In an appearance on William F. Buckley’s Firing Line back in 1980, newly inaugurated President Reagan was asked his thoughts on a number of key issues. His responses, despite now being 42 years old, remain all too relevant.
He argued for long-term investment in expanding the oil economy in the face of rising energy costs, an argument that Republicans are making once again as Joe Biden’s cancellation of the Keystone XL pipeline has driven gas prices up to eye-watering levels, compounded further by sanctions on Russian oil. On the issue of inflation, he pointed out that “since government causes inflation, government’s the only one that can stop inflation,” in stark contrast with Biden who prefers to leap from calling inflation “transitory” to celebrating it to blaming Trump to blaming Russia.
Perhaps Reagan’s most pertinent words of advice were on dealing with aggressors:
“The United States cannot recklessly put itself in the position where the confrontation does take place. The United States… should make it plain that [the Soviet Union] can run that risk of having such a confrontation, if they continue with their imperialism and this kind of expansion.”
He followed this by stating:
“I think one of the foolish things we’ve done going clear back to the Vietnamese war is telling potential enemies the things we would not do. For example, when President Johnson repeated over and over again that, of course, we would never use nuclear weapons there. I don’t think we should’ve use nuclear weapons there. But I think the North Vietnamese should have gone to sleep every night worrying about whether we would. We shouldn’t tell them the things that we wouldn’t do.”
Reagan faced a Russian state spreading its imperial tentacles, acting through its various satellites as well as through its own troops – a situation that is playing out once again.
Biden’s tendency to rule out action represents a major stumbling block in dealing with Putin, who knows all too well that the West is simply not ready, militarily or otherwise, for a major conflict of any kind. At his meeting in Brussels, when asked if his clear unwillingness to go beyond a proxy war had “emboldened” Putin, Biden replied, “No and no,” as if saying it twice would make it any less untrue. Obama made a similar mistake by talking big with his “red line” threat but failing to follow up with any action. One can hardly blame Putin for expecting the same from Biden as he effectively acts out Obama’s third term.
When Biden does propose any action, as he did when he mistakenly suggested that use of chemical weapons would be met with a response “in kind,” the White House quickly performed damage control. The net result was an embarrassed Biden, a bemused Putin and a slightly nervous free world.
Whatever one may say about Trump, his unpredictability lent him a Reaganesque quality, with his talk of consequences for America’s enemies being followed through with appropriate, often severe, action, as was the case with his targeted assassination of Iranian military leader Qasem Soleimani.
What is most alarming is that Reagan’s advice, given in 1980, has not been heeded by Biden and his team despite his being in politics since 1976. If he had paid attention, he may not have been called “wrong on nearly every major foreign policy and national security issue over the past four decades” by Obama’s defense secretary Robert Gates. Although he had numerous failings, from Iran-Contra to his response to the AIDs crisis, Reagan was the man who helped end the Soviet Union. If history is to repeat itself, as it seems to be doing, perhaps following in Reagan’s example is the ideal course of action.
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The Argument for the Monarchy Should Not Be an Economic One
An unfortunate reality which I am determined to alter is the prevalence of economic arguments for The British Monarchy. Many in The Mallard have wrote fantastic pieces on the Monarchy, for example Xander West’s article exploring of the “Republican Option” was an excellently written and intellectually brilliant piece in its deconstruction of the abysmal yet ever prevalent republican argument.
My issue in this article is not so much the republican argument, but the royalist one. More specifically the economic argument for the Monarchy. This argument often relates to tourism, or other businesses which profit from the Royal Family, and while there are truths and falsities to these arguments in various manners, I believe they completely miss the mark on the advantages of The Monarchy. In fact, I find the inability to assert an effective non-economic argument for the Monarchy illustrates a lack of true respect and support for the most important institution in our Great Nation.
Looking at the world through monetary value alone is a sad consequence of liberalism’s iron grip on society, and the Monarchy for the most part hasn’t escaped this sad reality. Many seek to promote the necessity of the Monarchy for financial reasons, and I believe that this can only be understood as arguing that the main advantage of a car is its paint colour while ignoring the true substance of the vehicle. The Monarchy was never intended to be a money maker, because it was never something crafted or forged to serve the people, rather it was the other way around. This flip of perspective has relegated the Monarchy to the post-metaphysical level, and thus removes it of its core value and its actual importance. In a sense, this switch of the Monarchy serving us as a monetary gain, over the joint relationship of service both ways for a stronger symbol of the nation and its values is in effect cutting the meat off the bone and throwing it all away.
Conservatives are passionately aware of the Monarchy’s true value, and standing, because more often than not we are metaphysical in our thought. We seek to attribute special value beyond materialism, and the monetary nature of our liberal society. The Monarchy is something which goes beyond money, it is a symbol of our nation itself. Not a reflection, an idea which is often asserted. The Monarchy is not a reflection, instead it is the ideal to strive towards. The Monarchy is a guiding force through the calamity of the postmodern world, and all of the consequences which come of it. Our Monarchy is steeped in the legitimacy of the centuries by which it has presided and led our Great Nation. Money is nothing in comparison to our rich history, and special traditions. When our Monarch sits to open Parliament in front of that grand gold display, enacting a tradition centuries old in a building which will soon reach 1000 years of age, something special is occurring. The fibre of goodness which is left in the liberal melting pot of modern Britain comes to the forefront, and when our armed forces march with determination and people fly their flags in pride of their Monarch and nation, the reality of our Monarchy shines brighter than the bleak alternative of a republic.
Tourism and money cannot match the respect, reverence and admiration of the world when they see our Royal Family. Money cannot reach the levels of symbolism and leadership our Monarchy provides. Simply put, our Monarchy is more than money, and to reduce it to such material levels is a shameful reminder and promotion of liberalism’s destructive presence in royalism today.
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We Need a New Edward Watkin
This current period of postmodernity lacks a certain idea of permanence which our forebears once possessed. So much of what this civilisation produces, if one could still deem it such in its hyper-atomisation, is ethereal and consumable in a way that amounts to a sort of permanent revolution. Even those who still build tangible things in this society risk having no legacy. One only needs to think about all the mid-twentieth century modernist and brutalist architecture we destroy, to replace with not too dissimilar glass boxes, when considering the lifespan of today’s skylines or infrastructure.
If civilisation is to thrive once again, we could do worse than looking to a great visionary in our past as inspiration for a better future. I therefore propose Sir Edward Watkin (1819-1901) as an ideal role model for both his repeated proposals of grand projects and the almost surprising feasibility of all of them. I think it is worth first to give a historical account of him, then suggest a grand project based on his ideas.
In short, Watkin was the quintessential Victorian railway baron, yet so much more. The energy he possessed during his life was nothing short of astounding and went far beyond the railways for which he is mainly remembered today, but those achievements remain a good place to start.
From his first position in the industry as Secretary of the Trent Valley Railway in 1845 until the completion of the Great Central Main Line in 1899, Watkin’s presence was felt just about everywhere. ‘The Railway Doctor’ rescued the bankrupt Grand Trunk Railway in British North America and transformed it into the then longest railway in the world. His chairmanship of the Manchester, Sheffield and Lincolnshire Railway forged a vast network of lines across the industrial North West and North Midlands. He drove the Metropolitan Railway deep into the Middlesex countryside and beyond, ultimately creating swathes of London suburbia and a bevy of other towns. He steered the South Eastern Railway through the Panic of 1866 and further expanded it through that part of England. He became director of the Great Eastern Railway in 1868 and drove it out of bankruptcy, employing the help of fellow MP Viscount Cranbourne, later the 3rd Marquess of Salisbury and Prime Minister. He advised on railways in four continents and built the last main line in Great Britain until High Speed One over a century later. I might add that this list, however impressive it might be, is not exhaustive.
The ever-restless Watkin was not content with merely the above. Whilst saving the Grand Trunk Railway, he was enlisted by the Cabinet to take part in talks to create the Dominion of Canada. This resulted in a buyout of the Hudson’s Bay Company, which he personally negotiated after the British and colonial governments refused to do so. Elsewhere, he pioneered the first public parks in Salford and Manchester, as well as the first footpath in Britain dedicated for public use going up Mount Snowdon. Watkin developed Grimsby into the largest fishing port in the world and neighbouring Cleethorpes into a major Victorian resort. In 1894, he opened a large pleasure garden with a football pitch in a rural parish where the sheep outnumbered the people called Wembley. Readers might have heard of it. Again, this list of achievements is not exhaustive, and I am omitting most of Watkin’s political work in this article for the sake of brevity.
However, Watkin’s life and works were not without their faults, of which he is best known for two. The first was the Channel Tunnel, the only link in his envisioned railway from Manchester to Paris which was not built during his lifetime. He and his French counterpart successfully tunnelled 3.6 miles out of 22 under the English Channel before the British government forbade further work in 1882. This was the point when his contemporary critics pointed and said ‘now he really has gone mad’, but Watkin proved it was entirely possible over a century before the modern tunnel commenced digging. The site under Shakespeare Cliff and his twin tunnel design were both adopted in the 1980s. When the machine drilling the current tunnel broke into Watkin’s forcibly abandoned project, the engineers found it was dry after over a century of sitting abandoned.
The second mark against his reputation was the Metropolitan Tower, intended as London’s answer to the Eiffel Tower and the centrepiece of the aforementioned Wembley Park. The winning design from Watkin’s competition was to be 1,200 feet tall, 150 feet taller than the Eiffel Tower at the time, and the tallest structure in the world until the completion of the Empire State Building in 1931. If it had been completed, it would still be the tallest building in the United Kingdom today. Unfortunately, this would-be monument to heroic materialism was scuppered by a lack of willingness from investors to fund such an extravagant speculation. The first stage was finished in 1895 at a height of 154 feet, but a redesign several years prior to cut costs had already sealed its fate. Only four of the planned eight legs of the tower were built, putting too much pressure on the ground and leading to subsidence. Watkin’s Folly, as it had become known, met its fate via dynamite in 1907. Wembley Stadium now stands on the site, with its arch rising to 436 feet to serve as the constant advertisement Watkin had once hoped for his tower.
It is safe to say that if Watkin were on the parts of Twitter frequented by many readers of this publication today, he would be regarded as a radical Anglofuturist. His manifold ambitions demonstrate an absolute faith in the United Kingdom and its future at the forefront of global civilisation. With knowledge of some of his ideas, energy and determination, one can now imagine a grandiose yet entirely feasible project to strike a course away from national stagnation and decline.
We shall call it the Great Central Railway Company, a fitting revival of a name for what one can foresee as the backbone of a coherent and comprehensive railway system for modern Britain. This cannot be a state venture as most modern railway projects have become, subject as they are to hordes of overpaid bureaucrats and special interests. The GCRC would be a private company naturally responsible for every part of its operations and with the logical aim of out-competing Grant Shapps’s reheated British Rail in every way.
It would first be useful to lay out the technical and aesthetic quirks of this company’s core railways. China has been extremely industrious in its construction of very high-speed lines over the past decade or so, thus Britain can and should do the same. Our trains would be the old British-made InterCity stock on steroids, which one shall call the InterCity 325, with a top speed of 325kmh. It might be pandering, but perhaps we should also incorporate some ideas from the Mallard steam locomotive in these trains; it relates nicely that the refurbishment program for the InterCity 225 carriages was called Project Mallard. Aside from being a rather nice shade of blue, its curved front still maintains a surprisingly modern appearance despite it being over 80 years old.
Infrastructurally, this company would not mess around with glass boxes or minor ventures. GCRC main lines would have four tracks as a minimum to separate the local and freight trains from express services. Stations would be of a two-platform island design, plus as many more platforms as needed for express and branch line services. Smaller stations would be built with a dignified but cosy atmosphere in mind, whilst the larger stations would be designed akin to a palace for the people as the Great Central Railway’s Nottingham Victoria once was. I am quite sure this would actually turn out to be cheaper and more visually appealing than doing something artsy with glass and/or steel for the millionth time.
Now for some actual railway lines, of which I shall discuss two focussed around tunnels once thought of by Watkin. We shall start with what could be called the New Eastern Main Line at Dungeness, which Watkin once wanted to turn into a resort town like Cleethorpes, and strike northwest by ‘borrowing’ a rather straight freight line across the Romney Marsh. We shall carry on until Tenterden, whence it would curve slightly to brush by the east of Headcorn and then go on to Maidstone. There would have to be some urban negotiation by viaduct, as there would be in the Medway conurbation, before emerging into the open countryside of northern Kent around Wainscott. It would then move north, go under the Thames to Canvey Island, and begin its whistlestop tour of eastern English towns. It would travel past Benfleet, Hadleigh and Rayleigh (with interchange for London), then Woodham Ferrers, Chelmsford and Great Dunmow before reaching Stansted Airport to its east. Onwards it would go to Royston, Godmanchester and Huntingdon, then Peterborough (with a complete rebuild of its station) before reaching Spalding. In Lincolnshire, it would follow several mostly abandoned lines to Boston, Louth and Grimsby before ‘borrowing’ a couple more lines to reach a tunnel under the Humber at New Holland. We shall stop discussing this line in detail with Hull, with it having achieved Watkin’s plan of connecting Hull with the south, but from there it could easily go deeper into Yorkshire and beyond.
The other line I shall discuss will be the Great Central Main Line, but with a route beyond Watkin’s achievements which shifts this project from being defined by a semi-romanticised past for the sake of the present to defining the very future of this Kingdom. I think a new terminus next door to the original Marylebone but larger is fitting, then ‘borrowing’ the London to Aylesbury line from its current custodians. It would then follow the old railway up through Rugby, Leicester, Loughborough, Nottingham, Sheffield and finally Manchester via the Woodhead Tunnels, but from there we must go further north. It would make its way through Salford and Bolton before reaching Blackburn and Preston. Then it would go in a straight a line as practical near the M6 to Lancaster, Kendal, Penrith and Carlisle before reaching the Scottish border at Gretna. The next leg of this line would see a rather straightforward journey through southwest Scotland, the only towns of note on the way being Dumfries and Newton Stewart. However, at Stranraer we must irrevocably change the political and economic trajectory of the British Isles with a tunnel under the Irish Sea to Larne and ultimately Belfast. There may be a large munitions dump in Beaufort’s Dyke which would merit some praying during construction, but the benefits of joining the two main islands of the United Kingdom, even those which are merely symbolic, cannot be understated.
One could envision the natural evolution of dozens of branch lines serving further towns and cities from just these two lines alone. Indeed, the entire national infrastructure network could reorient itself with just a handful of main lines inspired by Watkin’s vision, prompting a new era of construction which merges the functionality of technology with our primordial desire towards the beautiful. These railway lines would also give many counties much-needed economic relevance through the secondary emphasis on freight, a far more prevalent aim of the railways from Victorian times until Beeching, giving eastern counties in particular the opportunity to have purposes other than being London’s barracks or middle-of-nowheres.
All that is needed is the money and willpower to see this project through. With a new Watkin in our midst, I am sure that we can once again find the willpower, wherefrom the money would follow, to reassert our faith in this country by building something remarkable. I hope readers agree.
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Dawn of the Anglosphere | Boško Vuković
The Queen of Great Britain, Her Majesty Elisabeth II of the House of Windsor, has passed away. Her throne was inherited by her son, and heir, King Charles III of the House of Windsor. As one era ends, a new one dawns. And this new age for the United Kingdom, in essence, began in 2016 AD.
In 2016 AD, a referendum was held in the United Kingdom, one which would decide the fate of Great Britain, as well as Europe. The people of Albion voted to leave the European Union, a bureaucratized international organization which attempts to hold together the various nation-states of Europe. This moment was a historic one, for both Britain and Europe. Since Brexit, Europe is slowly transforming into a Franco-German union, as it naturally should be. Europe can, will and must follow its own historical destiny. The European Union, as it currently stands, may reform or break apart – but a new union will rise to take its place. In his book Imperialism: The Last Stage of Capitalism, the Russian revolutionary, Vladimir Lenin, foresaw, in passing, the creation of a Pan-European Bloc. On the other hand, the great British historian, Arnold J. Toynbee, declared that the next stage of Western Civilization is the Universal State. The European Union is one such state – or at least one of the first step towards it. The United States of America, on the other hand, also play the role of the Universal State in modern Western history, either as a true Universal Empire or its nucleus.
Then, an important question must be asked: what future awaits the people of Great Britain?
Now, when the United Kingdom has left the European Union, it certainly cannot, and will not, go back on its decision. It must not. On the other hand, the proud people of Albion cannot join the United States – and become one of its fifty federal states. Then where does Britain go from here?
There is only one sane decision to make – London must form a new bloc, a new international organization. An Anglosphere, if you will. Some may call it CANZUK. Others have named it as the Imperial Federation, a century ago. A political and economic union between Great Britain, Canada, New Zealand and Australia. This would either serve as Britain’s own attempt towards a Universal State, or yet another step towards a Western Imperium in the making. History will decide. But this Anglosphere would not only ensure the survival of Great Britain, but it would almost certainly guarantee its return as one of the Great Powers of the XXI century, rivaling the likes of the United States, the European Union, China, India and Russia.
Statistically speaking, it would be an enormous political entity. Its total area, somewhere around 18 million square kilometers, would place it as the world’s largest country. Its population of 136 million souls would place it right behind Russia, while its 7.6 trillion dollar GDP (nominal) would ensure its place as the world’s third largest economy, behind the likes of America and China. This new Great Power would possess one of the finest military forces in the modern world, reinforced with British nuclear weapons. Few would dare to challenge such a player of world politics.
Recent polls, carried out by CANZUK International – a think-tank dedicated to realizing such a union – show that the peoples of Australia (73% in favor), Canada (76% in favor), Great Britain (68% in favor) and New Zealand (82% in favor) would strongly support the formation of this quite unique bloc. These peoples share a common language, a common culture, an already integrated intelligence system, as well as a monarchic tradition. Such a move would cauterize the Quebecois as well as the Scottish independence movements, offering them broad autonomy, while maintaining their place within this grand Anglican confederation.
This idea, however, is not without its detractors.
Those on the Left would argue that this potential bloc would be a resurgent British Empire. This type of criticism is not without merit. For many peoples across the periphery of the Capitalist World-System the British Empire is synonymous with exploitation and colonialism. Rightly so, one might add. But the Left forgets one thing – for better (or worse in some rare cases), these countries are now independent nation-states, ready to carry on their own crosses and follow their own destinies, in this age of post-colonialism. Judging the sins of the British Empire is their job. Weighing its influence on their history is their duty. They must navigate the seas of fate on their own, and discover new possibilities for themselves. Thus, although one may criticize the excesses of the British Empire, the modern British man must not allow his judgment to be clouded by guilt. What is done is done. As the Winter Stage of Western History sets in, the people of Albion must look towards the future.
Others on the Left may argue that such a union would be a union of exclusively “white” peoples, excluding former British colonies such as India, South Africa or Nigeria. This argument is quite laughable, though. India, South Africa and Nigeria, as well as many other former British colonies, belong to different Cultures and Civilizations – while Great Britain, Canada, New Zealand and Australia are a part of Western Civilization.
For the heirs of Albion there can be no further discussion about this topic. The question is not about what is right or what is wrong – but what is necessary. The establishment of an Anglican Union should be the first, and foremost, goal of any rational British leader. And this goal, this ambition, should be endorsed by the Crown. Only then will the great nation of Britain reclaim its former glory, its last moment under the proverbial sun, in this Last Age of the West – before its inevitable end.
If His Majesty, King Charles III, alongside the British Government, decides to take this road towards the unification of the United Kingdom and its Daughters – he will go down in history as one of Britain’s greatest monarchs. As a connoisseur of Perennial Traditionalists, such as Rene Guenon, King Charles III knows what future awaits – not only the West, but the entire world as well. History has entrusted to Charles III a great Destiny.
Britannia must rule the waves – otherwise Britons shall become slaves. To whom it matters not.
The Hour of Decision grows near.
Time is of the essence.
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