The end of John Terry

Earlier this week, I went to Stamford Bridge for the last time this season. It was also the last time I will ever see John Terry play there for Chelsea.

As I watched him play and score, I realised I was sitting exactly where I was when I saw Terry make his debut almost two decades before.

He came on as sub for Dan Petrescu in a League Cup tie. Terry’s debut was overshadowed by the fact Petrescu went off in a huff, Luca Vialli scored a hat-trick and Dennis Wise got sent off for one of the worst and most pointless tackles I’ve ever seen. In the years that followed, I’ve moved house, crossed the river, changed jobs, had children, got married, lost my hair, written books… but whenever I’ve gone to the Bridge (less frequently in the past decade), I’ve always had the same seat and Terry has nearly always been on the pitch.

I didn’t know much about Terry when he made his first appearance, but quickly came to admire him as a player. He appeared to have inherited Frank Leboeuf’s gift for hitting raking inch-perfect passes but also loved a sliding tackle, making him the sort of UK-EU hybrid that can excel in the Premier League. It swiftly became apparent he was an exceptional defender. Commanding in the air and strong in the tackle, but also with an outstanding ability at reading the game and comfortable with both feet. I always felt this part of this game didn’t get anywhere near the credit it deserved. Terry was a fantastic footballer, as good on the ball as any defender I’ve seen – including Carvalho and Rio Ferdinand, his partners in defence for Chelsea and England, and to whom he was often compared unfavourably. True, they both looked more elegant in command, but Terry’s first touch was better than both. He couldn’t carry the ball, but he could pass it like a dream. And his reading of the game was immense; it was the reason he rarely got beaten for pace despite so clearly lacking it himself. I saw him once in Harley Street; he was tall but not as solid as I expected. Terry was strong but he was no carthorse.

At some point, however, Terry got typecast as a throwback, a sort of Terry Butcher upgrade, cannon fodder, a lion from the trenches. The Guardian’s execrable but influential Fiver began mocking him as EBJT, while the tabloids lauded him for his bravery above all else. As a result, his game did change slightly – read here what Charlie Cooke once told me about how the press can influence a footballer’s natural style – as he threw himself eagerly into blocks where previously he might have looked to get a nick. He soon adjusted his style again, and until age caught up with him had an astonishingly clean record. In the Champions League semi-final against Barcelona in 2009, when Chelsea spent almost the entire 180 minutes defending, he committed I think only a single foul.

As Chelsea captain, Terry had a role with far more importance at Stamford Bridge than almost anywhere else thanks to the stability and leadership he provided against a constant churn of incoming and outgoing managers. Terry often had to hold the dressing room together, most notably after Mourinho’s first departure when the team pulled together to reach the Champions League final despite the presence of out-of-his-depth coach Avram Grant.

Terry was often pinpointed as the troublemaker responsible for all this disruption but it always seemed to me that the continental-raised players – Ballack, Cech, Drogba – were usually at the centre of any shenanigans, raised as they were in a climate where it was more acceptable to confront coaches for poor decisions.

Still, the reputation stuck, along with much else. I’ve always tried to avoid judging players for things reported by the press, mainly because knowing how football journalists operate I don’t trust a word they write. I try to judge players only by how they good they are at football, so have no lacerating hatred of players like Suarez and Ronaldo or managers like Allardyce and Pulis – I think all four are brilliant. With Terry, that’s challenging. While some of the accusations made about him are hysterical – anything written by Matthew Syed, for instance – the volume of his indiscretions makes them hard to ignore. I cannot pretend I’ve ever warmed to the guy as a personality. Put it this way, he’s no Pat Nevin. But he is the greatest defender I’ve ever seen in my life and for much of the past 20 years it’s been a privilege to watch him do his job.

Metroburbia – by Paul Knox

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METROBURBIA: The Anatomy Of Greater London by Paul Knox (Merrell)

London’s suburbia occupies so much space – 695 square miles according to Paul Knox – that it seems ridiculous people even try to summarise it with a single adjective, whether that’s “aspirational” or “banal”. The suburbs contain multitudes and are more like a network of a thousand individual towns then a uniform commuter-ville of identical streets. Knox describes them as “metroburbia”, which he defines as “a multimodal mixture of residential and employment settings, with a fusion of suburban and central-city characteristics”, which is a way of saying that there’s much more to London’s suburbs then large gardens and a fast train to Waterloo: they have shopping centres, office blocks, housing estates, schools, local governments and, critically, millions of residents who never dream of travelling to central London even if they benefit from being within its orbit.

Knox explored central London in his previous book for Merrell, London: Architecture, Building And Social Change, a glossy overview of the relationship between social change and architecture. That book focussed on 27 central districts, looking at how they were originally developed and then exploring in more detail a dozen key buildings. Here he again divides London into sectors, seven of them – Lea Valley, Northeast London, Thames Estuary, South London (all of it), Thames Valley, Northwest London and North London – as defined by the arteries of road, river and rail. Little, though, is made of these sectors once they have been established, with Knox instead taking a chronological overview of metroburbia’s growth and development.

The book is richly illustrated, with the historical narrative interrupted by numerous boxes that focus on individual buildings, trends, regions and housing estates. The story that unfolds is a useful way of understanding how the city has developed. At first, the suburbs were essentially used as a place to put the city’s problems. This is where you could place those big, ugly but necessary things such as cemeteries, asylums, prisons, sewage pumping stations and reservoirs. Housing at this time was just another problem to solve, and in the suburbs there was sufficient space to experiment with both social and private housing, whether in the form of domestic architecture or vast pioneering estates. The increase in population that came with the railways then created a need for further, more localised, infrastructure – libraries, police stations, hospitals, town halls. As a result, one of the joys of this book is the variety of styles it features. There are photos of 60s high-rise towers, modernist mansion blocks, art deco Golden Mile factories, neo-gothic Victorian asylums, Edwardian shopping parades and glitzy suburban villas, with tiny details picked over such as the subtle incorporation of postmodern motifs in domestic housing.

And it’s housing that ultimately dominates the story. The Green Belt is one factor behind this. A crucial reason for the attractiveness of suburbia, it is also a choke on growth with 14 outer boroughs giving more land to the Green Belt than they do to housing. A further complication is the continued fingers-in-ears approach to social housing, something the Government’s recent White Paper on housing suggests isn’t going to change any time soon. Knox picks over all this in a final chapters that analyses the current problem and possible outcomes. What is clear is that the impasse cannot be resolved without direct intervention, and that the fringe land of Metroburbia will be central to any solution.

Buy the book here – http://www.merrellpublishers.com/?9781858946511

 

1967 Uncut

I have a couple of pieces about 1967 in the new issue of Uncut, a Summer of Love special.

The first is about the Monterey Pop Festival, which became a template for almost all music festivals that followed without actually taking on board the two things that made Monterey such a success – artists played for free and the audience numbers were relatively limited. The concert featured performances from The Who, Hendrix, Grateful Dead, the Byrds, Janis Joplin, Ravi Shankar and several more. The music wasn’t always spectacular but the vibe was clearly unique, thanks to fine weather, excellent LSD and a general mood of harmony both among crowd and audience. I interviewed musicians, organisers and also the guys who did lighting and sound, who provided great insight.

Monterey was arguably the high point in the career of John Phillips, who co-organised the festival, booked the acts, headlined and wrote the best-selling jingle.

It must have seemed that after Monterey anything was possible but in reality – and as a neat metaphor for the movement in general – it was all downhill for Phillips from here. Pete Townshend told me a couple of Phillips anecdotes that I couldn’t include in the piece and so will repeat here.

‘My best John Phillips stories are:

1. He hired my Dad to play sax on a Nic Roeg film (The Man Who Fell To Earth I think). My Dad came home and said, “I thought I could drink, but that John Phillips out-drank me five to one. And he never stopped working, we started at seven, and were still doing takes at five in the morning.” My Dad didn’t really know about cocaine.

2. His sister asked me to call him a few years back to try to persuade him to stop drinking and using cocaine. “Pete!” He was delighted to hear from me. “Have you heard the news?” “Yes,” I replied. “You have a new liver”. “Ah!” He was triumphant. “But it’s a black woman’s liver. At last, I’ve got soul.”

The second piece is about the London scene, which is basically the story of the UFO club but covers everything from the 14-Hour Technicolor Dream to the Dialectics of Liberation conference and the launch of Radio One. I spoke to numerous figures from the scene, including Joe Boyd, Jim Haynes, Jenny Fabian, Dave Davies, Twink, Mike McInnerney and Sam Hutt.

I wanted to make this interesting, to get beyond the Beatles and write as little about fashion as humanly possible, so at the suggestion of Robert Wyatt I spoke to Caroline Coon about Release, the NGO she helped start in 1967 – partly as a result of the Stones bust at Redlands – to provide information and support to those who had been busted for drugs.

I also wrote about the psychedelic art, which is probably my favourite element of the psychedelic experience. Mike McInnerney was excellent at explaining the subtle differences between the key UK practitioners – himself, the Nigel Waymouth/Michael English collective, Martin Sharp and Alan Aldridge.

Hippies are often rejected as fluffy utopians  – partly the fault of The Beatles and “All You Need Is Love” – but I’ve always been impressed by things like Release and Steve Abrams‘s full-page ad in The Times (funded by The Beatles) challenging the marijuana laws. These are radical undertakings, that required considerable gumption and a great deal of practical planning. The underground had these in spades, even if the results weren’t always as intended. This was also the last time when the underground was really united. By the autumn of 1967, political schisms had emerged and pop was beginning to fracture into often opposing genres.

It’s impossible I think to watch the film of Monterey and not want to be there, to feel that this is the world and these are the ideals which we’d all like to inhabit. And no wonder so many still look back on 1967 with such fondness and bristled when I asked if they actually achieved any of what they had intended.

Brief brutalism

There’s a passion for the architecture of Brutalism right now, as seen by the dozens of books that have recently been published showing erotically charged exposed concrete and right angles.

The Royal Academy has a short but interesting exhibition on the subject called Futures Found, open until the end of May.  This takes half-a-dozen different related aspects of post-war British architecture and investigates them with a mix of photos, books, film and objects – all set against the backdrop of fake concrete panelling.

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My favourite sections explored the architecture of car park and the role of architecture at the University of Essex, which was one of the country’s most radical campuses in the late 60s – and where the Angry Brigade had their roots.

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I liked also the section on an estate at Kennington, which included this example of how renderings and reality never quite overlap.

 

The final section looked at car parks, and also touched on the fetishisation of Brutalist architecture just as much as it has been demolished. Exhibits included a tote bag from Peckham and a certified lump of concrete from the old Trinity Square car park.

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Rain/Bridges

I have written two pieces for the Canal & River Trust.

The first is about what it’s like when it rains on a canal boat.Being on the canal when it rained could be a powerful experience, from watching a storm approach you across a basin to the sound of being woken by fat drumbeats of rain on a metal roof at night. I spoke to the writer Melissa Harrison, whose book Rain: Four Walks In The English Weather has just been published in paperback by Faber, and also quote this song by Pulp.

I’ve also written about Eric De Mare, a photographer who explored the dying canal network on a makeshift boat just after the Second World War. His photos, collected in the classic book Canals Of England, were instrumental in reigniting interest in the canal. As an architect, he particularly admired their functional beauty, the simplicity of “architecture without architects”, and the way the bridges, locks and towpaths blended with the natural landscape. He photographed all aspects of the canal, but my favourites are his images of weathered bollards, which he describes as accidental sculptures.

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His bridges are beautiful.

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He would later repeat this sort of work with photographic surveys of the Thames and then the rest of the country’s industrial infrastructure – the breweries, warehouses, docks, factories and, of course, power stations.

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Fiddling with the ingredients at Battersea Power Station

When I interviewed Rob Tincknell, chief executive of the Battersea Power Station development, for my book Up In Smoke, he went to great lengths to explain why the plan would be a success, not just as a business but as a new piece of city.

Well, he actually used the words “urban village”, but let’s try not to blame him for that.

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Tincknell enthused about how carefully they had worked out the exact mix of residential-commercial-leisure space in a way that would create the perfect “place” – a real destination that people wanted to visit. This was the social science of “placemaking” and the developer had published numerous reports and beautiful but boring books to explain their position.

He proudly told me the precise numbers: “57% residential. Of the remaining 43% that’s about 3.4m sq ft, 1.2m retail and restaurants, 1.7m sq ft of offices and the balance  in hotels, leisure and community space.”

These numbers, he insisted, were sacrosanct – they were the recipe that made the cake rise.

“It’s an appropriate density for the centre of the city,” he said when I questioned the scale of the residential aspect. “This level of density has been proved all round the world as a density that works. It creates a critical mass so the shops function, the public transport works, there’s a buzz and that’s what people come for. You create this mix of uses, this cocktail that you really believe in, you have to stick with it, you can’t fiddle with the ingredients.”

Guess what?

That’s right, the ingredients are now being fiddled with. According to an interview with Ticknell in the Financial Times,  the bottom has fallen out of the luxury flat market, causing problems for the power station model. But riding to the rescue are Apple, whose decision to move into the power station’s vast office space in 2021 has undoubtedly been a gigantic coup for the developers. Now, with Apple proving such an attractive hook, Tincknell is talking about turning over more of the residential aspect to offices. He told the FT that at least one planned building in the third phase of the scheme, designed by Frank Gehry and Foster + Partners, was under consideration for a change of use.

“I could easily see us adding another million square feet [of offices],” Tincknell says. “The great thing about a long-term scheme like this is we can adjust with the markets. If there’s no residential market and a very strong office market then we will build offices.”

It looks as if that perfect cocktail is being shaken not stirred.

For Up In Smoke, Tincknell promised me “that we are genuinely committed to creating a brilliant community. We feel very passionate. It will only make the place better. We have a responsibility to London. We are doing things way beyond the remit of the site so it fits in with London and genuinely improve the quality of life. If we succeed in that goal the value of the commercial and residential assets will rise and it will be a great place to live and visit. You can’t just develop it and run away, it has to work.”

On that latter promise, we’ll just have to wait and see.

 

 

Time among the bargees

On my latest blog for the Canal & River Trust, I wrestled with the contradiction of time when living aboard a vessel geared towards slowness but where there is always something to do. You can read it on the excellent Waterfront blog, and I’ve also reproduced an edited version below.

Canals slow time. That’s the impression you get when travelling aboard a boat, or while lingering on a towpath watching boats trundle past, leaving behind the fading ghost of a wake like the dissolving grin of a Cheshire Cat. When you are around a canal, the world seems to breathe more slowly and time hangs heavy in the air. This sense of slowness is built into the very fabric of the canal system. Boats move leisurely, on water that dawdles, through canals that took decades to build, alongside towpaths where no trace of the car can be detected. Stillness is everything and it is everywhere. No wonder the passage of time seems to dwindle to a stroll.

Yet within this, there is also a glorious contradiction – one that defines other facets of the canal experience. Canals slow time but they also made the world faster. The canal is among the slowest forms of transport imaginable. The official speed limit is an ambitious 4mph – most barges would lose a race to a sugared-up toddler on a scooter – but it was also, at its inception, one of the most advanced instruments of the industrial revolution, something that brought the veneration of speed into the modern world. When the canals were built, boats could move no faster than the horses that pulled them, but they were also a drastic and sudden lurch towards the future, introducing the mass transportation and long-distance inter-connectivity that would ultimately reinvent the country by making a god of speed following the arrival of the steam engine. That’s what you’re getting with a canal. On the surface they are sluggish, but with them came vast societal changes that were rooted in an onrushing lust for ever-increasing velocity, a desperation to get beyond the present.

Speed is addictive, but so is the clock-stopping slowness of canal life. It’s partly because the slowness is all-embracing, transforming your perception of the world around you and placing you in an enveloping bubble where time doesn’t matter or exist. It’s in the placidity of the water, it’s in the pace of movement when you travel and it’s in the fact that you are segregated from roads, where the rapidity of cars brings guilt and context. On a boat, nothing happens faster than walking pace.

There’s another contradiction at play here. The boating lifestyle would seem to make a virtue of loafing, but on a boat there is always something to do. There are the tedious chores of everyday existence, from cooking and cleaning to laundry and washing up. There are those DIY tasks you never quite get round to completing but which are harder to avoid on a boat, where every inch of space is vital and every irritant multiplied accordingly. And there are the boat specific jobs, the rivets that hold it all together – the filling of water tanks and coal scuttles, the cleaning and setting of stoves, the changing of gas canisters. This is what occasional boater Jerome K Jerome was thinking about when he wrote Idle Thoughts Of An Idle Fellow. “It is impossible to enjoy idling thoroughly unless one has plenty of work to do,” he said. “There is no fun in doing nothing when you have nothing to do.”

On a boat, endless peace and eternal activity sit side by side, a paradox that reflects the dislocating but therapeutic experience that comes from living in a pre-industrial time capsule that prompted the Industrial Revolution. Some researchers feel there are genuine psychological benefits to be had in this combination of water and slowness and canal boats also relate to the concept of ‘slow travel’, which celebrates travel over arrival.

That notion is embedded into the way canals operate so when BBC 4 announced a Slow TV season it made sense for this to feature a two-hour boat trip along the Kennet & Avon Canal broadcast in real time. When screened in May 2015, the programme drew an audience that was double BBC4’s usual viewing figures. All this, for what was little more than a camera stuck to the front of a boat. There was no commentary, no cutting, no music, no presenters, no Prunella Scales and Timothy West – just the occasional box of written text to highlight points of interest along the journey. It was a restful alternative to the typical television experience and a perfect reflection of what travelling by boat is like, without the stress of having to navigate locks or steer the thing yourself. This is life on a boat. It slows time. So calm down and drift.

Purley and dementia

I wrote a piece for the Guardian about the dementia-friendly town concept, which is currently being rolled out in Purley. It is one of many initiatives being considered for towns and cities as the average age of the population continues to rise.

 

Read or Dredd: 2000 AD at the Cartoon Museum

Everything I love about British pop culture is encapsulated in 2000AD, which celebrates its 40th anniversary in February 2017. There are several birthday events planned, including an exhibition at the Cartoon Museum in Bloomsbury that runs until April 23rd. I had a look around in the company of the curator Steve Marchant, who enthused about the gorgeous clarity of the original artwork from Dave Gibbons, Brian Bolland, Mike McMahon and Carlos Ezquerra (“At times, the comic looked like it was printed with mud on toilet paper,” he said), while I reacquainted myself with the world of Dredd and Rogue Trooper.

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As a kid, my comic-reading progress went something like this: BeanoTransformersRoy Of The Rovers2000AD. It wasn’t quite that simple – the first comic I ever read was Beezer, and I was a big fan of Whizzer And Chips. When I was reading Transformers, I was also regularly reading Batman and Superman. And for a while, I got really into a horror comic called Scream!.

But in this journey, 2000AD always seemed like the inevitable destination. Even when I was reading the playful pranks and japes of Dennis and Minnie, I’d see 2000AD on the rack at WH Smiths and quiver in confused anticipation at the cover, and the weirdness and violence it promised.

I knew one day I’d be ready.

The exhibition at the Cartoon Museum starts by showing how 2000AD was created and how it developed. I learnt that the initial hero was soppy space curate Dan Dare, in whose blue-eyed banality I saw as the very opposite of what 2000AD stood for. Several other strips – often loosely based on popular movies or TV series – were given a turn until Judge Dredd inevitably took over. And it was Judge Dredd who most fascinated me. He is a brilliant creation, this square-jawed, deadpan, literal-minded, licensed thug who you can never be sure is good, evil or amoral. Sure, America had Batman but he was a playboy billionaire who frequently expressed moral conflict. Dredd, by contrast, was a foot soldier with no exterior life who always knew what he was doing was right because he was law incarnate. In that lack of doubt, he had more in common with supervillains than superheros.

But what made Dredd sing was the universe around him, and especially the surreal, sinister Mega-City One, which had its own architecture, slang, fads and culture. The world of Mega-City was often very funny and satirical – giant tower blocks named after some of the most insignificant 20th century personalities and politicians – and Dredd was this single-minded avatar plodding through it, trying to erase difference and make sense of it all.

The combination was fascinating: a strip could be at once nihilistic, surreal, smart, sarcastic, joyful, violent and morally ambiguous. One strip at the Cartoon Museum illustrates this neatly: Dredd is spending Christmas Day on the beat, by the end of which he has deported an illegal immigrant, shot a fellow judge and punched a well-wisher in the face. And this was the good guy.

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Much less ambiguous was my other favourite character, Rogue Trooper. The exhibition looks at several long-standing strips including Judge Anderson, Strontium Dog and the wonderful Halo Jones, but it was Rogue who I adored. He was weird – taciturn and blue, with a talking gun, back pack and helmet – but he at least provided some moral clarity after Dredd. The concept was simple too, a sort of future war Fugitive, with Rogue out to hunt down the man who betrayed his unit – the classic quest that could be strung out for as long as possible.

It’s heartening to see 2000AD is still popular today. When it was formed, it was assumed it would last around six months, as that was the usual lifespan of new comics – indeed, the aforementioned Scream! folded after 15 issues. That it is still relevant is testament to the skill of the artists and the writers, who continue to ensure there are sufficient parallels with the real world for plots to be relevant. A couple of strips at the Cartoon Museum showcase this perfectly: in one, a patriotic, racist robot sings Rule Britannia and whines about foreigners as it goes on the rampage amid the skycrapers of Brit-Cit; in another, Chief Judge Caligula has taken power, a deranged, rambling permanently enraged narcissist with a huge ego and lustrous hair who insists on building a giant wall around his crumbling empire.

Remind you of anybody?

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Podcasts, radio and Ray Davies

bps-ray-daviesI have recorded a podcast with N Quentin Woolf for Londonist about Battersea Power Station. It covers the full history of the site, looking at the history of the power station, the property battles, failed dreams and possible future.

On Friday, I will be a guest on Wandsworth Radio at around 6.30, again talking about Up In Smoke and the power station.

The image above, incidentally, is a screengrab from Ray Davies’s excellent 1984 film Return to Waterloo, starring Tim Roth and Ken Colley, which is set largely aboard the 8.52 from Guildford to Waterloo. Recently released on DVD, I review it in the forthcoming edition of Uncut.