Wednesday, 21 August 2013

I’ve seen the fusca and it works


few rather strange months in Brazil

It was last month’s graduation ceremony that reminded me of Brazil. Several friends had completed PhDs and posted pictures of themselves in their finery, waving certificates and throwing hats in the air. It brought to mind a drizzly English summer day five years ago when I lined up to get my own scroll, wearing our academic dress, which resembled something Thomas Cromwell might have worn; it was designed by the photographer Cecil Beaton, who should have known better. A few weeks after that ceremony I left for a new job in New York, and for a long time I thought little about my PhD and the way I got it. In particular, I forgot the fieldwork. I had nearly failed; but in the end I did not, and the work was done now. We push things from our minds if they vex us, or if they no longer have a claim on our attention. So I hadn’t thought in years of the bright sunlight, the lush vegetation, the heat or the drive across to Niterói on the long bridge; of the bare hills with their yellow grass and brown gullies, or the hard beds, or the flock of macaws that startled me late one afternoon as they took off from the Federal University campus and flew towards the city.
 
II 
Rio: the postman calls on campus (pic: M. Robbins)
I had never seen a macaw in flight. I was walking down the unmade road between the bungalows where the scientists from the research institute lived, as did the lecturers from the rural campus of the Federal University across the road. It was early May 2005, autumn in Rio de Janeiro, but very hot, and I moved slowly, weighed down with a bag full of empty bottles I was returning to the bar. As I came towards the main road, eight or nine large, bright-green macaws passed straight in front of me, flying in loose formation. Behind them the sky had just regained its colour after the heat of the day and was a gentle blue. By the side of the road in front was a tradesman’s van piled high with intensely vivid oranges. Above the van a large silver full moon was rising into the pale blue sky above the first low hills of the Serra do Mar in the distance.

I had been in this small town, just outside the city of Rio de Janeiro, for a fortnight or so.  I had been interested for years in the potential for agriculture to remove more CO2 from the atmosphere, converting it to soil carbon and thus slowing climate change. In so doing, farmers would also increase the organic matter in the earth, which is, for a number of reasons, a good thing. The idea was not new. Farmers in the US, in particular, were interested. But few people had considered its potential for the developing world, and no-one had done much work with farmers there to see how it could be made to happen in practice. Now I was doing a PhD at the University of East Anglia, in England, that I hoped would answer that question.

I had not thought through the wisdom of this. Most of my fellow-candidates were in their late 20s or early 30s. If they failed, their careers would have time to recover. I was 48, and mine would not. There was another problem: where to do the fieldwork. You cannot just dump yourself in a country and start talking to complete strangers in the countryside; rural people are cautious, and often rightly so, for in many cultures information is power and may be used against you. You must have an introduction through a project, or a mutual acquaintance. I had planned to work with pastoralists in the grasslands of western China, under the auspices of a World Bank programme, but that had fallen apart. A further plan, to work with Swiss scientists in Kyrgyzstan, was abandoned when the Swiss did not respond to my proposal. (I found out a year later that they had, but that their email had got lost.) Perhaps as a last resort, John, my supervisor, put me in touch with an English-born scientist who lived in Brazil, where he specialised in soil fertility with the federal agricultural research institution, EMBRAPA. Receiving an enthusiastic reply, I decided not to hesitate. “I’ve booked a ticket to Brazil. I’m leaving in a week,” I told John. “For how long?” he asked. “Dunno,” I said.

I bought two items for the journey; a cheap new laptop, and Nab End and Beyond, William Woodruff’s three-volume trilogy about growing up in the Depression. I would, I thought, need something to read during those long fieldwork evenings. It weighed more than the laptop, and would be used mainly to squash bugs.  I packed a few shirts and jeans, some underwear, a tie for emergencies, a few medicines, printouts of one or two journal articles, and a Portuguese dictionary. I had a small copy of the Rubaiyyat of Omar Khayyam, given to me by my boss when I left for Africa 18 years earlier; for some reason I had always thought it a talisman, and I packed it too. I had my laptop and one small squashy bag. That, I thought, was enough. I had no idea how I was to mount a research project. 

III 
It was harebrained, but I had done it before. At 30 I had gone to a remote town in Sudan to do a job that I had found did not really exist.  (I invented one, and stayed.) A few years later I had travelled to Ecuador to learn Spanish armed with a single overnight bag. Soon afterwards I went to Bhutan for two years, again taking only what I could carry. It was not hubris; rather, it was a sort of fatalism, in-for-penny, in-for-a-pound.  I suppose I felt that things would work out this time too. Thus I found myself in Rio, wondering what to do next. The Brazilians were not unfriendly, but were nonplussed. I did not speak Portuguese; I had been told I would manage with Spanish, but this was not true. The two languages are far more different than Anglophones realise, and the orthography of Portuguese is hard.

At a garden party in my first week I met L., a woman in her late 40s who offered to translate and to drive for me, both services I would need in abundance. Very short and thin and pale with bright red hair, she often wore white, and always wore it on Fridays; this was, she told me, part of her religion. She was an adherent of one of the branches of Candomblé, one of the Brazilian faiths that has evolved from a syncretic admixture of African beliefs and practices with Catholicism or occasionally Islam. Candomblé did, I was told, have adherents across the racial spectrum. Some of the rituals are beautiful, especially those connected with the sea-goddess Iemanja, the figure best known outside Brazil.

However, white was not going to be practical in farmyards churned up by cattle. Neither did she admit until too late that her ancient car wasn’t taxed or tested, and could not be taken through the checkpoints on the main roads. I started to have misgivings about L., but it was too late for a plan B; my colleagues in EMBRAPA had identified a group of farmers I could talk to in the Muriaé valley near Itaperuna, seven hours’ drive away up in the Serra do Mar, on the state border with Espirítu Santo. I needed a car. The cheapest answer seemed to be a Beetle. Known in Brazil as the fusca, it was built there in large numbers and brought back into production, briefly, as late as the 1990s.
 
It was clear that L. had increasing misgivings about me too. I think she expected a few days’ light touring in an air-conditioned EMBRAPA twin-cab, interspersed with sightseeing and perhaps a little light flirtation. Instead she was going to ride for many hours in an ancient fusca, would be away from her beloved poodle for days and would be dragged through farmyards full of cowshit and flies. She must have needed the money badly, because instead of bailing out she trawled up a character who wanted to sell a 30-year-old fusca. We met. I drove the fusca; it sounded like a demented lawnmower, as Beetles do. But I liked it. He then told me he was desperate for money because his wife had cancer, and named a price. I went back to the office. “I’ve seen the fusca and it works,” I said. A senior scientist, Segundo, said that sounded a hell of a lot for a fusca and settled the matter by calling the licensing office in Rio, who confirmed that a non-resident could not own a car. At this point an acquaintance recommended a car-hire firm on Copacabana Beach.  They turned out to be very helpful, and I decided I would drive myself. One day in early May I put L. in the car; in the back was a taciturn young agronomist from the northern state of Maranhão, who had been working on soil fertility with farmers in the Muriaé valley, and who Segundo felt could help.

L. was navigating and got us lost straightaway. We found ourselves off the main road into central Rio de Janeiro and totally lost in the sort of streets that the police clear out, now and then, with teargas. This is not good in Rio. I made my displeasure clear. We then did find our way and I steered us onto the bridge that crosses Guanabara Bay between Rio and Niterói, its sister city across the bay, and capital of Rio de Janeiro State until it was merged with the city some years ago. The bridge is one of the engineering wonders of the world, with a length of over eight miles, more than five of them over water. My spirits lifted. Guanabara Bay is one of the most beautiful natural formations on earth, shimmering in subtropical sunshine, the city of Rio rising above it, fronted by the strange Pão de Açúcar (Sugarloaf) mountain, with the outrageous Christ the Redeemer statue towering behind. Rio de Janeiro was scary, yet I never failed to appreciate is natural beauty, and I wonder what the Portuguese made of it when they first sailed into it in 1502. If indeed they were the first; the American explorer Robert Marx has claimed that there is a Roman wreck in the bay.

IV 
Past Niterói, we settled down to a five-hour slog on BR101, the two-lane blacktop that goes north from Rio de Janeiro, parallel to the coast. It was hot. Brazilian drivers are not the worst, but they do pull out to overtake and expect oncoming traffic to pull onto the hard shoulder to get out of their way. My eyes burned. L. chattered incessantly and I wondered if there was an ejector-seat button.  

Pasture in the Muriaé valley; this is much better than some (pic: M. Robbins)
After a few hours we came upon an area of large sugar-cane plantations; then, in the town of Campos, we turned inland up the Muriaé valley. Bit by bit the landscape I had come to see unfolded along the road; low hills of scrubby pasture, scarred here and there by bare-earth gullies where water had concentrated and caused erosion, exposing the earth to the air and allowing its precious organic matter to rot, heating the planet instead of feeding it. A few fields were in much better condition, their bright green showing that the farmer had improved the pasture with Brachiaria species. For the most part, however, the grass was yellowish, suggesting nitrogen deficiency. Some of it, I learned later, was what farmers called natural pasture, with less productive grass species that the farmers sometimes took to be native. In fact it was mostly colonião, invasive species that had been brought in the bedding carried in slave ships.

The mention of slaves is apposite, for what I was seeing was the legacy of cheap labour and abundant land.

When we think of Brazil and forest, we think of the Amazon; but when the first Portuguese made landfall on Easter Day 1500 the Mata Atlântica, or Atlantic Forest, covered maybe 16% of what is now Brazil, including pretty much the whole of the east of the country. In the mid-1990s, Brazil’s statistical institute, the IBGE, estimated that about 7% of the Atlantic Forest was left – down from about 1,363,000 sq km (847,000 sq m) to 100,000 sq km (62,000 sq m) today. It’s said much of this has gone since. With it has gone much of the habitat of some rare plants and animals, for there was and is a high level of endemism. As I wrote later in my thesis, the forest was still a refuge for the maned three-toed sloth, the woolly spider monkey,the red-browed Amazon parrot, the black-headed berryeater, the solitary tinamou,the plumbeous antvireo and the buffy tufted-ear marmoset. (“Are you joking?” John wrote across the draft.)

The destruction had begun soon after the Portuguese arrived.  It is recorded in depth in a wonderful history of the Atlantic Forest, With Broadax and Firebrand,  by Warren Dean of New York University. Dean died in an accident in Chile 1997, just before it was published; a serious loss, for the book must be one of the greatest achievements there has been in the field of environmental history.

Dean records that the new arrivals planted cereals, fruit trees and sugar-cane and, within 30 years or so, they imported cattle. These had no natural predators – at first; then jaguars got a taste for beef. But cattle were the first big driver for forest clearance, and with ample land there was always somewhere else to go if the land became overgrazed and exhausted. This process was sped not only by the abundance of labour, but its nature, says Dean.  “Not only were the short-lived slaves only briefly attached to the soil … The conservation of natural resources was to prove irrelevant in a society in which the conservation of human life was irrelevant.”

But it was not cattle that really did for the Atlantic Forest,  at least not then. A month or so later I would drive from Rio de Janeiro to Vassouras, about 30 miles to the north, through a series of very steep valleys. I found to my surprise that they were heavily wooded. The forest was an almost aggressive green in the sunlight and looked magnificent against the deep blue of the sky. I could have imagined that this was virgin Atlantic Forest, but it wasn’t; that had been cut down and burned in the mid-19th century for coffee. The steeply-sloping land was perfect for it, with heavy rainfall but without waterlogging. However, the owners of the big fazendas had no idea that, with the right husbandry, coffee could be replanted; instead they tore every last berry from the land, planting downhill so that they could supervise the slaves more easily, but creating erosion. When crop and land were exhausted, they abandoned them, and planted anew on freshly-cleared land. When they finally ran out of new land they used their slaves as security for loans, and when slavery ended in 1888, they went bust.

In the Vassouras area, some forest regrew. Elsewhere, however, the wrecked and shabby land became poor-quality cattle pasture. Meanwhile coffee marched onwards across the Atlantic Forest region and into the neighbouring states. It was a process that would not end until oversupply caused a market collapse in the late 1920s, and then many of the newer fazendas went bust, too. They left the land they had abandoned in the hands of smaller farmers who grazed their cattle extensively on this blasted landscape, and did little to help it recover.  It was the end of that process that I saw as we drove up the Muriaé valley.

And yet there were a number of ways to replace the organic matter in the soil, burying carbon with it, producing more food, and fighting climate change. What I had to do was find out which options the farmers thought would or wouldn’t work, and why. In that way I could build up a picture of the basic drivers of land use in the region, and work out what external aid could and could not do. The options more rotations and crops, in place of cattle; combatting erosion, for instance by ploughing and planting on the contour; and many more. There were a couple of left-field options too. For example, I asked farmers whether they would be willing to grow guandú, known elsewhere as pigeonpea; it is cultivated very widely in south Asia but in Brazil it is not, although it grows wild on the farms and the farmers eat it. (Quite recently I mentioned my enthusiasm for pigeonpea to a friend in New York. “That sounds great,” she said, then frowned. “But how do you get the pigeons to pee on the crops?”) 

V 
We settled into a hotel in Itaperuna, a slightly soulless city of 75,000 or so people in the north-east corner of the state. For several days we visited farmers in the Muriaé valley.  The hills were bare and there seemed to be few trees on them. The farmhouses were mostly low concrete bungalows. Some had clumps of guandú growing nearby, or fruit trees, but the latter were few and were clearly for home consumption.

One or two of the farmers stand out across the years. There was the middle-aged woman and her teenage daughter on their very small farm of four or five hectares, deep in a valley, surrounded by hills of bare pasture. Their farm was much smaller than the others (which were typically 30 to 50 hectares), but they appeared to be growing more fruits and vegetables. They believed it was very important to take care of the soil, and were thinking of going organic. They were unusual, and nice. I remember that as we talked on the veranda, a neighbour’s tractor was ploughing up the steep hillside opposite, going straight up and down the slope. Farmers can not of course use a tractor along the contour unless the slope is very modest, or it will roll on top of them; it happens quite often. Farming is not always safe. But the slope looked so steep that I could not help but wonder whether the farmer should have left it alone altogether.

A carro de boi (Pic: M. Robbins)
I remember another incident, quite close by. It was late afternoon and we were nearing the end of an interview with a farmer who lived beside a rough unmade road that wound its way into a narrow valley. I became aware of a disturbing sound, like fingernails being drawn across a blackboard. It got louder and louder until I could barely stand it. Neither the farmer nor my two companions appeared to notice it. Eventually I looked around and saw a high, square wooden cart being drawn by two oxen. The squeak was from the axles, which were of wood. It was a traditional ox-cart or carro de boi. The racket was incredible. I found out later that there were several local festivals in the neighbouring state of Minas Gerais, at which the carro de boi foregathered and wandered along the road in lines, making as much noise as possible.

For some days we went from farmer to farmer, sometimes in the company of the extension agent (the latter is a local agriculture advisor who works for local government, and is found in most developing countries).  Because the agent was not immediately available, we returned to Seropédica for a few days. While there I replaced the car – a Gol, a Brazilian VW hatchback – with a rather smaller Brazilian Fiat Palio that I found much nicer to drive, especially over rutted farm tracks on which the Gol had flexed badly, making it very slow and awkward to handle. L. grumbled, because the Fiat was smaller, cheaper and had less status. Telling her that it was actually a better car made no difference.

This did not improve my mood. I had so far found Brazil rather cynical. It had started on the way in, when I had been changing planes; in desperate need of water, I had bought some for one or two reales at  São Paulo airport, had paid with a large note (all I had), and been refused change. Speaking little Portuguese and having ten minutes to catch my connection, I had had to leave it. The attempt to rip me off with the fusca had worsened the impression, as had an incident with a local official in the countryside; I took him to lunch and he chose an expensive restaurant and ordered lobster, something that I would never have eaten.  Moreover the countryside around Itaperuna and in the Muriaé valley depressed me; what had once been one of the great forests of the earth had been reduced to series of dull hills covered, for the most part, with mangy nitrogen-deficient fields scarred with gullies, grazed by bored cows that could find little shade. Not a solitary tinamou in sight.

The farmers, too, seemed cynical and rather despondent. They complained about the poor returns to cattle-farming, but there seemed to be so much more that they could have done with their land. A technician employed by a local farmers’ association told me that they were deeply conservative and that attempts to interest them in new ventures, such as fish-farming, seemed doomed to failure.  They were quick to explain why most of the options offered would not work. There was, they often said, no labour available, making extensive pasture farming the only way. I especially remember sitting on the veranda of a small concrete bungalow in the Macaé valley, talking to two middle-aged brothers; one, the owner of the 40-hectare (98-acre)farm, had injured his leg a few years earlier and could not work the farm, but insisted that he could find no affordable labour to do so. I wondered if they could have shared the land with the landless, who sometimes did work as sharecroppers, or parceiros. But I was always told that everyone had gone to the towns. There were even some farms that were owned by doctors, lawyers or dentists from Rio de Janeiro, who basically used them as places for barbecues; the land was farmed lightly or not at all by caretakers, who were not allowed to spend money on fertiliser. I only visited one such farm, but the local extension agent told me that as many as 30% of the farms in the valley met this description.  I did meet some farmers who were cheerful and wanted to try new things. But bit by bit I was getting a picture of farmers whose land was wasted on cattle when it could have grown more, was sometimes overgrazed, and was badly cared for, with a lack of manure or fertiliser, so that unimproved fields of yellowish colonião were all too common.

One night we were late at a farm, and left for Itaperuna, 20-odd miles away, when it was nearly dark.  L. was beside me in the front seat; the agronomist from Maranhão was dozing in the back. I came round a bend into a stretch of road that had high, steep banks. Normally deserted even in the day, the banks were alive with people, their silhouettes visible against the last of the light above us, as were the forms of rough shelters that had been built for the night. Washing flapped between them.

Sem terras,” said L.
“What?”
“They will be planning an occupation,” she said.

She was telling me that the odd camp had been made by members of the Landless Workers’ Movement, or to give it its full title, the Movimento dos Trabalhadores Sem Terra, or MST.  This movement, by then also well-known outside Brazil, had arisen in the 1980s, initially as a result of spontaneous occupations. The farmers’ views on these people were, naturally, unprintable. They claimed that the Sem terras never managed the land properly, and rarely tried to for long. A scientist told me that they sometimes they occupied land being used for agricultural research. “If they seize land that does belong to real rich people, they get shot at,” the scientist said. “We don’t shoot at them, of course, so they pick on us.” As with all contentious movements, it’s hard to know the truth. What those people on the road to Itaperuna were doing, I do not know; I had a brief impression of an oddly silent crowd, watching the car. Children wandered in the road, and I slowed to a crawl to avoid them. Then they were gone, and there was only the empty dark road and the reddish glow from the Gol’s instruments. 

VI 
We returned to Rio. I worked quietly in the EMBRAPA office, where I borrowed the desk of a researcher who was in Britain; I am still grateful I was able to do this. I mapped my sample carefully onto the Brazilian statistical institute’s data for family farmers in the region, and realised it was only partly typical. The farm sizes were a little too big, but also, they were not diverse enough; they really had nothing but cattle. People in the region usually made at least slightly better use of the land. I also felt I needed more data. I rang John in England and he agreed that I should do more. The question was how.

I pushed it aside for a week or two and ransacked the EMBRAPA library, which was full of first-class papers and journal articles on soil research in the region. Brazilian agricultural science is excellent. But it was all in Portuguese, and I had to learn more of it, and quick.  I took lessons from the wife of a colleague. In the evenings I sat with a dictionary, glued to Brazilian TV, and bit by bit the words came into focus. I ploughed through the best Brazilian newspapers, O Globo and the Folha de S.Paulo, and the conservative but lively news magazine Veja.

One day, for a change, I bought the popular tabloid O Povo (The People), a sort of Brazilian equivalent of The Sun, Bild  or the National Enquirer. I was holding it as I got into my landlord’s Brazilian Renault in the town centre. “Why are you buying this s**t?” he asked. “This is the worst. This, the worst damn newspaper we have.”  The front page splashed the death of a girl caught by accident in a shooting incident in some favela or other. It had been the morning of her festa de quinze anos. In Latin America a girl’s 15th is a special coming-of-age celebration, known in Spanish-speaking countries as the fiesta de quinceañer, or quince.  The pictures showed a cheap new handbag and plastic shoes scattered on a pavement against a wall; all were streaked or spattered with blood.

“That paper, God, it’s rubbish,” repeated my landlord as he pulled away. But now and then I still think of her, and her bloodstained cheap new handbag and shoes. She would be 23 now.

Paranoia about crime was a fact of life. A senior academic I met was mugged at gunpoint at his front door in Rio’s classy Leblon suburb. A friend had me to dinner and insisted on driving me the 300 yards home. Garden furniture was of concrete and could not be stolen. One night Bob, the British-born scientist, and I went to visit EMBRAPA colleagues in Niterói, and arrived home at about eight. We found out the next day that there had been a carjacking 10 minutes later on the street we took from the main road.  I asked an American how he liked living in Rio. “Beautiful and scary,” he said. A nightly programme from São Paulo seemed to consist of little more than security videos of crime, with a hysterical voiceover.  At São Paulo’s internal airport, Congonhas, I was astonished to see a large glass case labelled “No weapons on plane. Deposit them here”.  In it was a large assortment of crudely serrated daggers, shivs, trench knives, breadknives and the like, some so vile that their owners should have been in a secure hospital. Meanwhile a huge corruption scandal was brewing. This was the mensalão, the revelation that the governing party had been paying opposition members of the national assembly what amounted to a monthly salary in order to ensure they didn’t oppose its legislation.

But what stood out was not that Brazilians accepted all this; it was that they didn’t. There seemed to be a freshness about their anger that made me wonder if the cynicism had just peaked. In fact, the trend since I was there has been for crime to fall (albeit not by much), and the percentage who report being victims of crime is not especially high for the Americas. As for the mensalão, President Lula da Silva survived it but many of his close advisors and party bosses, including his chief of staff, did not. But I was conscious of being in a country that was a mass of contradictions: extreme violence and poverty coexisted with outstanding science and engineering (Brazil is a major producer of cars and has a globally important aircraft industry); politics and daily life seemed cynical, yet there was a lively and capable media, and an idealistic administration pressed for, and did achieve, change at home and status abroad. 

My own life was not so bad, anyway. My landlord’s large bungalow was split into two and I occupied the smaller part, with a living room, kitchen and bathroom mostly to myself. It was hot, even at midwinter, but I had a terrace where I could sit and read in the long evenings. The nearest shops were in the town centre, two miles or so away, but my landlord had lent me an old bike on which I could get to them; it was too hot at midday, but I would go when work finished at five, loading my rucksack with (among other things) quite agreeable Brazilian wine. Then I would take a shortcut home, crossing rough, bumpy meadows, the long grass catching in the spokes, the soft air cooling as the short subtropical dusk turned to night. In the evening I might go to a bar in town with Bob, or with an Australian scientist, Phil, who had had a career with the UN; as his wife was Brazilian, he had retired to Rio, but was working during the week at EMBRAPA. We celebrated my birthday, too, with far too many caipirinhas. If I had a problem, it was lack of sleep. Brazilian beds are very hard, to be cooler in the climate. There were also insects, mostly dispatched with Nab End and Beyond, of which I had still not read a word.   

From the high plateau at Itataia (Pic: M. Robbins)
One day Phil and I drove to the Itatiaia national park on the border of Rio de Janeiro, São Paulo and Minas Gerais States. Here the wooded slopes of the Serra do Mar rose to a high plateau, capped by the Agulhas Negras (Black Needles), at 9,157 ft (2,791 metres). We found ourselves in high uplands not unlike the moorlands of southwest England, with tussocky grasses and bog flowers, criss-crossed by fresh streams.  From its edge the blue-green mountains of the Serra do Mar stretched away in the distance. In June I would read that some Brazilians had gone there to camp – it seemed they did so at that time most years, hoping to see snow. On the slopes below, steep rivers burst across waterfalls and filled clear rocky pools. On another day I went with Bob and his five-year-old son to a beach in a beautiful bay, surrounded by green hills, the sea a vibrant blue. I was starting to see how wonderful Brazil could be. 

VII 
Workwise, however, I was still in trouble. I needed to talk to more farmers. I was very worried that I would leave Brazil without enough good data. Neither did I think my sample reflected the region properly, something I knew the examiners might ask me about (they did).

In fact, I had deeper concerns. I had been 46 when I started my PhD, in 2003, and knew I should be at least 50 before I finished. Now I thought I never would. One night in Itaperuna I lay awake all night on the hard bed, staring at the ceiling and wondering how I could have been such a fool. I was a middle-aged man who had wanted to do something that was for young people, at the start of their careers, and now I was lying on a hard bed in a dull hotel thousands of miles from home, financially compromised after years of study, staring failure in the face.

I was rescued by Eli de Jesus. A Brazilian researcher in his 30s, he had recently completed a PhD of his own on sustainable agriculture. Bob put me in touch with him and I liked him at once. He offered to take me to the area he knew well, in the state of Minas Gerais.

Minas is one of the largest, most important and developed, and yet also most beautiful states of Brazil. It is noted for its cuisine, which includes great rib-sticking stews and other comfort food. But its environmental history is even grimmer than Rio’s. The name of the state means “general mines”, and the Portuguese colonists do not seem to have seen it as good for much else. The 18th-century gold miners had simply cut down all the trees and then diverted streams to carry away the topsoil. In some cases, even this was not done; using abundant cheap labour, they simply removed the soil until they found gold, with 50-100,000 baskets being carried away for a single gold-bearing one. In the first half of the 19th century, coffee arrived to finish the job. At the same time the population of the Zona de Mata (literally, “forest area”), which was where we were going, rose to 20,000 in 1828, 250,000 in 1870 and 548,000 in 1890.

We were bound for a small town in the Zona da Mata some miles north of the regional centre of Juiz de Fora. On a map of Brazil, the town was very close by – barely inland from Rio de Janeiro. But it would take us five or six hours to get there. I was beginning to understand the sheer size of Brazil. As the light softened in the late afternoon, I started to enjoy the drive.  North of Juiz de Fora a two-lane road twisted its way north through an endless parade of valleys and hills; I lost track of time as the little Fiat swept through curve after curve. A few buses, small cars and pickups passed the other way; white fences bound green meadows, and small farmsteads nestled in folds in the landscape; the light turned golden then orange then aquamarine and then died, leaving us still on the road, the headlights probing the dark.

At length, we came to Rio Pomba.

Rio Pomba means, literally, “Pigeon River”, and that may have been all it meant; or the pigeons referred to may not have been birds. According to Warren Dean, early settlers obtained slaves “through dealings with natives to whom they applied the same name as that they used in their African trade: pombeiros – referring to the pigeons set loose to lure others back to the cote.”   

But if Rio Pomba had had pombeiros, they were long gone now.  We took rooms in a very basic but clean and friendly two-story hotel opposite the church, on the corner of the town square. It was Sunday evening, and I opened the wooden shutters of my room to see worshippers streaming out from evening communion, very smartly dressed, the women in colourful frocks and very high heels, carefully coiffed. As they came down the steps the church bells rang, but there was another sound from what seemed to be a disco right next to the church wall in the square, where one or two elderly men in cowboy hats were dancing alone to forró. This is a distinctively Brazilian genre, a cross between folk and country that sounds like neither, having brisker rhythms and being led by the accordion. The loudspeakers fought with the church bells and the church bells fought back and no-one seemed to mind, the young women stopping to gossip below my window before teetering off on their six-inch heels, big hair swaying in the breeze, while the old men danced. In fact the whole town seemed to me to be pleasantly mad. One morning, while waiting for Eli to transact some business, I took a walk around; the place was full of saddlers – yet there was not a horse in sight.  In the evening we ate in one of the cheap and cheerful restaurants that lined one side of the square. In the day we visited farmers in the countryside or local officials in town. (We went to see the artificial insemination people. “Don’t you recognise me?” asked one. “I served you your pizza last night.”)

Eli had been lecturing at the local technical college, and invited me to give an address on my research. The students were in their late teens, from local families. Beforehand Eli gave his own lecture, on his own subject (agroecological sustainability). I knew enough Portuguese to follow him now, and thought his lecture outstanding. He knew his subject well and presented it with clarity and concision, but without oversimplification.  He was also clearly welcome on the farms and so, by extension, was I. The holdings here were smaller, maybe 15-30 ha, and the farming more varied.

The farmers were mostly friendly and cheerful, and were more interested in their land than they had been in Itaperuna, though – as so often in many countries – they complained that they could not get technical advice. I decided to interview the local extension agent, who should have been giving it. He was based in a nearby town, but he proved elusive. Eventually Eli, one of the farmers and I settled down in a bar opposite his office and drank beer until he arrived, and ambushed him.  He was then friendly enough, and we talked for some time, but he did not seem to hold the farmers in high esteem. For one thing, he insisted, they were always over-using nitrogen fertiliser. (We had that morning heard from farmers that they found it hard to get information on how much to use.) But he also wondered why they did not band together to sell their produce; about this he was clearly right – the prices they were getting were awful. I thought they were nice men who needed information and an advocate.

Once again, we returned to Rio. My sample was now far more typical. Moreover I now had enough data to reach conclusions that were statistically valid. (I would later spend some weeks checking this, using something called the two-tailed test; let’s not go there.) This is not the place to state my conclusions. They are discussed in depth in the book I later published with Earthscan (now part of Routledge), Crops and Carbon. But the land is a farmer’s main capital equipment, and he is no different from any manufacturer; he must get sufficient returns on his assets, or he will be forced to run them into the ground. When that asset is farmland, there will be environmental outcomes that we need to understand. 

VIII 
I spent a further week collecting literature. One Friday afternoon I said goodbye to the scientists at EMBRAPA; they had never really been involved in what I was doing, but they had been hospitable enough. I parted from Eli with genuine regret.  He moved on shortly afterwards to a position at the Federal University of Paraná. I said goodbye to L., too; she had sometimes been a trial, but she had done what I had asked of her. My bag was heavy with papers in Portuguese. I threw it into the back of Phil’s car and we drove downtown to spend the weekend at the flat he and his wife had bought on Copacabana Beach.

Gay Pride at Copacabana Beach (Pic: M. Robbins)
It was a good weekend; Phil and I walked the length of Copacabana and Ipanema beaches, and later his wife and I went to hear culture minister Gilberto Gil address a Gay Pride rally on the beachfront. There was much dressing up, much cheering and much colour. On Monday morning I flew to São Paulo to catch the flight to London. I picked up Nab End and Beyond, of which I had still not read a word. I read most of its 700 pages on the flight. As I began to read, the lights in the cabin went down, and Brazil too passed into darkness. 

It stayed there, for me. I finished my PhD in 2007; it was examined at Christmas. Since then I have thought little about those months in Brazil, and with good reason. All my life I had begun major endeavours almost casually. But this was different. I had gone to Brazil ill-prepared, almost on impulse, and at 48 years old I had come far too close to failure. I never wanted to repeat that night in Itaperuna again. One day in 2008 I left England to start an office job in New York. It would pay for my old age.

Then last month I saw my friends in Cecil Beaton’s medieval gear and I thought about my own PhD and how it had nearly ended badly but, in the end, had not. I thought about Brazil, and how lucky I had been to see a great nation of the earth at a time of change. I thought of the moon rising in a pale blue sky behind a cart piled high with ripe oranges and bright green macaws in formation, and thought that life was a chessboard, and that maybe every piece dropped into place in the end.




Mike Robbins’s book Crops and Carbon (2011) is published by Routledge and can be ordered here or on Amazon. Warren Dean’s history of the Atlantic Forest is called With Broadax and Firebrand: The destruction of the Brazilian Atlantic Forest (1997). It is published under the Centennial imprint of the University of California Press.

Follow Mike Robbins on Twitter (mikerobbins19), on Facebook or on Goodreads
Mike Robbins's collection of travel writing, The Nine Horizons, was published in 2014 and is available as a paperback, as a Kindle download and in other eBook formats.




Wednesday, 17 July 2013

Straight from the sun

Renewable energy will drive a new industrial revolution. That revolution is inevitable, elegant, and already here 

Just after the latest round of climate change talks (in Bonn this time) had sort-of stalled, I took a walk to New York’s North Cove Marina.

The southern tip of Manhattan narrows to a point at its southern end and juts out into the broad expanse of New York Harbour. The Marina is on the lower West Side, far enough down for the famous landmark of Ellis Island to be clearly visible. Just beyond is the Statue of Liberty; it was a mid-June Monday and the statue was bathed in the bluish haze of a warm humid late afternoon at the end of spring. A few lazy sailboats drifted in front of it. Further away, the high, bright-orange superstructure of a Staten Island ferry passed in front of the Verrazano Narrows bridge, itself a tiny latticework on the horizon, spanning the channel between Staten Island and Brooklyn, and guarding New York’s gateway to the sea.  Closer to the shore, the Circle Line sightseeing boat passed by, as did the odd ferry across the Hudson, carrying commuters home to New Jersey a mile or so away across the river.

The Planet Solar in New York (pic: M. Robbins)

The Marina itself is tucked into the steel-and-glass canyons of modern Manhattan; over it looms the new Freedom Tower that has sprung from the ruins of September 11 2001. That afternoon the MS Tûranor PlanetSolar had backed into her berth in the Marina after a long trip across the Atlantic to Florida and thence up the coast. The name Tûranor is taken from J.R.R. Tolkien;  it is Elvish for Power of the Sun. They are not joking. PlanetSolar is powered by an enormous solar array of about 5,600 square feet (519 sq m). Walking into the marina from the south, the 89-ton boat was instantly recognisable; she is actually a catamaran, with a totally flat superstructure bar a small blister for the bridge – the rest of her topside is solar cells. The brainchild of Swiss eco-entrepeneur Raphael Domjan, in 2010-2012 she became the first solar boat to circumnavigate the globe. On this occasion, she had not come so far – across the Atlantic from La Ciotat on France’s Mediterranean coast.  The trip had been accomplished solely on solar power; although she carries a back-up engine to recharge the batteries, she hadn’t needed it.

PlanetSolar had not come to New York just to prove a point. On board was a team from the University of Geneva, led by Martin Beniston, Professor of Climate Change at the University and also director of its newly-established Institute of Environmental Sciences. On the night the PlanetSolar arrived in Manhattan, the Swiss Consulate arranged a cheerful informal reception on board, and I found Professor Beniston unwinding with some excellent Swiss wines and cheeses.   Although Swiss, Professor Beniston was born in the UK and did his first degree at the University of East Anglia, where I did my own PhD  on climate change. The project, he explained, was to carry out research in the Gulf Stream into the mechanics of CO2 fluxes between the ocean and the atmosphere, and especially into the role of phytoplankton.  “Because it’s a pollution-free boat, it will be ideal for the collection and analysis of samples,” he told me. “They won’t be contaminated.”  

Later I climbed up to the bridge to greet the captain of the PlanetSolar,  Gérard d’Aboville.  The vessel had had a hard time docking that afternoon in the confined space of the marina, and he could have been in a foul mood, but he wasn’t, or if he was, he hid it well. But then, not much bothers a man who has rowed singlehandedly across both the Atlantic and the Pacific, sat in the European Parliament and done much else besides. (He also once competed in the Paris-Dakar with his four brothers, each one riding a Kawasaki 250; so maybe the whole family is slightly mad.) Then I stood with my companion in the hatch and admired the solar array, which glowed carmine and orange as the sun sank slowly towards the New Jersey shore, lighting the pink and grey clouds and setting the Hudson on fire.

II
The Solar Impulse is Swiss as well. It was designed in collaboration with the École Polytechnique Fédérale de Lausanne, which is also doing pioneering work on solar cells. It is not the world’s first solar plane; experimental designs have been flown of over 30 years. What is new about Solar Impulse is that it is the first manned aircraft that can store enough power when in the air in daylight to fly through the night. In theory, Solar Impulse it has an unlimited range. In practice it hasn’t; the pilot is the limiting factor, as the cockpit is extremely small and besides, the plane is not designed to fly through bad weather. Nonetheless it has remained aloft for over 24 hours at a stretch.

On July 6 2013 it arrived in New York after a transcontinental flight in the hands of its two Swiss pilots, André Borschberg, an entrepreneur and former fighter pilot, and distinguished balloonist Bertrand Piccard (the two men are co-leaders of the project, as well as alternating pilots). Its arrival was fraught. A stretch of fabric pulled away from the port wing, a fact unknown to pilot Borschberg until he was told by the crew of a following helicopter. Borschberg later described cheerfully how, on hearing of the tear in the wing, he had thought he might have to bail out into the Atlantic below and found himself thinking that that would at least be a new experience. A week after the plane’s arrival, and again courtesy of the Swiss Consulate, I filed into Hangar 19 at New York’s JFK airport to see the plane.

The Solar Impulse in Hangar 19 (pic: M.Robbins)

Hangar 19 has apparently played host to Concorde, Air Force One and the plane that brought the Pope to the USA; but it can have had few stranger and more wonderful visitors than it did on that July day. The roof of the hangar was in shadow, as was the foreground; the plane itself was 60 or 70 feet away and bathed in an eerie light. It is both tiny and vast. It is controlled from a small forward pod that contains the pilot, his oxygen (the plane flies above 30,000ft when required) and all immediate essentials; together, according to Piccard, these weigh about 500lb. The fuselage itself is longer – over 70ft (about 22 m) – but very slender; the wingspan, at around 208ft (about 63 m), is equal to that of an Airbus A340, and there was little clearance from the wingtips to Hangar 19’s edges. There are four motors, each in a nacelle that also contains the batteries. Two of the engines are mounted quite close inboard, but the outer ones are far out at the point where the wing bends upwards. This, and the predatory downward sweep of the cockpit, remind one of an enormous pterodactyl.

Both pilots were on hand to answer questions. Piccard was in ebullient mood. In addition to his own achievements, he is a grandson of Auguste Piccard, a Swiss scientist who worked in Brussels and was Hergé’s model for Professor Calculus (Professor Tournesol in French) in the Tintin books. More to the point, he was, like his grandson, a pioneer high-altitude balloonist; and was also the inventor of the bathyscape, which in 1961 dived to the bottom of the Mariana Trench with his son, Bertrand’s father, aboard. The family thus has the distinction of having held the records for both the highest ascent and the deepest descent.

Borschberg (left) and Piccard  (pic: M. Robbins)


Asked about Solar Impulse’s gliding characteristics and how they compared with a conventional aircraft, Bertrand Piccard  said they were exceptional; if anything went wrong, the air traffic controller would have time to “drive home, have a cup of tea and come back” to deal with the emergency. This perhaps makes light of the hazards of the enterprise. The plane cruises at just 30-60 MPH, meaning it must stay well out of the way of busy air routes. Moreover it weighs just 3,500 lb (1,600 kg), about the same as a car (in fact, that is pretty much the kerb weight of one typical European saloon, the Alfa Romeo 159). At the same time it has a huge, very light wing area, and Borschberg and Piccard admitted that the aircraft is difficult to land in crosswinds. Given that at least one full-size airliner has been destroyed by wind shear, both men must have had real courage and skill to fly this strange aeroplane across a continent. In fact, they intend to fly around the world in, they hope, 2015; the aircraft in which they plan to do this, the Solar Impulse 2, is already undergoing testing. 

III
The solar plane and the solar boat should make the Swiss proud. That day both Bertrand Piccard and the Swiss Consul-General in New York, François Barras, stressed the Swiss track record in innovation. (The country has earned the largest number of patents per capita of any on earth.) But are they practical technology? Piccard told the audience he didn’t foresee passengers flying the Atlantic in a solar plane, while Gérard d’Aboville has said that the Planet Solar, remarkable as it is, does not represent the future of boats. In a sense, they are surely right. The Solar Impulse has the wingspan of a jumbo jet but barely has room for its pilot and cruises at 40 MPH. The Planet Solar makes an average of 5-6 knots and the “works” leave little space for cargo.

In another sense, however, Planet Solar and Solar Impulse represents a future that is inevitable, elegant, and – to some extent – already here.

As a child, I had a number of Ladybirds, picture books for children that were then much loved. One was The Story of the Motor Car. This showed the progress of the car from the earliest experiments with steam. One colour plate that I have not forgotten is one of an 18th-century Frenchman with an infernal three-wheel machine with an enormous boiler overhanging its front. It is tipping over, and the Frenchman in question is flying through the air, his tricorn hat parted from his wig, his frock coat askew; a tongue of flame emerges from the boiler. Soldiers, on foot and on horseback, look on with evident concern.

The flying Frenchman was a military engineer, Nicolas-Joseph Cugnot, and the fiery trike was one of two attempts he made to build a steam-powered fardier (a fardier being a heavy horse-drawn cart for pulling field guns). Cugnot’s  fardier à vapeur is said to have been implicated in the world’s first road accident, destroying a wall of the Paris Arsenal.  This may be apocryphal; some sources say it never happened. Still, Cugnot’s fardiers à vapeur (he built two, in 1769 and 1770) were unstable and proceeded at only 2 mph; moreover they could manage only 10 minutes or so of motion before steam had to be raised again. Eventually the army lost patience and pensioned Cugnot off, along with the fardiers à vapeur. However, the 1770 machine survived. It can be seen in the Musée des Arts et Métiers in Paris, though not, one assumes, in action; if I were the museum, I wouldn’t mess with that thing.

Gérard d’Aboville: rowed the Pacific (pic: M. Robbins)

Meanwhile Nicéphore Niépce (who later invented photography) and his brother Claude were taking a different route. In 1807 they built a device called the Pyréolophore, which they mounted on a boat and tested on the River Saône. The device, which initially ran on moss spores but later on pulverised coal, bore little relation to a modern engine; rather, it sucked in water and blew it out in order to convert the pressure created by combustion into forward motion. Nonetheless it was an internal combustion engine, converting its fuel into motion directly rather than via steam, and the French Institute National de Science saw the point. In the Niépces’s machine, it declared, “no portion of heat is dispersed in advance; the moving force is an instantaneous result, and all the fuel effect is used to produce the dilatation that causes the moving force."

This must have been how François Isaac de Rivaz saw things, too. De Rivaz was born in Paris but was Swiss, of a family from the Valais, where he settled at quite a young age. After working with steam engines for some years in the Army, he built an internal combustion engine, and in the same year, 1807, he mounted it on a cart to create, in effect, the world’s first car. There is some argument as to whether this, rather than the Niépces’s Pyréolophore, was the first internal combustion engine. However that may be, de Rivaz’s machine had one strikingly modern feature: the force of the explosion was converted into movement by rotary motion through a piston. True, this was blown upwards by the explosion, and turned a ratchet as it fell back down – not a system used much at Ford or Toyota. Moreover the idea would take a long time to catch on. Nonetheless, the process of converting stored energy into rotary movement had been simplified, so that less was lost during the process. In effect, de Rivaz had built the world’s first internal combustion piston engine.

So why have we not moved forward since? 

IV
Not long ago Škoda launched a new version of its popular Octavia model. I was very impressed with an early version that I hired some years ago, so I took a look. The car is available with an arsenal of equipment, including satnav, a digital radio, driver fatigue warning, dual-zone climate control and a box on the dash with a wireless connection for your mobile phone. Electronic stability control is standard, and one can specify a collision warning and even a system to apply the brakes if a collision seems likely. All in all, the car disposes of far more computing power than did the Apollo lunar module. Yet at its heart (and that of almost all cars) is a reciprocating engine not much different in principle from de Rivaz’s, and certainly not from that of the Benz Motorwagen of 1885.

This will not do. Consider the number of moving surfaces in such a unit.  Each piston begins its cycle by sucking in fuel on a downward (intake) stroke, compressing it on the upward (compression) stroke, being driven down by combustion on the next stroke and then expelling the waste gases on its next upward travel (the exhaust stroke). With four such pistons, there are one hell of a lot of moving surfaces, especially given that not all the cylinders will be on the combustion stroke, and providing power, at any one time. Moreover, besides the major moving parts – the cylinders, the connecting rods from them to the crankshaft and the crankshaft itself – there are a mass of others; belts or chains from the crankshaft will drive the shafts that open and close the valves at the top of the cylinders, and will also turn the water pump that cools the engine and will drive the alternator that provides electrical power. Thus the cylinders that are firing at any one time moves a large surface area that constantly changes direction, meaning that it must also accelerate and decelerate a great deal of mass as the pistons pass the tops and bottoms of their stroke.

In short, the modern car engine is an archaic, demented Heath Robinson device that flies in the face of physics, the sort of nightmare of moving parts an incompetent child might make with a Meccano set. Why do we still tolerate it in our digital world? Science fiction fans may remember a short story by John Wyndham, Chocky, in which the eponymous hero is an alien that communicates with a child; when the child explains that his father’s new car has gears, Chocky cannot hide his contempt.

There have been attempts to produce an internal combustion engine that is simpler and more effective. The most successful has perhaps been the Wankel engine, in which the piston did not go up and down but instead rotated, doing so concentrically so as to compress fuel and expel waste gases. Pioneered by NSU (now part of the Volkswagen group) in the 1960s, it powered the 1967 NSU Ro 80, a car of such elegance and modernity that it would not look out of place today. (Although Car Magazine described it as having “large, hard seats for large, soft Germans”.) But high fuel consumption killed it off, and the last car to use the Wankel engine (a Mazda) ceased production in 2012.

But another answer has been staring us in the face for over 100 years.  In 1899 the Belgian engineer Camille Jenatzy broke the world land speed record and also exceeded 100KPH for the first time, using a torpedo-shaped vehicle called the Jamais Contente. It too still exists and is on display at the Château de Compiègne not far from Paris, but I wouldn’t mess with the Jamais Contente either; it is rather tall, and the driver sat on top of it, making it look dangerously top-heavy.  Jenatzy will not have been scared. He went on to a distinguished motor-racing career at a time when the sport was horrifically dangerous. He told friends that he would die in a Mercedes, and oddly enough he did; to amuse guests on a hunting trip, he hid behind a bush and imitated a wild boar, whereupon his friends shot him. He died in the ambulance.

Camille Jenatzy and his wife celebrate
What intrigues about the Jamais Contente, however, is that it was electric. There is nothing new about electric cars at all. In the early days of motoring they were common, especially for town use. The relative lack of moving parts reduces friction, while the simplicity of their action mean that changes in velocity do not mean changes in multiple piston speeds. The Jamais Contente did not even have a transmission as we would understand it.  The limiting factor, so far, has been battery technology and inadequate range. Jenatzy himself seems to have abandoned the technology for that reason.


That is changing. Tesla Motors claims that its Model S will manage 300 miles at 55MPH. The range of an electric vehicle is highly variable depending on temperature and usage, but the US Environmental Protection Agency apparently does accept that the Model S car will do 208-265 miles, depending on battery pack. The Morris Minor I drove in my youth had a range of only about 260 miles. True, that was an era when there were many more fuel stations; but building charging stations for electric cars should be a simpler matter. In fact a recent article on the website of the Rocky Mountain Institute (Is the End of EV Range Anxiety in Sight?, June 20 2013) suggests a number of possibilities, including increases in the number of charging stations, mobile emergency chargers and a 500-mile vehicle through developments in lithium-air batteries.

V
Two thoughts about the story above. First, Cugnot’s fardier à vapeur didn’t cut it at the time. Had you told even Cugnot himself that, at its apogee, steam would move the world’s largest artificial objects, the 1930s liners Queen Mary and Queen Elizabeth, each weighing over 80,000 tons, at over 30MPH for days on end, he would have found it hard to envisage. The fardier à vapeur and the Jamais Contente were the future; they weren’t the present. A proof of concept rarely is.

The second thought is that steam never was the shortest route from A to B. Why use combustion of fuel to heat a separate substance to induce motion, when you can do so directly from the fuel itself? As the Institute National de Science realised, that was what the Niépce brothers had done. Meanwhile de Rivaz used the piston to convert that process into rotary motion.  But that was 200 years ago. It’s time to move on again. It’s the same process that led the replacement of the piston aero-engine by the turbine and then the jet, a profound simplification; and to the clean shapes of modern aircraft in place of the string-and-fabric birdcages that followed the Wright Brothers. In the late 1960s a motoring magazine persuaded the 80-year-old W.O. Bentley to give his thoughts on modern technology. It took him to Fairford to see the British prototype of Concorde, then under construction. “Now we’re back to the dug-out canoe,” he snorted. But perhaps that was the point. Good technology is ultimately a process of understanding how to use one’s environment, rather than confront it. To confront is a process of complication, of evasion; progress is simplification, cutting the distance between the source of energy and the outcome for which it is needed.

But there is a flaw in this argument. Electric cars are not fuel-less vehicles like the Planet Solar. They do not generate their own electricity. There have been experiments with solar vehicles, but they have yet to pass the proof-of-concept stage.  Far from converting fuel directly into motion, electric vehicles must take their charge from power stations that may generate it from fossil fuel. If the power were generated from renewables, of course, this objection would be overcome. 

VI
We are much nearer this than we think. I am writing this a week after the inauguration of the London Array, the world’s largest offshore wind farm, and a day after the UK approved an even bigger one off Lincolnshire (it’s to be called Triton Knoll). Renewables are growing, despite a recent hiccough in investment. Global Trends in Renewable Energy Investment 2013, by the United Nations Environment Programme and the Frankfurt School of Finance and Management, reports that in 2012 investment in renewables – by which they mean mainly, though not entirely, wind and solar – was 12% down on 2011. However, it was still the second-highest ever. Investment in developing countries was actually up.  Moreover, while part of the overall decline arose from policy uncertainty, it also reflected a drop in the cost of photovoltaics (PV) for solar power. “The... cost of generating a MWh [megawatt hour] of electricity from PV was around one third lower last year than the 2011 average,” states the report. “This took small-scale residential PV power, in particular, much closer to competitiveness.”

This prompts the attractive thought that a householder will soon generate all their electricity needs, including, maybe, those of the car. In fact, there are already dedicated solar charging stations for vehicles, although effective ones are still probably not economic for most homeowners. But household use of renewables, mainly solar panels, is spreading rapidly, along with solar and wind capacity designed to feed into the grid. The renewables website CleanTechnica recently claimed that three Landkreise, or districts, in Germany, Nordfriesland, Prignitz and Dithmarschen, were producing 260%, 261% and 281% respectively of their regional power mix from renewables – meaning, presumably, that they could provide 100% of their energy needs from them, and export the rest.

True, these are not large areas. They have a population of 80,000-165,000, and two of these states are on the North Sea coast of Schleswig-Holstein, giving them an unfair advantage in terms of wind power.  Moreover high subsidies for feed-in tariffs, by which householders or owners of wind turbines can sell what they generate back through the grid, have made electricity expensive for many German consumers, and there is also an increasing backlash against the environmental drawbacks of wind-turbine construction. Nonetheless Germany has done well with renewables, and CleanTechnica claims that a 100% renewables energy system is possible within a few decades. As the UNEP/Frankfurt School study implies, the right policy environment is needed for this. (California, for example, allows feed-in tariffs – but it doesn’t allow householders to install more capacity than they need, so that they can generate and sell a surplus.) However, according to a Deutsche Bank report quoted by Australian journalist Giles Parkinson on his excellent site, Renew Economy, the 2014 global solar market could jump to 45GW, after rising to 38-40GW in 2013.

This is all quite logical. Just as de Rivaz’s engines bought the power source right into the piston chamber, so renewable energy sources – especially solar – bring the sun’s energy direct to where it is needed. By contrast, the use of oil and gas requires the sun to shine on a plant, the plant to grow, the plant to die, the dead plant material to become buried, and for it to work its way deeper underground until it is crushed by the weight of the earth above. It is then necessary to wait 500 million-odd years before it is ready to burn. At that point, it must be brought back to the surface and transported to where it is needed, sometimes with pollution and loss of life. Examples include the BP explosion in the Gulf of Mexico in 2010, and – less discussed, but possibly worse – the environmental damage done for many years in the Niger Delta. This is not new. I am old enough to remember the disastrous 1967 oil spill after the shipwreck of the 120,000-ton oil tanker Torrey Canyon on the Seven Stones off south-west England. Many will also remember the 167 deaths in the explosion of the Piper Alpha gas platform in 1988. Just this week, it is reported that at least 35 people have died in a dreadful accident involving an oil train at Lac-Mégantic in Quebec. As for nuclear energy, it is scarcely a simpler process, and requires huge infrastructure projects with a limited working life. Moreover, while it has a better safety record, the accidents at Chernobyl and Fukushima have reminded us that it is potentially even more dangerous. Why on earth not just harvest the wind and the sun?

This may seem glib. It is not so simple, of course. Fossil fuels let us use the energy produced through photosynthesis at a far higher rate than it is produced. (But is that a good idea? We have unbalanced the global carbon cycle in the process.) And as the Germans are finding, for renewables you need to fix the grid first. Yet there is an inescapable logic to the direct use of energy, and as the Planet Solar and the Solar Impulse have shown, one day we may be able to use it more directly still.

That is why a move to renewables is inevitable. They will not come about through the international climate negotiations. I am not opposed to those, but I am sceptical. Visit the web page of the Solar Impulse and you will see the headline “Around the world in a solar airplane”. Visit the website of the secretariat of the UN climate-change treaty, the UNFCCC, and you will see a reference to “The thirty-eighth sessions of the Subsidiary Body for Implementation (SBI 38) and the Subsidiary Body for Scientific and Technological Advice (SBSTA 38), as well as the second part of the second session of the Ad Hoc Working Group on the Durban Platform for Enhanced Action (ADP 2-2).” Enough said. 

VII 
Neither will the move to renewables have anything to do with of some nice fuzzy feeling about being in harmony with nature. Technological progress, as I have argued, is a cold, hard  process of going from A to B first via L, M, N and P, then via D, E and F and finally by the direct route.

But I cannot forget what Piccard said about the Solar Impulse and its ability to glide. Many years ago, as a young man in England, I wanted to fly gliders. Every weekend I drove the 70-odd miles from my home in inner London to an abandoned bomber airfield, where I would spend the day pushing gliders on and off the runway. There was a lot of waiting around. The runway was vast; it had once sent 30-ton bombers to the Ruhr; the control tower still stood, with ragged pieces of paper pinned to a mouldy noticeboard, long unreadable. Like all such places, the airfield was haunted one moment and prosaic the next as the light changed and the wind dropped.

At the end of the day, if I was lucky, I would be strapped into the cockpit of a wooden 1950s dual-control glider and launched a thousand feet into the air behind a decrepit 12-cylinder Jaguar car, rescued from the scrapheap at Milton, a few miles away.  If I was really lucky the instructor would catch a thermal, and kick the rudder hard, searching for an elusive pocket of warm air that would carry us upward so that we would be suspended for a minute or two between the low, hazy grey-and-white clouds and the soft green Oxfordshire countryside below. One day I was standing on the grass with nothing special to do when an ancient glider passed a hundred feet or so above my head, and seemed to drift through the air so slowly that it was almost stationary. As it came close I heard a thrumming, singing sound from its rigging, really quite loud, an enormous Aeolian harp.

As we left Hangar 19 at JFK last weekend, I turned for a last look at the strange aircraft behind me, and just for a moment I did think of a world where there would be no polluted Niger delta, no terrible Piper Alpha or Lac-Mégantic, no Fukushima; just solar boats that move quietly through clean water and, far above, a magic aeroplane that stays aloft forever, soaring and wheeling with kestrels and kites.




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 Thanks to Sandrine, Neil and Andy
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Hudson, sunset, and solar array (pic: M. Robbins)
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