Category Archives: Place

Third generation rock and roll

That headline is not a phrase you hear much of – or in fact at all – these days, but in 1972 it was a much-discussed concept that attempted to define the music and performance of the early 70s as demonstrated by the likes of David Bowie, Alice Cooper, Roxy Music, New York Dolls and T-Rex. As author Peter Stanfield explains in his fabulous new book Pin-Ups 1972 about the London music scene in 1972, this went by other names too – Fag Rock and Poof Rock being just two of them – which is a reminder of how insensitive even the progressive rock papers of the time could be.

That distance between then and now is the focus of Stanfield’s book. So much has been said and written about the 1970s that it’s easy to believe we all lived through them and already understand everything there is to know, but by going back to the journalism of the time, Stanfield demonstrates how writers were attempting to comprehend the music of the time without benefit of hindsight or obscured by four decades of received wisdom. Stanfield has devoured the journalism of 1972 – underground, national press, music weeklies, colour monthlies, even soft porn titles – to examine the music through a detailed reading of the writing of Nick Kent, Nik Cohn, Richard Williams, Michael Watts, Simon Frith, Mick Farren, Chrissie Hynde and many more – not just their greatest hits, but deep cuts that even they will have forgotten writing.

We see these writers in real time try to get to grips with the ambiguities and contradictions of third generation rock and Stanfield writes in an approximation of these pioneers, dropping theories, connections and cultural references with intoxicating verve, daring the reader to keep up and learn something. Look it up or go with the flow, your call.

What is third generation rock? By this reading, the first generation were the original ’56 rockers – Elvis, Chuck Berry, Little Richard – and the second generation were those that grew from R&B – the Beatles, Stones, Who, Kinks, Floyd, Zeppelin and you know the rest. Third generation were those that followed, essentially the ones who had more time to understand the grammar, scriptures, cliches and language of rock and roll and then tried to do something different with it – even if many of them, Bowie, Bolan, Lou Reed, Iggy Pop for starters, had been making music for almost as long as the second generation.

It’s a slippery concept (whither Hawkwind and the Pink Fairies?), as such genre-defining often is, but that isn’t really the point. What compels is the approach of exploring the acts through the media of the time. We see hippie journalists struggle to accept the sudden elevation of Marc Bolan from underground hero to teenage fantasy, haphazardly chronicle the New York Dolls’ ill-fated trip to London in 72, or write in awe of the arrival of the semi-mythical Iggy Pop and Lou Reed when the pair come and live in London (Lou Reed settling down in Wimbledon of all places). How do you make sense of Bowie and Roxy Music, when they are happening right in front of your eyes and you have no real frame of reference? The latter explains why for much of their first year, Roxy are likened to Sha Na Na: when something genuinely revolutionary happens, critics are left grasping for comparisons – only later are they able to go back and make it all fit together. But watching that struggle, and the sheer intellectual effort demonstrated by so many writers of the time, is fascinating and a little humbling. The through-line to punk and indie is clear to us but obviously was unknown at the time, and despite walk-on roles for Malcolm McLaren and Glen Matlock, Stanfield wisely leaves that largely unsaid, helping to seal 1972 into its own time capsule.

That makes this very much a book for those who enjoy historiography and media studies almost as much as they love rock and roll. What you don’t get is recycled anecdotes, biography or even too much in the way of music criticism – although the reappraisal of Bowie’s Pin-Ups is magnificent. Stanfield is more interested in the wider culture, with rock being as much about performance and publicity and fandom as it is about chords and melodies. Which for the writers and musicians of 1972, it almost certainly was.

http://www.reaktionbooks.co.uk/display.asp?ISB=9781789145656

Secret Rivers at the Museum of London Docklands

It feel as if the underground is heading overground. At the London Metropolitan Archives, an exhibition celebrates London’s subterranean treasures. Robert Mcfarlane has recently applied his golden Iain Sinclair-does-nature touch to a book on Underland. A photographic exploration of ghost stations is incoming from the London Transport Museum.  And at the Museum of London Docklands, London’s Secret Rivers have been granted their own exhibition.

Jacob’s Island, Rotherhithe, 1887. Watercolour by James Lawson Stewart

London’s rivers are persistently fascinating and resistant to erasure. Like so many Londoners, I have been on their trail for decades. I nearly drowned inside the Fleet. I walked the Effra with a water dowser. I interviewed architects, businessmen and artists who have wanted to bring rivers back to the surface – or, in a particularly fascinating case, suggested we acknowledged the new flow of the buried Fleet via a subway, an underground bridge over a river under a road. I have studied the objects taken from the Roman temple alongside the Walbrook. I have stood in the middle of roads, ears to a grate, hoping to hear the passage of the subterranean river. I could go on.

All of this came flooding back at the Museum of London Docklands, a clever exhibition that features much of the above and more besides. It starts by exploring the reality of London’s rivers – where they were, what they were used for, why they disappeared – and then tackles the far meatier subject of what they mean to us now. It’s an exhibition of two distinct halves, one archaeological and topographical; the second more artistic and speculative. Bridging the gap comes a wonderful series of large photographs taken inside the Fleet, which gave me flashbacks and daysweats from my own subversive submersion in the sewer.

There are stacks of books, modern artworks, maps, films and digital pieces. Among them is a terrific sequence of SF Said‘s haunted Polaroids for Tom Bolton’t great rivers book, taken at above ground sites along the course of London’s rivers. I always think they look as if they were shot through a film of water, as if the ghost of the river has infected the lens.

It was particularly pleasing to see my local river, the Effra, getting some good space. This went back to the 1990s art/political prank group Effra Redevelopment Agency, and continues today in the form of the decorative manhole covers that mark the course of the river. It’s also given its name to a regreening project, a small but worthy attempt to restore ecological balance to the city.

I once believed that lost rivers could be restored, acting as canals or ornamental bodies of water. Now I rather like them as they are, buried but acknowledged, a reassuring secret hidden in plain sight, out of sight but never to be ignored.

Secret Rivers at Museum of London Docklands until 27 October 2019.

Santa Claus and Lapland’s Reindeer Antler Plan

I recently spent some time in Lapland for the Guardian. I wrote about my trip here  but thought I’d put a more complete version on the blog.

As soon as you land at Rovaniemi airport you see a reindeer. Not a real one admittedly, but somebody in a Rudolf suit cheerily greeting passengers who have just arrived and are planning to meet Santa Claus at his home in Northern Finland. A couple of miles from Rovaniemi airport –“Santa’s official airport” –  is Santa Claus Village, complete with elves, reindeers, huskies, shops, restaurants and the real Santa. It’s an attraction that draws more than 600,000 annual visitors to this isolated spot on the Arctic Circle.

There are reindeers everywhere in Rovianemi. Costumed at the airport, pulling sleighs at the Santa Village and recreated in statues throughout the town centre. There is also the outline of a reindeer embedded in the city’s streets. This is the “reindeer antler plan”, which was created by Finnish architect Alvar Aalto when he rebuilt the city after the Second World War. Aalto also designed the  town hall, library and concert hall, which are arranged in a complementary cluster to the south of the city centre. But while tourists flock to Santa Claus village, few seek out the work of Finland’s greatest architect. Frank Nieuvenhausen, a Dutchman living in Rovaniemi, hopes to change that through cultural tours that take in Rovaniemi’s museums, galleries and local history alongside the work of Alvar Aalto. “People get off the plane straight on a bus to the Santa Claus village but there is a rich history here,” he says. “We don’t all have to dress up as elves.”

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Rovaniemi was a quiet trading town of around 6,000 people before the Second World War. Russia invaded in 1939, and the Finns fought off their aggressors in the brutal Winter War of 1939-1940. After that, they allied with the Germans. The Finns were not Nazis and the Germans were not occupiers – this was a marriage of convenience to protect the Finns from the Russians and give Germany access to St Petersburg. Finnish Jews fought the Russians alongside German soldiers – three were offered the Iron Cross. Even today, this relationship continues. A few miles outside Rovaniemi by a lake is a memorial to the German war dead. It’s a peaceful spot, both respectful and isolated. The silence is only broken by the sound of Finnish jets protecting Rovaniemi from a feared Russian incursion.

Under the terms of German-Fin alliance, the country was split in half: the Finnish Army controlled the south and the German army had the north, with access to ports and nickel mines. The Germans were based in Rovaniemi and the town’s population doubled. The Luftwaffe built an airfield – Rovaniami airport – while Santa Claus Village itself is on the site of a German barracks. For years, the Germans and Finns got on famously. Then the war turned and the Russians told the Finns to expel the Germans or the Red Army would return. As the Germans departed, Rovaniemi was razed. Photographs show a smoking ruin with just chimney stacks left standing. Pekka Ojala, who runs a B&B and sauna near the city centre, still finds burnt wood and metal in his garden.

This desolation is what Alvar Aalto faced. But his ambition was vast. “He saw the burned town as an opportunity,” says Jussi Rautsi a former planner and researcher at the Aalto Foundation. Partly inspired by Franklin Roosevelt’s Tennessee Valley Authority Plan, Aalto created a plan for all of Lapland – a land mass as large as Holland and Belgium combined. The plan started with single housing units – designed to have as little cold north-facing façade surface as possible, and maximum external surface to the sun in south-west – and expanded outwards. Aalto factored in the hydroelectric plants being built on the great rivers of Lapland, and commissioned impact assessments to see what the effect would be on the environment, population, local industries, indigenous Sami, reindeer herds, water basins and microclimate. “Nobody in the world had done such a plan,” says Rautsi. “It had all spatial levels: regional, entire town, parts of towns, neighbourhoods, even peripheral estates. This was the only plan of this magnitude in the world.”

Rovaniemi’s “reindeer antler” street plan was conceived by Aalto in 1945. This was a stroke of visionary genius, as he simply imposed a reindeer outline on existing topography like those people who find animal shapes in the London Underground map. Aalto highlighted the natural shape of the land and the way the main roads and railway crossed. The football stadium became an eye, and the reindeer was born. It was magnificent branding, but Aalto then embellished the plan, creating different zones for commerce, residential and administration within the lines of the reindeer.

All this had to be built without Marshall Aid as the Finns had been on the side of the Germans and were also paying “reparations” to the Russians. Aid did come from the United Nations Relief and Rehabilitation Administration, the precursor to UNICEF, which was brought to Rovaniemi by the UNRRA patron Eleanor Roosevelt, the wife of FDR, in June 1950. Roosevelt wanted to visit the Arctic Circle, so the Finns built a log cabin near the airport, furnished with chairs designed by Alvar Aalto. They told her it was in the Arctic Circle although it was actually a little to the south. Roosevelt sent a letter from the cabin to President Truman – the first letter ever posted in the Arctic Circle – and wrote about it in her memoir. The log cabin became tourist attraction and was visited by other world leaders, including Brezhnev and Golda Meir. The log cabin still stands today on the edge of Santa Claus Village, where it is roundly ignored by tourists.

Tourism took time to build after the war but by 1984 Concorde was bringing visitors to Rovaniemi to see the Arctic Circle. That’s when some local entrepreneurs created the Santa Claus Village. According to Finnish myth, Santa came from Korvantunturi or Ear Fell, which is shaped like an ear so Santa can hear the wishes of every child in the world. Korvantunturi is to the far north and almost inaccessible, whereas Rovaniemi already had the airport thanks to the Luftwaffe. A rural-style wooden village was created around Roosevelt’s cabin, offering shops, reindeer rides, a Santa and a post office so visitors can send letters from the Arctic Circle. This is also where every letter addressed to Father Christmas ends up – up to 700,000 a year. In the 1990s, the Santa myth took over the town. Even part of one of the town’s nuclear bunkers was turned into Santa Park, a subterranean theme park.

As tourism grew, Rovaniemi was rebuilt. The zoning aspect of Aalto’s reindeer plan was never fully realised, but he did create three buildings for the town’s municipal centre. These were an undulating concert hall, a town hall (completed by his wife after Aalto’s death in 1976) and a library that is one of his finest works. He also built a small section of housing in the suburb of Korkalovaara, which featured terraced housing and two large apartment blocks that were modelled on the garden cities of England. In the city centre, he designed a Frank Lloyd Wright-style private home and a commercial block. Not everything Aalto planned came to pass but for Raulti his successes included “climate responsive housing, separating traffic from housing neighbourhoods, using local materials, the human scale and in situ brick construction. Sound building according to nature and terrain conditions. He wanted the community to have a good and visible centre and in Rovaniemi the Aalto-centre indicates its position as the capital of the polar region.”

 

These are the sort of buildings that Frank Nieuvenhausen wishes to show visitors as an alternative to the Santa experience. A knowledgeable and enthusiastic guide, he is creating an Aalto tour, and is being supported in this endeavour by Rovaniemi tourist office, who want to increase visitors in the summer months. “Summer used to be bigger, then cold and dark became exotic,” says Sanna Kärkkäinen, who runs Visit Rovaniemi. “We’d like to get that balance back.”

Santa is not the only challenge. As Aira Huovinen, curator of the Korundi contemporary art gallery acknowledges, the city’s cultural attractions also compete with nature – the Northern Lights, pine forests and wildlife. With most visitors coming for less than a week, that leaves little time to visit attractions such as the Korundi or the Arkitum, a local history/science museum. It doesn’t help that the city’s appearance is dominated by a certain post-war blockiness, encouraging tourists to stick to their out-of-town hotel resorts. There are some architectural highlights. The Arkitum has a stunning glass central corridor while the Korundi is located in one of the few buildings to survive the war, a huge brick bus depot that provided locals with shelter when the city was destroyed. Joining the gallery is a lovely new concert hall built for the Lapland Chamber Orchestra, while across the highway is a delightful and award-winning football stadium (the eye of the reindeer). The chief attraction is Aalto’s library, with its sunken reading pits, beautiful lighting and open plan. In one corner is a small section dedicated to Aalto, complete with Aalto-furniture and a picture of the reindeer antler plan on the wall.

You won’t see many tourists studying this however. It’s a different matter at Santa’s Village, which is open all year round but crammed in December. The experience isn’t quite as tacky as it might sound – we’re not talking Winter Wonderland levels of crassness – and children are enraptured. The Finns’ Santa has been shorn of any religious significance but isn’t excessively commercial. “We never let our Santa go to the mall,” says Mayor Lotvonen from his Aalto-designed office in the town hall. “He is a charitable figure.” Rovaniemi’s businesses contribute to a cheque for UNICEF at the start of every season, a reminder of the fact the city’s own resurrection and current good fortune came from an act of charity.

Santa occasionally accompanies the Mayor on official business to meet trade delegations, and he is an excellent and unique ambassador for the city. The international appeal of Santa can be seen by the make-up of Rovaniemi’s visitors, which is led by China, followed by Israel and then the UK. All find a Santa they are happy with. It’s tempting to see this as another example of the Fin’s seemingly infinite capacity for accommodation. They will make the German Army feel at home, move the Arctic Circle to keep Eleanor Roosevelt happy and then balance the needs of the West and East during the Cold War. So what would Alvar Aalto make of Rovaniemi’s adoption of Santa Claus? “Aalto liked people,” says Rautsi. “He was a social person. He would make Santa ride in a chaise lounge version of his Paimio chair pulled by three reindeers and they would leave Lapland with one of Aalto’s Savoy vases in their cabin luggage.”

 

 

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.

bollard

His bridges are beautiful.

Heywood-Canal-Staffordshire

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.

elephants

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.

 

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.

 

 

 

On the buses: the first ten routes

Recently, I’ve read a couple of good stories about London bus nuts. There was one on City Metric about the nice German bloke who wants to travel every route and another in Guardian Cities about the guy who wants to ride 200 in 24 hours – though as he only has to ride one stop on each, I’m not all that convinced.

This got me thinking about my own bus travelling endeavours. It began while I was dozing through a meeting on the eighth floor at Time Out, Tottenham Court Road. We were brainstorming ideas for the section I edited, The Big Smoke, and increasingly aware of my own non-contributory silence, I suddenly found myself picking up a thread. Somebody had suggested, I think, doing a piece about the towns at the ends of every tube line, but my brain decided to take this basic concept several steps further, from the realm of the relatively sane into that frightening place where logic, stupidity and over-ambition combine.

“Why don’t I take every bus in London?”

“In numerical order.”

“End to end.”

The fear hit me straightaway. What had I just said? Why had I said it? But Gordon, our voluble editor, was the sort of man who liked to greenlight six impossible ideas before breakfast, and he was enthusiastically in favour. There was no going back on this: On The Buses was born. Every week, armed with a camera, notepad, pen, all-in-one transport map and the desperation of a man with a large hole in his flatplan, I’d leave my colleagues and trot off to some godforsaken corner of London to catch a bus that would take me to some other godforsaken corner of London, where I’d then find the only way to get back to civilisation was via the bus I’d just got off.

In the end, I chose to embrace the reality of my bus-travelling future. There were positives here, I told myself. I could get to see parts of London I’d never usually visit, and as a writer it was an interesting challenge, having to write what was essentially the same column every week while keeping it fresh and amusing. You don’t realise quite how many buses go through Trafalgar Square or Oxford Circus until you decided to write about every single one of them.

I also thought that in difficult times for the print trade this was a handy insurance against the sack: there were several hundred routes in London and surely they couldn’t get rid of me until I’d finished them all?

More fool me. A year or so later, Gordon was replaced by another editor, a man who I’d guess has never ridden a bus in his life and simply didn’t understand why anybody would be interested in such hideous things when you could simply get the BBC to hire you a cab to whisk you from the TV studio to Primrose Hill. We were rarely on the same wavelength, and in one of our first meetings he asked how many bus routes I still had to do. About 650 I told him. ‘I was worried you might say that,’ he replied. Like a man waiting for the No 68 on Herne Hill and spying the X68 coming up the road, I knew precisely what horrors lay ahead.

In a bid to shore up my position  – or possibly I was just being provocative – I then wrote a long feature about other bus enthusiasts. Early in my journeys, I’d received a letter from a woman who was also riding every bus and then during one idle afternoon in the Time Out library, I’d discovered an old bus column written by Alexei Sayle. Clearly there was both a history and a present here; it was living heritage. Exploring the internet further, I discovered there were several of us, including several retirees, plus a lovely bloke called Ben, and an artist, doing a project. Look, I was telling the editor: we are a tribe. We are on trend. People really do like buses.

It made no difference. Within weeks, the column was axed. Within months, I was too. The bus dream was over, and I’d barely made it into the 60s.

For those who care, here are the first ten On The Buses. More available on request.

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Funding film about Tin Pan Alley

I’ve written about Denmark Street before – that strangely old-fashioned almost Brooklyn-style street on the border of Soho and Covent Garden that for decades has been home to various aspects of the music industry in the UK.

Tin Pan Alley Tales is a film that plans to tell the story of this small but vitally important street but it needs funding. Made by campaigner Henry Scott-Irvine, the film will tell the stories of the 22 buildings that make up Denmark Street and trace its progression from home of pre-war publishers and songwriters, through skiffle, pop and rock, punk and to the present day.

It will provide an important and fascinating document of a London street that has been at the forefront of popular culture for decades but which is now under threat from London’s rampant development.

To make a donation, go here.