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Swedish food gets Naked Chef’s approval

Swedes, like other northern Europeans, have often in the past viewed food as mere fuel. But in recent years, the country has experienced a culinary awakening, converting British TV chef Jamie Oliver in the process - and giving rise to what the government hopes will be a lucrative new industry.

Swedish food gets Naked Chef's approval
Naked Chef highlights Stockholm food culture in TV series

For Oliver, one of the deepest impressions from the Stockholm segment of his latest television series Jamie Does, which was broadcast on the UK’s Channel 4 on Wednesday, was the sight of restaurateurs and chefs fishing in the middle of the city for wild salmon to serve for dinner that evening.

Swedish delicacies that found favour with his palate in a Guardian report earlier this week included surströmming, or fermented herring, and gravlax, or cured salmon, which he likened to a sort of fishy prosciutto. He also praised crayfish parties, rye crispbread and even Swedish meatballs. He appreciated the healthy twists with Swedish food, citing skagen, or prawns on toast, which Swedes serve with sour cream instead of mayonnaise, as well as adding lemon juice, making it lighter and healthier.

“There’s an elegance about their food,” Oliver said in a Guardian report on Monday. “[Stockholm]’s a city that definitely goes under the radar. It’s probably the most perfect city and the most perfect country, but don’t try to keep up with the Swedish in drinking because they are hardcore.”

Swedish television chef and culinary professor Carl Jan Granqvist is a keen proponent of the country’s culinary culture. He says the country’s attitudes to food have changed enormously over the years:

“We used to eat more for energy than the experience,” he told The Local. “For a very long period, we stored for the winter, eating very old food, stored food. It gives it a special taste. Just after World War II, we started to eat more fresh food. Before that, only poor people ate fresh food.”

Even for Christmas, birthdays, weddings and other big events, people ate to get energy to dance and have fun, not for the food’s aesthetic qualities, said Granqvist.

In the past couple of decades, though, attitudes have undergone a transformation, with the development of regional food cultures strengthening local identity. More than 100 new small cheese factories that have opened in the last 15 to 20 years across the country, according to Granqvist.

Many producers are learning to take advantage of the country’s wealth of natural produce. Sweden’s fruits and berries are unique thanks to the long, light springs and summer evenings, which allow them to grow slowly and become more flavourful.

The advent of new premium food producers has been seized on by the Swedish government, which is keen to promote new rural enterprise. A new initiative, entitled “Sweden – the new culinary nation”, was launched in late 2008, is to stimulate growth and create more jobs in the food industry, which is already the country’s fourth-largest employer.

“Sweden may not be the first country that comes to mind when people think of cuisine and food tourism. I want to change that,” said Eskil Erlandsson, minister for agriculture, in a government report last year. “I want to see Sweden continue along this path and become known as a gastronomic mecca.”

Increasing tourism to the country is expanding interest in the country’s gastronomical culture. According to the Swedish Agency for Economic and Regional Growth, turnover in Sweden’s tourist industry was more than 244 billion kronor ($33.52 billion) in 2008, with meals accounting for about one-third of tourist spending.

The government has earmarked an additional 160 million kronor ($21.98 million) to create jobs for rural development. If the objectives of the program are met, it may lead to the creation of up to 10,000 new jobs. The approval of one of the world’s best-known celebrity chefs is unlikely to do their cause any harm.

The Local’s Swedish foodie tips

Bredsjö Blå

This blue cheese is produced with sheep’s milk and a Roquefort mold. The cheese is produced on a farm in Örebrö county near Kopparberg, home to the popular Kopparberg cider. At first, the fat and protein content is 4 percent and rises to 8 to 10 percent over the summer.

Vinhuset Halls Huk

Former currency trading Johan Rudling became a vintner 12 years ago when he bought a farm on Gotland. In 2003, he started the award-winning Vinhuset Halls Huk with Marianne Folke on the island’s north coast. The winery’s grapes thrive in the microclimates of the property, which lies close to the sea. The sea serves as a heat source, preventing frosty nights for the vines in the winter

Lingonberries

This staple Swedish fruit has made its way around the world thanks in large part to IKEA, which frequently serves dishes at its restaurants with jam made from its tart berries. There are many small-scale jam producers around the country, some of which have gathered together to promote their products at the website Äkta Sylt – ‘Real Jam’ – www.aktasylt.se. In addition to jam, visitors to Sweden will come across antioxidant-rich lingonberry juice, or lingonsaft.

Östermalms Saluhall and Feskekôrka

Oliver recommends tourists stop at the Östermalms saluhall during a visit to Stockholm, describing it as a food market with “millions” of types of herring. In Gothenburg, visitors can stop by the Feskekôrka, or Fish Church, so named for the building’s resemblance to a Gothic church. The unfamiliar circumflex in the spelling reflects the pronunciation of the name with a Gothenburg accent.

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ENVIRONMENT

Power points: What I learned driving 1,777km through France in an electric car

France is a land of many inventions including the cinema, cricket (a disputed claim admittedly) and the electric car, writes John Lichfield.

Power points: What I learned driving 1,777km through France in an electric car
The French government offers big subsidies to people who buy electric cars. Photo: AFP

Unfortunately, the French invented the electric car a century and a half too early.

In late 19th century, many French cars were electric-powered. They operated on giant batteries which could not be recharged. In the first decade of the 20th century, they were run off the road by the Model-T Ford and by cheap, untaxed petrol.

The second French coming of the electric car, post circa-2014, has been slow – despite government subsidies of €6,000 a car, raised to €7,000 from June.

Sales have jumped in the last two years. There are now reckoned to be over 80,000 private, electric cars on French roads – about 2 percent of the national fleet.

This month, I did my bit for the revolution. I drove a Renault Zoe for 1,777 kilometres from Normandy to the Atlantic Coast to Occitanie and back to Normandy.

 

The experience was, by turns, wonderful and frustrating.

Wonderful because we limited ourselves almost entirely to two-lane roads, rediscovering the vastness of France and its endless variety and beauty, often unknown or forgotten.

Wonderful, also, because the secondary road network in France has been so improved and is so well-maintained (whatever the Gilets Jaunes may say). Some of us recall the crumbling and dangerous N and D roads of the 1970s and 1980s.

Almost all of the roads that we travelled – many of them D-roads – were well-surfaced and had expensively remodelled junctions. France has become, overnight it seems, a land of one million roundabouts.

But what of electric travel in France in 2020? Is it a viable alternative to petrol or diesel?

Is it cheaper? How easy is it to find and use the public recharging points?

This is where the frustrations start.

Much depends on what kind of electric car you use. There are now 43 models available for sale in France, ranging from the expensive to the very expensive.

A Renault Zoe on the production line at Flins-sur-Seine in Yvelines. Photo: AFP

A top of the range Tesla costs €90,000; a bottom of the range Zoe costs €32,000 if you buy, rather than lease, the battery. This is between two and three times more than the equivalent petrol or diesel cars.

The government and regional subsidies help but they apply in full only to the cheaper models.

The cheapest Tesla gives you 500 kilometres of travel before you need to stop and recharge. My 2019 Zoe gives, in theory, 300km (actually it can be less, or more, depending on the ambient temperature, average speed and steepness of the terrain). The new version 2020 Zoe gives 395km.

I’ve had my Zoe for just over a year. It is intended as a city or local rural run-about. In that role, it is excellent.

It’s not a car for long-distances, unless you decide, as we did, to re-create the experience of “motoring” through France in the 1960s.

As soon as you travel at over 90kph, battery power melts alarmingly. Ditto when you go up steep hills but at least your battery recharges when you come down the other side.

Teslas, as I understand it, can travel at full autoroute speed without losing too much range. Other, cheaper (but not cheap) electric cars are more like the Zoe.

What about recharging when far from home? This is, in theory, simple. There are over 28,000 charging points in France. Most small towns and many large villages have them.

A charging point in the Place de la Concorde in Paris. Photo: AFP

The problem is that they are operated by local or regional networks – or in the case of the super-fast ones, national or international networks. The prices vary. So do the connecting cables. So do the charging speeds.

Some order and common-sense has been brought to this jumble in the last year or so by badges or cards which give access to most (not all) of the charging bornes. I have joined Chargemap. Other cards are available.

In our Travels with Zoe, the cost of recharges at public bornes ranged from €10.26 to zero. The expensive one was in Perigueux in Dordogne. The free one was at a supermarket south of Limoges.

Free is good but we earned it by spending two hours of our Sunday in an empty supermarket carpark.

Lengths of re-charging time vary with the power of the borne. With our Zoe, a complete recharge at the most common points varied from four hours to two hours. At home it takes 12 hours. The new fast points claim to be able to recharge half a Tesla battery in half an hour.

Finding the bornes is, in theory, easy. There are several apps which list and locate them. In practise, they can be hard to spot. Once found, they are occasionally out of order or closed. In one town we visited, two charging stations were out of action and one had the wrong kind of connection.

For 1,777 km, I spent €26.54 on electricity. Of this €24.44 went on public charging points. The rest – €2.10 – is the estimated cost of three charges on house mains. By my estimate, a similar trip would cost €180 to €220 in petrol or diesel, depending on the size of the car. My estimated saving in autoroute tolls was €90.

On the other hand, the need to recharge for long periods meant that we spent three nights in hotels that we might otherwise have avoided. Cost: €300.

 

Conclusion one: The Zoe is not a car for speeding through France – and does not claim to be. It is a wonderful little car for care-free wandering carelessly La France Profonde (care-free but range-anxious).

For comparison, someone sent me an example of an 832 km Tesla journey in France which took ten hours with two recharges and cost €25.

Conclusion two: Buying an electric car – any electric car – is expensive and probably a bad idea. Their re-sale value is likely to be small as subsequent models improve.

Consider leasing instead. I did not buy my Zoe, I leased it – and its battery – for three years. I reckon that the saving in diesel alone has paid for the lease.

Conclusion three:  This time around, electric cars are here to stay. 

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