Showing posts by: E Curb Nottus
Ibn Battūta, Moroccan Explorer of Dar al-Islam and Beyond: The World’s Most Prodigious Wayfarer of Pre-modern Times
Everyone’s heard the story of Marco Polo, his epic journey from Venice via the Silk Road to Cathay (China) and the court of Kublai Khan, and further explorations in Southeast Asia as the Great Khan’s foreign emissary, but much less well known outside the Maghreb and the Middle East are the more impressive peregrinations—in terms of immenseness of scope and distance—of the medieval Moroccan Islamic traveller Ibn Battūta.
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Battūta was born in Tangier, Morocco, into a Berber family of legal scholars about 50 years after Marco Polo’s birth. In 1325 the youthful Battūta set off alone initially with the purpose of undertaking the hajj (pilgrimage) to Mecca, but circumstance and curiosity took the Moroccan scholar on a seemingly never-ending series of extended side trips. Over the next 29 years Battūta’s travels took him on a wide arc to the East, visiting virtually all of the Islamic lands including far-off Sumatra (in modern Indonesia). Battūta’s sense of adventure and desire to learn about distant lands led him to extend his journey far beyond Dar al-Islam (the lands of Islam) to visit Dar al-Kufr (the non-Muslim world). As an Islamic scholar Battūta’s travel to ‘infidel’ lands was legitimised by the Islamic principle of Talab al-‘ilm (“search for knowledge”) (Berman, Nina. “Questions of Context: Ibn Battuta and E. W. Bovill on Africa.” Research in African Literatures, vol. 34, no. 2, Indiana University Press, 2003, pp. 199–205, http://www.jstor.org/stable/4618304).
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Battūta’s world Ibn Battūta’s adventure-packed travels—sometimes on foot, sometimes by sea, often for safety in the company of camel caravans—took him to the lands occupied today by 40 modern countries. Divided into two journeys, the first encompassed North Africa, Central Asia and Russia, the Middle East and Anatolia, India and South Asia, the Maldives, East Africa (down as far as modern Tanzania), Southeast Asia and China. A later, shorter journey took him into the Mali Empire and West Africa (crossing the Sahara to Niger, Timbuktu, etc) and later to Moorish-inhabited Spain.
The top three travellers in Pre-modern history – measured by distance
• Ibn Battūta (Islamic scholar and explorer) approx. 117,000 kilometres • Zheng He (Chinese admiral and explorer) approx. 50,000 kilometres • Marco Polo (Venetian merchant and explorer) approx. 24,000 kilometres
(‘Ibn Battuta’, Wikipedia entry; John Parker World Book Encyclopedia, 2004)
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Unreliable memoirs Although Battūta clocked up a phenomenal amount of mileage for a traveller in the Medieval age, many modern scholars believe that Battūta did not visit all of the destinations listed on his Rihla✡ itinerary, the narrative of his journeys. Amikam Elad for instance contends that Battūta plagerised large parts of the travel narrative including the description of Battūta’s travels in Palestine from another Muslim traveller Muhammad al-‘Abduri (Elad, Amikam. “The Description of the Travels of Ibn Baṭṭūṭa in Palestine: Is It Original?” The Journal of the Royal Asiatic Society of Great Britain and Ireland, no. 2, [Cambridge University Press, Royal Asiatic Society of Great Britain and Ireland], 1987, pp. 256–72, http://www.jstor.org/stable/25212152). Doubts also exist about his visits to the city of Sana’a in Yemen, Bolghar via the Volga River and Khorasan et al. Some academics contend that in China Baṭṭūṭa only ever got as far as Quanzhou and Canton. Another false claim was that he witnessed the funeral of the Mongol Great Khan (the reality was no emperor died during Battūta‘s sojourn in China). The Moroccan storyteller borrowed liberally from hearsay evidence in the accounts of earlier Muslim explorers, and from his illustrious Venetian predecessor – the Rihla reveals many similarities in themes and commentataries to Marco Polo’s Travels.
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Polo/Battūta overlap Both Marco Polo and Ibn Battūta were in a sense oral historians, neither travellers penned a single word of the books they are famous for, instead dictating their travel stories to a scribe. Battūta’s tendency to rely on hearsay to describe some places he didn’t visit (eg, the Great Wall of China) mirrored the larger-than-life Venetian storyteller’s inclinations – Polo described the small island of Ceylon thus, “for its actual size, is better circumstanced than any island in the world”, despite never having set foot on Ceylonese soil (Marco’s contemporaries were well aware that “il Milione” was given to exaggeration).
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Battūta’s ghostwriter As Ibn Battūta never kept a journal during his nearly three decades of travel, the Marinid sultan of Fez commanded him to collaborate with court poet Ibn Juzayy who wrote the manuscript of what became A Gift to Those Who Contemplate the Wonders of Cities and the Marvels of Travelling☯ based on Baṭṭūṭa‘s recollections. The title was later shortened for convenience to the Rihla☮. The travel book has transparent shortcomings, the format is undercut by extreme chronological inconsistencies. The travelogue relies on Battūta’s memory—Morgan points out that the memory of a traveller understandably may lapse especially if the travels stretch over such a large passage of time (Morgan, D. O. “Ibn Baṭṭūṭa and the Mongols.” Journal of the Royal Asiatic Society, vol. 11, no. 1, Cambridge University Press, 2001, pp. 1–11, http://www.jstor.org/stable/25188080).
Wives, concubines and divorce A curious side feature of Ibn Baṭṭūṭa’s global footprint is the disclosure in the travelogue of various personal relationships he entered in to. Baṭṭūṭa on arriving at a new town regularly married women and took countless concubines, leaving the (divorced) wives and some of his issue as well behind when he moved on. For an observant Muslim Baṭṭūṭa includes a surprising level of sexual detail pertaining to the local women he encounters on his journeys (Singer, Rachel, ‘Love, Sex, and Marriage in Ibn Battuta’s Travels” (2019). MAD-RUSH Undergraduate Research Conference. 1. http://commons.lib.jmu.edu/madrush/2029/love/1).
Though the Rihla was in essence intended as the devotional work of a pious Islamic scholar, its real value lies in its secular insights into the world of the Middle Ages…providing descriptions of diverse and far-flung countries’ geography, personalities, politics, cultural practices, sexual mores and the natural world (‘The Longest Hajj: The Journeys of Ibn Battuta’, Douglas Bullis, Aramco World, July-August 2000, www.archive.aramco.com).
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In the 1350s after Ibn Battūta had finally had his fill of wanderlust and hung up his sandals for good, he settled into an altogether sedentary vocation, appointed as a Qadi (Islamic judge) in his hometown of Tangier.
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Endnote: Polo and Battūta didn’t invent fabrication and embellishment in travel writing. Herodotus of Halicarnassus (5th century BCE)—considered both the “father of history” and the world’s ur-travel writer from—was prone to mixing in ”legends and fanciful accounts” to his Histories (Euben, Roxanne L. “LIARS, TRAVELERS, THEORISTS: HERODOTUS AND IBN BATTUTA.” Journeys to the Other Shore: Muslim and Western Travelers in Search of Knowledge, Princeton University Press, 2006, pp. 46–89, http://www.jstor.org/stable/j.ctt7t5dw.7).
———————————————————————————————————————— ✡ literally the ‘Travels’
☯ the travelogue’s proper title
☮ the word Rihla strictly speaking refers to a genre of Arab literature rather than the name of the travel book (Bullis)
North Head Quarantine Station: Shielding Sydney and Surrounds from the Importation of Communicable Diseases
〝 The principle of preventing the spread of infectious disease by which people, baggage…likely to be infected or coming form an infected place are isolated at frontiers or ports until their harmlessness has been proven…〞
~ Port Nepean Q-Station‘s definition of ’Quarantine‘
Since the initial strains of Covid-19 turned the world upside down and inside out early last year, the word ‘quarantine’ has found a renewed vigour in the lexicon. In a previous blog the history of Sydney’s early animal quarantine station for imported livestock was outlined – ‘Sydney Foreshore’s Animal House of Detention and Segregation on Hen and Chicken Bay’, 21-Apr-2018. Human quarantine in Sydney has a much longer history. The story starts with governor of the colony of New South Wales Ralph Darling. In response to the cholera pandemic sweeping Europe and the risks of ship-borne disease being transported on vessels coming to the colony, Darling initiated a Quarantine Act in 1832 “subjecting Vessels coming to New South Wales from certain places to the performance of Quarantine”❅.
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Darling set aside the entire North Head peninsula (277 hectares)—on indigenous Gayamagal country in Manly on Sydney’s northern beaches—for the grounds of the quarantine processing centre. The exact site chosen for the Q-station, Spring Cove, overlooking Sydney Harbour, was already housing an infected and quarantined merchant ship, the Bussorah Merchant.
In the early years of the station’s operation, the practice was to keep sick passengers on board the vessels on arrival at Spring Cove. After complaints from the merchants about the delay and cost of keeping the ships tied up at North Head, the authorities started bringing the sick onshore to free up the transport ships, this required the construction of more substantial permanent accommodation and storage facilities at the Q-Station to replace the original makeshift buildings [‘North Head Quarantine Station’, Wikipedia, http://en.m.wikipedia.org].
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Q-Station longevity The old Quarantine Station enjoyed a surprisingly long lifespan at the North Head site, surviving albeit with decreasing utilisation until 1984⌖, this despite periodical calls for its closure…as far back as 1923 Manly Council alderman and later mayor Percy Nolan was advocating for the Q-Station’s removal in favour of open public space [Sydney Morning Herald, ‘Quarantine Station. Proposed Removal’, 31-May-1923 (Trove)].
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First class expectations Conditions and facilities at the Q-station were regularly under scrutiny from the better-off passengers. First class passengers were not slow in bringing deficiencies in housing to the attention of the authorities, leading in the 1870s to the building of a new section of Q-Station passenger accommodation in what was known as “the Healthy Grounds” (Wiki).
A 1881 smallpox epidemic resulting in a large number of internee deaths❧ at North Head facility exposed major shortcomings in the management of the Q-Station, including the lack of a medical superintendent with a grasp of infection control; no clean linen and towels, soap or medical supplies for patients isolated with smallpox [Allen, Raelene, Smallpox epidemic 1881, Dictionary of Sydney, 2008, http://dictionaryofsydney.org/entry/smallpox_epidemic_1881, viewed 06 Sep 2021].
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Bulwark against plagues, viruses, bacteria, etc. Over the decades the Q-Station at Manly has housed the victims of numerous diseases including smallpox, typhus, scarlet fever, measles and the bubonic plague, as well as victims of natural disasters. The Q-Station provided a refuge for returning WWI veterans suffering from TB and VD. At war’s end it served as the frontline defence against the lethal assault of the Spanish Flu.
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Gradual obsolescence Post-WWII, as air travel gradually replaced passenger ships, the Q-Station’s role diminished in importance. In its final decades of operation the quarantine station was put to diverse use…housing the unvaccinated (eg, pregnant immigrants), accommodating Vietnamese orphans and as a temporary abode for women and children evacuated from Darwin after Cyclone Tracy decimated that city in 1974 [‘The plague, smallpox and Spanish flu: How Sydney quarantined sick travellers throughout history’, Sarah Swain, 9 News, 2020, www.9news.com.au; ’Q Station on Manly’s North Head echoes with history of pandemics past’, Kathy Sharpe, Mandurah Mail, 21-Jul-2021, www.mandurahmail.com.au].
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No longer a quarantine station, the surviving 65 heritage buildings are set against the beautiful natural bush land of the Sydney Harbour National Park. Today the old Q-station is converted into a hotel complex (104 rooms including nine self-contained cottages, managed by Accor) with all the tourist trappings, including sleepovers and nocturnal “Ghost and Paranormal tours”.
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Footnote: Port Nepean, North Head’s counterpart In Melbourne, that city’s historic quarantine station can be found on the Heads of Port Phillip Bay. Port Nepean Quarantine Station can point to a similar eventful history to that of the North Head facility. Like it, the Melbourne Q-Station owes it’s existence to an infected immigrant ship…the arrival of the SS Ticonderoga in 1852 with 300 passengers stricken from disease, necessitating the ship’s quarantining at Port Nepean, which led to it’s establishment as a Quarantine Station (originally called “the Sanitary Station”). By the 20th century Port Nepean Q-Station had developed a number of innovative processing features including the memorably named “Foul Luggage Receiving Store”. The station’s Disinfectant and Boiler buildings also became models for other quarantine stations in Australia [‘Quarantine Station’, Parks Victoria, www.parks.vic.gov.au]. At one point animals were also quarantined at the location. By 1978 Port Nepean had ceased operating as a quarantine facility and was closed in 1980. Subsequent uses of the site and holdings include a military encampment and a temporary refuge for 400 Kosovar refugees fleeing the Bosnian War in the early 1990s.
➿➿➿➿➿➿➿ ➿➿➿➿➿➿➿
❅ “to prevent the introduction of the disease called the malignant Cholera and other infectious disease”
⌖ during that one-and-a-half centuries the Q-Station was the initial home in Sydney for an estimated 13,000 passengers
❧ and the need to build a third Q-Station cemetery to accommodate the rise in mortality
A Female Helicopter Trailblazer, the “Whirly Girls” and the Struggle for a Place in the Cockpit: Women in the ‘Contrails’ of Modern Aviation
When the first men managed through repeated trial-and-error to get manned “flying machines” off the ground, the first women pioneers weren’t that far behind them in getting into the skies. The first woman got her flying licence (Elise Deroche in France) less than nine years after the Wright brothers made their epic 59-second ‘hop’ – see the 2017 brace of articles elsewhere on this blogsite, Equality at 10,000 Feet: The Pioneer Aviatrix in the Golden Age of Aviation – Part I (May 27, 2017) and Part II (May 31, 2017).
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While many women overcame obstacles on the way to a career as an aviatrix, those of their sex wanting to become helicopter pilots have found it even more difficult and onerous. The prospects around 1940 when the world’s first modern rotary-wing copter became fully functional looked bright enough for women. Nazi Germany’s pioneering aviatrix Hanna Reitsch was leading the way. In 1938 Reitsch☸ became the first woman to test fly a helicopter, Focke’s FW-61 helicopter, even going on to set a distance record for helicopter flight of 109km. She followed that up with the record (shared with another pilot) for being the first in the world to fly a copter in an enclosed space❇ (Sophie Jackson, Hitler’s Heroine, Hanna Reitsch (2014)).
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Unfortunately, as the industry has grown since those formative days, female helicopter pilots trying to follow the trajectory of Reitsch’s stellar achievements in the air have found it much harder to penetrate the masculine preserve of the helicopter world. Today women still lag far behind in the gender stakes, in 2019 according to the Civil Aviation Authority women made up only 4.5% of the helicopter pilots in the UK, with just the single female instructor-examiner for the whole country (“International Women’s Day: ‘I’m teaching other women to fly helicopters’”, BBC, 08-Mar-2019, www.bbc.com).
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The statistics are hardly more encouraging in the US. The Helicopter Association International puts the number of female pilots at around 5%, the FAA (Federal Aviation Administration) which pointedly has no specific data on women helicopter pilots estimates the figure at a perhaps generous 7.9%. (‘How These 2 Women Became The Helicopter Pilot and Reporter Inside Skyeye’, ABC13, 11-Mar-2021, www.abc13.com). Even more concerning, the percentage of women behind the controls has been stagnant over recent decades✴.
But it’s not from the lack of trying to effect change on the part of women aviators! The barriers to female entry into both the commercial and military fields of helicopters led pilot Jean Ross Howard Phelan (above), the 8th US woman to gain her helicopter accreditation, to form Whirly Girls International in 1955—an association dedicated to the advancement of women in helicopter aviation—with just 12 other charter members🈂. Today the group has 72,000 members from 44 countries.
The minuscule inroads made by women inside the sanctum of the “male cockpit” isn’t confined to rotary-wing aircraft. Women pilots have barely had more success in cracking the fixed-wing aircraft industry, their share of the jobs in the US has hovered somewhere between five and six-and-a-half percent. Despite all the efforts of women’s aviation bodies including the Ninety-Nines (the Whirly Girls’ “older sister” organisation) to make headway in rectifying the imbalance, women today constitute just 7% of the world’s certified pilots for all types of aircraft (‘Female Helicopter Pilots on The Rise’, Claire McCann, Prestige Helicopters, Inc., Upd.11-Nov-2020, www.prestigehelicopters.com).
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The reasons flying has continued to be a male stronghold are many and varied. With so few women pilots—only 13 credentialed to fly helicopters by 1955—young women and girls have been bereft of visible role models and mentors to show the way. At school-level not enough effort have been made to make teenage girls aware of the opportunities there are in a flying career. The preponderance of male pilots perpetuates the “highly masculine image of aviation“, reinforcing the stereotype that the profession is “not a woman’s job” (Why There Aren’t More Female Pilots’, Katherine LaGrave, IMdiversity 08-Mar-2018, www.imdiversity.com). This in part comes back to a prevailing mentality of “Top Gun” chauvinism. Female pilots have commented on aviation still being an “old boys’ club” and the lack of support, bias and intimidation they experienced from men in the industry during their training (‘Chances Are Your Pilot Isn’t a Woman. Here’s Why’, Kimberly Perkins, Seattle Business, (nd), www.seattlebusinessmag.com). The issue of unhelpful male pilots for some women has led to another road block, the paucity of female instructors in the industry.
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Once in the industry some women pilots have found themselves facing static career paths, the sheer lack of opportunities to attain seniority has eventually led a number of women in military and commercial aviation to prematurely leave the profession. Another criticism of the aviation industry is that it hasn’t embraced the change in work rules and conditions that other industries have…getting the work/life balance right is an issue of more importance to women who usually have to bear the brunt of child-rearing activities (‘Why are there so few women in aviation?’, Kathryn Creedy, CNN, 20-Nov-2019, www.cnn.com).
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Research suggests the prohibitive costs involved can be a barrier for women. Aircraft training in the US can cost up to US$150,000, add to this the soaring price of purchasing an entry-level commercial plane today…the (adjusted) price of buying a new Cessna 172 is four times greater than it was in 1960 (‘Why Are There So Few Female Pilots?, Rebecca Maksel, Air and Space, 06-Feb-2015, www.airspacemag.com).
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What makes the persistence of multiple barriers and obstacles blocking women from realising their professional pilot dreams maddeningly vexatious is the dilemma now facing the industry as a whole, a looming worldwide shortage of qualified pilots to take the reins of the big airliners. Some airlines like United in the US recently have flagged the introduction of quotas to increase pilot numbers for women and for minorities, but much more fundamental structural change is required before we see real progress in tackling the gender imbalance.
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☸ having already been appointed a flugkapitän (flight captain), a position till then exclusively reserved for male German pilots
❇ later Reitsch was also the first woman to fly a rocket plane
✴ numbers in the US did initially rise from the 1960s to the 1980s but have plateaued since that point (Maksel)
🈂 member #1 was appropriately enough Hanna Reitsch
Theatre of the Absurd: Anti-Realism, Anti-Language, Anti-Play?
A term you don’t hear much these days, even among the literati, is the Theatre of the Absurd. I first heard about this theatre genre in the Seventies, when I was introduced to the plays of Beckett and Pinter, and saw the film version of Ionesco’s play The Rhinceros. Even then the Theatre of the Absurd had a kind of Fifties/Sixties feel to it. So where did it come from? Well, we have drama critic and scholar Martin Esslin to thank for the expression. In the late Fifties Esslin drew the dots between the work of various, otherwise disparate and unconnected contemporary playwrights who shared a particular world view and a number of traits and preoccupations. Esslin circa 1960 wrote that these ‘Absurdist’ playwrights were attacking the “comfortable certainties of religious and political orthodoxy, shocking audiences out of their complacency, bringing them face to face with the harsh facts of the human situation”, ie, that it is essentially absurd.
The philosophical framework for Absurdism and the Theatre of the Absurd was laid by French Existentialist philosopher Albert Camus. In his 1942 essay ‘The Myth of Sisyphus’ Camus defines the human condition as basically meaningless and therefore absurd, arguing that “humanity had to resign itself to recognizing that a fully satisfying rational explanation of the universe (in Camus-speak = “formless chaos) was beyond its reach; in that sense, the world must ultimately be seen as absurd” (Crabb). Once we accept this inevitability we can get on with life.
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The emergence of a new theatre in the Fifties which staunchly rejected realism and whose calling card was the statement life is meaningless was a reaction to the atrocities and unimaginable inhumanity of the Second World War. Interestingly, Esslin, following Camus, did not feel that the message of the Absurdists—the profound state of despair of humankind—was reason to be pessimistic about the world. Accepting the “mysteries of existence”—that we live in an irrational and “hostile universe” (Camus’ term), for which there are “no easy solutions” leaves (you) with “a sense of freedom and relief” and “the laughter of liberation” (Esslin).
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Theatre of the Absurd precursors Alfred Jarry’s 1896 play Ubu Roi is often thought of as “proto-Theatre of the Absurd”…bizarre, controversial, revolutionary, paper-thin plot, scatological scatterings, the characters speak in staccato sentences, Ubu Roi also highly influenced the Dadaist art and literary movement which along with Surrealism took its turn in passing the anti-realism torch on to the Theatre of the Absurd. Dadaism like the Absurdist plays was a reaction in part to war (WWI in this case)…as one of its main exponents Tristan Tzara explained: ”if human logic can lead the world to global war then art should abandon all logic and sense“. Likewise, Surrealism’s desire to shock audiences and its descent into the world of human dreams also anticipates some of the preoccupations of the Theatre of the Absurd.
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A theatre movement disassociated from its creators Unlike Surrealism and other arts genres, the Theatre of the Absurd was not a conscious movement. Despite Esslin identifying the Parisian avant-garde as its centre and Beckett, Ionesco, Genet and Adamov the leading figures of the Absurdist movement, there was no organised school of playwrights who identified themselves as its practitioners. Some like Ionesco in fact strongly objected to the label, preferring in his case the term “Theatre of Derision” to delineate his work. The exponents of this form of theatre were loosely associated, each of the playwrights arrived independently at a similar style and a vision of the futility of human existence.
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A Revolutionary and subversive Theatre of the Absurd Playwrights like Beckett and Ionesco were committed to exploring absurdism in all its manifestations – philosophical, dramaturgical, existential, emotional, a radical form of drama that pushed the boundaries of theatre to the extremes (Dickson)…it’s distinctive features and innovations subverting the established theatre of the day. The Theatre of the Absurd radically departs from traditional theatrical conventions…dispensing with the conventional narrative of the “well-made play” with a beginning, a middle and an end, plots are typically disorganised, often with a non-linear or cyclical approach (“ever diminishing concentric circles”), nothing happens or if it does, it’s in a unmotivated way. Mysteries go unresolved and order is not restored at the end. Characters have no clear identities and have a homogeneity to them (eg, The Rhinoceros), they are not consistent even interchangeable (eg, Genet’s The Maids), characters don’t develop and are devoid of motivation or purpose.
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Estragon: “Nothing happens, nobody comes, nobody goes, it’s awful”.
Externally waiting for Godot Beckett’s Waiting for Godot was one of the earliest and best known plays to be so designated, becoming an exemplar of Adsurdist theatre. It was controversially received when it premiered in 1953, later famously described by critic Vivian Mercer as “a play in which nothing happens, twice”. ‘Godot’ is a bleak tragi-comedy soaked in “existential despair”. The bleakness of the play is reinforced by the setting: no recognisable time or place❅, sparse set, minimally furnished. Stylistically the play is repetitive, open-ended almost empty of action but with snatches of vaudeville and philosophy. Characters utter illogical and circular dialogue while they wait…and wait for the title character (who never appears). Beckett’s later plays became more and more reductionist, language pared back towards “Endgame” silence.
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The war on language The breakdown of language is a preoccupation in Absurdist Theatre. In Ionesco’s The Bald Soprano language disintegrates rapidly, demonstrating it’s failure as a tool of communication. Nonsense dialogue, characters speaking in gibberish, absurdist dramas often abound in cliches, slogans and non-sequiturs. The plays of Ionesco and NF Simpson also specialise in satirising “the modern prostitution of language corrupted by salesmen and politicians”. Ionesco distinguished between the way he and Beckett assailed language: “Beckett destroys language with silence. I do it with too much language, with characters talking at random, and by inventing words“ (Interview, Paris Review, 1984).
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Representing British colours in the Club de l’Absurde were Harold Pinter (The Dumb Waiter) and Tom Stoppard…the latter’s Rosencrantz and Guildenstern are Dead involves a “Godot-esque” waiting game with a similar sense of anticlimax. ‘Ros’ and ‘Guil’, relocated from Hamlet, are interchangeable characters who pass the time engaging in philosophical musings and mind-numbing circular discourses with each other.
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Footnote: Trans-Atlantic Absurdist Although essentially a European movement, Esslin (less convincingly) includes American Edward Albee into the collection of Absurdist dramatists on the basis that his plays (eg, The Zoo Story) attack “America’s foundation of optimism”.
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———-———-———- ❅ a feature of Theatre of the Absurd plays is a sense of timelessness
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Bibliography:
Martin Esslin, Theatre of the Absurd (1961)
Jerome P. Crabb, ‘The Theatre of the Absurd’, Theatre Database, 2006, www.theatredatabase.com
‘Nonsense talk: Theatre of the Absurd’, Andrew Dickson, Discovering Literature: 20th century, 07-Sep-2017, www.bl.uk
‘Absurdity in Theater: Ubu Roi’, Nermin Büsra Kirisik, Artil, www.artilmagazine.com
‘Beckett, Ionesco and the Theater if the Absurd: Crash Course Theater #45′ (Video, 2018)
In Pursuit of Vertical Take-off and Autorotation Landing: From Rotorcraft to Autogyro to Practical Helicopter
🚁 Helicopter, from the Greek: helix (‘spiral’ or ‘whirl’ or ’convolution’) + pteron (‘wing’); into French: hélicoptère.
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We know that manned, powered, heavier-than-air flight in an aircraft began with the Wright brothers in 1903 at Kitty Hawk, North Carolina—unless that is you accept the audacious alternate candidate, Gustave Whitehead’s flight in Connecticut made two years earlier🅰—but when did the first helicopter get off the ground? The primitive archetype seems to be the brainchild of Frenchman Paul Cornu. Cornu, like the brothers Wright, started off as a bicycle maker before veering off into the nascent field of aerodynamic engineering.
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Getting the concept off the ground Near Lisieux in northern France in 1907, Monsieur Cornu became the first person to (ever so briefly) pilot an airborne rotary-wing, vertical-lift aircraft. The rotorcraft (using an unpowered rotor in free autorotation to develop lift) from Cornu’s own design was a twin-rotor job, the blades rotating in opposite directions which neutralised the torque. M. Cornu’s craft levitated about 1.5 metres off the ground, hovering for some 20 seconds. The Cornu ”Ur-copter” wasn’t manoeuvrable at all (requiring manpower to hold it in position from the ground) and therefore wasn’t practical, but it is considered to be a forerunner of the modern helicopter.
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De la Cierva and the autogyro
From 1912 on, numerous inventors and engineers were turning their hands to building prototypes of the rotorcraft, but with limited or ephemeral success. Compared to fixed-wing aircrafts, progress with rotorcrafts evolved very slowly, due to intrinsic problems with torque, dissymmetry of lift and control. Sikorsky (below) spent 30 years working on developing helicopters before his breakthrough. Etienne Oehmichen, whose early prototypes included vertically-mounted rotors and a tail rotor, allowing it to fly a distance of one kilometre in 1924! Oehmichen was also the first to carry passengers in his Oehmichen No. 2 helicopter. By the early 1920s Spanish aviator and engineer Juan De la Cierva built the autogyro (sometimes called a “windmill plane” or ‘gyroplane’)… his success advanced the understanding of rotor dynamics. Cierva’s autogiro had air safety in mind, proposing a solution to the craft losing its lift or stalling even at very low speeds. The Spaniard worked out that the autogyro’s rotor function is driven by the speed of the air, cf. the helicopter’s which depends on a motor…in the descent of the autogyro the rotor functioned as a kind of parachute according to Cierva. Ultimately, the helicopter’s superior velocity made it the preferable mode of aerocraft, however Cierva’s principle of the self-turning rotor remained a vital contribution to the later development of functional helicopters. Cierva’s flapping rotor blades has been described as “the single most important discovery in helicopter development” (CV Glines). A countryman of Cornu’s, Louis Bréguet, also experimented with the autogyro in the Thirties, his Bréguet-Dorand “Gyroplane Laboratoire” improving both the craft’s speed to 120km/h and its control capacity.
Another step forward in the evolution of helicopters came from Nazi Germany. Professor Heinrich Focke applied Cierva’s pioneering work on aerodynamics to the task of transitioning from the limitations of the autogyro to the creation of a “pure helicopter”. In 1936 Focke and Gerd Achgelis‘ Focke-Wulf Fw-61 smashed existing helicopter records for range and altitude and demonstrated autorotation descent to landing. This plus a control system much more reliable and robust than earlier rotorcrafts leads many aviation geeks to consider the Fw-61 to be “the world’s first truly functional helicopter”.
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Sikorsky’s practical copter What Cornu started, Russian-born American designer Igor Sikorsky brought to commercial fruition. Sikorsky invented the first mass-produced, and in the opinion of many, the first practical helicopter, the VS-300, in Stratford, Connecticut in 1939🅱. In commercial production called the R–4, it would go on to play a significant role in the Second World War. By the war’s end Sikorsky had added the R–5 and the R–6 models, specifically designed for the military and specialising in search-and-rescue missions. Although he didn’t invent the first prototype of the helicopter, Sikorsky is commonly thought of as “the father of helicopters” because “he invented the first successful helicopter upon which further designs were based”. The VS-300 became the model for all modern single-rotor helicopters.
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🅰 see the November 2014 blog on this site, ‘Wright or Not Right?: The Controversy over who really was “First in Flight”’
🅱 Sikorsky’s 1939 flight was actually tethered, so the first ‘free’ copter flight (also by Sikorsky) didn’t take place until the following year, 1940
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Sites and articles consulted:
‘History of Flight: Breakthroughs, Disasters and More’, Aaron Randle, Inside History, 09-Jul-2021, www.insidehistory.com
’Focke-Wulf Fw-61’, Modelling Madness, Brian R Baker, www.modellingmadness.com
‘World’s First Helicopter — Today in History: September 14’, September 14, 2018, Connecticut History.org, www.connecticuthistory.org
‘History of the Helicopter’, Mary Bellis, ThoughtCo, Upd. 04-Oct-2019, www.thoughtco.com
‘Who Invented the Helicopter? (and When?)’, Aerocorner, www.aerocorner.com
‘Juan de la Cierva: Autogiro Genius’, C.V. Glines, Aviation History, Sept 2012, www.au.readly.com
‘History of the Helicopter from Concept to Modern Day’, Prime Industries Inc, 31-Aug-2015, www.primeinustriesusa.com
’Juan de la Cierva and the Autogyro’s Invention’, Javier Yanes, Ventana al Conocimiento, 21-Sep-2015, www.bbvaopenmind.com