New Year’s Day 2019 was crisp and cold; the weak sun shone out of an impossibly bright blue sky – making it an ideal morning to investigate the Phoenix Green Annual Classic Vehicle meet.
At any other time of the year, Phoenix Green in Hampshire is more of a transit village than a destination. Lying astride the main A30 trunk road, two and a half miles north east of the town of Hook, its normally just another “A” road connecting Staines-upon-Thames with Basingstoke.
All of that changes on the first of January every year.
The main focal point of the village is the Phoenix Inn, a magnificent old building, dating back to the 1700s.
It is also the ancestral home of the Vintage Sports Car Club, which was founded at the Phoenix Green Garage, and is now a veritable mecca for classic and sports car enthusiasts and the vintage motorcycle fraternity.
This is the opening event of the year for the south-east England classic vehicle community, and attracts all sorts of historic vehicles, from military trucks to vintage and veteran cars. There are normally contingents from owners’ clubs, intermingling with private owners and collectors.
The event is in no way formally organised, and exhibitors and participants just arrive in the village and find somewhere to park. There is absolutely no Police presence, and vehicles of all descriptions are parked on the hard shoulder, the central reservation and the verges, and it all appears to run safely and happily.
We arrived mid-morning, and already the pretty old village was packed with vehicles, and there was a relaxed party atmosphere, as villagers and visitors wandered up and down, admiring the beautifully restored cars and motorcycles.
The Phoenix Pub is heavily involved in supporting the event, giving over their car park for restored cars and concours motorcycles to be displayed. They were also busy refuelling the spectators and drivers alike, providing mulled wine and hot food outside, in addition to serving meals and drinks inside the pub restaurant.
Having walked up and down both sides of the road through the village, I was a little surprised to have counted five McLaren supercars, each with a price tag of at least £160,000, an absolutely pristine Aston Martin DB6 with a provenance that valued it in excess of £500,000, £60,000 worth of Series 1 Land Rover, a drool-inducing Chevrolet Corvette in searing red which would purge at least £40,000 from the bank balance, and a wonderfully restored Scammell military truck with a street value of about £25,000.
Add in about thirty classic vintage motorcycles, and variegated other marques and models spanning both the last seventy years and the Atlantic Ocean, and the investment parked up haphazardly along the main road was in excess of £1,950,000.
This event is well worth a visit – unless you happen to be a motor insurance underwriter, in which case it would be best to stay at home.
Just in case.
So, better make a note in your diary for next year!
We have been hearing about it in the news almost every day, until it was supplanted by other issues. The run-up to BREXIT, the general election, floods, and now the Coronavirus pandemic have made us all temporarily dump the issue and public attention is now fully occupied with the control of the global pandemic.
The mainstream media have highlighted the drop in climate-change gases – a direct link to a significant reduction in both travel and manufacturing following global lockdown.
From a planetary perspective, the drop is not highly significant and as soon as lockdown finishes, we will probably revert to our old ways very quickly.
Having said that, I am hopeful that state governments will use the opportunity to consolidate some of the steps that have been taken to enable the use of alternative means of transport – making that small reductions permanent.
We have seen cities around the world banning vehicular traffic from city streets, together with enhancing cycle lanes and pedestrian routes, making it easier and cleaner to travel.
This is nowhere near enough, but at least it is showing that people can get around large cities safely without using a car or public transport.
All the media focus revolves primarily around the ever-increasing levels of air pollution that are triggering climate change, rising sea levels and rising temperature.
There is, however, an interesting health issue that lurks in the sidelines.
As a species, we rely on breathing air, from which we extract oxygen, and then exhale CO2, together with other gases such as Nitrogen and Methane, and some organic compounds.
In order for our bodies to function correctly we rely on our lungs to absorb oxygen and exhale the CO2 in the correct ratios.
The composition of the air that we breathe is 78% Nitrogen, 21% Oxygen, and 1% Argon. There are also traces of CO2, and rare gases such as Xenon, Neon, Helium, Methane.
As we increase the levels of CO2 in the air, our lungs will be unable to exhale the surplus and this will be absorbed into the body, which will have an effect.
According to a recent study conducted by the University of Colorado in Boulder, The Colorado School of Public Health, and the University of Pennsylvania, evidence suggests that future levels of CO2 may severely impair our cognitive ability.
The study based its research on two scenarios; one, a world where human society reduces the amount of CO2 it releases into the atmosphere, and the other where we don’t – “business as usual.”
Alarmingly, even when we do reduce the amount of carbon dioxide that we release into the ecosystem, by the year 2100, individuals would still be exposed to elevated levels (by today’s standards) of CO2 leading to a 25% decrease in cognitive abilities.
The reduction in mental ability is caused by an increase in CO2 in the brain, a condition called Hypercapnia. which leads to a reduction in brain/blood oxygen (Hypoxemia).
The result is a reduction in brain activity, decreased levels of arousal and excitability. On top of this, it induces sleepiness, and anxiety, the result of which is an impact on our cognitive functions such as learning, memory, strategising and crisis management.
This is easily understood. Who hasn’t been in a lecture room, classroom or meeting room, where our concentration wanders, and we get tired and disengaged. The result of excess CO2 released by a lot of individuals. The solution is normally to open a window to let in some fresh air.
But what if the air outside was not really fresh at all?
A report in 2001 (Robertson) argued that even slightly elevated levels of CO2 (720 parts per million) could cause lowered pH in the blood (acidosis) leading to restlessness, mild hypertension and ultimately confusion.
The report concluded that if we continue with “business as usual”, flagrantly releasing megatons of CO2 into the atmosphere, by 2100 we could see our cognitive functions reduced by as much as 50%.
Unless we build on this virally-induced reduction in CO2 and continue to decrease global pollution, we may survive this.
If not, we, as a race, are doomed to become the joint recipients of the last-ever Darwin Awards.
Unless you have been living on the Cook Islands for the last few months, you will have heard of Corona Virus, now known as COVID 19.
The virus is officially a global pandemic, and is now rampaging across every continent, leaving a trail of dead.
Here in the United Kingdom, we are in a state of national emergency, and state-sanctioned lockdown is in effect, with only absolutley essential journeys authorised. All retail shops except those selling essential supplies such as food, maedicines and perhaps bizzarely, alcohol are closed.
The London Underground has shut stations across its network, and passengers figures are plummeting.
Working at home has been the norm for many workers. As a result, the economy is in freefall, with the retail and hospitality sectors being worst hit. Clubs, pubs, cinemas, churches, sports centres, museums and public buildings are now all closed for the immediate future.
The aviation and maritime sectors have been quick to feel the impact of travel restrictions, and many airports are struggling as flights have become virtually non-existent, passenger traffic stagnated, and many airlines now trying to mitigate their losses by flying freight.
Whilst the global shutdown is severely damaging both our manufacturing and financial economies, we are reaping some form of benefit; pollution levels have dropped across the planet, and air quality is improving.
It’s not just transport that contributes to atmospheric pollution – industrial and manufacturing activities have fallen across the UK and Europe as countries shutdown their economies to fight the coronavirus pandemic.
This shows that it is possible to stop climate change, but the societal costs are far too high to make this acceptable.
I do believe that when the virus is contained or burnt out, we will emerge from lockdown and social distancing as a changed society.
So, what may happen?
Many firms that up until recently were resistant to their employees working remotely will have seen that some of their “trust issues” have been proved to be unfounded and that staff have been as productive, if not more productive that when working at the office.
Bearing in mind the cost of office space, many companies may find the savings realised by using smaller premises make remote working desirable.
After a major pandemic such as this one, people may be far more cautious about personal hygeine, and become much more concerned to see that public areas are properly sanitised. This could have an effect on the practice of hot desking at work.
The travelling public will probably also need to see evidence that public transport is cleaned and sanitised far more regulalrly and effectively than currently.
The lack of public trust in the health security of public transport could trigger more car use, as people seek to protect themselves with more regularised self isolating. Even car sharing could become less popular as people choose not ot sit in close proximity with another individual on their commute.
Who can really say?
If thousands more people take up remote working, there may well be more economic pain ahead for public transport operators.
Railway and air journeys that used to be undertaken for business meetings may well now be conducted using video conferencing using internet platforms such as Skype for Business and Microsoft Teams.
Will our current level of communications network provision be sufficient to accommodate this?
Individuals that were reluctant to order shopping on-line, or use home delivery services prior to COVID 19 have now been using them out of necessity, and many of these people will now be sold on the advantages, leading to further decline of England’s high streets.
Individuals that were previously regular patrons of theatre and cinema will have become adept at streaming movies and watching “live” performances from the comfort of their own homes, using YouTube, Netflix or Amazon Prime.
The question is – will they return to the cinemas and thatres with quite the same degree of regularity as they did before?
It seems that the mainstream media have been focusing on the leisure and retail industries and whilst they do report on the struggle for our manufacturing industries, they do not highlight the underlying problems.
In the UK there is evidence that our contingency planning for a “Hard Brexit” triggered our government to closely examine our logisitcal supply chains with the involvement of the retail and distirbution industries, and this has surely helped ensure that truly essential items remained on the supermarket shelves, despite the media-induced panic buying.
The other aspect to this is the lack of resilience that our manufacturers have against supply chain failures.
Whilst numerous products are proudly made here in the UK, few are totally built here. Huge numbers of manufacturers import sub-assemblies, parts and components from overseas which are used to build their product.
The world’s biggest exporter, China, is, to all intents and purposes, the birthplace of COVID19, and also its primary exporter. The subsequent lockdown of the Chinese economy led to an abundance of British manufacturers struggling to obtain the raw materials, parts, components and sub-components needed to build and sell their own products..
This may result in a baseline realignment of our logisitical networks, and maybe re-initiate inward investment.
Who knows, we may see a slow transformation back into a manufacturing economy again.
This is a bit of a mixed bag then; at more localised levels the possible resulting drop in bus and train usage could lead to more cars on the road, each contributing to climate change. On the other hand, more people at home reduces traffic of any kind on the roads.
There are so many possible futures that could result from the aftermath of CV19, which only action at government level can establish.
This could be a great opportunity for each state to re-evaluate its’s strategies for handling pandemics, and may trigger new systems to increase the robustness of manufacturing bases.
Who knows, it may even give us the required impetus to design an improved model for society that will offer progress on controlling our nemesis of irreversible climate change.
A few years ago, I had a bit of a weird experience.
It started in the deep midwinter pre-dawn. Trudging to the bus stop along a dark, bleak country lane. In the gleam of my torch, I could see that the landscape wore a cloak of crisp white hoar frost – frost that crunched satisfyingly under my highly polished boots.
Standing at the bus stop, I was suddenly struck by a great feeling of déjà vu. I was approaching my sixties, and yet I was instantly transported back about four decades.
Back then, I was a teenager, embarking on my career as a trainee technician apprentice for Post Office Telecommunications, now known simply as BT
The winter dawns when I started my commute to work were as cold and dark as this particular morning. I used to make the ten-minute walk to the sleepy East Grinstead railway station, my breath smoking around me as I strode along.
The 291 London Country Bus would normally be sitting at the bus stop, pumping huge clouds of greasy grey diesel smoke into the pre-dawn air. The bus was always numbingly cold. I often thought it was warmer outside than in, but I would be wrapped up in my thick coat, wearing a hat, and woolen gloves that my Mother had knitted me.
At around about 0630, the scheduled departure time, the driver would, if he felt so inclined, pull off rapidly, causing the tired suspension to creak and rattle loudly over the rutted and potholed rural roads.
Lurching alarmingly through quiet country lanes, the bus would stop in hamlets and villages, picking up weary sleep-drugged passengers, reluctantly pacing like automatons into their working days.
Stopping in the village of Ashurst Wood, my friend Katrina would board the bus. Wearing her ubiquitous duffle coat, she would wriggle her ampleness next to me on the seat, her figure disguised under the acres of blanket-like material. I would press against her, feeling her form against my arm, the tantalising press of her prominent bosom sending hormones scurrying around my brain like sex starved mice.
She would openly flirt with me, as the bus wheezed its asthmatic way up Wall Hill, and then we would grip the seat handles as the driver, whom I assumed to be having a psychotic episode, would plummet crazily down the steep hill towards the country town of Forest Row.
Next, we would pick up Darlene, the frizzy haired Aussie who brightened my mornings with her sunny disposition and shortly after, Stuart and Will.
Stuart and Will were as unalike as could be possible. Stuart was tall, and impossibly thin, with long, lank hair, and a quiet disposition.
Will was his alter ego – shorter, mop headed and rumbustious – he was the life and soul of any party.
Pulling into Colemans Hatch we would pick up Gary, who was urbane, dapper and a total eccentric by the age of seventeen, who would converse loudly in a wonderful upper-class drawl.
The bus would then wend its way through Hartfield, where we would collect Lisa and Penny, both of whom were taking a course in Nannying and Nursing at West Kent College.
Into Withyham, and on into Groombridge, for yet another snails crawl grind up Groombridge Hill, the driver disguising our position with the clever use of diesel exhaust smoke.
Langton Green next and then the slow crawl through the western outskirts of Tunbridge Wells.
By this time the bus was happily filled with a cacophony of voices, all competing for priority with the barely subdued roar of the ancient diesel rattling away at the back of the elderly dilapidated contraption.
As soon as the bus came to a stop at Tunbridge Wells Central, it would be an utter, mad, maniacal dash to cross the road, and get down the steps and onto the railway station platform in order to catch the 0840 train to Tonbridge.
The train was always packed, and I don’t think I ever got a seat on it. Back then, the entire carriage was full of commuters, the majority smoking and reading their newspapers in silence.
This was a complete contrast to my recent journeys on the train, where the carriage was still full of commuters, but hardly a paper in sight. Everyone was either texting on their phones, listening to music players or tapping away on a lap top or iPad. And not a cigarette or e-cigarette in sight.
Once at Tonbridge, I would join the meandering human crocodile of students heading for the Brook Street Campus.
By that time, I would be on my 5th or 6th cigarette. Players No 6, or Guards – or if I was feeling delicate, Consulate Menthol King Size.
I can’t believe how much I used to smoke in those days. I must have reduced my life expectancy by a huge amount. I have been clean now for thirty odd years, and I’m probably saving not only my life, but about £4,650 per year!
And now, here I was, standing at a bus stop in the same weather, and at the same time of day. The point of origin is different, as is the destination. The bus is now a modern single decker, with a fuel-efficient engine, and is relatively quiet. My fellow commuters look the same though, tired, cold, and longing for their warm beds, from which they were rudely prised by an insistent alarm clock scant minutes earlier.
It does appear, however, that across recent contemporary history, all bus drivers have been selected because of their underlying psychiatric tendencies. It must be a recruitment requirement. This driver was either colour blind, or had problems with authority, as we jumped at least two red traffic lights en-route to Reading Station.
This time, I was in no mad rush – I had left myself plenty of time to get to Central London. The concourse of the station was already thronged with travellers, muffled up against the chill.
I attempted to issue my ticket at the self-ticketing machine, but to no avail. I then realised that I was trying to obtain a South West Railways ticket from a First Great Western machine. Oh, the joys of technology and rail franchising.
Having queued for a ticket, I made my way to platform 8, and awaited the arrival of the First Great Western 0758 “service” to Paddington.
The train was bang on time, and I boarded, to find that my reserved seat already had a corpulent, sallow woman sitting in it. As there were a number of other vacant seats, I dropped into the nearest available and re-read my presentation notes.
Ah yes…. My presentation. I had been wrestling with the finer points of my presentation, and had worked late into the previous night getting the order right, and fine tuning the PowerPoint slides.
“You are required to give a fifteen-minute presentation on what you perceive as being the biggest challenges faced by the faculty of Engineering and Mathematics in relation to delivering course content that combines high quality technical content whilst acknowledging and embracing cultural diversity and inclusion”
I was applying for the Senior Lecturer vacancy at one of the large London universities but my obviously simplistic interpretation on reading the advert, was that I would be passing on my extensive knowledge and understanding to students within my specialisation of Heavy Commercial Aircraft Operations and Performance – but it seems that I would also need to be much more…sensitive.
Sighing, I closed the lid on my lap top, and reviewed my fellow passengers. Most were hard at work on open lap tops, and a few were mumbling intensely into mobile phones. Only a very tiny minority were conducting leisure activities such as reading a book, or a newspaper.
This would appear to be the modern work ethos. Travel to work whilst working. Then put in a ten or twelve hour day, and then work some more on the commute home. Fourteen hours a day, and get paid for eight.
I think my Father’s generation were the last to enjoy their commute; my dear old Dad became a very well-read man after commuting for two hours a day by train for sixteen years, and he would read just about anything from autobiographies to science fiction. I used to benefit from his addiction as he would frequently wander in to my room and toss a book to me, saying “Read that, I think you’ll like it”.
I always did like his recommendations…
As a young lad attending college, and travelling by train, I used to spend the journey gazing out of the window, watching the English country landscape whizz by in a blur. Or engaging in fantasies involving some of the elegant ladies on board. I used to often enjoy reading the discarded newspapers left by fellow commuters, and would avidly soak up the latest news.
It seems that now, the young are disconnected from reality whilst connected to their phones, and commuting is now part of the working day, rather than a brief respite for those that work for a living.
What on earth possesses a man, evidently in his late fifties to wear a tassled baseball cap back to front, and wear a ripped tee shirt bearing the legend “Red Rider – Death Machine” My mind is definitely boggled. He arrived by pick up truck rather than a hog, so I was a little confused as to why a Ford Ranger could be regarded as a Death Machine.
Unless there is something I don’t know…
I was sitting at a beer-stained table at Cooks Corner, a well-known biker’s bar in Orange County, California. Sitting in front of me was a large pitcher of ice cold beer. The hubbub of conversation was frequently overwhelmed with the booming thunder of a large capacity Harley Davidson arriving, or the bellow of one accelerating hard up East Santiago Canyon Road, heading for Silverado or the Limestone Canyon National Park.
Just behind me, a simple stage had been set up under an awning upon which was a drum kit, three guitars and a keyboard. As it was a warm and sunny lunchtime, the place was filling up fast. I have never seen so many tattoos, leather waistcoats and goatee beards….and that was just the women!
The atmosphere, for a busy biker bar was relaxed and friendly, with everybody up for a good time. And the hubbub of happy conversation bubbled around the place.
As the advance guard, I had located a table capable of seating the eight people in our party, which was already occupied by a middle aged couple. Evidently, the man hadn’t been stroked by the happy stick, and neither had his wife, who bore an expression suggesting that she had just been engaged in sucking on a particularly obnoxious substance, such as a skunk dung.
“Are these seats taken?” I asked. The man stared at me vacuously, giving a shrug, so I assumed that his inability to articulate was due to him being profoundly happy for our extrovert and vociferous group to join him.
I plonked myself down, and inspected my fellow diners more closely. Both in their late forties, they had obviously embraced the West Coast Urban Designer Biker culture. He was wearing a gloss black leather peaked cap, which I imagined he borrowed, or maybe stole from one of the more flamboyant members of The Village People, and wore what looked like a Swarovski diamanté encrusted crucifix around his neck. Large? I imagine it probably weighed in the region of about a kilo!
His red leather waistcoat was adorned with patches proclaiming his membership of an absurd number of biker clubs, but the biggest patch of all was for The Laguna Hills Motorcycle club. He also had a patch with a screaming skull embroidered upon it. In other respects, from his sallow complexion to his soft, pudgy hands, he hardly looked like a biker. I expect that in reality he was a suburban architect, or ran a firm of accountants.
But then, I am a biker, and I’m a sixty year old balding flight instructor… Go figure!
His wife fared not much better and was also wearing the obligatory black leather cap, although, her’s was of a style favoured by Donny Osmond in the early 1970s. Her waistcoat was tasselled and covered in biker patches.
In the ten minutes or so that I sat there waiting for the rest of my group, they never said a single word to each other, and totally ignored me.
When my friends finally arrived after parking their bikes, they spotted me snd descended on the table in a happy chattering gaggle, with three or four conversations taking place simultaneously. I could hear Giuseppe’s strident voice loudly discussing something in Italian, with Francesca, his partner.
The rest of the group were talking animatedly about motorcycles, aeroplanes, beer and women.
The beer-stained menu was hastily passed around, and as we were all hungry, we wasted no time in placing our order at the bar. As it was fairly early, the service was relatively quick and our food order arrived quickly.
A sudden silence descended on the table as we dived in on burgers, fries, beers, and burritos. Our inadvertent companions, the odd couple, stonily sat there, still not talking, and looking disapprovingly at our group, who were clearly getting noisier in direct proportion to the food and beer that was consumed.
Seeing that my friend’s glasses were almost emptied, I wandered into the bar, and ordered a further two pitchers of ice cold Budweiser, and two Cadillac Margaritas. The cheerful young woman behind the bar smiled at me, saying how much she loved my accent, and then asked me which part of Australia I was from. I replied, dryly saying that I came from a suburb of Sydney called Earls Court.
Taking my proffered cash, she told me she would bring the beers out to our table.
Must have been my smooth-talking antipodean charm!
We finished eating, and I must say, that for a so-called “Biker Bar” the food was superb, well cooked, and full of flavour. The servings were generous, and fantastic value for money.
What a fantastic place. Everyone I met there was friendly, (although I can’t speak for our table companions, as they didnt say a word) and we were made to feel very welcome, by both the bar staff and our fellow bikers.
Everyone was there for one reason – to share good food, cold beers, great bikes and fun memories.
The linguistically-challenged bar girl came to our table, clearing plates. She was really lovely, and simply exuded happy friendliness, exchanging banter and flirting with the customers as she glided effortlessly between the tables. We left her a very generous tip.
It’s a shame I had no Aussie Dollars though…
We all relaxed now, full of lunch and beer and happy to stay in the shade as the temperature continued to rise whilst the sun crawled up the blue fabric of the sky. More and more bikes arrived, with many of the riders wearing nothing more than shorts, tee-shirts and flip flops. Many of the girls riding pillion wore bikinis and little else.
I shuddered to think of what would happen to them should they have a spill out on the highway.
I glanced at our group.
All in our fifties and sixties, we had all experienced coming off in the past and so were wearing slightly more appropriate wear, and everyone had a leather jacket, gloves, jeans and boots. Not quite what I would wear on the miserable roads of Blighty – back home I would be wearing an armoured leather jacket, armoured leather trousers, armoured boots and armoured leather gloves.
I guess that our climate, and the dreadfully congested roads mean that you have to dress like a mediaeval knight to withstand the risks.
My attention was caught by a group of pasty-faced youths in ripped jeans who were picking up guitars and obviously tuning up with a view to playing, and with unspoken agreement we all decided that now was the time to leave, whilst we still had the benefit of functional hearing.
So, having chilled for about three hours, we decided that a gentle meander through the canyons and passes in the Laguna Hills was in order, so we suited up, and rode back to Coto de Caza via the back roads, enjoying the warm wind on our faces, as we swooped along the almost empty highways that run through the valleys of the Laguna Hills.
Returning to my friend’s house, we all peeled off our leathers, and spent the rest of the afternoon and evening talking, drinking and watching the sun dip slowly in the west, drowning in the waters off Laguna Beach.
On December the second last year, I left home to endure my pre dawn commute. Driving down the lane, I noticed a black Mini car parked on the grass verge outside my neighbours’ house. As I passed it, I could see that it wasn’t in bad condition, and assumed that it belonged to a visitor.
Thinking about this later, I realised that if it were one of Jim’s visitors, then they would have parked in his large forecourt, off the road, rather than untidily parked on the grass.
I continued to wonder what the true situation was, and made a mental note to chat with Jim at the weekend.
Happily, and by coincidence, my Brother and Sister in law (of Tread the Globe fame) visited during the week, and Chris wanted to test fly his new drone, in preparation of it being used on their epic Round the World journey. During his test flights, he captured a nice image of the car parked in the lane, and that photo, shown below, was dated 5th December 2019.
On Saturday morning, I spotted Jim, my neighbour, so wandered down to have a chat to him.
I asked him about the Mini car, and he told me that it was abandoned, and that he had checked with DVLA and the vehicle was untaxed, and he therefore assumed that it had been either abandoned or stolen. He had called the local council, and had reported this so that they could organise for it to be collected and disposed of.
To date the vehicle is still sitting there on the grass, and as each week passes it is subjected to further vandalism and damage; both door mirrors smashed off, and the rear wiper ripped away. It now looks very sad, and is slowly decomposing in the wind and rain.
Abandoned vehicles are a much bigger problem than I had imagined.
It appears that UK Councils spent almost a million pounds to remove the 32,000 abandoned vehicles from Britain’s highways and byways in the 2016/2017 fiscal year.
It’s alarming to find that there has been a 577% increase in the dumping of cars and vans in a four year period (2012-201).
A Freedom of Information request lodged with Britain’s 436 local authorities revealed that across the nation, 31,812 vehicles were removed and disposed of.
It is a criminal offence under Section 2 of the Refuse Disposal (Amenities) Act of 1978 to abandon a vehicle, and carries a maximum penalty of £2,500 and/or three months imprisonment.
This doesn’t seem to deter people from dumping, and the revenues raised from fines levied (when the owners may be traced) amount to £115,610 – which comes nowhere near the costs.
The authorities costs may be even higher if the abandoned car needs to be scrapped, and the shortfall in funds have to be recovered from local residents from taxation.
It seems that the highest number of reported and removed vehicles are in the South East, probably because this region is densely populated with both people and cars.
Motor insurance comparison website, Confused.com conducted some research, and this seems to suggest that the high costs associated with recovering and repairing a car have become unaffordable for some, with 23% of respondents claiming that this is the reason for dumping a vehicle. 30% of respondents dumped their car because it had broken down, and they could not afford to have it towed to a garage for repair.
7% said that they could no longer afford to run a vehicle at all.
The statistics also seem to suggest that 16% of drives who abandoned their cars did so for an average of three weeks, which suggests that these drivers are basically honest, and returned to recover the car when they could afford to do so.
Naturally there are a percentage of drivers who dump their cars because they can’t afford to pay the VED, or the insurance, and a small percentage who have stolen a car to get somewhere, and dump it when they have finished using it.
Some abandoned cars may have been used to commit crimes, and these too will be dumped at tax payers expense.
But back to my situation
It is now 28th February. 88 days since Jim reported the Mini outside his house.
I wonder how long it will take the local authority come out and move it?
Answers on a postcard…
UPDATED 02 MARCH 2020
I spotted this sign during a trip to some of the local shops…
A bit of an empty threat really. They havent been able to remove an untaxed, probably uninsured vandalised vehicle from the lane in which I live after more than ninety days, so signs threatening removal after 48 hours seem somewhat ambitious.
It was a long day at work, delivering two flight training sessions. I was in no real hurry, as the weather was a bit miserable, with wet roads, and poor visibility. It was just as well, as the A3 southbound was moving at a sedate 40 mph up the hill through the fifty limit at Guildford.
I spotted the headlights first, weaving crazily in and out of the traffic, and then rapidly accelerating up the nearside lane as I was overtaking a slower van. The white car swerved out in front of me, cutting into my lane with scant inches to spare.
I was ready for this and was already braking, my sixth sense warning me of the potential accident heading my way.
As the car rocketed past me, I sighed as I glimpsed the badge on the boot lid.
Yes, just as I thought, it was another appallingly driven BMW.
I watched the car continue to weave in and out of the traffic, crossing lanes with no apparent understanding of risk. The frequent illumination of brake lights was not accompanied by any appearance of functioning indicators.
Par for the course?
I drove home without further incident, wondering if there was any statistical evidence to support the urban legend that all BMW drivers were aggressive and inconsiderate.
So, I sat down and started researching this to see what I could find.
It didn’t take long to discover that GoCompare, the insurance comparison website had conducted an analysis of their customer database, and had some interesting results.
Un-surprisingly, the urban legend was true!
It appears that more than 17.1% of BMW 4 series drivers have at least one conviction, which is about twice the average rate for all other BMW models! A staggering 21% of 4 series drivers have also made an at-fault claim on their insurance.
Further checking revealed that Audi A5 drivers are also up there in the top ten for convictions and at-fault claims, along with Mercedes C220 and E220 pilots, closely followed by Jaguar and Landrover owners.
This all seems to tie in with my own un-scientific perceptions, honed as they are with a 450 mile weekly commute.
Interestingly, Admiral Insurance has also analysed the data returned from their telematics systems – the Little Black Box fitted into the boot that monitors driving behaviour. It seems that drivers of Audis, Mercedes and Landrovers are again flagging up as the worst drivers in the UK.
But there is good news. Drivers of smaller, lower-powered cars such as Vauxhall Agilas, Hyundai i10s, and Nissan Micras are least likely to have been convicted of an offence, but they are also less likely to have made at-fault claims.
Maybe the lack of a big, tough metal box to sit in, a less commanding road position, and dare I say it, a low performance engine makes them less attractive to those with a more competitive and thrusting driving style?
These are facts released by insurance companies, and whilst they do seem to reinforce the image that motorists owning German-built cars are bad drivers, they don’t explain why drivers with poorer driving records seem to be attracted to such vehicles.
We have all heard almost to the point of frustration about climate change, pollution and how bad cars powered by fossil fuels are.
We are all exhorted to consider using an electric vehicle, or a hybrid so as to cut our carbon footprint, and stop climate change.
Obviously, all of this is deserving of support, and climate change is a very real threat, as is the increase in health problems as a result of the toxic gases in vehicle exhausts.
However, there is a sinister, yet little-publicised threat which may prove to be even more injurious to health and the marine environment, even if it has little impact on greenhouse gases and climate change.
Yes, you did read correctly. Tyres are in the top ten of nasty pollutants that contaminate the world with micro-particles.
Tyres. Those innocuous black things attached to the wheel rims of your car, van, motorcycle, truck or bus.
We all know that tyres wear out – as we all have to buy them now and again, if we are to stay safe and legal.
So, what happens to the worn bits of tyre? Well, they are eroded by the road surface and are released as micro-fibres, particulates that are fine enough to form as a dust on the road surface.
Subsequently, rain water washes these microfibres into the drains and sewage systems, where they ultimately make their way into the maritime environment – yes, rivers, lakes, reservoirs and oceans.
Much publicity is generated around single use plastics in the oceans, but little publicity is around related to this almost invisible pollution.
Some of the particles are small enough and light enough to be dragged up off the road surface by the aerodynamic wake of passing vehicles, and may be suspended for periods of time, allowing them to be blown by the wind over quite large distances.
It is estimated that annually 68,000 tonnes of microplastics are generated by tyre tread erosion in the UK alone, with 7,000 to 19,000 tonnes entering the surface water system. Research is currently being undertaken in the UK to deepen our understanding of the migration of tyre generated microparticles into the maritime environment.
It may not be common knowledge but tyres are not constructed from pure natural rubber, but consist of 60-70% synthetic rubber – made with our old friends, the hydrocarbons, so the emitted micro-particles are not readily biodegradable.
Unfortunately, the qualities that makes tyres suitable, such as good grip, good braking qualities, and good car handling qualities rely on the tyre gripping the road surface through friction.
Friction between the road surface and the tyre tread actually causes the erosion of the rubber, and leads to the problem. The interaction also erodes the road surface, and any road marking paint on it too – but that’s another story!
Tyre particles vary in size and composition, so it would challenge even Agatha Christie’s Poirot to identify and track how these particles behave, and where they go once they have been shed.
Such particles will be dispersed widely around roads and byways, drifted by winds and the effects of vehicle aerodynamics, washed into various drains, culverts and waterways by rain.
Once in the water system the particles will exhibit different levels of buoyancy, and some will float onwards into estuaries and ultimately into oceans, and others will sink to the bottom and become part of the estuary sediment.
It is estimated that up to 10% of tyre wear particulate matter is released as airborne particles, which will settle over land masses, thus polluting them too.
What can we, the driving public do to minimise the effects of this?
Firstly, we can modify our driving behaviour to reduce the loads that our tyres are under.
We can make efforts to accelerate and decelerate gently and progressively, we can make sure the tyres are correctly inflated and remove un-necessary loads from the vehicle. This would help.
We could operate a smaller vehicle with a smaller engine and a lower mass.
This is a pipe dream, and we all know it. Unless governments intervene to legally force the use of smaller vehicles, we won’t trade our “Executive Urban Assault Vehicles” to sit in a minicar capable of reaching only 60 miles an hour with a following wind!
On my daily commute to work, I pass Farnborough Airport. This is the home to many ecologically-unfriendly executive private jet aircraft. The main A road that passes adjacent to it has recently had a new 50 mph speed limit imposed upon it, reduced from its previous 70 mph limit.
It seems that the local council are keen to reduce emissions in the local area!
Regardless of this, vehicles still charge past me doing well excess of the new limit, and the police don’t seem to be enforcing the new limit.
Maybe we should drive less distances? Maybe we should alter our fundamental mind set to become more locally focused, and adopty a new philosophy of not commuting longer distances?
I don’t think human nature is going to fix this particular problem.
It appears that the main thrust of the ecological argument is to initiate a societal shift from driving hydro-carbon powered vehicles to electrically powered cars.
However, this only addresses a part of the problem. Even if there is a global adoption of battery driven vehicles, the problems associated with the pneumatic tyre remain.
Until we have mastered an alternative to the conventional tyre we are still in trouble.
The auto industry faces a parallel challenge. What do we use as an alternative to the conventional vehicle tyre?
Answers on a postcard please…
 Friends of the Earth Report “Reducing Household Contributions to Marine Plastic Pollution 11/2018
I parked the car, nonchalantly locking it with the keyfob, as I do every evening when I return from work.
It was a blustery, rainy late afternoon, and my journey home a relative nightmare. All of the major routes west of Heathrow Airport were in chaos. It seems that the average Brit is breathtakingly incompetent in wet conditions, despite bemoaning that its always raining here.
Either driving lunatically fast, or crawling along far too slowly, the result is multiple accidents, and long holdups. The delays were only made marginally tolerable by listening to the radio.
I decided that the solution to my grumpy mood was to pull my bicycle out of the. garage, and cycle the mile and a half to my alternate refuge, the Passfield Club.
It was only five past five when I arrived, and the place was almost deserted.
I ordered a pint of Fossil Fuel, and went at sat at a table at the far end of the room.
I was thinking about driving. Despite my journey, I knew that I was fortunate to be in a position to drive.
I have held a full licence since February 1977, almost 43 years. The car and motorcycle have become an intrinsic part of my life, and as a relatively fit man, I rarely think of the time when I too will have to hang up my car keys for the final time.
Before that time, I may have to downgrade my vehicle from the small SUV that I drive to a smaller vehicle. Maybe electric? Who knows.
I recall hearing somewhere that many older people bought an automatic car after maybe decades of driving a manual gearbox car, and subsequently had an accident as a result of confusion over the foot pedals and their location.
Also, that older drivers were as dangerous as the young due to their worsening driving abilities.
I wondered if this really was an issue, so I decided to do some research, and here is what I discovered.
According to AXA Insurance’s Technical Director David Williams drivers may face rises in insurance premiums as a result higher compensation claims being awarded following vehicle collisions and accidents.
The two age groups that will be affected most by this will be younger drivers in the 17-24 age group, and those over 75.
That surprised me a little.
Further digging revealed that there are an estimated 2.7 million drivers under the age of 25. Of that figure, 1.3 million are under 22. Combined, these groups make up about 7% of all UK drivers.
Drivers aged 17 -19 represent 1.5% of the driver population, yet they are involved in 9% of all fatal accidents in which they are the driver! Altogether, the under 25 age group are responsible for 85% of all serious injury accidents.
So where does this leave the older driver.
Bizarrely, a quick check of the stats instantly confirms that drivers in the 17-24 category have a very high accident rate comparatively speaking, with 1,912 collisions per billion vehicle miles (CPBVM) travelled. The accident rate then progressively reduces as age increases, reaching its lowest point between the ages of 66 – 70 dropping to just 367 accidents CPBVM.
So, I am, in theory, becoming statistically less likely to have an accident, due to my relentless march into decrepitude.
The accident rate rises slightly thereafter, but peaks to its highest for the 81 – 85 age group – at a massive 2,168 CPBVM.
So, in overall terms, from age 60 to 70, not a bad record.
Some of the reduction may well be inked to the fact that older drivers travel less than other adults, with about half the average mileage covered.
Demographically, the older population is forecast to expand and the number of people aged over 65 in the EU is predicted to double between 2010 and 2050.
Now a quick look at the science.
Aging brings with it several inescapable changes, including sensory, psychomotor and cognitive reductions – failing eyesight and hearing, slowing reactions, and slower and impaired judgement.
The higher reported fatality rate for older drivers is due to increasing frailty leading to death in a collision that would have potentially only injured a much younger driver.
Current UK legislation requires that driving licences are renewed when an individual reaches 70, and are valid for three years before requiring to be renewed again. This is a sensible approach.
When combined with requirements placed on medical practitioners to advise the UK Driver Vehicle Licencing Agency of any medical condition which would require the revocation of a driver’s licence.
But us oldies are fighting back!
It would appear from several studies that there is an almost compensatory mechanism at work, and older drivers are good at making sensible adjustments to their driving, and adapt their driving to reduce their exposure to higher risk driving conditions.
Many will stop driving at night, or will adjust the times of day or the days of week on which they travel.
Now – back to my original thoughts.
As an individual with no formalised forensic vehicle accident training, I accepted at face value the statement that elderly drivers should not drive cars with an automatic gearbox.
Surprisingly, my research seems to indicate the opposite, and a number of reports actually suggest that older drivers should use an automatic car.
In fact, a Dutch study was conducted by the University of Groningen using a professional driving simulator. The research placed young and older drivers in both an automatic transmission car and a car with a manual gearbox. The subjects were then required to drive several routes, including rural roads, rural roads with random varied intersections and finally a route that necessitated joining a busy motorway, overtaking vehicles and then exiting safely at a junction.
The results were interesting, in that the older drivers performed better in an automatic gearbox car than a manual.
This is possibly because the time lag induced by the age-diminished psycho-motor skills to both brake and shift down the gearbox simultaneously impaired driver performance. This was discussed as far back as 2002, where research suggested that older drivers should, in fact switch to driving an automatic car.
Interestingly, even the younger drivers in the sample also performed better when driving an automatic.
I accept that there needs to be a safe transition period, so maybe when drivers get to 65, when they are statistically at their safest, they should change to an automatic car, so that they have a few years to adapt to the differences, so that they may benefit from the additional levels of safety that a car with an automatic gearbox provides.
So, in six years, I will get my electric car, which will not only be cleaner in terms of emissions, but may even help me to stay alive a bit longer!