Extra Credits
Published on 29 Nov 2018This series is brought to you by World of Tanks PC. Check out the game at https://redir.wargaming.net/z3ehuthn/… and use the code ORLIK for extra goodies.
Poland, alone, faces off both Soviet Russia armies and the Germans for five long weeks. Foreign reporter Julien Bryan captures footage of the siege of Warsaw to deliver to the outside world. A resistance builds inside.
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November 30, 2018
Defense of Poland – Under Siege – Extra History – #2
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“Infrastructure” is a Canadian word meaning “jobs for the boys”
H/T to Colby Cosh for the link.
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England: South Sea Bubble – Lies – Extra History
Extra Credits
Published on 9 May 2015Support us on Patreon! http://bit.ly/EHPatreon
____________No historian is perfect, so it’s important we acknowledge our mistakes where we find them (with the help of our viewers, no less)! After we clear up some discrepancies that emerged during the South Sea Bubble series, we turn to answering some common questions that came up during this series on economic history. In a period where financial masterminds like John Blunt engaged in trickery meant to confuse other people and hide his real activities, it’s no wonder that many viewers had questions about what insider trading is and how Blunt could endlessly inflate stock prices for his unprofitable company. This is a history show, but we do our best to explain! As a bonus, James also reads Robert Knight’s letter to Parliament on the eve of his illegal flight and tells some cool stories about Robert “It was Me” Walpole.
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QotD: A university education is not for everyone
We went through a generation in this country where parents discouraged their children from going into trades, and they said to them, “the only way you will get ahead in life is to stay at school until year 12, go to university.” Year 12 retention rates became the goal, high year 12 retention rates became the goal. Instead of us as a nation recognising there are some people who shouldn’t go to university, and what they should do is at year 10, decide they are going to become a tradesman. They will be just as well off, and from my experience and observation, a great deal better off than many others. I think we have to change that, and it’s a very big challenge because 30 years ago, we started getting this foolish bind that everybody had to go to university. Everybody doesn’t have to go to university, and a lot of people will be a lot better off if they don’t go to university and they recognise that at age 15 or 16, and go down the technical stream.
John Howard, interviewed by Mark Riley, 2005-03-06.
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November 29, 2018
The Royal Navy’s “Nelsol” and “Rodnol” – a battleship design driven by lessons from Jutland
One of my favourite quirky ship designs is profiled at Naval Gazing: HMS Nelson and HMS Rodney. These two ships, known derisively by the names “Nelsol” and “Rodnol” (because of their odd profile resemblance to a class of RN oilers, whose names all ended in “-ol”), were the first post-WW1 British battleships designed to incorporate the bitter lessons learned at the battle of Jutland in 1916. Their construction was also influenced by the round of naval treaty talks that aimed to stop a renewed naval arms race and limit the major navies in both number and size of ships.
HMS Nelson profile drawing as she appeared circa 1931.
Image by Emoscopes via Wikimedia Commons.
At the end of WWI, the Royal Navy faced a crisis. During the war, it had suspended new capital ship construction except for a handful of battlecruisers, while the American and Japanese building programs had continued to churn out ships that were more modern than the bulk of the British fleet. Worse, the British battlefleet had seen hard war service, and many of the early dreadnoughts were in bad shape and essentially unfit for further service. New battleships would be needed, ships that fully reflected the lessons of the war.
HMS Nelson off Spithead for the 1937 Fleet Review. Anchored in the background are two Queen Elizabeth-class battleships and two cruisers of the London class.
Photo via Wikimedia Commons.The most important of these was the need for an all-or-nothing armor scheme, as developed in the US. The war had seen major improvements in armor-piercing shells, and they required significantly more armor than previous vessels. However, the increased range gave designers a way out. Previously, the size of citadels had been set by the need to preserve stability and buoyancy if the ends were riddled. At long range, the many hits necessary to riddle the ends would not happen, and the citadel could be shrunk to thicken the armor. The British also looked to improve on the 15″ gun due to the proliferation of 16″ weapons in the American and Japanese navies. They investigated the triple turret, abandoned a decade earlier amid fears of increased mechanical complexity, and the 18″ gun under the cover name of 15″/B.
Two parallel design series were started, one for battleships, the other for battlecruisers. As this series was developed, the designers saw a serious problem with the battlecruisers. The boiler uptakes would leave large holes in the armored deck, and if the ship was headed towards the enemy, shells might be able to pass through the holes and into the aft magazines. The solution was to move all three turrets forward of the engines, on the basis of war experience showing that ships rarely if ever engaged targets directly aft.
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El Zotz – Lost City of the Bats
Lindybeige
Published on 28 Nov 2018The Maya built many cities that even now are reappearing from the jungles of Central America. The first video of many in a series.
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Lindybeige: a channel of archaeology, ancient and medieval warfare, rants, swing dance, travelogues, evolution, and whatever else occurs to me to make.
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The Kerch Strait stand-off
The Russians are attempting to cut off Ukrainian access to the Sea of Azov, cloaking that action in standard disinformation to claim that Ukraine is the aggressor, etc. Shoshana Bryen outlines the situation at the moment:
Satellite view of the Kerch Strait via Google Maps
Every story has a starting point. Don’t start with the Russian capture this week of two (or three) Ukrainian ships and the injury to three (or six) Ukrainian sailors. The Russian habit is to do as it likes with smaller countries and then announce that the other guy did it (or it never happened at all). That is the story of the Russian war in Ukraine and the 2014 illegal annexation of Crimea, and that is the Russian story of the Ukrainian ships – two ships, not three, three injured not six; anyhow, Ukraine was sailing out of its lane.
Start instead with the bridge over the narrow Kerch Strait that opened earlier in 2018. It is the only entrance to the Azov Sea from the Black Sea, spanning the Taman Peninsula in Russia and the Kerch Peninsula in Crimea. Earlier plans for the bridge were completed between Russia and Ukraine, but that was before the Russians occupied Crimea. There is an agreement for Ukrainian passage to its two ports along the Azov Sea, but Ukraine has complained that the bridge is the beginning of a blockade that would ultimately control or end Ukrainian shipping. There have been delays for Ukrainian ships passing through, sometimes days, and oh, by the way, the bridge is very low – nearly flat – over the water, meaning that Ukrainian ships over 115 feet can’t pass at all. And now there is a Russian ship parked under the bridge, blocking traffic.
It is estimated that Ukrainian shipping through the strait is down nearly 25% since the bridge opened – as the Ukrainians feared and as the Russians planned.
Austin Bay looks at the military and diplomatic side:
Closing the Kerch Strait effectively blockades Berdyansk and Mariupol, two Ukrainian ports on the Sea of Azov’s north coast.
In 2015, while visiting Crimea, Vladimir Putin himself said he hoped there would be no “full-scale direct clashes” between Ukrainian and Russian forces.
But on Nov. 25, Russia’s war against Ukraine escalated as verifiably Russian coast guard forces under the command of the Russian Federal Security Service intercepted (rammed says Ukraine), boarded and seized two verifiably Ukrainian naval vessels and a Ukrainian tugboat. The 24 Ukrainians on board the ships became Russian prisoners.
The Kremlin claimed the Ukrainian vessels had conducted “dangerous maneuvers” in Russian territorial water.
Putin’s Kremlin specializes in adding complex twists to blatant falsehoods. There is no evidence the Ukrainian ships did anything but try to avoid being intercepted. Russian territorial water? To buy that you must accept Russia’s illegal seizure of the peninsula. However, the strait is an internationally recognized waterway open to transit by commercial shipping and naval vessels. Kerch is comparable to other straits around the globe, like the Strait of Hormuz at the mouth of the Persian Gulf. Iran routinely threatens to close Hormuz to shipping, but to do so would violate freedom of navigation and constitute an act of war.
Defense One reported that Kiev had informed Moscow that its naval vessels would transit the strait. Moreover, the Russians who boarded the Ukrainian ships were special operations commandos.
The Ukrainian ships were making a legal transit. As recently as 2003, Russia guaranteed Ukraine’s right to transit the strait. The 2003 treaty made the strait and Sea of Azov shared territory.
Like invading Crimea, the Russian seizure of Ukrainian ships is a calculated act of war. Russia has now anchored an oil tanker in the main sealane beneath the bridge, blocking all ship traffic.
Ukrainian Foreign Minister Pavlo Klimkin said ramming a Ukrainian vessel was an “act of armed aggression” and that Russia had violated “the freedom of maritime traffic.” He also cited specific articles in the United Nations Convention on the Law of the Sea that “bans the obstruction of peaceful transit across the Kerch Strait.”
Several articles referenced the possibility that NATO would … do something. Other than the usual diplomatic protests, I doubt that there’s much NATO can do in a situation like this. Direct military action should not even be considered an option (not that it’ll stop the odd wild-eyed editorial writer), as NATO does not have a direct interest at risk here. All western nations do have an interest in preserving and upholding freedom of the seas, but Russia knows that the west won’t likely risk getting into a shooting war over incidents like this.
You can get a very useful list of links including the current Kerch Strait confrontation from MILNEWS.ca.
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England: South Sea Bubble – It Was Walpole – Extra History – #5
Extra Credits
Published on 25 Apr 2015Support us on Patreon! http://bit.ly/EHPatreon
____________Robert Walpole’s attempts to use the South Sea Company scandal to enhance his own ambitions are threatened by the appearance of Robert Knight, a former South Sea employee whose records of corporate bribery implicate Walpole and his friends in Parliament. But faced with threats of retribution if he ever shares these records, Knight flees the country rather than face a public inquiry. Although he gets caught and sent to prison in Antwerp, Walpole deftly engineers his release and escape. With Knight finally gone, Walpole teams up with John Blunt to pin the blame for the South Sea stock bubble on his political opponents, conveniently clearing the way for himself to become essentially the first Prime Minister of England. He also makes sure that all of his own supporters get off easy (if not scot free) for their involvement, and even Blunt walks away from the South Sea Bubble with more money than he started with.
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QotD: Overprotecting children
While it’s hard to argue against safer playgrounds, it’s also true that by design the transparent playground offers kids no privacy. “As [playgrounds] were childproofed to improve safety, they inadvertently reduced the opportunities for the young to take part in forms of fantasy, sensory, and exploratory play, and construction activities apart from adults,” writes historian Mintz. “Unstructured, unsupervised free play outside the home drastically declined for middle-class children. As more mothers joined the labor force, parents arranged more structured, supervised activities for their children. Unstructured play and outdoor activities for children 3 to 11 declined nearly 40 percent between the early 1980s and the late 1990s. Because of parental fear of criminals and bad drivers, middle-class children rarely got the freedom to investigate and master their home turf in ways that once proved a rehearsal for the real world.”
So much for the roving pack of kids each block boasted during Mintz’s childhood, and my own. “The empty lot has disappeared,” he quips. “And we are so concerned with legal liability that if kids do find one, you’d better be sure you’ll get a call from the police.”
Beth Hawkins, “Safe Child Syndrome: Protecting kids to death”, City Pages, Volume 26 – Issue 1267.
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November 28, 2018
AirBnB virtue signals its … anti-semitic street cred?
In the National Post, Barbara Kay discusses the odd business choices of AirBnB in cutting off rentals to only certain locations that just happen to be in Israel:
Planning a group holiday in Kashmir? Airbnb is there to serve you. Likewise in Tibet, northern Cyprus and Georgia’s separatist republic of Abkhazia, all occupied or disputed territories. Airbnb’s political neutrality in these hot spots therefore quite rightly casts suspicion, to put it mildly, on its recent decision to delist some 200 Jewish homes in West Bank communities.
Airbnb stated, “We know that people will disagree with this decision and appreciate their perspective. This is a controversial issue.” No kidding. An Israeli class-action lawsuit has been filed against Airbnb, seeking US$4,000 in damages for every affected host.
Indignation has been running high outside of Israel as well, in statements both spontaneous — disgusted blog, Twitter and Facebook posts — and considered. The Beverly Hills city council, for example, passed a unanimous condemnatory resolution, calling Airbnb out for anti-Semitism and stating, in part: “The City of Beverly Hills hereby calls upon Airbnb to correct this act of disrespect to the land of Israel and restore its original services immediately.”
Setting aside the anti-Semitic optics, is it legal for Airbnb to do this?
The U.S. Constitution, as well as various state laws and acts of Congress, prohibits both American individuals and corporations from participating in boycotts against other nations. A corporate boycott against a foreign government does not fall under the “free speech” rubric,” but is considered a “tool of statecraft” reserved for the federal government in such situations as war. The office of Rob Portman of Ohio (R), an author of the Israel Anti-Boycott Act in the Senate, told The Jerusalem Post last Tuesday that it wants to hear from Airbnb. The Illinois state legislature — which passed the nation’s first local anti-BDS law in 2015 — will reportedly meet in mid-December, when it anticipates debating whether Airbnb violated its statute.
Establishing illegality pivots on whether the move is deemed as “politically” inspired. It certainly seems to be. As noted by Kohelet Forum legal expert Eugene Kontorovich in a recent Wall Street Journal oped, “An American Jew with a rental property in the West Bank is barred from listing it for rent on the website. But an American Arab is welcome to list his home a few hundred metres away, even though the Palestinian law forbidding real-estate deals with Jews carries a maximum penalty of death. That openly racist policy doesn’t trigger Airbnb’s delisting policy.”
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The Difficult Road To Peace 1919 I THE GREAT WAR Epilogue 2
The Great War
Published on 26 Nov 2018After 4 1/2 years of war and millions of dead and wounded any kind of peace would be difficult. The peace process in 1919 was even more difficult because it happened in turbulent times with a rapidly changing landscape and new ideas about a future world order that should prevent this level of bloodshed in the future.
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The bitter economics of North American passenger railways
Earlier this month, I posted an excerpt from The Romance of the Rails, by Randal O’Toole. It’s a book I haven’t yet read, but based on what I’ve heard, his analysis of the state of US and Canadian passenger rail is both savage and accurate — as in, we’re insane to subsidize long-distance or high-speed rail for the wealthy out of the taxes levied on the poor. Recently, Trains columnist Fred Frailey got a chance to chat with O’Toole about his work:
Amtrak Acela passing through Old Saybrook, CT
Photo by Chasesmith via Wikimedia Commons
That was one of the pleasures of reading your book, to discover you are a lover of trains and railroads, and that you marry this with a contrarian way of thinking. Do you take perverse pleasure in that combination? Oh, not at all. To me, it’s really sad. I wish I could support passenger trains, and I do support them as far as riding them and things like that. But I know enough about government subsidies to know that they reduce overall productivity and usually end up taking from the poor and giving to the rich. The people who are riding the Acela are not people in need of government handouts. The people who are riding light rail and things like that are not the poor, by and large.
What is the future of the long-distance trains? The role they fulfill is giving people access to scenery they can’t see in any other way, and really, it ends up being something for the wealthy. I think the Rocky Mountaineer model is the future of long-distance trains, and if you look at the United States, where can we have a Rocky Mountaineer? Certainly, Oakland to Denver, probably Oakland to Los Angeles, and after that, it gets pretty iffy. They would become cruise trains.
You seem almost as uncharitable towards the short-distance passenger trains. Amtrak does its best to deceive people about how well these trains do, for example, counting state subsidies as “passenger revenues,” in order to make itself eligible for more subsidies. I wouldn’t mind short-distance trains if they worked, but the Cascades, the California service, those trains aren’t really doing anything. A lot of money is spent carrying not that many people.
[…]
Statistics of yours that struck me are that public transit paid 90 percent of operating costs in 1964 from fares and just 32 percent today. Why not try to make the rail part of public transit more viable? You don’t address that in your book. You can’t make it more economically viable, simply because buses are so much better in every respect than rails. If you take the rail lines, and pave them over, and turn them into busways, you’ll be able to move more people, faster and cheaper and with far lower maintenance costs. Even if you could make the rails pay for themselves, since the buses are so much cheaper, why would we bother?
You seem most upset at places like Orlando and Dallas and Nashville, where commuter rail or light rail began but so few seem to ride. It this money thrown to the wind? I think so. Why is it that we allowed steam to change to diesel, sailing ships to steam ships — all these different technological evolutions to take place — but when it came to passenger rail, we said, “Halt, we don’t want more technological change.” The answer is threefold. It’s nostalgia. It’s people who are making money from wasting money, such as contactors — crony capitalism. And it’s accidents of history. The accident of history affecting urban rail transit was in 1973. Governor Francis Sargent of Massachusetts asked Congress to let cities substitute capital investments in transit for interstate highway grants. Congress said yes, but you can’t spend that amount of money on new busses. Instead, cities such as Buffalo, Portland, and San Jose built new rail lines with money from cancelled freeways because they are expensive and could use up those federal dollars. That’s what started the light-rail revolution, not because it was cheap, but because it was expensive.
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England: South Sea Bubble – The Bubble Pops – Extra History – #4
Extra Credits
Published on 11 Apr 2015Support us on Patreon! http://bit.ly/EHPatreon
____________With the South Sea Company’s value dangerously inflated, Blunt drives one more scheme to raise stock prices – and it finally backfires on him. Early investors (including the famous politician Robert Walpole) seize the opportunity to sell their stock while the value is high, and the general public finally realizes that the South Sea Company has no actual worth. Everyone who didn’t sell their stock in the first round finds themselves suddenly bankrupt as the stock value plummets. Even King George, on vacation when disaster strikes, loses a large amount of the royal fortune. Robert Walpole, however, sees this as an opportunity to make himself a hero of the public. Hiding his own involvement in the South Sea Swindle, he cancels all debts owed for the company’s stock to help put its public investors back on their feet. Despite this, the public demands an inquiry and Walpole must walk a thin line between his facade as defender of the people and the reality of his, his party, and the King’s blatant corruption.
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QotD: “Never interfere with the enemy when he is making a mistake”
That’s a line that the Rod Steiger character uses in the the 1970 film Waterloo. And it’s a line I have been repeating to myself again and again over the last few months.
My enemies in the Establishment, whether it be the media, communists, social justice warriors or the last-ditch Remainers have been obligingly making error after error. I could point out their mistakes and laugh but there is that danger – however remote – that they might listen and learn. You see, I don’t want them to learn. What I want them to do is to keep the gas pedal pressed down hard as they can as they drive the juggernaut of bad ideas over the cliff and into oblivion. In such circumstances it is best to keep ones counsel.
Patrick Crozier, “Never interfere with the enemy when he is making a mistake”, Samizdata, 2017-01-22.
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November 27, 2018
Cutting back on ethanol makes financial and environmental sense
Craig Eyermann explains why President Trump’s push to expand the use of ethanol in cars is a bad call for many reasons:
For example, because ethanol packs less energy per gallon than gasoline does, vehicle owners can expect to get even lower fuel mileage from the expansion of E15 fuel (a blend of 15% ethanol with 85% gasoline) under the new mandate to include more ethanol in automotive fuels, which would be 4% to 5% less than they would achieve if they only filled their vehicles with 100% gasoline. Today’s vehicle owners already pay a fuel efficiency penalty of 3% to 4% lower gas mileage from the E10 ethanol-gasoline fuel blend mandated under the older ethanol content rules, where the new rules will require even more fill-ups.
Beyond that, to the extent that it diverts corn from food markets to fuel production, corn-based ethanol production also jacks up the price of food—the corn itself, plus everything that eats corn, like beef cattle. One review of multiple studies found that the U.S. government’s corn-based ethanol mandates added 14% to the cost of agricultural commodity prices from 2005 through 2015.
Last summer, the Environmental Protection Agency also found that burning increasing amounts of ethanol has made America’s air dirtier because it generates more ozone pollution, which contributes to smog formation. Worse, growing the additional corn to make more ethanol has also increased agricultural fertilizer runoff pollution in the nation’s rivers and waterways.
That runoff has been linked to the increased incidence of harmful algal blooms, which have been responsible for contaminating drinking water and contributing to red tide events in coastal regions, where fish and other aquatic organisms have been killed off.
There is a solution to these federal government-generated pollution problems: stop forcing corn-based ethanol to be used in the nation’s fuel supplies. There’s even a case study from Brazil, where the city of Sao Paulo found that its air became cleaner after it switched from ethanol-based fuels to gasoline in the years from 2009 to 2011.
