Posts tagged ‘history’


Just another Christmas for a staff nurse

22.07.2018

My late mother was a nurse. Before she was a midwife at Wellington Women’s Hospital, she was a staff nurse in wards 21 and 26 at Wellington Hospital.
   From what I remember, ward 21 was first, which meant she was working there some time between 1976 and 1978. This is a letter that she received from a Sheila Mahony. When I first blogged, I assumed it was from a patient, but a quick search suggests that there was a Sheila Mahony who was a supervisor there. I don’t know the story behind this, but between the lines you can work out that the kindness expressed here is typical of nurses. The letter is dated December 23, so this was likely in response to a gesture Mum made in the spirit of Christmas.


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Posted in general, interests, New Zealand, Wellington | 2 Comments »


A letter from composer Terry Gray, 1991

18.07.2018

What a coincidence to come across a letter from composer, arranger, conductor and former TVNZ bandleader Terry Gray, dated May 25, 1991, after I blogged about him on (nearly) the seventh anniversary of his passing. Here it is for others who may be interested in a little slice of Kiwi life. It looks like ITC Garamond Book Narrow here, though the resolution doesn’t make it very clear.

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Posted in culture, interests, New Zealand, TV, Wellington | No Comments »


In memoriam, Terry Gray, British-born New Zealand composer, 1940–2011

09.07.2018

I sincerely hope I’m wrong when I say that the passing of Kiwi composer, arranger and conductor Terry Gray went unnoticed in our news media.
   I only found out last month that Terry died in 2011. As a kid of the 1970s and a teenager of the 1980s, Terry’s music was a big part of my life. Before we got to New Zealand, he had already composed the Chesdale cheese jingle, which Kiwis above a certain age know. He was the bandleader on Top Dance, what New Zealanders used to watch before the localized version of Strictly. Terry’s music appeared on variety shows and live events (e.g. Telequest, Miss New Zealand) through the decade. Country GP, The Fire-Raiser, Peppermint Twist, and Daphne and Chloë were also among Terry’s works. In the late 1980s, Terry released an album, Solitaire, which was one of the first LPs I bought with my own money as a teen. By the turn of the decade, Terry hosted live big band evenings at the Plaza Hotel in Wellington, sponsored by the AM Network—until the AM Network could no longer fund the fun, regular events and the radio network itself, eventually, vanished. Terry’s Mum used to attend in those days, and I must have gone to at least half a dozen. I also picked up a Top Dance cassette at one of the evenings.
   I still have a nice letter from Terry somewhere, thanking me for my support, in the days when he lived in the Hutt. I learned that he eventually moved down south, to Dunedin, and died of leukemia on July 8, 2011.
   On (nearly) the seventh anniversary of his passing, I want to pay tribute to Terry. Here he is in action in Top Dance, hosted by Lindsay Yeo, in 1982.

   RIP Terry Gray, 1940–2011.

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Posted in culture, interests, media, New Zealand, TV, UK, Wellington | 1 Comment »


How Silicon Valley and the Soviet Union are alike

07.07.2018


Anton Troynikov’s banner on his Twitter account.

I really enjoy Yakov Smirnoff’s old jokes about the Soviet Union, and the Russian reversal that is often associated with him. In the 21st century, I’ve used the odd one, such as, ‘In Russia, Olympics game you!’ and ‘In America, internet watch you!’. I’m sure I’ve done wittier ones, but I’ve yet to post, ‘In America, president Tweet you!’
   Today on Twitter, Anton Troynikov, while not doing exactly the above, had a bunch of Tweets about how similar the USSR was to Silicon Valley today. Although he’s not pointing out opposites, it’s humour in the same spirit. In Tweeting, he outdid the few modernized Russian reversals I’ve used over the years.

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Posted in culture, humour, interests, technology, USA | No Comments »


If FCA kills Chrysler today, then it’s another chapter of a company weakening its brands

01.06.2018

There’s a rumour circulating that Fiat (specifically, Fiat Chrysler Automobiles, or FCA) will kill the Chrysler marque today.
   The range currently consists of two models: the ageing 300 and the relatively fresh Pacifica.
   It seems to be another step in the mismanagement of car marques, especially US ones, something I wrote about many years ago when Condé Nast Portfolio was still running. (Note: it was a published letter to the editor, not an article.)
   Marques do disappear, but when the wrong ones get killed off, long-term it leaves the company in a weaker state.
   DaimlerChrysler found that out in the early 2000s when it decided Plymouth was surplus to requirements. Suddenly, its entry-level budget brand was gone—a very bad move when the recession hit later that decade. Plymouth had been conceived as a low-priced line that kept Chrysler afloat during the Depression.
   DaimlerChrysler then found itself having to sell Plymouth products under the Chrysler marque, which was traditionally the priciest between Plymouth, Dodge and Chrysler.
   Today’s Chrysler resembles, at least in market ambition, the one of old, where it offers reasonably good quality vehicles, with Plymouth a distant memory.
   It also offers Fiat a relatively premium brand in the US market. It’s not Jeep, Ram or Dodge, all of which have very different brands, messages and brand equity.
   The fact it is light on product could have been solved long ago if Fiat had adopted the sort of platform-sharing that is now commonplace in the car world—you only have to look at Volkswagen and the Renault–Nissan Alliance, now Renault Nissan Mitsubishi. Even Jaguar Land Rover is realizing economies of scale with Jaguar SUVs and a car-like Range Rover (the Velar).
   While Chrysler found that the 200 had flopped, there was always room for a premium, American SUV to take over from the Aspen, for example. If Jeep can build SUVs on Punto and Giulietta platforms, why couldn’t Chrysler, aimed at very different buyers?
   The truth is that Fiat has a very confusing platform strategy, something I alluded to in earlier posts both here and in Drivetribe, and there appear to be no signs of bringing any harmony to the mess.
   The firm hasn’t been properly merged, and not enough thought has been given to reducing platforms, and sharing them between marques. There’s more in common on this front between Fiat and British Leyland than between Fiat and Volkswagen, which it once vied with to be Europe’s number-one.
   The domestic range has cars on platforms shared with Ford, Chrysler and GM, not to mention OEM vehicles from Mazda, Mitsubishi and Peugeot. I might not love SUVs, but the public does, and the Fiat range is light on them. There’s not enough of a global effort, either: the Ottimo and Viaggio are Italian-styled, based on the Alfa Romeo Giulietta (or more specifically the Dodge Dart), and they are only sold in China—a ridiculous situation when Fiat doesn’t have a CD-segment saloon in any other market. The rationalization of the range in South America has helped, with the Argo and Cronos streamlining a confusing array of Palio, Linea, Siena and Grand Siena models, but they bear little resemblance to the models on offer in Europe.
   Lancia, which had benefited from Fiat platforms, is practically dead, its 500-based, Polish-made Ypsilon being deleted this year. As models at Lancia died out, they were not replaced. Yet things could have been so much better, had Fiat allowed Lancia the sort of freedom it needed to sell Italian luxury and innovation. Those values are different from Alfa Romeo’s, yet through its conduct, Fiat seems to think that if Alfa and Lancia have similar prices, then they must vie for similar buyers. They never did. It seems to believe that costs will be saved through axing marques and model lines, which can be true in some cases—but those cases tend to presume that what remains, or what replaces them, is stronger.
   I’m not being a Luddite or pining for the “good old days” when it comes to Chrysler. I hold no romantic notions for the brand. But I do know that once they’re gone, the firm doesn’t necessarily find its resources are freed up to pursue surviving lines. It finds that it’s lost a segment that it once fielded.
   It’s sadder to realize that Chrysler, as a group, was much stronger in the early 1990s, with record development times and good platform-sharing. Plymouth was in the process of developing its own identity—the PT Cruiser and Prowler heralded a new retromodern design language that was to spread throughout the range, while utilizing the same platforms as Chryslers and Dodges.
   Fiat itself, too, was a strong company at this same period, riding high on great styling, with a reinvigorated line-up. Think Bravo, Brava, Barchetta, Coupé Fiat, 456, Quattroporte, Delta, Dedra, Kappa, 145, 146, GTV and Spider. A lot of these vehicles were talked-about, and considered some of the most stylish in Europe.
   Last year, in Europe, luxury marques Mercedes-Benz, BMW and Audi all outsold Fiat, supposedly a mass-market brand. Its market share in Italy and Brazil, traditionally places where it was strong, has continued to dip.
   In the US, it’s the same story, with Mercedes-Benz, BMW and Audi all outselling Chrysler both last year and year-to-date.
   It’s all very romantic, and good press, to show off premium Alfa Romeos and Maseratis, or money-making Jeeps, but many of these models don’t donate any of their architecture to Fiat’s troubled brands.
   In 2018, when you see that certain Fiat marques aren’t getting access to platforms, you have to wonder why—especially when so many other big players don’t place such restrictions on their brands.
   A new 500 and Panda might be around the corner, but we’ll need to see far more logic applied to the business, especially with Alfa’s Mito and Giulietta looking more dated, Fiat’s range in a mess, and Chrysler barely making an effort in China, a market where its sort of positioning would have attracted luxury-conscious buyers who might prefer foreign brands, such as Buick.
   Even if Chrysler gets a stay of execution, Sergio Marchionne’s successor will have a very tough job ahead.

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Posted in branding, business, cars, China, marketing, USA | No Comments »


Autocade hits 13 million; and what’s the deal with Nissan’s withdrawal from mainstream passenger cars?

21.05.2018

Some time during May, Autocade exceeded 13 million page views. I can’t tell you the exact day, since it wasn’t a milestone that we’re socialized into noticing: I just happened across it one evening last week. It’s currently on 3,665 model entries, the latest being the Porsche 944. Admittedly, we haven’t added the premium brands as quickly as some mainstream ones.
   Since I’ve kept a log of this since the site’s inception (for reasons unknown to me now!), here’s how the traffic has progressed:

March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)
May 2018: 13,000,000 (four months for thirteenth million)

   In other words, it has had more visitors in the last four months than in the same period prior to that. If the June 2017–January 2018 period was anomalous, then we could say that Autocade is getting progressively more traffic.

Incidentally, Nissan, in both Australia and New Zealand, stopped selling passenger cars (apart from the 370Z and GT-R) last year, but it was only recently I came across their explanation. I had thought it was supply and demand, that people were heading into trucks, crossovers and SUVs more, but the official explanation is that Nissan knew about new Euro 5b emissions’ regulations and couldn’t be arsed to meet them.
   There are some supply and demand issues here: Nissan claims they were small volume, and the Pulsar ‘was mostly sold directly as a rental.’
   Still, to turn away even the rental market and hand it over to someone else doesn’t make sense, especially as a well understood rule in marketing is that it costs a lot more to get a new client than it does to retain an existing one.
   There’s no way Nissan didn’t know of this impending change, and it’s a shame it has exited a sector which it once sold very well in (remember the Sunny, or Datsun 120Y, of the 1970s?). With Renault New Zealand even more patchy in passenger-car sales, Renault Nissan Mitsubishi could find itself with a very small footprint here with passenger cars, especially as petrol prices hit their highest level yet. I’ve seen one sign where 95 octane is going for above NZ$2·40 per litre, and I paid a few cents shy of that last week.
   There are Qashqais and X-trails everywhere here, and maybe the group is perfectly happy with the economies it gets with those models’ Renault Mégane IV platform. And we’re not exactly a massive market.
   It just seems a bit short-sighted to me.

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Posted in business, cars, general, marketing, New Zealand, publishing | No Comments »


Ford to stop selling passenger cars in the US and Canada, save for Mustang and Focus Active

26.04.2018


The Ford Focus Active: by the turn of the decade, this will be the only four-door passenger car Ford will sell in the US and Canada

In a surprise move, Ford has announced that it will cease selling passenger cars in the US and Canada by the early 2020s, excepting the Mustang and the Focus Active.
   The announcement was actually for ‘North America’ but as Ford of México does a reasonable trade on Figos and Fiestas, it’s hard to see the policy be uniform right across the continent.
   It’s a cost-cutting exercise, designed to save $25,500 million in five years, and trucks and SUVs simply make more money for them. Small cars mean small profits. In fact, car sales lag those of the F-series, Escape and Explorer in the US. Shares have risen on the news.
   That means Americans and Canadians will say goodbye to the Fiesta, Fusion (the four-door sedan counterpart to the Mondeo) and Taurus, the last of which is already superseded in China. If you liked the cooking RS and STs, then too bad. Lincolns are losing money for Ford, too, so maybe the Continental will vanish—given the Fusion is history, the MKZ will follow. That doesn’t leave much in the Lincoln line-up.
   My initial reaction was that the economies of scale would worsen: if you’re not developing for a global market, will development costs be successfully amortized in the same period? We have, however, seen the Japanese do reasonably well with products strictly for the North American market, e.g. certain Acuras and Hondas that are sold only in their neck of the woods. We also know most of the costs of the car are in the platform and architecture, and Ford has shown decent adaptability, particularly with the C519 Focus (the recently released Mk IV).
   Ford says the cuts will come from sales and marketing, engineering and product development, as well as material costs, manufacturing and IT, in that order, according to Automotive News.
   The fact that product development and engineering rank so highly there is worrying to me.
   They’re bandying the word efficiency about a lot, and that always has me worried. That’s the word you used to hear from corporate raiders like Slater Walker. Things can look efficient while they’re being weakened.
   CEO Jim Hackett says he’s feeding the healthy parts of the business, ‘and deal decisively with the parts that destroy value.’
   While it’s true that the crossover, SUV and truck markets are strong, as they are in many parts of the world, I can’t help but think that Ford isn’t preparing itself for tougher future scenarios.
   Energy crises can come unpredictably, for one. Ford was late to the downsizing game in the 1970s because it saw the dollar signs with big cars. By 1977, GM had stolen a real march on Ford. By the turn of the decade, Chrysler was back from the brink with fuel-efficient cars while Ford sailed into the red.
   Chrysler found itself too truck- and SUV-heavy with the recession of the late 2000s, and its entry-level nameplate Plymouth had already vanished, thanks to mismanagement by Daimler earlier in the century.
   While there’s not always a need for a full line—AMC taught us that extending yourself too far isn’t always wise—I wonder if Ford is leaving itself vulnerable.
   Crossovers like the Escape, which might outsell the Fusion, are being beaten in the market-place by the likes of the Toyota RAV4, so it’s not as though Ford is that strong in all the markets it wishes to remain in.
   GM, having pulled out of Europe and Russia, might be in better shape because of its position in China. Ford trails GM when it comes to its Chinese footprint, although it will remain in Europe.
   Ford’s Jim Farley says the company is looking at new types of vehicles that are spacious, versatile and economical, which hopefully will fill the gap should economic surprises surface. Because you need something cheap to hook buyers and get them to the brand. That’s not going to happen if Focus Active is the smallest car in the line-up.
   Ford is likely to have these on global platforms. But that signals to me a real need to remain strong in R&D. Failing that, Ford is looking to partner up with someone, and it may already have an idea who that is.
   I am speculating here, since I don’t have any figures outlining what proportion of revenue is devoted to that area.
   Nevertheless, this sounds like an appeasement of Wall Street.
   That leaves one concern over nameplates. Ford has successfully introduced nameplates over the years because the product was right: Cortina, Mustang, Escort, Capri, Fiesta and Focus among them. But it has also failed by killing nameplates and replacing them with ones that had no real goodwill, such as Five Hundred and Freestyle.
   Whatever Ford has in mind, I hope for their sake that the new product is compelling, as much as the Mustang and Fiesta were when they appeared on the market. Both emerged in the wake of economic recessions, with Ford innovating because it had to.
   In this century, Alan Mulally’s time at Ford had a measured, sensible approach, where you could understand the future. There are question marks over what Hackett has planned, and usually we have some clue what these new products will be four years out. All I know of is that the Ranger will make it to the US again, boosting truck sales, but that’s hardly an innovation. That’s just filling a market niche with familiar product.
   Will Ford do Brasil come up with something that can be sold in both North and South America? Perhaps the next-generation Ecosport?
   There are lessons in history that shouldn’t be ignored, and Ford has one of the most interesting pasts of any car maker. There is, however, a feeling from the announcement that this heralds a time of retrenchment, as its profits fall globally, and net income in the US rising for the first quarter in part due to a lower tax rate.
   Remember, Isuzu also once thought it was a good idea to stop selling passenger cars and focus on SUVs and trucks. And they’re no longer around in North America.

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Posted in business, cars, China, globalization, marketing, USA | 1 Comment »


A quick read from Prof Stephen Hawking in Wired UK

14.03.2018

The late Prof Stephen Hawking’s interview with Condé Nast’s Wired UK is excellent, and a quick read. For those following me on the duopoly of Facebook and Google, here’s what the professor had to say:

I worry about the control that big corporations have over information. The danger is we get into the situation that existed in the Soviet Union with their papers, Pravda, which means “truth” and Izvestia, which means “news”. The joke was, there was no truth in Pravda and no news in Izvestia. Corporations will always promote stories that reflect well on them and suppress those that don’t.

   That last bit definitely applies to a lot of the media today, especially those owned outside our country.
   The rest makes for a great read as Prof Hawking talks about AI, the anti-science movement, Donald Trump, and what humanity needs to do urgently in science. Here’s that link again.

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Happy birthday: Autocade turns 10

07.03.2018


Above: Autocade can be hard work—and sometimes you have to put up less exciting vehicles, like the 2001–7 Chrysler Town & Country, for it to be a useful resource.

March 8, 2018 marks 10 years of Autocade.
   I’ve told the story before on this blog and elsewhere, about how the site came to be—annoyed by the inaccuracies and fictions of Wikipedia (who said the masses would be smart enough to get rid of the mistakes?), I took a leaf out of the late Michael Sedgwick’s book and created a wiki that had brief summaries of each model, the same way Sedgwick had structured his guides. I received an emailed threat from a well known British publisher (I’m looking at you, Haymarket, and as predicted in my reply, your thoughts proved to be totally baseless) when we started, and 12½ million page views later, we’re on 3,628 models (I think we finished the first day on 12), with our page on the Ford Fiesta Mk VII leading the count (other than the home page).
   Autocade began as a wiki but with so many bots trying to sign up, I closed off those registrations. There have really been about six contributors to the site, all told: myself and Keith Adams for the entries, Peter Jobes and Nigel Dunn for the tech, and two members of the public who offered copy; one fed it in directly back in the day when we were still allowing wiki modifications. I thank everyone for their contributions.
   A few years ago, I began running into people online who used Autocade but didn’t know I was behind it; it was very pleasing to see that it had become helpful to others. It also pleased me tremendously to see it referenced in Wikipedia, not always 100 per cent correctly, but as Autocade is the more accurate site on cars, this is the right way round.
   When a New Zealand magazine reviewed us, the editor noted that there were omissions, including his own car, a Mitsubishi Galant. Back then we were probably on 1,000 models, maybe fewer. All the Galants are now up, but Autocade remains a work in progress. The pace of adding pages has declined as life gets busier—each one takes, on average, 20 minutes to research and write. You wouldn’t think so from the brevity, but I want it to be accurate. I’m not perfect, which is why the pages get changed and updated: the stats say we’re running on 3·1 edits per page.
   But it looks like we’re covering enough for Autocade to be a reasonably useful resource for the internet public, especially some of the more obscure side notes in motoring history. China has proved a challenge because of the need to translate a lot of texts, and don’t think that my ethnicity is a great help. The US, believe it or not, has been difficult, because of the need to calculate cubic capacities accurately in metric (I opted to get it right to the cubic centimetre, not litres). However, it is an exciting time to be charting the course of automotive history, and because there are still so many gaps from the past that need to be filled, I have the chance to compare old and new and see how things have moved on even in my four-and-a-half decades on Earth.
   Since Sedgwick had done guides up to 1970, and paper references have been excellent taking us through the modern motor car’s history, I arbitrarily decided that Autocade would focus on 1970 and on. There are some exceptions, especially when model lines go back before 1970 and it would be a disservice to omit the earlier marks. But I wanted it to coincide roughly with my lifetime, so I could at least provide some commentary about how the vehicle was perceived at the time of launch. And the ’70s were a fascinating time to be watching the motor industry: those nations that were confident through most of the 20th century with the largest players (the US and UK) found themselves struggling, wondering how the Japanese, making scooters and motorcycles just decades before, were beating them with better quality and reliability. That decade’s Japanese cars are fascinating to study, and in Japan itself there is plenty of nostalgia for them now; you can see their evolution into more internationally styled product, rather than pastiches of others’, come the 1980s and on. The rise of Korea, Spain, China, India, Turkey, México and other countries as car-exporting nations has also been fascinating to watch. When Autocade started, Australia still had a domestic mass-produced car industry, Chrysler was still owned by Americans, and GM still had a portfolio of brands that included Pontiac and Saturn.
   I even used to go to one of the image galleries and, as many cars are listed by year, let the mouse scroll down the page. You can see periods grouped by certain colours, a sign of how cars both follow and establish fashion. There are stylistic trends: the garishness of smog-era US cars and the more logical efficiency of European ones at the same time; smoother designs of the 1980s and 1990s; a creeping fussiness and a concentration on showing the brand’s identity in the 2000s and 2010s. As some of the most noticeable consumer goods on the planet, cars make up a big part of the marketing profession.
   The site is large enough that I wouldn’t mind seeing an academic look at industry using the data gathered there; and I always thought it could be a useful book as well, bearing in mind that the images would need to be replaced with much higher-resolution fare.
   For now, I’m going to keep on plodding as we commence Autocade’s second decade. The Salon de Genève has brought forth some exciting débutantes, but then I should get more of the Chrysler Town & Country vans up …

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Posted in cars, China, culture, design, globalization, India, internet, marketing, media, New Zealand, publishing, technology, UK, USA, Wellington | No Comments »


We need to heed the warnings that Harry Leslie Smith gives

26.02.2018

Not that Asian countries get this right all the time, but generally, when a 95-year-old speaks, we (as in many of us with Asian heritage, and by ‘Asian’ I mean a lot of cultures that make up the 3,700 million people on the continent) tend to listen and we revere their experience. And WWII veteran Harry Leslie Smith, who is one of the more active people of his generation, brings us a warning about where Brexit and other developments around the world are taking us.
   The excerpt from his book, Don’t Let My Past Be Your Future: a Call to Arms, in The Independent, headlined ‘Brexit threatens everything I fought for in the Second World War. On my 95th birthday, this is what I need people to know’, makes for sobering reading, and if we don’t heed his words, we could be heading into trouble. Even if you support Brexit, it would still be advisable to read the excerpt and ensure that the future that he foresees doesn’t come to pass.
   Quite telling is this:

Unlike today, no political party in my youth advocated the isolation that Brexit will bring to Britain. Instead all insisted that our military and political survival depended on cooperation and integration with other nations. Yet today, the political descendants of Winston Churchill are turning our nation into a hermit kingdom whose wealth and ingenuity are being squandered for an idealised notion that we are still a mighty power that the nations of the world want to trade with on our terms.

   I have to agree with him there. When a very good friend of mine, whose opinion I respect greatly, and who voted for Brexit, indicated that New Zealand would be at an advantage, I had to point out that even before the UK joined the EEC, our share of trade with the nation was already declining. We had to look for other trading partners, including ones far closer to home to us. While there’s some truth in that UK–NZ ties could be strengthened, don’t expect a bonanza. If our two-way trade with the EU is worth NZ$19,986 million (Treasury figures, year ended March 31, 2017) and the ONS believes the UK alone accounts for £2,500 million (roughly NZ$4,800 million), then some quick calculations (I realize the periods may differ) indicate that the UK accounts for 24 per cent of the total. But the EU, in total, accounts for 14·5 per cent of our trade. In other words, the UK alone accounts for around 3·5 per cent of trade with us. That’s a fraction of what it was in the 1960s, when New Zealand was a sort of Little Britain (no, neither Little Britain nor the historical sense of that term), when Japanese cars were just an occasional distraction on our roads. We have new friends with whom we trade and I don’t think we’re as nostalgic for the days of Empah as Farage, Johnson, Gove et al. We seem to be more realistic, and we realize the war was a long time ago—and we had to be tougher, in part thanks to the UK’s membership of the EEC.
   It’s not just Britain: Smith doesn’t have great things to say about the US president, Donald Trump, either, especially when he recounts the legacy of Franklin Roosevelt.
   And:

The baby boomers were bequeathed by my generation a society built upon a bedrock of personal sacrifice and a commitment to social and economic justice. Yet all of our accomplishments, from the NHS to council housing as well as our unfinished work trying to ensure a more equal Britain, was pawned off by them to the hedge funds, tax-avoiding corporations and political parties that believe governments should be run like businesses.

   Whereas once upon a time, both Conservative and Labour wanted to uphold the institutions that helped make the UK a decent society—as National and Labour did here—modern ideology has changed the right into something that people like my parents—who voted National for decades—simply don’t recognize today. Even in my lifetime, which is less than half of Smith’s, I find some of the ideas that are being peddled mere caricatures of conservatism. There’s a whole generation—let’s call them ‘Thatcher’s children’—who don’t know any differently.
   Smith doesn’t conclude with this in the excerpt, but I will, as I think it’s a strong paragraph:

And now with our nation in chaos over Brexit, and fascism becoming as great a threat to our security as it once was in the 1930s, the majority in this country and the western world sit like the inhabitants of Pompeii the day before Vesuvius destroyed their city and their lives, ignoring the warning calls of imminent destruction.

   Once again, collective memories are incredibly short—which is why older people who have real experiences they can share so clearly need to be listened to. I mean, why wouldn’t you?

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