Manchester

Crunching numbers after a British by-election is rather like taking one racehorse win and saying that all races will be won by that horse in future. There’s one or two who get hysterical. A test of public opinion, in one spot on the globe, is a good indicator. It’s not an absolute pointer to every future event.

How can I possibly disagree with Sir John Curtice[1] this morning on the BBC. He’s that human hardy perennial of domestic election analysis. Number one guru that the media runs to. A track record for an on the money sum-up.

In essence, the British electorate wishes to support candidates who can articulate their concerns. No prevarication, all manner of obfuscation or jam tomorrow speeches. Preferably tailored to the location where they stand.

Sir John is thinking like this John. In moments, as per yesterday in Manchester[2], clarity matters. True, that in a by-election it’s easier to do for a candidate who carries little political baggage. A fresh set of well-presented phrases and a new broom. A relatable individual.

Not for one moment do I believe that the Green Party will surge forward so powerfully as to become a national leader. What may happen is that, with the fragmentation of the British political landscape, the Greens will play a bigger part than they have in the past.

And you know what? As a liberal, I’m fine with that shift. Balance is so important if positive change is to happen. Representation means just that – representation. If the Greens say the exact opposite to the Reform Party, which mostly they do, then they will occupy the two ends of the classical normal distribution – the bell curve.

Perhaps, I need to be careful with this basic analysis. My presumption is that most people are not highly involved in everything party political. That on the typical doorstep often the key task is not to engage in detailed debate but to remind people that there is an election taking place. That the tie to traditional voting patterns continues to weaken.

The last one on my list is perhaps the biggest. Gone are the huge factories and industrial heartland that provided the Labour Party with their core support. Gone are the dependents of the shire country manor houses that provided the Conservative Party with their core support.

In 2028 or 2029[3] the make-up of the British electorate will have changed markedly. Seems obvious to say – doesn’t it, but politicians love to fight the last war not the next one. The political landscape will have shifted. Traditional voting patterns will have further disolved. There will be no let-up in the dynamic nature of public discourse. A small number of big issues will dominate the campaigns of the parties able to make an impact.

Clarity will matter. Distinctiveness will matter. Relatability will matter.

In the background, a bucket load of past performance and costed polices will be chewed over by professional commentators. That will not be the deciding factor. At the end of this decade there’s a break away coming. Busting out of past patterns. Setting new horizons.

[1] https://www.bbc.co.uk/news/articles/cwygpdjq9jjo

[2] https://www.manchestereveningnews.co.uk/

[3] https://www.instituteforgovernment.org.uk/our-work/topics/parliament-and-constitution/general-elections

From Daedalus to Artemis

Being in good company is always nice. That spirit of experimentation doesn’t suite everyone. Now, I find myself in company of a NASA astronaut and an 12th Century English Monk. All in one week.

I stumbled across the NASA App[1] last evening. I hadn’t reckoned at that being available on my smart Sony TV. There it was. So, it only seemed right to download it and check up on what’s going on with the current Artemis mission. Other News told of delays and troubles with the launch vehicle that’s to send astronauts to circle the Moon. Setbacks are common in space flight so that’s not an issue to be alarmed about.

[Whatever would we do without the Ancient Greeks. Artemis, Apollo, Mercury, Gemini[2]].

This is a fundamentally important space mission given that it’s the first-time humans will have ventured so far since the days of the Apollo missions. Sending four astronauts around Earth’s satellite is a hard task to undertake. It’s aimed at establishing a means to get to the Moon on a regular basis.

Apollo spacecraft did this journey when computers were relatively primitive machines. Artemis has the advantage of a technical capability that is many fold greater. The problem is that sheer complexity and society’s tolerance for safety risk has moved on since the 1960s.

Anyway, the tale told, in interview of one of the Artemis astronauts is one of jumping off a barn roof as a young lad. Constructing a homemade parachute and trying it out. Having that freedom of a life growing-up on a farm and that appetite for experimentation. I was thinking, been there, done that and lived to tell the tale. In my previous scribblings I’ve mentioned the large red Dutch hay barn that was part of my youth.

Back to the Greeks. It’s myth but there may have been an element of truth in it. A map of modern Greece makes it clear that the islands of Ikaria and Crete are separated by a great distance. So, suggesting that a father and son in ancient time flew from one to the other can’t be true. However, that doesn’t dismiss the possibility that the Greeks experimented with the possibility of human flight.

So, the myth goes, Daedalus was the design authority for a method of flying which does not come recommended. Strapping on wings made of wax and feathers is a 100% risky venture. Daedalus was, if a real person, an imaginative ancient inventor. An inspiration to others. In this century it’s best to interpret the famous myth of flight as one of experimentation in a way that is fully respectful of the risks involved.

Coincidentally, this week, more by accident than intention. It’s a long story. I visited the town of Malmsbury. Inspired by the story of Daedalus, Monk Eilmer of Malmesbury[3] has solid claim to be the first European to fly. It wasn’t an entirely successful flight, but it was a flight. In the 12th Century he leapt from a church tower with wings of his own invention and survived.

Monk Eilmer of Malmesbury did end up with broken legs and a place in history. It would be unwise to repeat his early experiment as an example of human flight. That is unless a crude glider was replaced by four rotors, electric motors, some electronics and a powerful battery.

I share the hazards of a technical ability. Luckily my youthful attempts at flying with a parachute made of black polythene sheeting from a red barn roof didn’t result in any broken bones. Good luck to all who fly. Especially those who travel the furthest.

[1] https://www.nasa.gov/nasa-app/

[2] https://www.greeknewsagenda.gr/from-olympus-to-the-universe-where-greek-mythology-meets-nasa-missions/

[3] https://en.wikipedia.org/wiki/Eilmer_of_Malmesbury

Transport of Flight Delights

Air Taxies are becoming a reality. It’s not Science Fiction anymore.

The history of the “hackney carriage” is along and illustrious one. They remain firmly attached to the road. They do move with the times. From horses to combustion engines to electrified cabs[1], I wonder if London back cabs will adopt Hydrogen fuel next?

Providing safe and reliable public transport for about 8-passengers, in reasonable comfort, with a limited amount of luggage, they are a vital part of the city landscape. Ferrying people from place to place and even going south of the river (a popular saying from the people who live north of the River Thames).

In New York, “Yellow schools of taxi fishes” in a song by Joni Mitchell. Schools or sholes of taxies swimming in a sea of traffic. Frantic and colourful as they are shown in a lot of 1970s movies. A chaotic scene where the protagonist runs out into the middle of dense, barely moving traffic.

What happens when these modern convinces take to the air? If they were still with us, I’m sure Flanders and Swann[2] would have written a song about this new marvel. The distain of London buses towards black cabs is there in the lyrics. So, as air taxies take-off, as it were, will the cab drivers of the city protest or join the ranks of new flyers?

Please don’t answer that question. I’ve in mind more serious issues. The whole history of aviation safety data analysis shows us an immutable fact. Take-offs and landings are riskier than flying in at altitude. It really matters not if flying horizontally or vertically.

How does this come to be? A simple answer would be to say that the results of aviation accidents eventually end-up on the ground. Gravity does its work. Put that aside for a moment. Take-offs are optional but landings are mandatory. That’s a traditional saying that amuses non-flyers but is all too real to pilots and alike.

The act of taking a flying machine from the freedom of movement in 4-dimensions to a preselected stationary point on the ground. Those policies and plans that are published refer to Vertiports being established much as Heliports have been in the past. Some may double up. The theory is good. A pre-defined clear space that can accommodate a typical eVTOL aircraft used as an Air Taxi, with all the necessary operational and safety provisions. Surrounding areas protected from the down wash of the Air Taxi. Care to remove any foreign objects from the vertiport surface. A mini terminal to add to the cityscape.

One of the biggest variables in this brave new world of public transport is as old as the hills. It’s the local weather. Dubai can roast an aircraft with clear skies and 50C while Aberdeen can soak them in rain and impenetrable mist. Dust and wind can blow through Marseilles while deep snow and ice covers Montreal. Whilst in Lahore the air itself can be hazardous.

Terrestrial vehicles do cope. Often this means that there are different rules and regulation that take account of the local conditions and priorities. The impatience that some advocates have for a rapidly formulated globally set of harmonised rules and regulations might be misplaced. In fact, it may even impede the introduction to service of Air Taxi services.

Since I’m discussing the busy urban environment, I can presume that any accidents and incidents will be the focus of a great deal of public attention. Ultimate safety is a nice aspiration, but then reality takes hold. There will be occurrences. When they happen, city councillors are going to have their say.

Post 1: Air taxis are an exciting development in air mobility, but to get off the ground. SESAR Joint Undertaking | EUREKA- European Key solutions for vertiports and UAM

Post 2: Infrastructure Developer Highlights Timeline Convergence as eVTOL Certification and Vertiport Development Both Require Nine Months, Creating Binary Decision Point for Property Owners | citybiz

POST 3: The Air Taxi topic has become newsworthy this last week. US lawmakers push FAA certification reforms for eVTOLs:

https://aviationweek.com/aerospace/advanced-air-mobility/lawmakers-push-faa-certification-reforms-evtols

https://www.flyingmag.com/congress-faa-electric-air-taxi-certification/

Click to access Aviation-Innovation-and-Global-Competitiveness-Act-Final-Bill-Text.pdf

[1] https://www.levc.com/

[2] https://youtu.be/7yHrpPRYgYM

FLANDERS & SWANN – ‘A Transport of Delight’ – 1957.

Part 3

Daily writing prompt
What bores you?
View all responses

The complete opposite to the list Ian Dury came up with in 1979. Reasons To Be Cheerful, Part 3. Why the song is part 3, I have no idea.

I say this although it’s difficult to come up with the opposite to “Cheddar cheese and pickle, the Vincent motorsickle”.

How about: Cheesy strings and things, the brothers of Kings (just to be mildly controversial).

Determinism in Aviation Safety

The arrow of time. We fly from past, to live in the present and anticipate the future. Sir Isaac Newton would be proud of us. By unravelling laws, that where always there, the means to anticipate the future was illuminated.

In civil aviation, we have devised and grown a whole regulatory system that depends on learning from the past, doing calculations today and flying with a belief that we know what’s going to happen next. Flying is predicated on a reasonable degree of predictability. There’s clear logic in this way of thinking. Just imagine powering up a couple of massive jet engines and starting a take-off roll without being extremely confident that at a certain speed the laws of physics will do their part and the ground is left behind.

We don’t establish a reasonable degree of predictability by looking at a crystal ball or taking up alchemy. Yes, we do still depend on reasoned expert opinion in addition to doing calculations. The minute those expert opinions start to shift away from grounded reasoning and careful deliberation then danger is afoot. This is one of the arguments for treading carefully when political opinions start to come to the fore. The laws of physics are not established by a public opinion poll. Nevertheless, it’s equally polarising to say that there’s no political dimension in the aviation regulatory system.

Anyway, that’s not the subject that was on my mind. Conversations about Artificial Intelligence (AI) are more prolific than those about self-help books. Even the shelves of popular high street bookstores are starting to fill up. The non-fiction titles with AI, either as the main subject or as an adjunct are numerous. It’s the fashion to write something literate or purely speculative.

I’ve mentioned the word “determinism” before. It can be interpreted philosophically or in a more scientific and technical manner. Determinism is a belief in the inevitability of causation. That chain of cause and effect that is so familiar to anyone reading an aviation accident report.

Understanding what causes something to happen in a moment in time goes back to my initial subject of a reasonable degree of predictability. In aircraft certification, no matter how complex the system, when presented with a system safety assessment we expect a comprehensive and reasoned set of statement. Predictions about the “what ifs”. What if an aircraft part fails and what happens next? What happens in combination with other failures?

This is where AI is potentially problematic. All the reasoned arguments in the world go out of the window if a system, subject to the same conditions, behaves one way on a Monday and differently on a Friday. Not to mention the weekend. I could say, AI is remarkably human in that respect.

The subject that was on my mind is not the inner working of complex aircraft systems. Certification experts are on that one. It’s possible to put boundaries around the behaviour of some aircraft systems. What’s more fascinating is the evolution of AI interactions with us mere mortals.

Let’s say I have the responsibility for return to service of a transport aircraft that has been subject to maintenance. A pile of documentation will provide the evidence that the work conducted has been correctly completed. It conforms. Amongst that paperwork might be an output from an AI driven diagnostic system that flashes a green light to say everything is fine.

Now, playing with the “what ifs”. What if it’s not fine given that the conditions experienced were way outside the AI systems training and it does a creative hallucination. The person signing the release to service documentation would have no idea or facility to question the green light. But it’s their signature that matters in the process of return to service.

There is a point of concern.

POST: There’s a lot going on out there Enhancing aviation safety with artificial intelligence: A systematic literature review on recent advances, challenges and future perspectives – ScienceDirect

Empowering Youth: Voting Rights at 16 Years Old

There’s good reason to be cautious. Explanations about what should or should not happen to young people are so often made by people who have long forgotten what it was like to be young. It’s a while ago, I’m talking about 30-years ago. Sitting as a Country Councillor listening to other Councillors pontificating about education policy in a way that bore no relation to the reality of the time. That’s way before mobile phones and social media took hold of our lives.

It was something to behold, when listening to erudite people who were then at the age I am now, recollecting their youth as a way of justifying a point of view about education policy. It was worse than that, in that those privileged Councillors were often the products of a private education. Talking about growing up with a nanny, prep-school and a notable public school as a background didn’t inform discussion about how much public money to spend school repairs.

Debate moves with time, only that the tone of debate doesn’t always move on. In one case it’s whether the voting age should be lowered to 16 years old or the that a ban on social media should be enforced until 16 years old.

Here’s my two-pennyworth. The range of maturity of those of the age of about 16 years or so is large. Naturally, there’s a mighty steep learning curve where individuals find their feet. Some are more rebellious than others and that attribute maybe a passing phase or a deep part of their character.

It’s the age where it’s possible to start in the world of work. To start an apprenticeship. To get a National Insurance number. To pay taxes. Going with – no taxation without representation – to me that justifies a young person having a say in what happens in their society. In other words, getting to vote.

Even if their opinions and political views are developing and there’s much experience to gain, it’s likely that those who are savvy enough to make the next steps in education or work should have that right. If they start with the habit of voting, there’s a better chance that they will continue.

It’s possible for a 16-year-old to vote in some local Scottish and Welsh elections. Today, they cannot vote in UK Parliamentary elections. That needs to change.

Numerous right-wing commentators state their objection citing the word – maturity. That fact of the matter is that they clearly haven’t ever done any doorstep campaigning. That’s canvasing for a candidate during an election. Frequently, the job is merely to remind people that there is an election taking place. It’s not to enter debate about the pros and cons of a candidate, their party or their policies. Let’s just say, without being too disrespectful, that a great many 16-year-olds are far more aware, energetic and informed than the average citizen.

Also, I don’t understand what right-wing commentators fear. There’s likely to be a significant number of younger people who will take their point of view. Much as I might find that case disagreeable there’s a huge panoply of reasons for voting. It’s not a static factor.

At 16 years old in the UK, a person can legally leave school. Then they should have a say.

Aviation Insights

One shilling and seven pence, that’s what a copy of Flight magazine cost in 1960. Today, roughly that’s equivalent to £6. Which is not so far off the weekly cost of a typical printed magazine taken off-the-shelf in a newsagent. Now, Flight is a digital subscription[1] at £22 a month. We consume our News in a different way, but the overall price is not so different.

Spending money in charity shops always contributes to some good cause or another. Certainly, our British High Streets in 2026 are markedly transformed from that of 66 years ago. Fine, if I get hung up on that elegant number. It’s not a bingo call. It’s the number of times I’ve circled the Sun. Circled, that is, while safely attached to this rocky planet.

The young woman behind the counter was chatting to what must have been a regular when she looked up. I pointed an unregarded dusty box on the floor in the corner of the shop. “How much to you want for that box of old aviation magazines”. She looked slightly fazed. Nobody had even thought about pricing them let alone selling them. They had probably been donated as someone emptied the attic of their grandparents. Probably on the verge of going to the recycling bin.

Eventually, we settled on a modest price. She looked me up and down. I’m sure she thought that I was completely mad. That said, charity shop workers, volunteers, must face that colourful situation more than a couple of times a week. Even a day.

What struck me was the first inside page. The weekly editorial could have been written yesterday. It’s titled “Facing it” and reads thus:

“More than one great newspaper has given warning that our nation is living beyond its means – that our export prospects are poor, and that we are taking a commercial thrashing”.

“Bleak prospects for a people who have never had it so good, and one that promotes us to consider how the aircraft industry is facing up to cold reality.”

It went on to highlight that there had been few new aircraft at the Farnborough airshow of that year. It was an October publication[2]. There was a lot of talk about industry and Government cooperation but that this was not delivering.

“And now that the industry is needed, as it has never been needed before, it will not be found unready or unwilling.”

But the lament was about the failings of the Government of the time, and there being no room for complacency. This was 4-years after the Suez Crisis.

Today, we have an increased security threat, much as arose in the Cold War days. Industry and Government cooperation needs to be a lot more than fervent aspirations. We seem to be in the same phase of formulating strategies rather than implementing actions.

Don’t let me paint a picture of gloom and doom. What this Flight magazine had is great stories of British technical innovation. Electronics and control systems were advancing rapidly. Automatic landing systems were being pioneered. Technology applied improved aircraft performance and aviation safety significantly. In fact, in numerous areas Britain was not only leading, but guiding the world.

[1] https://www.flightglobal.com/subscribe

[2] Flight Number 2691 Volume 78.

The Future of Driving

What next? There’s a growing number of Electric Vehicles (EV) on the market. In fact, the diversity of choice doesn’t make choice easy. Such a variety of different sizes and configurations. Cars big and small. Hybrids too. Every new generation offering more range and more bells and whistles (technology).

My car is getting near to its 11th birthday. It runs exceptionally well. Trouble is age, ware and tear, can’t be escaped. Bills start to ramp up as millage takes its toll even if it hasn’t done – yet. German engineering isn’t always what its cracked up to be except my car does fit the stereotype. Temptation is to buy another one.

My first trip to the US was back in the early 1980s. Four of us drove up and down the west coast. Seeing spectacular sights and meeting amazingly friendly people. American cars of that time were of the Cagney & Lacey generation. Meaty metal boxes that handled like a crate of jelly. Gas guzzling but, who cares, gas was cheep in comparison with European prices.

Wide empty roads, outside the cities, where the landscape filled every vista with new wonders. City driving wasn’t so pleasant. Freeways where the occasional Blues Brothers like police car buzzed past at speed. Air quality dropped a million percent (exaggeration). Jams in more lanes than we’d ever imagined possible.

So, are Electric Vehicles (EV) the spawn of the devil? I take the point that not everything is as rosy as the marketing departments of the manufacturers would have us believe. Some prestige models are bulky and heavy. These are not well suited to the narrow pothole heaven of England’s poorly maintained roads.

That said, the change is upon us, and it would seem foolish to go backwards. Once over the initial purchase price, which does seem to be coming down, EVs don’t cost much to run. There’s a simplicity of electric motors which a high-performance reciprocating engine can’t match. Not only that but high-performance reciprocating engines have probably reached the limits of what can be squeezed out of them. Decades of development in reducing tail pipe emissions.

It’s clear Electric Vehicles (EV) have a long way to run. Battery technology will continue to improve. That’s one to bet the house on. It’s because there are so many applications for high power density batteries. If you are aiming at a Nobel Prize in Chemistry, that’s the way to go.

Driving a car with no tail pipe emissions does have a holier than thou feel about it. If we want cities to be healthy places to live, then something must be done. I wouldn’t want to live near the world-famous Hanger Lane Gyratory[1]. Or anything like it. In England we built massive road systems on top of streets designed for the horse and carriage.

Looking at new cars, like the Mercedes-Benz CLA[2], I must admit I’m tempted. Putting that up against the lumbering thundering rust buckets of the 1980s and there’s no comparison whatsoever. Whether it’s sheer performance or climate change that motivate a purchase decision, the days of conventional petrol and diesel cars are numbered.

[1] https://uk-air.defra.gov.uk/networks/site-info?uka_id=EA6&provider=london

[2] https://www.mercedes-benz.co.uk/passengercars/models/saloon/cla-electric/overview.html

Political Landscape

One of the motivators in politics is that prospect of the shining city on the hill. The ability of an able politician to articulate a vision of a future where aspirations are met, harmony pervades the land and the world becomes a better place for all. Naturally, this expression has religious originals. That interweaving of religion and politics is hardly new. It’s us. It’s us humans who give form to our desire to see our communities thrive and adversity overcome.

However, this ability to project hope isn’t the only tool in the politician’s toolbox. The other side of the coin is fear. Sadly, this gets used just as much as in rhetorical flurries and backroom decisions making. As the week has passed so there’s been a fair amount of both.

I like to think that, of the two, hope transcends. It is not an even coin. Our in-built propensity to strive regardless of the barriers and failures along the way, that’s powerful.

What am I saying? It’s that loosing sight of the shining city on the hill and getting stuck in the weeds of everyday gloom and despondency, that’s the monster problem.

Scandals will come and go. It’s a national preoccupation. That’s not to say that such each and every one deserves significant attention. In the most recent one, involving the UK Prime Minister (PM) and a prominent former Labour politician, there’s clearly much work to do.

It seems to me that the whole process of making appointments to significant national posts needs a thorough review. The discretionary powers that a PM has are a key part of the job, but that exercise of power without sufficient scrutiny has led to dangerous errors being made.

Thus, we have a serious man who espoused a brilliant future, at the last UK General Election, only to deliver more of the same. True, the current PM hasn’t yet plummeted the depths of the Johnson or Truss era. A wave of relief sounded across the nation when those two Conservative politicians were effectively banished.

Righteousness is not something that sits well with a cynic. And our daily News loves to adopt a cynical tone. Every journalist must have a streak of it running through them like a stick of rock. On the positive side, in many ways when political scrutiny fails it’s the News media that we depend up. Maybe to shine a light on the less than shiny city on the hill.

At this moment in early 2026 there’s good reason to be concerned. Now, at the dispatch box in the House of Commons we have two gladiators who want to make mincemeat of the opponent but are each covered in a disagreeable mess. Both as a legacy of incidents that their Party has had a hand in. It’s easy to say – twas ever so. Only that’s not good enough in 2026.

It’s as if both Party leaders have wadded through a muddy smelly swamp to meet face to face. To meet covered in mud, slime and weeds that they have dragged with them. Not an attractive sight. Neither in a position to project the prospect of a shining city on the hill. Credibility is low with both parties. These are strange times.

[What might happen if more than 45 Conservative MPs jump to the Reform Party? Crossing the house could become an avalanche breakdown. Will we see the Liberal Democrats as His Majesty’s official Opposition? That would surely put the cat amongst the pigeons.].

Should Parliament Relocate?

I wouldn’t for one moment propose that the palace of Westminster be demolished. It’s an iconic landmark. No, my point is that the building is entirely ill-suited to be a 21st century parliament building. What served well in the Victorian period now restraints and stultifies its occupants.

Across the great river Thames is another iconic building, London’s Country Hall. That’s no longer an important seat of local government. Throughout the country there are hundreds of former Town Halls, now put to other uses. Lots of listed buildings that are rightly preserved as part of our unique British heritage.

I’m reacting to the News story about the cost of repairs to the Houses of Parliament. Possibly six-decades of work at the cost of tens of billions of pounds. Parliamentarians, who may never see the work finished, will need to decide on different potential courses of action.

Let’s be clear. Six-decades ahead takes us to the year 2086. Those at school now will, they hope, be retired as the final lick of paint is applied. Not only that but who on earth can realistically predict the final cost to the taxpayer of such a never-ending project?

This brings home what real long-term planning is all about. Do we adopt a myopic vision based on sentimentality and stick with the existing palace of Westminster or take a different approach.

Buildings, their structure and form, do shape the way we behave. What would be the point of celebrated architecture if such was irrelevant to the human experience. This has been understood in both Germany and Australia.

British architect Norman Foster’s reconstruction of the Reichstag in Berlin[1], finished in 1999, transformed a 19th-century building into a modern, transparent seat of democracy.

The architecture of Parliament House[2] in Canberra is well worth a tour. To be able to walk over the hill, and on top of the building is a profound statement that suites Australians so well.

My view is that an ambitious nation would look at the next sixty years as an opportunity to forge an identity suited to the future not the past.

So, British Parliamentarians move out of Westminster and look for another solution.

The great River Thames is part of our national story in a way that other rivers are not. The River Severn may be longer, not by a lot, but it doesn’t have the navigation that made the Thames and the city of London so pivotal in our national story. What other locations on the River Thames would fit the bill? Likely more central but remaining well connected. My suggestion might shock some people and create an instant rejection.

Our national story is one of roads, rivers, canals and railways. Moving inland along the path of the River Thames, a fast efficient railway service leads to a large town, not yet a city. The ruins of Reading Abbey, founded by King Henry I in 1121 “for the salvation of my soul,” reminds me that a sense of continuity has its place. That’s apt. For the salvation of the souls of our elected representatives, why not choose Reading.

I’m not saying the famous Reading Gaol[3] could be repurposed. Anyway, it’s been sold. But there are numerous sites in that town where a new parliament building would shine a beacon of hope.

[1] https://www.fosterandpartners.com/projects/reichstag-new-german-parliament

[2] https://www.aph.gov.au/Visit_Parliament

[3] https://en.wikipedia.org/wiki/The_Ballad_of_Reading_Gaol