Category: Economy

Transport of Delight

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 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: 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.

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

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

The most important invention in your lifetime is…

A standout invention is one that is enduring. It’s celebrated. It shapes what comes next. It addresses an issue that’s been there for a long time. That just it – time.

I’m stretching the intent of the question a bit. Invitation doesn’t always have a single moment of realisation. Theory and experimentation come together to show promise. It’s latter that practical applications start to flow from that innovation. For me, the key invention is the beginnings of atomic time. The ability to measure time with precision.

Now, we know that past, present and future are the way we experience time. Not time itself. Having create clocks that gain or lose less no more than a second in billion years is an astonishing feat.

Today, a great deal of the infrastructure that surrounds us, and we hold in our hands, depends on precise time. Communication systems exploit it. We navigate using this asset. Society has been and will continue to be transformed.

Yet timekeeping systems have not reached their limit.

Mutuality in Aviation Safety

Back to the benefits of mutuality. That idea of working together for a common goal. It may seem bazar but instead I will start with the downsides of mutuality.

Parties who are in conflict often like to deny interdependency. It’s that instinctive feeling that we can go it alone. Highlighting that working with others turns out to be complicated, calculating and compromising. Surely much better to be that lone High Plains Drifter who lives day to day.

In the aircraft airworthiness discipline, I saw this happening during the lengthy process of the international harmonisation of technical requirements that took shape in the 1990s.

It’s not easy to say but a substantial number of aviation rules and regulations that are applied are written in blood. Ever since the first aircraft took to the skies there has been incidents and accidents. Each one presents an opportunity to gain experience. Tragic though they maybe, if there’s a positive outcome, it’s that measures are put in place to try to prevent similar occurrences happening again. This doesn’t aways work but it works often enough to make it the intelligent way forward. When that learning doesn’t take place, the result is condemnation and outcry[1].

So, imagine a situation where Party A has a rule that comes from a tragic aviation event and Party B does not have that rule, or see the need for that rule. Equally, where Party A is eliminating a rule that Party B views as a judicious measure for managing aviation safety risk.

Clearly, where safety is the goal, the harmonisation of technical requirements is not a trivial matter. Disagreements can put stress on relationship. It can from time-to-time cause people to walk off the playing field. To use an expression that became real at the 2025 Africa Cup of Nations football final. When the application of international rules doesn’t go the way people would like the results can be testing.

What I’m alluding to here is the early days of the technical harmonisation work that was done within what was then called the Joint Aviation Authorities (JAA) in Europe. And how that work interleaved with the work that was done to harmonise rules across the North Atlantic.

People did indeed walk off the playing field. One or two of them became ardent anti-Europeans. Maybe it was easier for younger technical staff to accommodate change. Nevertheless, each step that was taken to change or eliminate additional national technical requirements created tension. Maintaining sight of the greater goal of mutual benefit was demanding work. In fact, technical harmonisation is demanding work and always will be as such.

Across boundaries circumstances differ. My analogy is that of saying that it is no surprise that the Netherlands maybe concerned about bird strikes and overwater helicopter operations. At the same time Switzerland maybe more concerned about mountain waves and high-altitude helicopter operations. Each concern needs to be met. Priorities may vary.

Recent headlines saying: “Trump Says He Is ‘Decertifying’ Bombardier Aircraft In US[2]” has a sour ring about it. Political pressure should not be the driver of aviation safety technical rules. It’s perfectly reasonable for aviation entities to compete aggressively in the commercial world. It’s idiocy to compete on aviation safety grounds. This is not new learning. This has been the case for at least the last half a century.

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[1] https://www.ntsb.gov/news/press-releases/Pages/NR20260127.aspx

[2] https://aviationweek.com/business-aviation/aircraft-propulsion/trump-says-he-decertifying-bombardier-aircraft-us

Disruption and the Gods

Always the most impressive artifacts to come out of archaeological digs are those made of gold. It’s an element that comes down through the millennium unhindered by the turbulence of the daily News. It’s been a repository of wealth for as long as we have walked the Earth. That might be a brave statement. Let’s say people have admired and desired gold for that long.

A strange hold over people. In the last couple of years, the chart of the gold price has resembled that of rocket taking off. If you thought house prices have shot up a lot in the last decade have a quick look at the gold price. From 1978 to 2008 the curve looks relatively flat. Once past that date renowned for the financial crisis then the value of gold goes mostly one way.

Is this good or bad? One might even say – who cares. Well, geopolitics, inflation and monetary policy all play their part. I’m not talking about a precise indicator of these factors, but the linkage is clear. Many people see gold as a hedge against the declining value of other assets.

Geopolitics is a nebulous term. It can mean a million and one things. I guess on the one side of the coin is stability and on the other is instability. To relate the rapid rise of the value of gold to anything it may as well be the growth in the influence of disruptive forces.

Disruption has become incredibly fashionable in the last few years.

It’s like a newfound management trend. Although it’s not. Once upon a time, everyone was supposed to be rational, to create a harmonious world in which we could prosper. Management gurus who said as much thrived. Classical theories flourished[1].

However, they did warn us that institutions and organisations would change dramatically, in time. And that’s the component that disruptors have latched on to. Impatient to change in a softly-softly manner, the current mode is more along the lines of – to hell with it, do it now, come hell or high water. Don’t bother me with any of that risk assessment stuff.

I think, the downside of this pursuit of disruption is instability, insecurity and a latent fragility. Yes, it’s hidden. When a powerful disrupter succeeds the surface reaction is a round of applause. Under the surface the lack of long-term thinking invites an avalanche of negative repercussions. If the current gold price is a crude indicator, then there are potentially a lot of nasties just over the horizon.

An example to consider is the radical move to privatise the water industry in the UK. You bet that was disruptive. A politically fashionable move at the time. Surely a commercial mindset would serve the consumer, improve efficiency and increase investment. Ho Ho.

In the management of change, disruption has its place. If it’s the only card that a leader holds, and couple that with impatience, and outcomes are not going to be good. If they are good then it’s sheer luck.

[1] https://www.waterstones.com/book/gods-of-management/charles-b-handy/9781788165624

North Atlantic Airspace and Trade

Back to Greenland. A cold, cold land of mountains, snow, and ice. Next door to Iceland. I agree, the naming of places doesn’t make a lot of sense. Perhaps Greenland should be Iceland. And Iceland should be Fireland. Just under the Earth’s crust molten rock sits. It waits for the opportunity to come to the surface.

Iceland is highly volcanic. A land that’s growing and ripping itself apart at the same time. It sits on the Mid Atlantic Ridge[1]. The North American and Eurasian plates are moving away along the line of the Mid Atlantic Ridge. This is global geography. Not economic or social geography but the physical stuff. Ironically, considering the News, the North American plate is moving westward, and the Eurasian plate is moving eastward. Don’t worry this movement is slow.

When flying it’s usually faster to travel East than it is to travel West. A fast-moving band of air known as the jet stream[2] whizzes across the Atlantic. It represents that boundary between the cold polar air and the warmer southern air. The airspace of the North Atlantic (NAT)[3], which links two great continents is busy. There are seven Oceanic Control Areas (OCAs). US, Canada, Norway, Greenland (Denmark), Iceland, Ireland, and The Azores (Portugal) all have a role to play.

Back in the mid-1990s, I worked on Reduced Vertical Separation Minimum (RVSM). Looking at aircraft altimetry to determine what accuracy requirements would permit a change in separation standards. These standards, and the manual that goes with them are the responsibility of the ICAO European and North Atlantic Office in Paris. Yes, that’s Paris, France.

Given the arguments put forward by US President Trump, and his supporters, it does seem surprising that only Greenland is of interest. In aviation what happens across the North Atlantic, all the way up to the North Pole, depends on seven sovereign countries working together.

I’d say if there’s reason to be suspicious or concerned about one of them in terms of their capability, security measures, or vulnerability, what about the rest?

Whether goods or travellers go by air or by sea, across the Northern Atlantic, the success of their journey depends on communication, collaboration, and cooperation between sovereign countries. Without conflict of a major kind, it would be difficult for one country to take over that space.

I also did work on guidance material for Polar Navigation[4]. In the polar region, magnetic heading is unreliable or useless for aircraft navigation. Thus, it’s important to have other suitable accurate sources of navigation to be able to plan a flight over the top of the Earth. Aircraft communication is an issue too.

Russian airspace may be closed but this does not stop airlines flying over the pole. Finnair goes to Japan over the North pole[5]. Meticulous planning is needed to make theses flights safe.

Anyway, my point is that much of the commotion over Greenland’s fate tends to ignore the complexities of international trade and travel. At all stages international standards, communication, collaboration, and cooperation are essential regardless of who you are.

[1] https://www.geolsoc.org.uk/Plate-Tectonics/Chap3-Plate-Margins/Divergent/Mid-Atlantic-Ridge.html

[2] https://weather.metoffice.gov.uk/learn-about/weather/types-of-weather/wind/what-is-the-jet-stream

[3] https://skybrary.aero/articles/north-atlantic-operations-airspace

[4] https://www.faa.gov/sites/faa.gov/files/2022-11/Polar_Route_Operations.pdf

[5] https://www.finnair.com/gb-en/bluewings/world-of-finnair/flying-over-the-north-pole–well-planned-is-half-done–2557656

Reflections: Decade Since Brexit

Ten years ago, the world was a different place. “The past is a foreign country”. That bit is true. I still had an apartment is Cologne. Although, that phase of my life was coming to an end. The first two months of 2016 were about wrapping up the loose ends. Deregistering, as is the way when leaving German. Coming to a settlement with my landlord. Packing up and moving back to the UK. Saying goodbye to my regular haunts. Saying goodbye to a wonderful city.

Being an astute watcher of the UK political landscape, I could see that a vail of discontent was hovering over my homeland. There was a frustration amongst those in government. Can this endless debate about the UK’s place in Europe be resolved? Can it be knocked on the head once and for all?

The UK Prime Minister (PM), David Cameron was sitting on a small majority after the General Election of 2015. Conservatives were nervous but wanting to retake the agenda by trying to put to bed the Europe question. As it turns out Cameron made a grave mistake. He entertained the notion of a national referendum to advise the government on what to do next. An act that was uncommon to the UK’s normal way of doing business.

Probably one of the most foolish political acts a UK PM has taken in a very long time. Naturally, in 2016 few had an idea of the chaos that would be unleashed by this attempt at quelling internal Conservative Party wranglings. It’s true that these wranglings were not new. Just perpetual or should I say perennial.

My return to the UK wasn’t a celebration of the achievements we had made in Europe. That collectively we were in a much better place than before. That we had build something to be proud of. No, it was more of a submersion into an angry and emotional row. A heated row littered with misinformation and just simple run of the mill nonsense.

As I write this it’s plainly evident that the experiment, that was Brexit, damaged the country. Not only that but it resolved nothing. Instead of settling an issue it stirred up animosities and tribal conflicts. Today’s soap opera on the right-wing of UK politics is evidence enough of unresolved rivalries and ideological divides. An insular mindset and unresolvable differences.

In January 2016, there was no practical plan to leave the European Union (EU). It was almost unthinkable. Surely sensibility would prevail. That’s the political trap that Cameron fell into. Dare I say an almighty display of his cultured public-school arrogance. Convinced that if arguments were put to the public authoritatively, logically and rationally a remain result would be a simple foregone conclusion. That the political risks were manageable. That’s how wrong a man in power can be.

Moving on a decade. Yes, it is that long. Lots of water under the bridge. To the idiots on stage now, I say: the UK is not broken. It surely isn’t in as good a place as it could be. Had Brexit not taken place then we’d all be much more prosperous. We would be contenting with continuity. That includes squabbling right-wingers, but the fact is that they will never ever desist.

What’s sad is that the opinion polls say that a significant number of people want more of the same. More nonsense from the people who brought us Brexit in the first place. More from those doomsters and has-beens who complain without any realistic ideas of how to solve problems. A karnival of conmen.

Now, in the UK we have two right leaning political parties that are almost the same. One being the Conservatives and the other Reform. Each trying to outdo each other to attract the same voters. Stirring up discontent wherever they can find it. Projecting a negative image of the country whenever they speak. Feuding in a way that should convince people that neither is fit to govern.

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