Salzburger Vorstadt 15, 5280, Braunau am Inn: The Dilemma of what to do about Hitler’s Birthplace

Built Environment, Heritage & Conservation, International Relations, Memorabilia, National politics, Regional History

Adolf Hitler was born in the small Upper Austrian town Braunau am Inn on the border with the German state of Bavaria. The future German führer’s association with Braunau am Inn was only a fleeting one…after Adolf’s birth in the three-story yellow corner house—a gasthaus (guesthouse) which later was a gasthof (ale house)—the Hitler family only stayed in Braunau am Inn until 1892, when Hitler’s father’s work as a customs official took them to Passau, further down the Inn River border but on the German side. 

(Archival image: Stadtverein Braunau)

When the Nazis annexed the Austria state in 1938 the street of Hitler’s birth Salzburger Vorstadt was renamed Adolf-Hitler-Straße, in time for the führer’s one and only return to the town of his birth since he left at aged three –  passing swiftly through Braunau am Inn on the way to Vienna to celebrate the Anschluß. From this time Hitler’s birthplace became a cult centre attracting hordes of fawning devotes to Hitler, creating a pilgrimage site for the Nazi “true-believers”. At the end of WWII the town surrendered to the US Army and No 15 as part of the historic city centre was eventually granted heritage status. Rented since the Fifties by the Austrian republic, the building had provided makeshift premises for a public library, a bank, technical high school classes, a day centre for people with learning difficulties.

(Photo: The Guardian)

During the last decade the Austrian government, still renting Salzburger Vorstadt 15 from its original family owner (Gerlinde Pommer), has kept it unoccupied, fearful that it was in danger of becoming a shrine for Neo-Nazi sympathisers (and their regular visits were also bringing anti-fascist protestors to the site as well) [‘Austria wants to appropriate Hitler’s birth house to stop it from becoming neo-Nazi shrine’, Daily Sabah, 09-Apr-2016, www.dailysabah.com]. The building has no identifiable signage on it but a concentration camp stone memorial dedicated to the victims of Nazism stands in front (Hitler is not mentioned in the inscription).

Braunauers, saddled with the legacy of their quiet, backwater town being forever associated with the Nazi führer, have long held divided opinions over what to do with the property locals refer to as the “Hitler-haus”. Some wanted to demolish all trace of it, to replace it with a new purpose-built building (a refugee centre, a museum dedicated to the Austrian liberation from Nazi rule, etc), or to leave it as an empty, amorphous space (an option extensively criticised because it could infer that Austria was trying to bury a part of its dark past). With such heat generated over the controversial site, its not surprising that the government in Vienna too has vacillated over what to do with it [Adolf Hitler’s first home set to be demolished for new buildings, The Guardian, 17-Oct-2016, www.theguardian.com].

(Artist’s impression of the renovation)

In 2016, the Austrian government, frustrated at the owner’s refusal to renovate the property to make it suitable to desirable tenants, or to negotiate the building’s future, indicated its intent to demolish it and rebuild anew. In 2017 after a court ruling in the government’s favour the building was expropriated…this year Vienna has flipped the 2016 decision, now deciding that the existing structure will stay in place but will undergo significant change to its outward appearance and be given a new life. The change of plan will see the renovated building becoming a police station for Braunau and the district (slated for completion at end 2022 at a cost of €2 million) [‘Adolf Hitler’s birthhouse to be remodeled by architects’, DW, 05-Jul-2020, www.dw.com]. Repurposing Salzburger Vorstadt 15 as a police station with a (1750 townhouse style) design that predates the period of Hitler’s residence, according to the authorities, has the intention to deter Neo-Nazis from congregating at the site in the future [‘Adolf Hitler’s Birthplace Will be Transformed Into a Police Station to ‘Neutralize’ Its Appeal as a Pilgrimage Site for Neo-Fascists’, (Kate Brown), Artnet News, 03-Jun-2020, www.artnet.com].

 

Postscript: The decision to radically makeover the four centuries-old building that was Hitler’s birthplace won’t please the cultural and heritage groups in Upper Austria, but that the building has not been obliterated leaving only a blank, anonymous space has been welcomed by others. As one architecture professor notes, the creation of ”a void into which any kind of meaning can be projected” does not necessarily solve the dilemma, witness the aftermath of the 1952 dynamiting of Berghof (Hitler’s Bavarian mountain hideaway). Despite there being nothing to see any more, tourists kept coming in droves, as did Neo-Nazis who left their calling cards [‘The house where Hitler was born could be demolished soon. Here’s why it should stay standing’, (Despina Stratigakos), Quartz, 31-Oct-2016, www.quartz.com].

(Photo: The Guardian)

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in the decades following the war, along with curious tourists, Austrian and German veterans, especially on Hitler’s birthday, made the trek to the house [‘Hitler’s Birth Home in Austria to Become a Police Station’, (Melissa Eddy), New York Times, 20-Nov-2019, www.nytimes.com]

the Ministry of the Interior in Vienna was also under flack from the media and the public for the extravagance of paying Frau Pommer nearly €5,000 every month to rent a space it was putting to no practical use [‘Why the Austrian government won’t tear down Adolf Hitler’s birth home’, (Bianca Bharti), National Post, 05-Sep-2019, www.nationalpost.com]

Germania: From Nazi Showcase Airport to the People’s “Symbol der Freiheit”

Aviation history, Built Environment, Heritage & Conservation, Regional History

Few places in Germany and Berlin have experienced the journey of change and transition that Tempelhof Airport (Flughafen Berlin-Tempelhof) has. The Nazis commenced the construction of its colossal showcase airport in 1936 on the site of a pre-existing (Weimar Republic-built) airport. Even in its pre-airport days, it’s land use had a nexus with aviation – from 1887 it was home to a balloon detachment of the Prussian Army.

 der Berliner Garnison

Prior to it becoming an airport in the 1920s Tempelhof Field was used primarily as a military parade ground, and in addition it played an early role in the development of Berlin football (the pioneering BFC Fortuna club). It’s next brush with aeronautical endeavour came in 1909 when US aviator Orville Wright took the brothers’ bi-plane, the ‘Wright Flyer’, for a spin around the field.

A mega-scale marvel of civil engineering
Built on a scale to be in synch with the values of strength and power projected by the rest of Hitler’s Germania building ‘Fantasia’^^, Tempelhof—the name derives from it having originally been land occupied by the medieval Order of Knights Templars—was an “icon of Nazi architecture: (with a complex of) huge austere buildings in totalitarian style (in the shape of a quadrant up to 1.2 km in length), replete with imposing imperial eagles made from stone” [‘Berlin: A historic airport reinvents itself’, (Eric Johnson), Julius Bär, 28-May-2019, www.juliusbar.com]. Designed for the Führer by Ernst Sagebiel, the out of all proportion complex boasted 9,000 rooms, multiple entrance doors, reliefs and sculptures including a giant aluminium eagle head.

Located just four kilometres south of Berlin’s central Tiergarten, the Nazi airport was notably innovative in its day – eg, separate levels for passengers and luggage; windows spanning the floor-to-ceiling to convey as much light as possible inside the terminal [‘The story of Berlin’s WWII Tempelhof Airport which is now Germany’s largest refugee shelter’, (Sam Shead), The Independent, 20-Jun-2017, www.independent.co.uk].

The vast and cavernous main hall
(Tempelhof Projekt GmbH,
www.thf-Berlin.de)

Tempelhof Airport was only ever 80% completed (constructed halted in 1939 with the outbreak of war), and ironically, never used by the Nazis as an airport (they continued to use the original terminal for flights). Instead, the regime used it for armament production and storage, and during the war it served as a prison and a forced-labour plane assembly factory [‘A brief history of Tempelhofer Feld’, (Ian Farrell), Slow Travel Berlin, www.slowtravelberlin.com].

Cold War Tempelhof
After WWII the airport was placed under the jurisdiction of the occupying American forces (under the term of the Potsdam Agreement which formally divided Berlin into four distinct occupation sectors). The airport played a key role in the Berlin Airlift (1948/49) and throughout the Cold War was the main terminal used by the US military to enter West Berlin. To increase Tempelhof’s civil aviation capacity US engineers constructed new runways. With the fall of the Berlin Wall in 1989 and German reunification, the American military presence in Berlin wound up (formally deactivated in 1994). Tempelhof continued to be used as a commercial airport but increasingly it was being used primarily for small commuter flights to and from regional destinations [‘Berlin Tempelhof Airport’, Wikipedia, http://en.m.wikipedia.org].

(Photo: www.urban75.org/)

A post-aviation future space
In 2008 Tempelhof, partly derelict, was discontinued as an airport. Berliners were polled about its future with the majority wanting to keep it free from redevelopment, a free space for the community. Accordingly, the land was given over to public use. Once a symbol of Nazi brutalist architecture, today its grounds are open to the citizenry as an expression of their freedom. The place is regularly a hive of multi-purpose activity, Berliners engaging in a range of leisure, exercise and cultural pursuits – jogging, cycling, roller-blading, skateboarding, kite-flying, picnicking, trade and art fairs, musical events, etc…the former airport has also been used as film locations (eg, The Bourne Supremacy, Hunger Games) and even as the venue for Formula E motor-racing.

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see the previous post, ‘Germania: Mega-City Stillborn: Hitler’s Utopian Architectural Dream’

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the terminal is 300,000 square metres including hangar space, with an inner, 306- hectare airfield (Tempelhofer Feld)

“the mother of all modern airports” (British architect Norman Foster)

at other times it has been a shelter for refugees

Nancy Bird Trumps Badgery & Co: Sydney’s Long and Tortuous Journey to a Second Airport and the Contest for Naming Rights

Aviation history, Heritage & Conservation, Local history, Regional History, Social History

Sydney’s long-debated second international airport is slated to be completed—in so far as anything can be asserted with any confidence in the post-coronavirus age—by 31st December 2025The site selected and given final approval by the Commonwealth government in 2014, Badgerys Creek, is on 1,780 hectares of land in greater western Sydney in indigenous Darug country.

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(Source: SMH)

The saga begins in 1946. Towra Point (in Sydney’s south) is mooted by the NSW state government as a likely site for the second airport…over the next 40 years at least 20 sites are put forward as prospective locations for another airport to ease congestion at the existing Kingsford Smith Airport. Successive federal governments of differing political hues cast the net far and wide—to the north, south and west of Sydney—in the hope of finding a site that best meets the needs. When the government flags that it favours Somersby (Central Coast) and Galston (northwest) in the early 1970s, outbreaks of NIMBY-ism (vocal grass-roots protests from the locals) leads Canberra to back down. Another candidate, Holsworthy (southwest), is rejected because of an unknown number of unexploded military projectiles littering the site from a nearby army base and its proximity to a nuclear facility, only to be unfathomably resurrected as a prospect in the mid-1990s by the Howard government and then quickly dropped again on grounds of “environmental unsuitability”. Goulburn, 200km southwest of Sydney, too gets shelved – because of the high capital costs involved [‘Second Sydney Airport – A Chronology’, Parliament of Australia, www.aph.gov.au/].

4374F91D-4A65-4DFD-B081-6EE1F2803629

(Source: www.aph.gov.au/)

Frustrated at the ongoing failure to resolve a viable site for the second airport, the Commonwealth toys with the idea of ditching the whole project and looks at an alternative plan sans second airport – the construction of a third runway at Kingsford Smith Airport and complimenting it with a VFT (very fast train) connecting Sydney and Canberra (the VFT never materialises). By the mid-1980s only two sites remain in the running – Wilton and Badgerys Creek. By 1986 Badgerys Creek is ”last man standing” and the Crown purchases land there. 

Even after settling on the location, progress on the second airport mimics the more inane capers of TV’s Yes Minister – a stop-start pattern of self-limiting actions, deferment of decisions, vacillations. Feasibility and EIS studies come and go, budgetary problems always loom, the Commonwealth and the state government bickers over what form the airport should take, engaging in political points-scoring, etc. The achievement of anything tangible, actual progress, is grotesquely underwhelming. One example will suffice: 1988, the incumbent government proposes to fast track the construction of Badgerys Creek, but no action follows the words. In 1991 another study contradicts this, finding there’s “no pressing need” to rush the second airport. Three more years on and fast tracking is back on the agenda, the new urgency is the 2000 Olympics. But in 1995 it is reported there “has been little or no development at Badgerys Creek” (“token construction works to date”) and later that year the Commonwealth announces that “the airport won’t  be ready for the Sydney Olympics”… and so it goes (‘Second Sydney Airport’). 

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Blue Mountains anti-airport bumper sticker

Consistent with the past fraught nature of the second airport issue, the choice of Badgerys Creek is far from consensual. Opposition from Blue Mountains Council and its residents’ groups is particularly vocal – the litany of objections include its likely impact on the national park’s ecology, the threat to its UNESCO World Heritage site status, health hazards, air and noise pollution, [‘Council study finds airport noise on natural areas overlooked’, WSROC, 08-Dec-2017, www.wsroc.com.au]. Some have again raised the question of whether a second airport is really necessary, arguing that existing airport capacity at Bankstown and Richmond airports could be expanded to lighten the domestic passenger and cargo transport burden on Kingsford Smith [‘Is a new airport at Badgerys Creek really needed?’, (Peter Martin), Sydney Morning Herald, 15-Apr-2014, www.smh.com.au].

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 Future aerotropolis?

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Sorting out the nomenclature
Once the Commonwealth red-inks the Badgerys Creek site in 2014, a media debate ensues over whose name the new airport should bear. The early favourite is Sydney Harbour Bridge engineer John JC Bradfield, strongly lobbied for by politicians from both sides (LNP prime minister and premier, Labor state opposition leader, etc) [‘Bradfield Airport has universal approval’, (Danile Meers), Daily Telegraph, 06-Nov-2014, www.dailytelegraph.com.au]. Others including Wollongong councillors and the Royal Aeronautical Society plump for Lawrence Hargrave, a seminal figure associated with advances in the field of aeronautical pioneering (unlike Bradfield). From a western Sydney viewpoint, a Penrith City councillor makes a pitch for William ‘Billy’ Hart, who flew a box-kite plane (based on Hargrave’s earlier breakthrough invention) from Penrith to Parramatta in 1911 [‘Penrith Council defer naming of Western Sydney Airport site’, (Krystyna Pollard), Liverpool City Champion, 02-Mar-2017, www.liverpoolcitychampion.com.au].

Badgery of Badgerys Creek
The most intriguing candidate, is one with both pioneering credentials like Hargrave and Hart, and real geographical “skin in the game”…(Andrew) Delfosse Badgery, whose family gives its name to the suburb encompassing the airport site—great-grandfather James Badgery settled the area in 1799—was the first person to fly a plane of his own construction in Australia. Badgery flew from Sutton Forest to Goulburn, a distance of less than 50 miles, in 1914). The case for “Delfosse Badgery Airport” is supported by the aviator’s family and the St Marys Historical Society [‘Pilot’s claims has wings: Aviation pioneer Andrew Delfosse Badgery built the first plane in Australia at Badgery’s Creek…and Flew It!’, (Ian Walker), Daily Telegraph, 12-Nov-2014, www.dailytelegraph.com.au].

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 Del Badgery & his 1914 bi-plane
(Picture: Liverpool City Council)

And the winner is? With one eye on gender-inclusiveness and PC “brownie points”, and a nod perhaps to North American precedents, the Morrison government in 2019 opts to name Sydney’s second international airport after Nancy Bird-Walton, a pioneer aviatrix icon of Australia  – for a brief summary of Bird-Walton’s achievements in flight see my blog dated 27-May-2017, ‘Equality at 10,000 Feet: The Pioneer Aviatrix in the Golden Age of Aviation – Part I’. 

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 no bets on the chances of this being a lay down misère, given the vicissitudes of the second airport story

after opposition from the Sutherland Shire local government over concern about noise levels, the Gorton government kills off the scheme in 1969, citing “environmental difficulties”

 indicative of government indecisiveness, Badgerys Creek is on and off the short list of candidates several times over a span of 45 years before the final take-up by the Abbott government   

it is a matter of uncertainty whether Badgery built the plane (a Cauldron bi-plane) on the family farm at Badgerys Creek or at Sutton Forest in the Southern Highlands (Pollard) 

 airports in Niagara-Ontario and Kansas named (respectively) after pioneering aviatrixesDorothy Rungeling and Amelia Earhart 

DeMille’s Lost “Egyptian City” Found in the Sand-dunes of Central Coast, CA

Archaeology, Cinema, Environmental, Heritage & Conservation, Local history, Memorabilia, Popular Culture

Mention “The Ten Commandments” to cinephiles and almost invariably they’ll think of the 1956 epic with Chuck Heston as the resolute Moses. But that was Cecil B DeMille’s second attempt at filming the Old Testament story, or his (Cold War-inspired) interpretation of it at least. Back when Hollywood was still in it’s adolescence, 1923, DeMille made a silent version of The Ten Commandments, in black and white with some sequences in Technicolor.

(Image: www.bestplaces.com)

The location chosen by DeMille for his first go at shooting the biblical epic was a barren 18-mile stretch of sand some 170 miles north of LA, at Guadalupe on California’s central coast. Today, the Guadalupe-Nipomo Dunes, as they are called, are a protected sea coast and wildlife refuge (eg, for the endangered western snowy plover) and largely unchanged, but for three months in 1923 it was a hive of mega-budget movie-making activity as DeMille transformed the empty dunes into a reconstruction of an ancient Egyptian city. DeMille chose the Guadalupe dunes for the movie set because he thought it might pass for the Egyptian desert (or at least the Sahara Desert) [‘Guadalupe-Nipomo Dunes’, Atlas Obscura, www.altasobscura.com].

𐅉 ‘10 Commandments’ of California in glorious “techni-tint”

Hollywood scale extravaganza
The set was massive scale, destined to become the director’s trademark – 120 foot high by 720 feet wide, erected by 1,500 construction workers, a twelve-story tall “Egyptian city” of plaster, wood and straw. The city’s human population comprised a further 3,500 actorsand technicians plus 125 cooks to feed the assembled masses. Add to these impressive numbers some 5,000 animals, 300 chariots and 21 plaster sphinxes. Statues of Pharaoh Rameses were eleven metres tall and the facade had a 110-foot high gate enclosure✧ [‘The Ten Commandments, (1923 film)’, Wikipedia, http://en.m.wikipedia.org; Bob Brier, Egyptomania: Our Three Thousand Year Obsession with the Land of the Pharaohs, (2013); www.lostcitydemille.com].

(Source: G-N Dune Center)

A Virtuous Camp DeMille?
DeMille had a huge makeshift tent city erected (nicknamed “Camp DeMille”) to house all of the personnel on the set. Perhaps, in keeping with the overtly religious theme of the film⊡, DeMille laid down strict rules of non-engagement for everyone involved on the production…men and women were billeted separately with no fraternisation allowed, no gambling, no alcohol and no coarse language [‘The Ten Commandments of 1923: The Exodus, Take One’, Patheos, 20-Apr-2012, www.patheos.com]. The alcohol ban adhered to the Prohibition rules in place in America at the time, but subsequent generations of beach-combing visitors to Guadalupe’s dunes have discovered evidence that participants on the movie set found a way round that…the debris of empty bottles of alcohol-laced cough syrup strewn all over the dunes [PJ Grisar, ‘How DeMille made his ‘Ten Commandments’ Jewish again’, Forward, 08-Apr-2020, www.forward.com].

A vanishing “Egyptian metropolis”
After filming of The Ten Commandments on the Central Coast finished in August 1923✥, what DeMille did next astounds. Instead of dismantling and hauling the costly set (the overall budget for the movie was a staggering $1.5M or more) back to Hollywood, DeMille had it bulldozed and buried in the Guadalupe dunes. The film-maker just didn’t want to be bothered with the logistics or expense of an enormous removal task and/or he didn’t want rival Hollywood film-makers or studios to get their hands on the set.

(Photo:www.fws.gov)

Unearthing cinematic artefacts
And there it sat—or shifted around in the constantly swirling winds of the dunes—for sixty years, one of Hollywood’s most expensive-ever film sets. Then in 1983 film-maker Peter Brosnan became intrigued after a chance encounter with the story, got hooked on it and spent the next 30 years searching for the site, finding it and trying (frustratingly) to excavate it. The project is ongoing, and has taken this length of time due to a combination of factors – local “red tape” (jurisdiction of the dunes falls under two separate counties); the site is a bird-life sanctuary with limited, seasonal access; plus there’s the extremely high cost of funding excavations. Over the years, archaeologists, both professional and amateur, have joined the quest to dig up DeMille’s treasure-trove. Buried replicas from DeMille’s Lost City have been unearthed including a 300-pound plaster sphinx which now resides in the Guadalupe-Nipomo Dunes Center [‘There’s a Fake Egyptian City Buried in California’, (Marissa Fessenden), Smithsonian Magazine, 15-Oct-2015, www.smithsonianmag.com]. Brosnan compiled his years of research, including interviews with surviving actors, extras and other crew members, into a documentary film, The Lost City of Cecil B. DeMille, screened in 2016.

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DeMille also bused in some 250 Orthodox Jews as extras to give the movie a more authentic Hebrew look
✧ Rameses’ ‘temple’ contained recreations of hieroglyphics copied from the discovery of King Tutankhamen’s tomb in 1922
⊡ certainly in keeping with the sternly moralising tone of DeMille’s film
✥ only part of the film was made on the Guadalupe dunes, the wonky parting of the Red Sea scene was shot at Seal Beach in Orange County, and a modern-day morality tale DeMille tacked on to the film was shot back at the studios