johnwvincent

Link Box

It’s the petite agricultural tractor commonly known as the Little Grey Fergie

The Mendip Hills in Somerset are known for quarrying. A variety of rock types end up in construction and road building. For farmers, not far under the soil that rock is both good and bad. When it comes to grazing land and the annual ritual of haymaking, hard rock is a menace to machinery.

I’m going back in time. I did this, this week. One or two memories flashed through my head as I walked around the vintage tractors at the South of England Show[1] in Ardingly, West Sussex. I’m glad I went on Friday. A large agricultural showground in the heat of this summer weekend must have been quite testing. It was dry, hot, and breezy on Friday. Every other stall was selling hats. It was a day for suncream and plenty of drinking water.

There was a good selection of livestock at the show but no poultry, for obvious reasons this year. Bird flu. The animal numbers were not large, as they might have been in former times, but the quality was clear to see. Sitting under the shade of a large oak tree watching the pigs being judged was more entertaining than it sounds. Pigs have a mind of their own, and go the way they want.

In the 1960s, farm machinery was miniature in comparison with the massive high-tech machines on display to serious buyers. It was basic. Much like the cars and vans of the time. An average village mechanic could fix just about anything. Everything was manual. Everything was raw metal. Everything wasn’t made for comfort, or safety for that matter.

Seeing the simple cast iron seat of a Fordson Major[2], the contrast with an environmentally controlled tractor cabs of today couldn’t be starker. That said, there’s something to love about these heritage farm machines. Often lovingly restored, cherished by their owners and worth more than you would imagine. It’s the petite agricultural tractor commonly known as the Little Grey Fergie that I’m remembering. My granddad had one. A Ferguson TE20 to be precise[3]. And it was grey, or was it red?

On the A371, south of Shepton Mallet, Somerset is a small hamlet called Prestleigh. It was a regular haunt of my early childhood. Yew Tree Farm consisted of an ancient farmhouse on the west side of the main road and buildings and a yard on the eastern side of the road. The farm gate was in a treacherous place. On a corner, on a steep hill. In my time, my grandparents sold the farmhouse and built a bungalow to the south of the farmyard.

As far as I recollect, it was a small business that ticked over keeping my granddad busy. He was an avid gardener too. Nothing is flat in that part of the Mendip countryside. The rolling slope of the land formed a shallow valley. You couldn’t avoid the local landmark. The Somerset & Dorset railway traversed the valley by an impressive viaduct. Granddad’s fields went up to the railway and to the other side of the viaduct.

Yes, some of my early childhood conjures up images of The Railway Children. The steam trains trundled along that line until 1965. After that it was a place for us to explore and have mini adventures. It’s more the stories of steam trains than the trains themselves. It’s difficult to believe that the trains acted as a time piece for the countryside. Daily trains signalled milking time or teatime.

Back to stones. Sharp limestones. They littered the field above the Prestleigh railway viaduct. When it came to mowing that field, the abundant stones would blunt the blades of a cutter bar mower[4]. They could do a lot of damage.

There was a job for the Little Grey Fergie, my granddad, my brother, and me. He had two energetic young boys in his service. He’d drive the tractor at a snail’s pace across the field. We’d jump in and out of the link box on the back. Strong summer sun turned the grass brown.

Arm outstretched granddad pointed out the bigger stones and, like a couple of retrievers we’d run off, pick them up and then stash them in the tractor link box. It was the task of Sisyphus[5]. There was no beginning and no end to the task. The sun backed ground brought stones to the surface every season. At the end of the day we measured our work by the weight of the link box.

That’s what the vintage tractors at the South of England show reminded me of, amongst other childhood farming memories of an era gone forever.

[1] https://www.seas.org.uk/south-of-england-show/

[2] https://heritagemachines.com/tractors/the-fordson-major-story/

[3] https://www.coventrytelegraph.net/news/coventry-news/massey-ferguson-coventry-manufacturing-giant-15739539

[4] https://www.pinterest.at/pin/121034308718777099/

[5] Sisyphus is punished in the underworld by the god Zeus, who forces him to roll a boulder up a hill for eternity.

Stomping off

Boris Johnson is going from the green benches but, like it or not, he will still be with us as a voice for Brexit

Middlesex is a place that isn’t a place. When I lived in the English town of Staines, the postal address would often have Middlesex as the county. In fact, Staines is in the county of Surrey. History, and former administrative boundaries still echo into the present. It’s not confusing for postmen and women but for anyone unfamiliar with that part of the world, it’s strange.

Uxbridge is in Middlesex, or it was in past times. In electoral terms, the UK Parliament constituency of Uxbridge and South Ruislip [1] is a marginal seat. It’s that far west boundary of London.

Uxbridge is a university town. Uxbridge has a London tube station.

During the 2016 UK referendum on European Union (EU) membership, I stood with local students at a table in the street outside Uxbridge’s tube station. We had lots of interesting encounters with residents talking about what would, or would not happen if the Leave campaign won the referendum. If I remember rightly, the disposition of people we met was about 50:50.

A conversation with one local businesses man turned out to be quite revealing. He put it like this – my head tells me to vote to stay in the EU, but my heart tells me to vote to leave the EU. On the day, for a majority it seems that the heart won out over the head. The consequences of that vote we all now know.

Uxbridge and South Ruislip is in the News. Projections focusing on the next General Election are confident that the Parliament constituency will flip from Conservative to Labour. The polls show a highly likly swing.

That would mean that Boris Johnson’s time as Member of Parliament (MP) would come to an end with electoral defeat next year. So, the current News that Boris Johnson has resigned as a Conservative MP is not such a surprise to me. Usually, an MP in such a position does what’s called the “chicken run”[2]. That is, they get selected as a candidate in a more winnable seat so that they can retain a career in Parliament. Boris Johnson has moved seat before.

Boris Johnson is all about drama. Boris Johnson is all about exceptions. Stomping off and ranting about the unfairness of his enemies is designed to get weekend newspaper columnists filling pages about him. He’s never going to go quietly. Even outside the House of Commons there’s always going to be a well-paid pulpit for this torrid man. The loud noises he makes appeals to a section of the country, much as Trump does the same in the US.

Middlesex has gone but it’s still with us. Boris Johnson is going from the green benches but, like it or not, he will still be with us as a voice for Brexit. The reality is that the Conservative Party is split. Broken apart by in-fighting. It’s in chaos. In a way, there is a parallel with the mid-1990s. Disputes over our place in the world, and Europe continue to fracture our politics.

POST: It has been noted that there’s no former UK Prime Minister in modern times who has so strongly attacked Parliament’s institutions and former colleagues as Boris Johnson. How British voters will respond to his victim narrative will play out next week.

[1] https://members.parliament.uk/constituency/3817/overview

[2] https://www.spectator.co.uk/article/are-mps-doing-the-chicken-run/

People

You can apply this to health, transport, and a multitude of successful industries.

When the subject of staff shortages, and generally that’s qualified staff shortages, comes up, and a government minister is put in the spotlight the answer that comes back is no more than evasion. It’s a shrug of the shoulders and an irritated retort along the lines that Brexit has happened. They may go for the sympathy vote in emphasising how hard the last six years have been in Parliament. What follows is a vague illusion to the opportunities that are now available to the UK because of Brexit.

What’s sad, is they will then quote a small step that has benefited the UK but then neglect to say that such a step should have happened regardless of Brexit. The lack of intellectual rigour is growing. Conservatives are so deeply embedded in the Brexit mirage that they readily clutch at straws. This constant blindness hinders access to the real opportunities. The real opportunity is to move on.

If the UK is to be best positioned to exploit the new technologies that are advancing rapidly, we need to rediscover partnerships. We are well positioned, given the history of the post-war period, to be a significant player in the technology-based industries. UK academia has a lot to offer too.

It’s a global marketplace. That means there’s the need for people to move. Not always permanently, but to move to best use their specialise knowledge and skills. In that pattern of movement, we should not have unnecessary restrictions for British people to work in Europe, or the reverse.

There are lots of people and organisations that want to do trade with the UK. What they don’t want is the stone wall of British politicians who echo thin Brexit rhetoric at every opportunity. There’s also a mindless compulsion to be different for the sake of being different. British pragmatism has been submerged under a shadow of the last six years.

There’s some light over the horizon. Certainly, amongst most of the public there’s a dismissal of sloppy Brexit benefit agreements. There’s a groan. Our collective experience shows that sloppy political thinking falls into ruin when faced with reality. A General Election will be welcome. It needs to be a generational election. That should mean a sea change in the population of Members of Parliament. Let’s see a new generation stand and get elected.

UAP

….none of us are familiar with the variety in shape and size of flying machines currently being designed and developed for general use

There was a time when anyone raising the issue of the potential for an asteroid to send humans back to the stone age was mocked and derided. Anyone bringing apparent sci-fi plots into Parliament was jeered. Now, the subject is studied with intensity and considerable resources. The probabilities of Near-Earth Object[1] (NEO) impact is calculated, and small asteroid and comet orbits are monitored in detail.

Really bad films, like the one starring Bruce Willis have a lot to answer for. That space between fiction and reality gets filled with more than a few eccentrics and conspiracy theories. Trouble is that gives you, and me licence to smirk anytime cosmic occurrences come into discussion.

I must admit I like the term Unidentified Anomalous Phenomena (UAP) better than UFO. They are airborne phenomena, they are unidentified until we know better, and they are anomalous. Although, most reports are attributed to things that are known, even if they are rare events. Some are pooly reported and only scant evidence is avialable.

Discovering all there is to know about such airborne phenomena is a matter of both safety and security. However remote it might seem, part of this is the safety of aircraft in flight. I know of no examples of extra-terrestrial objects colliding with aircraft but it’s not impossible. I’m reminded of that classic picture of a bullet hitting a bullet in-flight and fusing together. It’s from the Battle of Gallipoli.

We might be entering a new era of transparency in the scientific study of UAP. This is a wholly good thing and highly necessary given the coming expansion in the number of air vehicles in flight. If Advanced Air Mobility (AAM) is going to do anything, it’s going to led to an increase in aviators and public reports. For one, none of us are familiar with the variety in shape and size of flying machines currently being designed and developed for general use. It’s likly that red and green lights moving through the sky at night is going to prompt public reports of the “unknown”.

Perspective plays a part too. A small drone close can look like a large airship at distance. As environmental conditions change so the perception of airborne objects can change dramatically. So, what we might observe and confidently attribute to be a drone or helicopter or aircraft in-flight is not always definitive. Applying disciplined scientific analysis to the data that is available has benefits.

Given that our airspace is likely to become ever more crowded, NASA’s study[2] of UAP has much merit. Recognising that resources are needed for this work is a lesson most nations need to learn. We can sit on our hands or giggle at the more ridiculous interpretations of observations, but this kind of reporting and analysis will be advantageous to aviation safety and security. It’s part of giving the public confidence that nothing unknown, unmanaged or uncontrolled is going on abover their heads too.

POST: UFOs: Five revelations from Nasa’s public meeting – BBC News

[1] https://neo.ssa.esa.int/home

[2] https://www.youtube.com/watch?v=bQo08JRY0iM

Information

The issue is how far do you go and who makes the decision as to what’s relevant?

Investigation is about learning. In every crisis, accident, or major event some things will be done well, and things will be done badly. In essence a good investigation needs to extract, from all the available information, the lessons to be learned. Putting on record what happened and why will help those who face future events.

If there’s a role in apportioning blame or liability it needs to be made explicit. The problem is obvious. Inclination to avoid blame or liability may motivate contributors to an investigation to be less than frank or cooperative with the process. Independence and respect for privacy can help alleviate fears that information could be misused.

An inquiry, or investigation needs a complete narrative of what happened and when. It’s a fundamental part of establishing the grounds on which the process can proceed to a conclusion. If that narrative is inaccurate or missing information or manipulated the results of the end process may be deemed questionable.

The bizarre situation of the moment is that of a government, who sets-up an inquiry is fighting that same inquiry. Defending the government’s decision to hold back certain information, the argument is put forward that some information is “unambiguously irrelevant”.

Most of us would agree that Boris Johnson’s shoe size might be deemed irrelevant. The issue is how far do you go and who makes the decision as to what’s relevant? Should a party under investigation, namely the government, be the entity to make the decisions on relevance?

For the sake of objectivity, I’d say that it’s for the leader of an inquiry or investigation to determine what’s relevant. To argue against that position is to suggest some potential indiscretion or failure of the process may result in unnecessary embarrassment of those making submissions. That demonstration of suspicion and lack of faith in the inquiry or investigation process may go some way to undermine its purpose.

The Cabinet Office would do well to consider if it’s serious about learning lessons from the COVID pandemic. What is certain is that there will be another global pandemic. Now, that may not be for a decade or several decades, but it’s inevitable. Better the country be prepared. Better there be prevention of avoidable errors.

POST: Boris Johnson at risk of losing Covid inquiry legal funding, Whitehall warns | Financial Times (ft.com)

Happy Birthday EASA

Happy Birthday EASA. 20 years is a good age

For me, it was a peculiar day in July. It was a baking hot Brussels. The sun beat down and the city’s trams were full of sweaty travellers. The interview room was a classic board room style. Modern office, heavy polished wooden table, and heavy black leather chairs. On a hot bright sunny summer day that was not a pleasing formula for a formal interview.

I was surprised at the result. I got the job. A moment in July 2004 became a pivotal moment in my aviation career. Not quite 20-years ago. The European Aviation Safety Agency (EASA)[1] was already up and running in a shared office in a Brussels suburb. It was the bare bones of an organisation in the process of a rapid build-up. Discussion about the locations of the Agency’s eventual headquarters were concluding.

That kicked-off my 11-years in Cologne. I arrived in the city when the tower building was being constructed and as the staff had just moved from Brussels to take up the new headquarters. It was December 2004. Offices, on the 6^th floor of the main building were buzzing. The Agency was small in numbers and running fast to fulfil its new responsibilities.

European aviation safety regulation was going through a major change. Up until September 2003, Europe’s National Aviation Authorities (NAAs) acted as a partnership within the Joint Aviation Authorities (JAA)[2]. A body of rules and regulations and ways of working had been harmonised. However, because of the “club” like nature of the JAA there remained unresolved disagreements, incontinences, and a confusing representation at international level.

The legislation that called for the formation of EASA was set to unify aircraft certification and rulemaking activities and drive a consistency in the application of standards across Europe. It was the start of a long road to build world-class civil aviation safety regulator. It worked.

I experienced the first decade in Cologne. The storming and norming. The extensions of remit and turbulent days when we were finding our way. Several tragic fatal accidents and a least one Europe wide crisis. Now, the Agency is about to start its third decade.

EASA is undisputed as the European organisation that talks to the international aviation community. It works in lockstep with the European Commission. It is an achievement to be celebrated.

Yes, I find it sad that the UK is no longer a member of the Agency. But that doesn’t stop National Aviation Authorities (NAAs) working together in a constructive and positive manner[3]. There’s much to be gained from avoiding the fragmentation and conflicts of the past.

Happy Birthday EASA. 20 years is a good age.

[1] What’s #EASA’s story? See what we have achieved in 20 years https://www.easa.europa.eu/…/looking-back-move-forward…

[2] https://jaato.com/start/

[3] https://www.easa.europa.eu/en/domains/international-cooperation/easa-by-country

Why become an engineer?

At times in our lives there are choices to be made. That is if you are lucky enough to be able to make those choices. What courses to study at different stages of youth, is a big question. My story has more pragmatism that idealism. I was a great deal better at maths, physics, and geography than history or english langauage. Underlying that was as much interest as natural ability. It wasn’t so much a typical divide between the arts and humanities and science and technology. I enjoyed art. I’d say it’s having more of a graphical mind than a one that’s tunned to langauage and words.

I had a fascination with machinery. Growing-up on a farm I had plenty of opportunities to work with machinery. Taking engines apart and fixing anything and everything that needed fixing. What I found frustrating was the make-do-and-mend approach. It’s the classic agricultural attempt to fixing everything with 6-inch nails or baler twine. When money is tight, it’s a question of keeping machinery going for as long as possible before having a big bill or to chuck it away.

It was evident that small family livestock farming wasn’t for me. That feeling gave me more incentive to study. I left school at 16 yrs. with a moderate number of exams under my belt. What to do wasn’t clear but it wasn’t an open book either. I applied for apprenticeships within commuting distance of home. Local engineering employers of the time, Westland helicopter in Yeovil, Racal in Wells and Plessey Marine in Templecombe were targeted with letters from me. That’s the businesses of aircraft, radar, or sonar.

I’m a great believer in serendipity. Events come together by chance and an outcome can be better than might have been imagined. In 1976, I got a positive response from Plessey Marine Research Unit (PMRU). That year, the company sponsored two apprentices. Me being one of them.

Westland helicopter had a large long-established apprentice training school. A couple of my school mates ended up in Yeovil. Then, so did I but at Yeovil college. It ran an Engineering Industry Training Board (EITB)[1] training programme. This gave a bunch of 16-year-olds their first exposure to machine tools. The 48-week programme was much more. Some skills are life skills, that like riding a bike, are not forgotten. Today, I can still make a reasonable decent weld.

Training within PMRU was a series of placements moving from department to department. Although I was employed as a drawing office trainee there were other possibilities opened. The mix included a day-release to continuing studying.

Back to the original question. Why be an engineer?

There were professional engineers I worked with, and who mentored me, who did much more than put up with a curious local youth. They were inspiring. I wanted to do what they did. I wanted to understand design. I wanted to know the theory behind Sonar systems. Those steppingstones in the years between 16 and 18 are of immense importance. My opportunity to cultivate fascination drove my motivation to study. It worked. It set me on a path.

It’s one thing to put STEM[2] in schools. It’s another to give students real experience, of real work in real workplaces. Both are needed.

[1] https://mrc-catalogue.warwick.ac.uk/records/WDP/3

[2] Science, technology, engineering, and mathematics (STEM) the umbrella term used to group together the distinct technical disciplines.

Don Bateman

At the start of the jet-age, changes in aircraft design and the improvement of maintenance procedures made a significant improvement in aviation safety. One set of accidents remain stubbornly difficult to reduce. This is the tragic case where a perfectly airworthy aircraft is flown into the ground or sea. Clearly the crew, in such cases had no intention to crash but never-the-less the crash happens. Loss of situation awareness, fixation on other problems or lack of adherence to standard operating procedures can all contribute to these aircraft accidents. So often these are fatal accidents.

One strategy for reducing accidents, where there is a significant human factor, is the implementation of suitable alerting and warning systems in the cockpit. It could be said that such aircraft systems support the vigilance of the crew and thus help reduce human error.

For decades the number one fatal accident category was Controlled Flight Into Terrain (CFIT). It always came top of global accident analysis reports. Pick up a book on the world’s major civil aircraft crashes since the 1960s and there will be a list of CFIT accidents. By the way, this term CFIT is an internationally agreed category for classifying accidents[1]. 20-years ago, I was part of a team that managed these classifications.

When I started work on aircraft certification, in the early 1990s, the Ground Proximity Warning System (GPWS) already existed. A huge amount of work had been done since the 1970s defining and refining a set of protection envelopes that underpinned cockpit warnings aimed at avoiding CFIT.

UK CAA Specification 14 on GPWS dates from 1976[2]. This safety equipment had been mandated in many countries for certain types of public transport aircraft operation. It was by no means fitted to all aircraft and all types of aircraft operation. This was highlighted when an Air Inter AIRBUS A320 crashed near Strasbourg, in France in January 1992[3].

No alerting or warning system is perfect. GPWS had been successful in reducing the number of CFIT accidents but there were still occurrences where the equipment proved ineffective or was ignored.

I first met Don Bateman[4] on one of his whistles-stop tours presenting detailed analysis of CFIT accidents and the latest versions of the GPWS. At that time, he was working for the company Sundstrand[5], based in Redmond in Washington State, US. It was a time when Enhanced GPWS (EGPWS)[6] was being promoted. This version of the equipment had an added capability to address approaches to runways where the classic GPWS was known to give false results. False alerts and warnings are the enemy of any aircraft system since they reduce a crew’s confidence in its workings.

My role was the UK approval of the systems and equipment. Over a decade the industry moved from a basic GPWS to EGPWS to what we have now, Terrain Avoidance and Warning Systems (TAWS).

When I think of Don Bateman’s contribution[7], there are few people who have advanced global aviation safety as much as he did. His dedication to driving forward GPWS ensured the technology became almost universal. Consequently, there must be a large number of lives saved because of the CFIT accidents that did not happen.

He left no doubt as to his passion for aviation safety, was outstandingly professional and a pleasure to work with on every occasion. This work was an example of a positive and constructive partnership between aviation authorities and industry. We need more of that approach.

POST 1: Don Bateman Saved More Lives Than Anyone in Aviation History | Aviation Pros

POST 2: Don Bateman, ‘Father’ Of Terrain Awareness Warning Systems, Dies At 91 | Aviation Week Network

[1] https://www.intlaviationstandards.org/Documents/CICTTStandardBriefing.pdf

[2] https://publicapps.caa.co.uk/docs/33/CASPEC14.PDF

[3] https://reports.aviation-safety.net/1992/19920120-0_A320_F-GGED.pdf

[4] https://www.invent.org/inductees/c-donald-bateman

[5] https://archive.seattletimes.com/archive/?date=19930125&slug=1681820

[6] https://aerospace.honeywell.com/us/en/pages/enhanced-ground-proximity-warning-system

[7] https://aviationweek.com/air-transport/safety-ops-regulation/don-bateman-father-terrain-awareness-warning-systems-dies-91

Charm

It’s a curious question. What part does “charm” play in life? Does the charming man or woman get the job and the dull or grumpy but competent person fail? Do charming people get more done, or are they more inclined to laziness?

Like most assertions or questions, it’s as well to start with some definitions. If we put aside nuclear physics and jewellery the definition of “charm” could be said to be the power or value of delighting, attracting, or fascinating other people. It’s an intrinsic human characteristic but I’m sure it can be learned by those who start of with basic abilities.

One of my favour fictional characters, from the 1960s has this in bucket loads. Personified in the TV series The Saint[1], Simon Templar played by Roger Moore exuded charm. In this exhibition of charm, it’s more than an external attractiveness. It’s also a moral and ethical code.

Perhaps it’s not just charm that I’m discussing. When I asked the question of a supporter, what do you see in Boris Johnson? The answer came back – charisma. It’s a power to stand above the crowd and exert influence over people. Here’s another fuzzy characteristic. Everyone recognises charisma exists but may choose to describe it differently in different people.

The reality seems to be that charm and charisma may be combined but they have little to do with moral and ethical behaviour. However, the general perception is that there’s “good” in these characteristics. Is this obvious, and thus not warranting much further thought? Or is it, that because this seems obvious, that in the hands of the “ungodly,” as The Saint would say, these characteristics can feed unfairness, injustice, or corruption?

What I mean is that “bad” charming or charismatic people are allowed to get away with misdemeans and occasionally down right criminality without the accountability that would punish others. We can add to the equation the current social media explosion. Most platforms are a gift to the self-publicist. They can be a shop window and a soap box for the adoration of charming or charismatic people, good or bad.

Maybe instead of Twitter’s blue tick there ought to be an emoji of the devil or an angel. No – that would be worse than nothing at all. In the end we do depend on authors, journalists and investigators looking behind the masks that prominent personalities keep up. What I can say is that, if there are contemporary Robin Hoods that prevents the “ungodly” from succeeding, they may need help. It’s not so easy to stay one step ahead.

[1] https://www.imdb.com/title/tt0055701/

Ban

Some policies are directly targeted to fix a problem, other policies maybe aimed at indicating a direction of travel. I think the measures in France to ban domestic flights on short routes is the later.

Internal routes that can be flown in less than two-and-a-half hours, are prohibited[1]. That can be done because high-speed rail transport offers a means of connecting certain French cities.

The calculation being that greenhouse gas emissions will be reduced by this control. There had been many calls for even stricter restrictions on flying in France. Lowering carbon emissions is a priority for many European governments. Sovereignty is primary in this respect. A State can take measures to control domestic flying much more readily than they can internationally. Connecting flights will not be changed by this new legislation.

High-speed trains do take passengers from airlines and take cars off the roads. Where a mature rail network exists, there are significant benefits in focusing on rail transport between cities. Often rail and air are complementary, with major high-speed rail stations at airports.

Given the rhetoric surrounding the “climate emergency” these restrictions are a modest measure that will make only a small difference to carbon emissions. The symbolism is significant. It’s a drive in a transport policy direction that may go further in time and other States may do the same.

Flying between Paris and Lyon doesn’t make much sense when a good alternative is available. Flying between London and Birmingham doesn’t make much sense either. However, changes like these need to be data-driven transformations. There needs to be a measure reduction in greenhouse gas emissions because of their implementation. For example, displacing travellers onto the roads would be a negative outcome.

The imperative of greenhouse gas emission reduction means creative and new measure will happen. It’s far better for aviation to adapt to this framework of operations rather than push back. The direction of travel is set.

[1] https://www.bbc.co.uk/news/world-europe-65687665