Directed by Richard Jones and conducted by Martyn Brabbins, The Valkyrie will form the first part of a complete Ring Cycle over the next five years.
Ring Cycle Plot
Battery manufacturing life-cycle emissions debt is quickly paid off. An electric vehicle’s higher emissions during the manufacturing stage are paid off after only 2 years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy. Ring Festival Celebrating Wagner’s The Ring of the Nibelung March 5–30, 2021. This March we explored Wagner's Ring cycle through curated talks and educational events. The Ring Festival is a series of interactive events including lively panel discussions and lectures about Wagner's Ring cycle.
The Ring Cycle is a special event, sold as a four-opera series. Tickets are available for complete four-opera cycles only. Concessions are not available. Premium $2200 A Reserve $1800 B Reserve $1000 C Reserve $380 You can buy the four operas as a complete cycle, with the same seat for each opera. Or you may purchase the four operas of the Continued. BBC Radio 3 broadcasts the Ring Cycle from 17-20 February (then available on BBC Sounds). Performances were recorded at London’s Royal Opera House in autumn 2018, with Antonio Pappano conducting. One, because Germany was strapped for cash in 1951, this was the least expensive way to mount a new Ring cycle that could still be impressive. Two, the legacy of 1933–1945 had left the traditional Teutonic style of production—which Hitler saw as a tangible demonstration of his vision of a heroic 'master race'—in hopeless political disfavor.
English National Opera (ENO) is to bring Wagner’s Ring Cycle to the London Coliseum, starting with The Valkyrie this Autumn, subject to any further lockdown restrictions. Directed by the award-winning Richard Jones, and marking the first time in more than 15 years since ENO last staged The Ring, all four parts of The Ring Cycle will be staged at the London Coliseum over five years. Rhinegold will premiere in 2022/23 followed by a reprise of The Valkyrie, and new productions of Siegfried and Twilight of the Gods in 2024 and 2025 consecutively. The Metropolitan Opera is co-producing.
Featuring some of Wagner’s best-known music – including the soaring ‘The Ride of the Valkyries’ – Richard Jones’ The Valkyrie will be an unparalleled theatrical experience, which will plunge the audience into a thunderous storm of human emotion. Jones – who has won 8 Olivier Awards and has had a long and enduring relationship with the ENO – will direct an incredible cast who will rehearse in Covid-secure bubbles. Martyn Brabbins, ENO’s Music Director, will conduct the award-winning ENO Orchestra. The production will be designed by Stewart Laing; with Adam Silverman as Lighting Designer, Sarah Fahie as Movement Director and Akhila Krishnan as Video Designer. ENO have commissioned a new English language translation from John Deathridge.
Annilese Miskimmon, Artistic Director, ENO said: “It is thrilling to announce this new ENO Ring Cycle, starting with Valkyrie this Autumn. Richard Jones’s theatrical vision is designed to be emotionally and narratively gripping both for long-time Wagner-lovers and for those seeing this amazing opera for the first time. This epic story of a rebellious warrior maiden who defies the gods in defense of humanity combines myth with modernity alongside some of the most powerful and recognisable operatic music ever written. An unmissable experience for opera lovers old and new, we are delighted to welcome them all to the London Coliseum to join us at the beginning of this Wagner journey through the complete Ring over the next 5 years.”
Richard Jones, Director, said: “The Ring feels extraordinarily of the twenty-first century yet mythological at the same time. How can love and empathy exist in a world of vaulting egos vying for infinite power? Produced by two of the worlds’ great opera companies I can’t imagine a more pertinent operatic response to the times we find ourselves in.”
Stuart Murphy, CEO, English National Opera said: “There is no greater mark of ENO’s ambition than to stage Wagner’s Ring Cycle as we return to the London Coliseum stage following the pandemic. It is fantastic to be doing so with the brilliant Richard Jones. We can’t wait to welcome those new to Wagner into ENO’s auditorium and take them on an unforgettable and thrilling journey.”
Martyn Brabbins, Music Director, ENO said: “Innovation and vibrant theatricality will be front and centre of the new ENO Ring Cycle. With meticulous musical preparation and a cast of the very best singing actors we will bring Wagner’s extraordinary music vividly and beautifully to life. Our aim is to create as powerful, as immediate and as moving an experience as Wagner imagined.”
This briefing reviews recent research regarding greenhouse gas emissions from the manufacturing of lithium-ion batteries for electric vehicles. We analyze this research in the overall context of life-cycle emissions of electric cars as compared to conventional internal combustion vehicles in Europe. Finally, we discuss the primary drivers of battery manufacturing emissions and how these emissions could be further mitigated in the future.
Electric cars are much cleaner than internal combustion engine cars over their lifetime. We find that a typical electric car today produces just half of the greenhouse gas emissions of an average European passenger car. Furthermore, an electric car using average European electricity is almost 30% cleaner over its life cycle compared to even the most efficient internal combustion engine vehicle on the market today. Plug-in hybrid vehicles, when driven on electric power for most trips, have lifecycle emissions similar to battery electric vehicles. In markets with very low-carbon electricity, such as Norway or France, electric vehicles produce less than a third of the life-cycle emissions of an average combustion-engine vehicle. This finding bolsters governments’ goals to promote electric cars as part of their decarbonization strategies.
Battery manufacturing life-cycle emissions debt is quickly paid off. An electric vehicle’s higher emissions during the manufacturing stage are paid off after only 2 years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy. Approximately half of a battery’s emissions come from electricity used in the manufacturing process. Battery manufacturing emissions appear to be of similar magnitude to the manufacturing of an average internal combustion engine vehicle, or approximately a quarter of an electric car’s lifetime emissions. However, recent estimates of battery manufacturing emissions vary by a factor of 10, indicating the need for additional research in this field.
Grid decarbonization offers a significant opportunity to reduce the impact of battery manufacturing. The emissions from battery manufacturing are likely to decline significantly in coming decades, especially with the use of cleaner electricity throughout the production cycle. A 30% decrease in grid carbon intensity would reduce emissions from the battery production chain by about 17%, in addition to even greater savings in the use phase. Use of recycled materials and alternative battery chemistries could also reduce emissions in the manufacturing phase. Even as electric vehicles use larger batteries to allow longer electric-range travel, these and other improvements will further increase electric cars’ life-cycle advantage over internal combustion engine vehicles.
Ring Cycles Quilt Pattern Free
Der Ring Des Nibelungen
Incorporating electric vehicle life-cycle manufacturing emissions into vehicle regulations would be misguided. Scrutiny on electric vehicle battery impacts has been warranted; however, the benefits of electric vehicles compared to internal combustion vehicles are clear and growing, despite imperfect data availability on the processes of vehicle manufacturing. Following our investigation into the various underlying factors, we see deep problems with introducing aggregated manufacturing emissions data into otherwise well-designed vehicle CO2 and efficiency regulation. Calculating life-cycle emissions for all vehicle models would be onerous and not at all rigorous. Any such policy would need to include manufacturing emissions for all conventional vehicle components, in addition to batteries, so as not to unfairly penalize electric vehicles. Of course, governments can continue to simultaneously reduce upstream and vehicle use emissions with separate policies for recycling, battery second use, grid decarbonization, and vehicle use while promoting higher electric vehicle uptake. Slowing down electric vehicle uptake to wait for a near-zero-emission grid would be incompatible with global goals to decarbonize the transport sector by 2050.