Air quality and traffic control

The Committee on the Medical Effects of Air Pollutants (COMEAP) estimates that 43,000 Britons over 30 die every year as a result of air pollution, writes the Telegraph, part of a global annual toll of premature deaths that the WHO puts at a staggering seven million. Long-term exposure to airborne pollutants has been reliably linked to an increase in cancer, asthma, strokes, heart disease, diabetes, cognitive decline and dementia. A 2019 study found that schoolchildren in more polluted areas were 4 times more likely to be diagnosed with depression by the age of 18. The Royal College of Physicians estimates that the cost of UK air pollution – healthcare, lost days at work, etc – runs to more than £20bn a year. COMEAP chair Professor Anna Hansell notes, ‘studies show that air pollution adds to health risks even at low concentrations.’

Coroner Philip Barlow delivered an historic verdict on the death of 10 year-old Ella Aloo-Kissi-Debrah: ‘Air pollution was a significant contributory factor … During her illness from 2010 to 2013 she was exposed to levels of NO2 (nitrogen dioxide) and particulate matter in excess of WHO guidelines. The main source of her exposure was traffic emissions.’

Roads in and out of London are, of course, riddled with traffic lights that maximise congestion and emissions.

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To prove a point

ULEZ has cut NO2 levels in the capital significantly, reports the Telegraph. Air quality monitoring at Hither Green Lane and Catford, near Ella Aloo-Kissi-Debrah’s home, show NO2 has fallen by over 50% since 2012, with half that taking place since it became part of the ULEZ. So it seems that ULEZ has helped cut NO2 by about 25%. Not to be sneezed at. But what reductions would Equality Streets have brought? I have claimed that allowing traffic to flow and disperse naturally can cut emissions by at least half, by eliminating the stop-restart motion caused by traffic lights. Despite countless attempts to persuade the authorities to run lights-off trials to test the case, they never agreed. Wouldn’t the job of London Mayor be handy!

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Getting rid of the nasty stuff

Most PM2.5 – the nasty airborne particles that we inhale and can lodge in lungs, heart and bloodstream, causing all manner of disease – now comes from brake dust and tyre wear, not tailpipes, says Prof Alastair Lewis, chair of Govt independent science advisory group on air pollution. ‘So even an electric vehicle inside a ULEZ will still be emitting PM2.5.’

What he doesn’t say is that brake dust and tyre wear are maximised by traffic control and minimised by the gentle low speed filtering you get on Equality Streets.

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ULEZ debacle

ULEZ = paying for the right to pollute. Where is the sense in that?

Of course we want clean air but there is a way to achieve greater cuts in emissions without coercion and without pain.

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Is Starmer an ideas vacuum?

You could be forgiven for thinking so. On BBC News last night, Starmer agreed that ULEZ had lost Labour the Uxbridge by-election. Quizzed by Chris Mason about next steps, Starmer said he would have to reflect, and Khan would have to reflect. Pressed for an answer, Starmer said, we will have to reflect, and the mayor will have to reflect. Oh dear, Sir Keir!

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No you Khan’t! Yes I can!

Does Sadiq Khan think he’s the only politician who wants clean air? Who doesn’t want it, O pious Mayor? There is of course a way of achieving the aim without the pain. It would bring a host of accompanying benefits too. Followers of Equality Streets know how.

Clean air, green policies and reversing the war on motorists are not mutually exclusive.

Should one of us stand against Khan at next year’s election for London Mayor? Wouldn’t it be cool to introduce a raft of workable, life-enhancing policies!

It would mean risking the £10k deposit. If you get less than 5% of the vote, you lose it. Need a backer with deep pockets, or sponsors in large number.

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Latest swipe at the system

With my usual proposals for change. In Transport Watch.

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Apathy at BH?

I’ve whinged before about the failure of the BBC to respond to my attempts to air the ideas expounded here. I just came across an email I sent Radio 4’s Today Programme on 4.2.22. Like countless others, it didn’t even receive an acknowledgement.

If as road-users, on foot or on wheels, we give way to others who are there first, i.e. take it in turns as in other walks of life, then, not only do we make common cause and enjoy the sociable interaction, we would be able to do away with the bulk of those weapons of mass distraction, danger and delay – traffic lights.

It would save the public purse tens of billions annually (see this, even just the summary at the end).

Air quality would see a transformation. By forcing us to stop when we could go, and making us continually stop and restart, traffic control extends journey times and maximises emissions.

By contrast, letting us filter at low speeds and low revs cuts exhaust emissions and toxic brake dust by over half, as I wrote in 2007.

Instead of squandering public fortunes on congestion charging, with its intrusion into our freedoms and our pockets, let us build on the Highway Code’s overdue change in priority in favour of the vulnerable, and wise up to the benefits that equality among all road-users can bring.

That the Code’s new hierarchy of road-users has received inadequate publicity was demonstrated when I was crossing the road on foot yesterday and was honked at by a bus driver. I blame his ignorance less than I blame the traffic control system which promotes intolerance and, perhaps most egregiously, puts the onus on the child to beware the driver, when of course it should be the other way round.

I also blame the media for failing to air my work which, if broadcast, would bring these ideas to wide attention and put an end to decades of oppression and avoidable grief.

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The speed trap

If the law is an ass, nowhere is it more asinine than in the traffic arena. “Speed kills,” we are told. No. It’s speed in the wrong hands, or inappropriate speed that can kill.

Who is the better judge of what speed to go – you and me at the time and the place, or limits fixed by absent regulators?

The grown-up approach to authentic road safety is learning to drive by context, not numbers. If pedestrians, especially children are near, let us proceed at walking pace. On busy streets, even 20 is too fast, yet limits license speed at that limit, absolving drivers of guilt in the event of an “accident”. Would you want to be hit by a bus doing 20mph? Six year-old Ben Alston was.

As a sensible trade-off, on the open road, let us, within reason, choose our own speed.

Brake! would claim that driving by context is a licence to drive without due care and attention. No. It’s a blueprint for driving with true care and attention.

Lilliputian laws bind us into knots over the extortion racket otherwise known as “speeding”.

The crucifying lengths to which MPs have gone to escape the racket have landed some of them in jail, LibDem Chris Huhne and Labour’s Fiona Onasanya among them.

Boris Johnson shot himself in the foot over Partygate with his rigid lockdown rules. Had he used guidelines instead, he would have been free to congregate carefully with colleagues without it ultimately costing his job.

It’s likely that Braverman was causing no danger or inconvenience, and driving sensibly for the conditions. But she was caught by rigid rules that allow no discretion or leeway.

It’s understandable that she would want to avoid attending a public “speeding” course. But instead of bending over backwards to engineer a private course for herself – a course which only parrots the asinine tropes of current traffic law – she could be introducing reform of the puerile rules of the road.

Those rules entrap and criminalise the otherwise innocent citizen on his/her simple quest to go about his/her lawful business with the minimum fuss, unmolested by vexatious rules that override commonsense and seek to make simpering subjects of us all.

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Deaf ears

As if we didn’t already know, we are failing our children on air pollution, according to the European Environment Agency. Polluted air causes the premature death of at least 1200 children across Europe every year, as well as untold developmental damage to survivors. Solutions that would make an immediate difference go unheeded by politicians and media alike. Changing the rules of the road – so we could approach gently and take it sociably in turns rather than be forced to stop, idle and restart – would not only cut lethal exhaust emissions but lethal brake dust too. I’ve lost count of the number of times I’ve pitched this coherent set of proposals to deaf ears in transport authorities and the media. In addition to cutting emissions, journey time and “accidents”, it would make roads genuinely safe. It would civilise the public realm, and save tens of billions currently wasted on the system of counterproductive regulation and its adherents. Meanwhile the avoidable casualty toll mounts.

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