The end of 2018 is drawing to a close and we’ve seen many changes within the motoring world, from learner drivers on the motorways to a new MOT. So what can we expect in 2019?

Although there are bound to be several unknown shocks and surprises to drivers over the next twelve months, here are a few of the main changes we can expect in the new year…

Emission mission

As mentioned in an earlier article, an Ultra Low Emission Zone (ULEZ) will be in place in central London from the 8th of April next year and will replace the T-Charge. Most vehicles, including older petrol cars and most diesel cars sold before certain dates, must meet stricter exhaust emission standards or drivers must pay a daily charge to drive these cars.

“It is clear that charging clean air zones have the greatest impact by bringing the majority of zones into compliance by 2021,” said a report by the Department for Environment Food & Rural Affairs (DEFRA).

The Worldwide Harmonised Light Vehicle Test Procedure (WLTP)—the laboratory test to measure fuel consumption, emissions of pollutants, and CO2 from passenger cars—first applied to new cars in September of last year.

Before the WLTP, the New European Driving Cycle (NEDC) was the test used but, because of progression in technology and driving conditions, it had become outdated because the test based its values on a theoretical driving profile while the WLTP cycle uses real-driving data, collected from around the world and better shows typical driving behaviour.

From the 1st of January 2019, databases will show only the WLTP results for Fuel Consumption, yet the results for CO2 emissions will continue to be NEDC (or NEDC equivalent) figures until the 6th of April 2020.

Mike Hawes, Chief Executive Officer at Society of Motor Manufacturers and Traders (SMMT), said of WLTP: “This is an opportunity to reassure consumers that their cars will achieve figures much closer to the official ones.”

Driving change

How driver licensing will work if you drive within the EU after the 29th of March 2019 (when the UK leaves the EU) will depend on a ‘deal or no-deal‘ situation, so if you wish to drive to an EU country soon, it might be best to go in the next couple of months.

The current situation is simple; you need only your UK driving licence to drive anywhere in the EU, for work or pleasure. Yet if there’s a ‘no-deal’ Brexit, the mutual recognition of driving licences between the UK and EU could end, which means drivers may need an International Driving Permit (IDP) to drive within the EU (which some countries outside the EU already require). If this happens, the International Driving Permit you will need to buy will depend on which EU country you plan to visit. Cyprus, Ireland, Malta, and Spain recognise the ‘1949 Geneva Convention on Road Traffic’ licence. The licence remains in force for 12 months. All other EU countries including Norway and Switzerland recognises the ‘1968 Vienna Convention on Road Traffic’ licence, which remains in force for three years.

Even if the UK makes a deal with the EU, the government has decided that from the 1st of February 2019, the AA and RAC may no longer issue IDPs, nor will mail order facilities exist to apply for them. Instead, around 2,500 Post Offices (instead of the current 89) will issue them.

Cough up

From the 1st of April, Vehicle Excise Duty (VED) for all cars, vans, and motorcycles will increase in line with RPI (one of the two main measures of inflation).

Most drivers of cars registered before 1 April 2017 will have to pay an extra £5 in standard rate VED for the year, meaning an annual bill of £145 for petrol and diesel cars and £135 for hybrids. Owners of older, high emission models will pay up to £15 extra. Buyers of new vehicles with CO2 emissions over 255g/km must pay an extra £65 on first-year car tax. The premium tax owners must pay for the first five years at the standard rate on cars with a list price of £40,000 or more has increased from £310 to £320. Owners of electric cars will still not have to pay VED charges.

Ministers said the increase in car tax in line with RPI would “ensure that VED receipts are maintained in real terms and that motorists continue to make a fair contribution to the public finances,”.

2019 also brings the following developments:

People with hidden disabilities will be eligible to apply for Blue Badges, Scotland will introduce a drug driving limit (which will involve roadside testing to allow police to check drivers’ levels of prescription and illegal drugs and prosecute where relevant), new electric and hybrid cars will have to come fitted with sound generators so that the vehicles make a noise when travelling at low speeds, and all new cars launched by Volvo from 2019 onwards will be pure electric or plug-in hybrid.

So, while we don’t yet know what the post-Brexit UK will look like, at least regarding driving it is clear there’s a firm focus, and that focus is on reducing emissions

Which of these changes do you support and which do you oppose? What changes to motoring has most affected you in 2018? Let us know in the comments.

We’ve all seen those annoying drivers on a cold winter’s morning – scraping just enough ice from their screen to give them a ‘porthole’ for vision, but what you may not know is that anyone caught driving like that could face a £60 fine and three penalty points.

In fact, as winter rolls around again, it’s worth knowing that there are a few situations that could see you in hot water if you’re not aware of them – the act of ‘portholing’ is just one of them.

Partial vision

With police forces actively clamping down on drivers with poor vision, it was only a matter of time before the net widened to try and catch drivers that are too lazy to clear their windscreen properly before setting off.

Whilst a £60 fine and three penalty points may seem harsh for failing to clear the screen, the reality is that there’s no real difference between that and driving with poor eyesight, which carries a much stiffer penalty, it could possibly be argued that failing to clear a screen should carry a harsher penalty still.

While ‘portholing’ is a very defined term, what isn’t clear is just what that constitutes – how much of the screen should be clear? Common sense tells us that any significant obstruction to our view is dangerous, and that to take an extra few minutes to finish clearing the screen and windows is the sensible choice, but does the screen need clearing completely, or just the majority?
The Highway Code is very clear:

• You must be able to see, so clear all snow and ice from all your windows
• You must ensure that lights are clean and number plates are clearly visible and legible
• Make sure that the mirrors are clear and the windows are demisted thoroughly
• Remove all snow that might fall into the path of other road users

Engine idling

While it’s tempting to start your car and let the heat do the work for you, that in itself can be an offence if the vehicle is on a public road (as opposed to your driveway), which could result in a £20 fine.

Section 42 of the Road Traffic Act of 1988 and rule 123 of the Highway Code states that “you must not leave a vehicle engine running unnecessarily while that vehicle is stationary on a public road”. However, defining necessary or unnecessary could potentially be a defence; it was necessary to demist or de-ice the windscreen. It would take a particularly zealous police officer to book you for the offence.

Perhaps of more importance is the fact that any insurance company would likely refuse a claim if your car was stolen under the same circumstance; leaving your car to de-ice with the engine running unattended would likely be seen as a failure in duty of care – that you’ll take reasonable precaution to keep your vehicle safe.

Driving in winter

Driving in winter presents a host of new challenges that we in the UK aren’t specifically taught how to deal with, and no amount of ‘how-to’ articles will prepare you for the reality of driving in snow and ice. Best advice (when the weather is particularly inclement) is to only drive when completely necessary.

Should you find yourself in the position of having to make a journey, experts say that you should have a Winter Survival Kit prepared. This may seem extreme, especially if you’re confident of your abilities, but many times, drivers have found themselves stuck due to other motorists.
Your winter kit should include:

• Any personal medications
• Fully charged mobile phone with in-car charger
• First aid kit
• Road atlas (in case of detours and road closures)
• Blanket
• Shovel
• Ice scraper and de-icer
• Torch with spare batteries
• Snacks (in extremis!)
• Extra screenwash

Shop bought de-icing solution is readily available through supermarkets, garages and convenience stores, but should you wish to make yourself a greener remedy, or in case you run out of pre-packaged, you can make a simple de-icing solution using three parts white vinegar to one part water.

Preparing your car

Just as you should carry a winter survival kit, you should ensure that your car is fully-prepared for winter: check that you have the right amount of anti-freeze, that your tyres are in good condition, windscreen wipers are smear-free and that your screenwash is topped off. This won’t stop you getting into trouble, but it will help to keep you out of it.

Do you have any tips for winter driving? Should drivers that ‘porthole’ face a stiffer fine? What’s in your winter survival kit? Let us know in the comments.

Traffic experts predict that motorway journeys will take up to three hours longer than normal this Christmas, with the worst delays most likely for those heading north and it’s not just people visiting family and friends for Christmas who will add to the road congestion—delivery drivers, last-minute shoppers and those travelling to and from work may get caught in the traffic.

With both rail engineering works and strikes occurring, traffic authorities expect chaos over the holiday period after determining Britain’s worst areas for traffic jams.

Congestion suggestion

With 20 million festive trips expected this week, motorists are being urged to expect significant congestion on major roads such as the M25, M6, and M40. Those driving on the M6 between Staffordshire and Greater Manchester on Thursday could get caught by delays of up to 181 minutes and, on Friday, using the M40 south from the M42 in Warwickshire to J8A at Oxford may add an extra 110 minutes to the journey.

The worst days for congestion, according to research by the RAC and the transportation data analysis company Inrix, will be Thursday and Friday, with between 2.5 million and 2.8 million vehicles travelling across Britain.

To make sure over 97% of roads are available for Christmas travel, Highways England intends to lessen disruption by removing over 200 miles of roadworks from motorways and major A-roads by Friday at 6.00 a.m. but large-scale roadworks will continue on the M1 between Milton Keynes and Northampton and on the M6 near Coventry and between Stafford and Crewe.

Planned roadworks

M5 J17-J18 (near Avonmouth) 4.2 miles
M62 J10-12 (near Manchester) 10.3 miles
M6 J16-19 (near Crewe) 20 miles
M6 J13-15 (near Stafford) 20 miles
M1 J13-15 (near Milton Keynes) 14.9 miles
M23 J8-10 (near Crawley) 11.5 miles
M20 J2-7 (near Maidstone) 15.9 miles
M6 J2-4 (near Coventry) 13.6 miles
M4 J3-12 (near Wokingham) 20 miles
A14 J31-28 (near Cambridge) 11 miles
M20 J10 (near Ashford) 1.6 miles
A1(M) J15-A1 Buckden (near Huntingdon) 6 miles
A14 J32-34 (near Cambridge) 5 miles
M20 J9-8 (near Ashford) 6 miles
M50 J1-2 (near Worcestershire) 3.8 miles
M6 J2-4 (near Coventry) 14.3 miles
M6 J13-15 (near Stafford) 13 miles
M6 J8-M5 J3 (near Birmingham) 7 miles
M5 J5-4A (near Bromsgrove) 2.6 miles
A1(M) J59-60 (near Newton Aycliffe/Coatham Mundeville) 3.5 miles.

The worst times to travel on Britain’s roads on the lead-up to Christmas

December 19th 3-6.30 p.m.
December 20th 11.30 a.m.-6.30 p.m.
December 21st 11.30 a.m.-6.00 p.m.
December 22nd 10.30 a.m.-4.00 p.m.
December 23rd 4.00 p.m.-6.30 p.m.
December 24th 11.00 a.m.-1.00 p.m.

To avoid the worst queues, drivers are being encouraged to use alternative routes or delay their journeys until 8.00 p.m.

Off the rails

Inrix data scientist Joshua Kidd, advises motorists to explore different routes to their destinations and to use the latest technology for real-time updates.

Kidd said: “Our data shows that compared to a normal day, Thursday, December 20th, will see the biggest increase in cars on the road.

“With most drivers setting out mid-morning, traffic will become heavier over the course of the afternoon and stay congested into the evening.”

Train passengers may not fare any better. Tens of thousands of passengers could have their travel disrupted over the Christmas break by Network Rail’s 330 planned engineering works.

Andy Thomas, Managing Director of Strategic Operations at Network Rail, said:

“Most of the network is open for business as usual but some routes are heavily affected, so we strongly advise to plan ahead.

“A huge investment programme will deliver more reliable infrastructure and improved services for passengers.”

Strikes continue to affect the rail network and on Saturday, Northern Rail employees walked out at 7.00 a.m., as part of their disagreement over driver-only trains. Further strikes will happen each Saturday this month.

South Western Railway has strikes planned for the 22nd, 27th, and 31st of December. London Underground Central Line plus Waterloo and City Line plan to strike on December the 21st and 22nd and there will be strike action on the Bakerloo Line on December the 26th.

Planes, trains, and automobiles

With airline strikes looking set to carry on well into 2019, travel delays are affecting most modes of transport.

Four hundred of the 965 Virgin Atlantic pilots have arranged up to three lots of four-day strikes to occur over the Christmas and New Year holiday because of the airline’s unwillingness to include them in discussions over changes to pay and benefits.

But if your car remains your transport of choice this Christmas, and you have plans to drive anywhere further than your local area, give your vehicle a once-over to make sure it’s in good repair and not liable to break down, leaving you stranded.

Check your fuel, coolant, oil, and screenwash levels and examine the condition and pressure of your tyres. Make sure you also check the forecast before you travel. By knowing the forecast in advance, you can prepare for any hazardous weather and reach your destination safe and ready to put on that party hat and sip your mulled wine.

Are you planning to brave the roads in the next week or two, or do you have a flight or train booked? Will news of travel chaos make you stay home, instead? Let us know in the comments.

Renault and Nissan have come out worst in a new study done by the team behind one aspect of the VW scandal. They also revealed that the average new diesel car emits more than six times the legal limit of nitrous oxide (NOx) when tested in multiple real-world conditions.

The FIA Foundation and the International Council on Clean Transportation (ICCT), who helped to reveal the VW scandal, released new information this week showing that in real world tests most manufacturers come out way above the maximum limit.

Worst performing manafacturers

Renault and Nissan came out worst performing, after signing a strategic partnership deal in 1999, meaning that their diesel engines are the same. The legal limit for NOx is 0.08mg/km, and Renault Nissan averaged over 12 times that, way above 0.8 mg km.

The worst offenders from these brands included the Renault Kaptur, and the Nissan Juke and Qashqai, as identified through previous research.

Following Renault Nissan came Fiat Chrysler with a figure just under 0.8mg/km. Hyuandi entered in third place, with Toyota and Ford taking fourth and fifth respectively. The VW group actually fell near the bottom of the list, showing their commitment to change since the dieselgate scandal of 2015, with Jaguar Land Rover taking the bottom spot and having the cleanest engines.

Euro 6 compliance

It was found that none of the Euro 6 models available on the market actually reached the mark in the rigorous tests done by The Real Urban Emissions (TRUE) initiative and less than 30% of diesel cars tested on the roads were actually Euro 6 compliant meaning that if the ULEZ zones were measured on TRUE results, no cars could enter the centre of London.

Euro 6 compliance is legal on all new models bought on cars, and from September 2019 any car registrations must be Euro 6 compliant. It was introduced in 2015, and since then any mass produced cars have had to be compliant.

The Euro 6 compliance level aims to reduce the amount of NOx, particulate matter and a few other harmful chemicals. Every year 40,000 people die for reasons related to pollution, and so each new iteration of EU compliance aims to lower these numbers further and further.

The new ULEZ zones coming in to force early next year in London means that any car that doesn’t meet the Euro 6 standards will have to pay an extra £10 on top of any other congestion charges. Those living in Islington with a diesel car will also face an annual surcharge of £99.65 which other London councils may adopt later in 2019.

Euro compliance testing is done in a controlled environment overlooked by Government agencies, meaning that real-world tests are more likely to capture data that is more representative of drivers.

TRUE testing methods

The TRUE test used remote sensing technology, which shot infrared and ultraviolet beams through the pollution emitted by each car as well as the type of car, whether it was a fleet or commercial vehicle and what Euro compliance rating it was.

The TRUE rating is a three-colour scheme, in which green = meets pollutant limits, red = far exceeds limits and yellow = in between and no diesel car tested during this period, including Euro 6 compliant vehicles, had a green rating. The TRUE rating takes the Euro 6 data but tests cars in a real-world test.

The testing was completed over a five-month sampling campaign, November 2017 to March 2018, and was active in nine spots across London. More than 100,000 vehicles were tested, and due to the real world nature of the data, it was more authentic and tangible than the laboratory testing done for Euro compliance.

It must be said that the new Worldwide Harmonised Light Vehicle Test Procedure (WLTP) procedures are more reflective of real-world driving habits. However, due to the controlled environment, they can never be entirely accurate in comparison to a test done on vehicles that have been driven for a while on actual roads, gone over potholes and generally had a bumpy ride.

Taxis pollute the most

The study also found that the most common black cab models pollute up to 30 times more NOx than a personal car of the same age. Euro 5 black taxi cabs, some of the newer models and technically more compliant with stricter emissions test, are producing at least 50% more NOX than of the Euro 3 or Euro 4 models. The average NOX emissions from cabs per KG of fuel used have actually seen a measurable increase in the past five years.

When compared to buses, this is shocking as there has been a 65% decrease in emissions by buses over the last five years, and due to the number of people, a bus can hold it means they are naturally less polluting anyway when compared to the pollutant per person.

The Mayor of London, Sadiq Khan, said: “London’s air is so toxic it damages children’s lung growth, causes thousands of premature deaths and increases the risk of asthma and dementia. We know that dirty vehicles are responsible for half of our NOX air pollution – and this new data from TRUE and ICCT reveals the stark health impact of polluting diesel taxis on our streets. It also underlines why we at City Hall have been delivering hard-hitting, urgently needed policies to tackle vehicle emissions, such as cleaning up the bus fleet and introducing the world’s first Ultra Low Emission Zone, 24 hours, seven days a week in central London from next April. We all need to play a part in cleaning up our toxic air and while I am encouraged that almost 1,000 taxi drivers have switched to cleaner electric taxis, this damning report really highlights why we need to accelerate their uptake.”

What do you think should be done to help reduce emissions? Do you know how much your car actually pollutes? Let us know below

A new pollution charge, expected to affect one million people across large areas of London from next year, is causing anger and worry for motorists; directed at the man behind the new tax—London Mayor, Sadiq Khan.

From the 8th of April 2019, an Ultra Low Emission Zone (ULEZ) will run in Central London and — from the 25th of October 2021 — will expand to include the inner London area surrounded by the North and South Circular roads, meaning vehicles driving inside the area must satisfy new, stricter emissions standards; or pay a daily charge of £12.50.

£1.5 billion a year

The government will enforce the ULEZ based on the declared emissions of the vehicle rather than the age but, cars liable to pay the ULEZ charge are petrol cars registered before 2005 and diesel cars registered before September 2015.

Transport for London encourages motorists to drive a vehicle that satisfies the new emissions standards instead of paying the charge, yet they will receive up to £1.5billion a year from the £12.50 daily charge—six times more than the £230million collected from the Congestion Charge alone.

The charge—which will replace the T-Charge and will run 24 hours a day, 365 days a year—will also affect owners of vans, motorcycles, and larger vehicles, including ambulances and fire engines. The ULEZ charge will be on top of the Congestion Charge and Low Emission Zone (LEZ) charge, and there won’t be any discount for residents.

Transport for London’s ‘integrated impact assessment’ predicts that around 565,000 cars and 276,000 vans registered in the capital will be liable for the ULEZ charge. Add HGVs and minicabs to the total number of vehicles and that number could increase to one million; unless an online petition, calling for a halt to the ULEZ expansion, succeeds.

‘Filthy and shameful’

The ULEZ charge came into being after studies showed that the air pollution caused by motor vehicles in the UK costs the NHS £6 billion a year, with a £650 million bill in London.

Officials believe the expanded ULEZ zone will mean reduced pollution across the whole of London and, by 2021, over 100,000 Londoners will no longer live in areas with illegal levels of nitrogen dioxide and particulate matter.

In June of this year, coinciding with the start of an investigation into how air pollution reduction strategies affect the health of children in London and Luton, Mayor of London, Sadiq Khan said:

“Tackling London’s lethal air and safeguarding the health of Londoners requires bold action.

“Air pollution is a national health crisis and I refuse to stand back as thousands of Londoners breathe in air so filthy that it shortens our life expectancy, harms our lungs and worsens chronic illness.

“I promised hard-hitting measures to tackle our shameful air pollution and today City Hall is confirming the next stage of our plans to expand the ultra-low emission zone up to the North and South Circular roads.”

Yet expanding the ULEZ into residential areas within the North and South Circular causes concern for RAC Public Affairs Manager, Nicholas Lyes, who said:

“Residents and small businesses within this area now have just three years to become compliant with the Mayor’s emission standards.

“This means many now face the daunting challenge of having to spend substantial amounts of money on a newer vehicle or face a daily charge of £12.50 to use their vehicles from October 2021.

“Motorists currently have no quick and easy means of knowing for certain what Euro emissions standard their car, or one they are looking to buy, meets–so it is absolutely vital that a central database is developed as quickly as possible.”

Mr Lyes also said the ULEZ expansion will most affect those from low-income backgrounds and those who work in roles such as hospitality and depend on using a car at night when public transport is not always available.

Coming to an area near you?

To see if the £12.50 charge will apply to your vehicle, use the ULEZ vehicle checker. If you’re caught driving through the zone without paying the daily fee, and with a vehicle not satisfying the emission standards, you’ll face a penalty charge of £160 (reduced to £80 if paid within 14 days).

If you’re looking for ways to avoid the ULEZ charge, officials suggest that, instead of paying the charge, people either walk, cycle, use public transport, rent a ULEZ-exempt vehicle from a car club, fit emission-reducing technology to their cars, buy an electric vehicle; or one that meets the ULEZ emissions standard.

Despite ULEZ only affecting London, there’s nothing to stop something similar happening across the UK. In fact, some councils are already planning their own emissions-based charges. With this in mind, cars not meeting the stricter emissions standards may experience a large drop in resale value.

Across the water, our French cousins—donned in the yellow vests that all cars in France must carry by law—have been rioting against fuel tax increases. With Gareth Bacon, leader of the Conservative Party in the London Assembly likening ULEZ to the poll tax, could he be right when he inferred that the mayor might experience his own ‘yellow vest’ moment once people realise they’ll pay up to £4,000 more each year to drive their cars?

What’s your view on the ULEZ? With the scandalous air pollution levels; do you welcome the charge? Will the ULEZ affect you? Share your views in the comments.

For some drivers, parking on the pavement comes as second nature. For others, it’s a complete nuisance. Now new research reveals the UK has a near perfect 50/50 split on the issue. Half the country thinks that we should ban pavement parking while the other thinks we should allow it.

Research from YourParkingSpace shows that 1 in 10 drivers park daily on the pavement which equates to about 3 million a day leading to the government potentially planning to act and create a nationwide ban on pavement parking.

Change in law

Back in 1974 when the Road Traffic Act was created, pavement parking was made illegal and never enacted. This was mainly due to high contention from multiple organisations and pressure from citizens; it was ultimately repealed in 1991 and pavement parking, aside from a few spots namely London and other major cities.

Now over 40 years later, the Scottish Government has under their new Transport bill allowed local governments to fine for pavement parking. Along with some areas in London, at the minute these are the only places one cannot park on the pavement.

However, new research from YourParkingSpace hints at a nationwide ban on pavement parking that could be enacted by the Government, something which divides the country fairly evenly.

Blocking pavement space

Pavement parking can cause major issues for those who are disabled, have a pram or are blind. The charity Guide Dogs for the Blind says that 90% of their members tell them, above everything else, pavement parking is the biggest physical obstacle they face in the street.

On the other hand, organisations such as the Alliance of British Drivers (ABD) have come forward to say that a blanket ban would not be successful, but instead a middle ground of having a minimum pavement width and assigned parking spots on the pavement.

In a slightly different light, people such as postal or delivery services, meal on wheels drivers and so many more could be easily affected by this. Their need for a quick spot to park, drop an item and leave shortly after is where a blanket ban could get confusing. Similarly, for emergency services, they need the closest spot possible to the incident and if a pavement ban is in place this could make it more complicated for the above.

The ABD released a statement about the topic, along with their suggestion “…We suggest that all that is needed on most residential streets is a minimum one-metre walkway. That’s equivalent to a double buggy or a mobility scooter. We don’t object to councils dealing with those who seriously obstruct. Therefore we oppose default blanket bans, but should it come about, urge the “middle ground” solution outlined above – with a statutory requirement for councils to provide pavement parking provision on any road where it is requested and/or achievable while still allowing that minimum one-metre width for pedestrian passage.”

Nationwide split

Not unlike other topics, the UK is completely split on pavement parking with half the country thinking it should be allowed and the other half finding it completely awful and thinking a harsh ban would be good for us all.

Harrison Woods, managing director at YourParkingSpace.co.uk, said: “Parking splits opinion, none more so than the issue of parking on pavements. In many parts of the UK, it is still allowed, but this could soon change as the Government reviews the issue. The outcome could affect the parking habits of millions.”

He added: “Parking on a pavement can cause real inconvenience to pedestrians, but some motorists feel it can be their only option. Our advice, where pavement parking is currently allowed, is always to make sure there’s plenty of room for pedestrians to get past and to be aware of people with a pushchair, with a visual impairment or in a wheelchair.”

One in ten drivers parks on the pavement daily, with another one in twenty parking on the pavement weekly. On top of that one in five drivers have admitted to parking on the pavement at some point in their driving life, although most cannot recall when. With the country completely split, any move from the government either way could prove highly contentious, and so this must be balanced well in order to meet the needs of those who struggle to manoeuvre pavements and help reduce the impact this could have on congestion.

What do you think about pavement parking? Would you be for or against a strict ban? Let us know in the comments below

The number of people each month getting caught for speeding seems to be increasing. And one of the reasons for this jump is the tech being used to catch drivers. The latest LTI Laser 2020 speed camera can catch a driver in just 0.03 seconds, working from up to 1,000 metres away and even has infrared to work at night.

High tech trap

The modern speed camera is a high-tech trap to catch drivers breaking the rules. The cameras can operate in any conditions and have a number of special filters that enable them to work in poor weather. The camera works in just 0.03 seconds so that by the time you have come around the corner and spotted the van, it has already clocked your speed and your details. And you’re still not safe from them at night as they have infrared facilities to allow them to take shots in the dark.

Details of the workings of these high-tech cameras came from an interview with a Camera Technician Enforcement Officer in the Grimsby Telegraph and gave a great deal of insight into the process of recording speeds. Known only as ‘Tommy’ the officer said that he would prefer not to catch anyone and that there is no quota regarding the number of people they must catch per day or even week.

Busy work

During the interview, the camera was located on the A18 Barton Street in Grimsby and quickly caught a speeder who was doing 62mph in a 50mph zone. A change of location to the Laceby roundabout nearby saw another two people caught, one doing 59mph and the other 67mph. The camera does have a tolerance of 10% plus 2mph, but all of these drivers will be receiving a fine and points.

We all hate getting caught speeding and some people take a more active role in trying to avoid the fine. One man tried to reach through the window to grab the speed camera – Tommy said that he always keeps the doors locked.

During the three hours that the reporter was with the officer, there were a total of 19 drivers who were caught exceeding the speed limit by enough to get them a fine and points and all of the footage is stored securely so there’s no chance that it can be altered.

Average speed cameras

While vans are the visible sign of speed enforcement, another type of camera is becoming increasingly popular around the UK – the average speed camera. One of the roads to recently receive their cameras is the A55 in North Wales. The cameras were put in place when drivers were found to be frequently breaking the 70mph limit on the road.

The cameras between J30 and J28 are temporary at the moment but there is talk that they could be permanent. They are one of two sets of such cameras in the region with the other on the A541 in Flintshire. They show the new face of speed enforcement that means you don’t need an enforcement officer constantly operating them.

These cameras are set 200 metres apart along a stretch of road at regular intervals in a managed speed control zone. Cameras have a date and time stamp as well as automatic number plate recognition (ANPR) which allows the computer to work out your average speed between the cameras. This then triggers the automatic fine to be sent. People think they are limited to working through the day but like the mobile speed cameras, they are also fitted with filters to work in all weathers and work at night with infrared tech built in.

Digital cameras on the street

The final other major development in speed cameras is the use of digital speed cameras on streets around the country. The new cameras have recently been added to streets around Swansea and replace the former systems which still used a 35mm ‘wet’ film. The problem with this system was that the film would run out and this would see an increase in speeding in the area.

The new cameras will be used to send out Fixed Penalty Notices (FPN) for minor offences while larger offences can lead to a prosecution. If you break the speed limit by more than 30mph and are caught by the cameras, you could face being disqualified from driving. The switch to digital speed cameras is being rolled out across the country.

Spectre of speeding

None of us like to drive along a road and see a speed camera van with its tell-tale camera facing towards us. And there’s nothing worse than receiving that letter through the post telling us we have been caught. With new technology improving the reliability and sensitivity of the cameras, it does seem that the only way to be sure to avoid a fine is to avoid speeding – full stop.

Have you been caught by a speed camera in a van? Did you know how quick a speed camera could catch you? We’d love to hear your experiences!

Since 7th February 2011, all new EU cars and small vans must have dedicated daytime running lights (DRLs), to improve road safety but a survey by the RAC shows these lights cause unintended confusion for some drivers.

While all new vehicles must have daytime running lights at the front, they aren’t mandatory at the rear and this issue is what appears to be causing confusion and annoyance for road users.

Illuminating facts

Daytime running lights are lights fitted into a car’s existing headlights and taillights. The lights shine white at the front and red at the rear. These lights began in Nordic countries with low light levels during winter and, in 1977, Sweden was the first country to make them mandatory. Seven years later, the Volvo 240 became the first vehicle on UK roads with DRLs.

Studies show that DRLs can reduce the risk of road accidents; a 2008 American study on the effectiveness of DRLs on road safety reported only a 0.3% reduction in collisions while a 2003 EU investigation suggested a reduction in multi-party collisions of between 5% and 15%.

Research by the RAC now shows that many drivers don’t turn on their dipped lights or sidelights in dull driving conditions, perhaps assuming, because they have DRLs on at the front, the same applies to the rear lights.

In a RAC Opinion Panel survey of 2,061 motorists, 62% said they saw cars and vans driving around in dull overcast conditions with lights on at the front of their vehicles, but with unlit rear lights.

When asked whether the car they drive most often had DRLs, and if so, were they fitted to the front and/or back of the vehicle, survey respondents answered in the following ways:

Vehicle has no DRLs: 47%
Vehicle has front DRLs only: 29%
Vehicle has both front and rear DRLs: 14%
Vehicle has front DRLs, but driver uncertain if the car had rear DRLs: 8%

‘A very worrying finding’

Head of PR and External Affairs at RAC, Pete Williams said of the Opinion Panel survey results:

“This is potentially a very worrying finding as it implies that many drivers are driving without any rear lights believing that because they have running lights that switch on automatically at the front, they are also on at the rear.

“Alternatively, and arguably just as concerning, these drivers could simply have decided the light conditions were not bad enough to merit turning on their dipped lights or sidelights.

“While daytime running lights are clearly bringing a very valuable safety benefit to the UK’s roads, it would be good for every driver to take just a few minutes to make sure they know whether the vehicles they drive have them or not. And if they do, then check to see if they have them at the rear as well as the front. That way those that don’t have them at the back will be far more likely in poor daylight visibility to switch on their dipped lights to make their vehicle more easily seen from behind.

“We strongly urge everyone to carry out this check as those few minutes could make an important road safety difference.”

Dazzled by science

Fitting DRLs isn’t essential—vehicles produced before February 2011 do not need retrofitting—but fitting them may prevent an accident. If you want to fit DRLs in your car, you can choose from various aftermarket kits—look for an embossed approval mark on the lamp containing the letters ‘RL’. If you’re fitting DRLs, install them, so they come on with the engine and go off when you switch on the headlights. The lamps should come with fitting instructions but contact a qualified auto electrician if you’re in any doubt about fitting them. You might, instead, use your car’s existing sidelights during the daytime although they won’t be as bright as DRLs.

It is becoming more common for DRLs to contain light-emitting diodes (LEDs). LED lights consume little energy, which helps keep fuel consumption as low as possible. Using DRLs instead of driving with headlights or sidelights also means that rear lights and instrument lights aren’t on during the day.

LED DRLs are brighter, making them easier to spot in daylight. Manufacturers designed DRLs to make cars more obvious to other road users in daylight conditions, not to illuminate the road ahead.

Daytime running lights switch on when the engine is running. They should usually switch off when you turn off the main headlights but if yours don’t, make sure you turn your DRLs off when it’s dark, or they will dazzle other road users.

Although the UK has never brought in a rule requiring daytime use of headlights, your lights are an important part of your visibility on the road. By checking your car’s bulbs often you protect yourself and other road users.

Does your car have daytime running lights? Are you aware if your vehicle has them fitted at the rear, too? Are DRLs a problem? Share your opinion in the comments.

A review by the car insurance comparison website, MoneySupermarket has found that Hereford is the drink and drug drive capital of the UK, with 2.30 convictions for every 1,000 drivers.

Overall, the drink or drug driving rates are on the decline – almost a third down from 2017, but there are exceptions.

Data analysis

Traditionally, December always sees a spike in drink and drug driving offences; figures released for 2017 shows that 179 motorists were caught for the offence each day in December, but across the last twelve months, convictions have fallen from 1.47 per 1,000 drivers to just 1.05.

The figure for Hereford sits at 2.30 per 1,000 drivers, well over double the average.

MoneySupermarket has analysed the data from over 6 million insurance quotes for the last twelve months, along with the country’s highest area, it also shows the most at risk profession – plumbers rate at 17.26 per 1,000 and the lowest drink and drug drive area – London (between 0.45 & 0.67).

The data analysis also shows that the 17-24-year-old age group who drink or drug drive has increased by around 10% and that men are five times more likely to risk drink or drug driving than women.

While these statistics paint a colourful picture as to just how prevalent drink or drug driving is, there’s no evidence regarding the reasoning; it’s thought that London has the lowest rate purely due to the better public transport infrastructure.

Identifying the limit

A further study by Swinton Insurance may hold some of the answers; their study shows that nine out of ten drivers couldn’t identify the legal driving limit for alcohol, even when given a list of options. And with Scotland having a further reduced limit than the rest of the UK, it can be quite confusing.

Rebecca Ashton, head of driving behaviour at IAM RoadSmart states: “The problem with these limits is that no one can translate them into how many drinks or units they can have, and still be legal to drive. It varies substantially from person to person, depending on things such as age, weight and metabolism”.

With that said, alcohol is one of the most predictable reactions when it comes to leaving the body – an almost exact rate of .016 Blood Alcohol Content (BAC) per hour, which is roughly one unit; three pints of strong beer, 3 large glasses of wine will take around 11 hours to completely leave your system.

The penalties

Alcohol can severely impact your driving ability – even just one glass or one pint can dull your reaction times, lower your ability to process information and slow your hand-eye coordination, so penalties are harsh. You could face imprisonment, a ban and an unlimited fine, depending on the severity of your offence.

Being in charge of a vehicle while above the legal limit or unfit through drink:
3 months’ imprisonment
Up to £2,500 fine
Possible driving ban

Driving or attempting to drive while above the legal limit or unfit through drink:
6 months’ imprisonment
Unlimited fine
Driving ban for at least 1 year (3 years if convicted twice in ten years)

Refusing to provide a specimen of breath, blood or urine for analysis:
6 months’ imprisonment
Unlimited fine
Driving ban for at least 1 year

Along with the legal repercussions, a driving ban for drink or drugs will affect your insurance – most insurance companies will want to know for ten years and could weight your insurance premium by as much as 121%, while some companies will refuse to insure you.

It’s worth noting that drug driving carries similarly harsh penalties, and it isn’t just contained to illegal drugs, some medicinal drugs can also see you being prosecuted for the offence, these include: Clonazepam, Diazepam, Flunitrazepam, Lorazepam, Methadone, Morphine, Oxazepam, Temazepam and Amphetamine, although the limit for these prescription drugs is set higher than a regularly prescribed dosage, if there’s any doubt, you should take advice from your pharmacist or doctor.

Drink or drug driving is illegal for good reason, the general advice is that if you’re going to be drinking, no matter how small an amount, you should leave the car at home and not risk it. Be aware that the offence of ‘Being in charge of a vehicle’ doesn’t necessarily mean that you have to be driving it.

What do you think of drink drivers? Should they face tougher penalties? Have you ever been convicted of the offence? Is it fair that prescription drug users face prosecution? Let us know in the comments.