As someone who has tried to demythologise beliefs held not just by the general public, but transport professionals and not a few campaigners, I welcome Steve Melia’s addition to the debunking literature. Continue reading
Amongst the deluge of unquestioned “road safety” press releases from the “road safety” industry, one recent one grabs our attention. Time for us to question this initiative from truck manufacturers Scania – and one from Volvo – with another bit of recent publicity on the same matter. Continue reading
As we approach the 80th anniversary of the compulsory driving test in the UK, there will be some discussion of how there could be modifications of the current driving test. There will be calls for a ”graduated driving test” and possibly even the argument that drivers should retake “the test”.
I take a different approach. I argue that, however much it has been modified or tweaked, the role of the “test” is actually to boost the sense of entitlement of drivers – encouraging the sense of “undue proficiency” that Churchill perceptively noticed. Whatever benefits it may have are thus diminished, and I doubt whether it has a significant – or indeed perhaps any – overall function as a means of controlling road danger.
Saying this is rather taboo, but I think that this taboo needs to be broken. Let’s see how the compulsory driving test for motorists is in many ways part of the problem of danger on the roads. Below I enclose what I wrote about “the test” in 1992 (fully referenced version here)Page 108 – 111, and then I see whether anything has changed since then. Continue reading
In this essay I examine this and a few similar incidents to see how the authorities accept and tolerate obvious rule and law breaking by motorists. As well as the Police services involved, the official “road safety” authorities in highway engineering collude and connive with this sort of violent behaviour. There is little comment on these incidents to challenge what appears to be the dominant narrative of tolerance of this behaviour, not least the type of language involved.
I challenge that narrative below, and argue against the dominant approach to these incidents, as well as the tolerance of them by the authorities. I think it indicates that in a crucial respect – the apparent acceptance of rule and law breaking by people simply because they have chosen to drive – this society is fundamentally uncivilised. Continue reading
As long standing readers know, the Road Danger Reduction Forum has worked alongside our cyclist and road danger reduction partners with Transport for London on this matter. Our aim has been to have only properly worded warning stickers on the right kind of vehicles, in the first instance on vehicles of TfL’s Fleet Operators Recognition Scheme. (See here for the longest account and history of this story, the follow up and how members of the public can engage with TfL/FORS on this matter.)
Some of this – replacing wrongly worded stickers on FORS member HGVs and on buses in London has progressed well. But there remains a substantial problem: a number of vehicles without blind spots (cars, vans, small lorries) belonging to FORS members (like the van above) are still displaying these stickers. Our understanding in meeting with TfL/FORS has been that they would try to get these removed and they have indicated in their guidance that they are not intended for vehicles below 3.5 tonnes (e.g. those without blind spots).
But is TfL actually doing what it can – and should – be doing here? Continue reading
Here’s a quick post on what the Conservative’s promise for cycling in the 2015 election. We have had a pop at the Labour promises (and take a recent look at Labour’s claims against those of the Lib Dems ) Above all, take a look at the CTC’s excellent summary of the Manifestos.
There’s been some concern that Transport for London (TfL) has dropped its target for cycling to have a 5% mode share in London by 2026. We have posted on the target question before, but it’s time for an update.