Quotulatiousness

September 17, 2022

In the wake of the Russo-Ukrainian war, Europe’s cold winter looms ahead

Andrew Sullivan allows his views on the fighting in Ukraine to be a bit more optimistic after Ukrainian gains in the most recent counter-attacks on Russian-held territory around Kharkiv:

Approximate front-line positions just before the Ukrainian counter-attack east of Kharkiv in early September 2022. The MOD appears to have stopped posting these daily map updates sometime in the last month or so (this is the most recent as of Friday afternoon).

As we were going to press last week — I still don’t know a better web-era phrase for that process — Ukraine mounted its long-awaited initiative to break the military stalemate that had set in after Russia’s initial defeat in attempting a full-scale invasion. The Kharkiv advance was far more successful than anyone seems to have expected, including the Ukrainians. You’ve seen the maps of regained territory, but the psychological impact is surely more profound. Russian morale is in the toilet — and if it seems a bit premature to say that Ukraine will soon “win” the war, it’s harder and harder to see how Russia doesn’t lose it. By any measure, this is a wonderful development — made possible by Ukrainian courage and Western arms.

Does this change my gloomy assessment of Putin’s economic war on Europe, which will gain momentum as the winter drags on? Yes and no. Yes, it will help shore up nervous European governments who can now point to Ukraine’s success to justify the coming energy-driven recession. No, it will not make that recession any less intense or destabilizing. It may make it worse, as Putin lashes out.

More to the point, the Kharkiv euphoria will not last forever. September is not next February. Russia still has plenty of ammunition to throw Ukraine’s way (even if it has to scrounge some from North Korea); it is still occupying close to a fifth of the country; still enjoying record oil revenues; has yet to fully mobilize for a war; and still has China and much of the developing world in (very tepid) acquiescence. Putin is very much at bay. But he is not finished.

Europe’s scramble to prevent mass suffering this winter is made up of beefing up reserves (now 84 percent full, ahead of schedule), energy rationing, government pledges to cut gas and electricity use, nationalization of gas companies, and billions in aid to consumers and industry, with some of the money recouped by windfall taxes on energy suppliers. The record recently is cause for optimism:

    The Swedish energy company Vattenfall AB said industrial demand for gas in France, the U.K., the Netherlands, Belgium and Italy is down about 15% annually.

But the use of gas by households is trivial in the summer in Europe compared with the winter — and subsidizing the cost doesn’t help conservation. Russia will now cut off all gas — which could send an economy like Italy’s to contract more than 5 percent in one year. There really is no way out of imminent, deep economic distress across the continent. Even countries with minimal dependence on Russia, like Britain, are locked into an energy market with soaring costs.

That will, in turn, strengthen some of the populist-right parties — see Italy and Sweden. The good news is that the new right in Sweden backs NATO, and Italy’s post-liberal darling, Georgia Meloni, who once stanned Putin, “now calls [him] an anti-Western aggressor and said she would ‘totally’ continue to send offensive arms to Ukraine”. The growing evidence of the Russian army’s war crimes — another mass grave was just discovered in Izyum — makes appeasement ever more morally repellent.

So what will Putin do now? That is the question. His military is incapable of recapturing lost territory anytime soon; he is desperate for allies; and mobilizing the entire country carries huge political risks. It’s striking to me that in a new piece, Aleksandr Dugin, the Russian right’s guru, is both apoplectic about the war’s direction and yet still rules out mass conscription:

    Mobilization is inevitable. War affects everyone and everything, but mobilization does not mean forcibly sending conscripts to the front, this can be avoided, for example, by forming a fully-fledged volunteer movement, with the necessary benefits and state support. We must focus on veterans and special support for the Novorossian warriors.

This is weak sauce — especially given Dugin’s view that the West is bent on “a war of annihilation against us — the third world war”. It’s that scenario that could lead to a real and potentially catastrophic escalation — which may be why the German Chancellor remains leery of sending more tanks to Ukraine. The danger is a desperate Putin doing something, well, desperate.

I have no particular insight into intra-Russian arguments over mobilization, but there seems to be zero point (other than for propaganda … and that cuts both ways) to instituting a “Great Patriotic War”-style mass conscription drive at this point. The Russian army could absolutely be boosted to vast numbers through conscription. Vast numbers of untrained, unwilling young people with little military training and no particular passion to save the Rodina this time, despite constant regime callbacks to desperate struggle against Hitler in 1941-45. Pushing under- or untrained troops into battle against a Ukrainian army equipped with relatively modern western weaponry would be little more than deliberate slaughter and I can’t believe even Putin would be that reckless.

September 6, 2022

Add the traditional English pub to the endangered list

Filed under: Britain, Business, Food — Tags: , , , — Nicholas @ 05:00

There is nothing to match the warm, cozy comfort of a proper English pub*, especially on those cold, wet days as evening falls. Traditional pubs have been struggling for some time as British preferences in entertainment, drinking, and dining have become more cosmopolitan over the years. The raw numbers of pubs has declined year-over-year for decades, but it’s looking like the winter of 2022/23 may be the worst time for pubs in living memory:

“The Prospect of Whitby ; Pub London” by Loco Steve is licensed under CC BY-SA 2.0 .

Simon Pegg’s wise counsel in Shaun of the Dead – “Go to the Winchester, have a nice, cold pint, and wait for all this to blow over” – has long been shared in GIF form whenever a new crisis springs into view.

Chillingly, this time next year, that may no longer be an option. To the Great British pub, the winter energy crisis represents an existential threat. And on the back of two years drifting in purgatory under lockdown, many pubs are facing a war of extermination.

The trade publication for pubs, the Morning Advertiser, makes for especially grim reading at the moment. Its pages are dominated by the energy crisis. It suggests that without urgent government intervention, more than 70 per cent of existing licensed premises will not survive the winter.

One “wet-led” pub – that is, a pub-pub (one that relies on the sale of alcohol to remain viable, rather than on burger stacks and artisan chips served on a slate hubcap) – illustrates this plight all too clearly. Until this summer, it had been paying 14p per electricity unit on a fixed energy contract. But it has now been quoted 83p a unit. It is hard to imagine any cost that could rise so vertically without dealing a mortal blow to a business balanced on the edge of viability. And it’s not as if heating and energy are optional extras during the winter. This is not a thriller, this is a snuff movie.

Pubs have always faced challenges, of course, going right back to the Civil War and the mirthless interregnum. Thanks to Cromwell’s war on harmless pastimes – such as bear-baiting, whoring and dice – you will rarely see him honoured on pub signs in the way you see a Royal Oak or a King’s Arms.

The First World War famously saw the introduction of last orders. This was to keep munitions workers working. It was one of those temporary, emergency measures that, like income tax, proved oddly barbed once in the flesh of the state. As the 20th century wore on, rationing and oil shocks tightened belts. And then, under Thatcher, the rise of restaurants, wine bars and other sub-pub drinking options diffused the economic benefit of those re-loosened belts.

Drink-driving legislation and smoking bans delivered a slow-motion one-two that left many well-established premises, especially in rural locations, reeling. And in the background, the steady drip-drip of anti-drinking propaganda from bodies such as Public Health England (now rebranded as the Health Security Agency) has done its damage, too. The public-health lobby sees drinking only in terms of abuse, while ignoring the social benefits, the knitting-together, the public mental health of England that the public house affords.

* The Scots and the Welsh may have issues with this, but based on my experiences of drinking and dining in pubs in all three countries, it’s the English pub by a country mile. Welsh pubs can be pleasant, but Scottish pubs outside Edinburgh remind me of grim old Ontario bars back when Ontario was still just emerging from the post-Prohibition no-fun-on-Sunday Orange Lodge era (“We’ll let you drink, but you must be made to feel guilty for it!”).

September 27, 2021

Britain’s electricity grid facing the inevitable result of over-dependence on “renewable” generation

Filed under: Britain, Economics, Environment, Government — Tags: , , — Nicholas @ 03:00

Peter Hitchens on the grim choices ahead for Britain, as the choice to switch to carbon-free electricity generation has left the country with a less reliable and more expensive grid:

These worrying signs came just after we learned that nothing, apart from luck and prayer, stands between us and a shutdown of our power grid. Our gas reserves are almost gone. We have blown up our coal-fired power stations. We have failed to build new gas-powered plants that should have replaced them. Our ancient nuclear power system is fast wearing out.

So we must rest our hopes on wind that does not always blow and on foreign power that may not arrive when we need it.

Can we even begin to imagine what will happen to us if this all goes wrong? We are far more reliant on electricity than ever before. The computers that govern all we do cannot run on anything else, and if they crash cannot be instantly switched on again.

In response, our allegedly conservative Prime Minister praises the green policies that have created this disaster, and pledges to continue them. And he is applauded for doing so.

We may not be facing The Day Of The Triffids, but we face the Day Of The Nitwits, when 30 years of relentless green zealotry send us spinning into the Third World.

There, we’ll be the only Third World country with a submarine-launched nuclear deterrent – Burkina Faso with rockets, as an old joke about the USSR went.

Once again, I saw this coming. Arguing with the Greta Thunberg lot is like arguing with the Spanish Inquisition. The only thing they want to hear from me is a full confession before they burn me at the stake, using carbon-free fuel.

So rather than contesting their faith, I suggested that our best future lies in non-polluting nuclear power. As long ago as 2006, I urged: “Building nuclear power stations, and making ourselves independent in energy, is at least as important as maintaining a nuclear bomb.” I also pointed out, rather before this was fashionable, that “the Russian threat is to our energy”.

Now, I don’t fantasise about being Prime Minister. The job seems to me to be unrewarding, unhealthy, physically exhausting and surprisingly powerless. But on this occasion I have to say that if I could have seen this in 2006, so could the Government and the Civil Service.

And if serious action had been taken then, we could now have a fleet of modern nuclear power stations that would make us secure in energy, and probably turn us into a power exporter.

Instead, leaders of both parties chose the path of vanity, an unusable Cold War superpower weapon, maintained at impossible cost long after the Cold War ended, and even longer after we ceased to be a superpower.

And they chose the pursuit of green policies – the most all-embracing, dimwit wooden-headed dogma since the death of Communism, without enough sense to take any precautions in case it did not work out.

Update: Link was broken.

September 7, 2021

Fallen Flag — the New York, New Haven & Hartford Railroad

Filed under: Business, History, Railways, USA — Tags: , , , , , — Nicholas @ 03:00

This month’s Classic Trains fallen flag feature is the New York, New Haven & Hartford Railroad by J.W. Swanberg. The New Haven was created in 1872 by a merger between the New York and New Haven Railroad (began operation in 1849) and the Hartford and New Haven Railroad (operations from 1844 onward). The combined entity owned main line track from New York City through its Connecticut namesake cities to Springfield Massachusetts. With its own trackage and lines leased from other New England railways along with steamship companies and local trolley lines, it largely monopolized freight and passenger traffic south of the competing Boston and Albany line. As the Wikipedia entry describes the company’s early growth:

Around the beginning of the 20th century, New York investors led by J. P. Morgan gained control, and in 1903 installed Charles S. Mellen as President. Charles Francis Murphy’s New York Contracting and Trucking company was awarded a $6 million contract in 1904 to build rail lines in the Bronx for the New York, New Haven, and Hartford Railroad. An executive at the railroad said the contract was awarded to avoid friction with New York City’s Tammany Hall political machine. In response to this contract, the New York State Legislature amended the city’s charter so that franchise-awarding power was removed from the city council and given to the Board of Estimate and Apportionment, which only recently became defunct in 1989. Morgan and Mellen achieved a complete monopoly of transportation in southern New England, purchasing other railroads and steamship and trolley lines. More than 100 independent railroads eventually became part of the system before and during these years, reaching 2,131 miles at its 1929 peak. Substantial improvements to the system were made during the Mellen years, including electrification between New York and New Haven. […] Morgan and Mellen went further and attempted to acquire or neutralize competition from other railroads in New England, including the New York Central’s Boston and Albany Railroad, the Rutland Railroad, the Maine Central Railroad, and the Boston and Maine Railroad. But the Morgan-Mellen expansion left the company overextended and financially weak.

In 1914, 21 directors and ex-directors of the railroad were indicted for “conspiracy to monopolize interstate commerce by acquiring the control of practically all the transportation facilities of New England.”

J.W. Swanberg carries on the story of the railroad’s woes during and after the First World War:

The New Haven was a financial powerhouse at the start of the 20th century, but from 1903 to 1913, the road was driven to near bankruptcy under President Charles S. Mellen and financier J.P. Morgan. One gain in this period, though, was control of the Central New England Railway, which included the Hudson River bridge at Poughkeepsie, N.Y., and the link to Maybrook and nearby Campbell Hall. This was New Haven’s gateway to the west, also served by trunk lines Erie; New York, Ontario & Western; and bridge lines Lehigh & Hudson River and Lehigh & New England.

World War I government control and the Roaring 1920s boom times saved the New Haven, but not enough to survive the Great Depression, and bankruptcy came in 1935. World War II traffic allowed recovery and rebuilding, but soon all was lost by mismanagement and bankruptcy came again in 1961. The postwar New Haven faced not only highway and airline competition but also the almost total erosion of New England’s heavy industrial base. Just a shell of the once-mighty railroad was forced into a reluctant Penn Central on Jan. 1, 1969.

One of the line’s claim to fame was the early electrification program the New Haven embarked on in 1907:

“View of Typical Sectionalizing Bridge, Auto-Transformer Installation and Cable Runway May 2, 1914.”
Photo and original caption from Electric Railway Journal via Wikimedia Commons.

The New York, New Haven and Hartford Railroad pioneered electrification of main line railroads using high-voltage, alternating current, single-phase overhead catenary. It electrified its mainline between Stamford, Connecticut, and Woodlawn, New York, in 1907, and extended the electrification to New Haven, Connecticut, in 1914. While single-phase AC railroad electrification has become commonplace, the New Haven’s system was unprecedented at the time of construction. The significance of this electrification was recognized in 1982 by its designation as a National Historic Engineering Landmark by the American Society of Mechanical Engineers (ASME).

[…]

The New Haven’s system was extended across the Hell Gate Bridge to the New York Connecting Railroad upon the line’s construction. The system of electrification was an extension of the New Haven’s revised 11/22 kV autotransformer architecture. The original electrification extended from the New Haven’s main line, across the Hell Gate Bridge, to the Bay Ridge yard. The line south of Bowery Bay Junction was de-electrified in the 1950s. The line between New Rochelle and the Harold Interlocking was transferred to Amtrak in 1976 upon dissolution of Penn Central. The electrification system continued to be controlled as a portion of the ex-New Haven system until the 1987 conversion to 60 Hz operation.

When the New Haven main line was converted by Metro-North to 60 Hz operation, the Amtrak Hell Gate line was also converted, but as an isolated system powered from the Van Nest substation. Control of the catenary system was transferred from Cos Cob to the Load Dispatcher at New York Penn Station. Although conversion occurred subsequent to the PRR-era electrification, Amtrak substation numbers 45-47 were assigned for consistency with the rest of the PRR numbering scheme.

New Haven dual-power diesel-electric FL9 locomotive 2011 with train #138, a NYC – Pittsfield train, at South Norwalk, CT on October 13, 1968. The stub of the former branch to the docks is in the foreground.
Photo by Roger Puta via Wikimedia Commons.

September 6, 2021

Why the British Rail Modernisation Plan Failed

Filed under: Britain, Economics, History, Railways — Tags: , , , , , — Nicholas @ 02:00

Ruairidh MacVeigh
Published 27 Feb 2021

Hello again! 😀

Back to trains, and for this week we discuss one of Britain’s most audacious but ultimately futile projects to revitalise the network in the wake of World War II. However, rather than undertaking a comprehensive rebuild of the network, British Railways was short-changed time and again, ultimately resulting in a facelifted but largely unchanged system that dated back to the Victorian era, though it was much smaller and crippled by far more debt than ever before.

This video was actually a suggestion from an American viewer, who was curious as to why British Rail had such a vast array of diesel locomotives during its early years. 🙂

All video content and images in this production have been provided with permission wherever possible. While I endeavour to ensure that all accreditations properly name the original creator, some of my sources do not list them as they are usually provided by other, unrelated YouTubers. Therefore, if I have mistakenly put the accreditation of “Unknown”, and you are aware of the original creator, please send me a personal message at my Gmail (this is more effective than comments as I am often unable to read all of them): rorymacveigh@gmail.com

The views and opinions expressed in this video are my personal appraisal and are not the views and opinions of any of these individuals or bodies who have kindly supplied me with footage and images.

If you enjoyed this video, why not leave a like, and consider subscribing for more great content coming soon.

Thanks again, everyone, and enjoy! 😀

References:
– Railways Archive (and their respective sources)
– RMWeb (and their respective sources)
– Wikipedia (and its respective references)

August 26, 2021

A New World Order? – The World Power Conference | B2W: ZEITGEIST! I E.24 Summer 1924

TimeGhost History
Published 25 Aug 2021

The League of Nations is just one manifestation of a broader ideal in the interwar years. Within a palace in the heart of the British Empire, a new conference is underway. It is attended by everyone from H.G. Wells to the Prince of Wales.
(more…)

March 25, 2021

QotD: Lucas, the Prince of Darkness

Filed under: Britain, Humour, Quotations, Technology — Tags: , , — Nicholas @ 01:00

Joe Lucas — or, more accurately, the company bearing his name — engineered electrical bits for pretty much everything emanating from the UK, and the notorious unreliability of Lucas components played a key role in tanking the British car industry in the early 1980s. Make the jump for “If Lucas made guns, wars would not start,” and other classics.

  • The Lucas motto: “Get home before dark.”
  • Lucas is the patent holder for the short circuit.
  • Lucas — Inventor of the first intermittent wiper.
  • Lucas — Inventor of the self-dimming headlamp.
  • The three position Lucas switch — Dim, Flicker and Off.
  • The Original Anti-Theft Device — Lucas Electrics.
  • Lucas is an acronym for Loose Unsoldered Connections and Splices

Andrew Stoy, “Joe Lucas, Prince Of Darkness: British Electrical System Jokes”, Jalopnik, 2008-08-04.

January 14, 2021

Frankenstein and the Socialist Origins of Electronic Music | B2W: ZEITGEIST! | E.09 – Harvest 1920

Filed under: Europe, History, Media — Tags: , , , , , , — Nicholas @ 04:00

TimeGhost History
Published 13 Jan 2021

There is a surprising connection between sci-fi films and the technological policies of Soviet Russia. Watch to find out …

Join us on Patreon: https://www.patreon.com/TimeGhostHistory

Hosted by: Indy Neidell
Written by: Indy Neidell and Francis van Berkel
Director: Astrid Deinhard
Producers: Astrid Deinhard and Spartacus Olsson
Executive Producers: Astrid Deinhard, Indy Neidell, Spartacus Olsson, Bodo Rittenauer
Creative Producer: Maria Kyhle
Post-Production Director: Wieke Kapteijns
Research by: Indy Neidell and Francis van Berkel
Image Research by: Daniel Weiss
Edited by: Daniel Weiss
Sound design: Marek Kamiński

Colorizations:
Daniel Weiss – https://www.facebook.com/TheYankeeCol…

Sources:
Some images from the Library of Congress

From the Noun Project:
– Mansion By Shane Stieben
– signal by Adrien Coquet
– cowboy man by Adrien Coquet
– signal by Adrien Coquet
– room By Batibull, ES

Soundtracks from Epidemic Sound
– “One More for the Road” – Golden Age Radio
– “Dark Shadow” – Etienne Roussel
– “The Inspector 4” – Johannes Bornlöf
– “The Inspector” – David Celeste
– “Wind Chimes” – Farrell Wooten
– “Last Point of Safe Return” – Fabien Tell
– “Puzzle Of Complexity” – Jo Wandrini
– “What Now” – Golden Age Radio
– “Out the Window” – Wendel Scherer
– “Symphony of the Cold-Blooded” – Christian Andersen

Archive by Screenocean/Reuters https://www.screenocean.com.

A TimeGhost chronological documentary produced by OnLion Entertainment GmbH.

December 31, 2020

The limiting factor that holds back the green dream of electric cars everywhere

Filed under: Economics, Technology — Tags: , , , — Nicholas @ 03:00

I’m not actually against the spread of electric vehicles — where appropriate — but we’re a long way technically speaking from an all-electric future on the roads. Alongside the vast increase in our electric generation and distribution infrastructure such a change would require, there’s also the practical limitation of what is currently possible in battery technology, and hoped-for improvements will require significant breakthroughs which seem more than just a step beyond our current capabilities:

Nissan Leaf electric vehicle charging.
Photo by Nissan UK

“There are liars, damned liars, and battery guys” – or some variation thereof – is an aphorism commonly attributed to US electro-whizz Thomas Edison.

Edison’s anecdotal frustrations remain valid today because scarcely a month goes by without a promised battery revolution, and scarcely a month goes by without that revolution arriving.

In October, for example, The Register encountered Jagdeep Singh, CEO of QuantumScape, a battery startup that boasted a new type of battery that could double the range of electric vehicles, charge in 15 minutes, and is safer than the lithium-ion that dominates the rechargeable market.

“Ten years ago, we embarked on an ambitious goal that most thought was impossible,” Singh said in a canned statement. “Through tireless work, we have developed a new battery technology that is unlike anything else in the world.”

Singh might disprove Edison’s aphorism and deliver the better batteries the world will so clearly appreciate. But to do so he’ll have to buck a 30-year trend that has seen lithium-ion reign supreme.

Why has the industry stalled? The short answer is that chemistry hasn’t found a way to build a better battery.

“The basic concept of what a battery is hasn’t shifted since the 18th century,” says Professor Thomas Maschmeyer, a chemist at the University of Sydney and founding chairman of Gelion Technology, a battery developer. All batteries, Maschmeyer explains, consist of three main building blocks: a positive electrode, called a cathode; a negative electrode, called an anode; and an electrolyte that acts as a catalyst between the two sides. “These three elements cannot change. So, if you want a breakthrough, it must come from a fundamental change in the chemistry,” Maschmeyer says.

Better living through chemistry
Battery boffins have proposed a periodic table’s worth of alternative compounds that could surpass lithium-ion batteries.

These largely fall into two categories. First, batteries that are trying to surpass the energy densities that lithium offers, such as solid-state batteries, lithium-sulphur, and lithium-air. The other is batteries comprised of more abundant materials such as sodium-ion batteries, aluminium-ion, and magnesium-ion batteries.

But changing the chemistry of batteries is easier said than done, says Professor Jacek Jasieniak, a professor of material sciences and engineering at Monash University. He compares changing one element in a battery to changing a chemical in a pharmaceutical. “Often solving one problem exacerbates another,” he says.

October 29, 2020

War, Cinema, and Cheese! | BETWEEN 2 WARS: ZEITGEIST! | E.01 – Harvest 1918

TimeGhost History
Published 28 Oct 2020

War, poverty, and disease continue to pummel the word in the wake of the Great War. But still, humanity carries on, not only surviving but creating a host of futuristic opportunities in the arts, the economy, and … cheese.

Join us on Patreon: https://www.patreon.com/TimeGhostHistory

Hosted by: Indy Neidell
Written by: Indy Neidell, Francis van Berkel, and Spartacus Olsson.
Director: Astrid Deinhard
Producers: Astrid Deinhard and Spartacus Olsson
Executive Producers: Astrid Deinhard, Indy Neidell, Spartacus Olsson, Bodo Rittenauer
Creative Producer: Maria Kyhle
Post-Production Director: Wieke Kapteijns
Research by: Indy Neidell, Francis van Berkel, and Spartacus Olsson.
Archive Research: Daniel Weiss
Edited by: Daniel Weiss
Sound design: Marek Kamiński

Colorizations:
Daniel Weiss – https://www.facebook.com/TheYankeeCol…
(BlauColorizations) – https://www.instagram.com/blaucolorizations
Dememorabilia – https://www.instagram.com/dememorabilia/

Sources:

From the Noun Project:
iron cross By Souvik Maity, IN
poverty By Phạm Thanh Lộc, VN
Skull_51748

Soundtracks from Epidemic Sound:
– “One More for the Road” – Golden Age Radio
– “Dark Shadow” – Etienne Roussel
– “Not Safe Yet” – Gunnar Johnsen
– “Rememberance” – Fabien Tell
– “Last Point of Safe Return” – Fabien Tell
– “Steps in Time” – Golden Age Radio
– “What Now” – Golden Age Radio
– “Sunday Worship” – Radio Night
– “Astray” – Alec Slayne
– “Break Free” – Fabien Tell

Archive by Screenocean/Reuters https://www.screenocean.com.

A TimeGhost chronological documentary produced by OnLion Entertainment GmbH.

From the comments:

TimeGhost History
1 day ago
Welcome back to Between Two Wars! Strap in for what is going to be an exciting ride through the massive cultural, social, economic, and technological shifts that take place after the Great War. We can’t guarantee this will always be a positive tale. These changes entail plenty of fear and suffering, and even ‘fun’ things like the Jazz Age have their darker sides.

But that doesn’t alter the fact that the interwar era is a time of promise where people envision modern futures to replace old pasts. There is everything to play for in this brave new world and a vision of progress all around in politics, culture, food, and more.

July 9, 2020

QotD: Energy return on energy invested

The modern world stands on a cairn built by energy conversions in the past. Just as it took many loaves of bread and nosebags of hay to build Salisbury Cathedral, so it took many cubic metres of gas or puffs of wind to power the computer and develop the software on which I write these words. The Industrial Revolution was founded on the discovery of how to convert heat into work, initially via steam. Before that, heat (wood, coal) and work (oxen, people, wind, water) were separate worlds.

To be valuable, any conversion technology must produce reliable, just-in-time power that greatly exceeds — by a factor of seven and upwards — the amount of energy that goes into its extraction, conversion and delivery to a consumer. It is this measure of productivity, EROEI (energy return on energy invested), that limits our choice.

By the EROEI criterion, biofuel is a disastrous choice, requiring about as much tractor fuel to grow as you get out in ethanol or biodiesel. Wind power has a low energy return, because its vast infrastructure is energetically costly and needs replacing every two decades or so (sooner in the case of the offshore turbines whose blades have just expensively failed), while backing up wind with batteries and other power stations reduces the whole system’s productivity. Geothermal too may struggle, because turning warm water into electricity entails waste. Solar power with battery storage also fails the EROEI test in most climates. In the deserts of Arabia, where land is nearly free, sunlight abundant and gas cheap, solar power backed up with gas at night may be cheap.

Fossil fuels have amply repaid their energy cost so far, but the margin is falling as we seek gas and oil from tighter rocks and more remote regions. Nuclear fission passes the EROEI test with flying colours but remains costly because of ornate regulation.

Matt Ridley, “Nuclear Fusion Could Provide Unlimited Energy”, HumanProgress, 2018-04-09.

July 1, 2020

British Railways: Goodbye To Steam aka Railway Modernisation (1958) | British Pathé

Filed under: Britain, Economics, History, Railways, Technology — Tags: , , , , — Nicholas @ 06:00

British Pathé
Published 13 Apr 2014

This archive footage from 1958 depicts British Railways’ journey to modernisation and the transition away from steam-powered trains.

For Archive Licensing Enquiries Visit: https://goo.gl/W4hZBv

#BritishPathé #History #Railway #Trains #BritishRailways

(FILM ID:1549.07)
Full title reads: “Goodbye To Steam”

Intertitle reads: “British Railways meet the challenge of the age of abundant power”

Angle shot, railway engine going past camera. GV Outside one of the large London Railway stations showing railway lines and train coming out of station. CU Man in signal box, pan to show him pulling levers. CU Signal going up. GV Train coming towards camera. GV Steam train. GV Aerial shots steam train. CU Man filming from plane. CU man in plane fitting equipment and then giving thumb’s up sign. GV Aerial shot, railway lines. CU Man filming from plane. Steam train going along line. SV Draughtsmen in office. CU Men looking through magnifier at a plan. CU Magnified picture of plan, zoom to show Railway chiefs seated round table with plan, among them is Sir Philip Warter. SV Elevated, railway chiefs looking at plan. CU One of the railway executives. SV Man with model of section of railway line which he places on the table and the railway executives study it. CU Sign reading “Kent Coast Electrification Widening to Provide Four Tracks”, pan to show railway line with only two tracks. GV Kent Coast line with men on bridge. SV Bridge with surveyor. CU Surveyor looking through theodolite. GV Tracking shot of men working. GV Men working at side of railway line with clouds of smoke coming from wood. CU New diesel engine. CU Sir Brian Robertson talking to train driver. CU People watching. CU Sir Brian Robertson blowing whistle. CU Int. diesel engine with driver operating controls. SV Diesel train moving out of station. CU Driver of diesel train. CU. Sir Brian Robertson sitting in carriage. LV Through window of diesel cab as train enters tunnel. SV Three engines on lines. CU Front of one of the engines with plate reading “Cornish Riviera Express”. CU Driver. SV Cornish Riviera Express in station. SV Woman taking in washing because smoke is billowing up from railway lines beside her garden. GV Cornish Riviera Express coming towards camera.

CU Front of steam train “The Bristolian”. SV along top of engine as blows off steam. CU Hand pulling chain. CU valve. GV Platform. CU shovelling coal. GV As train goes along. CU Driver of train. CU Driver. CU Fireman. CU Fire with coal being shovelled. SV Looking over coal tender. SV From driver’s cab of train going under bridge and out the other side. CU Driver. GV From driver’s cab of railway lines with another steam train. SV Int. class for instruction of diesel engine drivers. CU Lecturer talks about metal object. CU Men looking at machinery. SV Royal Scot in station. CU Driver of Royal Scot. GV Activities on platform in which Royal Scot is standing. GV Royal Scot leaving station. GV Building with sign, “English Electric Co. Ltd. Preston”. GV Int. of workshop showing men working on armatures. GV Ext. of building with “Vulcan Locomotives” painted on wall. GV Int. of workshop showing men working on railway engines. CU Man working inside railway engine. GV Workshop. SV Diesel train in station. CU Driver of diesel. GV railway lines in front of train as it moves along. SV Int. dining car in diesel train with attendant pouring coffee. GV Looking through cab window of railway lines in front of train as it goes under bridge and straight past station. CU Glass panel in door with “York Signal Box, Strictly Private”, door opens. SV Man sitting at control panel of box, he reaches over to controls. CU Man’s hands working controls. CU Plan on wall showing different lines and points. CU Hand pushing buttons. CU Signals. CU Point on lines. GV Steam train along lines. CU Train in museum. CU Compartment of old train. SV Ancient train “Locomotion 1828”. SV Diesel Locomotive. CU “Deltic” written on side. GV Deltic. GV Train in station. Various shots in Deltic carriage. SV Coal trucks. SV Railway worker attaching pipe to train. GV Calder Hall Nuclear / Atomic Power station. GV Electrical pylons and cables. GV Diesel train “Sir Brian Robertson” in platform with crowds. GV Crowds. SV “Sir Brian Robertson” unveiled by Mr Grand, General Manager of the Western Region of British Railways. SV Crowd. SV Sir Brian Robertson by train. CU Sign “Sir Brian Robertson”. GV The “Sir Brian Robertson” leaving Paddington Station. SV Steam train letting out smoke. CU Signals. GV Steam train. CU Train over the points. GV steam train leaving clouds of smoke.

BRITISH PATHÉ’S STORY
Before television, people came to movie theatres to watch the news. British Pathé was at the forefront of cinematic journalism, blending information with entertainment.

March 5, 2020

Chain Your Woman to the Stove – Feminism in the 1930s | BETWEEN 2 WARS I 1938 Part 2 of 4

Filed under: Economics, Europe, Germany, History, Politics, USA — Tags: , , , , , , — Nicholas @ 04:00

TimeGhost History
Published 4 Mar 2020

Under the yoke of economic depression and more and more authoritarian rulers, Western women face renewed misogyny, patriarchy, and decreasing independence. But not all women think this is such a bad thing.

Join us on Patreon: https://www.patreon.com/TimeGhostHistory

Hosted by: Indy Neidell
Written by: Spartacus Olsson
Directed by: Spartacus Olsson and Astrid Deinhard
Executive Producers: Bodo Rittenauer, Astrid Deinhard, Indy Neidell, Spartacus Olsson
Creative Producer: Joram Appel
Post-Production Director: Wieke Kapteijns
Research by: Spartacus Olsson
Edited by: Daniel Weiss
Sound design: Marek Kamiński

Sources:
Bundesarchiv_Bild:
101III-Alber-174-14A, 102-04517A, 102-17313, 102-17818,
111-098-069, 137-055879, 146-1973-010-31, 146-1975-069-35,
146-1976-112-03A, 146-2006-205, 146-2008-0271,
183-2000-0110-500, 183-2005-0502-502, 183-2005-0530-500,
183-E10868, 183-E20457, 183-H28245, 183-J02040,
183-S08630, 183-S68014, 183-S68021, 183-S68029,
noun_pipe By Icon Lauk,
noun_company By wardehpillai,
noun_Farmer By Francisca Muñoz Colina.

Colorizations by:
– Daniel Weiss
– Norman Stewart

Soundtracks from Epidemic Sound:
– “Sophisticated Gentlemen” – Golden Age Radio
– “The Inspector 4” – Johannes Bornlöf
– “Magnificent March 3” – Johannes Bornlöf
– “Last Point of Safe Return” – Fabien Tell
– “Step On It 5” – Magnus Ringblom
– “First Responders” – Skrya
– “Step Lightly” – Farrell Wooten
– “Try and Catch Us Now” – David Celeste
– “Not Safe Yet” – Gunnar Johnsen
– “The Dominion” – Bonnie Grace
– “The Charleston 3” – Håkan Eriksson

A TimeGhost chronological documentary produced by OnLion Entertainment GmbH.

From the comments:

TimeGhost History
2 days ago (edited)
So, we take a little break from the geopolitical developments in 1938 to look at the situation of women in the Western World in 1938. We’ve received a lot of requests on the WW2 channel to cover the situation on the home fronts. While we do mention it in the weekly episodes, and War Against Humanity covers the horrid parts of it, WWII was so much more. It literally changed the world’s culture in just six years. To do that subject justice we have asked Anna to join us as host for a new monthly WW2 series: On the Homefront.

A few years back Anna was a regular feature on German YouTube on her own channel and some of the bigger YouTube entertainment channels. She left YouTube to finish her studies, and because she was searching for more depth than YT entertainment content was offering her. As Astrid’s and my daughter, and having grown up with Indy around all the time, she has a passion for human history form childhood, especially cultural history.

She also has a personal relationship to this time through her grandparents, Herbert and Renate, Astrid’s parents who served in Germany during the war, on the front and at home. Herbert, a career administrator and later NCO in the Wehrmacht engineer corps, went on after the war to work for the British as translator, and then as a public servant supporting the creation of the Bundeswehr, the German defense forces, and eventually Germany’s contribution as NATO member.

Renate’s father, a bank director, died under mysterious circumstance in 1936 after repeatedly refusing to pay out money belonging to Jewish families to the Nazis. Her mother and sisters soldiered on under the Nazis as best they could, When the war broke out they first suffered under the Allied bombing, losing their home three times. When the bombing became a daily occurrence, Renate was drafted to the German flak and only barely survived the war.

Several years after the war Herbert and Renate met and started a family together. They both passed away only a few years ago, late enough so that Anna had a chance to spend countless hours over 23 years listening to their war stories, and what they took away from it: hope for a better world, and the knowledge that what happened in Germany between 1933 and 1945, must never happen again. Please join us to welcome Anna, our daughter to TimeGhost.

Spartacus

March 2, 2020

The unexpected electricity bill for Bitcoin

Filed under: Britain, Economics — Tags: , , — Nicholas @ 03:00

At the Continental Telegraph, Tim Worstall points out that Bitcoin transactions now consume a huge amount of electricity:

Some will take this as proof that the system of Bitcoin shouldn’t exist, even that we should attempt to close it down. For it is, according to these calculations, using vast amounts of energy:

    Just one Bitcoin transaction uses the same amount of electricity as a British household for nearly two months, new figures have shown.

    The amount of energy needed to run the cryptocurrency has soared to record annual highs of 77.78 terawatt hours the same as the entire electrical consumption of Chile.

    The carbon footprint of a single transaction is the same as 780,650 Visa transactions or spending 52,043 hours watching YouTube, according to calculations by Alex de Vries, a blockchain specialist, at PWC.

    “People react with disbelief, but the figures are true,” said Mr de Vries who founded the Digiconomist blog to highlight the impact.

All those calculations are over here.

February 8, 2020

Switching over from internal combustion vehicles to electric won’t be cheap … it really won’t be cheap!

Filed under: Britain, Economics, Environment, Government, Technology — Tags: , , , — Nicholas @ 03:00

At Spiked, Rob Lyons looks at the British government’s recent decision to ban sales of internal-combustion cars in 2035 rather than the earlier target date of 2040:

Nissan Leaf electric vehicle charging.
Photo by Nissan UK

First, at present, electric vehicles cost a lot more than those with internal-combustion engines. For example, one car-buying advice website notes that the Peugeot e-208 is as much as £6,200 more than the standard 208 model. There are government subsidies to help with the cost of electric cars (currently £3,500), but can this be sustained if we all switch? It has already been cut from £4,500 in 2018.

That said, while the purchase price of an electric car may be higher, charging is a lot cheaper than fuelling a regular car. Electric vehicles cost between £4 to £6 per 100 miles to charge at home and £8 to £10 using public charge points, while petrol and diesel cars cost £13 to £16 per 100 miles in fuel (although 60 per cent of the fuel cost is tax).

In theory, maintenance should be cheaper, too, given that electric motors have fewer moving parts than petrol or diesel engines. But to further complicate matters, batteries gradually lose their capacity to hold charge over time. They have to be replaced at the cost of thousands of pounds every few years. (The warranties covering battery replacement varies by manufacturer: Tesla, for instance, offers an eight-year warranty, but the Renault Zoe is covered for just three years.)

Electric cars may be cheaper to own overall, but this is largely down to subsidies and tax breaks, including lower vehicle duties and not having to pay charges in low-emission zones. Still, with the entire car industry throwing its efforts into making electric cars cheaper and increasing battery capacity, costs may well come down somewhat, reducing the need for such breaks. Fingers crossed.

The cost to individual owners will be higher, but the costs to build up the electric charging infrastructure will be distributed among all consumers, not just the owners of vehicles:

This brings us to perhaps the biggest problem: where will the power come from and how will it reach us? Eventually shifting all the energy for cars from oil to electricity means producing much more electricity. Greens are pleased that electricity use is currently decreasing, and a greater proportion of electricity is coming from renewable sources. But the arrival of electric cars en masse would demand a whole lot more electricity, mostly to be used at night.

Unless we want to coat the landscape in wind turbines, which are unreliable in any event, we’ll need other sources of power. More nuclear? Fine by me. But will eco-warriors stand for that? Even if we can produce the juice, having lots of cars charging in the same area may overwhelm the local electricity networks. Who is going to pay for the upgrade?

When all of these factors are considered we have to ask if all this effort will really reduce greenhouse-gas emissions anyway. Digging up the resources required to create all those batteries will be hugely carbon-intensive. Perhaps the most likely outcome of banning sales of new petrol and diesel vehicles is that demand for second-hand vehicles will go up. We could end up like Cubans, nursing venerable old cars for years, way beyond their intended lifespans.

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