have anticipated anything other than enduring Catholic monarchies throughout what had become known as America.

For how could God not be on the side of the Christian kingdoms of Castile and Aragon that had, in the single year 1492, expelled their Muslim neighbors, ejected their Jews, and almost as an aside expanded the size of the earth? Or, in the year that followed, gained title to the new territories, together with Portugal, by papal edict? Or, as Spain, required only three years to conquer Mexico and not many more to control Peru, thereby ensuring apparently endless supplies of gold and silver? Or, using these riches, imposed administrative and even architectural uniformity on two unfamiliar continents? Or mapped out, for their diverse inhabitants, a single path to salvation? Accomplishments on this scale require more than self-confidence: they presume knowledge of, and correspondence with, God’s will.

Two hundred and thirty-five years after the Armada sailed, however, a staunchly Protestant statesman, in the swampy new capital of a secular state, was drafting an equally presumptuous proclamation for his republican sovereign: “that the American continents, by the free and independent condition which they have assumed and maintain, are henceforth not to be considered as subjects for future colonization by any European powers.” When Secretary of State John Quincy Adams made the Monroe Doctrine a motto for the “United States of America” in 1823, that country lacked the means of securing the “new world” against its “old” masters. It had the self-confidence, though, of Spain in its prime, and that, Adams saw, would suffice.

“The failure of the Spanish Armada,” Geoffrey Parker has argued, “laid the American continent open to invasion and colonization by northern Europeans, and thus made possible the creation of the United States.” If that’s right, then the future pivoted on a single evening – August 7, 1588 – owing to a favorable wind, a clever lord admiral, and a few fiery ships. Had he succeeded, Philip would have required Elizabeth to end all English voyages to America.’ But from the moment his captains cut their anchor cables, Spain began a slow decline, and a new world order its gradual ascendancy.

This book (which I have just ordered from Amazon) presumably being one of the places where Geoffrey Parker (a new name to me) makes this argument.

NOVEMBER 6th 2020: Welcome to all you incomers. I don’t have clever enough stats to tell me where you are all coming from, or maybe it’s me that’s not clever enough. Anyone care to tell me? Thanks in advance. Best guess is that someone wrote something about Gaddis and the Armada, and then people searched their way to this posting. Whatever, you’re all very welcome.

James Stewart impresses Robbie Robinson

And when I say James Stewart I mean this James Stewart, that American fellow who used to act in movies like It’s A Wonderful Life, and Mr Smith Goes To Washington, and The Philadelphia Story. Many screen heroes are nothing much to bother with off screen, not that there’s anything wrong with that. It’s called acting. But Stewart was a hero both on screen and off. He didn’t just star in movies, concerning such things as WW2. He fought in WW2, as a bomber commander in the US Air Force.

I’ve been reading Big Week, James Holland’s book about “the biggest air battle of World War Two”. I haven’t yet got to the actual big week in question, which happened in February 1944. But I can’t help thinking that Captain James Stewart is going to be up to his neck in it, bombing Germany and fighting off German fighters, because he has already had several mentions. Here is one of them, concerning an encounter that happened late in 1943, described on pages 226-227.

Captain James Stewart had been ordered to London to face the press on Thursday, 2 December. He had been promised this would happen only once. The questions were ridiculous and he found the exercise painful and embarrassing, but then he returned to Tibenham to get on with being a squadron commander.

On Sunday, 5 December, a sergeant came to Robbie Robinson’s hut and told him and his crew-mates to prepare – briefing at 9 a.m. and ready to fly. It was to be a ‘shakedown’ flight – a training flight to see whether they were ready for combat operations. Out by Bullet Serenade, they were just getting ready to move off when a Jeep pulled up and Captain Jimmy Stewart stepped out. ‘Fellas,’ he told them, ‘I’ll be riding with you.’

“Bullet Serenade”being the airplane they’d all be flying in.

On board, Stewart went to the flight deck, but once the were airborne he came back down, speaking to each of the crew, then went back to the cockpit. Over the intercom, Robinson listened to him asking questions of every man. ‘What are you doing now, Sergeant Robinson?’ he asked. ‘What do you see out of the waist window?’ Robinson told him. More questions followed. ‘Can you see the super-charger gate position? Are the exhausts smoking? What colour is the engine exhaust? How much fuel do we have on board? Are you checking it? Are the fuel gauges off and drained?’ He then called them up in turn to the cockpit. Robinson, like the rest of the crew, had gone through incredibly thorough training. Although a waist gunner, he was a fully qualified flight engineer and even had sixty hours’ piloting in his logbook. The idea was to ensure there was always back-up if anything happened to the main operating crew members. ‘Robinson,’ Stewart asked once he had reached the flight deck, ‘can you fly as first engineer?’ He also wanted to know whether he could man all gun turrets and arm the bombs. It was quite a grilling, but Robinson was impressed. ‘Stewart really knew this airplane,’ he noted. ‘He wanted us to know it too.’

By all accounts I’ve encountered, Robinson wasn’t the only one who was impressed by this star of stage and screen. And war.