You can read about Winston Churchill’s career on the internet. I’d like rather to indulge in the remembrance of a friend.

We met through the post forty-two years ago, when he became the third honorary member of the Churchill Study Unit, after his grandmother and his father. The latter had only just sent a letter of encouragement to our little group of stamp collectors when he himself died. It was June, 1968. In sending condolences, I asked him to take his father’s place. He accepted, adding, “It is consoling to know so many share my loss.”

And for four decades “Young Winston” was a stalwart supporter, friend and a collaborator on projects too numerous to recount. While kidding him that he was fast getting to be the “Not-So-Young Winston,” I felt he was timeless, always there for us: encouraging, prodding, donating, participating. My grief at his loss, far too soon, is deeply felt.

He gave us permission to publish his grandfather’s articles and speeches in Finest Hour. He appeared for speeches and presentations, from conferences to our Churchill Tours of England. He officiated at joint ceremonies like the commissioning of USS Winston S. Churchill, the American Veterans Center, our 2006 Churchill Lecture. When we founded The Churchill Centre in 1995, he was among the first to contribute to its endowment. He freely allowed his signature to be used on solicitations, most recently in a letter asking lapsed members to renew, which, eerily, was received by some after his death.

Like his father, he preferred to communicate by telephone, announcing himself with a cheery “Winston here!” He would call to tell of his adventures, from flying desperate medical missions for St. John Ambulance Air Wing to exploring scenes of his grandfather’s exploits—like the Malakand Pass, where he rode in an armoured car accompanied by soldiers armed to the teeth.

On one of his trips to New England, when promoting his book of Sir Winston’s writings about America, The Great Republic, we took him to visit Plimoth Plantation. There he accosted an Indian, assuring him they were related, “since my grandfather was part-Iroquois.” Back in the car I let him have it: “Winston, you’re as Iroquois as my cat!” “If you’re so smart,” he said, “prove it. Meanwhile it’s my story and I’m running with it!”

When I first visited him in London, he showed me his personal memorabilia. Here was the peerless Orpen portrait of his sad grandfather after the Dardanelles; an ornamental table once owned by John Churchill First Duke of Marlborough; a collection of WSC’s works, all first editions inscribed by his grandfather. I was a Churchill bookseller at the time, and he wanted to know what I thought of his collection. “Well,” I said, “you’ve made a fair start…..”

We had several literary collaborations. When he assembled Never Give In!, his collection of Sir Winston’s best speeches, I was able to dig out some obscure ones he needed, like his grandfather’s remarks in Durban after escaping from the Boers in 1899. His writings appeared in Finest Hour, most recently in recounting the heroic contributions of Poles in World War II, in issue 145.

Our closest “combined operation” was Churchill By Himself, the quotations book I couldn’t have produced without his permission. Winston provided his grandfather’s words, I provided editorial notes. This, I assured him, would be “a production to rival South Pacific: music by W. Churchill, lyrics by R. Langworth.”

There were amusing adventures, like his call for “cigar quotes” for a company producing a new Churchill corona. I supplied the quotes and he asked if I wanted to be paid. “Yes,” I said, “with a box of cigars.” Sniffed Winston: “I don’t touch the dreadful things myself, but there’s no reason you shouldn’t kill yourself if you wish.” The box duly arrived with the price still on it, and I was temporarily elevated to smoking a twenty-five dollar corona, courtesy of my friend in London. (Recently I gave one to a Bahamian pal, its elaborate band sparkling with a red and gilt Churchill coat of arms. He looked as if he’d received a knighthood.)

It struck me as odd that some obituaries referred to Winston as a right-wing Member of Parliament. Like his father and grandfather, his views were too complex to be pigeonholed. True, he broke with Mrs. Thatcher on handing over Rhodesia to a repressive dictator; he deplored the skinning-down of Britain’s armed forces; he worried publicly over unrestricted Commonwealth immigration and the muslimization of his country. But he was also pro-Europe; he strove for a more classless society. And last year, when Barack Obama’s Cairo speech was widely regarded as a surrender, Winston hailed it as a courageous breakthrough in American foreign policy.

It is all too easy to compare him to his grandfather and lament that he (or his father) were not equally great. Who was? It is most awfully untrue “that no acorn grows under a mighty oak.” There are just as many progeny of the great who did better than their parents (beginning of course with Sir Winston himself). For every “Randolph” there was a “Winston”—among the Buckleys, the Chamberlains, the Kennedys, the Salisburys, the Roosevelts, the Rothschilds, ad infinitum. It’s simply wrong to say on this basis that his life was futile. Ultimately, most lives are.

It’s gratuitous as well to compare him to his female relations, since in those years, women were expected to mind their own business and perpetuate the family. The Churchill women who exceeded that role did so through their own talent and character. Much more was expected of the Churchill men—more, perhaps, than could be expected of anyone. The onus was upon them both: Randolph, only son of Winston; Winston, only son of Randolph.

And yet, with their pens, Winston and his father could reach heights matched by few. Were they great journalists? Read Randolph’s first two volumes on his father; read Winston’s biography of Randolph; read their joint book on the 1967 Arab-Israeli Six-Day War. The question answers itself. Winston lived life large, in a way most of us would envy. In London and Washington, he knew everybody, just like his mother. As they said of Alistair Cooke: “He could reach back, reach forward, and make the connections. He was always, triumphantly, in touch.”

Concerning his grandfather, Finest Hour once quoted Shakespeare’s Malvolio: “Some men are born great, some achieve greatness, and some have greatness thrust upon them.” Winston was one of those whom people tried to thrust greatness upon. He shook it off by being himself—not what his father’s and grandfather’s generations thought he was obliged to be.

His record was one on which I think he is content to be judged. Having no doubt about the verdict, it seems appropriate to conclude with another quote from Shakespeare, whose Hamlet recited lines about his father which his friends and family may come to say about Winston Churchill: “He was a man, take him for all in all, I shall not look upon his like again.”

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Long Island Revisited

15 February 2010

in Bahamas

Deans Blue Hole

2-6 February 2010— Four days of bicycling and touring Long Island, Bahamas with Arrington McCardy and John Birtzen, while Barbara Langworth drove the SAG wagon (sports & gear)–a clapped out, righthand-drive Mitsubishi wagon that didn’t let us down. We stayed at Arrington’s cousin Marvin’s “Bistro Garden” at Deadman’s Cay, a little B&B with nice accommodations if occasionally spotty on hot water. Delicious omelettes or Bahamian grits and whatever (including sardines, if you insist) for breakfast and our choice for dinner. We opted for grouper, seafood pasta, one night out (our anniversary; mutton and steak at Harbour View in Clarence Town) and more of Marvin’s wife’s seafood pasta Saturday night, made with garlic and oil and piles of crawfish and conch. Transport, accommodations and food cost the two of us under $800.

The Tropic  of Cancer runs through the northern end of the island, so for most of the time we were in the Torrid Zone–and torrid it was. Blazing heat all four days, and we were beat at the end of each day, sleeping ten hours a night. Saturday wound up with a cold front that brought a torrential downpour (unfortunately it did not extend as far north as Eleuthera). Next morning we flew LI-Nassau-Governor’s Harbour via Bahamasair, and landed in cool breezes which are with us yet. (The bikes returned a week later via the Island Link to Hatchet Bay, Eleuthera, and home. We don’t need to see a bicycle for a few days…)

Tuesday 2 February: Up at 4am to catch the sturdy wood-hulled Current Pride at Current, Eleuthera, four hours to Nassau, complete with the usual pea-shucking, hymn singing and non-stop chatter from Bahamian wordsmiths. In Nassau, a four-hour layover, then the overnight Island Link to Simms, Long Island, sixteen hours. Both trips on smooth seas. Note: the first shed on the right on the dock at Potter’s Cay dispenses large portions of $9 conch salad, made with live conch while you wait. Bought baked chicken for onboard dinner. “The movie” was Meryl Streep and Alec Baldwin in “It’s Complicated” (recommended). Slept the rest of the voyage in cozy bunks.

Wednesday 3 February (45.5 miles): Arrived Simms, L.I. at 9am with barely enough water under the shallow-draft “Island Link” to nudge into landing. Marvin arrived with the SAG wagon for Barbara and we biked north twelve miles to the Adderley Plantation, whose walls, hearth and window openings mostly still stand. Local historians have done a great job cleaving away the bush and labeling all the surrounding plants with common and Latin names and listing their properties as bush medicine. Adderley began in 1790 and is still in the hands of descendants, who hope to keep the remains as they are for history. Back down to Deadman’s Cay in the afternoon against a stiff headwind blowing unnaturally from the south. Only one potcake encounter, and we outran the mutt.

Thursday 4 February (43 miles): Long Island is much flatter than Eleuthera, a lot less traffic, only 4000 population, less spectacular scenery but far more handsome architecture, especially churches. Not as much scenic vistas or shoreline visible from the road, but very friendly locals. We rode south to Dunmores, looking for another plantation lost in the bush, then back to Clarence Town, the “capital.” After lunch, we swam in Dean’s Blue Hole, a giant funnel, the deepest blue hole in the world, with sapphire blue water in the middle. It goes down 663 feet in the middle of a shallow cove no more than wading depth.

Hamiltons Cave

Friday 5 February (15 miles): A morning trip to the Blue Hole, of which we couldn’t get enough. Found many tellin shells unscathed by the surf, including rare sunrise tellins. Back to Deadman’s, then rode south to Hamiltons, about seven miles away, to meet Leonard Cartwright for a guided tour of Hamiltons cave, which is on his property. This is three times the size of our own Hatchet Bay cave and virtually without graffiti or other human destruction, unlike ours—incidentally, this is true of Long Island generally. People take more pride in their houses, however humble. The cave must have been a walk-in condo for the Arawak Indians, with huge galleries and “ceiling holes” open to the sky, giving plenty of light and ways for fire smoke to exit. There’s a freshwater spring, spectacular stalactites, and some stalagmites have formed benches and tables. See photos on the Long Island website.

Sat 6 Feb (20 miles): Arrington visited a friend up north while John, Barbara and I stowed bikes in the car and rode to the end of the island. A stiff southwestern wind was blowing across the beach, and it was too early for Susannah Martinborough, an island character, to open the “Goat Pond Bar.” We  drove back to aptly-named Hard Bargain; while Barbara found another cave, we unloaded the bikes and powered north, thinking we’d have the wind behind us. What we got was the wind off our left flank, gradually working around until it was in our face again. No nasty potcakes this time. What kept us going was the prospect of another helping of conch salad, which we’d had the day before, from roadside vendor, Sean Cartwright, who uses all the right stuff: live conch, green peppers, onions, tomatoes, goat peppers for zest, sour and sweet orange and lime juice, $10 for a big foam bowl. Just superb.  We logged 125 miles slowing down from last year’s pace, making more time to take in the sights. Still we didn’t do all we wanted to do, like exploring the causeway and outer banks road on the eastern side.

Click here for last year’s visit.

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Why Studebaker Failed

15 February 2010

in Automotive

I have your book Studebaker 1946-1966 originally published as Studebaker: The Postwar Years. As an employee of the old company at the end in Hamilton, Ontario,  it brought back memories of many old Studebaker hands: stylists Bob Doehler and Bob Andrews were good friends about my age.

I am looking forward to the last chapter discussing how Studebaker went wrong, especially since I also have theories. It would fun to compare notes. I am on a panel in Phoenix/Glendale next June and made a PowerPoint presentation to the Avanti Club in 2006. My grand finali was your a quote from your book: “For many years, Raymond Loewy Associates would be the only thing standing between Studebaker and dull mediocrity.”

P.S. Like you I  owned a 1962 Gran Turismo Hawk, a surprisingly impressive car. I drove it back and forth to Hamilton when we were working on the last 1966 production Studebakers. I put a ‘53 Starliner decklid on it and ‘54 Starliner wheel covers; I thought each addition was an improvement. —B.M., via email

1962 Gran Turismo Hawk: Brooks Stevens' ultimate facelift of the great Studebaker hardtops and coupes, it could be traced back to the 1953 Starliner.

Thanks for the kind words. My GT Hawk was one of the best cars I ever owned: fast yet easy on gas, stylish, fun to drive. It leaked oil and the famous “flexible frame” was a little creaky, but it was a satisfying car, if overly susceptible to the dreaded tinworm.

At the end of my book is a list of what Studebaker did wrong, begininning with chairman Paul Hoffman accepting every union demand after World War II. James Nance, the last president of Packard, who purchased Studebaker in 1954, told me: “The trouble with Studebaker was that they wouldn’t take a strike. Everybody else took strikes after the war and reasonable compromises were reached on wages and benefits. Studebaker didn’t, and they never caught up.”

What Nance and Packard didn’t know when they bought Studebaker—but learned to their horror when Packard’s accountants finally got into the books—was that Studebaker’s break-even point by the mid-Fifties was 50,000 or more cars higher than their volume in their best year on record. A Studebaker designer told me he once priced the 1953 Starliner using General Motors costings—and found that GM could have sold the identical car for $300 less (which was a lot more then than it is now).

Studebaker proved the albatross that dragged Packard down with it, making it impossible for Nance to find the finances to bankroll the highly competitive all-new 1957 line that might have allowed Studebaker-Packard to go on longer than it did.

1953 Studebaker Starliner: Designed mainly by Bob Bourke, it was probably the single most outstanding American auto design of the Fifties, a tribute to Raymond Loewy's vision and eye for talent. (raymondloewy.org)

And yes, Raymond Loewy, for  all his posing as the actual  creator of styling triumphs like the 1953 Starliner and 1963 Avanti, was the key to the cars being as disctinctive as they were. He had an eye for talent and hired and directed fine designers, such as Bob Bourke (Starliner) and Bob Andrews, John Epstein and Tom Kellogg (Avanti).

Studebaker’s sales and marketing people blunted those good designs by inept planning and promotion. In 1953, for example, they built a surfeit of sedan models, finding to their shock that people mainly wanted the beautiful Starliner hardtops and Starlight coupes. Their production mix was the exact opposite of what the public desired.

1964 Lark Wagonaire: Brooks Stevens had the clever idea for a sliding rear roof, enabling bulky items to be hauled easily. (autoweek.com)

But Studebaker’s styling was consistently good. Trying to save the rump company in the Sixties, President Sherwood Egbert hired Brooks Stevens, who deftly facelifted the Lark and Hawk, and came up with novel ideas like the sliding-roof Wagonaire station wagon—but these were all reskins of the 1950s models. Stevens and Loewy then offered  exciting ideas for all-new designs for 1966 and beyond, but by then it was too late. Studebaker shut down its main factory in South Bend, Indiana, in 1964, and the Hamilton Ontario plant closed after building the last 1965-66 models. But no—Studebaker didn’t have to fail.

Raymond Loewy, Sherwood Egbert and the 1963 Studebaker Avanti: basis for Loewy's new-generation Studebaker proposals for 1964 and beyond.


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I’m currently analysing a few of Churchill’s speeces for an academic paper. After listening to the audio files and reading along I found a lot of paragraphs which were left out in the radio speeches. It’s especially evident in “Their Finest Hour” from June 18th, 1940 where only a fifth of the text made it to the radio. At one point it sounds like the audio file has been edited. Were the audio files full radio speeches or just excerpts? —N.K., Copenhagen

What you are listening to is likely a postwar recording of speeches Churchill made for HMV/Decca, which were edited and truncated in later versions. However, the June 18th speech was rebroadcast in full by Churchill that evening over the BBC.

Levenger’s book, The Making of the Finest Hour, includes a CD containing the full broadcast. But many Churchill Speech CDs, and LPs before them, contained only excerpts. Some of these were taken from the BBC broadcasts, but most were recorded by Churchill years later.

No recordings were permitted in the House of Commons at that time, leaving us with two inferior possibilities: Churchill’s broadcast speeches over the BBC, or in some cases postwar recordings, both of which—said those who heard them in the Commons—lack the fire of the originals.

See Sir Robert Rhodes James, “Leading Churchill Myths: ‘An Actor Read
His Speeches over the Wireless,’”
Finest Hour 92, posted on the Churchill Centre website.

Sir Robert noted: ‘Problems then arise from the records, Harold Nicolson lamenting that it was necessary to bully Churchill into broadcasting, and, referring to a June 18th broadcast, “he just sulked and read his House of Commons speech over again.” Nicolson was Information Minister at the time. Churchill never liked broadcasting, but there is no evidence whatever that he was replaced by anyone, and speech researchers have confirmed this.’

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Would you happen to have any inside information on when, if ever, the BBC will release “The Valiant Years” documentary in DVD format? Various rumors continue to circulate on the Internet but there doesn’t appear to be any source with definitive information. —H.A.

It has been in the thoughts of many to reproduce Jack Le Vien’s famous documentary. Although a shorter production, “The Finest Hours,” narrated by Orson Welles, has been reproduced on a commercial CD (left), the multiple-part “Valiant Years” has not.

I have “The Valiant Years” on a set of VCRs which a friend recorded from a 90s re-run on the A&E Network. I guess I should convert them to CDs. Of course they are dated. My impression is that they shade heavily into the hagiographic. But the film footage is fantastic. Richard Burton hated Churchill, but this is not apparent in his narrative, or in his later role as WSC in the original “Gathering Storm” production.

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