Dainese D-air Street system

Earlier this year, Dainese launched the D-air Racing airbag suit, and now it’s being joined by a version specifically aimed at road riders.



Unsurprisingly called the D-air Street, the new system is based around the ‘Mkit’ which is fitted to the motorcycle. It comprises a pair of accelerometers that are mounted on the front forks and under the seat, a fall sensor and a dash panel display unit.



The Mkit communicates with the airbag garment(s) - which can be worn by both the rider and their pillion passenger - via a two-way radio link. Each garment houses two 12 litre airbags which, when activated, are filled by battery-powered gas generators in under 45 milliseconds. Once deployed, the inflated airbags limit neck movement and give additional protection to the spine, chest and upper abdomen areas.

When UK sales begin in spring 2012, there will be a choice of three clothing styles: the £639.99 Waistcoat, the £849.99 Tex textile jacket with removable sleeves, or the £1,309.99 Gore-Tex jacket. All come with a built-in back protector, and the two jackets additionally feature shoulder and elbow armour.



Buyers will also have to purchase the Mkit separately, and its price has been set at £389.99.



Not cheap then, and the high cost may limit the customer base to professional riders for now. But, as with many innovative technologies, in time it will probably become more affordable. Who knows, in a few years motorcycle airbag clothing could be as commonplace as helmets?



Related post:
Dainese D-air Racing suit

Top 10: Hypermiling tips

Hypermiling is the art of applying various driving techniques to maximise fuel efficiency. The ultimate goal for true hypermilers is to beat the official manufacturer’s consumption figures for their vehicle, something that they pursue with a fanatical zeal.

The place that hypermilers try to avoid visiting.

While most drivers won’t necessarily be that obsessive about their mileage, there can be few that aren’t concerned about the ever increasing prices at the pumps. So these hypermiling tips can apply to everyone, but with one important caveat: a few of the practices may be downright stupid, dangerous or both.



1. Choose the right vehicle



An obvious place to start, although hypermiling skills can be applied to anything with an engine. That said, a single person who’s desperate to reduce their fuel costs would be unwise to buy something like a Chrysler Grand Voyager.



It’s all about choosing the right vehicle for the task, and then specifying the best engine and gearbox combination. Usually, that would mean going for a manual instead of automatic transmission, but in some applications the economy gap between the two has narrowed to almost nothing.



2. Drive less



This applies particularly to short runs, as these don’t give the engine time to warm up sufficiently and will probably involve lots of stop / start driving. Both factors can decimate fuel economy.



For longer journeys, the trick is efficient route planning that minimises the distance travelled while avoiding potential congestion areas.



3. Turn off the engine



Sitting in stationary traffic with the engine running is akin to burning money, so switching it off is an easy way to save cash. Better still, choose a car with an automatic stop / start system, or avoid the problem in the first place by driving at quieter times of the day.



Some avid hypermilers will advocate ‘engine off’ when going downhill, but that can create all sorts of problems. For starters, the lack of power assistance means the steering and brakes will suddenly feel much heavier to use, and there’s a real risk that on a bend the steering lock might engage. The resulting accident won’t be easy to explain to either the police or insurance company, so definitely not recommended.



4. Don’t accelerate



Of course drivers have to accelerate, otherwise they wouldn’t get anywhere. The point is that in order to reduce fuel consumption, it should be done as gently as possible while selecting a higher gear at the earliest opportunity.



Wearing very thin-soled shoes can help with this, as their extra sensitivity gives a better feel for how hard the accelerator pedal is being pressed.



5. Don’t brake



The reason why an increasing number of manufacturers are fitting brake energy recovery systems is because it’s a wasteful activity. Fortunately, it’s also one that can be often avoided with a large dose of smoothness and anticipation.



The secret is to read the road and traffic conditions so that engine braking, aerodynamic drag and friction between the tyres and tarmac alone are used to slow down. Leaving a big gap to the vehicle in front makes this much easier.



A common misconception is that when coasting with the engine on, it helps to select neutral. For the majority of modern fuel injected, ECU-equipped cars, doing that will actually use more fuel, so it’s best to keep an appropriate gear engaged.



Another basic aim is to never come to a complete stop, because that then necessitates a whole load of acceleration to get going again. For some extreme hypermilers, ignoring stop signs is fair game, but that’s something that falls firmly in the ‘unsafe and illegal’ category and so is not worth trying.



6. Stick to the speed limit



Or indeed lower, because it stands to reason that the faster a vehicle is travelling, the more fuel it’s burning. Cruise control is a useful feature to use, as it maintains an optimal throttle opening and prevents speed creep.



However, chugging along at 20 mph below the limit while holding up a huge queue of traffic is really, really annoying.



7. Lose weight



Hauling around the junk that can accumulate over time in the boot of a car costs money, so it pays to get rid of it. For some, even the spare wheel has to go, although that does become an issue in the event of a puncture.



It’s the same story with people. Giving passengers a ride will chip away at economy figures, so being anti-social can have its benefits. Of course, the flip side to that argument is that if three people can be found to car share with, then fuel costs could be split four ways.



Okay, doing that means the hypermiler’s basic ambition of achieving the best possible miles per gallon is unlikely to be accomplished. But it’ll save a huge amount of cash, which surely has to be even better?



8. Inflate those tyres



Under-inflation is a sure way to use more fuel than is necessary, so a basic task for aspiring hypermilers is to regularly check that their tyres are pumped up to the correct pressures as per the vehicle’s handbook.



There are those who go further by running on significantly over-inflated rubber. The logic behind such a tactic is that with more air inside, the contact patch between tyre and road is reduced, thereby decreasing rolling resistance.



However, that idea has two serious flaws. Firstly, less contact means less grip, which will be dangerous, especially in the wet. Secondly, it puts additional strain on the tyre’s carcass, which leads to a greater chance of having a blow-out. So for those reasons, over-inflation can’t be recommended.



9. Get aerodynamic



Wind resistance is significantly reduced by removing things like roof racks and cycle carriers when they’re not needed. Similarly, open windows at anything above low speeds increase drag, therefore they should be kept wound up.



One controversial manoeuvre employed by some hypermilers is drafting, where they’ll sit very close to the rear of something big like a truck. Being there in the slipstream effectively gives them an aerodynamic tow, and consequently their engine doesn’t have to work as hard.



Yes, it’s basically tailgating, which irritates people and is foolish. Plus, the chances are it’s all going to go horribly wrong very quickly when the truck being followed jams on the brakes.



10. Get warm



It’s estimated that using air conditioning can lead to a hefty 10% increase in fuel consumption, which means committed hypermilers will rarely - if ever - have it on.



For those who don’t want the full mobile sauna experience, using the recirculation feature or just turning it off altogether every so often should still make a difference.



Related post:

Top 10: Efficient petrol cars

Dainese D-air Racing suit

The Dainese D-air Racing motorcycle suit, which features an airbag system, has gone on sale in the UK.

Designed to give extra protection to the shoulders, neck and upper chest, it has an internal sensor that detects when a slide or fall is happening. A signal is then sent to the airbag, which inflates within 30 milliseconds.



A unique aspect of the D-air is that, unlike the Spidi DPS system for example, everything is wireless and so there’s no physical connection to the motorcycle.



Alpinestars is known to be working on something similar, but for now it’s still in a development phase and not available commercially.



With track days in mind, the Dainese suit also includes software that records telemetry data. Back in the pits, this can be downloaded to a laptop for analysis of the rider’s performance. Compatibility with Google Earth even means that racing lines can be displayed over a map of the circuit.



As might be expected, such technology does not come cheap. UK prices start at £2,409 for the basic suit, rising to £3,240 for customised versions.

Drivers urged to see bikers

The UK Department for Transport has launched a new Think! campaign in a bid to cut the number of motorcyclist deaths and serious injuries.



But rather than just being aimed at bikers themselves, the main target audience is actually other drivers.



That’s because 78% of riders that are killed or seriously injured are in collision with another vehicle, with 67% of those crashes occurring at junctions. Those government statistics, which are from 2009, clearly dispel the notion that most motorcycle fatalities are primarily speed-related with nobody else involved.



Therefore, the focus of the campaign is to encourage drivers to look out for bikers, especially at junctions. Costing £1.2 million for 2011/12, it will include national radio advertising, sponsorship of drive-time radio shows and filling station forecourt adverts.



Mike Penning MP, Road Safety Minister, commented:



"Britain has some of the safest roads in the world but around nine motorcyclists were still killed on the roads each week in 2009.



"As a biker I know how much fun motorcycling can be and what a practical way it is to get around, but it is unacceptable that so many motorcyclists are dying on our roads and I want to tackle this.



"While many drivers may take extra care at junctions, they often don't see bikers and this is a major factor in motorcycle casualties. That is why our Think! campaign aims to remind drivers to think about the biker, not just the bike, so that we see fewer of these needless accidents."



Given the generally poor standard of driving exhibited by many road users - especially a lack of observational skills - the campaign could face an uphill struggle. But hopefully it’ll mean the ‘sorry mate I didn’t see you’ excuse gets used less often.

Top 10: Low insurance cars

For many prospective buyers in today’s market, the question of which new cars are cheapest to insure is a critical one.



In the UK, finding the answer is made easier because all models are placed at launch into one of fifty advisory groups, with the idea being that cars in Group 1 should attract the lowest premiums, and those in Group 50 the highest.



Deciding which vehicles go into each group falls to the Association of British Insurers, working with the Motor Insurance Repair Research Centre at Thatcham. The allocation process takes into account things like parts costs, repair times, performance and security.



Unfortunately, there aren’t too many new cars that fall into Group 1 or Group 2. In fact, the total number is ten, and here they are listed alphabetically by manufacturer:



Chevrolet Spark 1.0  (Group 1E)



At £7,215 on the road, the base Spark is one of the cheapest cars on sale in the UK. That’s enough to buy eye-catching styling and a five-door body, with little else besides. Customers wanting electric windows, central locking, air conditioning or an audio system have to look higher up the Spark range, but more kit means a higher insurance group.

The Chevrolet’s four cylinder, one litre engine produces 67 bhp (50 kW / 68 PS) and 93 Nm (68 lb/ft) of torque, giving a top speed of 96 mph (154 km/h). Average fuel consumption is a reasonable 55.4 mpg (5.1 l/100km).



Image © GM Corp.



Citroën C1 1.0 VT  (Group 2E)



Unlike anything from the closely related Peugeot 107 and Toyota Aygo line-ups, a Citroën C1 makes it into Group 2. However, the downside is that it’s the basic VT spec, so owners miss out on niceties such as electric windows and air conditioning.

Max power from the three cylinder engine is 67 bhp (50 kW / 68 PS), which is enough to propel the C1 from zero to 62 mph (100 km/h) in 13.3 seconds. Such brisk performance doesn’t come at the expense of efficiency though, as it’ll average 62.8 mpg (4.5 l/100km) with CO2 emissions of just 103 g/km. Prices are £8,695 for the three-door, or £9,045 for the five-door.



Fiat Qubo Active 1.4  (Group 2E)



Possibly the biggest (literally) surprise amongst all the models here is the Qubo, a van-derived mini MPV. The Fiat’s looks may divide opinion, but there’s no doubting that at £10,705 on the road it’s a lot of metal for the money. Equipment levels are fairly generous too, with the Blue&Me Bluetooth / USB connectivity system and four airbags coming as standard with the basic Active trim grade.

Although it has a 1.4 petrol engine, it’s by no means a performance car. 0-62 mph (100 km/h) takes a lethargic 16.2 seconds, while the claimed top speed is 97 mph (156 km/h). Combined cycle fuel consumption of 42.2 mpg (6.7 l/100km) is reasonably good, given the Qubo’s relative bulk.



Nissan Pixo Visia 1.0  (Group 2E)



Nissan recently reduced the price of the Pixo Visia from £7,350 to £6,995, thereby undercutting the Chevrolet Spark. Predictably for that amount of money the windows have to be wound up and down manually, the doors locked individually and there are only two airbags. At least the Visia gets a CD player, though.

The Pixo’s 996 cc three cylinder engine generates 67 bhp (50 kW / 68 PS), and it’ll achieve a very impressive 64.2 mpg (4.4 l/100km) while emitting 103 g/km of CO2.



Nissan Pixo Acenta 1.0  (Group 2E)



The £8,100 Acenta trim grade has only just been dropped from the Nissan price list, effectively replaced by the n-tec version which falls into a higher insurance group. However, there might be some Acenta models still at dealers awaiting buyers.



Toyota Yaris T2 1.0 VVT-i  (Group 2E)



Surprisingly, the entry-level Yaris falls into a lower insurance group than the smaller Aygo. Air conditioning and extra airbags are absent from the T2 version, but it does get electric windows, electrically adjustable door mirrors and a four-speaker stereo with steering wheel mounted controls.

Power comes from a three cylinder, one litre engine producing 68 bhp (51 kW / 69 PS), which is not a lot for a supermini. Consequently, it’s no great surprise that the 0-62 mph (100 km/h) sprint takes a sluggish 15.7 seconds, but the compensation is decent average fuel consumption of 55.4 mpg (5.1 l/100km). The Yaris T2 is priced at £10,730 in three-door form, with the five-door costing £500 more.



Vauxhall Corsa Expression 1.0 ecoFlex  (Group 2E)



Costing £9,995 and only available as a three-door, as expected the standard equipment list for the Corsa Expression is sparse.



In common with many of the cars listed here, under the bonnet lurks a one litre, three cylinder engine. With an output of 64 bhp (48 kW / 65 PS), it’ll do 56.5 mpg (5.0 l/100km) with CO2 emissions of 117 g/km.



Vauxhall Corsa S 1.0 ecoFlex  (Group 2E)



Mechanically the same as the Expression, the slightly posher ‘S’ gets electric front windows and remote central locking, but there’s still no air conditioning.

It costs £11,625 on the road for the three-door, although the ‘Vauxhall Internet Price’ is currently £9,895, which actually makes the lead-in Expression superfluous. For more practicality, the five-door retails at £12,050 (with a ‘Vauxhall Internet Price’ of £10,730).



Image © GM Corp.



Volkswagen Fox 1.2  (Group 1E)



The trump card for Volkswagen’s Brazilian-built entry level model is plenty of cabin space, thanks to a body that’s taller than a Polo’s and almost as wide. Interior trim quality and equipment levels might not be up to Phaeton standards, but then the Fox does currently cost just £7,295 on the road.

A recently reworked 1.2 litre engine provides 59 bhp (44 kW / 60 PS) and a useful 108 Nm (80 lb/ft) of torque, but the Fox tops out at 95 mph (152 km/h). Fuel consumption of 48.7 mpg (5.8 l/100km) isn’t outstanding against the competition, and CO2 emissions of 136g/km are disappointing.



Volkswagen Urban Fox 1.2  (Group 1E)



Sharing its engine with the basic Fox, the Urban version is differentiated by having some extra goodies. These include electric windows, remote central locking, a split folding rear seat and body coloured bumpers. The retail price for the Urban Fox is £8,030.





Related post:

Top 10: Cheapest new cars

SHARP adds more helmets

SHARP, the UK government’s Safety Helmet Assessment and Rating Programme, has just evaluated a further 28 motorcycle helmets.



That brings the total number of different models assessed to 247, all of which have been subjected to identical impact tests that exceed the compulsory British Standard BS 6658:1985 or ECE Regulation 22.05 checks.



Out of the 247 helmets rated, thirty were awarded the maximum five stars. The good news is that six of those retail for under £100, so it would appear that the correlation between price and protection can be tenuous.



The results also clearly demonstrate that a particular brand name won’t necessarily ensure a certain level of quality, as some manufacturers have very large score variations within their ranges.



That’s not the case for Bell, though. It has had six helmets go through the programme, from the £165 M1 to the £495 M5X Carbon, and all were given five stars. No other manufacturer with more than one SHARP-assessed helmet has achieved such a perfect score.



Conversely, the consistently least successful manufacturer is CMS. Its two tested helmets - the £60 GP4 and the £159 GP5F - each only managed to get one star.



To visit the SHARP website, click here.



Related post:

SHARP helmet rating

2011-12 company car tax

Changes to UK company car tax rules from 6 April 2011 are set to give drivers of very expensive vehicles a nasty shock. That’s because the current £80,000 cost limit which is applied for the purposes of calculating the taxable benefit is to be scrapped.



The underlying principle for working out how much goes to the tax man remains unchanged, so the on-the-road list price in force the day before the car was registered is multiplied by a percentage, which depends on the car’s CO2 emissions. This gives a figure that’s then multiplied by the employee’s tax rate.



Take for example the Mercedes-Benz S 65 AMG, which has a list price of £163,580. It emits 334 g/km of CO2, meaning that the percentage applied is the maximum 35%. For someone who pays tax at the higher rate of 40%, their 2010-11 company car tax liability would be:



· £80,000 x 35% x 40% = £11,200



However, for the 2011-12 tax year, the removal of the £80,000 list price upper limit will mean their tax bill more than doubles:



· £163,580 x 35% x 40% = £22,901



Admittedly this measure is going to affect very few people, particularly as those in a position to drive cars such as the S 65 AMG probably already do so in a much more tax efficient way.

However, three other changes for 2011-12 will hit company car drivers at the other end of the spectrum, too:

• The lowest percentage that can be applied to petrol- or diesel-powered models is 15%. In order to qualify for this in 2011-12, a car must achieve CO2 emissions of less than 125 g/km, which is down from the 2010-11 threshold of 130 g/km. This decrease means that drivers of cars such as the Ford Fiesta 1.25 Duratec (127 g/km or 129 g/km, depending on power output), Mini Cooper Hatch (127 g/km), Citroën C3 1.4 VTi 95hp EGS6 (127 g/km), Volkswagen Polo 1.2 petrol (128 g/km) and Fiat Punto Evo 1.4 16v MultiAir Turbo 135 (129 g/km) will end up paying more tax.

• There’s also bad news for those with alternative fuel vehicles. The 3% reduction for hybrid electric cars is going, as is the 2% reduction for gas only and E85 petrol / bioethanol bi-fuel vehicles.

• The 3% diesel surcharge will apply to all diesels, following the cessation of an exemption previously granted to Euro IV-compliant cars registered before 1 January 2006.

A minor consolation is that these alterations make the rules slightly simpler. Instead of today’s eight different vehicle categories, from 6 April 2011 there will only be three: E for electric-only cars, D for diesels and A for everything else.

Zero Congestion Charge

In a rare piece of good news for motorists, the beginning of 2011 saw a change to the London Congestion Charge that could see some drivers now (legally) avoiding the fee altogether.



The new Greener Vehicle Discount, which replaces the Alternative Fuel Discount, means that more cars will potentially qualify for 100% off the daily charge.



Naturally, there are a couple of caveats that come attached with this generous gesture from Transport for London.



The first is that the vehicle needs to be ‘green’. More precisely, it should be Euro 5 emissions compliant and produce 100 grams of CO2 per kilometre or less.



Secondly, if you already own such an eco-friendly machine, don’t presume that you can just swan about in central London and not worry about the Congestion Charge. To receive the Greener Vehicle Discount, a car must first be registered with Transport for London, and that involves a £10 annual payment.



So, what cars will qualify for the Greener Vehicle Discount? According to the Vehicle Certification Agency, the models that currently meet the criteria are:

Manufacturer	Model	Specification	Transmission	Fuel	CO2 g/km
Audi	A3	1.6 TDI 105PS Stop Start	M5	Diesel	99
Citroën	DS3	1.6HDi 90hp w/ energy saving tyres	M5	Diesel	99
Citroën	New C3	1.6HDi 90hp Airdream+	M5	Diesel	99
Fiat	500 / 500C (2010 on)	TwinAir	M5	Petrol	95
Fiat	500 / 500C (2010 on)	TwinAir Dualogic	SAT5	Petrol	92
Fiat	Punto Evo (Jan 2010 on)	1.3 16v MultiJet 85 ECO	M5	Diesel	95
Ford	Fiesta (Post 2010¼)	1.6 Duratorq 95PS +DPF ECO	M5	Diesel	98
Hyundai	i10	1.0l SOHC	M5	Petrol	99
Mini	Hatchback	One D w/ DPF	M6	Diesel	99
Mini	Hatchback	Cooper D w/ DPF	M6	Diesel	99
Seat	Ibiza	ST 1.2 CR TDI 75PS Ecomotive	M5	Diesel	92
Seat	Leon	1.6 CR TDI 105PS Ecomotive	M5	Diesel	99
Skoda	New Fabia Hatch	1.2 CR TDI 75PS GreenLine II	M5	Diesel	89
Skoda	New Fabia Estate	1.2 CR TDI 75PS GreenLine II	M5	Diesel	89
Skoda	New Fabia Estate	1.2 TDI 3 cylinder 75PS GreenLine	M5	Diesel	89
Smart	fortwo cabrio (MY 2011)	54 bhp cdi w/ Softip & 15" rear wheels	5 AMT	Diesel	86
Smart	fortwo cabrio (MY 2011)	54 bhp cdi w/ Softouch & 15" rear wheels	5 AMT	Diesel	87
Smart	fortwo cabrio (MY 2011)	71 bhp mhd w/ Softip & 15" rear wheels	5 AMT	Petrol	99
Smart	fortwo cabrio (MY 2011)	71 bhp mhd w/ Softouch & 15" rear wheels	5 AMT	Petrol	100
Smart	fortwo coupé (MY 2011)	54 bhp cdi w/ Softip & 15" rear wheels	5 AMT	Diesel	86
Smart	fortwo coupé (MY 2011)	54 bhp cdi w/ Softouch & 15" rear wheels	5 AMT	Diesel	87
Smart	fortwo coupé (MY 2011)	71 bhp mhd w/ Softip & 15" rear wheels	5 AMT	Petrol	97
Smart	fortwo coupé (MY 2011)	71 bhp mhd w/ Softouch & 15" rear wheels	5 AMT	Petrol	98
Toyota	iQ (MY 2011)	1.0 VVT-i	M5	Petrol	99
Toyota	Auris Hybrid (MY 2010)	T4 89g 1.8 VVT-i	E-CVT	Petrol Hybrid	89
Toyota	Auris Hybrid (MY 2010)	T4 1.8 VVT-i	E-CVT	Petrol Hybrid	93
Toyota	Auris Hybrid (MY 2010)	T Spirit 1.8 VVT-i	E-CVT	Petrol Hybrid	93
Toyota	Prius (MY 2009)	T4 1.8 VVT-I	E-CVT	Petrol Hybrid	92
Toyota	Prius (MY 2009)	T3 1.8VVT-I	E-CVT	Petrol Hybrid	89
Toyota	Prius (MY 2009)	T Spirit 1.8 VVT-I	E-CVT	Petrol Hybrid	92
Toyota	Prius (MY 2009)	T Spirit w/ Solar Panel 1.8VVT-I	E-CVT	Petrol Hybrid	89
Volkswagen	New Polo	1.2 TDI 75PS BlueMotion	M5	Diesel	89
Volkswagen	New Golf	1.6 TDI 105PS BlueMotion	M5	Diesel	99
Volvo	C30 (MY 2011)	DRIVe	M6	Diesel	99
Volvo	C30 (MY 2011)	DRIVe	M6	Diesel	99
Volvo	S40 (MY 2010)	DRIVe	M6	Diesel	99
Volvo	S40 (MY 2011)	DRIVe	M6	Diesel	99
Volvo	V50 (MY 2011)	DRIVe	M6	Diesel	99
NB: Electric and plug-in hybrid cars aren’t eligible for the Greener Vehicle Discount - they have their own discount scheme.

It’s worth bearing in mind that Transport for London has committed to review the Greener Vehicle Discount in the future, so that eventually only vehicles emitting 80 g/km or less qualify. This tweak will be introduced ‘when the time is right’, but the first reassessment of the discount has been confirmed for 2012.



And finally, the area covered by the Congestion Charge is now much smaller, following the scrapping of the Western Extension zone on 4th January 2011:

Related posts:

Congestion Charge change

London Congestion Charge

Revamp for UK bike test

The current format for the UK’s motorcycle licence test was only introduced in April 2009. Consisting of two parts, the first is conducted away from the roads and includes hazard avoidance and emergency stop exercises. The second element is a road riding assessment, which lasts for at least thirty minutes.



However, the system has received a lot of criticism. In particular, the first module has been slated for its content, as well as the number and geographic spread of the locations where it is carried out. Additionally, there have been calls to make the test a single event, rather than being split into two distinct parts that can rarely be taken on the same day.

In response, the government commenced a review back in June 2010, and the Department for Transport has now announced its initial proposals.



The aim is to return to a single, on-road test. This could mean that the hazard manoeuvre is carried out on the public road, provided the assessment still complied with EU standards. Meanwhile, the slow speed exercises (u-turn, slalom and figure of eight) might be delegated to examiners at training centres ahead of the main test.



Wisely, perhaps, the changes aren’t going to be rushed through. With the details still needing a lot of work, the plan is to trial the proposals in the early part of 2011, followed by a public consultation. The target would then be to introduce the new test during late 2011 or early 2012.

Speed camera openness

The UK government’s Department for Transport has announced proposals that could see information being published about the country’s numerous speed cameras.



Under the plan, statistics released might include accident rates at camera sites, recorded vehicle speeds and the number of offenders prosecuted or alternatively offered speed awareness courses.

Road Safety Minister, Mike Penning, said, “Public bodies should be accountable and if taxpayers' money is being spent on speed cameras then it is right that information about their effectiveness is available to the public.



“The proposals I have announced today will help show what impact cameras are having on accident and casualty rates and also how the police are dealing with offenders. This is in line with our commitment to improve transparency of government data so that the public are able to make more informed judgements about the work of local and central government.”



At least the government is now referring to them as ‘speed cameras’, instead of the disingenuous ‘safety cameras’.



While this spirit of glasnost is to be welcomed, such data on its own may be pretty much useless. The number of accidents (and injuries sustained) that occurred before a speed camera was installed would have to be known too, otherwise it’s impossible to judge whether the camera is effective or not. Even then, the actual causes of crashes at the site would also have to be disclosed to see how many were actually speed-related.



One important thing that the proposals seem to ignore is what then happens with the results? Will a camera be removed if it can be demonstrated that it plays no role in road safety? Will a particular speed limit be raised to a more appropriate level if it’s found that there are minimal speed-related accidents? If it’s just business as usual, and nothing is done, then publishing the data in the first place seems rather pointless.



The Department for Transport will be consulting with the Highways Agency, police forces and local authorities to decide exactly what will be revealed. It’s intended that data will be made available to the public from April 2011.

Congestion Charge change

The changes to the London Congestion Charge that Mayor Boris Johnson proposed back in May have been approved.



Scheduled to come into force on 4th January 2011, the new rules mean:

• The Western Extension zone, introduced by former Mayor Ken Livingstone, is abolished.

• An increase of £2 on the daily Congestion Charge fees. Those who pay in advance or on the day of travel will have to part with £10, but leave it up until midnight the next day and it’s £12.


• The levy reduces to £9 per day if the vehicle has been registered under the new Congestion Charging Auto Pay scheme. As well as the slightly reduced cost, the other benefit is that drivers no longer need to worry about forgetting to pay, as the number of charging days a vehicle travels within the Congestion Charge area is totted up and the total amount owed is then taken automatically from a debit or credit card each month. Drivers can pre-register with Auto Pay from 22nd November 2010, but the slight drawback is that there’s an annual registration fee of £10 - and that’s per vehicle, not per driver.


• Anyone who currently avoids the Congestion Charge by driving a vehicle with nine seats or over can still do so, but they now have to make an annual payment of £10 per vehicle.


• Plug in electric hybrid vehicles qualify for the electric vehicle 100% discount. But again, each vehicle has to be registered with Transport for London for an annual fee of £10.


• The Alternative Fuel Discount is replaced by the Greener Vehicle Discount (GVD). This means that any cars - not just hybrids - that emit 100 g/km or less of CO2 and are Euro 5 compliant enjoy a 100% discount on the Congestion Charge. Unsurprisingly, each car will have to be registered at a cost of £10 every year.

However, there may be a sting in the tail. TfL has committed to reviewing the GVD so that eventually only vehicles emitting 80 g/km or less qualify. It is saying this will be introduced ‘when the time is right’, but the first reassessment of this discount has been confirmed for 2012.



The bad news for anybody about to buy a new car is that it’s not yet possible to choose one that’s future-proof against any possible GVD changes. The ‘best’ petrol / diesel car currently on sale is the 86 g/km Smart cdi fortwo fitted with the softip clutchless manual gearbox, while even the greenest hybrid - the Toyota Prius - still pumps out 89 g/km of CO2.



Related posts:

Zero Congestion Charge

London Congestion Charge