Profits before people

Photos: Clive Simpson

It’s all railways in this neck of the woods at the present. The past six months have seen major work by Network Rail to upgrade the local track, signalling and level crossings on the relatively under-used GNGE line across rural Lincolnshire between Peterborough and Lincoln.

All this is not for the benefit of the poorly served rural community with more commuter passenger trains to Peterborough and Lincoln.

It's to pave the way for goods trains currently using the main east coast line between London and Edinburgh to be diverted cross-country and thus free up more space on the fast track for lurative passenger traffic.

With its six level crossings and a railway line that splits off the area’s vast new housing developments from the services of the town centre, the true impact of frequent goods trains passing through the market town of Spalding remains to be seen.

 Network Rail reckons its multi-million pound investment will mean just six daytime and six over night good trains a day. All will become clearer once diversions start from the middle of December.

This week we have also learned that Virgin Trains and Stagecoach are to take over the running of passenger trains on the east coast mainline from next spring after being awarded the franchise for the re-privatised line.

The new company will be known as Inter City Railways, a separate joint venture 90 per cent owned by Stagecoach but with the trains being branded Virgin Trains East Coast. Sir Richard Branson retains a 10 per cent stake.

This is pertinent to Spalding too because the local line connects directly with mainline Peterborough and thus could be very convenient for the residents of South Lincolnshire wanting to travel to London or further afield by train.

In truth, those of us in the area and using Peterborough as our gateway both north and south have - once we’ve arrived in Peterborough by car - had a good run over the past five years or so with the inter city service provided by East Coast.

The line ended up depending less on public subsidies than any of the 15 privately run rail franchises elsewhere in the country and the franchise has proved a lucrative cash cow for the state, bringing in around £1bn to the exchequer since 2009.

East coast is no stranger to the rail franchising controversy. For some, its public ownership has been a rather embarrassing success story - a stark contrast to the general disaster of railway privatisation that is so often an Achilles’s heel for free-market ideologues.

Handing east coast to Stagecoach and Virgin represents an ‘up yours’ to British public opinion, which largely despairs of our over-crowded, fragmented and rip-off rail network.

According to a YouGov poll last year, two-thirds of people in the UK believe railway companies should be run in the public sector, with less than a quarter opting for privatisation.

And that is not just Labour supporters, either. More than half of Tory voters opted for public ownership, and pretentious Ukip voters also say they are more likely to support a nationalised network.

The government’s dogmatic policy could hardly be more divorced from the pragmatic commonsense of the British people - but then we know there is an election just around the corner.

And things could have been worse. Instead of being run by a tax exile and a Scottish businessman - the latter perhaps best known for campaigning against gay equality - the whole east coast line could have fallen into foreign hands.

For the record, about three-quarters of Britain's railways are now run in full or part by subsidiaries of foreign, state-owned rail firms, including DeutscheBahn's Arriva, the Dutch-owned Abellio and Keolis, 70 per cent owned by France’s SNCF. Our government is also preparing to sell its stake in Eurostar, almost certainly to the SNCF, the majority owner.

Unsurprisingly, Mick Cash, the acting general secretary of the RMT rail union, described re-privatisation as nothing short of a national disgrace.

“While domestic public ownership puts money back into the coffers that can be reinvested in our railways, the private operators, overwhelmingly owned and controlled by European state rail outfits, suck out colossal sums in subsidies and profits,” he says. “That’s what privatisation means.”

One thing is for sure - by the time of the election in May 2015 we’ll have a much clearer idea of whether Inter City Railways is really delivering the kind of services it has promised.

And the people of Spalding will either be grid-locked with frustration or celebrating the fact that traffic chaos in the town was something of the past. Oh, and did I mention that the town’s MP John Hayes is the government’s transport minister?

Taking our planet's pulse

Photo: Clive Simpson

High resolution radar data maps of Europe, North America and other key parts of the world captured on a space shuttle mission 14 years ago have been made public for the first time this month.

Former Nasa astronaut Kathy Sullivan, now head of the US National Oceanic and Atmospheric Administration (NOAA), welcomed the release of previously secret data. "The declassification of 30 metre elevation data represents a vast improvement over the previous freely available data set which resolved to just 90 m," she says.

This second tranche of high resolution data to be released under the direction of  President Obama follows on from highly accurate terrain maps of Africa which became available in October.   

Nasa's ground-breaking Shuttle Radar Topographic Mission (SRTM) recorded digital elevation data (DEMs) in February 2000 for over 80 per cent of the globe - but until now only a 90 m resolution version was released.

The 30 m resolution data was kept secret for use by the US military and intelligence agencies - but even the 90 m resolution data revealed for the first time detailed swaths of the planet's topography previously obscured by persistent cloudiness.

"SRTM was among the most significant science missions the shuttle ever performed," says Michael Kobrick, SRTM mission project scientist at the Jet Propulsion Laboratory (JPL). "It's probably the most significant mapping mission of any single type ever."

SRTM consisted of a specially modified radar system comprising two radar antennas - one located in the shuttle's payload bay, the other on the end of a 60 m mast extending into space.

The surface of Earth was mapped numerous times from different perspectives and the combined radar data processed at JPL in California to produce a series of global topographic maps.

Topography influences many natural processes, such as the distribution of plant communities and the associated animals that depend upon them, weather and rainfall patterns, and the flow and storage of surface water.

The digital elevation maps benefit many activities, from aviation safety to civil engineering projects, and the data is helpful in predicting and responding to flooding from severe storms and the threats of coastal inundation associated with storm surges, tsunamis and rising sea-levels.

Dr Sullivan says aid organisations, development banks and decision-makers in developing countries will be able to better map and plan for climate-driven challenges.

“Space-based observations are the foundation for applications so environmental intelligence services are increasingly vital to decision makers in all sectors of society as they confront a rapidly changing world and uncertain future.”

She called upon the world space community to develop new and more resilient Earth observation systems that are now increasingly relied upon “take the pulse” of our planet .

"Measured data of our planet tells us we are living in a worrying world," she said. "We are seeing longer, more frequent and hotter heatwaves over most land masses and we expect to see that trend continue in the future."

Andes mountains in Ecuador, home to the highest active volcano in the world

Data is also revealing the remarkable pace at which Arctic sea ice is continuing to shrink and thin, and the Northern Hemisphere's snow cover is decreasing as global mean surface temperature rises. 

“Sea level has risen an average of 3 mm a year in the last several decades and will continue to rise in the decades ahead which will exacerbate the hazards that coastal communities face from coastal storms,” said Dr Sullivan. “This is a problem because humankind is concentrating increasingly in the coastal settlements.

"Many aspects of climate change will persist for centuries, even if right now we cease all CO2 emissions forever. Carbon that has been emitted in the past decades is locked in and the process that it has unleashed will take centuries more to play out.

"All of this leads to heightened social vulnerability, in a world where the population will increase from the current seven billion to nine billion by 2040 - and that implies that we will have to double the current food supply globally if we are to feed that larger population," she added.

"We are moving into a very different world. Environmental intelligence is a really critical asset and product that the world needs from space. It provides us with foresight about conditions that have not yet come to exist and about the solutions we need to plan ahead for."

Trans-Atlantic dream

I flew into Toronto from London Heathrow T5 last month on one of BA’s new Boeing 787-8 Dreamliners. Was it a better experience? Well, if you want my honest opinion, not as good as I had expected.

I’m certainly not griping about the environmental credentials of this new mid-size, twin engine jet because the aircraft is 20 per cent more fuel efficient than similar sized aircraft it is designed to replace.

But sitting in BA’s tightly configured World Traveller class it seems that the commercial benefits of cramming in extra passengers have negated many of the design improvements touted to improve the experience of long distance air travel.

In sales-speak the Boeing 787-8 is a mid-size, dual aisle aircraft manufactured by then giant American aerospace company, Boeing. In normal conditions the Dreamliner will fly at Mach 0.85, or about 650 miles per hour, at a typical altitude of 40,000 feet.

Composite materials make up 50 per cent of the primary structure, including the fuselage and wing. The engine housings have serrated edges designed to reduce noise levels both inside and outside the cabin - and the aircraft also features stylishly raked wingtips to further aid fuel efficiency.

The windows are 30 per cent larger than those on most similarly sized aircraft and, instead of pulling shades up and down, passengers can adjust the incoming brightness with a button.

Using an electro-chromic dimming system, they turn from fully transparent to completely dimmed in gradual steps so, if you are lucky enough to have a window seat, the novelty certainly keeps you amused for a few minutes.

BA is steadily rolling out the Dreamliner to its fleet, promising a host of benefits to flyers, as well as a number of technological goodies for travellers to experience. But does travelling on the brand new aircraft make a difference?

The passenger cabin focuses on four areas of improvement - noise, lighting, air and 'comfort'. All this, British Airways says, will make for a much better in-flight experience, and one that leaves you refreshed when you get off the plane.

Comfort is supposed to come by way of new seats and the air part via better air conditioning. A mood lighting system and bigger windows are definite improvements but the success of the air conditioning seems much more down to the skills of the cabin crew.

More consideration might have been given to the piercing LED brightness of the individual overhead reading lights. It’s a bit all or nothing and, like with the windows, some kind of adjustment would have been nice to avoid the glaring dazzle when the rest of the cabin is in darkness.       

With its new engine design and improved sound dampening materials, Boeing has worked hard to reduce noise. The 787 was, indeed, quieter on take-off but the experience was less noticeable when it came to in-flight noise levels.

Dehydration can often be an issue on long-haul flights and British Airways says it has tried to address this by pressurising the cabin 2,000 feet 'lower' than on other aircraft which, in theory, retains more moisture in the air.

Like many who have posted their own comments on various travel websites, I was disappointed with the new seating design. I am average build and height with no excess weight but still found the seats snug and the leg-room cramped.

And, as soon as the seat in front was tilted backwards slightly, my personal entertainment screen became much too close for comfort, providing me with neck ache and eye strain for most of the eight hour flight.

No such worries for TV personality Lisa Snowden (BA publicity shot)

All these improvements are supposed to help fight jet lag but that was lost on me. I’m wide awake and writing this in my Toronto hotel room at 4 am the next morning. It’s very dark outside and the illuminated CN Tower dominates the view from my window.

The Dreamliner is definitely not a cure for jet lag and, if anything, I stepped onto Canadian soil feeling more wiped out than normal. I’ll need convincing otherwise - or the offer of a seat upgrade - before I consider one of BA’s Dreamliners for my next trans-Atlantic flight.

Happy Hour challenge

 

We are at heart a wasteful society - and it seems that the intrinsic value of daylight is no exception. For large chunks of the year we often sleep when it is light and we are awake in the depths of darkness.

Such is the folly of modern society that our natural circadian rhythms and the balance between day and night have been brutally squeezed by modern electricity's triumph over the night. Bright lights are the norm and night is more of an optional experience.

Here in the northern hemisphere we are plunging headlong into days of less daylight and longer nights. And this Sunday our country will change the clocks by putting them back one hour, in what Sir Greg Knight MP describes as a “flawed annual ritual”.

According to Sir Greg the answer is to bring our waking hours more in line with the hours of daylight - rather than ‘waste’ daylight in the early morning when most of us are still asleep       

“Our current, self-chosen time settings mean that for most of winter days, people at work, college or school have little or no sunlit leisure time,” he says.

“The answer is to put our clocks forward an extra hour all year round and move to a system of Single/Double Summer Time (SDST).”

Evidence for the positive effects of shifting the clocks forward is mounting. Research indicates that any increase in road casualties during a darker morning rush hour in winter would be more than offset by a decrease in road casualties as a result of lighter afternoons.

Knock-on benefits of reduced electricity bills and improved health (less Seasonal Affective Disorder) in the winter, combined with a boost for the leisure and tourism on late summer days, mean that such a change has a growing band of champions.

Old arguments about milkmen and postal workers needing early-morning sunlight to carry out deliveries look exactly like what they are – arguments from when life was very different.

The National Farmers’ Union, at one time a staunch critic of any change, now says the reasons for farmers' past opposition to advancing the clocks have been “lost in history” (and probably modern technology).

A grassroots campaign is aiming to prove there is an alternative to dark winter afternoons – and at the same time raise awareness about the benefits to our health, the environment and economy of managing our time in a different way.

This weekend the Happy Hour challenge is encouraging people to discover for themselves the social and health benefits of SDST – for just a couple of days.

Chris Hayes, campaign co-ordinator, says: “As well as raising awareness about positive emotional well-being and freedom, this is also all about changing the way we do politics and policy; getting people to actually experience and try things out rather than debating abstract policy concepts.”

“We don't want to prescribe how people take on the challenge but ideally it is to leave the clocks alone on Sunday and spend all of that day and then next an hour ahead of everyone else (GMT+1),” he explained.

Rebecca Harris MP also supports SDST. “The Happy Hour campaign is a great way to show how people could benefit in a practical way from keeping an extra hour of light in the afternoons,” she says.

“Whether it's getting more exercise, sport and recreation or saving cash by using less artificial lighting it would clearly be of public benefit. And road safety organisations are adamant that more daylight in the late afternoon will save many lives and serious injuries.

“I hope the Happy Hour campaign will get more people thinking about how they would use an extra hour’s afternoon light and convince the political parties to commit to include it in their manifestos.”

Whilst the beauty of SDST is its ability to deliver much for little cost - the devil is in the politics. Happy Hour offers the chance to try it out in a fun way. So why not leave your watch on BST and give it a go?

Your body certainly won’t notice the difference for a couple of days. And while everyone else is complaining about how dark the afternoon has suddenly become you can enjoy an extra hour in the park or garden.


Blog photos by Clive Simpson. For more details see the Happy Hour website.  
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Tragedy in Nepal

Ten years ago this weekend I had just arrived in Kathmandu with my good friend, Tim Scott, where I was to start trekking for the second time amongst the wonderful high peaks and scenery of Nepal.

We joined a party of a dozen international trekkers on a three week hike that would take us across Gokoyo Ri at 5,360 m and through the 5,400 m Cho La pass before trekking to Gorak Shep and ascending the 5,500 m Kala Patar, known as the trekker’s ‘mountain’ overlooking Mt Everest and basecamp.

October in Nepal is a peak season for trekkers to gather and work their way along and up the Himalayan mountain trekking routes. Skies are normally clear by day and the sun often shines before the bitter cold returns at dusk.

But the tragedy that unfolded in Nepal this week was on an altogether unprecedented scale. A series of avalanches followed heavy snowfall and blizzard conditions on Tuesday causing a a nightmare scenario with at least 32 people dead and many more missing.

Most of the fatalities happened as the blizzard reached a point on the Annapurna Circuit 100 miles northwest of the capital, Kathmandu. This too is a well-known trekking route in central Nepal and at about 4,500 m it is close to the circuit’s highest point, the Thorung La pass.

Tourists from countries around the world were caught on the mountain and helicopters saved more than 200 survivors stranded in lodges and huts along the route, according to Nepales authorities.

With snowfall from the storm topping six feet in some places, this is probably the worst disaster in the history of Nepal’s trekking business.

The blizzard was the tail end of cyclone Hudhud, which hit the Indian coast a few days earlier and was reportedly one of the strongest storms on record to affect the region. It made landfall in Andhra Pradesh, India, last Sunday and was the equivalent of a category four hurricane.

Scientists are always reluctant to link any one weather event to climate change but they have pointed out in the past that the Himalayas are especially vulnerable to the increased storm intensity expected to result from climate change.

“Storms in that region are getting stronger,” John Stone, an IPCC lead author and adjunct professor at Carleton University in Ottawa, told the Toronto Star. “It is not inconsistent with what scientists have been saying - by making the atmosphere contain more energy, we have increased the likelihood of more frequent and severe storms.”

The International Centre for Integrated Mountain Development, a regional agency based in Kathmandu that serves eight countries, released a report in May showing that rising temperatures caused Nepal’s glaciers to shrink by almost a quarter between 1977 and 2010 - at an average loss of about 15 square miles per year.

The report also pointed out that Nepal’s average temperature change has been two to eight times greater than the global average and says such changes could bring more intense and frequent floods, avalanches and landslides.

In April this year an avalanche - caused by melting ice from the Khumbu ice fall - killed 16 Nepalese guides near Mt Everest base camp in one of the deadliest disasters in the mountain’s history.

Modern  weather forecasting has reduced the risk of being surprised by a killer storm like the one that struck last weekend but the pronounced warming of the Himalayan climate in recent years has made the icefall more unstable than ever and added to the dangers for both trekkers and mountaineers.

A former British Gurkha officer and avid trekker General Sam Cowan is quoted as saying that “no one should have ventured out to cross Thorung La with the weather as threatening as it was”.

But access to our accustomed news media and forecasts is not always so easy in the high and remote mountains and it is unclear at this stage whether those caught in the storm had the benefit of any warning or not.

 

 

All photos: Clive Simpson

Après ski

The clouds are low and swirl in a playful way over the mountains on this late August summer’s day, teasing the landscape with short-lived shafts of light.

With day upon day of grey cloud and rain it has been a poor season in this part of the French Alps - but thankfully the jet stream has re-aligned itself allowing more typical summery days to return.

We are at the winter ski resort of Les Carroz, perched on a 1140 metre plateau high above the valley and just an hour’s drive from Geneva.

Compared to the hectic bustle of its busy winter season between mid-December and late April, life in this traditional Haut-Savoyard village is running at an altogether different pace now.

The resort’s telecabin continues to ply up and down but its tarmac car park lies almost empty, a grey and colourless expanse without the myriad of cars and coaches that boost the local population from the end of each year.

For now this is the territory of walkers, para-gliders and young bikers, the latter spending their long days ascending the telecabin and then careering at breakneck speeds down steep mountain-side tracks.

At the height of winter this snow-covered landscape is truly fit for purpose, the cable cars, ski lifts, snow machines and skiing paraphernalia a relevant and necessary part of the scenery.

Today, this infrastructure seems stark and incongruous as it clings to the steep slopes, a un-natural intrusion against the backdrop of pine trees, the pristine towering walls of rock and Alpine meadows, which even now are bursting with late season colour.

Without their winter dressing of white, the ski-runs lie naked and unromantic, while the steep slopes are cris-crossed with the metal supports and cables of chair lifts which hang silent and still.

Exposed gravel paths and tracks redefine the summer landscape in a different way too and, without any sunshine to soften it the view is rather harsh and mechanical, like an abandoned theme park where the rides have been shut down.

But, as the clouds roll off a nearby mountain top, a fleeting slither of brightness transforms the view. For a moment it is like the spotlights of a giant theatre being tweaked by some unseen engineer, and we have a glimpse of brilliance that quickly changes both landscape and mood.

Waiting to board the next telecabin are a host of lean young bikers, well kitted out with padding and helmets, and clutching their small-wheeled and robust looking bikes.

As the first cabin of the next batch swings down in front of us, the automatic doors slide open and the man in charge hauls the bikes in and stacks them three per cabin. It is routine work and he drags on a roll-up at the same time.

We follow in those designated for people and our suspended cabin clunks slowly round the boarding platform before hooking into the uphill cable circuit and whisking us steeply into the air.

Les Carroz is part of an area known as the Massif - which also includes Morillon, Samoëns and Sixt - with a total of 125 km of pistes and 42 lifts. The village itself boasts 32 trails and 15 lifts of its own and is also part of the larger Grand Massif that includes Flaine.

Our upward journey takes just six minutes and I wonder if the young cyclists in the cabin ahead can race down in the same kind of time.

It being a Sunday there are more people about than usual, families and groups from nearby cities out for the refreshing mountain air and invigorating exercise.

We were heading for the Alpage de l’Airon, a restaurant nestling in a natural amphitheatre at 1765 metres, aside a man-made lake that is used to feed snow-making machines in the winter.

There is a steeply sloping descent towards the chalet from the 1882 metre viewpoint of Point du Cupoire where our one and only chance to view the snow-covered summit of Mont Blanc is thwarted by low cloud.

A conversation in a village bar the evening before had led to the recommendation to visit l’Airon, which also doubles as a small local cheese factory, for an outdoor Sunday lunch.

Our destination comes into sight as we drop towards the sheltered valley head, though looking little more than a large cow-shed from our vantage point on the track down.

Suspicions were heightened as we approached from the side, adjacent to a straw-filled doorway which was indeed a night-time refuge for the cows and their clanging bells now on out on the far hillside.

Stepping round the corner a large open air patio appeared and, along with it, a sense of relief. It was packed with a colourful array of diners, eating and drinking at several dozen tables.

The air was cool but across the valley the sky was beginning to clear, bringing the promise of sunshine and warmth as we reposed with glasses of red wine and perused the mouth-watering menu. It included, of course, the local staple Tartiflette, a rich and indulgent potato dish with lashings of Reblochon cheese.


All photos by Clive Simpson, who is the author of The Lighthouse Keeper blog - for more information, commission enquiries or to re-publish any of his articles click here

Light of the world

Experts from around the globe gathered at Leicester’s De Monfort University in the UK this week to discuss ‘artificial light’ and how it is not only affecting the world we live in but is also increasingly helping define it.

The fact that light at night affects us adversely more than we might think is not something many of us give a second thought to - let alone consider it necessary to be discussed at an international conference.

But those at ALAN 14 - the second ‘Artificial Light at Night’ annual conference - had a significantly different take and highlighted a number of concerns that need to be taken seriously.

The scientists and researchers had travelled from the different parts of the UK, Ireland, the United States, Europe and Australia to present their findings on light-related topics and related research across the fields of health, biology, pollution, ecology, technology and design.

ALAN 2014 examined the use of artificial lighting at night in all its forms, as well as the spectrum of adverse effects that artificial light at - known collectively as light pollution - night may cause.

The theme coming through loud and clear is that society at large is barely beginning to recognising that such liberal and indiscriminate use of illumination is at a mounting cost to both the environment and ourselves.

Interestingly, an increasing number of scientific studies are now seriously questioning the long-held premise that humans are largely immune to the effects of artificial light at night.

Research is now confirming that artificial light - even in quite small doses - disrupts sleep, confuses circadian rhythms and impedes the production of the hormone melatonin.

All of which is bad news if the consequences of excessive exposure to light at night really do include an increased risk for obesity, diabetes, cancer and cardiovascular disease.

Back in 2012 the American Medical Association (AMA) called for more research into the risks and benefits of occupational and environmental exposure to artificial light at night and for the introduction of new lighting technologies at home and at work that minimise circadian disruption.

Technological advances such as LEDs (light-emitting diodes) have improved the potential for better targeted lighting - but for now they are often brighter and more intrusive than the old lights they are replacing.

Much of our modern light - whether from TVs, computer screens, smart phones and electronic gadgets or from outdoor lighting of one form or another - is also ‘blue’ rich and so proves even more disruptive to the 24 hour biological process that regulates the body's functions.

According to conference organiser Prof Martin Morgan-Taylor, of the School of Law, De Montfort University, Leicester, and a Legal Advisor to the UK Campaign for Dark Skies, the physiological effects caused by lighting may be similar to noise.

"Admittedly, there are comparatively few studies as yet on the problems caused by lighting, but lights can and do wake people up, just as does noise," he said.

"Moreover, with light it appears that the subject does not need to be fully awakened to suffer the same negative effects as someone who has been deprived of sleep altogether."

This means that people's health can even be adversely affected by ‘security’ floodlighting and, what the Chartered Institute of Environmental Health (CIEH) refers to as, ‘light briefly turning on and off' during the night.

Prof Morgan-Taylor stated the research concerning cancer risks does not restrict itself to lighting that wakes the subject because risk factors are akin to the levels of night-time light entering a bedroom.

Paul Marchant, of Leeds Metropolitan University, questioned the widely held perception of ‘improved’ (brighter) lighting is always beneficial in reducing road accidents and crime.

The generic objection to this - based on the premise that light equals protection and darkness represents danger - is that we need all this light for safety and security, he said.

Such common belief goes a long way to explain why many supermarkets, petrol station forecourts and car parks, as well as our own driveways and yards, are lit more than ten times as brightly as they were just 20 years ago.

"In fact, the issue of light at night and safety is rather more complex, and there is little compelling evidence to support widespread such mis-assumptions," he said.

"Ever-brighter lights can, for example, actually diminish security by casting glare that impedes vision and creates shadows where criminals can hide."

Emma Marrington, CPRE Dark Skies campaigner and author of ‘Shedding Light’, a survey of local authority lighting policies, said some local authorities are taking steps in the right direction.

She said the research had revealed no evidence to support the fear that adjusting or dimming street lights impacted on public safety.

"We urge councils to do more to control lighting in their areas and ensure that the right lighting is used only where and when it is needed."

"We're not advocating changes where they're not appropriate - but why shine bright lights on residential streets, quiet roads and open countryside throughout the night when they are not needed?"

The consistent theme emerging from ALAN 14 was that there are many different aspects to artificial light at night and the effects on our well-being, ecology and life in general are only just beginning to be understood.

We will, no doubt, continue to tinker with the natural world and all its variances, and the exponential growth of artificial light in our homes and across the planet shows now time of dimming yet.

In the meantime, conferences like ALAN will gradually produce evidence in an attempt to redress the balance.

And one day there may come a time of new enlightenment - when we release that at certain times of the day we need dark more than light.


The conference was hosted by Leicester De Montfort Law School, De Montfort University, and co-organised with the EU COST Action LoNNe (Loss of the Night Network) in association with the International Dark Sky Association. My thanks to Martin Morgan-Taylor and Katie Scott.