Friday, September 18, 2015


The Cold War nuke that fried satellites

Posted by George Freund on September 13, 2015
A secret 50-year-old memo to the British prime minister solved this Cold War mystery. But could a similar event happen again today?

By Richard Hollingham11 September 2015

On 10 September 1962 an extraordinary memo passed across the desk of British prime minister Harold Macmillan. The confidential document detailed the events leading up to the failure of the UK’s first satellite, Ariel-1.

This spacecraft – a joint venture with the United States – had been launched in April that year to investigate the Earth’s upper atmosphere and study the effects of X-ray radiation from the Sun. This scientific satellite had performed faultlessly until transmissions ceased suddenly on 13 July.

The date of Ariel-1’s demise was no coincidence.



Lord Hailsham wrote of Ariel-1's fate in florid prose to the prime minister of the time, Harold Macmillan (Credit: Getty Images)

The satellite failed four days after the US detonated a 1.4 megaton nuclear warhead, in an experiment known as Starfish Prime, high in the atmosphere 400 kilometres (250 miles) above the Pacific Ocean.

The explosion – the world’s most powerful high altitude nuclear test – created an electromagnetic pulse (EMP) strong enough to disrupt global radio communications and even blow out streetlights on the ground in Hawaii. It also created a new (temporary) radiation belt around the Earth and it was this that did for Ariel-1.

‘Although badly wounded in his solar paddles,’ wrote Hailsham to the PM, ‘he is not quite dead’

British government documents detailing the fate of the satellite remained locked away for 50 years. Reading through a copy of the file stamped ‘secret’ in red letters today, it is clear why: Nasa realised almost immediately what had happened to the satellite but the UK was, embarrassingly, kept in the dark.

When British officials finally pieced together the full story, it fell to science minister, Lord Hailsham, to write to the Prime Minister. His 1962 memo – typed over two pages – relates the saga in some of the most florid, and appropriately Shakespearean language, to ever grace a government document.



Starfish Prime is also thought to have knocked out the pioneering Telstar communications satellite (Credit: Getty Images)

“Although badly wounded in his solar paddles,” wrote Hailsham to the PM, “he is not quite dead.”

“He still utters intermittently – sometimes intelligibly,” continued the minister. “He may still improve sufficiently to tell us something of value, though he can hardly say ‘merrily shall I live now’.”

Hailsham’s memo suggests that the UK’s financial loss from the project was relatively small compared to the US, who put up the bulk of the cash, and that the wounded satellite had already proved its scientific worth.

“We have got a great deal out of him during his life (short, but neither nasty nor brutish),” said Hailsham. “Before his accident he had transmitted for approximately a thousand hours, and it will take at least a year to analyse the significance of what he has said.”

Military use?

Ariel-1 was not the only satellite badly affected by the Starfish Prime nuclear explosion. The test has also been blamed for the premature failure of the world’s first TV communications satellite, Telstar.

But while Hailsham warned that: “the real moral about their high level explosion is the need for a test ban treaty”, military strategists noted the effects of the weapon with interest.



Could nuclear or EMP weapons, they wondered, be used to knock out spacecraft – disrupting an enemy’s communications, defences or spy satellites or even a nation’s ground-based electrical infrastructure?

“EMP weapons are not a capability that’s widely talked about,” admits Elizabeth Quintana, director of military sciences for the Royal United Services Institute – the respected London-based defence and security think tank. “But they are in current military inventories.”

Designed to be deployed by ground forces or aircraft, EMP weapons systems are capable of either frying all electronic systems in a particular area or targeting specific wavebands – disrupting a nation’s radar defence systems, for instance.

It’s a largely overblown threat – Elizabeth Quintana, Royal United Services Institute

However, aside from fears of collateral damage, one of the big concerns with deploying EMP devices is that the effect is hidden. “When you deliver a bomb it’s quite obvious what damage you’ve done,” says Quintana. “It’s much harder to do that with EMP.”

“While it’s a stealthy way of delivering a temporary effect – such as knocking out enemy air defences as you’re travelling through,” she says, “it may not be effective.”

Radiation shielding

Fears that this EMP technology might also proliferate in space have been much discussed by governments, parliaments and military strategists. But Quintana, who studies developments in weaponry, is not convinced.

“It’s a largely overblown threat,” she contends.

Space is already a hostile enough electromagnetic environment, with satellites and spacecraft being continuously bombarded with cosmic rays and charged particles from the Sun. An EMP weapon – even a repeat of Starfish Prime – Quintana argues, would have little additional effect on modern satellites already hardened against radiation.



“An aggressive solar storm could knock out space infrastructure,” says Quintana. “All space systems that go up today are shielded to some extent from solar radiation.”

Although Starfish Prime destroyed primitive space infrastructure in 1962, there are far more effective, and cheaper, technologies to take out modern satellite systems.

For around $20 for instance you could purchase a GPS jamming device. Illegal or, at best, semi-legal in most countries these locally block the weak signals from navigation satellites. Particularly popular with taxi drivers, allowing them to move anonymously out of sight of controllers, jammers have caused serious problems at airports around the world – inadvertently blocking GPS signals for pilots on final approach.

In 2007, China used a ground-based ballistic missile to destroy a weather satellite

Communications satellites are also relatively easy to jam by directly aiming a radio beam towards them. In recent years BBC Persia TV signals, for instance, have been blocked in this way by Iran.

“Pick a country in the Middle East with conflict or uprising,” says Quintana, “and you will probably find that country would seek to jam commercial satellites in order to prevent opposition messages being broadcast.”

There is even evidence that China has developed a ground based laser system to dazzle spy satellites as they pass overhead.

‘Dragging’ threat

As for taking out spacecraft in orbit, ground-based systems also have the edge. In 2007, China used a ground-based ballistic missile to destroy a weather satellite, creating a dangerous cloud of orbiting space debris and angering the international community.

There is, however, some space-based technology being developed that could be used in future to take-out an enemy’s spacecraft. As it turns out, it is the same technology being developed to remove debris.

“One of the technologies for debris removal is to have satellites capable of dragging old satellites out of orbit,” says Quintana. “Obviously, you could use the same technologies to change the orbit of live satellites.”



Missiles are a more likely military threat to satellites than EMP pulses (Credit: Science Photo Library)

In the same way, it would be possible to fit a spacecraft with a small and directed EMP weapon. “You could launch a satellite into space near another satellite and effectively fry the circuitry,” says Quintana.

Starfish Prime was a terrifying demonstration of the mass-destructive potential of EMP weapons. But the reality is if you are intent on destroying or disrupting space infrastructure today, there are far easier ways to do it. The fact that it is relatively straightforward is of increasing concern to the world’s space nations, given how reliant we are on satellites for our daily lives.

As for Lord Hailsham, a year after his memo, he got the test ban treaty he desired – signed in 1963 by the US, UK and the Soviet Union.

He also received a nice reply from the Prime Minister: “Many thanks for your splendid minute,” the PM wrote… before the file was locked away for 50 years.

http://www.bbc.com/future/story/20150910-the-nuke-that-fried-satellites-with-terrifying-results

NOTE: I HAVE NEVER HAD A MORE DIFFICULT POSTING THAN THIS ARTICLE. HEED IT AND THE GHOST TRAIN WELL. THEY WERE SABOTAGED AT EVERY CORNER FOR SOME REASON.

Why Britain has Secret Ghost Trains

Posted by George Freund on September 13, 2015




Empty and all but unknown, ghost trains are one of British transport’s strangest quirks. Why do they exist? To find out, Amanda Ruggeri gets on board.

By Amanda Ruggeri

23 July 2015

The train that cuts across the West Yorkshire countryside from Leeds to the small town of Snaith departs just once at precisely 17:16, Monday to Saturday. Return trains depart twice: one at 07:16, one at 19:01.

Given these infrequent departures, you’d expect packed carriages. But on a recent Friday rush hour – when Leeds train station, the second-busiest in the UK outside London, is swirling with commuters – no one, aside from me and my companions, remains on the line for more than a few stops. Soon, one carriage after another becomes completely, eerily empty. You could cartwheel down the aisles.



One empty seat after another (Credit: Amanda Ruggeri)

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The Leeds-Snaith line is what rail enthusiasts call a ghost train; Snaith station, a ghost station. The webpage about Snaith on ticket sales site TheTrainLine.com warns that ticket machines are not available at the station. Nor is there a ticket office, taxi rank or cab office.

It’s one of many train services around Britain that run with empty carriages – sometimes once or twice a day, sometimes as rarely as once a week. Sometimes even ticket sellers don’t know they exist, and it takes dedicated amateurs to seek them out. So why do these trains run at all?

The whisper of a service

There is no single definition of what constitutes a ghost train, although the general consensus is that it’s when a service is so infrequent, the train becomes effectively useless. Slippery or not, though, the term “ghost train” seems apt. It implies a service that is not exactly whole – something that whispers through towns and countryside, leaving barely a dent in its wake.

Only a special few even know that ghost trains exist

Perhaps most important of all, the term ghost train implies something that only a special few know exists. The press contact of the National Rail Museum of York, for example, was baffled by my request for an interview about ghost trains, thinking I wanted to discuss “haunted items” in the museum’s collection.

Nobody knows exactly how many ghost trains there are. On the website The Ghost Station Hunters, run by rail enthusiasts Tim Hall-Smith and Liz Moralee, there are 37 listed, and those are only the stations the intrepid pair has gotten to and written about so far. Hall-Smith says he’s counted more than 50 by looking through timetables.



The near-empty car park, and bicycle racks, of the Snaith train station (Credit: Amanda Ruggeri)

Official figures are difficult to track down. Northern Rail, which runs the Leeds to Snaith line, said they have six such trains; that’s out of 2,500 services they run each day. But a request from the Department of Transport for overall numbers turned up nil: “The department doesn’t hold a definitive list of these low-frequency routes, because we don’t use the terminology of ghost train – there’s no formally agreed definition of what would constitute one,” says Andrew Scott, one of the Department of Transport’s press officers.

Chasing trains

The sheer mystery of ghost trains is part of what makes them compelling to a small, but passionate, community of “ghost train hunters” that, Hall-Smith and Moralee say, spans the globe, sharing information online through websites like theirs. Hall-Smith has been chasing the trains since 1993, visiting 41 ghost stations. Moralee has visited 32. They take pictures at each one and try to put them on their website, with detailed descriptions about how to get there and what to expect. To celebrate his 50th birthday, they went to Berney Arms in Norfolk. “It has to be one of the maddest places we have both been to,” he says. “No words can describe how isolated this place was.” The closest road was three miles away; the only nearby structures were a shuttered pub and an old windmill.

It’s a passion that takes commitment. Since the trains are run on extremely inconvenient schedules, sometimes without a return trip, sometimes before sunrise, the journey means a lot of legwork. If there is anyone else on the train, it’s probably another ghost train enthusiast.

It’s a useless, limited service. But there would be a stink if anyone tried to close it

Given the overcrowding on Britain’s trains, it may seem odd for these empty carriages to ride the rails – or for empty stations to stand sentry over them. From 1995-96 to 2011-12, the total number of miles ridden by train passengers leapt by 91%, while the entire UK train fleet grew by only 12%.

“Ghost trains are there just for a legal placeholder to prevent the line from being closed,” says Bruce Williamson, national spokesperson for the advocacy group RailFuture. Or as Colin Divall, professor of railway studies at the University of York, puts it: “It’s a useless, limited service that’s borderline, and the reason that it’s been kept is there would be a stink if anyone tried to close it.”

Why ghosts exist

That is the crux of why the ghost trains still exist. A more official term is “parliamentary trains”, a name that stems from past years when an Act of Parliament was needed to shut down a line. Many train operators kept running empty trains to avoid the costs and political fallout – and while this law has since changed, the same pressures remain.

Closing down a line is cumbersome. There must first be a transport appraisal analysing the effect of a closure on passengers, the environment and the economy. The proposal is submitted to the Department of Transport and at that point its details must be published in the press, six months ahead of the closure. Then comes a 12-week consultation period, during which time anyone is welcome to protest; public hearings are sometimes held, especially if the closure is controversial. Then, finally, the plans are submitted to the Office of Rail and Road, who decide if the line closes.

As a result it often costs less – in terms of time, paperwork and taxpayers’ money – to keep a line running at a bare minimum. Other nations run limited service trains, but experts say that the particular politicisation of Britain’s railways – and the creation of so many steps required to close them – means that when people say “ghost trains,” they’re usually referring to British ones.




A 'ghost train' pulls into Snaith's station (Credit: Amanda Ruggeri)

There’s a more optimistic reason for running a ghost train, too: it shows hope that the line may be used more regularly again in the future. Once a service is closed entirely, infrastructure deteriorates; even if the physical track is kept, it becomes overgrown. Not to mention that drivers then would have to be re-trained on the track, or that a whole new slew of paperwork would have to be gone through to re-open it. Starting from scratch, in other words, is far more expensive than maintaining what you have.

Some ghost services have come back from the dead

The Halton Curve is one example. A half-mile connection between two lines that are frequently serviced, it operated for years as a ghost train. After years of advocates defending its potential, if run more regularly, to provide service from North Wales into Liverpool, plans were finally announced last year to give it a £10.4 million upgrade and re-establish the link, returning it to full service.

Experts say that Halton Curve is emblematic of an ongoing trend. Closing lines is particularly rare these days. It’s far more common to see new lines opening or limited service lines being returned to full service. Ghost trains, in other words, may be at risk.

That’s good news for railway advocates who want to see the country better connected by more efficient, frequently running trains. But it may be bad news to those like Hall-Smith and Moralee, who have built a lifelong passion out of tracking the ghosts down.

There is no train to Snaith

On our ride to Snaith, the two tell me about the trouble Moralee had procuring her ticket. The Snaith train was listed on the board of departures, but the person at the ticket desk still hadn’t heard of it. “You must be mistaken,” he’d told her. “There is no train to Snaith.”

“That’s what we love about this,” Hall-Smith says: knowing a secret that, in the hyper-organised and planned world of rail transport, shouldn’t exist. A secret that not even everyone who works in that world knows exists.

A ghost train might be a bureaucratic hangover. It might be a fiscal headache. It might be a waste of resources and potential. But in the world of transport and infrastructure, where efficiency and budgets rule, it’s also a quirky aberration – one that might not be around forever, but that, for now, provides an acute sense of joy to a small, passionate group of people who love it for its Alice-in-Wonderland-style absurdity.

http://www.bbc.com/future/story/20150723-why-britain-has-secret-ghost-trains