Tag: History

Dynamics of Change

This theory of mine may have been voiced before. It’s a way of looking at the momentum behind progressiveness but with a reminder of the realities of the difficulties of change. Any progressive movement implies change. That change may not always be comfortable.

Ever looked at the teeth of a wood saw. There are a variety of geometries[1]. The overall purpose is the same regardless of the shape and size. Different materials too. A typical saw is unidirectional. Push in one direction to make a cut and withdraw to prepare for the next one.

Then look at our world of ever-increasing data. Piles of accumulated numbers. For the most part, as simple creatures, we plot “x” against “y” to get an image of how one parameter is related to another. In the real world, there’s a lot more axis and dimensions. More than a head full.

On one axis I could put that nebulous parameter “progress”. The horizontal axis, as it often is, that unidirectional human experience of time. So, “x” equals time, as the years clock by, and “y” equals a measure of human “progress”.

What do I plot on blank graph paper? Take the shadow of the saw tooth at an incline and arrange it so that it rises with time. Remember to get it the way round that suggest that the saw is being used. Depending upon the rate of the incline and the rake of the saw tooth, we go forward with time and then stop or reverse a small amount. However, the overall direction is always to climb. This is better drawn than written. 

How does this illustrate the mythical quality of human progress? Being a fan of both disproportionate relationships and pareto[2], I accept that things move at different rates subject to different stimulus. Sometimes fast with only a tiny push. Sometimes slow even with a massive amount of force applied.

Take, for example, the technical progress that was made, driven by the necessities of war, in the 1940s. Aeroplanes went from relatively crude flying machines and esoteric racers to incredibly capable craft that came to dominate the skies.

Now, take social progress at improving housing conditions in our country, over the last couple of decades, and the speed of improvement has been remarkably disappointing, to say the least. Pathetic would be a better description.

Progress, or lack of it, has a vast number of different characteristics. However, the main one that either delights us or troubles us is speed. The speed by which things change for the better. Swiftness of advance, or setback after setback and even moments of reversal. Just like a saw tooth. Great strides are made. Then difficult periods and reversals occur. It’s predicable what I’m going to write next. The western world is in one of those moments of ambition but backsliding and sluggish progress. Negativity abounds.

Is perspicacity the right word to use for my theory.? It’s crude. On the upside there’s an underlying positivity described in my simple model. Don’t look to the setbacks and stupidities of the day, look to the longer run “progress” that is in prospect. And help make it happen.

[1] https://www.blackburntools.com/articles/saw-tooth-geometry/index.html

[2] https://betterexplained.com/articles/understanding-the-pareto-principle-the-8020-rule/

Safety Differences

Are the safety standards for all large aeroplanes the same? No, they are not. I’m never sure if the public naively expect this to be the case. I’m sure it’s not something that goes through the mind of every air traveller. Looking up at an aeroplane, flying overhead, this is not a thought that instantly comes to mind. Even watching them take-off and land at a busy airport.

A large aeroplane is a large aeroplane – surely. Well, not exactly. Several issue come into play when addressing the safety standards for large civil transport aeroplanes. For example, when did the type of aeroplane first go into service? What is it being used for? Where is it flying to? How many people are on-board?

One place to start with any discussion on this subject is with the basics. For a start an aeroplane is heavier than air and its power driven. Immediately, two important factors pop out of that definition. One: weight counts. Two: operating engine(s) are needed.

Almost lost in the mists of time are the reasons for dividing the world of transport aeroplanes into two categories. Simply called – large and small.

Underlying this basic categorisation is an historic assumption. This is an assumption upon which civil aviation safety regulation has been built. Namely, that efforts need to be made to ensure large aeroplanes are safer than small aeroplanes. One way of looking at this is to consider a spectrum of risk, and several parameters of concern.

Let’s start with the question above – what is it being used for? A transport aeroplane can be used to carry cargo or passengers, often both. The number of crew and passengers carried can range from 1 to 850[1]. In fact, for large aeroplanes, there’s no upper limit written into international standards. However, the term “very large aeroplane” is coined for the upper end of weight or passenger numbers carried. Sadly, the very largest of these very large aeroplanes (cargo), the Antonov An-225 Mriya, was destroyed by war.

Although, a matter of primary concern is the number of passengers carried, and therefore at risk in the event of an incident or accident, the main dividing line in the regulatory landscape between large and small aeroplanes is weight.

To some extent this has a foundation. It could be viewed that in the event of an incident or accident any resulting impact will be more severe the greater the weight of the aeroplane. This is where a parameter called the MTOW, or Maximum Take-off Weight, comes in. This number includes the total weight of an aeroplane, crew, fuel, passengers, and cargo.

Today, we divide the world of large and small aeroplanes based on MTOW. Yes, the maximum number of passengers that can be carried comes into the equation too. The question I have is, should that be the number one consideration?

[1] https://www.airwaysmag.com/legacy-posts/top-10-largest-passenger-aircraft

Public Broadcasting Value

It seems to be the season to have a downer on the BBC. As the gloomy light of winter gathers all around. The trees are shedding their leaves and that hunkering down mentality is invading my thoughts. Lawns no longer need mowing. Soden with moss and leaf fall.

I understand the dislike that partisan commercial broadcasters have for publicly funded broadcasters. The question of a “level playing field” and “bias” is always likely to come up.

Making a living from commercial advertising is highly competitive. Demands never stop. Seeking income from a marketplace that rises and falls with fashion and fad. That’s hard. Admittedly, there’s the compensating factor of wealthy benefactors or owners, prepared to make a loss, pumping funds into like minded companies. Shifting sands of political influence.

So, looking across the aisle at a major broadcaster that gets funds from the public, as a matter of law, must seem rather disconcerting. Certainly, it’s the sort of issue the wealthy benefactors or owners of media are going to kick at. Some to the extent of wanting to destroy chartered institutions with an ethos unlike their own.

What is a “level playing field” in the British media landscape? Can there ever be such a thing? That’s not an easy question to address. Shifting sands of public likes and dislikes shape the playing field (sorry about the metaphor overload). What might have been considered as independent, objective and neutral in the 1990s is way different from that now, 30-years on.

The British media landscape is not static, nor should it be so. In the period of three decades digital communication has advances at lightning speed. The sheer diversity of channels of communication has multiplied (even if they do repeat the same messages).

One sign of a healthy debate is the self-flagellation that the BBC often undergoes. As an institution, doesn’t it like to agonise about itself. With good reason considering some of the grave errors it’s made in the past. Supporting presenters whose behaviours have been found to be appallingly bad, and even criminal.

Let’s not tar everyone with the same brush. To be able to make mistakes and then correct them, with a good degree of learning in-between, is a strength. Some partisan commercial broadcasters seem unable to do this with any conviction. They just move on.

A publicly accountable broadcaster has no choice but to stand in the dock and take a reprimand, when appropriate. That’s no reason to shut it down. It’s a reason to make sure lessons are learned and not forgotten.

Doing a simple intuitive cost-benefit analysis. Taking the BBC as an example. What it offers, when it works well, far outweighs the costs. Listing three points, these have significant value: unifying impact of having a trusted national broadcaster, quality, broad base and originality of its output and editorial independence (not selling products or ideology).

Overseas critics may get upset, now and then, but that’s for them to get over. There’s no way such critics should shape the future of the broadcast media in Britain. That would be untenable.

Exploring Airworthiness Knowledge

How many good books are there on aircraft airworthiness? I don’t suppose a lot of people are going to ask that question. General introductions to airworthiness are not necessarily bedtime reading. This thought came to my mind, this week, because I had some time to kill in a library. A particularly technical library in London[1]. It’s at the Institute of Engineering and Technology (IET).

Sited in a grand building on the banks of the River Thames. Savoy Place, as the name suggests, is next door to the famous hotel of the same name. What marks it out is a large statue, not of some long-forgotten stage actor or army general, but that of Michael Faraday[2]. His contribution to the modern world is enduring and undeniable.

I’ve been a member of this august engineering institute since my student days in the early 1980s. Then it was known as the IEE. One “E” being for Electrical. Our lectures encouraged us students to join and once done so they have us for life. Members worldwide have access to their books, databases and standards.

I could draw a thread between Faraday’s work and 21st century aviation. It’s a mighty wide thread and one that’s growing all the time. There are so many aspects of electromagnetism embedded in aviation. For example, without electric motors and servos, we’d still be controlling aircraft with strings and wires. Fine, hydraulics play their part too.

Technology has moved on. It continues to move. Electrification is displacing hydromechanical systems. The age of electric propulsion is getting closer as developers experiment with a myriad of different configurations of motors for different new aircraft types. More and more electrical power is needed to make modern aircraft tick.

In the IET’s library there are a few books with the word “airworthiness” on the cover. It’s a distinct niche. More often technical references contain huge amounts of material that concern or impact airworthiness, but the word itself is reserved for the more discerning.

One I picked off the shelf was “Airworthiness: An Introduction to Aircraft Certification and Operations” by Filippo De Florio[3]”. For me it’s full of familiar material. I was surprised at the level of detail and range of coverage. In its latest version, it’s reasonably up-to-date too.

One book that was not on the IET’s shelf is “Initial Airworthiness: Determining the Acceptability of New Airborne Systems” by Professor Guy Gratton. I believe he’s updating this book now.

There was a copy of “Aircraft System Safety: Assessments for Initial Airworthiness Certification” by Duane Kritzinger. Again, for me it’s full of familiar material.

Another book that was not on the IET’s shelf is “Aircraft Continuing Airworthiness Management: A Practical Guide for Continuing Airworthiness Engineers” by Daniel Olufisan.

What I’m wondering now is how many other contemporary books are there on this subject. That is up-to-date references. Yes, I know I could do a quick search to turn up an easy answer but that tells me nothing of the quality of the publications. All four above are worth a read.

Help me out with some suggestions – please.

[1] https://www.theiet.org/membership/library-and-archives

[2] https://www.faraday.cam.ac.uk/about/michael-faraday/

[3] https://www.amazon.co.uk/Airworthiness-Introduction-Aircraft-Certification-Operations/dp/0081008880

Wealth and Power

No history buff, need you be. That’s Yoda speak for saying that there are one or two matters that bubble to the surface through human history. Let’s shelve the fact that the sun rises in the morning and sets in the evening. It’s a subject that a whole religion could be based upon.

I could encapsulate the phenomenon in the words: “Let them eat cake”. An example of a stratified society where those people that the top have completely lost sight of the lives lived by the majority. There’s a recognition that others exist but no great empathy or care.

That detachment can be exhibited in signs like gold plated panelling, crystal chandlers bedecking breathtaking halls and spare no expense expressions of power and wealth.

That’s one of my memories of my one visit to Russia. A port of call during a Baltic cruise itinerary. A trip that highlighted fascinating contrasts but shared histories. A good reminder of dramatic events. The Winter Palace in Saint Petersburg[1] is truly stunning. Lavish in every sense. A sign of the last century intense competition between major European powers.

To top a list, the Palace of Versailles[2] is the premier example of draw dropping magnificence. Naturally, these are global statements of power and wealth that are celebrated as part of our common heritage. They are, however, a lesson that history has posted for us to read.

What do both have in common?

Today, Kings and Queens are familiar with that lesson. Possibly apart from a small number who haven’t yet embraced modernity. If I must write it in the minimum number of words, it’s that distance that can grow between those who have great privilege and those who don’t. Then what happens when that becomes truly unstainable.

Revolution is bookmarked in any history book. These are moments, and their consequences are when a break point is reached. Although signs are there in hindsight predicting such events is a fraught with uncertainty. It’s usually thought that the price of destruction and devastation are a dam that keeps thoughts of revolution at bay. Change that happens, as if a dam breaks, are notoriously difficult to predict and cost. Not only that but such thoughts are rarely in the minds of any revolutionaries and their opponents.

Let me be clear. We are no where near a breakpoint in this moment. If I must write something, it’s more about the subtle signs that the direction of travel is not a positive one. Fine to dismiss my point of view as being that of a dyed-in-the-wool liberal. I get that.

It’s the consequences of the concentration of power and wealth that’s concerning. The rise of the global billionaires and their reach beyond national boundaries is of the age. Nation states are no longer the biggest players in the writing of the story of the future. This is not always entirely bad, some are altruistic, but growing economic inequality[3] is bad. Outcomes from situations where inequality exceeds certain limits, that’s not where anyone sane should go.

[1] https://www.historyhit.com/locations/the-winter-palace/

[2] https://whc.unesco.org/en/list/83/

[3] https://sites.manchester.ac.uk/global-social-challenges/2022/07/12/widening-of-the-wealth-gap-the-rise-of-billionaires/

Recent Aviation Accidents: Lessons Learned, or not

I start from a position of apprehension. Making aviation accidents, documentary style, the subject of a television series does give me some concern. Obviously, there’s the importance of being respectful to those involved. To reveal something that is of genuine public interest.

Accident investigation and journalism seek to answer the six questions – Who, what, where, when, why and how. When it comes to addressing aviation accidents that have occurred in the last 18-months some of the process of investigation may still be ongoing.

My apprehension starts with – what is the purpose of the series? Does it go some way to answering the question – why? That’s especially the case given that word is in the title[1]. Practically the “why” is turned into a probable cause because the “why” can include multiple factors. It’s rare for there to be a lone factor that results in a tragic outcome.

Broadcast last night by the BBC, this series took a selection of the accidents that recently commanded international headlines. The fatal events have been much discussed within informed professional communities and across social media. I’ve written on them too.

[Fatal Boeing 737 Crash in South Korea, Investigating the Black Hawk and American Eagle Collision, Aircraft Safety and Fuel Starvation, Understanding Boeing 787 Avionics.]

We do this to seek to understand. If there are always lessons to be learned, it’s imperative that those lessons be learned without delay. Lack of an informed and timely response exposes the flying public to further risks.

Sadly, a few of the lessons learned in the past have not been translated into change. The fatal accident at Muan International Airport in South Korea is a case in point. Brid strikes are not new. The dangers of flocking birds have been highlighted time and time again. Whilst airports are built near large bodies of water this will continue be a risk. However, it wouldn’t be right to say this is the only cause of the accident outcome at Muan.

Truly tragic are what may be called: avoidable accidents. This is where the event is purely made up of human actions that need not have take the course they took. Processes and procedures were inadequate, and known to be inadequate, for the situation. To me, this is the case of the military helicopter that collided at low altitude with a passenger flight in Washington DC. It’s mystifying as to why past occurrences of near misses didn’t prompt a change to operations.

I’ll say this because it’s not often given credit. A testament to the good design of an aircraft, and the extensive certification work done and the rigorous training of crews, an accident in the Canadian snow did not become fatal. Upon a spectacular heavy landing in Toronto everyone escaped.

On take-off, a London bound, fully loaded Air India Boeing 787 failed to climb. The results were catastrophic in every sense. Not only were all on-board killed but there were multiple fatalities on the ground.  This tragic fatal accident remains mysterious. The published preliminary report is a source of more questions than answers. Facts so far published do not explain the sequence of events.

What connects this spate of aviation disasters? Nothing, that I can determine. Although, there is the importance of lessons learned. They are not that compilation of dusty past accident reports that sit on a shelf. They are a source of everyday learning. That is learning that needs to be put into action. Timely action. Not waiting for a final publication.

[1] https://www.bbc.co.uk/iplayer/episode/m002kw1n/why-why-planes-crash

Global Ambitions to National Introspection

When did it start? At least in recent times. When did we start looking inward rather than outward? That introverted xenophobia that’s infected about a third of the country. If the polls are to be believed (and that’s a leap).

It’s strange, isn’t it? Britain, a country that spanned the globe with its trading accomplishments went from imagining a transformed world to sitting in front of an iPad complaining about either putting up Union flags on lampposts to taking them down. Painting roundabouts with red crosses or decrying the idiocy of it. Dressing up as crusader knights and thundering on about some lost imaginary England.

Pictures tell a story. Being in the aviation business, a global business, one picture that sticks in my mind involves a handkerchief and a British Prime Minister (PM). It seems a long time ago, now. Nearly 30-years ago. Back in 1997 British Airways (BA) took to celebrating their global coverage by getting international artists to produce new artworks for their aircraft fleet[1]. This was not to the liking of a former PM at the time.

For me this slippery slope was particularly evident. Living in the Surrey town of Reigate. An affluent former Conservative Party supporter, James Goldsmith set-up a new political party dedicated to one issue. The name gives it away. The Referendum Party took to the stage in 1994. Initially, seen as a joke and merely a plaything of a wealthy man, it captured the Member of Parliament for my town. For all the good it did (not), for a couple of weeks in 1997, George Gardiner, the MP for Reigate, joined the new party.

So, the British political mood in 1997 was evident, or so it may have been thought. Nothing of the sort. Of course that was the year of Tony Blair’s Labour landslide victory.

It’s possible to trace a lot of strangeness back to Margaret Thatcher. Although initially internationalist in outlook, she broke a domestic consensus and crushed a lot of hopes. Yes, the country needed radical change. It was the brutality of that change that people reacted against.

In 2001, BA succumbed and returned the Union flag to its tailplanes. Lots of poor excuses were made as to the reason for reverting. A Boeing 747 model and the handkerchief bit back.

Can I construct a thread of events from that moment to the European referendum in 2016? Certainly, there are connections as the country shook off the Blair and Brown years and plunged into a messy 14-years of incoherence. The financial crisis of 2008 didn’t help in the slide to introspection. A government that bailed out the bankers whilst making the population pay did nothing to earn a moral reputation. It further encouraged a growth of a blame culture.

So, if you supported the Referendum Party, the UKIP Party and the Brexit Party that followed, and now the Reform Party surely, it’s possible to see that you are barking up the wrong tree. It’s an empty cul-de-sac. It’s a fruitless orchard. It’s a road to decline.

These are not the heirs to Margaret Thatcher. They are bandwagon hopping con men. Money men who like their pockets lined. They will not help those who have missed out on their share of the country’s prosperity – past, present or future.

[1] https://www.flickr.com/photos/linda_chen/albums/72157625997434719/

National Digital ID: Balancing Security and Liberty

We are in an age where identity is as important as it has ever been. Those line of demarcation that put us in one camp or another. It’s not a simple subject give the myriads of different combinations and permutations of distinct categories that can describe a person.

Without a doubt, I’m English, British, and European. A West Countryman, a husband, a graduate, a homeowner, a taxpayer, a liberal, an engineer and a gardener to name a few.

So, what of the current debate about the merit of identity cards or their digital equivalent. I remember, more than 15 years ago, the debate that surrounded this subject. Saying, as a Liberal Democrat I was against the introduction of ID cards as a matter of principle. A matter of principle seems like it should be an immovable statement. However, that which was a matter of principle in the context of the times does warrant revisiting.

It’s a transformation that was allowed to sweep much before it. From a paper-based analogue world full of mechanical processes to a ubiquitous high-speed digital one that has made life unrecognisable from the 1980s/90s. Digitisation is as much a social change as it is a bureaucratic change.

Past agreements range from the assertion that it will be impossible to control illegal migration without ID cards to the fear of big brother tracking every stage of our lives from cradle to grave. What’s moved on is the context within which arguments for and against are conducted.

A starting position is that each of us has multiple identities. It’s undeniable that these exist and they impact our daily lives. Some of these identities entitle us to specific privileges. This means permitting our access and restricting or stopping others. This can be as simple as a workplace security badge that allows access to a building.

A State-run identity recording system is not a universal cure all. Also, a State-run ID card and national database system has the potential to fundamentally change the relationship between a Citizen and the State. I could say that there’s nowhere to hide. This is not a subject to go into with one’s eyes closed. The operational and associated implementation costs would be significant. Not to mention ongoing maintenance. These must be weighed against the benefits that might be accrued. I hope this becomes a rational discussion where costs and benefits are studied, published, and debated.

Can a national digital ID system prevent terrorist attacks, illegal immigration, identity fraud, and human trafficking? I don’t know. I do know that it will not be perfect.

On the political side, will people feel more secure and that State benefits or services are more fairly distributed as a result? That’s a big question.

To work effectively such a system will need to be required to by law. How much will that nibble away at the intrinsic perception of British liberty that we continue to hold? Will there be a backlash against a State that seeks to acquire more leavers of control?

My view is that the mandating of a national digital ID system needs to be balanced with a better clarification of the rights of citizenship in Britan. Without a written constitution there remains the vulnerability that a government of an extreme political type could misuse this innovation.

The Legacy of Beeching

Two hundred years is a long time. No, it isn’t. William the Conqueror, that’s the sort of name politicians crave, called for the building of Windsor Castle in England. That means, almost but not quite, a thousand years of continuous use. I guess in 2070 there’ll be a big celebration of the achievements of the Normans. Certainly, seemed to impress US President Trump.

If I had a time machine one of the destinations that I’d consider is 1963 and maybe 1965. I’d take a mass of press clippings and audio recordings about inadequate rural bus services and the high-speed railway saga (HS2).

History has a way of condensing a whole succession of events into a few simple words. William was a conqueror, but 1960’s civil servant Beeching was an axeman. That can be said to be unfair, since he was mandated to produce a report and, in the context of the times, British railways seemed like they had overexpanded and wouldn’t be brought back into profitability.

This happened when I was a child. I can just remember on my way to primary school stopping at a railway crossing and waiting a steam train to pass. It could have been the milk train. At that time milk was transported from west country dairy farms, in churns, to the local milk factory. Then loaded onto a London bound train. All this activity disappeared as I grew up. It was displaced by road tankers forcing their way along country roads.

I was born in a small Somerset railway town. Got my first pay packet in that small railway town. Had a couple of weeks of my engineering apprenticeship in the former railway shed. Spent time in the small motorcycle shop next to the railway embankment.

Beeching’s reports resulted in thousands of stations and thousands of miles of railway line being closed. The Somerset and Dorset (S&D) railway line was one of those that vanished. It was on 6 September 1965, the consent for closure was issued for most of the railway line.

Strangely, it was a newly elected Labour government that promised to reverse railway closures that closed the railway. A campaign to save the line was lost. Now, I think, what if, what if the new government of 1964 had not been so beguiled by modern road building and the white heat of technology. The internal combustion engine and purveyors of tarmac had won the day.

My message is to commission reports with a wider remit than merely improving economic efficiency. It’s a concern that is as ap today as ever it was. State of the art technology is alluring. Sloganising it’s easier to say that we are moving forward to a new dawn than it is to say we will update and improve the machinery we already use. There are good cases for scrapping past ways and means. Surely, it’s as well to try to look beyond immediate pressures.

Had Beeching’s axe not been so readily swung then we’d have an alternative to ever more road building and the billions ploughed into it. Remember those feeble promises to invest in local busses to replace the lost trains. How such recommendations are so quickly forgotten.

What will we say about robotics and artificial intelligence in 60-years’ time. Or even 200-years’ time. If we are still here.

Exploring the Greatness of Great Britain

What’s great about Great Britain? GQ has asked this question[1]. Produced a nice article that looks at this subject with a cultural eye.

It’s a bit retro. When we (Brits) start talking about how great pubs are there’s a tendency to forget how many we have lost in the last decade. If we loved them so much, then more would have survived crushing economic pressures.

Brit pop was a wonderful surge in creativity that swept across the country in the 1990s. It was good – mostly. Riding that wave, because we are romantic souls about the past, are the band Oasis with their multimillion £ world tour. Accounts of which are tremendously positive.

I think I can take a position about what’s great about Great Britain. Having lived in Germany and travelled a bit, my perspective isn’t too insular or defensive.

Because we are no longer the world’s premier power and imperialism is a fading memory, we’ve shed the stiff upper lip and bowler hatted civil service bureaucrat image. It’s there in film and television to remind us of former times. It’s few who want to return to all that deep seriousness.

That seriousness is the burden that the US carries. If they send a gun boat somewhere it means business. For Brits it’s more a symbol of still being on the stage. Don’t get me wrong, as a country we box way beyond our size.

For all the right-wing jerks who parade around with false patriotism, our great strength is diversity. Having that legacy of the world map once having been painted in a great deal of red, we can now engage with multiple cultures and benefit from them all.

Number one of the lists of inherited advantages is being able to speak to the world. Not in their language but in ours. English doesn’t belong to the English any more, it belongs to the world. They amount to a lot; the times I’ve had fun reading Brussels English and being amazed at how it’s being used.

Pick a discipline. Science, technology, humanities, art, entertainment, there’s always a Brit that can be named as shaping the world. Influencing others and providing a spark that sets off a flame.

Now, being more parochial, I’ll look around me, in this town, and see a diversity of styles from punks who never stopped being punks to suited tie wearing customer service executives. Welly booted farmers in the town for a day to young gamers stuck to their small screens.

Sport is another anchor. If we (Brits) didn’t invent it, then it’s a derivative of something we did invent. Top that with the eccentricities from international tiddlywinks[2] to stone skimming. Despite the school of hard knocks we still value fair play.

Comedy is taking a downturn, but the British legacy is monumental. Irreverent, rebellious or intricate, often all three, even if we (Brits) do invite in the bland factory-made stuff from the US. In a unregarded small corner there’s a someone writing hysterical lines waiting to be discovered.

So far, as a nation, 2025 won’t go down in history as our best year. I’ve every faith that the best is still yet to come. Unlocking that dynamic zest, that quirky imagination, that complex amalgam happens several times every decade. Let’s hope the spark is just about to be set off.

[1] https://www.gq-magazine.co.uk/

[2] https://iftwa.org/history-of-iftwa/