Urban Food Chains

the links between diet and power

domestication draft animals haulage horse
Leverage for horses
peter 0
This diagram from a US army manual issued in 1916 shows the standard loading for a pack animal.

It is time to review how draft animals are connected to their loads. The simplest example would be a pack horse or a mule, in the days when mule trains carried clay to pottery workshops. The Devon clay that was transported this way earned the name of ball clay, since it was shaped into large balls and carried in a double bag carried on the animal’s back, where a saddle might otherwise have gone. Pack animals are often quite light, enabling them to cross rugged terrain, where roads were not available. It is important to keep a regularly updated note of a draft animal’s weight, taking care not to expect them to carry more than 15-20% of their current weight.

Take a half ton horse, hitch it up to loaded lighter, and you’re off!

Carts redistribute a load, but slowing down or stopping can be more demanding, particularly when going downhill. The most efficient means of transport, particularly for heavy consignments of building supplies, is the canal barge, which can be hauled by a (large) single horse when loaded with several tonnes of goods.

crunchy numbers cultivation haulage ship Turnor
Supply side risks
peter 0

The first world war forced ever greater rates of change than the old order would ever have imagined. Here is a collection of data curated by Christopher Turnor during the first world war and published in Our Food Supply: perils and remedies (Country Life 1916). Any prices quoted are face value at the time, without any subsequent adjustment for historical changes in value. Turnor does not go into detail on the sources of his data and its authenticity, but since he had the run of market information gathered by the Agriculture Board he is unlikely to have needed to look very far. The tables in this post are mostly scanned directly from Turnor’s book, with the intention of giving readers the opportunity to form a view on Turnor’s line of argument. I have made odd comments here or there, but I defer to the readers’ many and varied viewpoints, believing they are better served by sight of the original publication.

The production figures for cereals and potatoes over a 20-year time period are open to question, but the contrasting rates of change suggest that Germany had a strategic advantage in feeding its citizens over this period in its history. Sub-plot: Germany had little access to food grown in overseas colonies, so that supply chains were shorter and more effectively protected from military action.

It is a moot point as to whether a rural population of 20 million in Germany is going to be more productive than thirteen and a half million British empire citizens spread around the globe. There is no obvious equivalence, since resources, skills and infrastructure are not comparable.

Turnor was convinced that British agriculture was being held back by a high proportion of low-earning grass supporting too few grazing animals. Here is what he wrote in 1916:

“In thinking out measures which will increase the amount of our home supplies, the permanent development of agriculture must be the aim. Attempts to increase, hastily and temporarily, the production of the soil must be ineffective and can easily be actually harmful. We must get to the root of the matter. Present conditions affecting agriculture are unsound and unsatisfactory; better ones must be created.” (Christopher Turnor; Our Food Supply, Perils and Remedies, Country Life 1916.)

Scaling up from a county level to national comparisons, Turnor dug out the following figures during the early years of the first world war:

Turnor then presents a set of headline consumption figures. These classify ingredients and the opening table reflects national dietary preferences. The line for rye, for instance, identifies it as a German staple crop, and may well include sale of grain for brewing beer. A similar interpretation of barley being sold for malting would seem reasonable.

Table VII, below, sets out the cost of imported foods, probably as a set of customs values.

Stats for fifth quarter products went through the Board of Trade.

More follows

That’s it, folks.

customs clearance haulage key concept
The elephant in the room
tweaker 0

A wall of silence still surrounds  the computer system at the heart of the BTOM, called the Single Trade Window (STW). This will be the one and only way of getting data into the system. The final version*⁠1 of the BTOM guide, published on February 11 states: “ …the Single Trade Window could be fully operational in 2027.” 

There are a number of reasons why this could be awkward, but one will do. The STW calculates the aggregate cost of wear and tear caused by lorry traffic to roadways at ports. This operational detail is  used to set a levy called the Common User Charge (CUC). This is payable when a lorry leaves a port: the CUC is added to a rolling monthly invoice. While the STW sets a figure for Government operated ports, private operators were invited to fix their own charges, as they would do for anything else.  Dover and Portsmouth,  the two busiest ports in the UK, both happen to be owned and operated privately.

Sorry, but this is not a clickable link yet. 1 Feb-11-24-Final_Border_Target_Operating_Model.pdf para 350 page 88

Brexit's legacy fruit haulage lorry vegetables
So strange, yet true
tweaker 0

The British government’s plans really are as mad as they sound. Try this example for size:

Fresh produce importer PML Seafrigo runs a private BCP at Lympne, near Dover. Company director Mike Parr picks up the story:

“PML Seafrigo has its own 24/7 border control post at Lympne, which is the closest point of entry to the Port of Dover (closer than Sevington), we have a dedicated transport and logistics hub for imported goods and yet our customers will still be charged the CUC even though they will not be using the Sevington facility. 

“The government is effectively asking businesses such as ours to collect taxes on their behalf. And the fact that this fee will be reviewed and updated annually by Defra is itself worrying, it could easily be increased in 12 months’ time. 

Parr is outraged by the casual way the government is abusing the trust of the country’s traders.

“The common user charge (CUC) is effectively another business tax that will be applied to each commodity line in a Common Health Entry Document (CHED). Although fees are capped – £145 for every consignment arriving via the Port of Dover or Eurotunnel –this is another expense for importers and retailers to bear, which will of course be reflected in further delays at the ports and another price hike for essential food items.

“What is particularly frustrating is that the fee is being levied for all fresh produce / plants goods passing through Dover or Folkestone – even if they don’t pass through the government controlled inspection post at Sevington.”

The question that most people would want an answer to is “WHY is the British government waging war on the very people that it claims to support? Any ideas, please add as a comment.

animal products City life Europe ship
Day and night
peter 0

For centuries urban populations have cheerfully ignored one of the most basic phases in the rhythm of the planet’s life, thanks to rapidly evolving technology. It is paradoxical, but completely normal, for millions of people around the world to treat the hours of day and night as interchangeable. In the twenty first century, the electric light switch rewrites all the rules governing what can be done at different times of day. For all practical purposes, such rules have no current application.

City life is 24/7, thanks to artificial lighting. A trivial gesture over a light switch is all many of us need to turn night into day. But this has not always been the case and if we make any serious progress with choking off climate change, we will have to rethink our energy expectations, too.

Before the widespread use of electric light, the availability of town gas pipes determined the extent of street and domestic lighting in industrial towns and cities. Go back a century and the demand for animal fats and oils to make candles and run lanterns was significant, if waning. But go back further and a gaping chasm re-appears between those who lived in sparsely-lit houses and those who could afford to routinely light their homes and entertain guests to dinner or dance the night away at elaborate balls.

Alaskan dockside scene, circa 1911.
Source: Wikimedia Commons

Dig a little deeper into history and the lighting fuel of choice was whale oil, initially processed in dockside refineries around the world, later produced on board ship as whaling vessels became large enough to accommodate the necessary equipment and tankage. From being a rough and ready battle with nature and the elements, fraught with danger for the dinghy crews, whaling became an increasingly ruthless war of attrition that drove whole species to the brink of extinction. As well as extracting all the oil from a huge carcase, the whaling industry earned substantial money from whale meat, with some cuts sold on for cheap food products and the rest sold to feed urban cats and dogs. In this context, the dog’s dinner was a secondary by-product from the days of lucrative barrels of whale oil.The whaling industry went into a long term decline as a direct result of its impact on whale numbers.

Asia cultivation haulage plantation ship
Squeezing money from geography
peter 0

Travel often brings with it a taste for foods that consumers encounter while they are away from home. This broader view of food and drink gained momentum in the latter half of the 20th century, as shoppers started asking for avocado pears, a wider range of pizza and pasta products, not to mention a tidal wave of Asian foods that have been greeted with open arms and either adopted or adapted to British tastes. Many Indian foods have found their way to Britain over the centuries and some, like tea, became national institutions.

It is time to look at the historical context of moving food around the world and look at the topics of food security and self sufficiency. During the latter years of the twentieth century, Britain was about 50% self sufficient: the official headline figure was closer to 65%, but since UK food manufacturers import a variable proportion of their ingredients, these shipments should be taken into account. The impact of two world wars on the domestic economy of Britain leaves a residual malaise and feeling that the UK “…ought to do better…” at producing its own food, notably among older generations.

There is an array of variables that define the economic environment in which food is produced, some of which can be covered now. The first is the colonial plantation paradigm in which overseas territories are ruled and exploited solely to produce commodity crops for colonial powers. Britain, Holland, Spain and Portugal come to mind as historic colonisers, shipping plant material and slave labour in to strategic locations, usually between the tropics. Feeding the work force was a low priority, but was usually a part of the operational model.

Down the intervening centuries this practice continued, developing into what is now referred to as landgrabbing. The topic is extensively documented by Fred Pearce, author of The Land Grabber. The 2012 book can be bought as a paperback or a download here. As the name suggests, land is bought or leased and fenced off. This has been practiced by countries such as China and a number of Arab states. The enclosed land is brought into cultivation usually by nationals from the states concerned and the crops are shipped to these countries as they are harvested. Local populations are excluded from these holdings, which are often of the highest quality available locally.

While this is a modern, pernicious practice, it is not without historical precedent. Irish Quaker and philanthropist Joseph Fisher was a poor law commissioner during the Irish potato famines of the 1840s. From his family home, overlooking the approach to Cork harbour, Fisher recalled seeing ships setting sail bound for English ports. These vessels were laden with grain grown and harvested by starving labourers in the surrounding counties. Fisher went on to write the 1865 book Where Shall We Get Meat? As it happened, shiploads of cheap grain started crossing the Atlantic, as the American railroad system reached the eastern seaboard and started a sea change in European livestock sectors. The entire history of North America to that point is itself dominated by a high profile land grab in which indigenous American peoples were marginalised by settlers and farmers.

The buying power of remote markets can have an immediate impact on the food security of rural populations. This is a measure not of aggregate harvests, but their availability for local communities.

Brexit's legacy customs clearance haulage lorry raw
Westminster faces customs stalemate
peter 0

The Scottish parliament is accusing Westminster of intransigence over the halted building work at the Scottish car ferryport of Cairnryan. Work to build a Border Controls Post (BCP) started after getting a government green light last year. Since then, construction has ground to a halt, as Westminster has refused to give a binding commitment to fund the BCP in full.

Sailings from Stranraer were transferred to the nearby Dumfries and Galloway port of Craigryan back in 2012, for operational reasons. Wholly-owned by Larne Harbour Ltd, Craigryan is a part of the P&O landside portfolio. It can operate up to 16 sailings a day, serving destinations in Northern Ireland.

While Brexit negotiations were in progress, Westminster was committed to funding border infrastructure in full. The Scottish parliament is concerned that it may end up footing part of the bill for port infrastructure on a privately-owned facility. There are also political sensitivities about a requirement for customs facilities on what is currently an internal border.

The implementation of Sanitary and PhytoSanitary (SPS) checks that are the reason for building a BCP in the first place has not happened. Successive start dates in 2021 and 2022 were announced and cancelled: Westminster is currently planning to start SPS checks on livestock and animal products in July, although the BCP site at Cairnryan might not be operational by then.

From a commercial point of view, ferry traffic patterns have changed since Brexit, making the business case and the requirement for a BCP a moot point. The introduction of inbound SPS checks for the UK cannot be evaded forever.

customs clearance haulage lorry ship UK
Food pricing 100 years ago
peter 0

The 1925 Royal Commission on Food Prices was tasked with investigating food industry prices. Urban Food Chains is running a series of analytical case studies for subscribing members, drawing on the detailed statistical evidence that was heard by the commission during its deliberations.

Board of Trade statistician Mr A W Flux* told the hearing that the UK food economy grew by about two billion pounds (thousand million) in 1907. This comprised goods consumed in the UK , which were valued at between 1,248 and 1,408 million pounds; services between 350 and 400 million pounds and additions to capital of between 320 and 350 million pounds.

2. Of the goods consumed, some passed directly from producer to consumer (e.g. bread), and in some cases the produce was consumed by the producer (e.g. farm and garden produce consumed by the families of the cultivators). A second class of goods, while passing through merchants’ hands, was not the subject of retail trade, while, of the goods that passed though merchants’ and retailers’ hands, it was estimated that the charges of distribution, including cost of transport, amounted to something between one half and two thirds of the value of the goods at the place of production or importation.

The First Report of the Royal Commission on Food Prices, Volume 3, Appendix 1, paragraph 2

*Mr Flux is not a made up name, it is for real.

Follow the links for subscription-only content about the core commodities of the day:

bacon
bread
butter
cheese
eggs
fish
flour
fruit
ham
milk
sugar
tea
vegetables
wheat
customs clearance haulage key concept
Import VAT
peter 0

In today’s economy there is a big difference between the place of production and the place of importation. The place of importation today is the customs post which is clearing goods for onward travel. At the turn of the twentieth century in the days of empire, it is arguable that the UK national frontier included or contained the colony concerned. One can be sure, however, that customs duty would not have been expected on goods leaving a colony and arriving in the UK.

In today’s post-Brexit economy, however, things are a bit different. The place of production determines the rate at which duty is payable (or zero percent, depending on the provenance of the goods). Regardless of duty, however, import VAT is due and can be considered a fiscal rite of passage. A consignment of goods arriving at a UK border post will have a customs value: this is the aggregate of the value of the goods, insurance, shipping and administrative costs (such as phytosanitary checks for plant material).

Zero duty goods will not be charged import VAT on the zero duty, but will be charged VAT on the rest of its customs value, at the applicable UK rate. Since import VAT is an aggregate, it will be levied on each component of the consignment at the applicable rate of VAT, for example haulage from point of origin to the customs post will be charged at 20%; food safety checks at, say, GBP 450 per container will be taxed at 20%, likewise freight insurance and office admin costs. In short, zero-duty goods will escape customs duty but not import VAT. The implementation of Sanitary and PhytoSanitary (SPS) checks in July 2023 will add another administrative layer to food imports as well as increased levels of import VAT when customs values rise.

The increased cost of importing food — or anything else for that matter — will not go unnoticed. The government’s additional tax revenue will take a bit of explaining. There is not a queue of UK politicians waiting to sell this delicate state of affairs to the electorate.

customs clearance haulage
Just for show
peter 0

Back in July, The Guardian ran a story about the building of a  Border Control Post (BCP) at Portsmouth (The Guardian, July 6 2022, page 33). Port owners, Portsmouth City Council stumped up half of the GBP 25 million price tag for a building that remains firmly shut.
There is still  no sign of the UK being in a position to staff or operate these facilities. Despite Britain’s commitment to carrying out phytosanitary tests on plant matter and veterinary inspections of animal products, not to mention animals, there is no political will to deliver.
For a start, any tests carried out in the BCP will be charged to the owner of the goods in transit, pushing up the customs value and with it the VAT levied on the goods. To be sure, food may be zero-rated but haulage and product testing are not, nor is import VAT, the running total of the VAT chargeable on crossing the border.
Home truths like this can really mess with support for the Tories, who might be regretting the talk of an “oven-ready” Brexit deal. Instead, they have spent a total of GBP 450 million on port facilities they appear to have no intention of using, at a number of ports around the UK.