Search Results for: NPR

Purple Pain

Rob Burns / AP, Getty

Matthew Miles Goodrich | Longreads | July 2018 | 11 minutes (2,837 words)

 

I came to inside a CAT scan machine. Not a revelation  — I didn’t spring up and bang my bruised face against the cool metal of the medical marvel  —  but a recognition, a lugubrious return to my cognizance. I surmised I was in a hospital and, broken bones considered, that was a good place to be.

At least my trauma had a sense of humor. I couldn’t remember where I had been before landing inside the CAT scan machine, but I could tell you the song that had been rattling around my concussed head. It was Prince’s “Purple Rain.”

Inside the giant X-ray assessing the damage, I became aware that I was humming along to the song’s rhythmic chug. As the fog of my brain injury lifted, cueing the sharpening of the prickly sensations upon my skull, I eked the lyrics out of my memory: “Never meant to cause you any sorrow / never meant to cause you any pain.”

***

I cried the first time I heard “Purple Rain.” (This puts Prince in a broad category of musicians that runs the gamut from Television to Miles Davis to Taylor Swift.) It’s not only, in my opinion, Prince’s best song — a tough contest, to be sure, considering “Little Red Corvette” — but also one of the best songs ever written. That’s a rare achievement for a ballad, a genre whose slow-burning schmaltz tends to yank at the heartstrings rather than soar for the stars. “Purple Rain” does both, thanks to Prince’s lilting lyrics, addressing a hurt and harmed “you,” and that teasing, probing, undulating guitar solo. Prince carries us with him along every bent note, with the ebb and flow of a prom-night sway. “Purple Rain” is sad, tender, and triumphant, the sound of the most painful part of any relationship: the letting go.

“Purple Rain” is a letting go.

Price died on April 21, 2016, the same day I turned 23. He achieved a rare ubiquity in my adolescence: His iconography was everywhere and his music was nowhere. I knew he was once the “Artist Formerly Known As Prince,” the only satisfying pronunciation of the unpronounceable symbol that he performed under for a spate in the ’90s. His stare on the cover of “Purple Rain” — which has him festooned like some courtier draped around a fanged motorcycle as mist threatens to envelop him — told me everything I needed to know. Just as his career was fraught with disputes with record labels, making for spotty access to his albums in the post-Napster era, Prince’s stare was a diva’s: pouty, churlish, provocative, longing, damaged.

My first exposure to Prince came in high school. It was around the time I started playing guitar. Looking for a hero, I found a 2004 video of him, Tom Petty, Steve Winwood, and others paying tribute to George Harrison at the Rock and Roll Hall of Fame induction ceremony, trading verses of “While My Guitar Gently Weeps.” The version of the video I saw promised “the BEST guitar solo in music history.”

Prince’s histrionics begin after the final verse, his solo coloring the A minor chord with a chromatic descent. He takes a few bars, then a few more, barrelling over Petty’s attempts to steer the group back to the chorus. With his shirt unbuttoned to his midriff, Prince kneads the frets, thrusting the guitar into his groin and wielding its neck like a phallus. With each elongated note and ecstatic contortion of his lips, he scales a new climax, thrusting and weaving and longing. The panache with which he falls onto a cameraman only to rise again, still playing, would have been unworkable from any less of a showman, but Prince sells it with orgasmic euphoria. Harrison’s son beams at Prince from onstage. The band finishes. Prince tosses his instrument. The camera zooms out. The guitar goes up. It doesn’t come down.

Read more…

Leaving a Good Man Is Hard To Do

Getty / Photo illustration by Katie Kosma

Kelli María Korducki | Excerpt adapted from Hard To Do: The Surprising, Feminist History of Breaking Up | May 2018 | 13 minutes (3,558 words)

Several years ago, in the immediate aftermath of the prolonged and heart-wrenching breakup that persisted in destroying my entire life over the course of many months, a friend sent me an essay she thought I should read. She was also in the middle of a breakup — a divorce — and we had met a few years earlier through the partners we were simultaneously losing. As one terrible summer faded into an even bleaker fall, we became Gchat pen pals in an ongoing correspondence of mutual despair.

I was officially single and deeply ashamed. To me, my breakup had constituted a karmic injustice that I could have stopped — against my wonderful former partner, against our respective families, and against the scores of women throughout history who’d been denied the love and respect of a Good Man. My friend told me she looked at this must-read piece from time to time, whenever she was feeling scared about the future. I still wasn’t sure that I might have one.

Go, even though you love him.
Go, even though he’s kind and faithful and dear to you.
Go, even though he’s your best friend and you’re his.
Go, even though you can’t imagine your life without him.
Go, even though he adores you and your leaving will devastate him.
Go, even though your friends will be disappointed or surprised or pissed off or all three.
Go, even though you once said you would stay. Go, even though you’re afraid of being alone.
Go, even though you’re sure no one will ever love you as well as he does.
Go, even though there is nowhere to go.
Go, even though you don’t know exactly why you can’t stay.
Go, because you want to. Because wanting to leave is enough.

Read more…

How Japan Deals with the Remains of Your Days

Office Lady leaving Tokyo Apartment (Photo by Karen Kasmauski/Corbis via Getty Images)

Japan’s declining birthrate and its shrinking elderly population has created the perfect conditions for a booming business: the clean-out industry.

At Bloomberg Businessweek, Adam Minter reports on how, perhaps after your “lonely death” where there is no one left to mourn you, someone has to clean out your apartment and deal with all your stuff. Japanese culture, with its bent toward reuse and recycling, is selling shipping container after shipping container of second-hand goods to places like Cambodia and the Philippines, where the quality associated with Japanese manufacturing puts the goods in high demand.

The roots of the problem reach back to the country’s post-World War II boom years, which produced levels of consumption unprecedented in historically conservative Japan. But that lifestyle burst with Japan’s asset bubble in the early 1990s. The resulting economic insecurity is leading young Japanese people to put off marriage and children—or skip them altogether. What’s left is one of the world’s oldest societies, millions of junk-filled homes, and a dearth of heirs.

Han is kneeling in the widow’s kitchen, surrounded by cardboard boxes filled with salable goods such as dishes, lacquerware, and half-full bottles of Scotch and sake. She’s 50 years old, has a round, youthful face framed by a short bob of hair, and wears a tan apron with two large pockets to carry pens, markers, and tape. Her family is ethnically Korean, but Han’s lived in Japan all her life. She used to belong to the cabin crew of Japan Airlines, and it shows: She works through the widow’s apartment with the ruthless efficiency of a flight attendant collecting meal trays. But she also exudes a sisterly warmth, offering the widow intermittent advice on dealing with grief. Personability is an essential quality for a clean-out professional. Competition is stiff, and jobs are often won on the amount of empathy the would-be cleaner is able to project. When she’s not cleaning out, or selling the property she just removed, Han travels around Japan bidding for jobs. It’s next to impossible to pin her down for even a meal.

Read the story

Big Pharma Has No Comment, But Would Still Like All Your Tax Dollars

From 2008 to 2016, the amount that state Medicaid programs spend on prescription drugs almost doubled. NPR and the Center for Public Integrity wanted to understand why, so reporters Liz Essley Whyte, Joe Yerardi, and Alison Kodjak interviewed dozens of people and dug through hundreds of pages of data, financial disclosures, and court reports. Following the money and influence led back to the people benefitting the most: drug companies, and the doctors on their payrolls.

Pharmaceutical firms have tremendous incentives to be included on states’ lists: It makes doctors far more likely to prescribe their drug to Medicaid patients and can encourage other insurers to follow suit. To nab spots on the coveted lists, drugmakers often offer the states discounts known as “supplemental rebates,” called supplemental because they come on top of other price concessions required by federal law.

The drug committee meetings where those list decisions are made are a frequent destination for drug company representatives — and those who benefit from their largesse.

At the Texas meeting alone, 12 people advocated for the state’s list to include brand-name antipsychotic drugs, especially the expensive ones. Five of the speakers worked for drug companies. One represented a patient advocacy group that gets significant funding from drugmakers. At least four of the remaining six, including Patel, had ties to drugmakers despite claiming to represent themselves.

Another psychiatrist, Matthew Brams, praised injectable mental health drugs and mentioned that he had researched them in the past. But he did not disclose the more than $181,000 their makers Otsuka and Alkermes PLC paid him to speak about them over the past two years, according to the federal Open Payments database.

Patel, Brams, Otsuka and Alkermes did not respond to requests for comment.

Read the story

We Have Always Lived in the House

Spiffy J / Getty

Victoria Comella | Longreads | July 2018 | 16 minutes (3,784 words)

 

It was a good house, the one where we lived together as a family. It was — still is — a white colonial with black shutters in Loudonville, New York, a small suburban hamlet just outside Albany. Built in the 1920s, it was old but solid with a strong foundation and sturdy walls that housed a perfectly wonderful childhood. I was happy there with my parents and my older sister, and we did what most families do in their houses: We built memories. We built them not knowing at the time they would become memories. That someday in the not-too-distant future we’d look back on those times in the house and wonder where it all went. Wonder who we were in that house, and if those people living that life could have in fact been us.

But it was us. In that house.

And the house would be the last place I’d see my mother alive.

***

A week before I left the house, set to head east to Boston to start my freshman year at Northeastern University, the twin towers fell 150 miles south of where I was standing. The floodgates opened then as I hovered on the brink of adulthood, and in rushed the awareness of just how rocky the terrain of life outside the house could be. How big the world was but also how untenable, how volatile, and how those strong, sturdy walls I had been so desperate to break free of as a teenager were also, perhaps, more important than I’d thought.

During college I would move into three different apartments — Back Bay to Allston then back again. I would see the depression of an entire city the day after the Red Sox lost the 2003 American League Championship Series against the Yankees, and I would be there the following year to watch the city break an 86-year curse to win the World Series before graduating eight months later. In January 2006, I left Boston for New York City after having landed a dream publishing job as a publicity assistant at Penguin. I slept on the floor in an apartment in Williamsburg — before Williamsburg was cool — that belonged to two friends who were in a band. We’d brush our teeth in the kitchen because the bathroom didn’t have a sink.

Everything I had was in a duffel bag. It wasn’t home, but it was New York and it was where my stuff was.

Read more…

The Blue Ridge Country King

AP Photo/Steve Helber

John Lingan | Homeplace: A Southern Town, A Country Legend, and The Last Days of a Mountaintop Honky-Tonk| Houghton Mifflin Harcourt | July 2018 | 21 minutes (5,796 words)

Sure, there’s a quick way to the Troubadour Bar & Lounge: starting from Berkeley Springs, West Virginia, population 624, you simply turn onto Route 38/3, Johnson’s Mill Road, and head up into the Blue Ridge. Swing along pendulous mountain curves that ease past wide grass fields, up through dense tunnels of pin oak and pine. Take it slow at the one-lane wooden bridge and again at the hairpin turn by the vaunting power-line interchange. Past the cemetery, with its green-tinted graves so old that the names and dates are just half-disappeared scars. Then on through the final hypnotic stretch of forest, still on a roller-coaster incline that demands another inch down on the gas just as you might be compelled to slow up and address your lord.

Again, that’s the quick way, only 20 or so minutes of alert mountain driving. But if you aren’t coming from Berkeley Springs — if you’re coming from Capon Bridge, Gerrardstown, Hedgesville, Paw Paw, or any of the dozens of other panhandle towns too small for maps — then it’s even longer. Then it’s all woods, up and down hills with no visible end, past spray-painted houses made of plywood and exposed Tyvek. Look out for smeared snakes and exploded deer, and prepare for shaky trips across metal bridges high above the Potomac’s minor branches. Down below, to the boys swimming in T-shirts and waterproof shoes, your car’s faraway rumble might as well be distant thunder. Read more…

Getting Tricked by Helen DeWitt

Sportpoint / Getty

Brittany Allen | Longreads | July 2018 | 7 minutes (1,809 words)

Different writers call for different verbs. With Mary Karr, I go galloping. E.M. Forster wants to waltz. I hopscotch with George Saunders and craft, as in beaded amulets, with Helen Oyeyemi. Elena Ferrante is usually trying to slap me, and Denis Johnson is plummeting: out of windows, out of planes. Reading Helen DeWitt is puzzling, but not the kind of puzzling that will eventually resolve and make some pretty picture on a box.

There is the urge to go spelunking through her books, to descend into the mad caves and walk the corridors and labyrinthine tunnels, in search of meaning (or…treasure? Uh-oh, here goes the metaphor). But I discovered — about five stories in to DeWitt’s bursting, bizarre new story collection, Some Trick (New Directions) that the most pleasurable way to be with her fiction calls for a verb that requires no gear. What you really ought to do with DeWitt’s prose is dance with it. But I’m not talking waltz: these words want a fast-paced, hectic, muscular dance. Picture a foxtrot, breakdance, 15-step. I had the most fun getting “tricked” when I elected, as a reader, to live for the flash of poetic symmetry in a DeWittian gesture, parseable in the middle of some huge, hectic movement — the revelation sentence, the left turn ending line, the belly laugh one-liner out of seemingly nowhere. Less joy came from digging through the dark matter and attempting to make some neat narrative from the many objects in this collection. In DeWitt’s case, it is best to simply follow this dizzy mind where it leads, and be delighted. Prepare to sweat on the journey, though. Read more…

The Wheel, the Woman, and the Human Body

CTK via AP Images

Margaret Guroff | The Mechanical Horse | University of Texas Press | April 2016 | 35 minutes (4,915 words)

Angeline Allen must have been pleased. On October 28, 1893, the 20-something divorcée, an aspiring model, made the cover of the country’s most popular men’s magazine, a titillating journal of crime, sport, and cheesecake called the National Police Gazette. Granted, the reason wasn’t Allen’s “wealth of golden hair” or “strikingly pretty face,” though the magazine mentioned both. Rather, the cover story was about Allen’s attire during a recent bicycle ride near her Newark, New Jersey, home. The “eccentric” young woman had ridden through town in “a costume that caused hundreds to turn and gaze in astonishment,” the Gazette reported.

The story’s headline summed up the cause of fascination: “She Wore Trousers” — dark blue corduroy bloomers, to be exact, snug around the calves and puffy above the knees. “She rode her wheel through the principal streets in a leisurely manner and appeared to be utterly oblivious of the sensation she was causing,” according to the reporter.

It is unlikely Allen was truly oblivious, having already shown an exhibitionistic streak over the summer when she appeared on an Asbury Park, New Jersey, beach in a bathing skirt that “did not reach within many inches of her knees,” according to a disapproving newspaper report. (“Her stockings or tights were of light blue silk,” the report added.) Allen didn’t mind people noticing her revealing outfits — “that’s what I wear them for,” she told one reporter — and she kept cycling around Newark in pants despite the journalistic scolding. As another paper reported that November, “The natives watch for her with bated breath, and her appearance is the signal for a rush to all the front windows along the street.”

For a grown woman to reveal so much leg in public was a staggeringly brazen act. What was noticeably unnoteworthy by then was Allen’s choice of vehicle. Ten years earlier, all bicycles had been high-wheelers, and riding one had been largely the province of daring, athletic men. The women who had attempted it were seen as acrobats, hussies, or freaks; one female performer who rode a high-wheeler in the early 1880s was perceived as “a sort of semi-monster,” another woman reported. But by the early 1890s, the bike had undergone a transformation. Allen’s machine — a so-called safety bicycle — had two thigh-high wheels; air-filled rubber tires; and rear-wheel drive, with a chain to transmit power from the pedals. In fact, it looked a lot like a 21st-century commuter bike, and it had become nearly as acceptable as one. Even the fashion police who scorned Allen’s riding outfit didn’t object to her riding.

What had happened to the bicycle in the interim? Market expansion. In the 1880s, when bicycle makers had begun to saturate the limited market for high-wheelers, they sought products to entice other would-be riders, particularly men who had aged out of the strenuous high-wheel lifestyle. In the United States, where bad roads made tricycle ridership impractical, the sales potential for an easy-to-ride bicycle looked stronger than in Europe. In response, manufacturers on both sides of the Atlantic created a profusion of high-tech two-wheelers, including models with foot levers instead of pedals; “geared up” bikes with chains and sprockets that spun the driving wheel more than once for each rotation of the cycle’s cranks; and a supposedly header-proof version with the small wheel in the front and the big wheel in the rear. Riders and makers started calling the standard high-wheeler an “Ordinary” to distinguish it from experimental models.

Several of the new bikes used geared-up rear-wheel drive as a way to bring the rider closer to the ground. The most influential of these was the English Rover, with a rear driving wheel only thirty inches tall that had as much force as a 50-inch Ordinary wheel. (Even today, American bicycle gears are measured in “gear inches,” which indicate how tall an Ordinary wheel of equivalent force would be.) At 36 inches, the Rover’s front wheel was slightly bigger than its rear one, but apart from that, the machine looked as streamlined as some models of fifty or a hundred years later.

Introduced in England in 1885, the Rover Safety Bicycle delivered the speed of an Ordinary, but with a greatly diminished risk of skull fracture from flying over the handlebars. The Rover’s manufacturer made some quick refinements, and a model with same-sized wheels caught on in Britain and inspired a fleet of imitators: low-mount, rear-wheel-drive bikes also called “safeties.”

The major US manufacturers weren’t impressed by this new low profile, though; they dismissed the safety style as a mistake. In 1886, after a two-month tour of England’s bicycle factories, the US industry titan Albert Pope expressed confidence in his high-wheeler: “I looked at nearly all the principal [English] makes and I could not find a point that was in any way an improvement over our own.” Echoed his lieutenant, George H. Day, who also made the trip, “Every innovation is regarded as a trap.”

But when imported safeties hit the US market in the spring of 1887, the machines found eager buyers; Pope and other American cycle makers scrambled to put out their own versions of the header-resistant contraptions. By November, the safety bicycle was established in the United States as the modern option for men, even though its low wheels evoked the comically old-timey velocipede of 20 years prior, as one bard made clear in the accented voice of an immigrant child:

In days of old, full many a time
You’ve heard it told, in prose and rhyme,
How down the street a wheelman came,
And chanced to meet his beauteous flame
Just where a pup in ambush lay,
To tip him up upon the way,
And make him wish that he was dead,
While gyrating upon his head.
In days of old
You’ve heard it told.
But nowadays, it’s otherwise.
The safety craze new joy supplies;
The boulders lose their terrors grim,
Stray cans and shoes are naught to him;
He laughs at rocks, he kicks the pup,
But, in the end, things even up;
For, as his maid he gayly greets,
Some unwashed urchin always bleats —
“Hi, look at der big man on der melosipetes!”

For a short time, Ordinaries and safeties coexisted like Neanderthals and Homo sapiens, with the bigger, older species continuing to inhabit its traditional niche while the smaller, nimbler creature carved out a new one. “I do not think that [the safety] will hurt the sale of the Ordinary bicycle,” predicted one US industry watcher in late 1887. “It will open the pleasures of cycling to a great many who have been afraid to venture upon a high machine.” The writer was thinking of physicians and other “professional men” for whom an Ordinary was too dangerous, but some enthusiasts suspected that the safety would also appeal to female riders. Offering women “a clumsy wheelbarrow of a tricycle” to ride while men zip around on slender bikes, wrote one sympathetic man, “is offering a woman a stone to eat while men have soft biscuit.”

And the safety bicycle’s low profile did intrigue many American women, especially after the spring of 1888, when makers offered a drop-frame version, in which the bike’s top bar scooped downward to make room for a lady rider’s long skirts. As one woman reported that year, “A sudden desire began to awake in the feminine mind to ascertain for itself by personal experience, what were those joys of the two-wheeler which they had so often heard boastfully vaunted as superior, a thousand times, to the more sober delights of the staid tricycle.”

With the safety’s smaller wheels, its ride was bumpier than the Ordinary’s at first. But then came the pneumatic tire. Devised in Ireland in 1888 by a veterinarian named John Boyd Dunlop, who was seeking a faster ride for his son’s trike, the air-filled rubber tube cushioned the road’s ruts and bulges in a way that springs and other early shock-absorbing devices never could. This marvel arrived in the United States by 1890 and became standard equipment on American safeties within a few years. “It permitted travel on streets and roads previously thought unrideable,” recalled an American journalist of the time, “and added to cycling a degree of ease and comfort never dreamed of.”

In the 1890s, bikes got lighter as well as more comfortable. The average weight of a bicycle dropped by more than half during the decade’s first five years, falling from 50 pounds to 23. And since new gearings were able to mimic wheels larger than those of the largest Ordinary, speed records fell too. In 1894, while riding a pneumatic-tired safety around a track in Buffalo, New York, the racer John S. Johnson went a mile in just over one minute and thirty-five seconds, a rate of nearly thirty-eight miles an hour. He beat the previous mile record for a safety by fourteen seconds, and the record for an Ordinary by nearly a minute–and the record for a running horse by one-tenth of a second.

The Ordinary — which had by then acquired the derisive nickname of “penny-farthing,” after the old British penny and much smaller farthing (quarter-penny) coins ─ became obsolete. High-wheelers that had sold for $150 to $300 just a year or two earlier were going for as little as $10.

The first safeties, meanwhile, cost an average of $150 during a time when the average worker earned something like $12 a week. At such prices, the new bikes targeted the same upscale demographic as the tricycle. But a strong market for safeties among well-to-do women goosed production, and competition among manufacturers reduced prices, making the bikes affordable to more would-be riders — and further fueling demand. In 1895, America’s 300 bicycle companies produced 500,000 safeties at an average price of $75, according to one encyclopedia’s yearbook. Even manufacturers were surprised at the demand among women, who thrilled to the new machine’s exhilarating ride. As one female journalist wrote, “If a pitying Providence should suddenly fit light, strong wings to the back of a toiling tortoise, that patient cumberer of the ground could hardly feel a more astonishing sense of exhilaration than a woman experiences when first she becomes a mistress of her wheel.”

It wasn’t just that women enjoyed the physical sensation of riding — the rush of balancing and cruising. What made the bicycle truly liberating was its fundamental incompatibility with many of the limits placed on women. Take clothing, for example. Starting at puberty, women were expected to wear heavy floor-length skirts, rigid corsets, and tight, pointy-toed shoes. These garments made any sort of physical exertion difficult, as young girls sadly discovered. “I ‘ran wild’ until my 16th birthday, when the hampering long skirts were brought, with their accompanying corset and high heels,” recalled the temperance activist Frances Willard in an 1895 memoir. “I remember writing in my journal, in the first heartbreak of a young human colt taken from its pleasant pasture, ‘Altogether, I recognize that my occupation is gone.’” Reformers had been calling for more sensible clothing for women since the 1850s, when the newspaper editor Amelia Bloomer wore the baggy trousers that critics named after her, but rational arguments hadn’t made much headway.

Where reason failed, though, recreation succeeded. The drop-frame safety did allow women to ride in dresses, but not in the swagged, voluminous frocks of the Victorian parlor. Female cyclists had to don simple, “short” (that is, ankle-length) skirts in order to avoid getting them caught under the bicycle’s rear wheel. And to keep them from flying up, some women had tailors put weights in their hems or line their skirt fronts with leather. Other women, like Angeline Allen, shucked their dresses altogether and wore bloomers. The display that reporters had deemed shocking in 1893 became commonplace just a few years later as more and more women started riding. “The eye of the spectator has long since become accustomed to costumes once conspicuous,” wrote an American journalist in 1895. “Bloomer and tailor-made alike ride on unchallenged.” (For her part, Allen may well have given up riding, but not scandal; she progressed to posing onstage in scanty attire for re-creations of famous paintings, a risqué popular amusement.)

Bicyclists’ corsets changed too, though less publicly. The corset of the 1880s was an armpit-to-hip garment stiffened with whalebone stays, which helped the hips support heavy skirts that hung from the waist. But while corsets braced women’s torsos, they also weakened their wearers, squeezing women’s lungs and displacing other internal organs, making deep breaths impossible. Out of necessity, female cyclists looked for alternatives, and many chose another garment that had been advocated by dress reformers decades earlier: a sturdy, waist-length cotton camisole with shoulder straps. When introduced in the 1870s, this garment was called an “emancipation waist,” and it featured a horizontal band of buttons at the hem, to which drawers or a skirt could be attached. Later versions were named “health waist” or, finally, “bicycle waist.” One 1896 model included elastic insets; its maker promised the wearer “perfect comfort — a sound pair of lungs — a graceful figure and rosy cheeks.” All for $1, postpaid.

If women’s clothing constrained them, so did their role in society. More Americans than ever worked outside the home; by 1880, farmers made up a little less than half of the country’s labor force. But even among the urban working class, married women typically stayed home during the day to cook, clean, tend to children, and often manufacture homemade goods for sale. Meanwhile, their husbands, sons, and unmarried daughters toiled in factories, shops, offices, and other people’s houses. Many Americans came to believe that men and women naturally inhabited two separate spheres: men held sway in business, politics, and other public arenas, and women took charge of the home. For most middle-class women, respectability meant appearing in public only under certain circumstances ─ such as while shopping ─ and making as small an impression as possible. “A true lady walks the streets unostentatiously and with becoming reserve,” instructed an 1889 etiquette manual. “She appears unconscious of all sights and sounds which a lady ought not to perceive.”

In addition, an unmarried young woman didn’t go out without a chaperone, usually an older female relative. Being seen on an unchaperoned date, even at a restaurant or other public place, could be cause for social ruin. An 1887 etiquette guide warned against sailing excursions, for example, lest the boat be becalmed overnight: “A single careless act of this sort may be remembered spitefully against a girl for many years.”

The bicycle challenged all that. Wives who had stayed close to home — venturing out only on foot, by trolley, or, if wealthy, with a driver and horse-drawn carriage — were suddenly able to travel miles on their own. Being so mobile, and so visible, was a revelation to many. “The world is a new and another sphere under the bicyclist’s observation,” wrote one female journalist. “Here is a process of locomotion that is absolutely at her command.” If a woman’s sphere begins to feel too small, wrote another, “the sufferer can do no better than to flatten her sphere to a circle, mount it, and take to the road.”

As for unmarried women, manners mavens urged them to cycle only with chaperones, but the rule didn’t take. “New social laws have been enacted to meet the requirements of the new order,” reported one newspaper editor in 1896. “Parents who will not allow their daughters to accompany young men to the theatre without chaperonage allow them to go bicycle-riding alone with young men. This is considered perfectly proper.” According to the editor, the reason for this difference was the “good comradeship” of the bicycling set. Fellow enthusiasts looked out for one another on the road, he wrote ─ so in a way, every ride was supervised. The historian Ellen Gruber Garvey suggests a second possible reason: propriety already allowed unmarried women to ride horses unchaperoned. Bicycles, as a less costly equivalent, may simply have extended this freedom down the economic scale.

But the same things that made the bicycle liberating also made it threatening. Moralists warned that skimpy costumes and unsupervised travel would lead to wanton behavior. “Immodest bicycling by young women is to be deplored,” declared Charlotte Smith, founder of the Women’s Rescue League, a group that lobbied Congress on behalf of “fallen women.” “Bicycling by young women has helped to swell the ranks of reckless girls, who finally drift into the standing army of outcast women.” Smith reported that her tours of brothels and interviews with prostitutes confirmed this.

Physicians — who at the time shouldered responsibility for patients’ moral as well as physical well-being — had their own concerns. One visited New York’s Coney Island and saw a 16-year-old cyclist get drunk on wine provided by a beautiful but nefarious older woman. “She looked like an innocent child, but was away from home influence,” the doctor reported. Many physicians fretted that pressure from the bicycle seat would teach girls how to masturbate, a practice thought to lead to spiritual and psychological decline. Climbing hills on a bike could excite “feelings hitherto unknown to, and unrealized by, the young girl,” wrote one doctor in 1898. (Boys faced the same danger: pressure on the perineum would call their attention to the area, warned one doctor, “and so lead to a great increase in masturbation in the timid [and] to early sexual indulgence in the more venturous.”)

The bicycle’s peril was medical as well as moral. In the late nineteenth century, many saw physical energy as a finite resource that had to be carefully parceled out, not a power that could be renewed through exercise. The fashionable malaise of neurasthenia was only one of the disorders thought to be caused by a depletion of energies. Overexertion could also cause tuberculosis, scoliosis, hernias, heart disease, and other maladies, doctors believed. Safely sedentary middle-class women, who frequently suffered from varicose veins and other consequences of annual pregnancies, were prone to fatigue; one Boston writer called them “a sex which is born tired,” adding that “society sometimes seems little better than a hospital for invalid women.” Particularly for women in heavy dresses and constricting corsets, any activity that raised the heart rate could seem more likely to be the cause of fainting and listlessness than their remedy. Opponents of the bicycle latched onto this perception, arguing that riding would cost women more effort than they could afford. “The exertion necessary to riding with speed … is productive of an excitation of nervous and physical energy that is anything but beneficial,” Charlotte Smith warned. “If a halt is not called soon, 75 percent of the cyclists will be an army of invalids within the next ten years.”

But even as Smith made her dire predictions, Americans’ fear of cardiovascular exercise was beginning to lift. For decades, health reformers had trumpeted the benefits of fitness, and during the 1880s, the United States saw a spike in organized physical activity. Citizens of America’s growing cities tried new sports such as baseball and football, and exercise advocates built the first public playgrounds and pushed for physical education for both boys and girls. Doctors continued to caution against overexertion, but they acknowledged that, in moderation, fresh air and exercise tended to improve patients’ health. The high-wheel bicycle of the 1880s proved the benefits of regular exercise to those who could ride it; proponents made extravagant claims for the risky machine’s ability to restore well-being. “For constipation, sleeplessness, dyspepsia, and many other ills which flesh is heir to, not to speak of melancholy,─all are curable, or certainly to be improved, by the new remedy, ‘Bicycle,'” wrote a Texas physician in 1883. “It is always an excellent prescription for the convalescents, and nearly always for chronic invalids.”

Not everyone could take the prescription, though. High-wheeled cycling and rigorous team sports were acceptable only for young men. The new games deemed suitable for mixed company, such as lawn tennis and golf, were far less taxing — and therefore far less likely to lead to noticeable improvements in fitness. As for working out on your own, the recommended options were either too costly (horseback riding) or too boring (indoor calisthenics) to gain much popularity. As a result, many more Americans of the 1880s thought they ought to exercise than actually did it. So when the safety bicycle appeared at the end of the decade and Americans began riding in large numbers — an estimated two million by 1896, out of a population of about seventy million — few were certain how such vigorous physical activity would affect them.

Doctors were wary. Most US physicians believed that each patient’s condition was based largely on his or her habits and experiences, the weather, and other environmental factors. Good health was a reflection of proper balance among bodily systems and energies. “A distracted mind could curdle the stomach, a dyspeptic stomach could agitate the mind,” writes the medical historian Charles Rosenberg. It was a doctor’s job to know each patient well enough to restore balance when something was out of whack, using laxatives, diuretics, and other purging drugs to reboot the system. Even contagious diseases could not be treated in a cookie-cutter fashion, argued an 1883 medical journal editorial: “No two instances of typhoid fever, or of any other disease, are precisely alike … No ‘rule of thumb,’ no recourse to a formula-book, will avail for proper treatment even of the typical diseases.” To many doctors, advocating a specific drug to cure a specific disease seemed the height of quackery.

And just as there were no one-size-fits-all medical treatments, many physicians believed there were no one-size-fits-all exercise routines. While cycling enthusiasts rhapsodized about the safety bicycle’s benefits for riders of both sexes and all ages, doctors fretted that many of their patients would be harmed by the new machines. Even seeming success stories were suspect. In an 1895 paper on heart disease, one doctor reported that a patient who had panted for breath after climbing one flight of stairs was now able to cycle up hills with ease. “It would be wrong to conclude from this that cycling is not injurious,” the doctor wrote: there hadn’t yet been time to observe the bicycle’s long-term effects. Moreover, as an unfamiliar activity, cycling tended to catch the blame for pretty much anything bad that happened to a new rider afterward, up to and including death.

Logically, acute injuries were a concern. Though the safety bicycle did greatly reduce the risk of head wounds, it didn’t obliterate that risk, particularly among “scorchers” — thrill-seeking youngsters who hunched over their handlebars and pedaled as fast as they could. “It might seem almost impossible to fracture a skull thick enough to permit indulgence in such practices,” reported the Boston Medical and Surgical Journal, “but the bicycle fool at full speed has been able to accomplish it.” Medical journals also noted the danger of road rash and broken bones.

More insidious than crash injuries, though, were new chronic complaints attributed to cycling. The bent-over posture of the scorcher was thought to cause a permanent hunch called “kyphosis bicyclistarum,” or, familiarly, “cyclist’s stoop.” Repeated stress to the cardiovascular system — that is, regular workouts — could lead to the irregular heartbeats and poor circulation of “bicycle heart.” Gripping the handlebars too tightly might cause finger numbness, or “bicycle hand,” and a dusty ride could trigger “cyclist’s sore throat.” Practically every body part seemed to have its own cycle-related malady; at least one New York doctor devoted his entire practice to treating such ailments.

Of all the physical woes attributed to the bike, the one that most strained credulity was the “bicycle face.” Characterized by wide, wild eyes; a grim set to the mouth; and a migration of facial features toward the center, the disorder was said to result from the stress of incessant balancing. A German philosopher claimed that the condition drained “every vestige of intelligence” from the sufferer’s appearance and rendered children unrecognizable to their own mothers. The bicycle face hung on, too, warned a journalist: “Once fixed upon the countenance, it can never be removed.”

The doctors raising these alarms were careful to state that many of the new diseases affected only cyclists predisposed to them — which would explain why so few of their fellow physicians might have encountered the disorders. “Whilst thousands ride immune, a small percentage will suffer,” wrote one doctor. Another, who blamed cases of appendicitis, inflammatory bowel disease, and the thyroid condition Graves’ disease on excessive riding, said it didn’t matter how many people believed that cycling had improved their health: “It would not affect my argument in the least if swarms of them had been rescued from the grave.”

Nevertheless, the more Americans took to bicycling, the more tenuous these claims of danger came to seem. The machine made physical activity both practical and fun. “The bicycle is inducing multitudes of people to take regular exercise who have long been in need of such exercise, but who could never be induced to take it by any means hitherto devised,” one doctor wrote in Harper’s Weekly in 1896. And all that activity had an effect. Riders quickly noticed improved muscle tone, increased strength, better sleep, and brighter moods. Women, especially, transformed themselves, wrote the novelist Maurice Thompson in 1897: “We have already become accustomed to seeing sunbrowned faces, once sallow and languid, whisk past us at every turn of the street. The magnetism of vivid health has overcome conservative barriers that were impregnable to every other force.”

The empirical evidence of cycling’s health value began to overtake conservative doctors’ concerns, as the rhetoric scholar Sarah Overbaugh Hallenbeck argues. Though many physicians continued to raise objections to the sport, their voices were increasingly drowned out by those of more observant — and pragmatic–practitioners. “The bicycle face, elbow, back, shoulders, neck, eroticism,” wrote one military doctor in 1896, “I pass as not worthy of serious consideration.” Rather than discourage bicycle use, most physicians came to cautiously endorse it. “So long as the cyclist can breathe with the mouth shut,” wrote one such doctor in 1895, “he is certainly perfectly safe.” Some went further, citing evidence of the bike’s benefits for heart patients, migraine sufferers, diabetics, and others with chronic conditions. In Chicago, the demand for injectable morphine dropped as patients with anxiety or insomnia “discovered that a long spin in the fresh air on a cycle induces sweet sleep better than their favorite drug,” the Bulletin of Pharmacy reported.

This shift paralleled a transformation in medical thinking during the 1890s, when American physicians increasingly embraced the scientific method. Some clinics in Continental Europe had adopted this evidence-based approach early in the nineteenth century, using statistics to determine the efficacy of treatments and evaluating patients’ conditions according to universal norms, rather than trying to divine what was normal for each individual patient. In the United States, however, doctors arguing for this approach were long in the minority. According to Rosenberg, the rift between medical traditionalists and empiricists “provided an emotional fault line which marked the profession throughout the last two-thirds of the century.” Only at the very end of the nineteenth century did a research-based, objective philosophy take hold at US medical schools.

It would be folly to suggest that the bicycle alone caused this transformation. Many other factors were at play, such as improved trans-Atlantic communication; an influx of European immigrants, including scientists; and a snowballing of evidence for new medical concepts such as the germ theory of disease. For centuries, Western healers had believed that contagion could erupt spontaneously, but between 1870 and 1900, researchers disproved this theory by isolating the microscopic causes of illnesses including typhoid, tuberculosis, cholera, diphtheria, meningococcal meningitis, plague, and malaria.

But even if the bike did not independently modernize American medicine, its unprecedented impact on fitness — and the clash this revealed between what doctors said and what experience showed — may well have accelerated the shift. Much as the bicycle triggered changes in women’s dress that high-minded advocacy could not, it bolstered scientists’ then-radical argument that what is good for one human body tends to be just as good for another.

To the bicycle faithful of the 1890s, this seemed to be just the beginning of the changes that the machine would bring about. The gulf between social classes would recede under the influence of this “great leveler,” one enthusiast wrote in the Century Magazine: “It puts the poor man on a level with the rich, enabling him to ‘sing the song of the open road’ as freely as the millionaire, and to widen his knowledge by visiting the regions near to or far from his home, observing how other men live.”

And while women may not yet have had full access to higher education ─ or even the right to vote — the unchaperoned, self-propelled bloomer girl seemed to be pedaling in that direction. “In possession of her bicycle, the daughter of the 19th century feels that the declaration of her independence has been proclaimed,” wrote one female journalist, “and, in the fulness of time, all things will be added to complete her happiness and prosperity.”

The first-wave feminist Susan B. Anthony was born in 1820, the year after Charles Willson Peale built his iron draisine. By the time of the safety bicycle boom of the 1890s, she was a snowy-haired eminence, too old to risk riding, but she had an opinion of the sport. “I’ll tell you what I think of bicycling,” she said in an 1896 newspaper interview as she leaned forward to lay a hand on the reporter’s arm. “I think it has done more to emancipate woman than any one thing in the world.”

***

From The Mechanical Horse: How the Bicycle Reshaped American Life. Copyright © 2016 by Margaret Guroff. All rights reserved, with permission of the University of Texas Press.

Our Planet Still Has Secrets: Talking Tasmanian Tigers with Journalist Brooke Jarvis

AP Photo/Carrie Osgood

Americans report seeing Bigfoot with surprising frequency, yet no one has ever confirmed Bigfoot’s existence. The Tasmanian Tiger was real. Even though the last confirmed living tiger died in captivity in 1936, thousands of people have reported seeing the tiger in Tasmania and the Australian mainland. Some witnesses snap photos. Some shoot footage. Still no one has been able to confirm that the extinct animal exits. For The New Yorker, journalist Brooke Jarvis traveled to the rugged Australian island to investigate both the tiger and the culture of truth-seekers surrounding it.

All sightings bring up questions of witness reliability, the psychology of perception, and contaminated memory. Tasmanians’ insistence that they see tigers also suggests that, despite humanity’s best efforts, we haven’t ruined the entire earth, and that our overpopulated, mapped world still contains mysteries. If these tigers still exist, they also function as a form of ecological redemption, a way of absolving Tasmanians for their pillaging of the land and Aboriginal people. In the words of one Tasmanian wildlife expert, “the ongoing mystery of the thylacine isn’t really about the animal at all. It’s about us.”

Tasmania doesn’t appear regularly in the news. Photos of the island’s lush rainforests make it look like something from Out of the Silent Planet. How did you learn about this story? As a journalist, how do you find your stories in general?

I saw one of the headlines that makes the rounds occasionally — about a new sighting or new footage — and I had to know more. I didn’t think I was going to head into the bush and find a definitive answer, but that was never the point. Like everybody else I found the mystery compelling: We’re so used to thinking we have this old planet figured out that it felt like a debate left over from another era. And I wanted to explore that, why we still need and want this uncertainty in our know-it-all time, what that says about us. Read more…

Private Telegram, Public Strife

Telegram App, Wikimedia Commons

Jacob Silverman | Longreads | July 2018 | 10 minutes (2,418 words)

Telegram, a messaging app with more than 200 million users, is a company known for its rakish independence. Pavel Durov, who created the app with his brother, Nikolai, is a 33-year old from St. Petersburg, Russia, with a taste for dark suits and tax-free municipalities. In 2006, he founded VKontakte (VK), Russia’s answer to Facebook, which quickly became the country’s largest social network and a target of its security services. Durov, who identifies as a “part-time troll” in his Twitter bio, earned a reputation as a sort of maverick entrepreneur, a persona that has come with both free-speech absolutism and immature antics. His most notorious stunt took place in May 2012, when he stood at his office window and tossed paper airplanes made of rubles down onto the street below. He later explained that he had been talking to a vice president at his company who had been awarded a large bonus, and when the VP said that he didn’t care about money, the two decided to throw cash out the window—until bystanders started fighting over the windfall.

Read more…