Quotulatiousness

April 26, 2024

Economic inefficiencies in the water market? Don’t worry, here’s the government to make it much worse

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

Tim Worstall discusses the economics of water markets in the US … that Senator Elizabeth Warren and Representative Ro Khanna seem determined to make far less efficient if their plans come to fruition:

Senator Elizabeth Warren speaking at the Iowa Democrats Hall of Fame Celebration in Cedar Rapids, Iowa, on 9 June, 2019.
Photo by Lorie Shaull via Wikimedia Commons.

Aficionados for truly stupid political interventions into matters economic will already be aware of the idiocies perpetrated by Senator Elizabeth Warren and Representative Ro Khanna. The two seem to end up as if someone rolled together the ideas of Professor Richard J Murphy and The Guardian opinion page then removed all the insight, subtlety and sensibility. True, not an arduous task removing those three but …

The basic water problem out in the Western US is that the wrong people currently own the water rights. We would therefore like to see more trade in those rights. Warren and Khanna are insisting upon further limitations upon the trade in those rights. This is rampant idiocy.

To set the scene, as folk moved out there they realised that water was not one of those things in great surplus in the area. So, those who got there first made sure that the property rights to the water were assigned to them. Nothing odd about this and rights to a scarce resource do need to be allocated. Otherwise we just end up with the commons problem and the resource is exhausted.

OK. And, y’know, quite a lot of things have changed in the century, century and a half since that Wild West was properly populated. But the descendants of those original farmers still own near all the water rights. Hmm, bit of a problem.

That’s OK, we’ve Coase to advise us here:

    Ronald Coase (1960), “The Problem of Social Cost”

    In the absence of transaction costs, if property rights are well-defined and tradable, voluntary negotiations will lead to efficiency.

    It doesn’t matter how rights are allocated initially …

    … because if they’re allocated inefficiently at first, they can always be sold/traded …

    so the allocation will end up efficient anyway

Now, the distribution — who gets the cash from all of that — is dependent upon that first distribution. But that’s a minor problem compared to the efficient use of water.

So, we want lots of buying and selling. The idiots using $300 of irrigation water to grow $100 worth of alfalfa (pretty much my first English-world piece was on exactly this subject, near 30 years back) can instead sell that same acre-foot to a city, where the two households will happily each pay $500 a year for the half an acre-foot they require.

The asset — the water — has moved from a lower valued (actually, value destructive) use to a higher, the world is richer in aggregate. It doesn’t matter that the farmers get the money because Grandpappy shot all the Injuns. Even without the who gets the money we’re all richer — we’re getting $1k not $100 from the same acre-foot of water.

Coolio!

Enter Warren and Khanna:

    With private investors poised to profit from water scarcity in the west, US senator Elizabeth Warren and representative Ro Khanna are pursuing a bill to prohibit the trading of water as a commodity.

Idiots. Damn fools. Politicians, but I repeat myself triply.

Now, do note they’re not trying to insist that water cannot be bought and sold — not because they don’t want to, they do, but because as Federal politicians they’ve no power whatever over within state markets. However, as Federal politicians they can claim power over commodity markets — the speculators will come from around the country, over state lines and interstate commerce is Federal.

So, as with onion futures, they want to ban water futures.

April 23, 2024

Debating the economic impact of the Raj on India

Filed under: Books, Britain, Economics, History, India — Tags: , , , , , — Nicholas @ 05:00

At The Daily Sceptic, Nigel Biggar looks at a few books making or refuting the narrative on how much or how little British rule in India extracted or contributed to the economic life of the subcontinent:

Beyond slave-trading and slavery, what were the economic effects of British imperial dominance? Can they be reduced to Britain’s leeching wealth from exploited subject peoples?

For over a century, that is what Indian nationalists have claimed. It is also what the politician Shashi Tharoor claims in his 2016 book, Inglorious Empire: What the British Did to India. Against him, however, the Bengali-born, LSE-based economic historian Tirthankar Roy has declared of the nationalist critique that “generations of historians … have shown that it is not [true]”. Pace Tharoor, the statistic that India produced 25 per cent of world output in 1800 and 2–4 per cent in 1900 does not prove that India was once rich and became poor: “[i]t only tells that industrial productivity in the West increased four to six times during this period … The proposition that the Empire was at bottom a mechanism of surplus appropriation and transfer has not fared well in global history”.

On the contrary, the British Empire’s commitment to free trade gave Indian entrepreneurs new opportunities to grow. Some of them visited England in the late 19th Century, observed the workings of manufacturing industry, imported machinery and expertise to India, built factories employing Indians, and then outcompeted Manchester. This is exactly how the Tata Iron and Steel Company began in Bombay – the same company that now owns what remains of the British steel industry.

What is more, colonial governments often protected native producers against British business, in order to moderate economic and social disruption, partly because they genuinely cared for the welfare of native people and partly because they didn’t want to have to manage the political unrest that foreign commercial intrusion could excite. Famously, in 1910-11 colonial officials barred Lever Brothers from acquiring concessions in Nigeria on which to establish palm-oil processing mills with widespread hinterlands, since Africans were already producing for the world markets and generating tax revenue and because the alienation of large areas of land risked provoking native opposition.

Further still, the British were the leading exporters of capital from the mid-19th Century to at least 1929. Between 1876 and 1914, Britain invested over a third of its overseas capital in the Empire, over 19% of it in India. Of course, British investors often made a profit out of this. That’s the thing about investment: you tend to want to grow your money, not waste it. But if the British gained, so did colonial peoples. Take railways. By 1947, British India had 45,000 miles of railway track, most of it constructed with private capital, whereas five years later un-colonised China still had less than 18,000 miles. For sure, the railways served military purposes. But they also served commercial and economic ones: one estimate reckons that when the railway network reached the average district, real agricultural income rose by about 16%. And it served the welfare purpose of efficient famine relief, too.

A basic reason why the British sent their capital overseas to the Empire, enabling the growth of businesses and the building of infrastructure, was that colonial states provided sufficient political stability and legal certainty to make the risks of financial ventures worth taking. (Badenoch hints at this in her reference to the economic effects of the Glorious Revolution of 1688.) That explains why Australia’s economic growth compares so favourably with that of many Latin American countries, and why, between the 1860s and 1890s, Australia was the richest country on earth.

In sum, the considered judgement of the Swiss historian Rudolf von Albertini, whose work – according to the world’s “leading imperial economic historian”, David Fieldhouse – was based “on exhaustive examination of the literature on most parts of the colonial world to 1940”, was simply this: “colonial economics cannot be understood through concepts such as plunder economics and exploitation”.

April 1, 2024

How Railroad Crossings Work

Filed under: Cancon, Railways, Technology, USA — Tags: , , — Nicholas @ 02:00

Practical Engineering
Published Jan 2, 2024

How do they know when a train is on the way?

Despite the hazard they pose, trains have to coexist with our other forms of transportation. Next time you pull up to a crossbuck, take a moment to appreciate the sometimes simple, sometimes high-tech, but always quite reliable ways that grade crossings keep us safe.
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March 27, 2024

Civil Defence is a real thing in Finland

Filed under: Europe, History, Military, Russia, WW2 — Tags: , , , , , , , , — Nicholas @ 05:00

Paul Wells reports back on his recent trip to Finland, where he got to tour one of the big civil-defence shelters in Helsinki:

One of the best playgrounds for children in Helsinki is the size of three NFL football fields, dug into bedrock 25 metres below a street-level car park, and built to survive a nuclear bomb.

The air down here is surprisingly fresh. The floor-hockey rinks — there are two, laid end to end — are well maintained. The refreshment stands are stocked with snacks. The steel blast doors are so massive it takes two people to slam one shut.

Finland has been building civil-defence shelters, methodically and without fuss, since the late 1950s. This one under the Merihaka residential district has room for 6,000 people. It’s so impressive that it’s the Finnish capital’s unofficial media shelter, the one visiting reporters are likeliest to be shown. The snack bar and the jungle gym are not for show, however: as a matter of government policy, every shelter must have a second, ordinary-world vocation, to ensure it gets used and, therefore, maintained between crises.

The Merihaka shelter was one of the stops on my visit to Helsinki last week. The first anniversary of Finland’s membership in NATO, the transatlantic defence alliance, is next week, on April 4. Finland’s foreign office invited journalists from several NATO countries to visit Helsinki to update us on Finland’s defence situation. I covered my air travel and hotel. Or rather, paid subscribers to this newsletter did. Your support makes this sort of work possible. I’m always grateful.

The Finnish government used to build most of the shelters. But since 2011, the law has required that new shelters be built at the owners’ expense, by owners of buildings larger than 1,200 square metres and industrial buildings larger than 1,500 square metres.

The city of Helsinki has more shelter space than it has people, including visitors from out of town. Across the country the supply is a little tighter. Altogether today Finland has a total of 50,500 shelters with room for 4.8 million people.

That’s not enough for the 5.5 million people in Finland. But then, if war ever comes, much of the population won’t need shelter, because they’ll be staying groundside to fight.

Conscription is universal for Finnish men between 18 and 60. (Women have been enlisting on a voluntary basis since the 1990s.) The standing armed forces, 24,000, aren’t all that big. But everyone who finishes their compulsory service is in the reserves for decades after, with frequent training to keep up their readiness. In a war the army can surge to 280,000. In a big war, bigger still.

The Soviet Union invaded Finland in 1939, during what was, in most other respects, the “phony war” phase of the Second World War. The Finnish army inflicted perhaps five times as many casualties on the Soviets as they suffered, but the country lost 9% of its territory and has no interest in losing more. Finland’s foreign policy since then has been based on the overriding importance of avoiding a Russian invasion.

March 23, 2024

The Roman Army’s Biggest Building Projects

Filed under: Africa, Britain, Europe, Germany, History, Middle East, Military — Tags: , , , , — Nicholas @ 02:00

toldinstone
Published Dec 15, 2023

The greatest achievements of the Roman military engineers.

Chapters:
0:00 Introduction
0:38 Marching camps
1:36 Bridges
2:40 Siegeworks
3:26 PIA VPN
4:32 Permanent forts
5:49 Roads
6:24 Frontier defenses
7:41 Canals
8:21 Civilian projects
8:54 The aqueduct of Saldae
(more…)

February 18, 2024

“Please, sir, can we have some more Roads?”

Filed under: Cancon, Government, Humour, Media, Politics — Tags: , , , , — Nicholas @ 03:00

Every week, Tristin Hopper helps us understand an element of the week’s news by “imagining” the diary entries of the people or organizations involved. This week, it’s the turn of federal Environment Minister Steven Guilbeault, who had a hell of a week even by Trudeaupian standards:

Monday
There was a time when I was naïve enough to think that the climate crisis could be solved with mere emissions reductions or alternative energy. But it becomes more clear every day that Canada can never hope to meet its climate goals unless we’re prepared to remove redundancies from our economic system.

Do we really need to produce any more music? I feel humanity has pretty well covered what a guitar or a trumpet can do; why waste scarce energy to continue heating concert halls or power tour buses? We have a food system that irresponsibly makes no distinction between the carbon footprint of certain foods: We cannot hope to be a climate leader if Canadians continue to eat prawns when a few strips of jicama could suffice.

And above all, this country is positively drowning in unnecessary roads. When the average Albertan starts up his masculinity-compensating coal-rolling monster truck and drives it for hours on a rural Canadian highway without seeing a soul, does it not cross his mind that some resources have been wasted? That man would be fitter, happier and richer if he’d instead been able to make the trip by the eminently more efficient method of bicycle, gondola or monorail.

Tuesday
“Steven Guilbeault wants to ban roads,” they say. But this is not a road ban. Provinces and municipalities can still build all the roads they want. If you and your buddies pool your money for some asphalt and graders — and I decide that it meets all necessary requirements for environmental mitigation, reconciliation and gender-based impacts — then pave away.

We’ve merely correctly decided that roads are a wholly inappropriate concern for a Canadian federal government. The task of government is to focus on the fundamentals such as inclusion initiatives for federally regulated industries and means-tested dental subsidies. Things that could not exist if not done by the state.

Anybody can build a few hundred kilometres of glorified driveway.

Wednesday
I’m honestly appalled at the road-worship exhibited in recent days by my Conservative colleagues. I knew they had a regressive fixation on guns, trucks and plastic straws, but even I did not suspect a mass-genuflection for mere strips of asphalt, gravel and whatever else roads are made out of.

But perhaps I shouldn’t be surprised. Where else but on a road can one pursue the right-wing fantasies of unfettered resource extraction or colonialist subjugation? Where is their law-and-order militarism without latticeworks of slick, black tarmac to survey and control the citizenry? When armed capitalistic thugs violently crushed the Winnipeg General Strike in 1919, how did they get there? That’s right; roads.

January 7, 2024

Every Type of Railcar Explained in 15 Minutes

Filed under: Cancon, Railways, USA — Tags: , , — Nicholas @ 02:00

Practical Engineering
Published 19 Sept 2023

How many of these cars have you spotted before?

Trains are one of the most fascinating engineered systems in the world, and they’re out there, right in the open for anyone to have a look! Once you start paying attention, it’s pretty satisfying to look for all the different types of railcars that show up on the tracks.
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December 19, 2023

Henry Dundas, cancelled because he didn’t do even more, sooner to abolish slavery in the British Empire

Filed under: Britain, Cancon, History, Politics — Tags: , , , , , — Nicholas @ 03:00

Toronto’s usual progressive suspects are still eager to rename Dundas Street because (they claim) Henry Dundas was involved in the slave trade. Which is true, if you torture the words enough. His involvement was to ensure the passage of the first successful abolitionist motion through Parliament by working out a compromise between the hard abolitionists (who wanted slavery ended immediately) and the anti-abolitionists. This is enough, in the views of the very, very progressive activists of today to merit our modern version of damnatio memoriae:

Henry Dundas, 1st Viscount Melville.
Portrait by Sir Thomas Lawrence. National Portrait Gallery via Wikimedia Commons.

Henry Dundas never travelled to British North America and likely spent very little of his 69 years ever thinking about it. He was an influential Scottish career politician whose name adorns the street purely because he happened to be British Home Secretary when it was surveyed in 1793.

But after 230 years, activists led an ultimately successful a push for the Dundas name to be excised from the 23-kilometre street. As Toronto Mayor Olivia Chow said in deliberations over the name change, Dundas’s actions in relation to the Atlantic slave trade were “horrific“.

Was Dundas a slaveholder? Did he profit from the slave trade? Did he use his influence to advance or exacerbate the business of slavery?

No; Dundas was a key figure in the push to abolish slavery across the British Empire. The reason activists want his name stripped from Dundas Street is because he didn’t do it fast enough.

[…]

The petition was piggybacking off a similar anti-Dundas movement in the U.K. – which itself seems to have been inspired by Dundas’s portrayal as a villain in the 2006 film Amazing Grace, a fictionalized portrayal of the British anti-slavery movement.

Dundas was responsible for inserting the word “gradually” into an iconic 1792 Parliamentary motion calling for the end of the Atlantic slave trade. A legislated end to the trade wouldn’t come until 1807, followed by an 1833 bill mandating the total abolition of slavery across the British Empire.

The accusation is that – if not for Dundas – the unamended motion would have passed and the British slave trade would have ended 15 years earlier.

But according to the 18th century historians who have been brought out of the woodwork by the Cancel Dundas movement, Henry Dundas was a man working within the political realities of a Britain that wasn’t yet altogether convinced that slavery was a bad thing.

The year before Dundas’ “gradual” amendment secured passage for the motion, the House of Commons had rejected a similar motion for immediate abolition.

“Dundas’s amendment at least got an anti-slavery statement adopted — the first,” wrote Lynn McDonald, a fellow of the Royal Historical Society, in August. McDonald added that, in any case, it was just a non-binding motion; any actual law wouldn’t have gotten past the House of Lords.

The parliamentary record from this time survives, and Dundas was open about the fact that he “entertained the same opinion” on slavery as the famed abolitionist William Wilberforce, but favoured a more practical means of stamping it out.

“Allegations … that abolition would have been achieved sooner than 1807 without his opposition, are fundamentally mistaken,” reads one lengthy Dundas defence in the journal Scottish Affairs.

“Historical realities were much more nuanced and complex in the slave trade abolition debates of the 1790s and early 1800s than a focus on the role and significance of one politician suggests,” wrote the paper, adding that although Wilberforce opposed Dundas’ insertion of the word “gradually,” the iconic anti-slavery figure “later admitted that abolition had no chance of gaining approval in the House of Lords and that Dundas’s gradual insertion had no effect on the voting outcome.”

Meanwhile, the British abolition of slavery actually has some indirect ties to the road that bears Dundas’s name.

The road’s construction was overseen by John Graves Simcoe, the British Army general that Dundas had picked to be Lieutenant Governor of the colony of Upper Canada.

The same year he started building Dundas Street, Simcoe signed into law an act banning the importation of slaves to Upper Canada – and setting out a timeline for the emancipation of the colony’s existing slaves. It was the first anti-slavery legislation in the British Empire, and it was partially intended as a middle finger to the Americans’ first Fugitive Slave Act, passed that same year.

December 16, 2023

Do Droughts Make Floods Worse?

Filed under: Environment — Tags: , , , — Nicholas @ 02:00

Practical Engineering
Published 5 Sept 2023

The answer isn’t as simple as you might think!

One statistician famously said, “All models are wrong, but some are useful”. And even something as simple as the flow of water into the soil has so many complexities to keep track of. Like most answers to simple questions in engineering and in life: the answer is that it’s complicated.
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September 23, 2023

“Canada is, as a whole, a naive, spoiled country that stands a pretty good chance of getting punched in the face by reality”

Filed under: Cancon, Economics, Government, Media, Politics — Tags: , , — Nicholas @ 05:00

In The Line, Matt Gurney praises both the delivery and the content of a recent report by the Business Council of Canada urging Canadian governments to pay a lot more attention to economic security issues that seem to be almost universally neglected in favour of mediagenic gestures and battlespace prep for the next election.

But as I was reading the report, there was this nagging thought in the back of my mind. Why is the Business Council of Canada trying to impress upon the government (and the country at large) the importance of economic security? Why do we need a report from top business leaders to remind our political leadership that poor countries aren’t generally safe and peaceful ones, and that there are countries out there that would wish us harm and that we need to be on guard against? Like, shouldn’t we know that already? Because none of this stuff is revolutionary. It’s all extremely basic stuff that any mature country should just sort of intuitively grasp. Right?

And that’s when the shoulder-slumping realization lands on you like a ton of bricks. We should, but in this country, we don’t. We just don’t. Because, well ….

Uh oh.

It seems to me that a country shouldn’t need a report to impress upon key civilian leadership that economic prosperity is the cornerstone of all security, or that, on the flip side, security is a prerequisite for prosperity. Toronto is a fair bit rougher than it used to be these days — join us at our event next month! — but when I leave the house to run an errand, I’m reasonably confident I’m not going to be abducted by a band of roving pirates prowling the leafy streets of Leaside. When I head up north for the weekend, it doesn’t occur to me that there’ll be a checkpoint along the route, looking to shake me down or carry off my children into slavery. In the mornings, when I lurch out of bed with a groan that gets louder with each passing year, I expect that the light switch will indeed result in light and that the faucet in the bathroom will provide clean water. I don’t have to worry about whether the water treatment plant has been bombed or the power lines shelled.

Many of my Canadian readers may find the above absurd or, at least, a bit of hyperbole. But that’s the point. As I have written many times before, almost everything we do in this country, and almost our entire self-identity as Canadians, accepts internal security and safety from military attack as an ironclad given, just by default. That makes sense: that has been the norm for us, for a long time. It seems absurd precisely because how distant it seems from our normal.

But it isn’t the norm in any historical sense much beyond a human lifetime or two or three, even in Canada. And more to the point, as the voice-over guys in the commercials say, past performance may not be indicative of future results.

We are not owed prosperity in perpetuity. We are not guaranteed security by virtue of our niceness. These are precious things that require more than just good luck — and good luck, thank God, is something Canada still does seem to have. In addition to luck, though, we need realistic understandings of our strengths, weaknesses and the threats we face. We need political leadership that is mature and aware enough to understand the difference between political interest and national interest, and that is seized enough with these issues to devote the necessary resources to building up and preserving our security, from all reasonably foreseeable threats. That includes not just investments of money and people, but also simply intellectual bandwidth and emotional toil. We have to think, hard, about things that aren’t nice to think about, and have robust, effective institutions and a critical mass of people with the necessary combination of mindset, academic and professional training and lived experience to be effective at foreseeing, heading off and, when necessary, managing crises that threaten our safety and prosperity. We need a supportive bureaucracy that is efficient and task-focused and doesn’t get in the way of all this vital work.

Does any of this sound like Canada to you?!

Does it sound like the leader of any of our governments, or any of the people who’ll replace those leaders? Does it sound like any of our institutions except the ones specifically tasked with security and defence? You know, the ones we habitually starve so we can spend a few extra bucks and a bit more political capital on something a bit more pleasing to the average voter? Does it sound like the sort of thing smart, well-read and educated Canadians spare a single solitary moment thinking about as they go about their day to day lives?

Of course not. No one does, and our politics reflect this. These just aren’t issues of concern in Canada outside of the military, the intelligence agencies and a few fellow journalists and academics I could probably recount here in their totality by their first names.

September 16, 2023

QotD: The Persian “Royal Roads”

Filed under: Europe, History, Middle East, Quotations, Technology — Tags: , , , , , , , — Nicholas @ 01:00

The first thing worth clearing up about the Roman roads is that, contrary to a lot of popular belief, the Roman roads were not the first of their kind. And I mean that in a variety of ways: the construction of roadways with a solid, impermeable surface (that is, not just clearing and packing dirt) was not new with the Romans, but more importantly the concept of knitting together an empire with a system of roadways was not new.

The oldest road network that we have pretty good evidence for was the Persian Royal Road of the Achaemenids but these too were not the first (the Achaemenid dynasty ruling a vast empire from 559 to 330 BC; this is the Persian Empire of Xerxes and Darius III). Even before them the Assyrians (Middle and Neo-Assyrian Empires running from 1363 to 609 BC)1 had build roadways to hold together parts of their empire, though I confess I know very little of the extent of that road system except that we’re fairly sure it existed and like the later systems we’re going to talk about, it included not just the physical infrastructure of the roads but a sophisticated relay system to allow official messengers to move very rapidly over the network.

The modern perception of the Persian Royal Road is conditioned perhaps a bit too much by Herodotus who described the royal road – singular – as a single highway running from Susa to Sardis. Susa was one of several Achaemenid royal capitals and it sat at the edge of the Iranian plateau where it meets the lowland valley of Mesopotamia, essentially sitting right on the edge where the Persian “heartland” met the area of imperial conquests. Meanwhile, Sardis was the westernmost major Achaemenid administrative center, the regional capital, as it were, for Anatolia and the Aegean. So you can see the logic of that being an important route, but the road system was much larger. Indeed, here is a very rough sketch of how we might understand the whole system.

Compare the dashed line – the Royal Road as described by Herodotus – with the solid lines, the rest of the system we can glean from other sources or from archaeology and you can see that Herodotus hasn’t given us the whole story. For what it is worth, I don’t think Herodotus here is trying to lie – he has just described the largest and most important trunk road that leads to his part of the world.

This system doubtlessly emerged over time. Substantial parts of the road network almost certainly predated the Achaemenids and at least some elements were in place under the first two Achaemenid Great Kings (Cyrus II, r. 559-530 and Cambyses II, r. 530-22) but it seems clear that it is the third Achaemenid ruler, Darius I (r. 522-486; this is the fellow who dispatched the expedition defeated at Marathon, but his reign was far more important than that – he is the great organizer of the Persian Empire) who was responsible for the organization, formalization and expansion of the system. And in practice we can split that system into two parts, the physical infrastructure of roads and then the relay system built atop that system.

In terms of the physical infrastructure, as far as I can tell, the quality of Persian Royal Roads varied a lot. In some areas where the terrain was difficult, we see sections of road cut into the rock or built via causeways over ravines. Some areas were paved, but most – even most of the “royal” roads (as distinct from ancillary travel routes) were not.2 That said, maintenance seems to have been more regular on the royal roads, meaning they would be restored more rapidly after things like heavy rains that might wash an unpaved road out, making them more reliable transport routes for everyone. They also seem to have been quite a bit wider; Achaemenid armies could have long logistics tails and these roads had to accommodate those. Several excavated sections of royal roads are around 5m wide, but we ought to expect a lot of variation.

On top of the physical infrastructure, there was also a system of way-stations and stopover points along the road. These were not amenities for everyone but rather a system for moving state officials, messengers, soldiers, and property (like taxes). While anyone could, presumably, walk down the road, official travelers carried a sealed travel authorization issued by either a satrap (the Persian provincial governors) or the king himself. Such authorizations declared how many travelers there were, where they were going and what the way-stations, which stocked supplies, should give them. Of course that in turn meant that local satraps had to make sure that way-stations remained stocked up with food, fodder for animals, spare horses and so on. Fast messengers could also be sent who, with that same authorization, would change horses at each way-station, allowing them to move extremely fast over the system, with one estimate suggesting that a crucial message could make the trip from Sardis to Susa – a trip of approximately 2,500km (1,550 miles, give or take) in twelve days (by exchanging not only horses, but riders, as it moved).

All of which gives some pretty important clues to why royal roads were set up and maintained. Notice how the system specifically links together key administrative hubs, like the three main Achaemenid capitals (Susa, Ekbatana and Persepolis) and key administrative centers (Memphis, Sardis, Babylon, etc.) and that while anyone can use the roads, the roads serve as the basis for a system to handle the logistics of moving officials and state messages, which of course could also serve as the basis for moving armies. After all, you can send messengers down the royal roads, through the existing system set up for them, to instruct your satraps to gather local forces or more importantly to gather local food supplies and move them to the road in depots where the army can pick them up (and perhaps some local troops) as it moves through to a nearby trouble spot (while the nice, wide road allows you to bring lots of pack animals and carts with your army).

In short this is a large, expensive but effective system for managing the problem of distance in a large empire. Cutting down travel and message times reduces the independence of the satraps, allowing the Great King to keep an eye on them, while the roads provide the means to swiftly move armies from the core of the empire out to the periphery. We can actually see this play out with Alexander’s invasion. He crosses into Asia in 334 and defeats the local satrapal army at Granicus in 334. Moving into the Levant in 333, he’s met at Issus by Darius III with a massive army, collected from the central and western parts of the empire – which means that news of Alexander’s coming has reached Darius who has then marshaled all of those troops from his satrapies (and hired some mercenaries), presumably using his efficient message system to do it and then moved that force down the road system to meet Alexander. Alexander defeats that army, but is met by another huge army at Gaugamela in 331, this time gathered mostly from the eastern parts of the empire. While the Persian army fails in defeating Alexander, the exercise shows the power of the system in allowing the Great King, Darius III to coordinate the military efforts of an enormous empire.

So this is a system meant to enable the imperial center to control its periphery by enabling the court to keep tabs on the satraps, to get messages to and from them and move armies and officials (and taxes!) around. And doubtless it was also not lost on anyone that such a visible series of public works – even if the roads were not always paved and had to be repaired after heavy rains and such – was also an exercise in legitimacy building, both a visual demonstration of the Great King’s power and resources but also a display of his generosity and industry.

And I lead with all of that because the Roman road network works the same way, just on an even larger scale. Which isn’t to say the Romans were copying the Achaemenids (they don’t seem to have been) but rather that this is a common response to the problem of managing an uncommonly large empire.

Bret Devereaux, “Collections: Roman Roads”, A Collection of Unmitigated Pedantry, 2023-06-02.

    1. The Middle Assyrian Empire and the Neo-Assyrian or New Assyrian Empires were, in fact, the same state. We split them up because of a severe contraction in Assyrian power during the Late Bronze Age Collapse.

    2. On this, see Henkelman and Jacobs, 727-8

August 16, 2023

Facts about Africa’s Geography never taught in schools | Thomas Sowell

Filed under: Africa, Books, Economics, Environment, History — Tags: , , — Nicholas @ 02:00

Thomas SowellTV
Published 20 Nov 2021
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August 12, 2023

The urge to compare our own culture to the declining Roman Empire

Filed under: Books, Britain, Europe, History, USA — Tags: , , , — Nicholas @ 04:00

In UnHerd, Alexander Poots wants pundits to stop comparing this or that country in the West to the latter stages of the Gibbonian decline of Rome:

“The Course of Empire – Desolation” by Thomas Cole, one of a series of five paintings created between 1833 and 1836.
Wikimedia Commons.

On both sides of the Atlantic, hysterical comparisons between the collapse of the Roman Empire and the senile polities of the modern West have become the journalistic norm. Every major problem facing our society — from climate change to Covid to inflation — has received the Gibbon treatment.

There are, of course, regional variations. The British, tied by geography to Europe’s fortunes, tend to favour the definitive fall of the Western empire in AD 476. The Americans, ever fearful of an over-mighty executive, linger on the collapse of senatorial authority in 49 BC. And it is also more than a journalistic trope, with the unacknowledged legislators of our world also playing the same game. Elon Musk recently suggested that today’s baby drought is analogous to the low birth rates of Julius Caesar’s dictatorship. Marc Andreessen has compared California to Rome circa AD 250. Joe Rogan, meanwhile, is beginning to suspect that all this gender business might have a worrying ancient precedent.

Such appeals to the past are only human. The fourth word in Virgil’s Aeneid is Troiam. This is the first fact that we learn about Aeneas: he is from Troy. Virgil does not even bother to tell us his hero’s name until the 92nd line. Doubtless, the poets of Ur and Hattusha had their own Troys. And perhaps the first men who placed one mud brick upon another sang of flooded valleys, choked caves and herds that no longer ran. But Rome has been our common loss since the early Middle Ages. As Virgil looked back to Priam, so we look back to Virgil. In 1951, it was perfectly natural for W. H. Auden to compare a dying Britain with a dead Rome: “Caesar’s double-bed is warm / As an unimportant clerk / Writes I DO NOT LIKE MY WORK / On a pink official form”

But journalists and billionaires do not work in a poetic register. They deal in facts and lucre. When they say that Britain or America is following imperium Romanum down the dusty track to oblivion, they seem to be speaking literally. This is not a mistake that Virgil would have made. It is all very well to evoke Rome as an elegiac warning. But if we believe that there are concrete lessons to learn from the Roman Empire’s decline and fall, then we will have to examine the mother of cities as she really was. The results are surprising.

In AD 384, 400 years after Virgil composed his Aeneid, Quintus Aurelius Symmachus had a bridge problem. Symmachus was Urban Prefect of Rome, a role of huge responsibility. By the fourth century, the city of Rome was no longer the imperial capital of the western empire; it had been replaced in 286 by Mediolanum (modern Milan), which was a good deal closer to the empire’s febrile northern borders. But Rome remained the nation’s hearthstone. Her good governance was of the highest priority. The Urban Prefect dispensed justice, organised games, fed the mob and looked after the material fabric of the city. It was not an enviable position. One man had to keep the vast, turbulent metropolis ticking over with the minimum of rioting. Symmachus was well aware of the touchiness of the Roman pleb. His own father had been burned out of his house and chased from the city after making a catty remark of the “let them eat cake” variety during the wine shortage of 375.

The bridge problem went like this. Around 382, the emperor Gratian ordered that a new bridge be built across the Tiber. It soon became clear that construction was taking too long and costing too much. Two years later, as the project neared completion, one span collapsed. Such waste of public funds could not be ignored, and so an inquiry was launched. A specialist diver was engaged to examine the structure; he discovered that the job had been bodged. The engineers responsible for the project, Cyriades and Auxentius, were summoned to account for their failure. Each blamed the other, before Auxentius, who had been caught backfilling sections of the bridge with bales of hay, fled the city — pockets doubtless jingling with public gold.

On the face of it, this sounds like a very late Roman story: a nation once famous for its engineering prowess could no longer build a bridge across the Tiber without everything going horribly wrong. But I’m not sure that’s true. Problems arise all the time, and in themselves tell us very little about a society. What matters is the response to those problems. And Symmachus’s dispatches to the imperial court make it clear that his response was considered and comprehensive. The bridge was completed in the end, and stood for over 1,000 years until its demolition in 1484. Now think of 21st-century London: remember what happened the last time we tried to build a bridge across the Thames?

August 2, 2023

How Shipping Containers Took Over the World (then broke it)

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

Calum
Published 5 Oct 2022

The humble shipping container changed our society — it made International shipping cheaper, economies larger and the world much, much smaller. But what did the shipping container replace, how did it take over shipping and where has our dependance on these simple metal boxes led us?
(more…)

July 29, 2023

QotD: How pre-modern cities shaped the surrounding landscape

Filed under: Books, Europe, History, Quotations — Tags: , , , , — Nicholas @ 01:00

When it comes to shaping the landscape outside of the city – our main point of investigation – the key element of the pre-modern city that matters is the intense demand it creates for agricultural products that the non-farmers who live in the city cannot produce themselves, chiefly (but not exclusively!) food. The intensity of that demand scales with the size of the city. A small town might only really shape land-use and farming patterns out a few miles; a huge mega-city like first century Rome (c. 1m people) re-shapes land patterns for hundreds of miles, its economic influence intruding into the territory of other, smaller cities.

Every town or city, of course, will be different. For agricultural societies especially, local terrain sharply constrains possible land uses. Some land is simply too wet or dry or rough or rocky or infertile for this or that purpose. In a modern city, apartments or factories or offices can be built almost anywhere; the sort of land suitable for intensive farming is more limited. This is even more true for pre-modern societies working without modern fertilizer, without electric-powered irrigation and without the industrial technology to massively reshape terrain (draining swamps, filling ravines, flattening hills, irrigating the desert, etc – some of these can be done with hand tools, but not to the extent we can today).

Still, we want to begin thinking about how cities impact the land around them without all of these difficult and confusing variables. We want to image a city, isolated and alone in the middle of an endless, flat and featureless plain. This is exactly what J. H. von Thünen did in The Isolated State (Der isolierte Staat). This kind of exercise can give us a baseline of what the landscape around a decent sized city might look like, which we can then modify to respond to different terrain, technology and social organization.

(Note: I would be remiss if I didn’t note that my discussion of these ideas owes heavily to Neville Morley’s Metropolis and Hinterland (1996), where he applied this very method to the city of Rome and its hinterland (and also first introduced me to von Thünen’s ideas). That book and also his Trade in Classical Antiquity are both great books to give a read if you want to begin building a sense of how pre-modern economies work).

The key factor von Thünen looks at is transportation costs. For a society without trains or trucks, moving bulk materials of any kind over long distances is extraordinarily expensive. Moving grain overland, for instance, would cause its cost to double after 100 miles. Thus land close to our theoretical city is extremely valuable for production, while land far away is substantially less valuable (because the end goal is transporting the agricultural production of that land to the city). As a result, transit costs – and thus distance – dominates how cities influence land-use patterns (along with population, which determines the intensity of the city’s influence).

Bret Devereaux, “Collections: The Lonely City, Part I: The Ideal City”, A Collection of Unmitigated Pedantry, 2019-07-12.

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