#Ruhr region

[artfromthefuture]

Wittener Tage für neue Kammermusik 2013: Neele Hülckers Projekt "einwohnen" by Werner Wittersheim Via Flickr: Performances und Installationen im Wohnquartier in der Wiesenstraße. Das "Urban Knitting", das nicht Teil der Aktion war, passte gut dazu.

[mapsontheweb]

The Rhine-Ruhr region is the largest conurbation on the European continent.

[t-narihara]

My interview by the Kyoto University European Center in Heidelberg about my research stay in Aachen, Germany.

[paolo-streito-1264]

René Burri. Working class housing. Ruhr region. West Germany. Krupp industry. 1961.

[germanpostwarmodern]

Shortly after the Second World War had ended the German Ruhr region became a hotbed of modern art: spearheaded by the group „junger westen“ abstract art was the universal language of artists shaking off the doctrinaire art policies of the defeated dictatorship. Among his peers of the „junger westen“ Gustav Deppe (1913-99) stood out as the one oscillating between abstraction and figuration as well as the one who most directly channelled the surrounding industrial landscape. Power lines, shaft towers as well as organic, amorphic forms take turns in Deppe’s extensive oeuvre. But although he limited himself to the depiction of certain distinctive forms present in the Ruhr region, Deppe over time changed his rendition of these objects, very prominently in the series of shaft towers that he translated into almost fully abstract forms. In his late work of the 1980s and 1990s Deppe then turned to collages and further reduced his pictorial language to basic geometric forms as a means to depict the now often defunct industrial scenery around him.

In 2002 the Kunstverein Witten organized the traveling retrospective „Gustav Deppe - Industrie Technik Landschaft“ that was accompanied by the present catalogue. It contains a large number of works from all work phases, beginning in the late 1940s and concluding with the early 1990s. In addition eight brief but informative essays by companions and experts address the gradual changes in Deppe’s art and also shed light on his long-term teaching at Werkkunstschule and Fachhochschule Dortmund.

Although Gustav Deppe to this day is the least prominent of the „junger westen“ members, his oeuvre in its rigorous adherence to the depiction of the Ruhr region’s industrial landscape is a significant contribution to the region’s art history. Well worth discovering!

[fragrantblossoms]

Else Thalemann (1901-1985) Industrial study of the Ruhr region

[semioticapocalypse]

Bernd and Hilla Becher. Cooling Tower, Zeche Mont Cenis, Herne, Ruhr Region, Germany. 1965

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[hipstafootprint]

Ruhr Architecture I

Extraordinary ordinary architecture from the Ruhr region

Marl · 2023

[trainsinanime]

The shapes of railway networks

A while ago @ariadsishereagain asked me about countries that have no railway networks, and what I think of them. That's a fascinating question that has been in my mind ever since, because the truth is you can tell a lot about a country and in particular it's history during the 19th and early 20th century by its railway network. So let's do that. And the best way to do that is by looking at the incredibly detailed open-source world railway map OpenRailwayMap, a part of the OpenStreetMap project. I really recommend it! And let's start with one of my favorite examples of how railway networks differ:

At this zoom level the site sadly only shows incomprehensible internal abbreviations rather than city names, so let me explain: What we have here are France and Germany, along with some of the UK and Italy, some of various neighbouring countries and all of Switzerland, Belgium and Luxembourg.

France and Germany are the ones that I find the most interesting, because the shapes of their networks are so different. Not only is the german one much more dense, but you can see completely different patterns.

In France, the job of railroads is to bring people to Paris (PLY, short for Paris Gare de Lyon) The lines stretch out into every part of the country, but almost all of them converge onto mainlines going into Paris. You can see some lines along the coasts and the borders, and there is a medium distances circle around Paris (passing MZ, DN, TO, short for Metz, Dijon, Tours). This whole pattern is known as the Legrande Star, after Baptiste Alexis Victor Legrande, the french government official who designed it. His goal was to provide great access to Paris, the nation's undisputed political, cultural and economical centre. A couple of decades later, Charles de Freycinet added plans to connect all departments to the railway network, but he still followed the idea that the ultimate goal of almost every rail line was Paris. And so it was, and largely remained. Even the high speed lines, in red, follow this pattern to this day.

A result is that you will have to go to Paris whether you want to or not. Lille-Strasbourg? You're going through Paris. Bordeaux-Dijon?

You're going through Paris, and get to make your own way from Gare Montparnasse to Gare de Lyon on the Metro (and it isn't even a direct metro, you have to change trains). It's a massive detour but it's not like you have a choice.

Even if there is a direct TGV or a connection outside the main stations of Paris, you're still ending up very much near Paris; the difference is just that you're not going via the city centre, but rather via Disneyland. Legrande wanted to bring people to Paris; he was less concerned about connecting other places with each other.

Now compare Germany, and you will see a network that is more dense, but most importantly, utterly chaotic. You can see hints of a France-like star around Berlin (BSPD, short for Berlin Spandau, which isn't the most important station but what can you do), but it's really only dominating its immediate surroundings, the region of Brandenburg. You can see vague hints of a similar star around Hamburg (AH; don't ask) or Munich (MH), but also a massive tangle around the Rhine-Ruhr industrial area (around KD), or around the Frankfurt am Main area (FF). Red high speed lines are essentially random. Some of them do go to Berlin, sure. But many, like the one from Cologne to Frankfurt (KD to FF) or the one from Hanover (HH) south, do not.

And that really reflects the history. Germany wasn't a unified country when railroad construction began, and even though it did unify shortly thereafter, there's no hiding that its different parts developed separately, with no central planning, ever since the middle ages. Germany doesn't have a single central city like France. Berlin is the biggest and most important city, but not by far. Hamburg has huge cultural and industrial influence, Frankfurt is the most important financial centre and airport, Munich is huge, and there are agglomerations like the Rhine-Ruhr region that used to beat all of them in terms of industry. And the rail network, with no single central focus point, reflects that.

That doesn't mean Germany doesn't have its own blind spots. Due to being split in two, the east-west links aren't great. Getting e.g. from Cologne (near KD) to Dresden (DH) is pretty painful. Ironically, Berlin is one of the places that really suffers from this. There are plenty of trains to it from Cologne but they take forever, and you can see why: A lot of the route isn't high speed, it's just more or less upgraded normal lines. If you have a single destination, then it's easy to build all the lines there. If you want high-speed connections between everything, that's more difficult. (Also, our government isn't investing anywhere near enough into the rail network, both compared internationally and on its own terms, but that's a different issue)

Other countries in Europe tend to be somewhere between the extremes. Spain is fairly centralised around Madrid.

The UK is just as focused on London as France is on Paris, but it has strong regional networks around Leeds and Sheffield, and the weirdness in Scotland (four different lines between Glasgow and Edinburgh and counting!).

Italy, especially south of the Po valley, almost looks like a ladder: Lines are either on the one side of the Apennines or the other, with a few brave ones crossing through.

This works overseas as well. Describing the continental US as "like Germany" is certainly going to raise some eyebrows, but the map doesn't lie:

It's all on a completely different scale, but it's also a federal country with no one single clear centre. Yes, New York and Los Angeles are big and important, but neither is an all-powerful centre of the nation. What's fun about the US is that it's almost gradient-like: The more west you go, the fewer the railroads get. You can also nicely see the Alleghenies by the shadow they cast: Just a few brave rail lines managed to make their way through or around. Other characteristic items are the huge tangle that is Chicago, the closest thing the US has to a railroad capital; and the many places where lines are almost duplicated (just count how many different ways you can get from Chicago to Memphis, or Chicago to Cleveland), thanks to different competing railway companies that all hated (and sometimes still hate) each other's guts.

So that's what's mostly considered the "western world" or "industrialised world". I skipped Japan, China and India because the post is going to get too long no matter what, but they're all fascinating as well.

But if we go away from there look at countries where the colonialism was less settlers and more exploit mostly from afar, we see another very odd pattern emerge, like here in sub-saharan Africa:

The selection is somewhat arbitrary because you can find the same pattern everywhere south of the Sahara, and in one case (Mauretania) even in the Sahara: A railroad that goes straight to the coast. (The isolated sections inland are due to issues with the map software, they're all connected to one of the lines to the coast)

This kind of railroad is designed to extract a country's resources, and not much else. In Mauretania (not in this picture), that's iron ore. Elsewhere it might have been other ores, precious metals, gemstones, but also very often agricultural products, spices, dyes. The railway line exists to take these things, and bring them to a port. The line is not designed to actually help the nation grow economically. Think about it: All things being equal, you're probably just as likely to want to go parallel to the coast as perpendicular to it.

Also, each of these lines were built because there's something interesting at the end of it, or at least someone suspected there might be. If you wanted to develop the area, it would make sense to trade the interesting stuff in Togo with the interesting stuff in Benin. But the railway lines are not set up for that at all. The goal is to get the interesting stuff to a ship, and occasionally soldiers to the place where the interesting stuff comes from.

These days, the area that I screenshotted here is actually massive, full of people. The city of Abidjan has more than four million inhabitants (more than Berlin), Lomé has 1.7 million, Cotonou and Porto-Novo come close to a million if taken together, and nobody's quite sure about Lagos, but it's at least 14 million, and the metropolitan region might be 24 million. This is a band of cities that researchers think might, in the next few decodes, become on par with Washington-Philadelphia-New York-Boston in the US, or the Tokyo-Osaka in Japan.

And the rail connections in this region do not reflect this at all. A high speed passenger line and/or a heavy duty freight line could allow all these places to do business with each other, allow people to move to or visit each other, and just spur a lot of economic development. But the powers that built the lines, the colonial powers, were not interested. They had their harbour, and the region behind it, and they just wanted to extract whatever was there.

To be clear, that does not mean the railroads are evil now. Selling natural resources is still better than bringing no money into the country. And there are a lot of places where railroad junctions and depots became the point where cities were founded, so in some countries these lines do end up connecting the most important cities, more or less by accident. It's just that other lines or more lines are sorely missing.

A simple example for how this could look like is provided by Australia, where the colonists were settlers and did want to develop the land economically:

You have the lines from the coast inland, and sometimes quite a lot of them. But you can also see a line along the east coast, connecting the cities, and you can see that someone said "we need to build a railroad across the entire continent. No, two actually". That is not to say that Australia does everything right with railroads, they have a lot of weirdness there. But you can see that the railroads had more jobs than to just move resources to ships.

(The big exception is the Pilbara region, in the north west, with its odd tangle of lines. Those are all just resource extraction lines, where the world's heaviest freight trains haul iron ore from various mines to various ports. The mines and ports are owned by different mining companies that don't like each other, so everybody has their own line from their own harbour to their own mine, even if a different line would have been shorter. That's why you get the tangle there.)

So, that's basically it. The railroad map of a country shows you a lot about how a country works, and more specifically how it worked during the late 19th and early 20th century, when most railroads were built. Where they lead to and where they don't reflects what planners thought of as important, and in turn, it has shaped the way these countries developed. And personally, I always find this endlessly fascinating.

[vintage-every-day]

Photo by August Sander, Germany. Workmen in the Ruhr Region ca. 1928.

[dashalbrundezimmer]

administration building of the regionalverband ruhr // essen südviertel

architect: alfred fischer

completion: 1929

the administration building, which was renovated a few years ago, is a successful example of new construction in the ruhr region. the mixture of new objectivity and expressionism creates a complex that is still modern in its design today.

[airsllides]

airsLLide No. 18748: D-AICD, Airbus A320-212, Condor Berlin, Corfu, June 17, 2000.

You may need to look closely in order to notice the small «Berlin» lettering added in light grey just above the Condor titles, and you might just take it for the airplane's name. However, Condor Berlin actually was an inhouse subsidiary German leisure carrier Condor, then a Lufthansa subsidiary based in Düsseldorf, right in the densly populated Ruhr region of Western Germany, formed in 1998 in order to expand East. Its main purpose was to compete with low-cost-carrier Air Berlin, and for this purpose, parent Condor - at that time a power-user of the Boeing 757 and Boeing 767 - acquired 13 Airbus A320s for the new subsidiary.

Condor Berlin mainly focused on the leisure market, though, and thus it comes as no surprise that in 2013, after Thomas Cook acquired Condor, the Berlin subsidiary was quickly integrated into the parent and the combined fleet was used to serve any route with whatever aircraft model was size-wise suited best.

[vdgmilitaria]

“What Others Think of the Fourth Armored Division” Souvenir Booklet (July 25, 1945)

Era: World War II

This rare booklet, titled “What Others Think of the Fourth Armored Division,” was published as a souvenir on July 25, 1945. It serves as a testament to the storied combat history of the 4th Armored Division during World War II. This division, often hailed as one of the most effective armored units in the U.S. Army, fought across Europe from the beaches of Normandy to the heart of Germany, leaving an indelible mark on the outcome of the war.

Formation and Early Action:

The 4th Armored Division was activated in April 1941 at Pine Camp, New York. Its first combat deployment came after the D-Day landings, where it quickly established itself as a rapid and effective strike force under the command of Major General John S. Wood. Part of General George S. Patton’s Third Army, the 4th Armored Division played a critical role in the breakout from the Normandy beachhead during Operation Cobra in July 1944, contributing to the collapse of German defenses in France.

Race Across France:

After breaking through German lines in Normandy, the division spearheaded the Third Army’s advance across France, earning its nickname as “Patton’s Best.” It became renowned for its ability to cover large distances quickly, engaging enemy forces with its well-coordinated combination of tanks, infantry, and artillery. The division liberated towns and cut off retreating German forces, a significant achievement in a fast-moving war of maneuver.

Heroic Stand at Bastogne - Battle of the Bulge:

Perhaps the most famous chapter in the 4th Armored Division’s history came during the Battle of the Bulge. In December 1944, as the German Ardennes Offensive pushed into Allied lines, the 101st Airborne Division found itself surrounded at Bastogne, Belgium. The 4th Armored Division, under the command of General Patton’s Third Army, was tasked with breaking through to relieve the besieged paratroopers. On December 26, 1944, the division achieved this, fighting through fierce resistance and enduring harsh winter conditions to break the siege, cementing its place in history as a decisive force in the battle.

The Final Push into Germany:

Following the success at Bastogne, the division continued its relentless advance into Germany. It crossed the Rhine River in March 1945, playing a key role in encircling the Ruhr industrial region and cutting off German forces. The division’s rapid movements contributed to the collapse of German resistance, culminating in the division’s arrival at the Elbe River, where it made contact with Soviet forces in late April 1945.

Legacy and Leadership:

Under the leadership of commanders like Major General John S. Wood and later Major General Hugh Gaffey, the division’s reputation was lauded by both Allied and enemy commanders. This booklet includes letters and comments from notable military leaders, praising the division’s achievements. General Patton himself remarked that no armored division in the world had achieved more than the 4th, famously stating, “There has never been such a superb fighting organization as the 4th Armored Division.”

For collectors and military historians, this booklet offers a remarkable glimpse into the pride and recognition bestowed upon one of World War II’s most formidable fighting units. The Fourth Armored Division’s contributions to the Allied victory were invaluable, and this document serves as both a tribute to their service and a reflection of their enduring legacy in U.S. military history.

[beardedmrbean]

ESSEN, Germany (AP) — For most of this century, Germany racked up one economic success after another, dominating global markets for high-end products like luxury cars and industrial machinery, selling so much to the rest of the world that half the economy ran on exports.

Jobs were plentiful, the government's financial coffers grew as other European countries drowned in debt, and books were written about what other countries could learn from Germany.

No longer. Now, Germany is the world’s worst-performing major developed economy, with both the International Monetary Fund and European Union expecting it to shrink this year.

It follows Russia's invasion of Ukraine and the loss of Moscow's cheap natural gas — an unprecedented shock to Germany’s energy-intensive industries, long the manufacturing powerhouse of Europe.

The sudden underperformance by Europe's largest economy has set off a wave of criticism, handwringing and debate about the way forward.

Germany risks “deindustrialization” as high energy costs and government inaction on other chronic problems threaten to send new factories and high-paying jobs elsewhere, said Christian Kullmann, CEO of major German chemical company Evonik Industries AG.

From his 21st-floor office in the west German town of Essen, Kullmann points out the symbols of earlier success across the historic Ruhr Valley industrial region: smokestacks from metal plants, giant heaps of waste from now-shuttered coal mines, a massive BP oil refinery and Evonik's sprawling chemical production facility.

These days, the former mining region, where coal dust once blackened hanging laundry, is a symbol of the energy transition, dotted with wind turbines and green space.

The loss of cheap Russian natural gas needed to power factories “painfully damaged the business model of the German economy,” Kullmann told The Associated Press. “We’re in a situation where we’re being strongly affected — damaged — by external factors.”

After Russia cut off most of its gas to the European Union, spurring an energy crisis in the 27-nation bloc that had sourced 40% of the fuel from Moscow, the German government asked Evonik to keep its 1960s coal-fired power plant running a few months longer.

The company is shifting away from the plant — whose 40-story smokestack fuels production of plastics and other goods — to two gas-fired generators that can later run on hydrogen amid plans to become carbon neutral by 2030.

One hotly debated solution: a government-funded cap on industrial electricity prices to get the economy through the renewable energy transition.

The proposal from Vice Chancellor Robert Habeck of the Greens Party has faced resistance from Chancellor Olaf Scholz, a Social Democrat, and pro-business coalition partner the Free Democrats. Environmentalists say it would only prolong reliance on fossil fuels.

Kullmann is for it: “It was mistaken political decisions that primarily developed and influenced these high energy costs. And it can’t now be that German industry, German workers should be stuck with the bill.”

The price of gas is roughly double what it was in 2021, hurting companies that need it to keep glass or metal red-hot and molten 24 hours a day to make glass, paper and metal coatings used in buildings and cars.

A second blow came as key trade partner China experiences a slowdown after several decades of strong economic growth.

These outside shocks have exposed cracks in Germany's foundation that were ignored during years of success, including lagging use of digital technology in government and business and a lengthy process to get badly needed renewable energy projects approved.

Other dawning realizations: The money that the government readily had on hand came in part because of delays in investing in roads, the rail network and high-speed internet in rural areas. A 2011 decision to shut down Germany's remaining nuclear power plants has been questioned amid worries about electricity prices and shortages. Companies face a severe shortage of skilled labor, with job openings hitting a record of just under 2 million.

And relying on Russia to reliably supply gas through the Nord Stream pipelines under the Baltic Sea — built under former Chancellor Angela Merkel and since shut off and damaged amid the war — was belatedly conceded by the government to have been a mistake.

Now, clean energy projects are slowed by extensive bureaucracy and not-in-my-backyard resistance. Spacing limits from homes keep annual construction of wind turbines in single digits in the southern Bavarian region.

A 10 billion-euro ($10.68 billion) electrical line bringing wind power from the breezier north to industry in the south has faced costly delays from political resistance to unsightly above-ground towers. Burying the line means completion in 2028 instead of 2022.

Massive clean energy subsidies that the Biden administration is offering to companies investing in the U.S. have evoked envy and alarm that Germany is being left behind.

“We’re seeing a worldwide competition by national governments for the most attractive future technologies — attractive meaning the most profitable, the ones that strengthen growth,” Kullmann said.

He cited Evonik’s decision to build a $220 million production facility for lipids — key ingredients in COVID-19 vaccines — in Lafayette, Indiana. Rapid approvals and up to $150 million in U.S. subsidies made a difference after German officials evinced little interest, he said.

“I'd like to see a little more of that pragmatism ... in Brussels and Berlin,” Kullmann said.

In the meantime, energy-intensive companies are looking to cope with the price shock.

Drewsen Spezialpapiere, which makes passport and stamp paper as well as paper straws that don't de-fizz soft drinks, bought three wind turbines near its mill in northern Germany to cover about a quarter of its external electricity demand as it moves away from natural gas.

Specialty glass company Schott AG, which makes products ranging from stovetops to vaccine bottles to the 39-meter (128-foot) mirror for the Extremely Large Telescope astronomical observatory in Chile, has experimented with substituting emissions-free hydrogen for gas at the plant where it produces glass in tanks as hot as 1,700 degrees Celsius.

It worked — but only on a small scale, with hydrogen supplied by truck. Mass quantities of hydrogen produced with renewable electricity and delivered by pipeline would be needed and don't exist yet.

Scholz has called for the energy transition to take on the “Germany tempo,” the same urgency used to set up four floating natural gas terminals in months to replace lost Russian gas. The liquefied natural gas that comes to the terminals by ship from the U.S., Qatar and elsewhere is much more expensive than Russian pipeline supplies, but the effort showed what Germany can do when it has to.

However, squabbling among the coalition government over the energy price cap and a law barring new gas furnaces has exasperated business leaders.

Evonik's Kullmann dismissed a recent package of government proposals, including tax breaks for investment and a law aimed at reducing bureaucracy, as “a Band-Aid.”

Germany grew complacent during a “golden decade” of economic growth in 2010-2020 based on reforms under Chancellor Gerhard Schroeder in 2003-2005 that lowered labor costs and increased competitiveness, says Holger Schmieding, chief economist at Berenberg bank.

“The perception of Germany's underlying strength may also have contributed to the misguided decisions to exit nuclear energy, ban fracking for natural gas and bet on ample natural gas supplies from Russia,” he said. “Germany is paying the price for its energy policies.”

Schmieding, who once dubbed Germany “the sick man of Europe” in an influential 1998 analysis, thinks that label would be overdone today, considering its low unemployment and strong government finances. That gives Germany room to act — but also lowers the pressure to make changes.

The most important immediate step, Schmieding said, would be to end uncertainty over energy prices, through a price cap to help not just large companies, but smaller ones as well.

Whatever policies are chosen, “it would already be a great help if the government could agree on them fast so that companies know what they are up to and can plan accordingly instead of delaying investment decisions," he said.

[olderthannetfic]

As another person from Germany, I wouldn't even use my state to describe where I am from to a person where I can assume they know something about Germany (otherwise i'd just use Germany). I would use the name of the region. Recently, I moved a bit more than 100km south from the Ruhr area to a small city in the Rhineland, both in NRW. That was far enough that people start to talk differently and there are cultural differences (carnival...)

--

[germanpostwarmodern]

During the 1950s and 1960s the German Ruhr region was a hotbed of abstract art: artists like Emil Schumacher, Heinrich Siepmann and Gustav Deppe rekindled with the avant-garde and sought to make up for the anti-modern times of National Socialism and war. A lesser-known exponent of abstract art was Hans Kaiser (1914-1982), born in Bochum, autodidact and since 1950 residing in Soest, a middle-sized town on the outskirts of the Ruhr region. Up until his death Soest remained the center of his life and it is also here that he inscribed himself in many ways into the town’s face, most prominently in the form of different stained glass windows for the St. Patrokli church.

Stylistically Kaiser went through a number of changes but one aspect of his style remained persistent, namely a calligraphic, writing-like fastidiousness that is present in both his abstract works and in his portrait drawings.

In 2014 the Kunstmuseum Bochum under the title „Hans Kaiser - Imaginäre Räume“ dedicated an exhibition to Kaiser’s so-named „Losschreibung“, i.e. the development of his specific artistic language: as a result of the disentanglement from the image and the simultaneous discovery of writing as the form of conveying the meaning of words Kaiser created imaginary spaces that point beyond language and meaning. The accompanying catalogue in an impressive selection of works from the 1960s up until the 1980s documents Kaiser’s development of imaginary spaces on canvas and paper and demonstrates how the writing-like elements gradually give way to ever deeper spaces made up of colors alone.

In his portrait drawings, as shown in Erich Franz’s catalogue from 2003, Kaiser in turn dissolves the seeming contradiction of abstraction and object by letting the pen „write“ itself into the drawing, a modus operandi that creates obvious parallels between the portraits and abstract works: in both cases writing-like structures provide a self-determined dynamic that is unique to Kaiser’s post 1957 works. At the same time the drawings, unlike the paintings, incorporate the white of the sheet paper and activate them as integrative to the overall dynamic of the portrait and show that Kaiser was in no way afraid of the blank space.

Against the background of the previously discussed qualities and characteristics discussed of Hans Kaiser’s art it is irritating that he is still relatively unknown beyond Soest and the Ruhr region…