Category: Environment

Travel’s Societal Impact

Privilege is all around us. It’s, by definition, not equality. It’s a privilege to live in a country not torn by war or where the environment has not been decimated. It’s a privilege to be able to protest and strongly disagree with the powers that be. Indeed, in this country it’s a right too.

Debates about the moral or ethical grounds of inequality will never cease. That’s a hope of mine. For the minute we become timid and cowed by an authority that would rather supress such debates, then that’s the end of our democracy. We’d be free no more.

A large part of my career has been in the aviation industry, in one way or another. Putting aside the military uses of aviation, that’s another debate, civil aviation and the travel industry are two peas in a pod. Flying facilitates travel. Largely international travel. Apologies to the cargo industry, leisure flying and so many others.

One phenomenon that is not new, is that of raising the issue of responsibility. For example, the consequences of tourism to natural environments are often negative. Not always so. Huge effort is made by some countries and organisations to make tourism a positive. However, generally there are significant challenges to be grappled with in making travel affordable for all.

Wealthy young Europeans have been roving across boarders as part of a rite of passage since the 1600s. A “Grand Tour” was a form of discovery, education and cultural enrichment. Today, a student might call that a gap-year. Time taken out of formal studies to travel abroad. The aim, as well as having fun, is to return a more rounded person ready for whatever life might throw up.

Where do we sit as a society in terms of the balance between personal freedom and our collective responsibilities? Are activists right to attempt to slam or shame travellers for the negative impacts that they can trigger? These are uncomfortable questions. Ironically, these difficult questions are often raised by the people who have enjoyed the privilege of travel.

In my mind, a debate on this subject of balance reflects greater societal issues. When we look at a basic hierarchy of human needs then international leisure travel may not be top priority. However, life would be less rich and colourful without it. Embarking on an epic journey, that takes a traveller outside their comfort zone, can be a life changing event.

To defend the freedom to travel, I cannot avoid looking at the other side of the equation. There is an overwhelming responsibility to do something restorative. Ignoring the impact of travel, particularly civil aviation, is not an option anymore.

I know there are some politicians who scream for the abandonment of Net Zero policies and all they entail, but they are extremely foolish. Shifting the burden onto future generations is reckless. Appealing to those who want to escape the debate, or force a return to mythical age, is nothing more than doomed short-termism.

This is one reason I’m an advocate for electrification and the exportation of radical solutions, like hydrogen powered civil aviation. Technological solutions are part of the path to take. That, in of itself, may not be enough but at least engineering change is permanent.

Solutions by design are far more powerful than ephemeral political posturing. Legislation can be overturned in a weekend. A whole new way of operating aviation can be sustained for decades.

The Revolutionary Role of Hydrogen

Hydrogen has a history with aviation. What could be better. A gas that is so light. So easily produced and with no need heat it up. With a lightweight gas-tight bag and a fair amount of rope, balloon construction took-off. Literally. The proof that hydrogen gas could lift a balloon goes back to the 1780s in France.

Sadly, the downside of this gaseous element is its propensity to combine with other elements. In fact, where would we be without liquid water. On this planet, that most basic and prolific combination of hydrogen and oxygen. Not so much sadly but more luckily.

Step forward about 250 years and we have a different vision for hydrogen in aviation. If it’s combined with the oxygen in the air that we breath, we get nothing more noxious than water. Since, the other forms of combustion, that populate our everyday lives, is distinctly noxious, surely hydrogen has a lot to offer. Talk about downsides. Burning fossil fuels is distinctly unsustainable. Polluting the atmosphere.

This week, I was looking out to sea. At the English Channel (No name changes there, I see). Standing on the pebble beach at Budleigh Salterton. They ought to have an award just for that name. It’s a small seaside town in Devon. The towns cliffs are part of a World Heritage Site, namely The Jurassic Coast[1]. 

Forget the 250 years of humans flying, cited above. About 185 million years of the Earth’s history is for all to see on the Devon and Dorset coast. When we say “fossil fuels” what we mean is that we are living off the back of Earth’s history. Society powers modern life on dinosaur juice. Well, not exactly but plant and animal life from hundreds of millions of years ago. How crazy is that?

Hydrogen, on the other hand, is one of the most abundant elements. It’s everywhere.

Modern day dinosaurs (politicians and pundits) insist that we continue to exploit dinosaur juice until it’s all gone. That’s putting aside any concerns about returning all that carbon to the Earth’s atmosphere. Carbon accumulated over millions of years.

Hydrogen can be a clean fuel. The problem is that saying that and then doing it are two different things. There are complexities that come with using Hydrogen as a fuel. It might be reasonably easy to produce, in multiple different ways, but it’s not so easy to transport.

Producing leak proof systems for transport and storage requires innovative thinking. We can’t just treat it with the familiarity of conventional fuels. Whole new regimes are going to be needed to get Hydrogen from where it’s produced to where it’s needed.

Producing leak proof systems for aircraft is a challenge. Given the odourless and invisible nature of this light gas, accurate and extensive detection systems are going to be needed. If the gas is to be consumed by fuel cells to produce electricity, then there’s going to be a constant struggle against complexity and significant expenditures.

What is reassuring is that none of the above is insolvable. At this time in history, we have the materials technology and control systems that make Hydrogen a viable clean fuel.

[1] https://jurassiccoast.org/

The Evolution of Air Traffic Control

Until civil air traffic started to grow the need for its control wasn’t the number one consideration. The pilot was the master of the skies. A basic “see and avoid” approach was taken. See another aircraft and avoid it at all costs. Note, I am talking about the early 1920s.

If you want a nice exploration of how it all started keep an eye on the site of the Croydon Airport Visitor Centre[1]. The first London airport was not Heathrow or Gatwick. No, there’s a stretch of grass, a hotel, industrial units and out of town shopping standing on the site in Croydon of the first London airport. 

Firstly, we can thank Marconi for the first radiotelephony. Providing a means for pilots to speak to airports enabled the development of Air Traffic Control (ATC)[2]. It got going out of necessity because there was limited space on the ground and many aircraft wanted to take-off and land.

Aerial navigation took off in the 1920s. A hundred years ago. WWII drove advancement in every aspect of technology. After WWII, the basic having been established, an international body was established to set standards for international flying. That’s where today’s ICAO originated.

Radar and VHF radio transmissions were the cutting-edge technology that enabled air traffic to grow. Radio navigation aids developed as did automatic landing systems. So, by the time the jet-age started there was a whole selection of technology available to manage air traffic. Not only that but the standards required for these systems to interoperate around the globe were put down on paper.

That legacy has served aviation remarkably well. Incremental changes have been made as new capabilities have been developed. Most notable of that evolution is to return elements of control to the cockpit. A traffic alert and collision avoidance system (TCAS) does just that. It provides a safety net.

What we have available to manage dense airspace and busy airports is a complex, highly interconnected, interdependent set of systems of systems and procedures that is not easy to unravel. Each part, in each phase of flight, plays its role in assuring safe operations.

News and rumours are that quick fixes are being demanded in the US. Responding to recent accidents and a perception that all the above in antiquated, a well know tech guru has been thrown at the “problem”. I shouldn’t be a cynic, as having a fresh pair of eyes looking at the next steps in the development of air traffic management should be good – shouldn’t it?

It’s my observation, as an engineer who knows a thing or two about these things, is that any simple solution means that the parties have not thought long enough about the problem. In this case there are no quick fixes. However, there’s likely to be incremental improvements and they will not come cheap. 

[1] https://www.historiccroydonairport.org.uk/opening-hours/

[2] https://www.historiccroydonairport.org.uk/interesting-topics/air-traffic-control/

Revitalising Manufacturing

Yes, it’s good to have good trading relations with other countries. With a degree of pragmatism – as many as possible. Naturally, there are lines drawn in cases where countries share little of the UK’s values or are dictator run aggressors. Counting the hundreds of sovereign countries there are around the globe, a majority are friendly and mostly interested in mutual wellbeing.

However, post-2016[1] we are still living in strange times in the UK. In the same breath as some people talk of sovereignty and surrender, they say an extremely wealthy man in the US can solve all the UK’s problems. This nonsense defies any kind of logic.

There’s a peculiar celebration of the UK joining the Asia-Pacific Comprehensive and Progressive Agreement for Trans-Pacific Partnership (CPTPP) bloc. As if we didn’t have a huge trading block on our immediate doorstep. Joining one that offers a tiny gain overtime whilst leaving the other has cost a massive economic hit. The one thousands of miles away is significantly culturally different but the one next door is one where we share a common history.

I learn that there’s no point even thinking that logic has any influence on a Brexit supporter. Non whatsoever. Their view of the world comes from some lost imperial age.

Sadly, Brexit talk is only mumbled in darkened corners. That whopping great elephant in the room continues to get ignored. Even the UK’s new Labour Government is carrying on as if there were the former Conservative bunglers. There’s some woolly talk of reconciliation. There’s a lot of right-wing scaremongering. Practically, not a lot is changing.

In real terms, both UK exports and imports of goods are lower than in 2016, having shrunk by 1% and 2%, respectively[2]. Which is crazy given the new economic horizons. Especially in the switch to the need for more environmentally responsible goods. We should be modernising and strengthening UK design and manufacturing. Not just a bit but putting a rocket under both. Half hearted nice words by minor Ministers don’t cut it.

International trade fantasies will not build a stronger domestic economy and that illusive positive growth that’s often talked about in political speeches. With the coming of highly advanced computing, like artificial intelligence, countries with predominantly service based economies are gong to struggle. Basic service orientated jobs are going to get more automated. Like the traditional factories Henry Ford would have recognised, office complexes are hollowing out.

At least the new Labour Government isn’t pushing wholesale reopening coal mines or returning to a dependency on North Sea oil rigs. That said, I’m unsure what their attitude and policy is to rock fracking and imported gas supplies.

To make real economic progress we (UK) must make Brexit history. With our colleagues in Europe, we can be an innovation powerhouse. Making home grown products for the world markets of the future. Not languishing in a tepid imperial past or tugging at the shirt tails of some mega weird pugilist.

[1] UK referendum result: Of those who voted, 51.89% voted to leave the EU (Leave), and 48.11% voted to remain a member of the EU (Remain).

[2] https://personal.lse.ac.uk/sampsont/BrexitUKTrade.pdf

Labour’s IHT Policy: A Threat to Family Farms?

Labour is driving down a road it’s driven before. It’s a shame when the two biggest political parties in Britain are so captured by their past that they can no more look forward than a duck can master arithmetic.

Post Second World War the country was broke. Rising taxes were inevitable to pay down debt. The British State was far more directly involved in everyday economic decisions than it is now.

Inheritance Tax (IHT) got its status as a loathed tax partially because of the necessary actions of the post-1945 Government. At that time, “estate duty” was increased to 80%. This generated increase tax revenue but led to the breakup of large country estates up and down Britain. Ironically, the breakup of country estates created an opportunity for some tenant farmers. As the estates were sold off in lots so tenants could become owners, if they could raise the finance.

So, you might say farmers paying IHT at 20% isn’t so bad by comparison. The amount of generated increase tax revenue isn’t much. With one hand the Government is subsidising farmers and with the other hand it’s taking a cut of their lifetime acquired assets.

Another side of the coin is the cost-of-living crisis. Certainly, winter heating costs have been a matter of great concern for a lot of people. Food too is an absolutely essential expense. Hence, the growth of food banks in every part of the country. This shouldn’t be accepted as the norm.

All of this is happening at a time when the nation’s supermarkets are making healthy profits. Keeping cheap food on the shelves with, in some cases, the philosophy of sell it cheap and pile it high. Industrialised and highly processed food coming in at the lowest prices to the customer. At the other end of the supply chain, forcing down farm gate prices.

You would think that getting national food production, the job done by farmers, right would be an imperative for Government. You would think that a regular dialogue with farmers might be quite important. Wouldn’t you?

The problem with Labour’s 20% IHT and the threshold of 1 million is that it’s not going to have much impact of those who own large country estates to avoid other taxes, like CGT. It’s not going to have much impact on large corporate agricultural enterprises. It may not even have much overall impact on land prices. Afterall, they don’t make it anymore.

But it’s going to clobber small and medium sized enterprises, very often family farms. It will clobber far more than the Treasury’s last-minute calculations say[1]. The reason is clear. The profitability of family farming has been dire over recent years. Add a new tax bill and selling-up will be the most attractive option for many potential next generation farmers.

Then the question must be asked what’s it all about? What are the values underpinning this policy? There I go back to the start. Does Labour perceive these working people as “rich”. Their logic may go, why shouldn’t the rich pay more after the Conservative Government that they supported has made such a mess of the country? One way of seeing where we are.

Trouble is that they have aimed at the wrong target.

[1] https://www.channel4.com/news/how-many-farmers-will-have-to-pay-inheritance-tax

UK Farmers’ Unrest: Budget Shock and Political Implications

Yesterday, central London was full of British farmers. Far more than was anticipated. It’s a countryside revolt. Or at least the seed corn of unrest. It needs to be addressed quickly.

The UK Government Budget sprung an unexpected shock on farmers. Newly elected, everyone expected them to try to correct the spending mess left by their predecessors. However, few expected them to make-up last minute figures to do something they said they wouldn’t do.

Lots of family farmers could be singing the classic Beatles song “Yesterday”. Troubles seemed so far away before the general election. Now, they seem here to stay.

Like androids, and the Tories before them, Labour Members of Parliament (MPs) are trotting out lines prepared for them by their masters. The political excuse trotted out robotically is that the theoretical threshold for taxation is £3 million and not £1 million as everyone is saying. Therefore, they say, fewer farm businesses will be impacted by their new death tax.

When something goes wrong in Government one of the best strategies is to address the facts immediately, apologies for any error, take the temporary hit and move on quickly. Stonewalling and wibbling is an extremely poor approach.

For a start, many farmers will not be able to take-up the tax reliefs Labour MPs are talking about. Farming is a hazardous profession. Sadly, unexpected deaths are not unusual. If such an event occurs this could then result in compounded tragedy, that is the death of a family business too.

Farmers are pointing out that significantly wealthy people will still use land purchase to avoid tax. They will have complex and detailed tax planning services at their fingertips.

Agricultural land values have increased dramatically in recent decades. Yes, there is an issue to be addressed with respect to land value. Housing development land is an astronomical price. It’s one of the drivers that is making house prices unaffordable for many people.

Labour needs to recognise that it’s not food producers who are driving these negative phenomena. It’s not small and medium sized family farms who are the problem makers.

Not only is this new inheritance tax very poor politics by Labour, but it’s also not going to crack the problem that they might wisely wish to crack. I’d say, think again. At least consult.

Rain and Life

Rain is inevitable. Rain is perpetual. Rain is ingrained in the fabric of life. Britain is a series of islands that’s buffeted by the winds that sweep across the Atlantic. Not always but mostly. 

We complain about it. We lament it when there’s not enough. We are shaped by it.  If ever there was a better sign of what’s called “small talk” it’s to talk about the weather. Having a conversational default like this one is deeply embedded in our culture.

The line to draw is one between the “normal” amount of rain and the periods when the torrents seem almost biblical. Record breaking is a talking point. Can’t ignore it.

According to the Met Office[1], Berkshire, where I am, received 3 times its average September rainfall. Southern England had its wettest September since 1918, and its 3rd wettest on record in a series from 1836.

Natural variations are to be expected. Afterall, what would there be to talk about if the only thing to say is that the weather is the same as yesterday, or last week. That is the fate of people in some parts of the world. No such predictability for our northern hemisphere islands. Up at above 50 degrees of latitude we see a moderate variation in almost everything.

The key word there being “moderate”. Months that are as wet as this past September, do impact the regular cycles of the seasons. Generally, it’s been warm too. I can’t help thinking it’s been a good year to be a tree. Roots have had a lot to soak up whenever the need arises.

Is what’s happening an indication of climate change? I’m not going to be the one to put my hand up on that one. I suspect that a greater degree of variation in the weather is a broader factor.

For the farming calendar this year has already been a strange one. Almanacks that tell you when to reap and sow might need revisiting. Whether cows will need to develop webbed feet or horded of ducks take over, I’ll leave that to the imagination.

For me, since January, living near a river has become a source of curiosity. Luckily our house is many meters above the worst-case scenario for a sustained flood. The river runs fast. It’s a chalk stream. What’s interesting is that its level is highly dependent upon the degree of soaking that the surrounding land has received. Just now, the green fields around are like sponges that are nearing their capacity. I’m sure, that’s unusual for early Autumn.

[1] https://www.metoffice.gov.uk/about-us/news-and-media/media-centre/weather-and-climate-news/2024/record-breaking-rainfall-for-some-this-september

Electric Aviation: The Promise of Clean Flight

Electric aviation is not new. Not new at all. The engineers of the past struggled with two factors. Power and weight. A French electrically powered airship was the first aircraft to make a controlled circuit. On 9 August 1884, it flew a circular course of 8 km at a max speed of 14.5 mph. Its electric motor weighed 100 kilograms and its battery weighed 263 kilograms.

It’s not a problem to be able to distribute or use electrical power on-board an aircraft. The problem come in generating enough of it from a reliable source. Today’s “conventional” civil aircraft generate and use large amounts of electrical power. For example, the Boeing 787 has two starter/generators per engine[1]. Electrical power from the generators goes to four alternating current (AC) electrical distribution buses, where it is either sent for use as is (235 V AC) or converted for use by the aircraft systems that need it.

A revolution is taking place in electric aviation. It offers the opportunity to fly cleanly. That said, the traditional technical challenges remain the same. Power and weight. In 140-years battery technology has advanced considerably. But is that enough?

A difficulty that battery powered flying is stuck with is that at the start and at the end of a flight the batteries weigh, more or less, the same as they did from the day of their manufacture. Today’s “conventional” civil aircraft consume fuel. Thus, they are significantly lighter at the end of a flight than they are at the start. Airframes can be designed to take advantage of this fact.

One of the up sides is that a good electric motor can get to an efficiency of 80% whereas a turbo fan engine comes in at around 35%. That sound great until we look at the amount of energy we can store within a given volume. Jet fuel packs a punch. To get the same punch from an electrical battery it would likely be 15 times the size. That’s not good for a practical design. The low battery energy density coupled with the high weight of batteries means that this strategy for large aircraft needs to be put to one side for now.

A modern aircraft engine like the CFM International LEAP, can develop a max take-off thrust of over 30,000 lbf. Two of those engines can safely accelerate a Boeing 737 or Airbus A320 with ease and cruise with good economy. Thus, electrification of the propulsion of this class of aircraft is a long way off. The nearest possible future for propulsion of a B737 and A320 sized aircraft may be hydrogen based.

This explains why the drawing boards are full of small electric aircraft designs where performance demands are more modest. There’s a hope that the continuous development of battery technology will provide year on year gains. Much more than aviation alone demands that battery technology advances.

Developments in hydrogen-electric aviation are catching the headlines. Much of what has been achieved is experimental. I look forward to the day when hydrogen is not used to fill airship gas bags but becomes the life blood of transport aviation. It’s conceivable that will happen in my lifetime.

[1] http://787updates.newairplane.com/787-Electrical-Systems/787-Electrical-System

The River’s Arms

It’s now called the River’s Arms Close. A scattering of relatively new houses. That’s all that remains of a rough working public house that I knew well in my youth. Not indoors. In the bars. I never visited more than the paved courtyard outside the pub. Afterall, I am talking about me at the age of 12 or 13ish. Until now, looking it up, I’d remembered the pub as being called The Railway.

This pub was just across the road from the entrance to what was then Sturminster Newton cattle market[1]. A huge agricultural market. It was on Station Road. Even then, the railway station and its steam trains had long gone. They must have gone in 1965/66. Then a political axe fell on rural railway lines. On a Monday, the town was a busy place. That was market day.

Scruffiness was a badge of honour. Galvanised steel sheeted buildings and tatty block-built sheds were the order of the day. The feast for the eye was not the buildings, more the people. The noise was overwhelming. Smells were on the rich side too.

This comes to mind because I moved a large and heavy plastic planter containing a healthy blackcurrant bush. Green leaves and wood. My crop of blackcurrants had been eaten by birds earlier in the year. This week’s plan was to find a suitable spot in the garden to transplant the bush ready for next year.

Here’s the connection. It’s to do with fruits. Local produce. In the 1960s, to earn money of our own, my brothers and I would go blackberry picking. There were times when Somerset hedgerows were teaming with mases of blackberries. They still are in a lot of places. We’d fill to the brim used plastic containers. Recycling ice-cream containers. Trying not to squish the delicate fruit.

On market day the courtyard outside the pub would become an auction ground. People would bring local produce and miscellaneous junk in the hope of getting a fair price. Everything would be spread out over the floor outside. Fruit, veg, eggs and strange ironwork and old tools. Around lunchtime a sale would take place. Informal and unpredictable. A huddle of farmers, townsfolk and on watchers. Nevertheless, all the small items were carefully booked in and booked out. For our containers of blackberries, or later in the year field mushrooms, we’d get just less than a pound, if we were lucky. That was in “new money.”

It’s July, so we are not into that season yet. It’s creeping up on us. Fruit trees are starting to look as if they are going to produce a good crop. Blackberries are slowly forming. A time of fruitfulness is coming. That season of harvest is just over the horizon.

Exposure to markets, and their volatility, is as much a life lesson as the benefits of organic produce. In that small Dorset country town, the ebb and flow of market day were as integral to life as the water that flowed in the river. Today, much of that rhythm is history. A new rhythm is running. We go from coffee shop to posh bakery to the purveyors of expensive imports.

Our dependency on national supermarkets and large-scale logistics is mainstream. The heavy lorries that carry food are not full of local produce going to a local market. They come from remote fulfilment centres on main trunk roads. They dwarf the road traffic of the past.

It’s silly to think that we can step back. Times were rougher and cruder but there’s merit in giving thought to the better bits. Today, there’s little incentive for a boy with a recycled container full of fresh blackberries.

[1] https://www.somersetlive.co.uk/news/local-news/sturminster-newtons-bell-toll-today-148980

View

As I looked out of the kitchen window, this morning a face started back at me. It wasn’t a human face. Thank God. Silhouetted against the ultra-green spring grass of the field at the back of our house was the face of our new neighbours. Their shiny black coats and notably short standing is distinctive. One stately bull, two cows and two claves. A contented family group.

Just as the flood water has receded, and the ground hardened so the grass has shot-up in an instant. It’s a rough pasture but there’s plenty of grass for five cattle to munch away at. My calculation is that the small field out back is about seven acres is size. So, they have plenty of space to roam around all day long. A riverbank on one side. Large shady trees on the main road side. To the southside of the field about five houses, including ours. Some refer to this arrangement as conservation grazing. These cattle are complementary to the wildlife that inhabits this next-door greenspace.

It was funny to watch the Canada Geese get to realise that they have to share the field. There’s as many as 18 of them nibbling away at the grass. At first, they were spooked by the cattle, and their natural curiosity. Soon the two parties decided to ignore each other and get on with life.

Dexters are the smallest native breed of cattle in the British Isles[1]. They are often seen at agricultural shows[2]. They are a breed of cattle that are easier to keep on a small holding than some of the larger and more demanding breeds of cattle. That said, I am told that they can be temperamental and stubborn. However charming the black Dexter bull may look, I don’t think I would argue with him for one minute. He looks quite capable of repelling anyone he doesn’t know or thinks to be friendly.

Interestingly, these cattle are a native breed at risk. At least they are listed in the existing government guidance[3]. This situation does attract a supplement of a certain amount per area grazed. So, there is a useful incentive within the countryside stewardship scheme. This is subject to a whole set of conditions but that’s quite common for such grant schemes.

Frankly, I don’t think there’s any chance that Dexters will become extinct in the next hundred years. For one there’s the attractiveness of the breed. For another, Dexter beef is a quality product. True they are not “commercial” in the sense of being suitable for supermarket shelves.

In the last week, it’s nice to see our new neighbours settle in. They seem to be more than happy with their summer pastures. Seeing the two young claves run around with their tails in the air is a pure delight. They are having fun without a care in the world. The geese, ducks, moor hens, jackdaws, roe deer and red kites are all happy to share the small field and riverbank. Not forgetting the occasional swan. It’s a proper country scene.

[1] https://www.dextercattle.co.uk/

[2] https://www.stackyard.com/orgs/agricultural_shows/dates.html

[3] https://www.gov.uk/government/publications/uk-native-animal-breeds-at-risk-list