Fortsätt till huvudinnehåll

The Trinity

Rublev Trinity
This icon by Andrei Rublev was painted in the fifteen century. It depicts the three angels who came to visit Abraham at the Oak of Mamre. But it is also taken to be a representation of the Trinity. All the figures wear blue robes, but the figure on the left is clad in a concealing robe, representing God the Father who is hidden from sight, that in the centre is also clad in brown with a gold strip, representing earthly things and kingship, whilst that on the right is also clad in green, which in the Orthodox tradition corresponds to the Holy Spirit.

This has a bearing on a discussion I had last week with a Dominican. We started by talking about ecumenism and that went on to the notorious "Filioque clause" which was supposedly the cause of the split between the Western Latin Rite Catholic Church and the Orthodox churches which owe their allegiance to Constantinople or Moscow. Who is right? Does it matter anyway?

I have always pictured the Trinity as a dynamic movement between the Three Persons - something like the formula for benzene which came to the nineteenth century scientist Kekulé when he sank into a trance-like state whilst staring into a fire. This is the triangular relationship implicit in the Filioque, rather than a linear relationship expressed in the Orthodox formulation of the doctrine.

Rublev, working in the Orthodox tradition, presents the relationship between the three Persons of the Trinity as dynamic. That is not what one would expect.

The fact that God is in the world and makes his presence manifest, above all in the Blessed Sacrament, tells us immediately that there are at least two divine Persons, and that implies automatically the existence of a third, the Holy Spirit. It cannot be otherwise.

Kommentarer

Skicka en kommentar

Populära inlägg i den här bloggen

The Zombie Train that refuses to die

The Guardian has published a couple more articles against HS2, one by specialist rail commentator Christian Wolmar, and another today by journalist Simon Jenkins. The main arguments in favour will doubtless be wheeled out by the commentators: the need for capacity and the disruption caused by upgrading existing routes. HST itself will severely disrupt services to Euston during the construction period. Capacity can be increased at a fraction of the cost by a variety of measures, provided that it is accepted that the additional traffic will run at existing speeds. It is not generally known that the Midland main line is, or was, four track all the way from London to Trent Junction, between Nottingham and Derby. This is because the additional tracks are separate, having been added for coal trains which trundled down to Brent sidings, on the edge of London, from a collection point at Toton in Nottinghamshire, where the Midland Railway build a huge marshalling yard. Beyond Derby, the main l...
Skicka en kommentar
Läs mer

Importing people to sustain demand

I got involved in a discussion with a Youtuber called “Philosophy all along”. This was in connection with criticism of Trump’s policy of deporting illegal migrants, which he argued would be bad for the economy as it would reduce demand. This implies that there is a need to import people to sustain demand. There is no obvious reason why a population should not be able to consume everything that the same population produces. If it can not, then something else is going on. It is a basic principle that wages are the least that workers will accept to do a job. Wages are a share of the value added by workers through their wages. The remainder is distributed as economic rent, after government has taken its cut in taxes. Monopoly profit is a temporary surplus that after a delay gets absorbed into economic rent. Land values in Silicon Valley are an example of this; it's like a gold rush. The miners get little out of it. Rent and tax syphon purchasing power away from those who produce the g...
Skicka en kommentar
Läs mer

Beyond electrification

In an earlier post I suggested a core list of lines which ought to be in an electrification programme spread over twenty years of so. This leaves a residue of routes which it is unlikely will ever be electrified. This include for example All lines beyond Glasgow, Stirling and Aberdeen All lines west of Exeter and Swansea All lines west of Chester Shrewsbury - Chester Everything not listed in my previous blog - electrification plans only scratch surface   Some of these routes carry main line services to London and other cities on parts of the network that are already electrified or included in electrification plans. Others are self contained and others carry light traffic - less than a dozen trains a day. The current plan is that main line services will be operated with the hybrid trains on order from Hitachi, but this is a costly, wasteful and ineffective solution. The performance of the trains will be inferior to the present Inter-City 125 trains on non-electrified lines and the ...
Skicka en kommentar
Läs mer