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Cars: Accelerating the Modern World @ the Victoria and Albert Museum

The blight of cars

I hate cars.

Pollution

Cars emit vast amounts of toxic fumes, poisoning passersby and making our cities hellholes of pollution.

Due to the increase in the use of private cars, road traffic pollution is considered a major threat to clean air in the UK and other industrialised countries. Traffic fumes contain harmful chemicals that pollute the atmosphere. Road traffic emissions produce greenhouse gases that contribute to global warming. (Road Traffic and pollution)

Destruction

The post-war obsession with cars led councils and developers to rip the historic hearts out of most English cities and towns, creating inhumane, alienating and polluted labyrinths of urban freeways with urine-drenched concrete subways as an afterthought for the humble pedestrian.

Death

Cars kill people, lots of people.

According to the World Health Organisation, more than 1.25 million people die each year as a result of road traffic crashes, and injuries from road traffic accidents are the leading cause of death among people aged between 15 and 29 years of age. (Road accident casualties in Britain and the world)

Cars killed childhood

Lastly, the number one concern of most parents of small children isn’t paedophiles or internet porn, it’s that their kids might be run over by traffic. (Play England website) That explains why parents don’t let their kids play in the street as they did in the halcyon past, but prefer to keep them safely inside. Which contributes to lack of exercise and growth of obesity among children, as well as adversely affecting children’s mental health. Car culture, in other words, killed childhood.

Personally, I think cars should be banned, period.

Cars: Accelerating the Modern World at the Victoria and Albert Museum

This is a dazzling exhibition celebrating the rise and rise of cars which shows how they are not just machines for getting from A to B but were, right from the start, spurs to all kinds of other industries, helping to create:

  • countless aspects of industrial and commercial design, from instrument panels to ergonomic chairs
  • innovations in industrial production, specifically the assembly line techniques pioneered at the Ford car plant in Detroit
  • entire new areas of engineering relating to roads and then to motorways, the construction of stronger road bridges, flyovers, ring roads etc using the new materials of concrete and tarmac
  • an explosion of consumer accessories from safety hats and goggles to driving coats and gloves all the way up to modern Satnavs
  • as well as providing a mainstay for the advertising industry for over a hundred years
  • and becoming a dominating feature of popular culture in films, novels and much more

The car is, when you stop to consider it, arguably the central product of the twentieth century, the defining artifact of our civilisation (and, in my jaundiced view, a perfect symbol of our society’s relentless drive to excess consumption, ruinous pollution and global destruction.)

They promised us the freedom of the road, instead we got day-long traffic jams on 12-lane highways, toxic air pollution, and over a million dead every year. This photo shows congestion blocking the G4 Beijing-Hong Kong-Macau Expressway

The car has transformed how we move around, how we design and lay out our cities and towns, it has transformed our psychologies and imaginations. As one of the curators explains:

“The V&A’s mission is to champion the power of design to change the world, and no other design object has impacted the world more than the automobile. This exhibition is about the power of design to effect change, and the unintended consequences that have contributed to our current environmental situation.

Structure of the show

This exhibition is brilliantly laid out. You progress through a labyrinthine serpentine curve of cases displaying over 250 artefacts large and small, and studded by no fewer than 15 actual cars, from one of the first ever built to a ‘popup’ car of the future.

Photo of the Benz patent motor car, model no. 3, 1888. Image courtesy of Daimler

The exhibition is immensely informative, with sections and sub-sections devoted to every aspect of cars, their design, manufacture, the subsidiary industries and crafts they support, the global oil industry, and car cultures around the world, it really is an impressively huge and all-embracing overview.

But the thing that made the impact on me was the films.

I counted no fewer than 35 films running, from little black-and-white documentaries showing on TV-sized monitors, through to clips of Blade Runner and Fifth Element on large screens.

There’s the iconic car chase from Bullitt on a very big screen hanging from the ceiling and then an enormous, long, narrow, gallery-wide screen which was showing three long, slow and beautifully shot films of landscapes which have been impacted by the car – a complicated freeway junction in Japan, oil fields in central California, and the ‘lithium triangle’ in Chile, between Chile, Bolivia and Argentina, where lithium is extracted for battery production a vast expanse of flat desert which is being mined to produce lithium and its landscape converted into a colourful patchwork of slag and beautiful blue purification reservoirs.

At both the start and the end of the show are totally immersive films which are projected on screens from floor to ceiling, the first one a speeded-up film of a car journey through London, projected onto three split screens; the final experience in the show is standing in front of a shiny round little Pop-Up Next car around which stretches a curved screen onto which is projected a montage of car disaster imagery, including car crashes, road rage incidents, the Deepwater Horizon oil rig disaster, Jimmy Carter telling us about the energy crisis, which gets louder and faster and more intense until it collapses into a high speed blur of colour. And looming over us, the viewers, I realised after a while, is an enormous drone hanging from the ceiling and looking down on us like one of H.G. Wells’s conquering Martians.

Cars Exhibition, 19th November 2019

All very trippy and intense and sense-bombarding. If you fancy a quiet exhibition, this is not it, sound from all the films is playing at once and, given the subject matter, they are almost all dynamic and fast-moving.

The exhibition is divided into three parts although the continuous serpentine journey past the display cases and films isn’t divided, as in a ‘normal’ gallery, into ‘rooms’.

1. ‘Going Fast’

The exhibition with records of all the gee-whizz visions of a perfect techno future which the car has been lined with throughout its history, with lots of illustrations from magazines and sci fi stories, clips from movies predicting flying cars such as Blade Runner or The Fifth Element. On a massive projector screen right at the start is playing Key To the Future, a film made by General Motors for their 1956 Motorama car show.

This was just one of a series of Firebird concept cars produced by General Motors. Interestingly, the design was inspired by the new jet fighter planes which had just started flying, and the cars copied the jets’ fluid silhouettes, cockpit seats and gas turbine engines designed to reach 200mph. they weren’t actually sold but were produced as experiments in function and design. And to thrill the public at motor shows with exciting visions of hands-free driving.

One feature of these designs for future cars was that a number of them were Russian, from Soviet-era drawings of an ideal communist future. It’s worth noting that the curators have made an effort to get outside the Anglosphere. Unavoidably most of the footage and technology is from America, with a healthy amount about the British car industry, and then sections about Fiat in Italy and Citroen in France.

But the V&A have gone out of their way to try and internationalise their coverage and they commissioned a series of films about car culture in five other parts of the world including one on South African ‘spinners’ (who compete to be able to spin cars very fast in as small a circle as possible), California low-riders, Emirati dune racers in the Middle East, and Japanese drivers of highly decorated trucks. As well as a section towards the end about the ‘Paykan’, a popular people’s car heavily promoted in Iran in the early 1970s which became a symbol of modernity and affluence.

Installation view of Cars at the Victoria and Albert Museum showing an Iranian Paykan on the left, a desert-crossing Auto-Chenille by Citroën in the centre, and a funky bubble car on the right. Note the massive projection screen at the back displaying a panoramic film of oil fields in central California

The section continues with the first-ever production car, the Benz Patent Motorwagen 3, introduced to the public in 1888, and the futuristic Tatra T77 from the Czech Republic, which was designed in the 1920s by Paul Jaray, the man who developed the aerodynamics of airships.

French advertisement for the Tatra 77 (1934)

There’s a whole section about the founding and development of car races, from the Daytona track in Florida, to Brooklands race track in Surrey, both accompanied, of course, by vintage film footage. They explain how the British Gordon Bennett Cup prompted the French to invent the Grand Prix in 1906. There’s racing against other cars, but also, of course, the successive attempts to break the land speed record which attracted great publicity from the 1920s, through the 30s, 40s and 50s.

Britain First Always – Buy British, UK (1930s) Artwork by R. Granger Barrett

And there’s a feminist section of the show which focuses solely on the great women car drivers who appeared at Brooklands such as Camille du Gast from France and Dorothy Levitt, and Jill Scott Thomas who became an important symbol of the women’s rights movement.

There’s a gruesome life-size sculpture of a man named ‘Graham’, which shows what shape a human being would have to be to withstand a car collision. Graham was commissioned last year by The Transport Accident Commission in Victoria, Australia to demonstrate human vulnerability in traffic accidents, and made by Melbourne artist Patricia Piccinini in collaboration with leading trauma surgeon Christian Kenfield and crash investigation expert Dr David Logan.

Graham: what humans ought to look like to optimise their chances of surviving a car crash

2. ‘Making More’

The second section is devoted to the manufacturing of cars and focuses heavily on the range of innovations in manufacturing pioneered at the Ford Motor Company in Detroit as early as 1913. There are models of the factory, black and white film footage of conveyor belts, unexpected footage of meat processing plants where Ford worked as a young man and which the car plants were to some extent modelled on, photos and sketches of all aspects of the production line along with a list of the very tough rules and regulations Ford imposed on his workers.

Sure, they were paid double what they could earn at other factories (a whopping $5) but the stress of staying in one place performing the same function for 12 hours a day, with no smoking or talking and strictly regulated loo breaks took its tool: many workers developed psychological illnesses, many just quit.

Ford’s factories were designed by the architect Albert Kahn who pioneered an entirely new construction space that allowed for larger, more flexible workspaces, a design which quickly spread around the world, for example at Fiat’s Lingotto factory. There are floorplans, architects’ designs, models and photos of all this twentieth century innovation, plus the animated feature Symphony in F celebrating the complex supply chains Ford had established which was shown at the 1933 ‘Century of Progress’ Chicago World’s Fair.

By contrast one wall is filled with some immense film projections of a modern, almost totally-automated BMW car assembly plant in Munich, and there’s a Unimate Robotoc Arm, one of the first robot implements used on a production line as early as 1961 at the General Motors plant in New Jersey The principles are the same but human input, effort and endurance have been almost completely eliminated.

Murals were commissioned to celebrate the wonderful new productiveness of human labour, including the wonderful Detroit Murals by Mexican mural maker Diego Rivera

Production line methods were quickly adopted to a wide range of goods including everything from furniture to architecture, and the speed and rhythms of factory life spread into pop culture, influencing music, dance, fashion and the propaganda of the new totalitarian states.

Hitler, the show reminds us, was a big admirer of Henry Ford, who was himself a noted anti-Semite, and consulted Ford about mass production techniques to help improve German efficiency, which resulted in the remarkably enduring design of the Volkswagen and Hitler’s pioneering Autobahns, but also led the Germans to the efficient mass manufacture of other consumer goods like the Volsempfänger or People’s Radio.

At the other end of the cultural scale, the exhibition includes the ‘production line’ video made in 1965 for the Detroit girl group Martha and the Vandellas song Nowhere To Run To. The Motown Sound which they typified was, after all, named after Motor Town, the town that Henry Ford built up into the centre of the American car industry.

There were to (at least) reactions against production line culture. An obvious one was the creation of powerful unions formed to represent assembly line workers. Following the landmark sit-down strike from 1936 to 1937 in Flint, Michigan, membership of the Union of Automotive Workers grew from 30,000 to 500,000 in one year! Thirty years later, and the exhibition includes some of the posters produced by a Marxist art collective in Paris to support striking car workers during the 1968 mass strikes in France.

But another reaction was against mass production, and in favour of luxury. The Model T meant cars for the masses, but what about cars for the better off? In the 1920s luxury car manufacturers returned to creating bespoke, hand-crafted models, and this triggered a growing market for high-end car accessories. The exhibition includes examples of chic hats and lighters and motoring gloves, all associating the idea of motoring with glamour and luxury (‘To drive a Peugeot is to be in fashion’).

A custom-made Hispano-Suiza Type H6B car from 1922 provides a close-up look at the luxurious and meticulously crafted world of early automotive design.

Hispano-Suiza Type HB6 ‘Skiff Torpedo’. Hispano-Suiza (chassis) Henri Labourdette (body) 1922. Photo by Michael Furman © The Mullin Automotive Museum

Thus the development of mascots on car bonnets, a small symbol which allowed consumers to quietly flaunt their wealth and taste. Thus between 1920 and 1931 French designer René Lalique produced a series of car bonnet ornaments made of glass, which are on display here.

There’s a section devoted to the development of colours, shades and tones, and to the science of producing lacquers and paint which would be durable enough to protect cars in all weathers. Even mass market manufacturers took note and in 1927 General Motors was the first producer to set up an entire department devoted to styling, the ‘Art and Colour Section’. As far back as 1921, under chairman Alfred Sloan, General Motors implemented a policy known as ‘annual model renewal’. Taking its lead from the fashion industry, the cars would be restyled and relaunched annually, with a new look and new colours (although the engineering and motors mostly stayed the same).

And hence the development of extravagant car shows like ‘Motorama’ launched in 1949 by General Motors, an annual series which came to involve celebrity performers, original songs, choreography, models in clothes straight off catwalks, and promotional films.

The ever-growing commercialisation of cars and life in general sparked a backlash in the 1960s and the exhibition explains how the humble VolksWagen became a cheap and cheerful symbol of people who dropped out, adopted alternative lifestyles, and often decorated their VW with hippy images and symbols.

The exhibition features a striking example of a car customised by Tomas Vazquez, a member of the lowrider culture that emerged in Latino communities in Los Angeles in the 1950s and 60s.

3. ‘Shaping Space’

The final section of the exhibition explores the vast impact of the car on the world’s landscape, nations, and cities. It looks at how the petrol engine beat early electric and steam-powered competitors by promising the ability to travel the world, transforming drivers into individual explorers.

Displays include the first ever Michelin guide published in 1900, a little red book giving tips about where to drive in France – examples of the tremendous artwork Shell commissioned to encourage drivers to get out and explore Britain (the Shell guides), and a look at the special off-road cars called Auto-Chenille by Citroën and created to undertake a publicised treks across Africa and Asia.

This section looks at the vast ramifications and impact of the oil industry around the world, from the early days when it was celebrated as a miracle resource, through the evolution of oil-based products like Tupperware and nylon. There are fascinating maps of oil reserves, films about oil extraction

And then on to the 1970s oil crisis which helped inspire the new environmental movement. There’s footage of a grim-faced president Carter making a TV broadcast to the American people and telling them they have to be more careful how they use their limited resources, ha ha ha, and a poster for the first ever Earth Day, called by new environmental activists for 22 April 1970.

Poster for the first Earth Day, 22 April 1970, designed by Robert Leydenfrost, photography by Don Brewster

So it’ll be Earth Day’s 50th anniversary in a few months. And how well have we looked after the earth in the past 50 years?

Not too well, I think. Most of us have been too busy buying stuff, consuming stuff, competing to have shinier, newer stuff, and top of the list comes a shiny new car. I was amused to read the recent report that all the world’s efforts to get people to use electric cars have been completely eclipsed by the unstoppable rise of gas-guzzling Sports Utilities Vehicles. These throng the streets of Clapham where I live. In twenty minutes I’m going to have to dodge and weave among these huge, poisonous dinosaurs as I cycle to work.

As a tiny symbol of our ongoing addiction to the internal combustion engine, there’s an animated map showing the spread of motorways across Europe from 1920 to 2020, which contains the mind-boggling fact that plans are well advanced for a motorway which will stretch from Hamburg to Shanghai! More cars, more lorries, more coaches and buses and taxis and motorbikes and scooters, burn it up, baby!

This final room has the most diverse range of cars on display, including early cars from the 1950s that attempted to address fuel scarcity such as the Messerschmitt KR200 bubble car, alongside the Ford Nucleon, a nuclear-powered concept car, and the exhibition closes with the immersive film I mentioned above, streaming around the ‘Pop.Up Next autonomous flying car’ co-designed by Italdesign, Airbus and Audi.

Summary

I think this is a really brilliant exhibition, setting out to document a madly ambitious subject – one of the central subjects of the 20th century – with impressive range and seriousness. It covers not only ‘the car’ itself but touches on loads of other fields and aspects of twentieth century history, with a confident touch and fascinating wall labels. The serpentine layout combines with the clever use of mirrors and gaps between the partition walls to make it seem much bigger than it is, as do the umpteen films showing on screens large, extra-large and ginormous.

It’s a feast for the mind and the senses.

And it’s not at all a hymn of praise: the curators are well aware of the baleful effects of car culture: there’s a digital clock recording the number of people who’ve died in traffic accidents so far in the world, and another one (in the 1970s oil crisis section) giving a countdown till the world’s oil resources are utterly exhausted (how do they know? how can anyone know?).

But there’s also another digital counter showing the number of cars manufactured in the world so far this year and it shows no sign of abating or slowing down. Car, lorry, bus, truck, coach, motorbike production continue to increase all around the world and is often [author puts his head in his hands and sighs with despair] taken as the primary indicator of a country’s economy.

We’re going to burn this planet down, aren’t we?

Promo video

Curators

The exhibition is curated by Brendan Cormier and Lizzie Bisley, with Esme Hawes as Assistant Curator.

Related links

More V&A reviews

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Posted by Simon on February 3, 2020

https://astrofella.wordpress.com/2020/02/03/cars-accelerating-the-modern-world-victoria-and-albert-museum/

Bauhaus by Frank Whitford (1984)

It is perhaps details of the more trivial aspects of life which help us more clearly to imagine the atmosphere of the Bauhaus. (p.162)

This is a wonderful book. I’ve read plenty of accounts of the Bauhaus which emphasise its seismic importance to later design and architecture, but this is the only one which really brings it alive and makes it human. It is almost as gripping, and certainly filled with as many vivid characters and funny anecdotes, as a good novel.

Whitford’s book really emphasises that the Bauhaus was not some mythical source of everything wonderful in 20th century design, but a college of art and design, in essence like many others of the day, staffed by a pretty eccentric bunch of teachers and the usual scruffy, lazy and sometimes brilliant students. During its very chequered fifteen year history it faced all the usual, mundane problems of funding, staffing, organisation and morale with often chaotic and sometimes comic results.

Part of the Bauhaus building at Dessau, Germany

Part of the Bauhaus building at Dessau, Germany

Two things really stand out from this account:

One is Whitford’s attitude, which is refreshingly honest and accessible. He tells jokes. Usually the names of Paul Klee and Wassily Kandinsky (who both taught the college’s innovative Introductory course) are mentioned with reverend awe. It is extremely refreshing, then, to read accounts left by students who didn’t understand their teachings at all, and even more so for Whitford himself to admit that, even to their most devoted fans, the writings of both Klee and Kandinsky are often incomprehensible.

The practical problems of resources and staffing loom large in Whitford’s down-to-earth account. While Klee and Kandinsky were trying to teach their esoteric theories of line and picture construction to uncomprehending neophytes, the director Walter Gropius was doing deals with local grocers and merchants to get enough food for the students to eat, and wangling supplies of coal to keep the draughty old buildings heated.

Walter Gropius, founding director of the Staatliches Bauhaus

Walter Gropius, founding director of the Staatliches Bauhaus

The second key element is that the book is very rich in quotes, memories, diaries, letters, memoirs, later accounts from the successive directors, the teaching staff and – crucially – from the students. Kandinsky is an enormous Legend in art history: it makes him come alive to learn that although he dressed impeccably, in a sober suit with a wing collar and bow tie, he also loved cycling round the campus on a racing bike.

Whitford quotes a student, Lothar Schreyer, who decided to take the mickey out of the Great Man. Believing that abstract painting was nonsense he solemnly presented Kandinsky with a canvas painted white. Kandinsky went along with the plan by taking it intensely seriously and discussing his motivation, his choice of white, the symbolism of white and so on. But then he went on to say that God himself created the universe out of nothing, so ‘let us create a little world ourselves’, and he proceeded to carefully paint in a red, a yellow and a blue spot, with a shadow of green down the side. To the surprise of Schreyer and the students watching, the result was astonishingly powerful and ‘right’, in the way of the best abstract art. He was converted on the spot.

God, to have such teachers today!

Composition VIII by Wassily Kandinsky (1923)

Composition VIII by Wassily Kandinsky (1923)

The power of Whitford’s account is that he doesn’t stop at generalisations about teaching methods or philosophies; he gives vivid examples. Here’s an actual homework Kandinsky set:

For next Friday please do the following: take a piece of black paper and place squares of different colours on it. Then place these squares of the same colours on a white sheet of paper. Then take the coloured squares and place on them in turn a white and then a black square. This is your task for next class. (quoted page 100)

The aim wasn’t to produce works of art or learn to paint. It was to conduct really thorough systematic experiments with the impacts of countless combinations of colours and shapes. After a year of doing this (plus other things) in the introductory course, students would then move on in the second year to specialise in metalwork, ceramics, glasswork, industrial design, household products and so on – but with a year’s worth of experimenting with lines and shapes and colour combinations behind them.

The equally legendary Hungarian polymath László Moholy-Nagy arrived at the Bauhaus in 1923, taking over from the eccentric spiritualist Johannes Itten as teacher of the Bauhaus preliminary course, also replacing Itten as Head of the Metal Workshop.

Moholy-Nagy wore worker’s overalls to emphasise his communist Constructivist views, sweeping away the soft arts and crafts approach which had dominated the school for its first four years and implementing an entirely new approach, focused on designing and producing goods which could be mass produced for the working classes.

László Moholy-Nagy, the stern constructivist man of the people

László Moholy-Nagy, the stern constructivist man of the people

So far, so legendary. But it’s typical of Whitford’s account that he tells us that about the only thing Moholy-Nagy didn’t do well was speak German, with the result that the students took the mickey out of his appalling accent and nicknamed him ‘Holy Mahogany’. Now that sounds like a proper art school.

Even details like exactly how many people were on the teaching staff (12) and how many students there were (initially about 100, rising to 150) gives you a sense of the scale of the operation. Tiny, by modern standards.

I laughed out loud when Whitford tells us that Gropius very optimistically held an exhibition of students work in 1919 that was so disastrous – the exhibits were so poor and the reaction of the press was so scathing – that he swore never to hold another one (p.136).

For it was a college like any other and had to justify its costs to the local authorities. The government of Weimar (one of Germany’s many Länder, or mini-states) funded it for six years before withdrawing their funding. The director, Walter Gropius, had to advertise to the other states in Germany, asking if any others would be willing to fund the school. From the first it aimed to become self-supporting by selling its products (ceramics, rugs, fixtures and fittings, metal work, the occasional full-scale architectural commission) but it never did.

Herbert Bayer's cover for the 1923 book Staatliches Bauhaus

Herbert Bayer’s cover for the 1923 book Staatliches Bauhaus

So the school’s reliance on state funding put it at the mercy of the extremely volatile politics and even more unstable economics of Germany during the 20s. László Moholy-Nagy didn’t just join the Bauhaus, he joined a school of art and design which was struggling to survive, whose teaching staff were in disarray, which had failed to deliver on many of its initial aims and promises, and at the time of Germany’s ridiculous hyper-inflation which looked as if it might see the overthrow not only of the government but of the entire economic system.

Thus the sweeping changes to the syllabus he and his colleague Albers introduced weren’t just a personal whim, they were absolutely vital of the school was to stand a hope of breaking even and surviving. For the first four years Johannes Itten had included meditation, breathing exercises and the cultivation of the inner spirit in the Induction Course. Moholy-Nagy scrapped all of it.

Typically, Whitford finds a humorous way of conveying this through the words of a student eye witness. According to this student, they had previously been encouraged to make ‘spiritual samovars and intellectual doorknobs’; Moholy-Nagy instructed them to start experimenting with a wide range of modern materials in order to design practical household objects, tea sets, light fittings. Using glass and metal, they made what are probably the first globe lamps made anywhere.

It’s Whitford’s ability to combine a full understanding of the historical background, with the local government politics of Weimar or Dessau, with the fluctuating morale at the school and the characters of individual teachers, and his eye for the telling anecdote, which contribute to a deeply satisfying narrative.

Even if you’re not remotely interested in art, it would still be an interesting book to read purely as social history. Again Whitford made me laugh out loud when he pointed out that, although Germany’s hyperinflation of 1923 was catastrophic for most people, it was, of course, boom times for the printers of bank notes! Verily, every cloud has a silver lining.

Bauhaus student Herbert Bayer was commissioned to design 1 million, two million and one billion Mark banknotes. They were issued on 1 September 1923, by which time much higher denominations were needed.

Emergency bank notes designed by Herbert Bayer (1923)

Emergency bank notes designed by Herbert Bayer (1923)

Against his better judgement Gropius was persuaded to hold another exhibition, in 1923. This one, to everyone’s pleasant surprise, was a commercial and critical success. It ran from 15 August to 30 September. When it opened one dollar was worth two million Marks; by the time it ended a dollar bought 160 million Marks (p.147). What a catastrophe.

Brief timeline

The Bauhaus school of art, architecture and design lived precisely as long as the Weimar Republic. It was founded in 1919 by architect Walter Gropius, who was invited by the government of Weimar to take over a merger of the Grand Ducal School of Arts and Crafts and the Weimar Academy of Fine Art. Gropius wanted to integrate art and design with traditions of craft and hand manufacture, following the beliefs of the English critic John Ruskin and artist-entrepreneur and activist William Morris and the atmosphere of the early school was intensely spiritual and arty. The teachers were divided into ‘Masters of Form’ – responsible for theory of design – and ‘Workshop Masters’ – experts at rug-making, ceramics, metalwork and so on. The idea was that the two would work in tandem though in practice the relationship was often problematic.

Johannes Itten, follower of the fire cult Mazdaznan, deeply spiritual and the main influence on the first period of the Bauhaus to 1923

Johannes Itten, follower of the fire cult Mazdaznan, deeply spiritual and the main influence on the first period of the Bauhaus to 1923

As mentioned above, the hyper-inflation and the political crisis of 1923 helped to change the culture. Gropius managed to sack the spiritual Ittens and bring in the no-nonsense Moholy-Nagy and Albers. This inaugurated the Second Phase, from 1923 to 1925, when Romantic ideas of self-expression were replaced by rational, quasi-scientific ideas. Whitford points out that this shift was part of a wider cultural shift across Germany. The tradition of Expressionism which lingered on from before the Great War was decisively dropped in a whole range of arts to be replaced by a harder, more practical approach which soon came to be called the New Objectivity.

In 1925 a nationalist government took power in Weimar and withdrew funding from the school, which they portrayed (not inaccurately) as a hotbed of communists and subversives. The Bauhaus quit Weimar and moved to purpose-built buildings in Dessau. 1925-28 are probably its glory years, the new building inspiring a wave of innovations as well as – as Whitford emphasises – the themed parties which soon became legendary.

A new younger cohort of teachers, the so-called Young Masters, most of whom had actually been students at the school, were now given teaching places and generated a wave of innovations. Herbert Bayer pioneered the use of simple elegant typefaces without serif or even capital letters. Marcel Breuer designed the first ever chair made from tubular steel with leather pads stretched across it, a design which was still going strong when I started work in media land in the late 1980s, 60 years later. Breuer named it the Wassily chair in honour of his older colleague.

The Wassily Chair by Marcel Breuer (1925)

The Wassily Chair by Marcel Breuer (1925)

In 1928 Gropius quit and handed over the directorship to Hannes Meyer, an avowed Marxist who saw art and architecture solely in terms of social benefit. The merit of Whitford’s account is that for 150 pages or so, he has made us share Gropius’s triumphs and disasters, made us feel for him as he fought the local governments for funding, tried to stage exhibitions to raise the school’s profile and to sell things, battled against critics and enemies of both the right and the left.

Whitford quotes from the letters which Gropius sent out to his colleagues in which he explained that, after ten years of fighting, he is exhausted. More than that, Gropius realised that it was make or break time for him as a professional architect: either he was going to spend the rest of his life as a higher education administrator or get back to the profession he loved.

Similarly, Whitford deals sympathetically with the directorship of Meyer, which lasted for two short years from 1928 to 1930. Usually this seen as a period of retrenchment when the last dregs of the school’s utopianism were squeezed out of it. But Whitford is sympathetic to Meyer’s efforts to keep it afloat in darkening times. Students complained that all the other specialities were now subjugated to Meyer’s focus on architecture, for example explorations of how to use prefabricated components to quickly build well-designed but cheap housing for the masses.

But it was during Meyer’s time that the school had its biggest-ever commercial success. Whitford tells the story of how the school received a commission to design wallpaper, a challenge which was handed over to the mural-painting department. Staff and students developed a range of ‘textured and quietly patterned’ designs which were unlike anything else then on the market. To everyone’s surprise they turned out to be wildly popular and became the most profitable items the school ever produced. In fact they are still available today from the firm which commissioned them, Emil Rasche of Bramsche.

Meyer really was a devoted communist. He instituted classes in political theory and helped set up a Communist Party cell among the students. Opposition from powerful factions in the government of Thuringia (of which the city of Dessau was capital) lobbied continuously for Meyer to be replaced or the entire school closed down. The older generation of teachers were just as disgruntled as the last dregs of Expressionist feeling were squashed beneath revolutionary rhetoric.

The mayor of Dessau fired Meyer on 1 August 1930. Meyer promptly went to Russia to work for the Soviet government, taking several Bauhaus students with him.

Radical Bauhaus designs for household appliances

Radical Bauhaus designs for household appliances

Meyer was replaced by the internationally renowned architect Mies van der Rohe, who Gropius had sounded out about replacing him back in 1928.

Mies was more open to ideas of beauty and design than the functionalist Meyer, but he was forced by the Thuringian authorities (who, after all, owned and funded the school) to cut down severely on political activity at the college. This backfired as the politicised students demanded to know by what right Mies was implementing his policies and organised meetings, several of which descended into near riots.

The police were called and the school was closed. Not for the last time, ‘radical’ students were playing into the hands of their political enemies. Mies re-opened the school and insisted on a one-to-one interview with all the returning students, each of which had to make a personal promise, and sign a contract, to avoid political activity and trouble-making.

Of all the teachers who’d been at the college when it opened, only Kandinsky and Klee remained and Klee resigned soon after Mies’s arrival.

Of course, looming behind all this was the Great Depression, which had begun with the Wall Street Crash of October 1929. America had been the main backer of the German economy via the Dawes Plan of 1924 (which is what had brought the hyper-inflation under control). Now American banks, under extreme pressure, demanded all their loans back, and there was no-one to replace them.

Nesting tables designed by Josef Albers (1927)

Nesting tables designed by Josef Albers (1927)

Companies throughout Germany went bankrupt and millions of workers were laid off. In September 1928 Germany had 650,000 unemployed, By September 1931 there were 4,350,000 unemployed (and the number continued to rise, reaching a staggering 6,100,000 unemployed by January 1933, the year Hitler came to power promising jobs and work for all Germans.)

In 1931 the growing Nazi Party achieved control of the Dessau city council. After a campaign of criticism of its foreign-influenced and un-German designs, the school was closed on 30 September 1932. Nazi officials moved in, smashing windows and throwing paperwork and equipment out into the street.

It stuttered on. Heroically, Mies rented space in a disused telephone factory in Berlin and turned the school into a private institution, requiring private fees. They set about constructing workshops and teaching areas. Amazingly, Kandinsky was still on the faculty, though whether he was still cycling round on his racing bike isn’t recorded. Even this private incarnation was targeted by the Nazis and Whitford quotes a student’s vivid eye-witness account of truckloads of Nazi police rolling up outside the building on 11 April 1933.

Whitford reports the fascinating coda when, for a few months, letters were exchanged and discussion had with the new authorities about whether a school of modern design could find a place in the new Reich – after all the Nazi leadership had a keen sense of the arts and had utopian plans of their own to rebuild Berlin as the capital of Europe. But the discussions petered out and on 10 August 1933 Mies sent a leaflet to the remaining students telling them the school had been wound up.

Bauhaus chess set designed by Josef Hartwig in 1923

Bauhaus chess set designed by Josef Hartwig in 1923 (the shape of the pieces indicates the moves they can take)

Impact

After being closed down by the Nazis many of the teaching staff went abroad to found similar schools, colleges and institutes in other countries. In particular Germany’s loss was America’s gain. Moholy-Nagy founded the ‘New Bauhaus’ in Chicago in 1937. Gropius taught at Harvard. Albers taught at the hugely influential Black Mountain College. After the war a Hochschule für Gestaltung was set up in Ulm, which continued the school’s investigations into industrial design.

As to the Bauhaus’s general influence, Whitford opened the book with a summary. The Bauhaus influenced the practice and curriculums of post-war art schools around the world:

  • Every student who does a ‘foundation course’ at art school has the Bauhaus to thank for this idea.
  • Every art school which offers studies of materials, colour theory and three dimensional design is indebted to the experiments Bauhaus carried out.
  • Everyone sitting in a chair made with a tubular steel frame, or using an adjustable reading lamp, or is in a building made from pre-fabricated elements is benefiting from Bauhaus inventions.

I was particularly struck by the section about the model house, the Haus am Horn designed by Georg Muche, which Bauhaus architects and designers built as a showcase for the 1923 exhibition. It was the first building constructed based on Bauhaus designs, and its simplicity and pure lines were to prove very influential in international modern architecture.

Whitford, as ever, goes into fascinating detail, quoting a student who remarked of the interior designs by Marcel Breuer (then still himself a student) that it included: the first kitchen in Germany with separated lower cupboards, suspended upper cupboards attached to the walls, a continuous work surface running round the wall, and a main workspace in front of the kitchen window. (p.144)

The revolutionary kitchen of the Haus am Horn (1923)

The revolutionary kitchen of the Haus am Horn (1923)

Whitworth also points out that the Bauhaus legacy isn’t as straightforward as is often portrayed. From the mid-20s journalists began to associate the name with everything modern and streamlined in contemporary design, everything functional and in modern materials. But this was misleading; it certainly hadn’t been Gropius’s intention. He never wanted there to be a ‘Bauhaus style’; the whole idea was to encourage new thinking, questioning and variety.

The Bauhaus style which sneaked its way into the design of women’s underwear, the Bauhaus style as ‘modern decor’, as rejection of yesterday’s styles, as determination to be ‘up-to-the-minute’ at all costs – this style can be found everywhere but at the Bauhaus. (Oskar Schlemmer, quoted page 198)

Summary

By treating each period of the school’s evolution so thoroughly, beginning with a fascinating account of the pre-war sources of much of its thinking in the arts and crafts of Morris or the Expressionism of Kandinsky and Marc, Whitworth restores to the story its complexity, its twists and turns, showing that at different moments, and to different teachers and students, Bauhaus meant completely different things. The full fifteen year story has to be taken and understood as a whole to give a proper sense of the exciting experimentalism, diversity, challenges and achievements of this extraordinary institution.

This is a really good book, authoritative, sensible, funny – deeply enjoyable on multiple levels.

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by Simon on January 20, 2018  •  Permalink
Posted in Architecture, Art, Design
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Posted by Simon on January 20, 2018

https://astrofella.wordpress.com/2018/01/20/bauhaus-frank-whitford/

Art Deco by Alastair Duncan (1988)

Perhaps most significant to the development of a twentieth century aesthetic was the birth in the interwar period of the professional industrial designer… (p.118) In the 1920s commercial art became a bona fide profession which, in turn, gave birth to the graphic artist. (p.150)

This is one of the older volumes from Thames and Hudson’s famous ‘World of Art’ series, famous for its thorough texts but also, alas, for the way most of the illustrations are in black and white (this book has 194 illustrations, but only 44 of them in colour, most of them quite small).

Duncan also wrote the WoA volume on Art Nouveau, which I read recently, and has gone on to write many more books on both these topics, including a huge Definitive Guide to the Decorative Arts of the 1920s and 30s. He knows his onions.

Main points from the introduction

  • Art Deco was the last really luxurious style – people look back to Art Deco and Art Nouveau with nostalgia because they were florid, indulgent and luxurious – since the Second World War all styles have been variations on plain functionalism.
  • Art Deco is not a reaction against Art Nouveau but a continuation of it, in terms of ‘lavish ornamentation, superlative craftsmanship and fine materials’.
  • Received opinion has it that Art Deco started after the war, but Duncan asserts that it had begun earlier, with some indisputable Art Deco pieces made before 1914 or during the war. In fact he boldly suggests that, had there been no war, Art Deco might have flourished, peaked and been over by 1920.
  • Art Deco is hard to define because designers and craftsmen had so many disparate sources to draw on by 1920 – Cubism, Fauvism, Constructivism, Futurism, but also high fashion, motifs from the Orient, tribal Africa, the Ballets Russes, or Egypt, especially after the tomb of Tutankhamen was discovered in 1922.
  • Duncan distinguishes between the decorative styles of the 1920s which were luxurious and ornamented, and of the 1930s, when machine chic became more dominant, lines sleeker, more mechanical. The chapter on metalwork makes this clear with the 1920s work alive with gazelles, flowers and sunbursts, while the 1930s work copies the sleek straight lines of airplanes and steamships. In the architecture chapter he distinguishes between zigzag’ Moderne of the 1920s and the ‘streamline’ Moderne of the 1930s (p.195).
  • There’s also a distinction between the French style (the French continued to lead the field in almost all the decorative art) exuberant and playful, and the style of the rest of Europe and, a little later, America, which was cooler, more functional and intellectual. Throughout the book Duncan refers to the former as Art Deco and the latter as Modernism.
  • To my surprise Duncan asserts that Modernism was born at the moment of Art Deco’s greatest triumph i.e. the famous Exposition Internationale des Arts Décoratifs et Industriels Modernes of 1925. The severe modernist Le Corbusier wrote an article criticising almost all the exhibits for their luxury and foppishness and arguing that true design should be functional, and mass produced so as to be affordable.
  • Duncan contrasts the attenuated flowers and fairy maidens of Art Nouveau with the more severe functionalism of the Munich Werkbund, set up as early as 1907, which sought to integrate design with the reality of machine production. This spartan approach, insistence on modern materials, and mass production to make its objects affordable, underpinned the Bauhaus, established in 1919, whose influence spread slowly, but affected particularly American design during the 1930s, as many Bauhaus teachers fled the Nazis.

So the entire period between the wars can be simplified down to a tension between a French tradition of luxury, embellished and ornamented objects made for rich clients, and a much more severe, modern, functionalist, Bauhaus style intended for mass consumption, with the Bauhaus concern for sleek lines and modern materials gaining ground in the streamlined 1930s.

In reality, the hundreds of designers Duncan mentions hovered between these two poles.

Structure

The book is laid out very logically, indeed with the rather dry logic of an encyclopedia. There are ten chapters:

  1. Furniture
  2. textiles
  3. Ironwork and lighting
  4. Silver, Lacquer and Metalware
  5. Glass
  6. Ceramics
  7. Sculpture
  8. Paintings, Graphics, Posters and Bookbinding
  9. Jewelry
  10. Architecture

Each of the chapters tends to be broken down into a handful of trends or topics. Each of these is then broken down into area or country, so that successive paragraphs begin ‘In America’ or ‘In Belgium’ or ‘In Britain’. And then each of these sections is broken down into a paragraph or so about leading designers or manufacturers. So, for example, the chapter on ceramics is divided into sections on: artist-potters, traditional manufactories, and industrial ceramics; each of these is then sub-divided into countries – France, Germany, America, England; each of these sub-sections then has a paragraph or so about the leading practitioners in each style.

On the up side, the book is encyclopedic in its coverage. On the down side it sometimes feels like reading a glorified list and, particularly when entire paragraphs are made up of lists of the designers who worked for this or that ceramics firm or glass manufacturer, you frequently find your mind going blank and your eye skipping entire paragraphs (one paragraph, on page 51, lists 34 designers of Art Deco rugs).

It’s a shame because whenever Duncan does break out of this encyclopedia structure, whenever he stops to explain something – for example, the background to a particular technique or medium – he is invariably fascinating and authoritative. For example, take his explanation of pâte-de-verre, something I’d never heard of before:

Pâte-de-verre is made of finely crushed pieces of glass ground into a powder mixed with a fluxing agent that facilitates melting. Colouring is achieved by using coloured glass or by adding metallic oxides after the ground glass has been melted into a paste. In paste form, pâte-de-verre is as malleable as clay, and it is modelled by being packed into a mould where it is fused by firing. It can likewise be moulded in several layers or refined by carving after firing. (p.93)

Having myself spent quite a few years being paid to turn a wide variety of information (about medicine, or botany, or VAT) into clear English, I am full of admiration for Duncan’s simple, clear prose. There’s a similar paragraph about silver which, in a short space, brings an entire craft to life.

By virtue of its colour, silver is a ‘dry’ material. To give it life without the use of surface ornament, the 1920s Modernist silversmith had to rely on interplay of light, shadow, and reflection created by contrasting planes and curves. Another way to enrich its monotone colour was by incorporating semiprecious stones, rare woods, ivory and glass. Towards the 1930s, vermeil or gold panels were applied to the surface as an additional means of embellishment. (p.71)

He tells us that the pinnacle of commercial Art Deco sculpture was work done in chryselephantine, combining bronze and ivory, and that the acknowledged master of this genre was Demêtre Chiparus, who made works depicting French ballet and theatre.

Duncan makes the simple but profound point that, in architecture, Art Deco tended to be applied to buildings which had no tradition behind them, to new types of building for the machine age – this explains the prevalence of the Art Deco look in so many power stations, airport buildings, cinemas and swimming pools. Think (in London) Battersea power station (1935), Croydon airport (1928), the Golden Mile of Art Deco factories along the Great West Road at Brentford, Brixton Lido (1937), Charles Holden’s Art Deco Tube stations, and scores of Odeon cinemas across the country.

I liked his wonderfully crisp explanation of costume jewelry.

Costume jewelry differs from fine jewelry in that it is made out of base metals or silver set with marcasite, paste or imitation stones. (p.167)

Now you know. When he’s explaining, he’s wonderful.

Likes and dislikes

To my great surprise I actively disliked most of the objects and art shown in this book. I thought I liked Art Deco, but I didn’t like a lot of this stuff.

Maybe I’m a Bauhaus baby at heart. I consistently preferred the more linear work from the 1930s.

Then it dawned on me that maybe it’s because Duncan doesn’t include much about Art Deco posters (despite having authored a whole book about them). Indeed the section on posters here was remarkably short and with hardly any illustrations (7 pages, 6 pictures).

Similarly, the section on the scores of fashionable magazines and graphic illustrations from the era (Vogue, Vanity Fair, Harper’s Bazaar and countless others) is barely 3 pages long.

There’s nothing at all about movies or photography, either. Maybe this is fair enough since Duncan is an expert in the decorative and applied arts and that’s the focus of the book. Still, Gary Cooper is a masterpiece of Art Deco, with his strong lines ending in beautiful machine-tooled curves (nose and chin), his powerful symmetries – as beautiful as any skyscraper.

Gary Cooper, super duper

Gary Cooper, super duper

French terms

  • animalier – an artist who specializes in the realistic portrayal of animals
  • cabochon –  a gemstone which has been shaped and polished as opposed to faceted
  • éditeur d’art – publisher of art works
  • nécessaire – vanity case for ladies
  • objet d’art – used in English to describe works of art that are not paintings, large or medium-sized sculptures, prints or drawings. It therefore covers a wide range of works, usually small and three-dimensional, of high quality and finish in areas of the decorative arts, such as metalwork items, with or without enamel, small carvings, statuettes and plaquettes in any material, including engraved gems, hardstone carvings, ivory carvings and similar items, non-utilitarian porcelain and glass, and a vast range of objects that would also be classed as antiques (or indeed antiquities), such as small clocks, watches, gold boxes, and sometimes textiles, especially tapestries. Might include books with fine bookbindings.
  • pâte-de-verre – a kiln casting method that literally means ‘paste of glass’
  • pieces uniques – one-off works for rich buyers

Conclusion

In summary, this is an encyclopedic overview of the period with some very useful insights, not least the fundamental distinction between the French ‘high’ Art Deco of the 1920s and the ‘Modernist’ Art Deco of the 1930s (which flourished more in America than Europe). But it is also a rather dry and colourless book, only occasionally coming to life when Duncan gives one of his beautifully lucid technical explanations.

Probably better to invest in a coffee-table volume which has plenty of large illustrations (particularly of the great posters and magazine illustrations) to get a more accessible and exciting feel for the period.

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1 Comment
by Simon on January 17, 2018  •  Permalink
Posted in Architecture, Art, Books, Design, European History
Tagged , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

Posted by Simon on January 17, 2018

https://astrofella.wordpress.com/2018/01/17/art-deco-alastair-duncan/

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