息子は成田ー上海ー士篤恒と往き、士篤恒－巴里ー上海ー羽田と戻るらしい。東方航空が一番安いのだろう。
細君には同じようなポスドク息子を抱えた元JALのスッチーの電話友達がいる。元スッチーに東方航空の話をしたらお金を出してあげてJALに乗せてあげなさいと説教されたとのことだ。元スッチーの息子は桑港に学会で出掛けたそうだが、支援してJALに乗せたそうだ。
携行品がバックパック一個だけだったと話したら、“物理学会はTシャツで会議なのよ！”と世情を教えられたそうだ。
私は朝から、掃除、カーテンの洗濯、窓拭き、蒲団干し、料理の手伝いと忙しく、そして疲れた。細君の昼寝の間に“ときわ”で一杯の元気もなく、細君同様に昼寝をいたした。
息子もエコノミークラスなら私の座椅子もエコノミークラスであります。本格隠居の折りにはビジネスクラス座椅子にアップ・グレードしたいと思っております。
はるかまで旅していたり昼寝覚(森澄雄)
今日は一歩も外にでなかったので酒も呑まず煙草も吸わずで過ごせました。
朝日俳壇で
遠花火火星が一つ残されし(藤嶋務)
を書き留めました。どうでもよい句ばかりになってしまった朝日俳壇で輝いている句だと思います。
この句で、
間断の音なき空に星花火(夏目雅子)
を思い出しました。
今日のコチコチ読書は、
Who keeps Britain’s rail lines afloat? － by Frank Viviano Feb 16 2018 外国資本(政府)による英国鉄道網の支配
と云うopinion記事を読み始めました。
サッチャ－が民営化を始めて売り払った結果、英国の交通網は外国の政府や国家企業に買収されてしまったそうです。
LONDON
The privatization of public services “was one of the central means of reversing the corrosive and corrupting effects of socialism,” Margaret Thatcher wrote in her memoirs. “Just as nationalisation was at the heart of the collectivist programme by which Labour governments sought to remodel British society, so privatization is at the centre of any programme of reclaiming territory for freedom.
Those sentiments fueled a sell-off that put nearly every state-owned service or property in Britain on the auction block in the final decade of the 20th century, eventually including the country’s expansive public transportation infrastructure. Enshrined by parliamentary acts under Mrs. Thatcher and implemented by her two immediate successors, John Major, a conservative, and Tony Blair of New Labour, the gospel of privatization was embraced by leaders around the world, notably including Mrs. Thatcher’s closest overseas ally, President Ronald Reagan.
In the realm of transportation, that gospel was soon betrayed by its own chief disciples. Put simply, there were few private-sector buyers with the expertise and deep pockets necessary to maintain control of transit system that serves approximately seven billion passengers per year. With minimal transparency, operational ownership of the network of train and bus lines that crisscross the 607-square-mile sprawl of Greater London, linking it to the far-flung corners of Britain, was peddled in bits and pieces by the British state or acquired in corporate takeovers.
But the new bosses were not private, business-savvy British firms. By 2000, the masters of British public transit － thanks to a scheme that was intended to replace state waste and sloth with soundly capitalist business principles － were foreign governments, most of them members of the European Union.
In short, the privatization devolved into a devolve facto re-nationalization － but under the direction of foreign states － that somehow went largely unnoticed.
