TIME Germany

Watch a Protester Shower the European Central Bank President With Glitter

The protester shouted "End the ECB Dictatorship"

A protester interrupted a press conference of the European Central Bank with a flurry of glitter.

In an act caught by photographers on scene in Frankfurt, the activist launched herself onto the table and—to the apparent relief of a taken-aback ECB President Mario Draghi—proceeded to toss glitter and paper onto the banker.

The activist, who was shouting “End the ECB dictatorship” and wore a shirt that read “End the ECB Dick-tatorship,” was promptly dragged away, and Draghi resumed his speech.

The ECB said in a statement that the protester had registered as a journalist, gone through an “identity check,” passed through a metal detector and put her bag through an X-ray machine, which is presumably not designed to spot confetti.

“Staff from the ECB are investigating the incident,” the ECB said in a statement. “ECB President Mario Draghi remained unharmed and calmly proceeded with the press conference.”

TIME Aviation

Germany Cited for Faulty Oversight Ahead of Plane Crash, Report Says

The EU formally called on Germany to improve conditions in November

The European Union warned Germany about its lax aviation oversight months before the apparent suicide of a co-pilot flying Germanwings Flight 9525 killed 150 people last month, according to a report.

The Wall Street Journal, citing two unnamed sources, reports that EU officials said Germany’s air-safety regulator was understaffed, which could impact its ability to monitor crews, including for medical conditions. The EU formally called on Germany to rectify the problems last November, the Journal reports.

Investigators believe that 27-year-old co-pilot Andreas Lubitz deliberately crashed the plane into the French Alps on March 24.

Read more at the Wall Street Journal

TIME Aviation

3 Charts Showing How Airlines Put a Price on Crash Victims’ Lives

The Germanwings victims' families could seek additional compensation

 

While investigators probe why Germanwings Flight 9525’s co-pilot apparently deliberately crashed an airliner in the French Alps last week, the most difficult question falls in the hands of the airline and victims’ families: How much money is each of the lives lost worth?

Germanwings’ parent airline, Lufthansa, will soon offer each family a sum of money to compensate for the deaths of the plane’s 150 passengers and crew in hopes the case will be settled. But since prosecutors believe the airline failed to adequately assess co-pilot Andreas Lubitz’s mental state — which early investigations suggest may partly explain his motives — some families may be more inclined to seek greater compensation in court.

Among the factors that will affect any settlement amount will be the country where cases are litigated. Settlements are partly determined by the victims’ wages, age and life expectancy, all of which differ from country to country. Since Germanwings’ passengers were nationals of over 15 countries — mostly Germans and Spaniards, with three Americans, Argentines, Brits and Kazakhs — their settlements could vary because of those metrics. See the chart above for a look at how aviation disaster settlements can vary by victims’ nationality.

The highest average settlements are in the U.S. (estimated $4.5 million), several times greater than European averages, according to estimates by James Healy-Pratt, head of the aviation department at Stewarts Law in London. Meanwhile, average settlements in China (estimated $500,000), for example, indicate how settlements in Asia tend to be lower than those in Western nations.

“The uneven values on the loss of lives of different nationalities in an air disaster has always been a problem to explain to families,” says Healy-Pratt. “Especially so given the shared and similar experience of the last minutes of Germanwings.”

Though Germanwings may never disclose the value of its compensation offer, the Germanwings victims’ families are guaranteed around $170,000 each under an international agreement called the Montreal Convention. Signed in 1999, the Montreal Convention requires an airline to pay that amount as a minimum liability regardless of fault if it is based in one of the 100-some countries that have ratified the treaty, Germany among them. (The Convention does not govern minimum compensation for crew members.) Though the treaty states an airline is not liable for any amount over the minimum if it can prove it was not negligent, the burden of proving zero fault is “next to impossible to meet,” meaning settlements can be unlimited, according to a report by the Danko Law Firm in California.

But some countries — such as Russia and Indonesia — have ratified only the older Warsaw Convention, which the Montreal Convention was intended to replace. Signed in 1929, the Warsaw Convention has two fundamental differences from the newer document: It sets a far lower minimum liability ($8,300), and it states an airline is not liable for any amount over the minimum if it can prove it took all possible steps to avoid the accident. That’s much easier to do. As a result, the Warsaw Convention’s outdated rules have concerned families so much that when Indonesia-based carrier AirAsia saw Flight 8501 crash last December, the airline’s CEO promised he would not “hide behind any convention,” the Wall Street Journal reported.

In the map below, the countries under the Montreal Convention appear in green, and the countries still under the Warsaw Convention appear in red:

 

Meanwhile, some countries have ratified neither treaty and instead rely on national regulations. In Taiwan, for example — the home base of TransAsia, which had two crashes in the last year — there is a minimum liability of about $100,000, according to the Taipei Times.

Still, what most airlines have in common, regardless of international treaties, is a policy of immediate compensation. But similar to settlements, these initial payments, too, can vary by country: Germanwings, for example, announced last week it would pay $54,000 to victims’ families to cover immediate expenses, while TransAsia paid about $38,000 after the caught-on-video crash of Flight 235 in February. “Some unification in this process is needed,” a U.S. Senate report wrote in 2003.

Compared with other carriers in high-profile disasters, Germanwings has been relatively generous with its initial payment, though these advance payments are often a way for airlines to rehabilitate their public images. While the Germanwings investigation deepens, here’s a look at the compensation process for other high-profile air disasters:

Read more: Germanwings Co-Pilot Informed Flight School of Depressive Episode

TIME Germany

German Privacy Laws Let Pilot ‘Hide’ His Illness From Employers

Germanwings had no way to check even the basic details of Andreas Lubitz's medical history

For most of this week, Germanwings airlines has struggled to answer questions about the mental health of one of its co-pilots, Andreas Lubitz, who stands accused of crashing a plane full of passengers into the French Alps on Tuesday, killing everyone on board. But a stubborn set of legal barriers has hindered their search for information: Germany’s data protection and privacy laws.

Carsten Spohr, the head of Lufthansa airlines, the parent company of Germanwings, was not even able to answer basic questions about the co-pilot’s medical history during a press conference held on Thursday. He could not say, for instance, whether Lubitz had taken a break from his flight training due to illness. “In the event that there was a medical reason for the interruption of the training, medical confidentiality in Germany applies to that, even after death,” Spohr explained. “The prosecution can look into the relevant documents, but we as a company cannot.”

That is because privacy protections in Germany are among the most stringent in the world. Under their provisions, an airline has to rely on the truthfulness of its pilots in learning about their medical histories, and it has no legal means of checking the information the pilots provide.

“There is no general rule that obliges doctors of pilots to report medical conditions relevant to their ability to fly to the authorities,” says Ulrich Wuermeling, a Frankfurt-based lawyer who works on privacy law. On the contrary, a German doctor who reports such information could face criminal charges for violating his patients’ privacy.

The flaws in that system came into focus on Friday, when prosecutors accused the Germanwings co-pilot of hiding his mental illness from his employers. In his home in the city of Dusseldorf, prosecutors claim to have found a sick note excusing Lubitz from work on the day of the catastrophe. But the note had been torn up.

The identity of the doctor who wrote the note is still unclear. But under German law, only Lubitz – and not his doctor – would have had the legal right to disclose the details of his health to his employers at Germanwings.

“In practice, if you are sick and your doctor finds you unfit for work, he gives you an illness-based work exemption,” says Christian Runte, a German lawyer and expert on data protection. “It doesn’t say what the illness is. It just says you are unfit for work. And it is up to the patient whether they want to tell that to the employer or not.”

Based on the German prosecutors’ findings so far, it seems Lubitz decided not to use the work exemption on the day of the disaster and instead took his seat inside the cockpit of Germanwings Flight 9525. French prosecutors investigating the crash of that plane have since accused him of deliberately crashing the aircraft after the flight captain left him alone at the controls.

The incident has raised some troubling questions about lack of communication between Lubitz’s doctors and his employers at Germanwings. On Friday, the university clinic in Dusseldorf, where Lubitz was receiving care for an undisclosed condition, denied media reports that he was being treated for depression. But in describing their “preliminary assessment” of the evidence, the city’s prosecutor said earlier in the day that Lubitz “hid his illness from his employer and colleagues.”

In order to provide Germanwings with any details about Lubitz’s mental health, his doctors would likely have needed his express permission. “Therefore the doctor would not be in a position to inform the company directly even if he knows that this person is a pilot,” says Wuermeling, the lawyer in Frankfurt.

In some rare cases, doctors have been able to invoke the interests of public safety in trying to circumvent German privacy law. The Higher Regional Court of Frankfurt, for instance, even ruled in 1999 that a doctor was legally obligated to breach a patient’s confidentiality, because that patient refused to inform close relatives that he was HIV-positive.

But as a rule, when the German legal system is compared to those in the U.S. and other European states, Germany gives more weight to personal privacy than to public safety, legal experts say. Employers are even restricted in checking the criminal records of the people they are seeking to hire, as under German law, the employer must usually rely on the applicants themselves to provide such information voluntarily.

Part of the reason for this approach to privacy is rooted in Germany history. “In the end it probably goes back to the Nazi regime,” says Wuermeling. “The Nazis basically justified enormous infiltration into personal privacy with national security reasons.”

In communist East Germany, the secret police force known as the Stasi also practiced wholesale surveillance of its citizens. So as early as 1971, democratic West Germany enacted strict privacy protections, well before any such guidelines became the norm in other parts of Europe. The reunification of Germany in 1990 extended those protections to all German citizens.

In the wake of Tuesday’s air disaster, however, Germany may have to reconsider the way it balances privacy against security, at least in allowing airlines the ability to screen their pilots more thoroughly. Even a week ago, data protection authorities in Germany would likely have objected to a request from Germanwings asking doctors to reveal the details of their pilots’ mental health, says Runte. “But if you ask the same question today, I think the answer could be different.”

TIME Aviation

Report Says One Pilot Was Locked Out of the Germanwings Jet Before Crash

Mystery Surrounds The Germanwings Airbus That Crashed In Southern France Killing All On Board
Handout—Getty Images Search-and-rescue teams attend to the crash site of the Germanwings Airbus in the French Alps near Seyne, France, on March 25, 2015

One pilot might have been locked out of the cockpit on Germanwings jetliner

(SEYNE-LES-ALPES, France) — The first half of Germanwings Flight 9525 was chilling in its normalcy. It took off from Barcelona en route to Duesseldorf, climbing up over the Mediterranean and turning over France. The last communication was a routine request to continue on its route.

Minutes later, at 10:30 a.m. Tuesday, the Airbus A320 inexplicably began to descend. Within 10 minutes it had plunged from its cruising altitude of 38,000 feet to just over 6,000 feet and slammed into a remote mountainside.

To find out why, investigators have been analyzing the mangled black box that contains an audio recording from the cockpit. Remi Jouty, the head of France’s accident investigation bureau BEA, said Wednesday that it has yielded sounds and voices, but so far not the “slightest explanation” of why the plane crashed, killing all 150 on board.

A newspaper report, however, suggests the audio contains intriguing information at the least: One of the pilots is heard leaving the cockpit, then banging on the door with increasing urgency in an unsuccessful attempt to get back in.

“The guy outside is knocking lightly on the door and there is no answer,” The New York Times quotes an unidentified investigator as saying. “And then he hits the door stronger and no answer. There is never an answer.”

Eventually, the newspaper quotes the investigator as saying: “You can hear he is trying to smash the door down.”

The investigator, whom the newspaper said could not be identified because the investigation is continuing, said officials don’t know why the pilot left. He also does not speculate on why the other pilot didn’t open the door or make contact with ground control before the crash.

Since the Sept. 11 terrorist attacks, airlines in the U.S. don’t leave one pilot alone in the cockpit. The standard operating procedure is that if one of the pilots leaves — for example to use the bathroom — a flight attendant takes their spot in the cockpit. It was not immediately clear if European airlines have adopted the same practice.

The names of the pilots have not been released.

French officials gave no details from the recording on Wednesday, insisting the cause of the crash remained a mystery. They said the descent was gradual enough to suggest the plane was under the control of its navigators.

“At this point, there is no explanation,” Jouty said. “One doesn’t imagine that the pilot consciously sends his plane into a mountain.”

Jouty said “sounds and voices” were registered on the digital audio file recovered from the first black box. But he did not divulge the contents, insisting days or weeks will be needed to decipher them.

“There’s work of understanding voices, sounds, alarms, attribution of different voices,” the BEA chief said.

Confusion surrounded the fate of the second black box. French President Francois Hollande said the casing of the flight data recorder had been found in the scattered debris, but was missing the memory card that captures 25 hours’ worth of information on the position and condition of almost every major part in a plane. Jouty refused to confirm the discovery.

French officials said terrorism appeared unlikely and Germany’s top security official said there was no evidence of foul play.

As authorities struggled to unravel the puzzle, Hollande, German Chancellor Angela Merkel and Spanish Prime Minister Mariano Rajoy converged on the remote accident site to pay their respects to the dead — mostly German and Spanish citizens among at least 17 nationalities.

“This is a true tragedy, and the visit here has shown us that,” Merkel said after she and Hollande overflew the desolate craggy mountainside.

Helicopters ferried in rescue workers and other personnel throughout the day. More than 600 rescue and security workers and aviation investigators were on site, French officials said.

Germanwings CEO Thomas Winkelmann said the airline was in the process of contacting victims’ families. He said the 144 passengers and six crew members included 72 Germans, 35 Spaniards, three Americans and two people each from Australia, Argentina, Iran, Venezuela, and one person each from Britain, the Netherlands, Colombia, Mexico, Japan, Denmark, Belgium and Israel.

The three Americans included a mother and daughter, the U.S. State Department said. Some of the victims may have had dual nationalities; Spain’s government said 51 citizens had died in the crash.

Two babies, two opera singers and 16 German high school students and their teachers returning from an exchange program in Spain were among those who lost their lives.

The principal of Joseph Koenig High School, Ulrich Wessel, called the loss a “tragedy that renders one speechless.”

In Spain, flags flew at half-staff on government buildings and a minute of silence was held in government offices across the country. Parliament canceled its Wednesday session.

Barcelona’s Liceu opera house held two minutes of silence at noon to honor the two German opera singers, Oleg Bryjak and Maria Radner, who were returning home after a weekend performance at the theater.

Germanwings canceled several flights Wednesday because some crews declared themselves unfit to fly after losing colleagues.

___

Ganley reported from Paris. Thomas Adamson, Lori Hinnant and Sylvie Corbet in Paris; Kristen Grieshaber in Haltern, Germany; David Rising and Geir Moulson in Berlin; Alan Clendenning and Jorge Sainz in Madrid; Michael Corder in The Hague, Netherlands, and AP Airlines writer Scott Mayerowitz in New York contributed to this report.

TIME Germany

Germanwings Flights Disrupted as Some Crew Refuse to Fly After Crash

Investigators have not been able to work out what caused Flight 4u9525 to crash on Tuesday

Some Germanwings pilots and cabin crew have refused to fly following the carrier’s unexplained crash in the French Alps, the airline confirmed Wednesday.

Germanwings said there were “occasional flight disruptions” within its network due to “crew members who decided not to operate aircraft” following the crash of Flight 4U9525 with 150 people aboard en route to Dusseldorf, Germany.

“We understand their decision,” Thomas Winkelmann, a spokesman for Germanwings, said in an earlier statement.

Dusseldorf Airport said 24 Germanwings flights had been cancelled on Tuesday and one on Wednesday…

Read the rest of the story from our partners at NBC News

TIME Aviation

These Charts Show Why the Germanwings Crash Is Especially Unusual

Incidents at cruising altitude are very rare

Any plane crash involving a passenger carrier is highly unlikely—but Tuesday’s loss of a Germanwings Airbus A320 in the French Alps is especially unusual given the tragedy’s circumstances.

Flight 9525 was carrying 150 people at a cruising altitude of 38,000 feet Tuesday morning before it began rapidly descending, officials said. That’s an unfortunately familiar story—the Malaysia Airlines Flight 17 and AirAsia Flight 8501 crashes happened at cruising altitude. But it’s also very rare: only 10% of fatal accidents involving a plane damaged beyond repair involved a plane that had reached cruising altitude, according to a report by Boeing. Officials said Thursday that the co-pilot intentionally crashed the plane.

But most accidents (called “hull loss fatal accidents”) occur during takeoff and landing. Recent examples include last month’s TransAsia Flight 235 crash, which suffered engine failure 37 seconds after takeoff, or last year’s TransAsia Flight 222 crash, which crashed on landing due to bad weather.

Previous reasons for catastrophe at cruising altitude have ranged from pilot suicide to structural failure to terrorist bombings. The White House said Tuesday there is “no indication of a nexus to terrorism” regarding the Germanwings flight.

But the Germanwings crash is unusual for another reason, too. The plane involved, an Airbus A320, has one of the best safety records compared to other popular models, with 0.14 hull loss fatal accidents per million departures, according to Boeing, which analyzed safety data between 1959 and 2013.

During that time range, the Airbus A320 was roughly as safe as the long-range Boeing 777, which had 0.13 hull loss fatal accidents per million departures. It was also roughly as safe the Boeing 737 family and Embraer (EMB) family, some of the most common jets used for shorter commercial flights.

Keep in mind Boeing’s data only goes through 2013. So for better or for worse, it doesn’t account for Malaysia Airlines’ two tragedies in 2014 that involved the Boeing 777. And since the Boeing 777 had only 3 hull losses before then, the 777’s hull loss fatal accident rate has now likely almost doubled. Boeing’s data also doesn’t account for the two recent A320 accidents—the Germanwings crash and the AirAsia crash in December—though these will have less of an impact on the A320 family’s rate, since those aircraft had 19 hull losses through 2013.

TIME Argentina

Secret Nazi Hideout Believed Found in Argentina

Researchers found German coins and a porcelain plate dating back to World War II

Archeologists have discovered ruins in a remote jungle region of Argentina that are believed to be Nazi hideouts intended to act as safe havens if Germany lost World War II.

Inside three run-down buildings in the Teyú Cuaré park, near the border with Paraguay, researchers found five German coins minted during the Nazi regime and a porcelain plate marked “Made in Germany,” the Clarín newspaper reports.

“Apparently, halfway through World War II, the Nazis had a secret project of building shelters for top leaders in the event of defeat — inaccessible sites, in the middle of deserts, in the mountains, on a cliff or in the middle of the jungle like this,” team leader Daniel Schávelzon told Clarín.

In fact, the hideouts would prove unnecessary because after the war then Argentine President Juan Perón allowed thousands of Nazis, and other European fascists, to resettle in the South American nation. Most notorious among them was arguably Adolf Eichmann, a leading architect of the Holocaust, who in 1960 was found in Argentina by an Israeli intelligence group. He was abducted and eventually executed in Israel for his crimes.

[Clarín]

Read next: How a Speech Helped Hitler Take Power

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TIME On Our Radar

Go Inside East Germany’s Stasi Archives

During the Cold War, escape attempts from East Germany were thoroughly reenacted and photographed by the Ministry for State Security

During the Cold War many countries had agencies set up under the premise to protect their state and gather intelligence whether of foreign nature or domestic. The CIA and KGB were the main agencies on the two sides of the ideological coin but neither seemed as effective or repressive as East Germany’s Ministerium für Staatssicherheit (Ministry for State Security), colloquially known as the Stasi. The Stasi was known for its widespread spying on the population of East Germany and turning family members into informants against relatives.

In addition to spying, escape attempts from East into West were thoroughly documented in written reports and in photographs — often restaged with participation by the actual escapee after they were caught.

The German photographer Arwed Messmer has a new book from Hatje Cantz called Reenactments MfS which gathers a “collage” of this evidentiary material from those escape attempts from among the hundreds of thousands of documents he found in an archive held by the Federal Commissioner for the Stasi Records. TIME LightBox spoke with Arwed Messmer about his project and the complicated nature of photography as a “witness” for State repression.

TIME LightBox: Your new book Reenactment MfS presents images from the Ministerium für Staatssicherheit, MfS (commonly referred to as Stasi) archives. How did you access these files and documents? Are they open for anyone to access?

Arwed Messmer: It is possible to access the archive for research or journalism, and this was the basis for my artistic research there. Basically, anyone who can properly justify research interests is given access to the files. Protecting victims is a high priority, and all the files I wanted to see were first checked and names made anonymous. This was the case for both photos and text.

TIME LightBox: You mention the book is a ‘collage.’ Can you write a little about this approach?

Arwed Messmer: Maybe collage is a little confusing in this context. What I mean is that I combine very heterogeneous images using my own aesthetic criteria and assessments of messages and content.

A lot of people are interested in the time of a divided Germany but you have made several books inspired by the subject, some with coauthor Annett Groeschner (The Other View: the Early Berlin Wall, Berlin Fruchtstrasse on March 27, 1952). For you, what is the attraction to this subject and time?

I have always been interested in recent German history, but I never once considered becoming a historian. I moved to Berlin in late 1991, and since then my interest in history has become more and more present in my photo projects. In 1994 and 1995 I worked on the Potsdamer Platz, Anno Zero (Potsdamer Platz, Year Zero) project, which took a look at the great physical gap right in the center of Berlin, after the Wall had come down but before new developments had been built. For that project I was awarded the Otto Steinert Prize by the German Society for Photography in 1996.

TIME LightBox: You are old enough to have experienced East Germany first hand. Did you ever live or have family that lived in the East during the time of the Berlin Wall?

Arwed Messmer: We had relatives in East Germany and visited them frequently. But I grew up in the south-west of West Germany, and from that perspective East Germany was not significant. We looked rather to Switzerland, France, or Italy.

The nature of photographs is that they mutely show facts but they often lack any context with reality. So as ‘documents’ of proof they are not very reliable, especially since many of the images you have chosen are reenactments of ‘crimes.’ What purpose do you think they actually served for the state?

Many of these pictures were surely made within the kind of standard crime investigation routine you can find all over the world. In these reenactments I suspect that the East German authorities wanted to at least keep up the semblance of the rule of law, by giving state prosecutors visual evidence, even if a later trial verdict was already pretty certain at the time of arrest.

TIME LightBox: Aside from the pretense of evidence, do you think that these photographs might also have been made with the intention to humiliate the people who were caught?

Arwed Messmer: I would say that the humiliation caused by this form of documentation was more like collateral damage, and that it was accepted as simply part of the process. Of course when I saw these photos of families for the first time I was reminded of Abu Ghraib.

TIME LightBox: By leaving off captions to the individual photographs (except in an index that appears in a small booklet separate from the main book) and re-contextualizing the images, you are leaving the viewer to do a lot of guessing as to what they are looking at and how the images relate to one another in the sequence. I am reminded a bit of Larry Sultan and Mike Mandel’s book from the 1970s, Evidence, which represented images from science and industrial archives. Can you tell us about how you chose the images and then constructed the sequence for the book?

Arwed Messmer: A reference to Evidence makes sense, since I use archive images whose provenance is not clear, and often remains unclear. In Reenactment MfS my theme is much more closely defined, compared to Evidence. Here I deliberately concentrated on only one specific issue—escape attempts across the Berlin Wall. This was a way of managing the mass of material I found in the Stasi archives, and also of staying focused. A key decision was to separate the images from any explanation of their content. With classic captions these images would be ‘read’ very differently. Recontextualizing them by using the booklet is an active process, and it has to be a bit like work.

TIME LightBox: Your own photographs appear throughout the book and they often could be mistaken as Stasi archive photographs. Can you write a little about including your own photographs made in specific places around Berlin and the ‘Revisited Places’ series?

Arwed Messmer: If you look closely, it is easy to see that the ‘Revisited Places’ series is not based on Stasi material. I was not aiming to set some kind of pictorial counterpoint here, so the series was intended to blend in well with the whole book. I would say that there is less clarity as to provenance in all the photos of objects and crime-scene exhibits, so that it is not always immediately clear what was photographed by me in 2014, and what was photographed by the Stasi and then I later manipulated and used freely. By freely used I mean both technically and in terms of contents. There is no certainty here, but some of the ambiguity can be clarified when using the appendix, above all the false links that viewers make when looking at these images.

TIME LightBox: For future projects, do you foresee these archives continuing to be a part of your work?

Arwed Messmer: For two months now, I have been working on a new project about the Red Army Faction, one of former West Germany’s great traumatic events. The nucleus of this project is one single photograph from a police archive. The aim is again to take today’s viewpoint and use a mix of found images, processed or manipulated images, and new images of my own. I want to take a look at this subject through the (pictorial) perspective of the state under threat at the time. I have received a scholarship, and so should be able to concentrate on this project in 2015.

I expect to be busy in the archives for some while. I do not want to develop one unified approach, even if I will always have my own personal preferences. Every object or photograph I find, every theme, has to have its own appropriate form and approach. In addition to this RAF project I am also working together with the writer Annett Gröschner on a new project based on a large collection of photographs made for urban planning purposes in Berlin in the 1960s. But considerable financial resources will be needed to be able to properly research and process this material, and to produce an exhibition and high-quality book.

TIME LightBox: Many of your projects exist as both books and exhibitions. Is one more important to you than the other? When you are working on something new, are you imagining it already as a book, and if so, does that influence the way the project evolves?

Arwed Messmer: The books are always more important for me than the exhibition. “The Other View” as well as “Reenactment MfS” developed as books first. So, I would say I am a “book photographer”, not a “wall photographer”. I guess to be focused on the book, makes a difference.

Translation from German to English by Greg Bond.

Reenactment MfS by Arwed Messmer is published by Hatje Cantz.

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TIME People

New Google Doodle Honors Revolutionary Mathematician Emmy Noether

Google

Noether's work in algebra revolutionized the fields of mathematics and physics

Emmy Noether may not be a household name, but her compatriot Albert Einstein — someone who definitely is — once called her “the most significant creative mathematical genius thus far produced since the higher education of women began.”

Noether, born in a small town in Germany in 1882, would have been 133 on Monday, and Google is celebrating her life with a doodle. She is credited with revolutionizing the fields of mathematics and physics with her theory of noncommutative algebras, where answers are determined by the order in which numbers are multiplied.

After finishing her dissertation in 1907, Noether worked without pay at the university in her hometown of Erlangen for seven years, since women were not allowed to hold academic positions at the time. Her next post at the University of Göttingen was also denied official recognition for four years until 1919, because of objections from the institution’s staff. She moved to Pennsylvania’s Bryn Mawr College in 1933 after Nazi Germany dismissed Jews from university positions, and died there two years later.

“I thought it would be best to highlight the mathematician’s numerous accomplishments and shine a light on the influence Noether had on the world,” wrote Sophie Diao, the doodle’s artist.

Read next: Google Doodle Celebrates the Top Searches of 2014

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