Comments for Equality Streets http://www.equalitystreets.com Instead of priority, let there be equality. Instead of coercion, let there be choice. Wed, 08 Feb 2012 14:23:40 +0000 hourly 1 http://wordpress.org/?v=3.1.1 Comment on Chris Huhne by Martin Cassini http://www.equalitystreets.com/?p=1159#comment-37 Martin Cassini Wed, 08 Feb 2012 14:23:40 +0000 http://www.equalitystreets.com/?p=1159#comment-37 Yes, traffic control is fundamentally undemocratic/totalitarian. Yes, traffic control is fundamentally undemocratic/totalitarian.

]]> Comment on Chris Huhne by Noel Staples http://www.equalitystreets.com/?p=1159#comment-36 Noel Staples Wed, 08 Feb 2012 13:15:35 +0000 http://www.equalitystreets.com/?p=1159#comment-36 As Martin says, it's 'inappropriate speed that kills, or speed in the wrong hands.' It is the minority which behaves in ways detrimental to the well-being of society. Every time you are stopped by a chicane, or jolted over a speed bump, or flashed by a speed camera on an empty road at night, or stopped unnecessarily at traffic lights when there is little or no traffic, you are subject to the TYRANNY OF THE MINORITY. You waste fuel as you re-start or get back up to speed, and you pollute the air with extra CO2 and other exhaust nasties. When the authorities try to legislate against every possible risk, we suffer the TYRANNY OF THE MINORITY. It blights the lives of ordinary, sensible citizens, which are ... the majority. As Martin says, it’s ‘inappropriate speed that kills, or speed in the wrong hands.’ It is the minority which behaves in ways detrimental to the well-being of society. Every time you are stopped by a chicane, or jolted over a speed bump, or flashed by a speed camera on an empty road at night, or stopped unnecessarily at traffic lights when there is little or no traffic, you are subject to the TYRANNY OF THE MINORITY. You waste fuel as you re-start or get back up to speed, and you pollute the air with extra CO2 and other exhaust nasties. When the authorities try to legislate against every possible risk, we suffer the TYRANNY OF THE MINORITY. It blights the lives of ordinary, sensible citizens, which are … the majority.

]]> Comment on A question of justice by Martin Cassini http://www.equalitystreets.com/?p=1161#comment-35 Martin Cassini Fri, 03 Feb 2012 20:30:00 +0000 http://www.equalitystreets.com/?p=1161#comment-35 If he is guilty of a cover-up, isn't it a secondary sin (so to speak), in reaction to the primary sin of regulation that seeks to shrink the infinite variety of human circumstance into a number? Did he cause an accident? No. He is guilty, but he's innocent. Innocent of a tangible crime. Speeding is a fabricated crime, like jaywalking or "red light jumping". Red light jumping implies you speed through a junction. Well, you might speed up in a bid to beat the light. But what if you're at a junction where there is no other traffic, and you creep across carefully? That's not jumping, but if caught, you are still, in the jargon, an RLJ, a red light jumper, i.e. guilty of a dastardly crime, when all you were doing is exercising discretion. If he is guilty of a cover-up, isn’t it a secondary sin (so to speak), in reaction to the primary sin of regulation that seeks to shrink the infinite variety of human circumstance into a number? Did he cause an accident? No. He is guilty, but he’s innocent. Innocent of a tangible crime. Speeding is a fabricated crime, like jaywalking or “red light jumping”. Red light jumping implies you speed through a junction. Well, you might speed up in a bid to beat the light. But what if you’re at a junction where there is no other traffic, and you creep across carefully? That’s not jumping, but if caught, you are still, in the jargon, an RLJ, a red light jumper, i.e. guilty of a dastardly crime, when all you were doing is exercising discretion.

]]> Comment on Exhibition Road by Exhibition Road | Equality Streets | http://www.equalitystreets.com/?p=1152#comment-34 Exhibition Road | Equality Streets | Sun, 29 Jan 2012 20:41:46 +0000 http://www.equalitystreets.com/?p=1152#comment-34 [...] See more here:  Exhibition Road | Equality Streets [...] [...] See more here:  Exhibition Road | Equality Streets [...]

]]> Comment on Shared space pedestrian casualty by Noel Staples http://www.equalitystreets.com/?p=1149#comment-33 Noel Staples Tue, 24 Jan 2012 13:33:06 +0000 http://www.equalitystreets.com/?p=1149#comment-33 <em>A propos</em>, here is the full text of an article edited for the bus industry magazine, Route One (26 August 2010): What constitutes a “professional driver”? Although the phrase means ‘someone who drives for a living’, it implies superior driving skills. Most London bus drivers enter the “profession” as private car drivers qualifying for their PCV licence through in-house training schools. For those who stay on long term as stage carriage drivers, the only experience of professional driving will be running back and forth along scheduled routes to scheduled times. While they will have graduated from a, say, 15 foot long private car less than 6 feet wide to a 33 foot by 8 foot 2½ inches wide red London double decker bus, they will not be subject to EU drivers hours regulations, nor will they use a tachograph. They will have no autonomy and rarely have to make any decisions for themselves. Compare this “professional driving” with LGV driving, the other main group of large vehicles on the roads. LGV drivers typically have better instrumentation with which to monitor and check their vehicles. The vehicles themselves are often much more complex to operate, with lift axles, split level fifth wheel couplings (on artic tractor units, that is) and a considerable variety of gearboxes, splitters, range-changers and so on. An artic now grosses up to 44 tonnes as standard and the driver is responsible for load weight distribution and securing all the many different types of load so as not to move in transit. Then there are all the different types of trailer . . . The LGV driver has to plan a route avoiding obstacles such as low bridges and weight restrictions, plan driving breaks (and stopovers if “tramping”) to comply with the law and, on arrival, quickly assess the unloading area and the systems in operation at the delivery destination. If there is more than one drop the problem of load weight distribution becomes more complicated because removing part of a load may result in an axle now being overloaded, or the new weight distribution may make the trailer unstable to drive (eg the remaining load is too near the rear of the trailer). So, in general haulage, LGV drivers cope with many different destinations, loads, complex vehicles, time management and road conditions. An enormous range of different unloading situations present themselves on arrival at destination. The LGV driver who has amassed several years’ safe experience in general haulage or agency driving will have acquired quite a wide ranging fund of knowledge and experience. Such a driver might well regard him or herself as a truly professional driver. Such a driver, if already the holder of a PCV licence already, would be unlikely to be tempted to drive London buses, a transition which would be, to say the least, quite de-skilling. Now at present there isn’t really the opportunity for London bus drivers to experience the autonomy and varied driving situations of LGV drivers. But wouldn’t it be better for London Transport bus driving standards if there were the scope to diversify and broaden driving experience? At present there is not even any kind of pay incentive to recruit experienced drivers. A propos, here is the full text of an article edited for the bus industry magazine, Route One (26 August 2010):

What constitutes a “professional driver”? Although the phrase means ‘someone who drives for a living’, it implies superior driving skills.

Most London bus drivers enter the “profession” as private car drivers qualifying for their PCV licence through in-house training schools. For those who stay on long term as stage carriage drivers, the only experience of professional driving will be running back and forth along scheduled routes to scheduled times. While they will have graduated from a, say, 15 foot long private car less than 6 feet wide to a 33 foot by 8 foot 2½ inches wide red London double decker bus, they will not be subject to EU drivers hours regulations, nor will they use a tachograph. They will have no autonomy and rarely have to make any decisions for themselves.

Compare this “professional driving” with LGV driving, the other main group of large vehicles on the roads. LGV drivers typically have better instrumentation with which to monitor and check their vehicles. The vehicles themselves are often much more complex to operate, with lift axles, split level fifth wheel couplings (on artic tractor units, that is) and a considerable variety of gearboxes, splitters, range-changers and so on. An artic now grosses up to 44 tonnes as standard and the driver is responsible for load weight distribution and securing all the many different types of load so as not to move in transit. Then there are all the different types of trailer . . .

The LGV driver has to plan a route avoiding obstacles such as low bridges and weight restrictions, plan driving breaks (and stopovers if “tramping”) to comply with the law and, on arrival, quickly assess the unloading area and the systems in operation at the delivery destination. If there is more than one drop the problem of load weight distribution becomes more complicated because removing part of a load may result in an axle now being overloaded, or the new weight distribution may make the trailer unstable to drive (eg the remaining load is too near the rear of the trailer).

So, in general haulage, LGV drivers cope with many different destinations, loads, complex vehicles, time management and road conditions. An enormous range of different unloading situations present themselves on arrival at destination. The LGV driver who has amassed several years’ safe experience in general haulage or agency driving will have acquired quite a wide ranging fund of knowledge and experience. Such a driver might well regard him or herself as a truly professional driver. Such a driver, if already the holder of a PCV licence already, would be unlikely to be tempted to drive London buses, a transition which would be, to say the least, quite de-skilling.

Now at present there isn’t really the opportunity for London bus drivers to experience the autonomy and varied driving situations of LGV drivers. But wouldn’t it be better for London Transport bus driving standards if there were the scope to diversify and broaden driving experience? At present there is not even any kind of pay incentive to recruit experienced drivers.

]]> Comment on Speed by Martin Cassini http://www.equalitystreets.com/?page_id=155#comment-32 Martin Cassini Mon, 23 Jan 2012 20:01:15 +0000 http://www.equalitystreets.com/?page_id=155#comment-32 Telling points. On the fuel point, though, surely you compensate for the higher speed by being in a higher gear, thus keeping revs and fuel use the same? Telling points. On the fuel point, though, surely you compensate for the higher speed by being in a higher gear, thus keeping revs and fuel use the same?

]]> Comment on Speed by Noel Staples http://www.equalitystreets.com/?page_id=155#comment-31 Noel Staples Mon, 23 Jan 2012 18:09:09 +0000 http://www.equalitystreets.com/?page_id=155#comment-31 Two speed limits on the same road . . . I'm an HGV driver, thus subject to a 40mph speed limit on all rural single carriageway roads when driving artics or any HGV. Yet car drivers are subject to a 60mph speed limit on deristricted single carriage roads. So from my vantage point high above the road I often watch cars carry out very risky overtaking. Occasionally I have even been overtaken by other HGVs! Police seldom enforce the 40mph HGV speed limit, unless they are observing an otherwise risky driving behaviour. Yet some speed cameras are set to trap HGVs exceeding 40mph as well as cars doing over their 60mph speed limit. I know to my cost, which is why I now mostly stick to 40mph, though I hate seeing the long tail behind me. The busy A47 from Leicester to Peterborough is almost all single carriageway, as it is for considerable stretches all the way to Yarmouth. In 1999 I was driving an empty 44 tonne cement tanker south along the A11 through Thetford Forest when a car full of small children attempted to turn right out of the B1112 Icklingham Rd right in front of me when there was insufficient gap in the long line of northbound traffic. There was nowhere I could go and I began braking as hard as I dared, expecting to see my tank start to swing out any moment and start to jack-knife. BUT, this rig was equipped with disk brakes throughout, AND ABS, a requirement on all HGVs built since 1992. No wheels locked up, no skidding, and I braked safely to a halt amidst much rattling and shuddering in a dead straight line, stopping inches from the car full of small children. I suspect the very obviously frightened driver of the car needed a change of underwear! The point of the anecdote is that HGVs are now very much safer, with much better brakes and brake operating systems than when I began driving HGVs in the early 70s. The 40mph limit on single carriageway roads is a dangerous anachronism, frustrating both for truck drivers and car drivers alike. It would be far better to raise the HGV limit to 50mph on single carriageways, a speed which would be rather less likely to encourage risky overtaking! For those who wonder why TESCO drivers stick to the 40mph limit, the reason is that management monitor the sat tracking records to check vehicle speed on single carriageway roads. Drivers found to be exceeding the single carriageway limit may be disciplined. Other major hauliers may do the same because fuel consumption is considerably improved at 40mph, though journey times are increased. Two speed limits on the same road . . .
I’m an HGV driver, thus subject to a 40mph speed limit on all rural single carriageway roads when driving artics or any HGV. Yet car drivers are subject to a 60mph speed limit on deristricted single carriage roads. So from my vantage point high above the road I often watch cars carry out very risky overtaking. Occasionally I have even been overtaken by other HGVs! Police seldom enforce the 40mph HGV speed limit, unless they are observing an otherwise risky driving behaviour. Yet some speed cameras are set to trap HGVs exceeding 40mph as well as cars doing over their 60mph speed limit. I know to my cost, which is why I now mostly stick to 40mph, though I hate seeing the long tail behind me. The busy A47 from Leicester to Peterborough is almost all single carriageway, as it is for considerable stretches all the way to Yarmouth.
In 1999 I was driving an empty 44 tonne cement tanker south along the A11 through Thetford Forest when a car full of small children attempted to turn right out of the B1112 Icklingham Rd right in front of me when there was insufficient gap in the long line of northbound traffic. There was nowhere I could go and I began braking as hard as I dared, expecting to see my tank start to swing out any moment and start to jack-knife. BUT, this rig was equipped with disk brakes throughout, AND ABS, a requirement on all HGVs built since 1992. No wheels locked up, no skidding, and I braked safely to a halt amidst much rattling and shuddering in a dead straight line, stopping inches from the car full of small children. I suspect the very obviously frightened driver of the car needed a change of underwear!
The point of the anecdote is that HGVs are now very much safer, with much better brakes and brake operating systems than when I began driving HGVs in the early 70s. The 40mph limit on single carriageway roads is a dangerous anachronism, frustrating both for truck drivers and car drivers alike. It would be far better to raise the HGV limit to 50mph on single carriageways, a speed which would be rather less likely to encourage risky overtaking!
For those who wonder why TESCO drivers stick to the 40mph limit, the reason is that management monitor the sat tracking records to check vehicle speed on single carriageway roads. Drivers found to be exceeding the single carriageway limit may be disciplined. Other major hauliers may do the same because fuel consumption is considerably improved at 40mph, though journey times are increased.

]]> Comment on Fuel prices by Martin Cassini http://www.equalitystreets.com/?p=1069#comment-29 Martin Cassini Wed, 14 Dec 2011 10:25:21 +0000 http://www.equalitystreets.com/?p=1069#comment-29 Can you attribute that quote? Ironically, there is no legal requirement for priority or signal control, so engineers can not be sued for displaying lights-out signs on poles, or removing lights and priority markings entirely. As road-users, we have a duty to proceed with care. Even more ironically, it's the very system of priority and signal control which stimulates inappropriate speeds and sets the stage for dangerous conflict in the first place. Can you attribute that quote? Ironically, there is no legal requirement for priority or signal control, so engineers can not be sued for displaying lights-out signs on poles, or removing lights and priority markings entirely. As road-users, we have a duty to proceed with care. Even more ironically, it’s the very system of priority and signal control which stimulates inappropriate speeds and sets the stage for dangerous conflict in the first place.

]]> Comment on Kilkenny and traffic lights by Martin Cassini http://www.equalitystreets.com/?p=1085#comment-28 Martin Cassini Wed, 14 Dec 2011 10:14:44 +0000 http://www.equalitystreets.com/?p=1085#comment-28 Certainly Kilkenny is not alone. Most towns are dehumanised and degraded by traffic regulation which is based on the unsafe, unethical, inefficient system of priority. Traffic lights are merely the most visible (and risible) symbols of a control system that treats the man-made symptoms of our problems on the road, never the cause. Certainly Kilkenny is not alone. Most towns are dehumanised and degraded by traffic regulation which is based on the unsafe, unethical, inefficient system of priority. Traffic lights are merely the most visible (and risible) symbols of a control system that treats the man-made symptoms of our problems on the road, never the cause.

]]> Comment on Fuel prices by lightsoff http://www.equalitystreets.com/?p=1069#comment-27 lightsoff Tue, 13 Dec 2011 21:48:26 +0000 http://www.equalitystreets.com/?p=1069#comment-27 Compare a crossroads with TL's and the USA system of a four way stop. Why can't it work? Of course it can. TL's protect Road Engineers from being sued. They're the easy option. A new motorway junction on the M50 in Dublin had TL's installed on the overhead roundabout section because " we always end up doing it, so might as well do it when we build it" !!!!! Compare a crossroads with TL’s and the USA system of a four way stop. Why can’t it work? Of course it can. TL’s protect Road Engineers from being sued. They’re the easy option.
A new motorway junction on the M50 in Dublin had TL’s installed on the overhead roundabout section because ” we always end up doing it, so might as well do it when we build it” !!!!!

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