Water by Marq de Villiers

I originally posted this review at Infrastructure Watch, where I write about civil infrastructure, the environment and other matters of technology.

de Villiers, Marq. Water: The Fate of Our Most Precious Resource. 1999. Boston: Houghton Mifflin, 2000.

Marq de Villiers serves as a guide on a tour of water problems, conflicts and occasional solutions around the world. Though he is not an alarmist, his book seems to indicate that the problems have so far greatly outpaced the solutions.

There are several aspects of water problems and conflicts that de Villiers considers: natural, technological and political. In each area, he provides specific examples of water in or nearing crisis.

The natural distribution of fresh water in the world is uneven. That may be the fundamental aspect of water problems: even where it’s seemingly abundant, it doesn’t occur where and when people want it to make use of it. In parts of the world, this is a dire situation.

The technological solutions people have applied to correct this distribution have resulted in some amazing works of engineering since early in human history. It has also had many unintended consequences. Irrigation that made marginal land productive has made some of that land useless, even desert, through increased salinity. Dams, drainage and transfers have created ill effects in regional climates. Water mining, pollution and other human activity are also threatening the quantity and quality of water even in developed nations. There is hope in the technological area in that much of this harm may be reversible and the human ingenuity that created these technologies might also create sustainable solutions to our water needs.

Political considerations are very important to water issues, particularly when considering the possibility of conflict, even outright war, because of water scarcity. The Middle East and North Africa come to mind as hot spots where water is a critical issue; de Villiers enlightens both the current situation and history of these regions. Though mistrust runs deep between the nations in this region, even seemingly friendly ones, there is hope for solutions to their water problems. North America has its water problems to, and the problems on the Colorado River are surprisingly similar to those on the Nile. The differences in water availability in the United States, Mexico and Canada also makes for interesting relations between these close and usually friendly neighbors. China may present the largest political problems related to water and it’s food production and population that threatens to push it into crisis.

The book closes with four general strategies for dealing with the world’s water problems. First, get more water by either bringing it in from elsewhere or making it (i.e. desalination). Next is conservation and pricing to reduce demand and encourage using water in the most valuable ways. Third is population control; de Villiers seems relieved that world populations have been growing more slowly without major intervention. Finally, you can steal water from others. Since 40 percent people worldwide live in watersheds that cross national boundaries, it becomes a complicated matter of who has what right to the water and this is a potential source of water conflict, though not insurmountable.

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P.S., here is a little something extra for those of you interested in China, especially the probably fictional Emperor Yu the Engineer.

The Imperial Cruise by James Bradley

In 1905, then Secretary of War William Taft and a host of other American dignitaries took a tour of Pacific islands and Asian nations. James Bradley tells the story of this trip, along with the wider contest of President Theodore Roosevelt’s policies toward Pacific expansion and Asia, in The Imperial Cruise.

Roosevelt, with Taft as his right hand, engaged in secret diplomacy with Japan. The Senate would not have approved a treaty with Japan with terms Roosevelt wanted, and his own State Department would have strongly advised against his course. So Roosevelt sent Taft to consummate a secret deal that he could never acknowledge.

By the time Taft set sail, Japan was already responding to interactions with the West. It was remaking itself into an industrialized, militarized country in the western mold. Roosevelt saw in them American-friendly, quasi-civilized people who could expand Anglo-Saxon virtues into Asia without slipping out from under Anglo-American influence. As with almost everything related to the Pacific and Asian peoples, Roosevelt was very shortsighted.

In reading about the early 20^th Century, I’ve been struck by the pervasiveness of racism. Bradley explains how Roosevelt viewed everything through a racial lens. These were racial lenses were proudly worn by white elites at the time. The key to history was racial history. They saw the birth of civilization in the Middle East with the Aryans, who began moving west. Around the Mediterranean, where the Aryans mixed with other races, civilizations degenerated. In Germany, pure Aryans gave rise to Teutons, who inherited Aryan civilizing with values of democracy and individualism. These Teutons moved west and were further perfected in the Anglo-Saxons. Anglo-Saxon civilization leapt across the Atlantic and push aside the savages of North America. To Roosevelt, Manifest Destiny had not closed with the conquering of the continent; it was ready to spread into the Pacific. White men would continue to spread their civilizing influence, subjugating or exterminating lesser, browner races when necessary as white Americans had done to their Indian wards. White elites like Roosevelt saw their westward destiny in this racial history, and it was further confirm by science in Darwinian survival of the fittest.

History and science refute such notions now. Bradley (and I) certainly don’t try to justify the attitudes or actions of Roosevelt, Taft or others. Bradley is plainly critical of handling of Pacific islands and Asia. Roosevelt’s racial views blinded him to the abilities and patriotism of non-whites. He had the hubris to pursue diplomacy on his own, secretly, without advice from the State Department, Senate or anyone else who might raise the slightest objection or concern. He tutored Japan in the ways of western imperialism, but could not imagine how well they would learn the lessons. Bradley places at least some of the blame for World War II in the Pacific at the feet of Roosevelt, whose interventions created the powerful military empire we faced in those waters.

Roosevelt was an astute manager of his image and he understood public relations. Because of this, he sent his oldest (and nearly estranged) daughter Alice on the trip. She was a celebrity, and her presence assured a lot of press coverage. Her presence was also a distraction from Taft’s secret mission.

If you’re interested in this book, you may also be interested in

Dreams of Iron and Steel by Deborah Cadbury

The Fifth Heart by Dan Simmons

First Samuel

Life is So Good by George Dawson & Richard Glaubman

Planck by Brandon R. Brown

Undaunted Courage: Meriwether Lewis, Thomas Jefferson, and the Opening of the American West by Stephen Ambrose

Water by Steven Solomon

Bradley, James. The Imperial Cruise: A Secret History of Empire and War. New York: Little, Brown and Company, 2009.

Canals and Their Architecture by Robert Harris

Harris, Robert. Canals and Their Architecture. New York: Frederick A. Praeger, 1969.

Water has always been an important part of human life. Drinking water is a necessity, but that is only the beginning of our uses of it. Water is also an element in agriculture, industry, transportation and commerce.

It is water’s role in transportation and commerce that Robert Harris focused on in Canals and Their Architecture. At times, artificial or modified waterways have been major means of transporting products in bulk.

Harris mentions canals from continental Europe and North America, especially the United States, but his book is mainly about the canals of Britain. This is an appropriate focus because the canal boom in Britain both fed and was fed by the Industrial Revolution that started there.

The boom began with the Duke of Bridgewater’s famous canal, construction of which began in 1760. The duke owned coalmines and wanted a cheaper way get coal to the mills and factories in Manchester. The canal was by no means an easy or inexpensive project, but it was greatly successful and the wealth put into it was regains many times over.

Bridgewater recognized the talents of millwright James Brindley, who went on to become the most prominent canal engineer of his day. Harris discussed the works of several British engineers who were successors of Brindley including Thomas Telford, John Rennie, and William Edwards.

As the title of the book suggests, it is organized mainly by the types of structures found on canals. In addition to the canal cut, Harris wrote about bridges and auqueducts, locks , tunnels, boats, buildings and unique ways of handling elevation changes on a canal route. Early canals followed the contours of the land to avoid the use of expensive and complex equipment and, where needed, were crossed by utilitarian bridges of wood or brick. As canals became straighter, and more lucrative, they added locks and other mechanisms for raising and lowering boats. The materials became more varied and complex, including stone and iron. Spectacular aqueducts carried canals over low lands. Tunnels were well-made features of canals early on because the technology for building them was readily adapted from mining.

The older canals are impressive in that so much was done with manpower and simple tools. As canals aided other industries, the improvements those industries spawned, especially in iron construction and railroads, returned to canals and the way they were made. The construction of modern canals is the work of enormous equipment.



Canals and Their Architecture includes many illustrations and photographs. These are very helpful for the laymen to see the types of structures discussed in the text, though even an engineer familiar with the terms will likely appreciate the images.

If you’re interested in this book, you may also be interested in
The Ancient Engineers by L. Sprague de Camp
Dreams of Iron and Steel by Deborah Cadbury
Water by Marq de Villiers

Life is So Good by George Dawson & Richard Glaubman

Dawson, George, and Richard Glaubman. Life is So Good. New York: Penguin, 2000.

George Dawson was in his nineties when he learned to read. He was a centenarian when he and coauthor Richard Glaubman wrote his biography, Life is So Good. I think Dawson’s life was good, and not just because it has been so long.

Even a good life is sometimes hard. Most of Dawson’s life was hard. Black and poor were not auspicious beginnings for a boy in Texas at the beginning of the 20th Century. In the opening chapter, Dawson tells of how, as a boy, he witnessed the lynching of a young black man falsely accused of raping a young white woman. Dawson was ready to become bitter and withdraw from all contact with white people, but his father would not allow him to even consider it.

Dawson presents his parents and wise and pragmatic, making things better for themselves bit by bit. He picks it up and does the same thing in his own life, especially once he settled down to start his own family.

He had some wandering to do first. His early life of travel and adventure makes for interesting reading. He road trains all over North America, sometimes as a ticketholder and sometimes joining the hobos. He was able to find work wherever he went, mainly because there was no job so hard or unpleasant he was unwilling to try it.

Traveling opened his eyes, especially to race relations in the U.S. Growing up in the South, he thought the discrimination and oppression he was accustomed to be the way things were. In Mexico and Canada, even in parts of the U.S., he was treated like anyone else, regardless of color. Mexican villagers welcomed him like family and delighted in the novelty of someone so tall. Canadian lumbermen were curious about his home and happily directed him to the snow he had never seen before—it almost killed him. In his early days, he found it strange to be in places where no one cared which train car he was in or the restaurant at which he ate.



Things changed a lot in Dawson’s more than 100 years of life, though racism hasn’t disappeared. (I grew up in a town that was 99 percent white and I’m barely 40 years old. In the same county were villages that were almost entirely black.) Even in the face of difficulties, Dawson persisted and bit by bit made life better for himself and his family. When retirement came it wasn’t time to rest from his labors, it was time to pick up the education he had been denied as a boy because he had to work.

Dawson’s life story is worth reading simply because he is a witness to history who tells his story in an interesting and accessible manner. It’s worth reading because, without trying, it has a message too: don’t worry. Dawson recommends that people not worry if they want a good life. I think it’s very good advice. Arguably, though, he was working too hard most of his life to have time for worries, even though he had cause for them.

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Water by Steven Solomon (204)

Solomon, Steven. Water: The Epic Struggle for Wealth, Power, and Civilization. New York: Harper, 2010.
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Steven Solomon’s Water is an epic history of civilization from its roots to modern time. Solomon’s thesis is that inventively mastered their water resources have risen and those that have outpaced their available water or innovations have declined. There are lessons in this history for us who live in an age where some nations already experience serious water scarcity and even relatively water rich nations are squandering their natural fortune.

The book generally follows sequences of technology, geography, and politics. In technology, it moves through waters many uses from irrigation to transportation, energy and sanitation. The geographic motion of the book is from east to west, starting the early innovations of Asia, sliding to Europe, then jumping the Atlantic to North America. The political trend begins with ancient, totalitarian hydraulic societies and moves on to gradually democratizing nations and the splintered, competitive, yet surprisingly workable and cooperative, market-oriented Western republics.

In the final chapters of the book, Solomon deals with the threat of water scarcity. Some parts of the world, particularly in Africa and Asia, are already facing water shortages. Those fortunate enough to have other sources of wealth, like oil, are importing virtual water, especially in the form of food. Control of water resources is becoming a matter of international diplomacy, national security, and possible war in much the way oil was in the last century. This is especially true in the arid, populous Middle East and South Asia. Many of the water poor live in lands that are highly populated, arid, unstable politically, and have long-standing enmities with neighboring countries.

Relatively water rich nations, like the United States, have problems, too. Much of it stems from using water inefficiently and for less productive activities. This is especially problematic in the dry western states, where long-standing, vested interests have sought to protect their subsidized access to water while others, sometimes more efficient and high value users, pay great premiums for the limited remaining available water. This isn’t strictly a western problem; eastern cities are also droughts, growing populations, industrialization, intensive agriculture, and aging infrastructure that strain their water resources.

While the problems are serious, Solomon seems hopeful that, as in the past, we may be able to develop technological, organizational, and political solutions to these issues. He objectively discusses national and international efforts to solve the looming water crisis. He seems to have more faith that workable solutions well arise in the more water rich, democratic West, where a combination of government regulation, free markets, substantial local control, and varied regional solutions are giving rise to innovation.

If you’re interested in this book, you may also be interested in
The Ancient Engineers by L. Sprague de Camp
Canals and Their Architecture by Robert Harris
Dreams of Iron and Steel by Deborah Cadbury
Exodus
The Ghost Map by Steven Johnson
The Great Stink by Clare Clark
Steam by Andrea Sutcliffe
Undaunted Courage by Stephen Ambrose
The Victory of Reason by Rodney Stark
Water by Marq de Villiers
When the Rivers Run Dry by Fred Pearce

Dreams of Iron and Steel by Deborah Cadbury & The Lighthouse Stevensons by Bella Bathurst

In Dreams of Iron and Steel (New York: HarperCollins, 2004), Deborah Cadbury tells the stories of seven great works that cover over a century of engineering history. Originally published in Great Britain as Seven Wonders of the Industrial World, the book was a companion to a BBC television series. The projects covered vary widely from a sewer built under a metropolis to a bridge that towered above the skyline of its day.

The oldest of these (still standing like all but one of the other projects) is the Bell Rock lighthouse. The Bell Rock sank many ships that sought shelter from North Sea storms in Scotland’s Firth of Forth. Robert Stevenson, grandfather of author Robert Louis Stevenson, designed and oversaw the construction of a tower on it. The rock was a formidable construction site. It sat eleven miles from land. High tide covered it with as much as 16 feet of water. Low tide exposed an area only 250 by 130 feet. Yet Stevenson and his men built a 100-foot, stone tower on it. They did it 200 years ago.

By the middle of the nineteenth century, several wonders were built almost at once. The Great Eastern, built by Isambard Kingdom Brunel, was twice the size of any other ship. Though a commercial failure, it set the standard for the next generation of ships.

Brunel launched his ship into a dirty and diseased Thames. Joseph Bazalgette sought to make the river safer for London residents. He built sewers under an ancient city that had grown to 2.5 million people and sprawled over 80 square miles.

In the American West, rival firms raced across the continent to build a railroad that would unite a nation recovering from civil war. In New York, John and Washington Roebling tackled the broad East River with their Brooklyn Bridge. They risked their lives and reputations on the longest span of the day and a material untested in bridges—steel.

The twentieth century inaugurated bigger feats. First proposed in 1879 by Vicomte Ferdinand de Lesseps of France, builder of the Suez Canal, the Panama Canal defeated most of those tried to build it. Even the United States poked at the mountains in futility until John Stevens, a railroad engineer, upgraded the infrastructure and equipment. When Stevens left the canal, a frustrated Theodore Roosevelt put military officers in charge. Lieutenant Colonel George Goethels, an engineer with extensive lock and dam experience, saw the canal through to its completion shortly before World War I.

The final project, America’s “damn big dam”, was build during the Depression. Hoover Dam was huge and constructed under difficult conditions. But construction engineer Frank “Hurry up” Crowe pushed and planned to get it done early and under budget.

Cadbury treats each project separately. However, they are linked by common elements.

Tragedy and setbacks touched each one. Thousands of men, usually poor laborers and sometimes children, were killed or injured to make these huge structures. They were beset by lack of financing, reluctance to try new methods and materials, bankrupt contractors, political opposition, corruption, greed, prejudice, and other human imperfections.

At their best, these engineers and their wonders are linked by the same qualities that appear in the best of engineering today. They had a vision to make people safer, healthier, richer, and freer. They created solutions to immense problems.

Robert Stevenson’s triumph at Bell Rock won the confidence of the Northern Lighthouse Board. It also launched an association between the Stevenson family and Scottish lighthouses that lasted four generations. During their tenures in the office of engineer for the board, Stevenson and his sons dominated the design, construction, and operation of the lights. Bella Bathurst tells their story in The Lighthouse Stevensons (New York: HarperCollins, 1999).

This book has its own kind of variety: technical, professional, and personal. It covers the construction and technology of several lighthouses, the masterpieces of Robert and his three sons. They not only built towers, but also improved their design and the design of the lamps, reflectors, optics, and mechanical systems that operated in them. One even studied the waves that assaulted their works.

It shows that engineering is more than simply design and construction. The Stevensons were also managers, fundraisers, businessmen, public servants, purchasing agents, manufacturers, contractors, and more. Their work included a broad section of what engineers do.

The book is also a biography of these four men that reveals the dynamics of the family. Robert insisted his sons join the family profession and business. Only one, David, seemed to take to it naturally. Only David’s sons filled the next generation of lighthouse Stevensons. Alan and Tom were more inclined to work in literature and the arts. Alan proved himself to be a capable engineer by building a 138-foot light at Skerryvore that could withstand the elements and exhibit a simple beauty. He became so disabled by disease, Bathurst suggests it was muscular sclerosis, that he gave up his work with the lighthouses. He managed to work irregularly as a writer. His works include and encyclopedia article on lighthouses and a translation of Greek poems. Tom shared Alan’s artistic leaning, but not his intensity and focus. He and David eventually divided the engineering work for the Northern Lights.

Not everyone is cut out to be an engineer, of course. As Robert Louis Stevenson said about his internship in the profession, “He is a wise youth, to be sure, who can balance one part of genuine life against two parts of drudgery between four walls and for the sake of one, manfully accept the other.” But some managed to catch what Marion Allen, a laborer on the Hoover Dam, called constructitis. “Sometimes one thinks he is cured,” said Allen, “only to have a relapse when he goes by fresh concrete or catches the smell of fresh sawdust from new lumber. Anyone with this affliction has to start construction of some kind, even of only to dig a hole and fill it up again.”

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