Friday, 6 April 2012

Just who does Samantha Brick think she is?

That's a question that a lot of people have been asking in the last few days, but I'm going to look beyond the ostensible issue of whether its specifically her self-declared beauty alone that is the root of all her problems.

Appearing on This Morning on Thursday, Eamonn Holmes asked her: "Is this all just a publicity stunt, and we've all fallen for it... Three days ago nobody had heard of you." Brick demurred: "I live in the middle of France. I live in the middle of the countryside, with my husband and our dogs. I'm a housewife first and foremost, I write part-time around my chores at home...."

That, it seems, is not much of a back-story, and one could be forgiven for thinking that the neophyte image may explain what some have taken to be naïveté on her part. She doesn't know what she's got herself into, because she's "just a housewife," right?

Or is she?

Brick actually has a fair bit of form when it comes to articles for the Daily Mail, which seem to hide self-loathing in a cloak of arrogant indignation. Apart the diet and beauty tips, these range from her bad times with "man-child" first husband "Jack" or "Damian" (depending on which story he's mentioned in), to an idyllic life in France with new French husband Pascal, even though he happily says he'll divorce her if she gets fat (and said as much to her parents on their first meeting!), and that he calls the shots on what she wears. So far, so control freak.

"Pascal Brick" - as he has frequently been referred to - looms large in Samantha's work for the Mail, and much humour has been been aimed in his direction, mainly due to his Village People-esque moustache, the visible podge hanging over his own belt in the piece about him not wanted her to get fat (!), and the fact that one photograph sees him in camouflage and brandishing a rifle, ready to lay waste to the local wildlife. But what of Life Before Pascal?

The top page of Brick's own website labels her a writer, journalist, and "award-winning producer." The latter, in fact, ties in with a couple of her pieces for the Mail. The first - "Catfights over handbags and tears in the toilets" - back in April 2009 describes the failure of Brick's independent TV production outfit, which she had hoped would be, "a female-only company with happy, harmonious workers benefiting from an absence of men." Although this sounds like an industrial tribunal waiting to happen (being a practical illegality, I would have thought), this failure was blame-absolvingly down to "the recession." In the article, Brick says that previously she, "was working as a TV executive producer making shows for top channels such as MTV, and based in Los Angeles."

In another piece for the Mail, from July 2010 - subtly titled "How TV is run by sexist pigs who only want one thing (and it’s not ratings)" - Brick describes in rather vague terms a long career in television, culminating in the aforementioned failure of her own company. The salient details include:
"My first job in TV was at the then London Weekend Television in 1993 - as a researcher in the current affairs department."

"My own career trajectory was down to sheer hard work and, despite the rejection of my boss’s friend during my time at ITV, by 1999, at the age of 29, I was appointed head of entertainment at Sky One."
Returning to Brick's website, the page on her television work states:
"Samantha is an award-winning producer and has worked in television for nearly twenty years, producing TV shows in the UK and the US. She has worked with global names, including; the Duchess of York Sarah Ferguson, David Beckham, Jordan/Katie Price, Sadie Frost, Pearl Lowe and the Primrose Hill set. She has made documentaries and reality shows for every major channel, including ITV, BBC and Channel 4 in the UK and in the US MTV, Fox and Bravo – amongst others."
It goes on to state that she, "ran Sky One’s successful entertainment department," gave the likes of Tess Daly and Russell Brand their TV breaks, followed by a stint in Los Angeles, "devising, pitching then exec-producing TV reality shows," before returning to the UK to start her own company. Amidst all that, though, there is only one programme she worked on identified by name: "producing, directing and co-creating the award winning series Ibiza Uncovered."

This sent me rummaging for my VHS tapes of said series, but reviewing the credits for the first episode revealed that the producer/director on it was Daniela Neumann. Persevering, I worked out that "Sam Brick" was actually the producer/director on episode 3 and 8 of the first series (with four others in the rôle on the remaining five episodes), although there was no creator credit on either it or the second series.

Armed with the version of her name that Brick had used professionally, she proved easy to find. Her IMDB page provides a fair few credits corroborating her own name-dropping, whilst elsewhere her meteoric rise through TVland is documented stage-by-stage.

Brick started at LWT, which made Ibiza Uncovered for Sky in 1997. In November 1999 Broadcast reported that while working as a producer for Hat Trick Productions, she was poached by Sky, "to become an executive producer with commissioning responsibilities for Sky One output." According to Music Week, by 2000 she was head of factual and entertainment programming for Sky, and in November 2001 it was reported that she had been poached by September Films. After working for September Films USA in Los Angeles, she returned to the UK to set up Sam Brick Entertainment Ltd. in mid-2005. Less than a year later, the company's first commission was Chubby Children for Living TV.

So what does all this tell us? Well, apart from the fact that we clearly shouldn't be calling hubby "Pascal Brick" (on balance, it seems highly unlikely he would have taken her surname!), it's pretty obvious that Brick herself is actually a hardened and seasoned media professional, rather than the naïve housewife writing part-time, as she has tried to suggest, and which sadly the rest of the industry seems happy to go along with. I mean, I'm assuming that her past career is known about, even if her fellow hacks and luvvies are choosing not to mention it as context to the whole story?

It also, of course, adds a very different dimension to Brick's apparent neuroses. Contrary to the impression of ordinariness she has tried to project (apart from her looks, of course), she has in fact spent the majority of her working like in an environment quite divorced from the everyday reality of the majority of the population, whether female or male. It is little wonder, then, that she has not only such a skewed view of the world, but also of how she thinks the world sees her....

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Thursday, 3 November 2011

What's wrong with this picture...?

When you're waiting on Underground station platforms, you're kind of forced to look at the posters, but most are forgotten by the time the train actually arrives. When I spotted this one yesterday, though, I had a nagging thought that there was something not quite right about it.

I mean, it seems a fairly ordinary aerial view of London, representing something that the organisers of the 2012 Festival think is appropriate to their event. The capital, obviously, embodied by familiar architecture such as Tower Bridge in the foreground, London Bridge beyond, City Hall, the new Shard...

But there was something missing, I was sure of it... something that should be clearly visible, but isn't...

Take a closer look:


Unfortunately, I haven't got a genuine picture from the same view, or even from Tower Bridge, but this one is taken sort of from the reverse angle:


Now, I might be wrong, but I'm pretty certain HMS Belfast hasn't been moved lately, and certainly not while the Shard's been under construction. So obviously one of the biggest tourist attractions in London doesn't meet with the approval of the organisers of the 2012 Festival, not even the fact of the ship's involvement in a little kerfuffle 70-odd years ago, the result of which means we actually have the freedom to enjoy things like the 2012 Festival.

It's even more surprising that the press doesn't seem to have noticed this piece of outrageous Photoshop revisionism.

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Thursday, 7 July 2011

Not forgotten

Wednesday, 8 June 2011

Prince Philip 90 today

On Prince Philip's 90th birthday, we seem to be affectionately celebrating his famous verbal gaffes, so looking back to a report in The Daily Express of 2 April 1957, let's remind ourselves they're by no means a new trait! The day before he had attended the London premiere of Yangtse Incident - The Story of HMS Amethyst - a fitting patron, given his sterling service with the Royal Navy during the Second World War on the destroyers HMS Wallace (during the Invasion of Sicily), and HMS Whelp in the Pacific....
    Last Night was blue moon night for Prince Philip.
    He was walking along a line of six petty officer survivors of H.M.S. Amethyst, at the premiere of the film Yangtse Incident in the foyer of the Plaza Theatre.
    Commander Kerans of the Amethyst was making the introductions. Prince Philip said a word here, and a word there.
    Then he stopped squarely in front of the third man, Chief Petty Officer Leonard Williams, who was senior engine room artificer in the Amethyst.
    "And what ship are you serving now?" asked Prince Philip.
    C.P.O. Williams looked surprised. He gulped slightly. "In the royal yacht, Sir. I've been in her three and a half years, Sir."
    Prince Philip looked shocked. Then confused. His face turned pink. He mumbled an apology, and went on down the line.
    A couple of seconds later he was back again in front of C.P.O. Williams, blushing hard.
    "I'm really very sorry; what a blunder I've made... the biggest blunder ever," said Prince Philip.
    C.P.O. Williams, 37, stocky, and reliable, rose magnificently to the occasion when the Amethyst wanted everything she had from the engine room of the Amethyst, was up to this one too.
    He just smiled quietly and said: "That's all right, Sir - one can't remember everybody."


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Sunday, 14 November 2010

14/15 November 1940: The London Underground on this day 70 years ago

Sixty-ninth day of the London Blitz.

At 14:15 on Thursday 14 November 1940, District line services suspended between St James's Park and Charing Cross [now Embankment] until 15:50 due to Engineer's possession of line.[1]

At 18:14 a High Explosive bomb penetrated the Circle line tunnel between High Street Kensington and Gloucester Road, damaging the track and signalling cables.[2][3] Services suspended between Baker Street and South Kensington, West Kensington and South Kensington, and between Parson's Green and Earl's Court. Resumed Baker Street to Edgware Road at 18:48; Earl's Court to Parson's Green, and Earl's Court to West Kensington at 20:00; and District line to South Kensington at 20:48.[4]

Northbound Northern line services reversed at Euston between 21:13 and 22:03 due to a defective train.[4]

At 08:00 on the 15th, the following working conditions were reported:
Metropolitan line
Tunnel damage between Gloucester Road and High Street Kensington - service suspended between those stations.[7]

Unexploded Bombs

Category A

Nil.

Category B

1. Latimer Road 21/10.
2. Morden Depot 10/11 between No. 13 and 14 roads. No interference with working.

Category C

Nil.[8]

[1] Railway Executive Committee: Files: Form RWD1, 06:00-18:00 14/11/40, sheet 1 [Kew: National Archives, reference AN 2/1106]
[2] Railway Executive Committee: Files: Form D2, 18:00 14/11/40 to 06:00 15/11/40, sheet 2 [Kew: National Archives, reference AN 2/1106]
[3] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Damage Appreciation 14-15/11/40, page 8 [Kew: National Archives, reference HO 201/4]
[4] Railway Executive Committee: Files: Form RWD1, 06:00-18:00 15/11/40, sheet 1 [Kew: National Archives, reference AN 2/1106]
[7] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Railway Situation Report at 08:00 15/11/40, page 1 [Kew: National Archives, reference HO 201/4]
[8] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Railway Situation Report at 08:00 15/11/40, page 3 [Kew: National Archives, reference HO 201/4]


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Saturday, 13 November 2010

13/14 November 1940: The London Underground on this day 70 years ago

Sixty-eighth day of the London Blitz.

At 08:03 on Thursday 13 November 1940, westbound District line services were reversed at Mansion House due to cable trouble at Charing Cross (now Embankment). Services extended to reversing at Charing Cross at 12:02, and at St James's Park at 15:51.[1]

At 08:00 on the 11th, the following working conditions were reported:
Unexploded Bombs

Category A

Nil.

Category B

1. Latimer Road 21/10.
2. Morden Depot 10/11, between No. 13 and 14 roads. No interference with working.

Category C

Nil.[2]

[1] Railway Executive Committee: Files: Form RWD1, 06:00-18:00 13/11/40, sheet 1 [Kew: National Archives, reference AN 2/1106]
[2] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Railway Situation Report at 08:00 14/11/40, page 3 [Kew: National Archives, reference HO 201/4]


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Friday, 12 November 2010

12/13 November 1940: The London Underground on this day 70 years ago

Sixty-seventh day of the London Blitz.

At 19:15 on Wednesday 12 November 1940, a bomb outside Belsize Park Northern line station shattered glass in the ticket hall.[1]

A 250kg bomb just south of Swiss Cottage Bakerloo line station cracked three tunnel segments at 20:05.[1][3] Services reversed at West Hampstead until through running resumed under a 5 mph speed restriction at 21:50.[2]


Piccadilly line Up and Down tracks damaged by a bomb between Acton Town and South Ealing at 20:45.[1]

At 21:50 a large calibre bomb scored a direct hit on Sloane Square station, causing extensive damage to the ticket hall and platforms. High-tension, signal, and lighting cables were also damaged. Two gas mains were severed and set on fire. Initial reports described the rear car of a train standing at the platform as being, "cut in two," that forty people had been killed, and twenty injured enough to require treatment on-site.[1][4] Northern line current off London Bridge to Clapham Common; restored London Bridge to Kennington at 22:20, and to Clapham Common at 20:48. District line services suspended between Earl's Court and Bow Road; resumed Mansion House to Bow Road at 00:09 on the 13th, and between St James Park and Mansion House at 10:05.[2] The following day the casualty figures were revised to 28 kill, and 40 to 50 injured.[5]

At 22:35 three High Explosive bombs hit Wood Lane Hammersmith & City line station (situated just south of the new station of that name), partly demolishing one viaduct arch, and a platform. Gas mains were also broken.[1][4]

At 00:15 on the 13th, windows at New Cross station were broken by a bomb explosion.[6]

At 08:00 on the 11th, the following working conditions were reported:
Serious damage Sloane Square station 21:15 12/11. Lines completely blocked. Train partially caught under debris. Over 40 fatalities.

Some damage to tube tunnel on Bakerloo south of Swiss Cottage station. Segments cracked - trains passing under speed restriction.

Damage at Wood Lane (Hammersmith and City). Line already closed by UXB at Latimer Road.

District line - services suspended between South Kensington and St James's Park.[7]

Unexploded Bombs

Category A

Nil.

Category B

1. Latimer Road 21/10.
2. Morden Depot 10/11 between No. 13 and 14 roads. No interference with working.

Category C

Nil.[8]

Sloane Square Station


At 10:00 on the 13th, Lt-Col. AHL Mount, the Chief Inspecting Officer of Railways at the Ministry of Transport, visited the bomb site, along with the LPTB's Engineer-in-Chief, VAM Robertson, and other Board staff, and later reported:
"At 9.45 pm on 12/11, an H.E. bomb (250 kilo?) hit the booking hall and exploded on contact with the main girder supporting it and nearest to the tunnel. Three or four of the adjacent main girders were also damaged and a portion of the tunnel arch (5 rings) was blown away. The whole of the booking hall, a single storey building but of sufficient strength to carry a 10-storey building proposed for future erection, was demolished, the side walls of the station being blown outwards. The escalators on each side were wrecked, as also much of the station roof.

These works have only recently been completed at a cost of about £70,000 (verified later £72,000)."
He noted that the bomb exploded some 100 feet (30 metres) from an 8 foot (2.4 metres) main sewer, which could have potentially released five million cubic feet (1.4 billion litres) of water into the tunnel. This had not happened, but gas mains had been severed and set on fire, making rescue work so difficult that it had to be done via the tunnel to South Kensington, rather than directly through the station.
"The debris enveloped an outgoing 6-car west-bound train, completely wrecking it and killing passengers therein. A number of other passengers were also killed in the booking hall and possibly on both platforms, making a provisional total of 22. In addition, 9 of the Traffic Operating Staff and 9 of the Board's Bus Staff were apparently killed in the adjacent mess room, making a total of approximately 40 deaths; in addition, 14 persons are also reported as injured."
It was estimated that it would take some six days to clear the line to traffic, and the contractors - Mowlems - had already started the work, although they had requested additional manpower from the 691st Company, Pioneer Corps, as they were already overstretched clearing previous damage at Farringdon station.

On 28 November Mount reported that a 10-ton crane with a 100 foot reach had been brought in to remove the roof girders, escalators, and other debris. Although sagging, the cross girders were judge strong enough to support a temporary ticket hall, and staircases were to be provided from pavement level. It was anticipated that the station could re-open in a few more days, although some roof covering had yet to be provided. Mount detailed the work done thus far:
"The clearance of the track was effected by 25/11, namely in 12 working days, 7.30 am till 5.30 pm, 120 working hours, with a force of labour varying from a minimum of 60 to a maximum of 140 - equivalent to some 11,000 man hours."
It was later determined that rather than being a 250 kg device, it had actually been a 1,400 kg semi-armour piercing bomb - the same type that caused so much destruction at Balham a month previously.[9]

The final death toll was 37 - details here.

[1] Railway Executive Committee: Files: Form D2, 18:00 12/11/40 to 06:00 13/11/40, sheet 3 [Kew: National Archives, reference AN 2/1106]
[2] Railway Executive Committee: Files: Form RWD2, 18:00 12/11/40 to 06:00 13/11/40, sheet 1 [Kew: National Archives, reference AN 2/1106]
[3] Ministry of Home Security, Research and Experiments Department: Registered Papers: Damage to underground railways, drawing 25B [Kew: National Archives, reference HO 192/8]
[4] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Damage Appreciation 12-13/11/40, page 6 [Kew: National Archives, reference HO 201/4]
[5] Railway Executive Committee: Files: Form D1, 06:00-18:00 13/11/40, page 2 [Kew: National Archives, reference AN 2/1106]
[6] Railway Executive Committee: Files: Form D2, 18:00 12/11/40 to 06:00 13/11/40, sheet 2 [Kew: National Archives, reference AN 2/1106]
[7] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Railway Situation Report at 08:00 13/11/40, page 1 [Kew: National Archives, reference HO 201/4]
[8] Ministry of Home Security, Key Points Intelligence Directorate: Reports and Papers, Daily Reports - November 1940: Railway Situation Report at 08:00 13/11/40, page 3 [Kew: National Archives, reference HO 201/4]
[9] Ministry of Transport and successors, Railway Divisions: Correspondence and Papers, Air Raid Damage - Underground Railways, 1940-1941 [Kew: National Archives, reference MT 6/2759]


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