As part of the government’s initiative to build a society that works for people of all abilities, the Blue Badge scheme will extend to people with ‘hidden’ disabilities.

In the biggest revamp of the system since the 1970s, the government will offer accessible parking for people who have difficulty travelling, including those with ‘hidden’ disabilities, such as autism and mental health conditions.

Inclusive travel

Beginning early next year, people with hidden or ‘invisible’ disabilities will become eligible to access the Blue Badge scheme, helping to reduce the obstacles many of these people and their carers face when travelling.

The government wants to make sure people with the greatest need have access to Blue Badges while ensuring the current scheme continues to be workable.

The Blue Badge scheme allows people with physical disabilities to park closer to their destination than other drivers, due to the difficulty they face from using public transport or walking long distances.

In an aim to make the UK transport network inclusive by 2030, the government aims to improve the accessibility of all transport modes across the UK.

These changes come after an eight-week consultation and as part of the government’s drive for more equality between physical and mental health conditions.

At present, people with non-physical disabilities may be eligible for a Blue Badge, but current rules don’t give clear guidelines, leaving eligibility open to interpretation.

A Blue Badge allows drivers or their carers to park close to their destination and is only for on-street parking. Off-street car parks, such as supermarket car parks, hospitals, or car parks provided by the local authority fall under separate rules. The charge for a Blue Badge is £10, and it’s valid for three years.

A lifeline for the disabled

The Department for Transport reports that around three out of four people say they would go out less often if they did not have a Blue Badge, so the extension to the Blue Badge scheme to autistic people and any necessary carers will make a distressing—sometimes impossible—experience of travelling, easier.

Transport Minister Jesse Norman said Blue Badges are “a lifeline for disabled people”, giving them the freedom and confidence to get to work and visit friends and that the changes will make sure the scheme extends to people with hidden disabilities so they can “enjoy the freedoms that many of us take for granted.”

The new criteria will increase eligibility of the scheme to people unable to make a journey without risk of serious harm to their health or safety—or that of any other person.

Jane Harris, Director of External Affairs at the National Autistic Society, said the changes to the Blue Badge scheme will “make a massive difference to the lives of many of the 600,000 autistic people in England, and their families.”

She added: “Just leaving the house is a challenge for many autistic people, involving detailed preparation – and sometimes overwhelming anxiety about plans going wrong.” and explained that certain autistic people might not know of the dangers of the road, that the person may become overwhelmed by busy or loud environments, and the possibility of not being able to find a parking space near where you’re going can mean people with autism “can’t contemplate leaving the house at all.”

The scheme will also help people with mental illness or dementia, who can’t embark on a journey without this causing them considerable psychological distress—the person with the badge need not be the driver.

Misuse and judgment

While off-street car park operators should offer parking spaces for disabled people, don’t assume those with a Blue Badge can always park for free. The car park owner to decide this.

The Blue Badge isn’t a licence to park anywhere. Like other road users, badge holders must obey the road rules outlined in the Highway Code. For instance, Blue Badge holders cannot park where a ban on loading or unloading is in place and Central London has areas where the Blue Badge doesn’t apply. If the badge holder or their driver parks anywhere they may cause an obstruction, or are a danger to other road users, they can receive a fine, a Penalty Charge Notice, or have their vehicle removed.

It’s a criminal offence for a Blue Badge holder, or anyone else, to misuse the badge and could cause a £1,000 fine and the badge being confiscated. While the misuse of Blue Badges happens, the person we observe walking back to the supermarket car park—with what appears to be ease—might be a carer, sent to get something the badge holder needed.

What’s also plausible is that the person suffers one of the many ‘hidden’ illnesses, such as Cystic Fibrosis, yet are experiencing a day where they’re able to walk a short distance without obvious difficulty.

Speak to a person with an invisible illness, who has no outward signs of disability or ill health, and it’s unusual if they don’t have at least one experience of being challenged (or even threatened) by a complete stranger, for using disabled facilities—be that a toilet or a parking space.

Disabled parking spaces get used not only by those with a genuine need but also by healthy and able-bodied people who disregard the rules about parking in disabled spaces, just to have a shorter distance to walk—something they may find an expensive move to make.

There are many Blue Badge holders who have concerns about the changes to the scheme who say they already struggle to find an unoccupied disabled space. They’re concerned next year’s changes will make the situation even more difficult. We shall have to see whether places such as supermarkets will react by offering more designated spaces.

Apply for or renew a Blue Badge.

What’s your view on the eligibility of the Blue Badge scheme for people with ‘hidden’ disabilities? Are you aware of someone whose life may be easier after the changes government will make to travel accessibility? Are you concerned about changes to the scheme? Let us know in the comments.

Many years ago, owning a car was as much about pleasure as it was a means of transport, whole families went out for a ‘Sunday drive’, with no particular destination in mind, and with a timescale that was set to leisurely rather than efficient, but with more demands made on our time, increasing motoring costs and congested roads, the social aspect of motoring is falling down the list of recreational activities.

Perhaps it’s the modern world to blame for everyone being in a hurry, or just that society as a whole is becoming more … self-important, but one thing’s for sure – driving standards, or more correctly, driver etiquette, is in short supply.

A recent study by Lexham Insurance found that tailgating is the UKs number one annoyance for British drivers, with over 30% of drivers picking that above lane hogging (15.9%) or lane swerving (14.3%).

Tailgating

Tailgating is the act of driving too close to the car in front, without leaving enough of a safety gap (a general rule of thumb is two seconds in the dry), it’s extremely dangerous and could lead to a prosecution of careless driving, although in August of 2013, the Police were given extra powers to deal with it by the roadside with the use of a Fixed Penalty Notice – up to £100 fine and 3-points on a licence.

Whilst that could be an excellent measure in deterring drivers who insist on tailgating, the reality is that just 8,000 tickets have been issued since the introduction, mainly thanks to the dwindling numbers of traffic police. But with over 13% of all drivers blaming tailgating as a contributing factor to a serious accident, and the Highways Agency stating that tailgating is responsible for over one-third of all accidents on the UK roads, the problem is perhaps more significant than we realise.

Passive Aggressive

Experts say that there are two types of tailgaters – the passive and the aggressive, and whilst the term ‘aggressive’ would lead you think they’re the worst kind, it’s the passive tailgater that you should watch out for.

The aggressive tailgater will do all that they can to pass you, chivvy you along or just plain harass you in to moving out of their way, it’s annoying and dangerous, but at least they’re generally aware of the situation, whereas the passive tailgater won’t even recognise what it is that they’re doing, which means that it’s unlikely they’re paying attention, so you now need to be aware of what’s happening in front of you, and behind you.

Any kind of tailgater is dangerous; ‘thinking distance’ (aka reaction time) at 70 mph is 21 metres, nearly 69 feet in old money, and at 70 mph, the car is travelling 31.5 metres per second – it’s easy to see how accidents occur.

What can you do?

Should you find yourself in the situation of being tailgated, advice is straightforward:

Remember that it isn’t your job to police the roads, regardless of how annoying any driver is, you shouldn’t try to antagonise them, but equally, a court of law won’t recognise the argument of tailgating for increasing your speed, nor should you slow down unnecessarily.

Assess your own driving – are you driving particularly slowly? Or is the other driver genuinely at fault?
Do not speed up, but try and keep to a constant speed where possible and should there be an opportunity to let the driver pass, do so, providing it’s safe and legal. Give the other driver plenty of notice with your indicators – they may not be aware of your intention, and could equally be totally unaware of their own driving.

Don’t be tempted to ‘brake test’ the driver.

Bad habits?

The survey doesn’t list the demographics of the respondents, and there were only just over 400 in total, but it would seem a fair representation of bad driving habits, the complete list is as follows:

1. Tailgating 30.1%
2. Middle or fast-lane hogging 15.9%
3. Lane swerving 14.3%
4. Driving under the speed limit 12.4%
5. Undertaking 10.2%
6. Getting cut up 9.1%
7. Being squeezed out on merging lanes 8.1%

It could be that being tailgated is seen as much more of a threatening behaviour, whereas the other habits are just discourteous, although undertaking inparticular is perhaps one of the most dangerous habits, right alongside tailgating.

Unfortunately, there does seem to be a decline in driving standards, patience and forgiveness – whatever happened to raising your hand to say thanks, or even to apologise if you’ve accidentally made a mistake?

Do you think this survey is right? Are driving standards falling below an acceptable level? Would driving on the congested roads feel just that bit better with a little more courtesy? Let us know in the comments.

A radical new transport plan is currently being outlined by the government. It could see vans banned from city centres under measures to improve air quality and reduce emissions. The Department of Transport is also looking to replace vans in city centres with micro-electric vehicles including cargo bikes, electric vans and minor vehicles.

Changing the city centre

Currently, there are said to be some 300,000 HGVs on UK roads alongside over 4,000,000 vans. Being major contributors to the air pollution, this is causing big problems in major cities. This number is ever-growing as the demand for delivery services rises in-line with the soaring popularity of online shopping.

The government’s idea is to see ‘last mile deliveries’ use low emission vehicles within city centres with the aim of reducing emissions and helping ease congestion around city centres. The changes are referenced in a new document called Last Mile and the Future of Mobility.

The paper works on principles currently being implemented by Cambridge City Council, they announced at the end of last year that certain vehicles would be banned. Oxford City Council are also set to follow suit within the next two years.

New funding

Also referenced was £12.1 million of funding for six projects working on simulation and modelling to help with the development of connected and autonomous vehicles. Transport Minister Jesse Norman said “The UK had a long and proud history of leading the transport innovation and that the new Future of Mobility Grand Challenge will continue this.”

Not only could the new scheme change how people and goods are moved around the UK, but there are also significant benefits and economic opportunities. The autonomous vehicle industry would be worth over $50 billion by 2035 experts say.

Changing the transport network

Overall, the idea is to improve the country’s transportation system to make it safer, more accessible and greener. The government foresee things like the widespread use of self-drive cars and even flying vehicles.

With the idea of self-drive cars, the government say there would be less need for parking spaces in the city centres. These could be repurposed into new urban homes to help with the growing demand for new houses, especially as people move back into the city centres.

Changing demands

The government has a good basis for the changes – because we are already changing how we use the transport network. For example, people are driving less and fewer workers are commuting as more people work from home or have flexible working contracts.

The aging population and the number of people returning to live in urban areas also reduces demand on the road network.

In earlier plans, the move away from fossil-fuelled powered cars and towards zero emissions has been outlined. This means by 2040, the government want all new cars and vans to be zero emission, and improvements in electric vehicle technology make this more viable.

The use of automation in vehicles also has the potential to make road travel safer. Improved sensors, better computing power within vehicles and the potential of artificial intelligence are slowly taking some of the emphasis from the driver. Experts expect fully self-driving cars to be on UK roads by 2021, improving safety, accessibility and allowing better use of urban space.

Electric vans

The electric van is one of the more popular ways to fulfil the growing demand for deliveries in the city without adding to the pollution problem. Currently, the electric van is dominated by Renault and Nissan who have expanded and improved their ranges in the last two years, although mostly still for smaller vans.

However, other big names are getting involved, creating large electric vans for release over the next few years including Mercedes, Renault and Volkswagen. So far, these vans can be lower in cost to run than a diesel version with fewer serviceable parts and obviously lower fuel costs.

Moreover, their virtually silent running means that there is the possibility of deliveries at times outside the regular hours as there is no engine noise to cause a nuisance. Talk of buying incentives will also catch the eye of business owners too while the ‘green’ credentials from running such vans is an ever-increasing extra benefit.

Transport revolution

There’s no doubt that a transport revolution is underway with how we get around being forever changed, from silent vans to flying cars, the future is indeed near. It has the potential to make city centres much more pleasant places to visit and free up much-needed space for other purposes.

What do YOU think about this proposed van ban in cities? Is it practical for business and retailers? More importantly, will it make a difference to road congestion and pollution where there are still buses and HGVs on city roads? Let us know in the comments below please.

Whether you view service stations as wellsprings of relaxation and rejuvenation—or an expensive last resort—may depend on which services you’re visiting.

Transport Focus has carried out their Motorway Services User Survey on over 9,000 motorists, to find out how England’s 111 motorway service stations are performing.

The independent transport user watchdog carried out the first large-scale survey, in 2017 and have compared this year’s results with those findings, identifying which service stations listened to their customers, and made improvements.

The best and the worst

Motorway service stations—love them or hate them, most of us use them at least sometimes. Whether you’re on your way back from a weekend away, needing to grab a coffee or you’re a lorry driver using the showers, service stations differ in their range of facilities and level of service.

Across the country, investment by operators appears to have made a genuine difference to the experience drivers have from service stations. Last year, Stafford South scored only 70% on the customer satisfaction rating and ranked second to last. This year, the services ranked second place with a 99% satisfaction rating—a vast improvement. In 2017, Wetherby also shot from 93rd place, last year, to third place, in 2017.

The survey showed an overall 92% of motorists felt satisfied with their visit to motorway service area, with 94% rating customer service as ‘good’, and 89% of people who say they are happy with the toilet cleanliness.

Sixty-six per cent of people also thought the service station food and drink establishments gave value for money. Whether this includes items such as bottled water and packed sandwiches isn’t clear, but seems doubtful. We’re all aware of the huge markup on these products.

Those who make a living from driving a vehicle score the lowest on customer satisfaction, at only 88%, yet this driver group experienced the largest increase in satisfaction ratings since surveyed in 2017.

While 90% of visitors with a disability reported high levels of customer satisfaction from using a motorway service station, only 70% said the facilities catered well for their needs—motorway service station operators, take note.

Highest ranked motorway services (Customer satisfaction rating as a percentage.)

1. Norton Canes (M6 toll) Roadchef – 100%
2. Stafford Southbound (M6) Roadchef – 99%
3. Wetherby (A1 (M)) Moto – 99%
4. Hilton Park Southbound (M6) Moto – 99%
5. Corley Southbound (M6) Welcome Break – 99%

Lowest ranked motorway services

1. Thurrock (M25) Moto – 68% (services undergoing refurbishment at the time of the survey.)
2. Toddington Southbound (M1) Moto – 72%
3. Southwaite Northbound (M6) Moto – 80%
4. Newport Pagnell South (M1) Welcome Break – 81%
5. Bridgwater (M5) Moto – 81%

Drivers leave in a better mood

Motorway services are crucial for road safety, combatting tiredness by allowing road users to rest. Transport Focus wanted to assess the effect that visiting a service station had on the mood of drivers. Twenty-four per cent of motorists stated they were in a frustrated, stressed, or tired state of mind when entering the service station, compared to only 5% in a similar state, on departure—an even lower number than last year.

Anthony Smith, Chief Executive of Transport Focus, said: “As the summer holiday getaway gets into full swing it’s good to see motorway services customers feel they get a good experience.

“Motorway services play an important role in providing the break motorists need. Drivers tell us they feel less stressed and more awake.”

With motorway services known as expensive places—for fuel, in particular—many drivers will push on with their journeys, hoping to make it to an alternative stop for refuelling or a rest.

RAC Foundation Director, Steve Gooding said: “No-one expects motorway service areas to be five-star attractions but they do serve an important safety role for those on long journeys, particularly drivers who need to take a break.

“When a service area gets a reputation for being unattractive, the risk is that people put off the stop they ought to make, and that can have serious consequences if they then run out of fuel or fall asleep.

“What we need is a basic, minimum standard for all our motorway service areas: an easy-to-navigate layout, clean facilities and fairly priced fuel. It’s a simple formula but one that some stop-off places still don’t seem able to get right.”

Avoiding those motorway fuel prices

No matter where the next motorway service station you visit is, one thing’s for sure—the price of petrol and diesel will be much more expensive than other filling stations.

In April, we wrote how Transport Secretary, Chris Grayling wanted an official investigation into why motorway services charge so much more for fuel than standard filling stations.

For years drivers have complained that motorway fuel prices are overpriced and, according to surveys, one in five drivers buy only enough petrol or diesel ‘to get by’, waiting for a cheaper filling station, later.

If you’re looking to avoid paying the high service station fuel prices, then plan for your journeys whenever you can and fill up at a cheaper petrol station beforehand.

If you believe you’ll run out of fuel along the way, consider making a small detour from the motorway and locate cheaper fuel forecourts. One way to make it easier is by downloading the PetrolPrices app or visiting the website.

Are you surprised with the results of the Transport Focus survey? How often do you visit motorway service areas? What has been your experience? Do you enjoy them or avoid them? Let us know in the comments.

We as a nation are getting older; in 1970, the average life expectancy was 71.92 years, in 2015, that jumped to 81.60 years of age, and it still rises. This, of course, has a knock-on effect – the number of drivers aged over 90 topped 100,000 in 2017, and over 5 million British drivers are aged 70 or above.

We’ve even seen a 15% spike in ‘Centenarian’ motoring – currently, there are 265 Brits over 100 that still hold a valid UK driving licence.

And yet, the only time that an official eye test is undertaken for driving, is at the time of the test – reading a number plate at 20 metres. Simple maths tells us that there could be a reasonable number of drivers that had never done that either, as the test was only introduced in 1937.

Better regulation of testing

The road safety organisation, GEM Motoring Assist, are calling for compulsory eyesight testing every ten years, although they have said that in an ideal world, that would be every two years, particularly for those aged forty and over.

At first glance (no pun intended), it would seem another road safety campaign that’s been designed to grab headlines and column inches, but dig a little deeper into the statistics, and there seems to be a valid defence behind the call.

According to figures released by the DVLA, nearly 50,000 drivers had their driving licence refused or withdrawn due to vision problems between 2012/16, and nearly 3,000 fatal or serious injury collisions each year occur as a result of poor eyesight. A 2014 study by the road safety charity Brake, revealed that nearly 1.5 million motorists have never had their eyes tested.

The campaign has been started as a result of an accident involving a pensioner and a three-year-old girl, who was tragically killed as she waited at a pelican crossing with her mother – the driver admitted to not being able to see the child, red light, or pelican crossing; he’d been advised to stop driving by an optician.

Safer roads

There may be a minority of motorists that see this as a potential stealth tax, perhaps more so when GEM road safety officer Neil Worth states: “The most practical measure would be a sight test every ten years, along with licence renewal which would make it practical and enforceable”, but current photocard licences can be renewed from as little as £14, and with eye tests available from £10 (currently), £2.40 per year doesn’t sound so bad.

Perhaps if the campaign took off, insurance companies would be willing to offer reduced premiums to those that prove their vision, after all, there should be a significant reduction in serious or fatal accidents each year, leading to safer roads and reduced claims.

There is further benefit to drivers also; eye tests can help detect numerous undiagnosed conditions such as diabetes, high blood pressure, thyroid disorders, high cholesterol and even multiple sclerosis – the eyes are an excellent indicator of health when examined correctly.

Driving blind

If you’re a spectacle or contact lens wearer, there’s a high chance that you already have an understanding of your vision capability, but for those of you that have never taken an eye test, it’s worth knowing that you can lose up to 40% of your visual acuity without even realising that there is a problem.

Many high street opticians offer free eye testing for qualifying persons, but should you have to pay, the typical price is anywhere between £10 – £20 for a full examination, so perhaps it’s worth considering as a precautionary measure, especially for those aged forty plus, or on long-term medication. You may gain a better understanding of your own vision, or even health. A simple test is to stand 20 metres from a car and see if you can read the number plate – if you can’t, it’s time to book that eye test or stop driving.

It’s also worth knowing that the police are able to revoke a driver’s licence on the spot if the driver fails a basic roadside sight test, and that you could be liable to prosecution and a fine of up to £1,000 if you fail to inform the DVLA about a medical condition that could affect your driving.

If you think that compulsory eye tests for British motorists could help with road safety, then you can sign the ‘Driving Blind’ petition here.

Do you think that compulsory eye tests could help with road safety? Should drivers have a more rigorous sight test when applying for their licence? Have you ever had a ‘moment’ that could be down to not being able to see clearly? Let us know.

News from global advisory, broking and solutions company, Willis Towers Watson says insurance premiums have fallen 11% since 2017.

The most recent Confused.com Car Insurance Price Index shows that drivers in the UK are now paying, on average, £95 less for comprehensive car insurance than they were twelve months ago, with an average premium costing £752 a year. The Confused.com Car Insurance Price Index uses the data from all the enquiries submitted on their comparison website and the company say they hold the most comprehensive data in the UK, with their website producing over 24 million quotes every year.

Is it all good news?

The insurance premiums of young drivers dropped, with the average cost of insurance for a 17-year-old dropping by £403. One big reason is the increased use of ‘telematics’, which monitors the driving patterns of motorists, with safer driving habits reflecting a lower annual premium. Still, insurance costs remain high for young people, who pay an average of £1,889 each year.

Older drivers are benefitting too, with those aged 68 paying an average of £496—an 8.7% quarterly cut—and the average female aged between 61-65 pays half the national average insurance bill, at around £356 a year.

Northern Ireland drivers enjoyed the biggest drop in insurance premiums, seeing prices 4.3% lower (£894). It’s not good news for everyone, though, with motorists in the Scottish Highlands and Islands experiencing a rise in premiums in the past three months, by an average of 1%.

While motorists will welcome the reduction in the cost of premiums, prices aren’t anywhere near as low as they were in the second quarter of 2008, when the average car insurance premium cost, on average, £499. Confused.com reports that prices are up by £37 since 2016 and £74 since 2013.

Reducing premiums

UK motorists saw a steep rise in car insurance premiums, last year—due to a change former Lord Chancellor, Liz Truss made to the Ogden discount rate—with average premiums rising to £847 in the second quarter of 2017.

After a severe backlash from the insurance industry, who called the changes “reckless in the extreme”, saying they would have to make dramatic increases the amount customers would have to pay for car insurance—to make up for the shortfall they’d have to pay out in larger lump sums—the Ministry of Justice made a slight alteration to the discount rate.

After prices reached a high of £847 last summer, the cost of insurance premiums has reduced over each of the last four quarters including a 2% fall since April.

Steve Fletcher, Head of Data Services at Confused.com, said: “While prices are continuing to drop, they are doing so at a much slower rate than the last quarter. This suggests there appears to be a correcting of the steep increases we saw this time last year, where insurers increased their premiums following the change to the Ogden rate. What we are now seeing is the plateauing of increases over the past three years, and potentially the home-coming of a period of steadily decreasing premiums.”

Ways to slash your insurance costs

If you have a garage so full of junk, you can’t use it for its intended purpose, maybe you should declutter. You may find you don’t need half of what you’ve been storing—if you even remember what’s there. Parking in a garage instead of on the road will often bring down your insurance bill—but not always—so experiment with quotes to find what’s best for where you live.

Consider increasing your voluntary excess—but make sure you have the money set aside should you need to make a claim—and, if you can, pay your insurance premium on an annual basis instead of each month. This will shave a nice bit of money off your bill.

There are many other ways to reduce your insurance costs. Another way is to drive fewer miles. Insurers look at mileage because the further we drive, the higher the chance of being involved in an accident. We’re all guilty of driving when we could walk or cycle. Leave the car at home sometimes and you can help your wallet, your health, and the environment.

Comparison sites such as Confused.com are wonderful tools for finding a great deal on car insurance but don’t rely on them, alone. Many insurers aren’t on comparison sites, so explore those too before making a purchase. Search before your policy is due to expire to avoid an often costly auto-renewal.

PetrolPrices currently has a deal with Confused.com to help you find the cheapest car insurance, and if they can’t beat your renewal cost, they’ll pay the difference plus give you an extra £20! With Confused, you compare quotes from over 120 insurance providers to help find the cheapest, and best, cost for your insurance. If you want to save money on your car insurance, start comparing today!

What do you think of this news? Have you seen a reduction in your car insurance premiums? What strategies do you use for lowering the cost of motor insurance? Let us know in the comments.

Brexit is on a fast-track to becoming one of the nation’s greatest disasters or triumphs, depending on your viewpoint. Even now, it’s a political hot-topic that that is contentiously debated up and down the country. With the vote being so tight, whatever the outcome half the country would’ve been celebrating and the other half not.

Whatever the rights or wrongs of it, it’s here and it’s happening, being driven by a desire to be free of bureaucratic red-tape imposed on us by the EU. And yet, if we reach a ‘no deal’ on the process, we may find ourselves with yet more red-tape – the International Driving Permit being just one small element.

International driving

Currently, British residents need an International Driving Permit (IDP) if they intend to drive in certain countries such as the United Arab Emirates, it’s essentially just an official multi-language translation of your regular licence, that’s recognised throughout the 140+ countries that aren’t covered with any EU agreement, it can’t be used as a standalone licence, and will only be issued to full UK driving licence holders.

With regulations as they stand now, drivers can jump in their car and take a trip to France, Germany … anywhere in Europe, with nothing more than a tank full of fuel and a passport, but if the Government can’t reach a deal with BREXIT, drivers will need an IDP for travelling throughout Europe too.

Whilst this doesn’t sound disastrous, and at just £5.50 (currently) for twelve months, it’s not going to break the bank, but as with a number of government systems, the infrastructure behind it could fail us.

The IDP system

It’s estimated that just 100,000 International Driving Permits are issued annually at the moment, this is done through the Post Office, at the counter or by mail – there’s no online system for it. To satisfy the 100,000 demand, 89 branches of the Post Office can offer this service, that’s throughout the country.

Latest figures suggest that should we need to have an IDP to drive in Europe, it could affect around 7 million motorists.

We’re told that the Department for Transport are looking to upgrade the systems and put plans in place to handle the surge in numbers, with estimates saying that around 4,500 Post Offices could be upgraded to offer the IDP service, but as with most government announcements, no set date or figures have been issued, which could lead to a backlog or delay.

Applications

You can apply for an IDP up to three months in advance of travel, but remember that it’s also valid for twelve months, so maybe if you’re planning on taking a driving trip abroad this year, it could just be worth applying for one shortly, before the rush happens. In the event of us reaching an agreement with Brexit, and you not needing an IDP, you’ve lost £5.50, but equally, you may just save your holiday.

To apply for an International Driving Permit, you’ll need to locate your nearest branch offering the service, you’ll also need a full UK Driving Licence, £5.50, a signed passport photo and proof of identification, such as a passport.

The application process takes around 5 minutes.

The industry

Regardless of what deals are reached, you can guarantee that there will be more disturbances for the UK motorist following on from Brexit, the IDP could just be the tip of the iceberg. The Society of Motor Manufacturers and Traders (SMMT) have stated that additional EU tariffs on cars could add around £2.7 billion to imports, and £1.8 billion to exports, with the import tariffs adding around £1,500 to the list price of any car imported from the continent.

Other studies have said that typically, most ‘British’ cars have around 70% of European components in them (which does include UK components) – around 1,100 lorry loads of components arrive daily from Europe, so prices could still rise regardless of agreements, but in the worst case scenario, British automotive companies could move their manufacturing facilities abroad, with Eastern Europe being favoured.

Whatever the future may hold, PetrolPrices will be the first to bring you the news regarding any impact on the motorist, hopefully an agreement will be reached that should mean we don’t suffer financially, and the Government won’t see this as a way to further stealth tax our vehicles.

Would having an IDP be an issue for you? Do you feel that BREXIT will affect the motorist in other ways? What would happen to the UK car industry if prices were raised by £1,500 for each car? Let us know your thoughts.

PetrolPrices recently wondered, as we’ve looked at the prices across the country for fuel many times, what the difference in cost across the country was like for parking. We’ve written about parking before and many people have mentioned to us the cost of parking and how ridiculous it can be. With this in mind, we set out to document the maximum cost of parking per hour of all council owned car parks and on-street parking across England.

Motorists are continually seen as the target for local authorities and Government that need propping up; a number of councils are facing increasing cuts to their budgets, particularly Social Care, and as recently as March, Northampton County Council effectively stated they were bankrupt, and other councils are close to following them. The Local Government Information Unit (LGiU) has stated that as many as half of the local councils could raise their parking charges in the next few months, by as much as 45%, and Sunday charges haven’t been ruled out.

London problems

The City of London has some of the highest property prices in Europe per metre2, analysts tell us that space is a commodity, and as such, should be paid for at the market rate to make use of it. Councils tell us that it is part of the congestion charge effect, and they’re raising prices to combat the levels of air pollution created by cars. Motorists will tell you that finding a space in London isn’t easy, and trying to avoid paying additional charges after Congestion and T-Charge means further driving, more congestion and more pollution.

Up until 2004, there were strict requirements for parking space provisions for any new build in London, meaning that the city could only grow or develop as the space warranted; no parking provision, no building. Once those regulations were abolished, the average parking space ratio for residential housing blocks fell from 1.1 spaces to 0.6, thereby putting a greater emphasis and strain on the on-street and council owned parking facilities.

If the analysts are correct, and we should pay market value for on-street space, then we’re paying for exactly that – the space. If the space is occupied, it can’t be used, so why do certain vehicles have to pay up to 50% more for the space, whilst others get it free? (Westminster introduced a ‘D-Charge’ in which pre-2015 diesel vehicles pay a flat 50% extra). A diesel car is as pollution-free as the most modern and cleanest of the ULE vehicles when they’re parked.

£8 per hour for diesels

The London Borough of Islington charges a standard rate of £6 per hour for parking, although diesel drivers face a further surcharge of £2 per hour, regardless of how modern the diesel is. Without the diesel surcharge, the City of Westminster tops the list with a fee of £7.26 per hour.

Compare that to the district of Blaby in Leicestershire, parking charges are a maximum of £0.15 per hour, or the thirty plus areas that still offer free parking. At least 50 of the UK councils make zero profit from parking charges, some even run at a loss to help support trade and businesses in the local area.

The top 10 most expensive places were:

1. Islington – £6 + £2 diesel charge
2. Westminster – £7.26
3. Camden – £5.55
4. Kensington and Chelsea – £4.90
5. Tower Hamlets – £4.60
6. Oxford – £4.50
7. Nottingham – £4.40
8. Thanet – £4.00
9. St Edmundsbury – £4.00
10. Lambeth – £4.00

Data shows the maximum cost per hour for either on-street or off-street parking in a council charged area. This data does not take in private car parks in any town.

It is also worth noting that the Brighton and Hove also charged a maximum of £4 an hour.

Cheaper for green vehicles

A number of cities have recently introduced free parking for the drivers of green vehicles, and some car park operators are looking to slash fees by 20% for the same, and yet given that an electric or hybrid vehicle has the same footprint, weight and capacity to occupy a parking space as a regular vehicle, and therefore the same ‘wear & tear’ properties, surely they should be paying the same? Electric vehicles by their very nature are expensive, whilst they now may be a viable alternative for the fossil-fuelled vehicles, that’s only the case if the consumer can afford to take that choice; penalising drivers for not being able to afford a newer and more expensive car is unjust.

Forcing the motorist from the city centres will have further impact; high street shopping is already on the decline – a 2.2% drop in September 2017 for the year, although December 2017 saw that figure rise to 3.5%, analysts tell us that the drop is due to internet shopping, yet out-of-town retail parks continue to enjoy year on year growth. Could high parking charges and added congestion charges, T-Charges, ULEZs be having an impact on the high street?

Motorists targeted as cash cows

Could these staggeringly high parking charges be part of a ‘make hay whilst the sun shines’ strategy by the local authorities? With experts predicting that the high street will evolve into a place of leisure with bars, clubs, restaurants etc, the traffic and congestion problem (and therefore, the pollution problem) will lessen.

Treating the motorist as a simple but effective means to make short-term money is a near-sighted policy and will only result in a catch-22 situation; towns will lose footfall, leading to loss of business, reduced revenue stream for any local authority (rents, rates and additional spend), increased expenditure on public transport infrastructure, and a need to find the lost revenue from other avenues – the ‘car’ will be a no-go zone thanks to being effectively forced off the road. And yet still they continue to add stealth taxes on every aspect of car ownership.

As one of the biggest resources to help the motorist, PetrolPrices would like to see an investigation into the policy decisions made regarding parking charges and pricing, with particular respect to geographic variations, and justifiable amounts; why does providing a single parking space in London cost 50 times more than elsewhere in the country? Particularly when it’s on-street parking rather than a dedicated facility.

What’s the parking cost like near you? How do you overcome the cost of parking? Let us know below