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The book tells of a dream being fulfilled. It takes the reader along with the author on his journey via a journal that was kept during the adventure. It starts in Indiana, crosses the Atlantic in a ship full of young people, goes to England, Norway, Sweden, Denmark, Germany, Holland, and sails home on a freighter. His attitude changed as the months roll by due to traveling alone in non-English speaking countries. That led him to end his grand plan and head for home. Details include humorous incidents as well as the challenges that arose during three months of travel. The reader will see part of the world and its culture in 1956 through the eyes of one young man.

There have been historically high levels of social contestation throughout the contemporary global political economy for over a decade now. Nevertheless, there are no obvious signs of a post-neoliberal global order on the horizon. In seeking to address this puzzle, this article presents a broadly Marxist framework through which to understand the contemporary global political economy, its contestation, corresponding political articulations, and shifting processes of institutionalisation. In adopting this framework, the article argues that the configuration of pressures in today's global political economy are such that, at best, we can expect and hope for a form of 'weak' progressivism, as the systemic obstacles to more substantially emancipatory outcomes are greater than our current global neoliberal (alienated) society is equipped to challenge. This, however, should not necessarily be a cause for (only) pessimism.

What are the implications for Brexit for manufacturing supply chains? This is the focus of a new open-access paper just available in Regional Studies, co-authored by Alex de Ruyter, David Hearne and Raquel Ortega-Argilés. We look at the impact of post-Brexit trade dis-integration on the automotive sector in the East and West Midlands of the UK as a long-run slow burn process and consider the ramifications for industrial policy and resilience. We suggest these are illuminating case studies given their vulnerabilities to Brexit disruption due to the intricate nature of the auto supply chain's trading relationships with the EU.

Having previously stressed therisks of a no trade dealfor its entire European business model, Nissan has committed to assembling cars at its Sunderland plant –for now at least.

The UK 'industrial strategy' had been purported as a flagship policy for post-Brexit Britain. It was seen as a partial retreat from the 'free-market, limited government' model that had dominated UK economic policy over the last 40 years. Indeed, the 'industrial strategy' was held up as an opportunity for the UK to do things differently, while recognising the state can play a proactive role in shaping markets and enhancing growth. Moreover, while there were nuanced debates about particular aspects of the industrial strategy, it did attract a wide consensus from across business, academia and the political divide.

There was no 'Meal Deal' this week for the UK and EU after Boris Johnson dined with Ursula von Der Layen in Brussels, with the latter saying "we gained a clear understanding of each other's positions. They remain far apart."Sunday is the next 'final' deadline. It may finally be 'final' this time, although given the number of deadlines that have come and gone I wouldn't bet against talks still going down to the wire over Christmas. Think turkey, tinsel and trade.

In a 'normal' recession the economy slows down gradually as confidence wanes. Not this time. So as to stop the spread of Coronavirus and prevent our healthcare system being overwhelmed, the government has enforced a lockdown. In so doing it has deliberately slammed the brakes on economic interactions so as to prevent physical interactions between people.

Europe's major automakers' trade association has called on the European Union toadopt a less restrictive stance on UK auto firms' access to the EU market. The European Automobile Manufacturers' Association (ACEA) –the trade body that represents major EU auto makers –has pressed the EU to "reconsider its position" on the Rules of Origin thatwill be used to decide whether goods will qualify for tariff-free trade, and has warned that elements of the EU's current position are "not in the long-term interests of the EU automotive industry".

Earlier this year the government consulted on bringing forward the ban on petrol and diesel cars from 2040 to 2035. Or perhaps even 2032. Or, so it seems, maybe 2030 if weekend reports are to be believed.

While Jaguar Land Rover (JLR) is still producing cars in the UK (for now), the rest of the UK mass auto industry has effectively shut down, as the devastating economic effects of Coronavirus unfold across Europe, disrupting supply chains and also dramatically reducing demand.

The Budget marked the point at which the government finally recognised what many economists have been saying for years: with low interest rates, government can borrow cheaply to boost growth.