Category: Travel

Pheasant

It’s a wonder to me that common Pheasants[1] survive at all in the wild. I guess they are of a certain size that means there are not so many predators in the English countryside. Their greatest predator is us. Males are particularly colourful and stately in appearance. Quite unlike the Canadian Geese who inhabit the riverbank, Pheasants walk like well-dressed gentlemen on their way to the theatre. They rarely take to the air. It’s such an inconvenience. They don’t so much dive and swoop as much as hop and jump.

Here we have a bird that surveys the world from the roof of our small garden shed. He likes the garden fence as much as plodding around on the lawn. Never troubled by the other bird life, it’s as if he’s related to royalty. Male Pheasants are definite show-offs.

A lot of UK Pheasants are reared for shooting. They are “non-native” birds. That doesn’t seem so much like sport to me. It’s more like shooting fish in a barrel. Love that wonderful idiom. The lack of self-awareness exhibited by the male Pheasant that visits us suggests that shooting him would be a pointless exercise. It would just be a way of covering the ground with lead shot.

Now, that springs to mind a traditional tongue twisting rhyme, namely:

I’m not a pheasant plucker,

I’m a pheasant plucker’s son,

But I’ll keep on plucking pheasants

‘Till the pheasant plucker comes.

One thing to try is to say the rhyme slowly and then speed-up each time you repeat it. It’s bad enough for native English speakers to master that one.

That simple English rhyme has some heritage[2]. As a modern idiom the pheasant plucker can become a pleasant, well you fill in the next word. It has an “f” at the start. If we had wandering bands of minstrels in 21st Century England, then I’m sure they would make something of those more challenging words. It would probably be done on an iPad in a blackened-out bedroom and launched on social media first.

Maybe we need a cyberspace version of a cobbled stone village square where such nonsense can be attempted. One that’s not owned by a massive corporate proprietor determined to scrape advertising revenues out of it. A place for off-the-wall acts to test their metal. And not one that’s a desperate scrolling fest for bored fingers. Not so much a Tick and a Tock but a gather round experience, I’ve got something interesting to show you. A curious audience gathers and stays for more than 10 seconds. A lively cultural experience is put-on to delight and amuse.

Let’s just say our structing pheasant inspired this thought. From birdsmith to wordsmith.

[1] https://www.rspb.org.uk/birds-and-wildlife/pheasant

[2] https://www.learnarhyme.com/tongue-twisters/pheasant-plucker

Mindset

Safety is a mindset. Having a sense of risks and which ones to accept and which to reject is something we all develop. It’s a big part of childhood. Most of us have had burns, cuts or bruises that have resulted in doing something we would now consider having been stupid.

Some are destined to be over-cautious, and others are more openly adventurous. In time, we settle around a frame of thinking that suites us best. That’s fine in so far as taking personal risk is concerned. Whether to cross the street every time you see a mean looking dog or to buy a powerful motorcycle later in life that’s a personal preference.

Where activities, positive or negative only impact the risk taker then that’s an area where society shouldn’t be too heavy handed. Naturally, there are boundaries. The classic one is motorcycle crash helmets. Mandating them led to a lot of heated debate. Yes, we are discussing a personal risk in respect of the rider but the risk to society is an unacceptable number of fatalities, brain injuries and publicly borne health care costs.

There I was, driving at less than the regulation speed (yes, I was) eastward on the M25 motorway. The details are stamped on a picture taken by my neat little Garmin dashcam. What’s in the picture? It’s a moveable building sitting on the back of a lorry. Nothing unusual about a lorry transporting stuff from A to B. What I saw was a large building on a relatively small lorry. When first seeing something like this on a busy road, my instinct is to give it a very wide margin.

The rectangular building was rocking gently. It was not a windless day. Not overly windy but a strong gusty breeze was blowing. Clear skies and dry tarmac. So, good driving conditions for a normal lorry with a normal load on a normal day. I’d estimate that this lorry was doing about 80km/hr. It wouldn’t be too difficult to do the sums in terms of the wind resistance of the building. It’s going to be significant. A large flat surface being pushed through the air at motorway speeds. As for sidewinds and gusts, this is a horrendous monster.

Back to safety being a mindset. My thought was – what on earth gave the carriers the idea that this arrangement for a wide load was a safe one for a motorway journey? No escort vehicle. No flashing lights. Just a couple of small red triangles. The straps and wooden blocks holding the load in place looked feeble. A powerful gust of wind on an exposed stretch of road and who knows what would have happen next. It wouldn’t have been pretty. I hope they got to their destination without incident.

Had this been done on private land then there would have been little public risk. Being done on a busy motorway – that’s a different matter. How do people convince themselves that such transport arrangements will be fine? I speculate:

  • Money. Maybe the haulage contractor undercut rivals to get the job. Maybe using a small lorry and ditching any escort vehicle saved money. Maybe there was time pressure and this was all that was available.
  • Bravado: A carrier imagines they have special skills and abilities so they can take risks that others would not take. Something uniquely puts them above others in the field. This cock-sure attitude is not uncommon.
  • Short Cuts. I’ve heard this argument used before – we did it last time and it worked, so we’ll do it again. That learned deviance is the source of many accidents. Past and present can have very different outcomes.
  • Shoulder shrugging: I’ve heard this argument used too – it’s legal, it’s within the rules so it can’t be wrong, can it? (The load maybe within the approved weight limits for the lorry. There may be no explicit rule on shape and size).

A good safety mindset means saying “no” when no is the right answer. All three of the above points can come into play and produce a toxic mix. Such is the way accidents happen. It doesn’t have to be this way but it often is. Before a critic says don’t be so high and mighty – yes, I’ve done foolish things too.

NOTE: The loading rules HGV maximum weights – GOV.UK (www.gov.uk)

AAM

This week, I watched an FAAs Advanced Air Mobility (AAM) webinar[1]. The subject was community engagement. AAM could be air taxies but it’s many uses of the new electric aircraft that are becoming a reality. The term eVTOL is used for those aircraft that have the capability of vertical flight. My reflection is that there are several aspects of AAM that need much more attention. Naturally, I’m taking the discussion of what’s going on in the US and thinking about it in relation to the UK.

  • Land Use Planning

Generally, National Aviation Authorities (NAAs) are consultees when it comes to land use planning. They do not determine planning applications. NAAs may well have set out policies and guidance on the subject but they will not be determining the site of vertiports.

It seems to me that there’s little chance that eVTOL aircraft routes will be established without sufficient community consent.  Community engagement has been appropriately recognised as essential. The aspects in play are like those for existing aerodromes. Often for AAM applications proposals are for the use of new locations, hence a concern. Anytime there’s a serious proposal for a new aerodrome the opposition is up and running long before the proposers have got their act together.

The subject is complicated by the mix of public and private ownership of infrastructure. If the intention is to interconnect AAM with other transport services (bus/train/boat/road), then complicated agreements are going to be inevitable. It’s not just about buildings and tarmac but having a trained workforce available is a location dependent issue too.

  • Business Models

I’m about to sound as if I’m securitising the plans of a contestant on The Apprentice[2]. There are plenty of way of losing money in commercial aviation. It’s been a well-practiced art over the years. Great ideas fall by the wayside after huge amounts of money have been expended. Customers are key. People must want to fly the routes available, time and time again. And like London Black Cabs be prepared to pay the fare. Given the relatively small cabin sizes that are on offer these people are likely to be moderately prosperous groups or individuals.

Regular schedules air services can produce a reliable income. Airport-to-airport connections seem like a good bet. Problem there is the conveyancing of weighty luggage. Busy airspace could be a challenge too. That said, with tens of thousands of people at both ends of a route, no doubt some people will choose a comfortable, speedy direct connection.

There are good possibilities for major event driven transport services. Getting to and from a motor race or horse race event or a concert or festival can be hell when tens of thousands of people are all trying to get to and from a location or venue. The numbers may well stack-up to make eVTOL a premium way of dodging the crowds in an environmentally sound way.

  • Batteries, Batteries, Batteries

Everything in respect of aircraft performance depends on power density. How much oomph can you get out of a small, light weigh physical space. Recharge and go. Do it, again and again. It’s as simple as that. Not only that but aircraft battery packs must be affordable and available. Whizzy technology that cost a mountain of cash and can only be use for a few hundred cycles is no use at all.

Power distribution infrastructure must be up to the job too. Who will pay for this is up for grabs. There’s a good case for public funding given that there are multiple uses of enhanced electrical supply. Given the monopolistic nature of power generation and distribution this will not be easy or quick.

That’s only three issues that require a great deal of attention. Not the attention of researchers. Not the attention of academics, Not the attention of political policy wonks. Connecting entrepreneurs and public bodies needs practical stimulus. The possibilities are exciting.

[1] https://youtu.be/1sfVuJlPQoY

[2] https://www.independent.co.uk/arts-entertainment/tv/news/the-apprentice-2024-winner-pies-b2531331.html

Muddy

Rain, rain, rain. It’s been a wet spring, so far. Let’s put that down to global warming. The cause is one thing, but the symptoms another. They are there to see every day as I look out of the kitchen window. At the back of our house, the open field that stretches out towards the river Lambourn is about 7 acres in size. At least half of it has been flooded or is caught in that cycle of the ebb and flow of the river for the last 3-months. Great for wildlife. It’s a soggy marshland.

We are into mid-April and there are rainless days. Bit by bit, it looked as if the river’s flood waters[1] were receding, and they were but now and then a burst of rain tops up the pools and streams. That’s this morning in a nutshell.

Our lawn is growing fresh grass enough to fuel a herd of wildebeest. I jokingly said we need a goat to eat it all off. Getting my battery powered mower to control the lawn is a real effort. A healthy growing season. That’s the good side of a damp climate.

For livestock, and wildlife the flourishing fodder is a positive. Already there are two families of ducklings swimming around and eating as much as they can. On the negative side, parts of the field outback are too wet to allow cattle to trample the new grass. A seasonal problem I’m familiar with having grown-up in a place called Horsington Marsh.

Bright green growth is one of the delights of springtime. Leaves on the trees and the fresh grass as it reaches skyward. Even the moss looks shiny and alive. This is the two-edged sword of farming. Grass needs the rain but too much and the land becomes a potential mud bath.

Eventually, the fast-flowing waters of the River Lambourn run into the River Kennet and then the River Thames. Strange to think that the water the ducks and geese stomp around in around here eventually passes through the heart of London on its way to the sea.

It’s notable that the grass grows where the flood water has receded. That part of the adjoining field where the waters come and go has turned into a combination of mud and aquatic vegetation. There are plants that can tolerate little air getting to their roots and there’s others that start to die back if there are submerged for too long.

Sadly, although the river’s waters look clean and clear, sewage treatment works, septic tanks, arable farming, road run-off and industrial processes have all had their impact. Technically the river is in an “unfavourable condition[2]” when it comes to aspects of water quality.

What of the mud? It will be interesting to see how quickly the submerged areas recover as the weather improves. I’ll be looking out for how all the phosphates in the water and the dead grass come alive again. Or do we end up with a low-lying grimy mud riverbank supporting rushes, reeds, and algae? Climate change and the human activity are changing the nature of watercourses. It’s difficult to say if the worsts aspects of this can be mitigated.

[1] https://check-for-flooding.service.gov.uk/target-area/061WAF22Lambourn

[2] https://www.westberks.gov.uk/article/41082/River-Lambourn-Special-Area-of-Conservation-SAC

Highways

The last time I visited the city of Baltimore was in 2012. It was the location of the annual seminar of the International Society of Air Safety Investigators (ISASI)[1]. That was when I was representing the European Aviation Safety Agency (EASA) at such international events.

The relationship between aviation accident investigators and regulators are generally cordial. There’s a great deal of work that requires cooperation and good communication. That’s not to say that the relationships between these two vital parts of national and international aviation safety systems is easy. It’s not. My reflection on that fact is that a degree of constructive tension is inevitable and not always a bad thing.

One way of seeing that relationship is that the primary role of an investigator is to make findings to prevent the repeat of a given accident. For a regulator the primary role is to ensure the complete aviation system runs safely on a day-to-day basis. Both organisations have the public interest at their heart. However, their operational context and perspective are different.

Firstly, my condolence to the families and friends of those who perished because of the Francis Scott Key Bridge accident[2]. The collapse victims and survivors had no way of knowing what was to happen on the night of the accident. I use the word “accident”. This was not an act of God, as some commentators would have it. The safety risks involved in the operation of the port in Baltimore could be anticipated.

In the US there’s an independent federal agency that is tasked with such major investigations. Interestingly, it’s the same one as that investigates aviation accidents and incidents. The National Transportation Safety Board (NTSB) is a multi-modal organisation. That is something we don’t have in the UK. Also, we don’t have a divide between federal and state organisations. Since in the UK we have separate independent national Air, Marine and Rail investigation agencies that cover the country (England, Scotland, Wales, and Northern Ireland).

I will not comment on the accident sequence or causes. It’s the job of an independent investigation to arrive at the technical facts. Recommendations will flow from that investigation.

Where a comment may be in order is that there are many locations across the globe where a vital piece of infrastructure, like a bridge being struck by a large container ship is a possibility. I’d generalise that further. When infrastructure that was designed a built 50 years ago meets modern day operational stress there’s going to be vulnerabilities. Yes, the aviation system is not immune from this fact too. It wasn’t so long ago when I read of PDP-11 computer hardware used for air traffic control (now, historic artifacts[3]). I’m sure there are still Boeing 747s, and alike that need floppy disks to update their hardware.

So, the wider subject is operational legacy systems working with modern systems. This is the interface that requires particular care. The safety risk appetite and exposure in the 1970s/80s was quite different from that which we expect upheld today.

Unfortunately, society is often reluctant to revisit this subject. Additionally, there’s the incentive to go for quick fixes and sweating assets. The example I have in mind the so-called “smart motorways” in the UK[4]. I don’t know how many fatalities can be linked to “smart motorways” but I’m sure, sadly, it’s too many.

POST: In time-off I enjoyed a trip out to Fort McHenry and a walk around the places where The Wire was filmed. The Fort McHenry story is interesting given its role in times of war. The British burnt the White House but the navy didn’t get past Fort McHenry in 1812.

[1] https://www.isasi.org/

[2] https://www.bbc.co.uk/news/av/world-us-canada-68661318

[3] https://www.tnmoc.org/air-traffic-control

[4] https://www.gov.uk/government/speeches/plans-for-new-smart-motorways-cancelled

Safety Culture

Civil aviation remains an extremely safe means of transport. That said, any form of complacency must be addressed. It’s reassuring to say the past has been great but what passengers are most concerned about is their next flight. To have the confidence, to think it irrational to be afraid of flying, to look forward to the next journey, we must have a safe aviation system everywhere and all the time.

For any widespread system that has complex interactions between people and technology there’s never a moment when it can be taken for granted. We count the numbers, but safety is not purely an absence of accidents and incidents. Numbers counted are always past events. They have no direct causal influence on what happens next. True, there are factors in past accidents and incidents that will pop up again and again, but every flight is a unique event.

One of my colleagues who was a senior captain in a major international airline always remined me of the fact that, for all that has gone before, flight risk begins the moment an aircraft sets off down the runway with the intention getting to a destination. When the wheels lift off the ground there’s no stopping time. Reliant on the diligence, vigilance, and integrity of everyone who made a flight possible, flight risk is then in the hands of the crew.

The above is perhaps why we talk a lot about safety culture. The whole aviation family has a role to play. The care, professionalism, and watchfulness of every person makes a difference.

This can extend from the drafting of a new component for a new design, that a decade down the line. ends up as a part of an aircraft just about to leave the gate. This can go back to a flight instructors’ message that emphasised a key point back in a pilot’s initial training, years ago. This can encompass the extra care a couple of air traffic controllers took as they changed shifts.

Safety culture comes from caring. It’s that heightened awareness of the consequence of actions. Being alert to possibilities. Both the good kind, and the bad.

Safety culture is a matter for both individuals and organisations. One without the other doesn’t work. Placing a vigilant person in an organisation that doesn’t care is much like placing a reckless person in an organisation that does care. Although this is what I’ve written, systemic problems are likely the ones that are most likely to cause negative outcomes. This is where the role of management has the most impact.

Culture exists in context. When the ways people interact are determined by practices, processes, and procedures there’s an obligation on management to ensure they fit the bill. Drivers are often economic. In a commercial operation that’s no surprise. It’s when that driver displaces the safety imperative then safety suffers. There’s been several occurrences of this negative phenomena in the last year.

Dependency

It’s not unique. Charle Dickens wrote about it. We don’t like to admit it. We have a dependency on bureaucracy. Our complex society runs on it.

Whatever we do when it comes to the meeting of an individual with an organisation, it’s inevitable. Irrational people deny this fact or say it’s only true of public bodies, like government departments. It’s as if the generally high performance of modern computer systems renders them completely invisible.

One apt illustration of a dependency on systematic bureaucracy and digitisation combined can be read in a carefully constructed e-mail from the CEO of Sainsbury’s this weekend.

“I’m writing to update you on the technical issue that has affected our Groceries Online deliveries and some services in our stores this weekend.”

This could have come from any large complex organisation that exists in today’s digital world. When outages happen, we all sit patiently for affected systems to come back online with the full services that we normally take for granted. A sudden reversion to traditional cash transactions was a shock to the average post-COVID consumer.

This weekend my experience of one major hotel chain was that they would not accept cash at all in their restaurant. My “paper” money was useless. It sat in my pocket.

What we have is the power of utility. Systems become so good that we build ever more dependency into them doing the right thing, every time. The problem is that systems are often programmed to do certain tasks exceptionally well but as soon as there’s an unexpected deviation outside normal parameters the situation does not go well. 

An illustration of that experience can be read in the public version of the interim report on UK NATS[1]. After the event, and similar unfortunate events, there’s a cavalcade of calls for more contingency, more resilience, more planning, more training, more checking and so on.

That list is perfectly sensible. But wouldn’t it have been better if those actions had been taken up-front? I often saw this discovery in my time doing systems certification audits. Companies who spend a lot of money upfront to build software that was well characterised and tested were not guaranteed success, but their chances were greatly improved. Those who hit the road with over-confidence, marketing hype and rigorous cost cutting had a high probability of negative outcomes. It’s not a simple cause and effect but good system architecture, robust software and a management that understood the need to spend time and money judiciously do well.  

Just think. If a runner ran a marathon without a strategy, training, basic fitness, planning and sound motivation no one would expect them to be winning anything unless they were exceptionally lucky or unbelievably talented. Not many in the latter category.

There’s a lesson here. It’s been copied over and over. Saddy the almost completely invisibly of complex system that work well in everyday life means we soon take them for granted. And the result is?

[1] https://www.caa.co.uk/publication/download/21478

Safety

A considerable part of my working life has been in the analysis of occurrence data and trying to distiller the factors that cause or contribute to accidents and incidents. It’s rewarding work. An opportunity to influence that has value. I subscribe to the dictum that everything we do should contribute to continuous improvement in safety. Not zero risk but to keep risks low and under control, in so much as it’s possible.

Aviation only has the great success that it does because it’s a safe industry. For mass transport by air to be viable across the globe, the public must have confidence in it. They are willing to place whole families in the care of an airline to get them from London Gatwick to the Canary Islands for something that is not a physical need[1]. Regular leisure travel is a luxury and a privilege. We live in a fortunate age when overseas travel can be afforded by a large section of the population.

I watched the recent documentary on flight MH370. It’s sobering. It’s a story of the loss of a large aircraft that still seems unbelievable in this era. It’s the 10th anniversary of the disappearance of Malaysia Airlines flight MH 370 on 8 March 2014. The loss is a stark reminder that the oceans cover over 70% of the surface of the Earth. We know less about parts of the oceans than we do about the surface of Mars. The depths remain uncharted.

With a paucity of evidence theories have taken root. Official investigation reports are available. However, mystery remains particularly when it comes to answering the question – why? If as the documentary suggest, the willful actions of the pilot-in-command brought about the fatal outcome then there’s little to tell of his motivation. Highlighting the tragic Germanwings aviation accident doesn’t offer anything other than a context to possibilities. Evidence that the MH370 pilot-in-command was suicidal is scant. Although his known actions do not make much sense without invoking such a theory. Understanding what drives people to purposefully undertake unpredictable and irrational actions is an area of study that always needs attention.

Yesterday, Sunday, I was remined that threats to safety can come out of nowhere. Seemingly routine car journeys can suddenly take a turn in an unexpected direction. We become subject to the fates. I use the word “fate” but I’m not a great believer in the fates. Randomness plays a part but, in this case, yesterday afternoon, I was the subject to the foolish and negligent actions of another car driver.

On a wet “B” road that climbs and descends over chalk hills, there are triangular road signs that warn drivers that the road is a high risk road. What the signs are referring to is the wildlife. A deer may leap out of a roadside hedge at great speed and misjudge the road traffic. In fact, I did see an unfortunate small dead deer at the kerbside.

What happened to me had a purely human cause. Naturally, I would call it complete idiocy. Coming over the brow of a hill, and descending, suddenly there was 4 bright headlights ahead. On a narrow country road, with overgrown banks on either side that was a scary sight. Nowhere to go. In a faction of a second the overtaking car coming up the hill veered back into the right-hand lane. No more than a couple of yards in front of my car. Fortunately, there was no collision. What on earth was the motivation of that driver? Overtaking, at high speed, approaching the brow of a hill, on a wet county road, in poor light, sheer madness. A small red car, overtaking a larger car.

In safety work this points to the most difficult situations to understand. The irrational, or stupid or reckless, or carless human drives that are hard to design out of systems. How do we take effective corrective action when one person’s risk threshold is so very much higher than normal or acceptable? The problem with saying – take their licence away – is that this is always reactive. After a negative event. Maybe even a fatal one.

[1] https://www.simplypsychology.org/maslow.html

March

The North wind doth blow and we shall have snow[1]. Well, today on the first day of March and it’s more of a gusty North Westerly wind and heavy rain. The snow maybe falling on high ground in the North of England but here in the South the temperature remains mild. Although, the line on the thermometer is slowly descending.

The flood in the small field out back waxes and wanes but is far from drying up. In fact, the extent of the water is greater now than it has been in a while. A lone Swan rests close to the riverbank. Not fussed by the driving rain. That makes me curious, where is its mate? On previous occasions, we have seen a pair of Swans cruising up and down the river Lambourn.

March comes in like a Lion[2]. That’s as true as it ever was of our weather, but will the next part of the saying happen as the month rolls on? Will March leave like a lamb? Winter may still have a sting in its tale. A misty wet March is in prospect.

March is always a month of transition. It certainly is for me. Having a birthday in the middle of the month is quite a good time to clock up another year. I never count winter as being behind us until I’ve put a candle on a cake. There’s an idea for a folksy modern saying.

There one more snowy white bird prancing around at the waters edge this morning. He or she is rather elegant small bird. It’s interesting to note that this bird was first recorded as breeding in Berkshire in 2007. Our visiting Egret[3] is dipping into the grass surveying the flood water with confidence.

Fishing is not just the exclusive rights of the Egret. There’s a slim tall Heron[1] who looks very regal. My guess is that the flood water has created small pools within which some small fish have become trapped. That’s a nice easy meal for a patient Heron. With spindly legs standing in the wet grassland any small fish would not see their fate coming.

As the sun has come up both Swan and Egret have moved on. The flood has been left to the ducks and geese. I don’t mention the Crows, Magpies and Pigeons. Although I just have. The wildlife seen from my window doesn’t mind gusty, wet, and windy anything like as much as I do.

[1] https://www.rspb.org.uk/birds-and-wildlife/grey-heron

[1] https://songsofchildhood.wordpress.com/2011/10/31/the-north-wind-doth-blow/

[2] https://www.theparisreview.org/blog/2015/03/02/folk-wisdom/

[3] https://www.wildlifetrusts.org/wildlife-explorer/birds/herons-egrets-spoonbill-and-crane/little-egret

Wild

Looked out this morning and there was a couple of geese to add to my list of sightings. The flooded field out the back attracts numerous birds and wildlife. Wet grassland is just right for them to be happy. Egyptian geese[1]. A pair was plodding around. Given their different colouration, I assume they were male and female. One was slightly larger than the other. These two steered well clear of the gaggle of grazing Canadian geese. As geese go these are about twice the size of the Egyptians.

Now there are distinct advantages in having webbed feet. Soggy ground and shallow waters are just right for the duck and goose community. As the light rain returns a couple of pairs of Mallards[2] takeover the riverbank. Swimming around each other and dipping and diving as they go. There’s an abundance of food so I expect to see many more waterfowl in coming days.

It rained overnight so there’s no signs that the flood water as receded this morning. There are ripples on the surface of the flood water as the wind is quite strong and gusty. That has a dying effect. So, the waters may easily follow natures calendar and return to the riverbed in the coming weeks. The trees are still winter bare. Up close they look different with buds already to go. March will be a month of change. The colours will start to change.

I say these things, but I remember standing in the snow on my March birthday. Winter’s being mild this year. It can still have a sting in its tale if it wants to upset us all. A sudden plunge into ice can still reset the calendar. Snowdrops have almost been and gone. Daffodils are showing at their best. The local hedgerows are full of Blackthorn blooms. That’s early.  

I don’t think I’m confusing the Blackthorn[3] and Hawthorn. The Hawthorn has often been considered a symbol of rebirth. That’s associated with the month of May and Springtime. One comes out before the other and seeing so many white flowers in late-February they must be Blackthorn. Even so, flowering now is a marked indicator that the seasons are changing. Climate change?

The blossom of the two hedgerow thorns is similar in shape and size. When they get buffeted by the wind the ground can get covered by a carpet of bright white petals. The distinction is that the Blackthorn has dark round black berries in the autumn. In fact, I’d refer to the whole thorn bush by the name of the berries, namely Sloes. Birds like them but I’d not recommend tasting them given their sharp bitter nature. The Sloe is better known for what it can become. That’s as English as the hedgerows. Sloe Gin[1] has been round for hundreds of years. It’s well worth a go.

[1] https://www.plymouthgin.com/en/product/plymouth-sloe-gin/

[1] https://www.rspb.org.uk/birds-and-wildlife/egyptian-goose

[2] https://www.rspb.org.uk/birds-and-wildlife/mallard

[3] https://www.woodlandtrust.org.uk/trees-woods-and-wildlife/british-trees/a-z-of-british-trees/blackthorn/