I walked into my den, clutching a fresh cup of tea, ready to start writing a new article. The squeaky floorboard near the door irritated me somewhat, as SWMB and I had taken every effort (as did our builder) to ensure that the wooden planks didn’t squeak as we walked around the house.
This plan worked well for the first few months, but gradually, the floor and stairs conspired against us, and began to creak as we walked around the house.
In some of the rooms, we managed to inject a resin compound to stop the slight movements, which is accomplished by drilling two small holes into the planks, and squiring the goo in under pressure.
This, again, worked for a while, until the creaks started coming back – and just when I thought that it was safe…
I personally don’t mind a few little creaks and squeaks, as it adds character to the place.
Squeaks and creaking floorboards happen as a result of the wood settling down, and as it ages, as all natural products do, it flexes more readily, and allows each plank to move slightly against adjoining planks, or shift slightly upon the joist to which it is fixed.
My mind wandered back to the old, edwardian house that I grew up in. Its’ uneven old floorboards used to grumble and groan, even when they were only supporting the weight of a poorly five-year-old.
That old house is etched into my brain indelibly.
When I was a kid, my Mum did all of the familys’ hot meals on a gas cooker, or in the gas oven. As a small boy, I well remember my Dad attempting to boil a kettle, striking match after match, and hearing him curse as the igniting gas finally engulfed his fingers, singing the hairs on his hand as he fumbled, without success to light a gas jet.
In the end the old boy arrived home one day with a small mechanical flint lighter, which was great news for Mum, as the shower of sparks lit the jet with ease.
A few years later, Dad came home with his latest high-tech acquisition – a Piezo-electric butane lighter. This neat device contained a small reservoir of liquified butane gas, and a trigger that when pulled would generate a nice fat blue spark at the tip.
The resulting mini flame thrower was a teenage schoolboys’ delight.
I remember being intrigued with the way it worked.
The piezoelectric principle was discovered in the late 1880s. It was found that if certain materials were flexed, an electric current would be produced.
Over the years, this principle was developed, and has subsequently given us SONAR, inkjet printers, cigarette lighters, loudspeakers, motors such as those found on autofocus mechanisms in cameras and medical equipment.
Goodyear Tyres even considered using Piezoelectric technology to be used inside the carcase of a tyre that would generate electrical power every time the tyre flexed.
Why am I telling you about all this, when I normally write about new technology, sustainability and alternative energy?
There is a link, believe me.
So, back to sustainability.
Wood is a wonderful material for using in the construction of houses. If sourced responsibly, it is relatively inexpensive, reusable and recyclable. It also offers good levels of thermal and sound insulation, is relatively stable and may be machined fairly easily.
It is strong and resilient, and may be used in virtually every aspect of the construction of a house, from walls to roofing, and floors to cladding.
Whilst pottering about in the depths of the internet, I stumbled across a reason for welcoming potentially squeaky boards into your homes.
It seems that a team of researchers in Switzerland have established that timber, when flexed also exhibits the piezo electric effect.
Obviously, if it were to be possible to harvest the electrical output generated by people simply walking across a floor then this would assist in the battle to make homes carbon neutral.
The problem is that the types of wood used in flooring do not have enough flexibility to generate power effectively.
The research team discovered that by introducing a mild form of fungus (a white rot) the decaying process could be accelerated a little, and this in turn made the sample wood (balsa in the case of this early research) much more flexible – to the point that harvesting an electrical output became possible.
When a piece of wooden veneer was treated with the fungus, and then fitted with a piezo-electric converter, the plank would produce a voltage whenever it was trodden on!
The voltage was only small – just 0.85 Volts, and at a very low current, but the scientific conclusion is that the output could be scaled up.
Naturally, it’s likely that such a bio-engineered concept would only work over a large square area of floor, with a high traffic load, such as an office, auditorium, ballroom or gymnasium.
Harnessing nature and working with it may offer better long-term solutions to some of our global problems.
I guess the alternative is to incorporate piezoelectric sensors in my shoes, and charge my iPhone in my pocket?
Meanwhile, I will just accept that my floor is just sighing contentedly…
 SOund NAvigation and Ranging – The use of sound waves to both navigate a submarine whilst submerged and to calculate ranges undersea for the firing of torpedos. Known as ASDIC by the Royal Navy during WW2
Following on from my most recent publication, one of my most loyal and long-standing readers (and good friend) commented that it was “A particularly (expletive deleted) gloomy blog today, Mr. Charlwood. Glass half empty is it?!!”
OK, I admit that it was unlike most of my articles and was a little doom-laden, but I was, indeed, trying to make a point – and that is we really don’t take our personal data security that seriously.
During the text-based conversation that followed, we got around to talking about social media, and how much time it absorbs without our awareness.
When I used Facebook regularly, I could easily spend an hour and a half scrolling through my news feed, and commenting on friends’ activities and responding to posts mentioning me.
It shocked me when I analysed my Screen Time app on my Apple iPhone to see just how much time I was investing in what is, to all intents and purposes, a solo activity.
It seemed that I was spending 5 hours a day staring into my screen. To be fair, 2 hours of that was using the satnav function of the ‘phone in the car.
I hasten to add, that it’s not that I forget how to drive the 44 miles to work, but for updates on traffic, and route optimisation, but the Screen Time system still includes it in the tracking. I must remember to re-configure the Screen Time app so that it ignores screen use when I am using Waze.
So, 3 hours!
3 hours is a lot. Over 95% of that time was using Facebook. 2% was using LinkedIn. Luckily, Facebook was the only social media I really used – I could have been spending far more time if I also used Twitter, Instagram, TikTok and Snapchat.
I stopped using Facebook three weeks ago. This was as a direct result of Facebook’s “bully-boy” tactics of denying both local and international news from being shared on its’ Australian service. This was pretty much the straw that broke the camels’ back. I had been getting increasingly uncomfortable with the way that the platform harvests my personal data.
Since then, the time I spend locked into my ironically isolated world, whilst I “engage” socially with my friends has reduced enormously.
My Screen Time has plummeted by 70% – and my daily average screen time is 2h 41m which includes 1h 54m of travel.
I note that my most used apps are WhatsApp (soon to be deleted and replaced with Signal), Messages, Safari, LinkedIn, and Mail. Not surprising really, as without the need to be locked into social media, I am spending time on the phone actively communicating.
It seems that I am not alone. My friend was also shocked that he was spending over four hours daily looking at his ‘phone screen. Like me, it seemed that he imagined his usage was “maybe an hour a day”
What was more shocking, according to him, was that he doesn’t use social media!
Having looked into this, my research suggests that 4 hours a day is about the average amount of time for adult individuals to spend on their smartphones. I’m pretty sure that all of these people would also be surprised to discover how much time they were spending locked in cyberspace, rather than existing in reality.
Since I discovered the true value of the Apple Screen Time function, I am much more aware of my device usage. The system is self-managing, and it’s simple to configure using the settings menu.
I also use an iPad, and a MacBook Pro computer, so I have set the system up to combine my usage across the devices, so that I get a true picture of how I am spending my time.
For those of you who use Apple products for the whole family, the app will even be able to show individual family members times, which would be useful to monitor the time that children spend on their phones or iPads.
There is an important factor to this, as there is well-documented and respected research that clearly shows that excessive use of computer screens may be injurious to health.
There are several aspects to this.
Firstly, the display screens of modern computers, smartphones, tablets and e-book readers are backlit by LEDs. This gives a crisper, brighter image, but at the same time emits powerful light in the blue colour spectrum.
Fluorescent lighting and the newer LED bulbs being used for environmental reasons also emit light in the blue spectrum, as does the sun.
In our natural environment, the amount of light that we receive regulates our circadian rhythm – our sleep to awake cycle.
As the sun begins to set, the reduction in solar light eventually triggers the pineal gland, seated deep in our brains to produce melatonin, a hormone that controls the sleep-wake cycle.
In most cases, the release of melatonin will cause the individual to fall asleep. As light levels increase at dawn, we wake up.
Melatonin not only regulates our sleep to wake cycle, but in vertebrates, it also synchronises seasonal rhythmicity, and triggers such biological factors such as the time to reproduce, and hibernate. Clever stuff from Mother Nature.
However, using our screens late at night (who hasn’t laid in bed watching a Netflix movie on their tablet?) interferes with our brain chemistry and makes it more difficult to fall asleep and may cause disrupted sleep patterns.
Blue light is also injurious to the retina, and a recent Harvard study concluded that the output of high energy blue light from modern screens may cause eye health problems.
The retina is located at the rear of the eyeball, and is made up of multiple layers of very thin tissue. The retina also contains photo-receptor cells which capture the images of what a person is looking at.
A small proportion of cells, known as Retinal Ganglion Cells are not used directly by our vision systems, but they do monitor ambient light levels, and feed this information into the brain to assist in controlling our circadian patterns (sleep/awake) and for controlling the light response of the eye pupil – dilating it in lower light, and constricts the pupil in brighter conditions.
However, High Energy Visible (HEV) Blue light may harm the retina. Some of the potential damage may be prevented by a group of cells known as the macula. The macula is a tiny yellow area in the eye which absorbs excess blue and ultraviolet light.
Should the yellow pigment become too thin, then blue light can bombard the retina.
The Harvard medical study suggests that after chronic exposure to HEV blue light, (overusing our tablets, phones, laptops etc) there will be a predicted rise in the number of age-related macular degeneration conditions, Glaucoma, and retinal degenerative diseases.
Maybe we should schedule a sterile period each day, during which we have no interaction with our technology. Maybe dump Facebook? Instead of sitting slumped on our sofa, living our lives vicariously through the activities of others, we should go for a walk, or ride a bike.
Maybe use our phone to, dare I say it, make a voice call?
Anyhow, just in case anyone finds this article too gloomy, here are pictures of a rabbit riding a motor-scooter, and a dear little fawn.
Who likes history? If you do, then I invite you to take a little journey with me…
Cast your mind back to the early 1990s.
If you were one of the 10% of the UK population that possessed a cell-phone at that time, then you may well have owned one of these – a Nokia 1610.
It was a simple device – able to make and receive telephone calls, and send and receive text (SMS) messages. I was using this model of phone back then, and at the time it was regarded as one of the top phones available.
It had a tiny screen by today’s standards, and was quite bulky. The antenna, whilst small, was still an intrusion, and would often malevolently jam the phone into my pocket.
In 1996, 27% of the UK population owned a PC (In 2017, 88% of us had a computer at home). Mine was a Packard Bell desktop system that I bought from the now-vanished Dixons.
I can’t remember how much the system cost me, but I do remember that I was entitled to a Freeserve email account, which I used for a good few years before moving over to web-based systems such as Outlook, Google or more recently Imail.
My home set-up was ludicrously simple. No passwords, or hunting for that elusive Wi-Fi router.
Just plug the Modem into the network port on the PC, plug the other end into the phone line using an adapter, and the system was ready for use.
Getting onto the internet though, was a whole different matter. This was the heady days of Dial-Up Internet.
Simply open the web browser, and hit the connect button. The auto-dialler inside the PC would dial the number for the Internet Service Provider, and once connected, you would have been treated to the squeals and squawks of the computers setting up the connection.
Once connected, the upload and download speeds were truly awful. I well remember downloading a detailed photograph. It appeared line by line, and eventually, after five minutes or so, I got bored with waiting and went downstairs to make a cup of tea. I came back twenty minutes later – and it was still not finished.
Today, with fibre broadband, images appear almost instantaneously!
The internet was pretty simple too. Basic browsers that contained a multitude of adverts, and rather unsophisticated email. Shopping online was in its infancy – eBay had only been started in 1995.
So, the interconnected world really consisted of a computer, hard wired to a modem, and the embryonic world wide web.
The only real risk attached to surfing the web, was that of unwittingly downloading malicious software (malware) or computer virus.
The first computer virus was designed in the early 1970s. It was created as part of a research programme conducted by BBN Technologies in the USA.
Researcher Bob Thomas designed the programme to be self-replicating and was targeted at DEC computers that shared the ARPANET network. This virus was called Creeper.
Bob and his team then designed a programme called Reaper which, once released into the ARPANET, hunted out the infected machines, and then killed the virus by deleting it.
Obviously, breaking into computers was seen as a target of opportunity to the less honest members of society, and viruses started appearing more frequently.
Some were just mischievous, such as the Elk Cloner virus (written by a ninth grader in a Pittsburgh High School in 1981) which upon its 50th opening would display a poem, the first line of which was “Elk Cloner: The program with a personality.”
Others were more malevolent, and were designed to either destroy records and data from the infected computer, steal personal data, record website access passwords and log keystrokes. Ransomware enables the attacker to hijack a computer, and then demand payment to unlock the machine.
The resulting loss of public confidence saw the arrival of cyber-security, specialist organisations that analysed the emerging viruses, worms, trojans and malware and wrote anti-virus software, which could be loaded onto a computer and which could then subsequently scan it for infection and quarantine any suspect viruses into a part of the disc not readily accessible by the user, or by the system.
Fast-forward to 2021.
The internet has evolved – and BOY has it developed! If you are privileged enough to live in a developed country, you may already be using fibre-optic broadband, offering speeds of up to 1 Gigabit per second.
According to recent UK survey Hyperoptic offer a 1GB service for an introductory offer of £45.00 per month!
This is jaw-droppingly fast. To put it into perspective, it would have taken about 3.5 days to download a 4K film (about 2GB) using a 56kbit dial up service.
My previous broadband was copper-wire based, and the fastest speed I ever achieved for a download was 8Mb/sec – and that same 4K film would have been delivered to me in 35 minutes.
My latest broadband is totally optical and is Fibre-to-the-Premises (FTTP) and my download speed is a minimum of 71Mb/sec – that 4K movie is now mine in about 4 minutes.
One of the major advantages of broadband, is that unlike a dial up service, the system is “always on”. The old modem has been replaced with a router, which essentially does the same job, but additionally acts as a network hub, through which multiple devices may be connected simultaneously.
Whilst is it possible to connect equipment to the router using a network cable, most routers offer Wi-Fi connection, and this allows several Wi-Fi/internet-enabled devices to connect to the internet simultaneously.
With a sufficiently fast connection, it is possible for SWMBO to watch a movie on Netflix, whilst I catch up with a friend on a video call, or listen to the internet radio.
Why am I rambling on about this?
Well, technological advances never stop, and there is much publicity about the new 5G (5th generation communications network) which will increase the speed and capacity of the internet even further.
In my previous article, “Who is Driving YOUR Car?” I explored the embryonic Intelligent Transport System, which relies on internet-enabled vehicles and sensors in the fixed transport network, communicating with each other to provide optimised traffic flows and traffic safety management.
This is only made possible with 5G communications and ultra-fast internet systems, and the Internet of Things (IoT)
The Internet of Things is the medium through which our emerging “Smart Society” will operate.
In essence, the IoT consists of items that have the capability to connect to the internet, and communicate and exchange data with other similarly enabled things. These “things” may have sensors, software and other systems to support their intended purposes.
It could be a device as simple as a smart lightbulb that is able to be activated by a smart assistant such as Alexa or Siri, or from a suitably equipped smartphone – located perhaps many miles away.
Such items are already used in intelligent Building Management and Control systems, which employ an array of interconnected sensors to monitor heat and humidity, occupancy levels, lighting, lifts (Elevators for my US readers 😁) and security within a building.
Intelligent Healthcare uses the IoT to monitor medical data such as cardiac performance and blood pressure, or blood glucose levels. This enables improved management of an individual’s medical conditions. Significant research is being conducted in this area, and there are already several emerging disciplines and specialities.
The Internet of Things is also used in industry and manufacturing, to monitor and control processes – making use of internet-enabled sensors.
We are now seeing “Smart Homes” being built, which use the same type of Wi-Fi-connected IoT devices to control home environmental systems.
I imagine that a fair percentage of you may well be protecting your property with Closed Circuit TV Cameras. It’s probable that most of these cameras will be Wi-Fi-connected to your home broadband – and from there out onto the web.
Maybe some of you will have an App on your smartphone or tablet that enables you to remotely view the camera feeds.
Smart speakers such as Amazon’s Alexa, Apple’s Homepod and Google’s Home are wirelessly connected to home networks, and are continuously monitoring their environment for their wake-up command (such as “Alexa”)
Smart doorbells enable us to see who is at the front door using integral video cameras and transmitting the footage over the internet via the home router and to an app on a smart phone.
Smart appliances, such as Samsung’s Smart Refrigerator now offer us the ability to manage our food.
An internal camera within the fridge compartment enables the user to view the contents by using a smart phone. The system will also monitor food expiry dates, without the door being opened, thus saving power.
Some models also enable groceries to be ordered via the fridge – a rather redundant feature in my opinion, as you can order your groceries online from your phone, tablet, laptop or PC.
Or, for the truly bold and adventurous – take a risk, and actually go into a shop and buy your groceries.
A large LCD screen is provided in order to display a family calendar, and if you really haven’t got enough tech in your home, it’s also fitted with a 5W Stereo sound system to play your favourite music tracks.
Poor Alexa… She may feel quite outranked by the domestic white goods!
Smart Washing machines are able to connect to the home network, and may be controlled remotely using an app, and are able to automatically sense loads, apply the correct dose of detergent, and add the optimal amount of water.
On some models, the best programme for the laundry load may be selected by filling in a few pieces of information on the app.
I’m sure it won’t be long before your garments will be fitted with a passive RFID tag, or a label barcode, and the machine will scan the items as they are loaded, and then set the correct wash programme.
Should an item that is not compatible with other items in the load be added inadvertently then the machine will inhibit the washing cycle from starting until the guilty culprit is removed.
No more business shirts stained girlie pink then!
As a society, we are all used to smart watches, and fitness trackers, (which all fall within the scope of wearable technology) and have become very complacent about the interconnectivity with our other tech.
And this is where the real problem lies…
Security MUST be one of your top priorities these days. I have removed my profile permanently from Facebook, as the platform discretely harvests everything I “like” and every comment I make. My preferences and personal data are then sold to other organisations, without my permission and regardless of the ethics involved.
Think about why Google and Facebook are free! There really isnosuch thing as a free lunch.
Most of you will already be protecting your data and PC behind an encrypted firewall, with passwords, multi-factor authentication, and PIN codes. In all probability, you will be paying for some kind of anti-virus protection which will (hopefully) prevent your data from being compromised.
The IoT makes this a lot more difficult.
The processing power inside some of the connected devices, and to an extent, their size may well prevent them from having all but the most basic of security protection – if any.
The CCTV you bought to protect your home may well be being used by the manufacturer, or a malicious hacker to access a backdoor into your router, from where it can monitor data passing up and down your comms link.
So, all of these innocent devices are hooked to the web via your router.
Lots of individuals I know never both changing the default password supplied with their devices, and will happily discuss bank details, finances, and other personal details within “earshot” of their smart speaker.
So, nasty hacker chap decides to wage an attack on his ex-employer. By harnessing the combined IoT devices of many households, and requiring all of them to connect simultaneously to the target company’s website will cause it to crash.
This is an extreme example of a Distributed Denial of Service Attack (DDoS), where innocent PCs and devices are hijacked to overload the target’s website.
Many large and respected companies have been attacked in this manner, despite having the financial clout and technical expertise to surround themselves with multiple layers of digital security.
In 2017, Google came under a sustained DDoS attack, originating from China, which, according to Google, lasted for up to six months.
In 2020, Amazon Web Services (AWB) was taken down for three days following a similar, yet more sophisticated attack.
Internet security expert Brian Krebs was attacked in 2016, when his website was assaulted by the Mirai botnet, executed by about 600,000 compromised and suborned Internet of Things – such as Internet CCTV cameras, home routers, and other simple IoT devices.
This may be the tip of the iceberg.
Cisco, the internet systems company predicted in its annual report (2018-2023) that sophisticated DDoS attacks will double from the 7.9 million in 2018 to 14.5 million in 2022.
Now the truly chilling bit…
In our increasingly technological world, we rely on the internet in so many ways – from grocery shopping to building control, from home banking to healthcare. Connected vehicles – not just cars, but ships, aircraft, tankers, trains.
As I have said, many of these devices are so simple and un-assuming, that we don’t regard them as a potential threat.
That simple fitness tracker that you wear all the time. The silly old fridge, just sitting there in your kitchen, keeping your food safe and edible. The CCTV that you use to monitor your car in the drive.
The ease and convenience with which you access your bank to pay a bill. The ability to have a video call with your dear old Mum from miles away.
And yet, in the stygian, gloomy murk of the deep, dark web, there lurk hackers, thieves, and criminals. Hackers who are willing to mount cyber-attacks from as little as 7.00 US$ per hour.
Foreign states, and terrorist organisations that are willing – and able – to hijack your IoT devices to wage an attack on society.
Imagine, if you dare – a world where the bad guys can hack into your car, and disable the brakes.
A world in which someone can access your pacemaker, and shut it down…unless you pay a ransom.
A world in which a hacker can eavesdrop on your home, and record everything that you say and do, and record everything about you?
It’s not as far-fetched and dystopian a reality as you think!
Those of you who are of a “certain age” may well remember the song Car 6-7, the lyrics of which tell the sad story of a taxi driver who has split up from his girlfriend, and is turning down a pick-up from control, as it’s the ex-girlfriend.
That was back in November 1978, and the old-fashioned two-way VHF radios used in taxi cabs have been largely been updated, and to a certain extent have been superseded by smart phones and booking software.
We have all become used to very sophisticated communications systems; Bluetooth earpieces and microphones, Wi-Fi internet connections, cordless phones and smart speakers such as Alexa.
Modern cars are no exceptions. My car has a Bluetooth system that will support two mobile phones; My 2013 motorcycle has the same.
Well, it was in 2017 when it rolled off the production line in Kvasiny in the Czech Republic.
But things are changing fast, and we are now moving into the world of Intelligent Transport Systems (ITS).
ITS is a futuristic totally integrated transport system that uses an infrastructure of sensors, communications links, artificial intelligence and algorithms to monitor and manage traffic flow, safety and incidents. Data collected may also be used to help design safer and more efficient transport systems, which may be optimised for different conditions.
We are already using a very basic kind of ITS; We have CCTV cameras that remotely monitor our motorways and road networks. Automatic Number Plate Recognition (ANPR) cameras that are able to identify and trackthe driving behaviour of a specific vehicle, and monitor entry and exit times of vehicles using private car parking facilities.
We have under-road systems that monitor the volume and speed of traffic – (You may have wondered about those geometric grids in each lane of the motorway placed at regular intervals?), speed-monitoring enforcement cameras mounted on overhead gantries, and Variable Message Signs (VMSs)
All of these systems will look like they came out of the stone age when compared with what’s coming very soon.
Intelligent Transport Systems combine data that comes from a variety of sources.
One of the sources of dynamic data are vehicles that are actually using the road network.
Cars have recently become a lot smarter. My ancient vehicle (4 years old) is just about capable of talking to my smart phone.
New vehicles will be able to communicate on many different levels.
Imagine, if you will, a car that is able to independently communicate with other, similarly equipped vehicles.This is the most basic system, referred to as V2V
Cars are already fitted with Autonomous Driver Assistance Systems which include obstacle detection, autonomous emergency braking, lane departure warning systems, and adaptive cruise control. See my previous article entitled Autonomous Vehicle Safety Devices – Do you turn YOURS off? for details.
Maybe the car ahead detects an obstacle, and applies the emergency brakes. This information in instantaneously broadcast to all following vehicles, and this in turn allows them to begin braking – before a human driver is even aware that an emergency exists.
Vehicles may also be designed to interact with the infrastructure (traffic signals, traffic density and speed monitors, road condition sensors etc). This is known as V2I.
A V2V/V2I equipped vehicle starts to lose traction on a wet road, and begins aquaplaning. A message is sent from the vehicle to other vehicles, and also to the fixed highway infrastructure. The infrastructure may then automatically activate warning signs and reduce speed limits accordingly.
This is not science fiction. This is Science Fact.
Infrastructure sensors that continually monitor the depth of water on the road surface and the road surface temperature already exist, and are integrated into the ITS.
The UK’s Vehicle and Operator Services Agency (VOSA) have been operating a sophisticated network of subsurface sensors that are capable of accurately detecting overloaded Heavy Goods Vehicles. This system is known as WIMS, short for Weight In Motion Sensors. This uses induction loops and special sensors to detect the weight being carried by each axle of the truck in question. When combined with ANPR cameras, the system will identify the vehicle, and also be able to calculate whether it is overloaded, and whether it is complying with the speed limit.
Other car communications systems enable the vehicle to exchange data with the wider internet of things, and may also inter-exchange with other transport modes. This is known as Vehicle to Cloud (V2C). This would enable a vehicle to be able to communicate with trains, aircraft ships and exchange other relevant data.
Lastly, cars will also be able to communicate with pedestrians. (V2P). This would allow vehicles to update pedestrians on their status, and speed of approach. Such information could be received by the pedestrian by using a smart phone.
Cars, trucks, buses, motorcycles, farm vehicles and even bicycles will all become part of a communicating interactive network, and ultimately connected to the global internet of things.
Combine the automated on-board driver assistance systems with the benefits of a smart, thinking and proactive transport network, and road safety may show some dramatic improvements.
Currently in the UK, about 40% all vehicle accidents were as a direct result on a driver “failing to see” the other vehicle.
In our brave new world, your car probably won’t let you pull out of that junction as its already identified an approaching car, assessed the risk, and calculated that there would be a collision! That’s assuming that both cars are V2V/V2I equipped.
Old duffers like me driving a 2017 model will still have to rely on the Mark I eyeball, and the basic training received nearly 45 years ago.
The old saying that the best safety device in a car was a well-trained driver may no longer be true.
Live Long and Prosper…
 MIDAS – Motorway Incident Detection and Auto-Signalling. An Induction loops system that senses a vehicles presence using magnetism.
I was mentally kicking myself. Just over a month previously, I had traded in my 4×4 SUV, replacing it with a 2WD Skoda Yeti. I had been pleased with the Kia Sportage, but despite my care in driving it, the fuel economy was not as good as I had been led to believe.
It was the 1st March 2018. At 1530, I left my office at Aviation House, heading for home. My route from Gatwick Airport was cross country. I could easily have driven home more quickly up the M23, M25 and A3, but at a cost of an extra eleven miles motoring.
Hardly fuel efficient!
My normal route was a delight. Out through the village that shares my name, and then through Ifield and Rusper, to join the main A264 just east of Horsham.
I would then cut through the back lanes of Broadbridge Heath, and then head south west through Loxwood, and on through Haselemere and from there via Liphook to home.
Storm Emma decided to put paid to that little plan. The snow began to fall; small pellets that danced and pirouetted slowly through the sky until they smacked wetly on the car windscreen.
By the time I got to Loxwood, I was seriously considering the wisdom of my decision to trade the 4×4 in. It was now hurtling down heavily, a swirling white vortex pouring out of a grey and ominous looking cloud.
Traffic speed was decreasing to almost pedestrian speeds, and I was now having to concentrate hard to anticipate the erratic behaviour of other vehicles.
Haslemere was, by this time, totally gridlocked. The snow was now very deep, and it was almost dark.
I looked at my watch. 1830! I would normally have been home by 1700.
I was beginning to get worried. There were several routes that I could take to get out of Haslemere, but all required me to drive up steep hills, and looking at the developing chaos I had little confidence that I would make it up any of them.
Cars were slaloming down the slightest of inclines, and I witnessed many crashes, and the roadsides were now becoming strewn with crumpled cars,
At 2030, I had managed to travel about 2 miles, so I ended up making the decision to abort my journey, and park up and weather the storm. I knew the decision was correct when I witnessed a Police 4×4 pick-up truck struggling to climb the slight incline. Despite the four wheel drive, its wheels were still slipping.
I now didn’t feel quite so bad. If a well-equipped emergency services 4×4 couldn’t make it out of the town, then even in my previous 4×4, I wouldn’t have either.
I found a grass verge sufficiently away from the kerb, and drove up and parked, backing up in such a way that a mature tree would offer some protection should someone lose control of their vehicle and depart the carriage way.
I gingerly opened the door into the maelstrom, and crunched my way to the tailgate. Opening it, I dragged out my thick government issue wet weather high viz jacket, and opened my car winter crate.
I decided when I first began commuting long distances across empty countryside to prepare for all eventualities, and so I had previously invested in a large plastic crate, into which I packed my emergency kit. Next to the crate were half a dozen blankets of the type that removal companies use to protect furniture.
A fold-up shovel, a set of jump leads, a pair of work gloves, half a dozen bottles of water, a pair of wellingtons, a torch, and some dried food in the form of energy bars, packs of nuts and chocolate.
Yes…. Lots of chocolate. You can never have too much chocolate in an emergency box.
I selected a handful of bars of chocolate, and a couple of bottles of water. Slamming the tailgate shut, I got back into the drivers seat, and started the engine.
I dialled up maximum heat from the climate control, and switched on the electrically heated seats. Reclining the seat back as far as it would go, I snugged up under the blankets and dozed off.
The temperature outside continued to drop. and I eventually had to start the car every fifteen minutes and run the engine for a while to stay warm.
I slept very fitfully and was wide awake by 0530.
The storm had passed through, and I decided that I would attempt to get home.
I knew that as long as I could get the car moving and maintain a constant speed, I could probably get up the hill, from where I could make my way to the A3, which, I hoped would be open. I knew that once other cars started moving, my chances of a successful escape from Haslemere would revert back to zero.
Even genteel Haslemere loses it’s appeal to a cold and hungry driver.
Starting the car, I eased it into gear, and slowly, ever so slowly accelerated up to about twenty miles per hour. Every so often the wheels would spin, but the plucky little car continued up the hill which I crested without seeing another vehicle on the road.
I did see quite a lot in ditches though, inclding a single decker bus and a police car.
The A3 was closed northbound, but – joy of joys, it was still clear southbound.
Half an hour later I was at home. The first thing I did after having a hot shower and a cup of tea was to start researching for winter tyres.
I have to admit – I had never really considered using winter tyres. I had always thought that they were a hyped up fashion in the UK, as we don’t expereience the extremes of weather that are enjoyed by our continental neighbours.
If you are fortunate enough to live in the United Kingdom, then according to figures I dug out of the Meteorology Office, we only get to “enjoy” snow for 23.7 days per year, and it only lays around for an average of 15.6 days each year.
On this basis, I was started wondering if it would be worth it.
It seems that during the winter in the south east of England (The counties of Kent, Sussex, Surrey Buckinghamshire, Berkshire, Hampshire, Dorset and Wiltshire, and London) the winter temperatures sit at around 3℃ in London, down to -0.5℃ on the coast.
There is little difference between snow tyres and winter tyres. Winter tyres are optimised to perform at their best during all types of winter weather, including rain, sleet, snow, and slippery surfaces. Snow tyres may well have studs moulded into the tread to enable better grip in very hostile weather conditions.
Winter tyres are designed to offer their best performance when outside air temperatures are less than 7℃ (45℉) and have a tread design that includes deeper grooves or “sipes”
This makes them ideally suited for a typical British winter. Take November 2019, for example. According to Met Office figures, the average temperature this time last year was 5.3ºC – prime conditions for winter tyres.
Firstly, how can you recognise a winter tyre?
Winter tyres carry a mark on the sidewall which consists of three mountains with a snowflake. This “Three Peak Mountain Snowflake” symbol indicates that the tyre has undergone and passed a specific winter traction performance test.
In order to perform well under the low temperature, wet and slippery conditions, winter tyres are constructed from carefully blended rubber compounds that are hydrophilic in nature.
These compounds contain more natural rubber, which stays softer at lower temperatures, and helps the tyre to become more “grippy” in wet conditions.
Winter tyres are also narrower than standard tyres; the width of the tread is narrower for the wheel diameter. This reduces the resistance of the tyre as it is driving through snow.
The tyre will also have a deep groove pattern, with many additional smaller grooves known as Sipes that are designed to cut through snow, and improve traction.
Tests conducted by the British Tyre Manufacturers Association found that a car braking at 60mph on a wet road at 5 degrees Celsius stopped five metres shorter, equivalent to more than one car length, when fitted with winter weather tyres.
I could see the immediate and obvious benefits of fitting winter tyres.
I started by ringing round the local tyre dealers, to get costs. Most of the dealers were able to supply, at reasonable prices.
What I hadn’t bargained for was the extra costs involved. My normal “Summer” tyres were not worn out. I would need the tyres removed from my rims, and the winter tyres put on. Then, when I needed to change back to the summer tyres, I would need the dealer to remove the winter tyres, and refit them.
As they wouldn’t be fitting a new tyre, they would charge £20.00 +VAT per wheel to switch them. £80, twice a year! And I would have to store the tyres as well.
It was beginning to look costly.
Then I had a brainwave.
What if I bought some steel wheels and had the winter tyres fitted to them?
It would mean my nice Alloys wouldn’t be subjected to the rough conditions (salt, mud, and the risks of hitting potholes, or the verges) and I could change the wheels myself without incurring costs.
Now I hit a potential problem that had me scratching my head.
My car was originally fitted with 17 inch rims. All of the winter tyres quoted for my model of car were 16 inch rims, and a lot narrower.
Whilst Skoda Yetis may be bought new with 16 inch wheels, I was worried that the smaller size would mean the the tyre pressure monitoring system, stability control and anti skid systems would be compromised if I put smaller narrower tyres on.
A quick conversation with the service manager at the local Skoda dealer and I was happy. He explained that whilst the wheel rim was of a smaller diameter, the extra height of the tyre sidewall would ensure the onboard systems wouldn’t have any problems.
I eventually sourced a company on eBay that supplied me with four Continental winter tyres, ready-fitted onto steel rims. They arrived direct from Germany, and it took me about an hour to remove and refit all four wheels.
My experience is good. There is a definite improvement in the handling of the car during braking and cornering in slippery and wet conditions.
Some folk complain of the tyres being noisier than summer tyres, but I haven’t noticed this. The only thing that I do notice, is that the speedometer over reads by about 10% now compared with the GPS (An indicated 77 mph equates to 70 mph GPS true speed) and as a result, my sat nav system calculates my drive to work as 44 miles, but the car trip recorder shows 47 miles.
Not too much of an issue, but I have to remember to deduct 10% of the fuel computer’s range-to-empty figures!
It must be remembered that winter tyres should really only be fitted in about October, and removed in March. Winter tyre rubber compounds do not work well at average spring and summer temperatures, and in many cases, braking will be considerably poorer than those achieved using the original tyres.
Yes, they cost me about £500 to buy, but I am only wearing both sets of tyres out at half the rate, so it was a good investment.
Not many people can say that they enjoy their daily commute with any degree of truth.
I am an exception to this rule.
Yesterday morning, I softly shut the front door, and swiftly double locked it. As I walked briskly to the car, I noticed that it was cloaked with water droplets from the previous night’s heavy rain, and they shimmered in the alabaster cold moonlight, ruffled gently by the almost imperceptible breeze.
I looked up the field, and could just about make out the old farmhouse through the light mist. The sky overhead was as black as tarmac, and the stars glittered like shards of broken glass.
I smiled to myself.
It was 0445, and I was about to drive from rural Hampshire to Heathrow Airport for my early shift.
The car was chilled as I started it up, and I decided to be very self-indulgent, and switch on the heated seats, as it was only 0.5°C. By the time I reached the tiny hamlet of Bramshott, the warmth was permeating my back nicely.
The back lanes had treated me like royalty this morning. First, an unscheduled stop to enable a family of Muntjac deer to slowly amble from one side of the road, to the nature reserve on the other.
A few minutes later, I found myself driving parallel with a barn owl, sweeping effortlessly along the field to my right.
Accelerating up the slip road to join the A3, a quick glance in the mirror showed that there was no evidence of other vehicles heading north – not even a headlight beam.
Once the car was comfortably at the legal limit, I engaged the cruise control, tuned in my favourite radio station (Greatest Hits Radio) and took a sip of coffee.
Oh, the joy of fast cruising on an empty highway. No vehicles, and just the occasional truck heading south to Portsmouth to dip my headlights for.
The tarmac was damp, but not slippery, and I managed to get all the way to Guildford, some 17 miles before I spotted another vehicle heading north.
By Ripley, his headlights were just bright dots in the mirror.
The M25 was equally quiet, relatively speaking. Busy with articulated lorries, many bound for the airport, and some diving off down the M3 to head to the docks at Southampton.
In some respects, this was a bit eerie. In the past, even at this early hour, the western segment of the M25 would be busy with cars; airport workers and passengers, all heading for the terminals.
Lockdown was having a huge effect. The airport was just about surviving, but with so few movements, staff were either on furlough, or redundant. On the upside, air pollution was significantly reduced, and my journey time was reduced by twenty minutes.
Once off the motorway, my drive takes me through Staines, Ashford, and Bedfont, all of which are pretty deserted.
At this time of day, the lunatics and muppets are not about – still asleep I guess. Most of those that I encounter are driving safely, at the limit, and are courteous and helpful.
I pass through the security checkpoint at work very quickly.
Well, to be fair, I am the only vehicle in the queue.
My shift start time is conveniently placed between the end of one shift and the beginning of another, so there is rarely a wait before driving through the massive security gates, and onwards to the staff car park.
Early shifts are a pleasure. Definitely the best time of the day.
According to my mother, I have been an early riser since I was an infant.
I went through a phase as a grumpy teenager when I would sleep in until lunchtime, but that was more as a result of imbibing vast quantities of alcohol with my friends, until late in the evening every Friday.
I would get home, and crash out, on many occasions still fully dressed, not to be seen again until the sun was very much over the yard arm.
Despite the amount of beer taken on board, I was lucky to have never had a hangover either!
Leaving my teenage years behind, I became an early riser once more.
Working in the aviation industry, for a major airline I was a shift worker, and enjoyed a variety of start times, varying from 0500 to 2200 starts, and other shift starts between these two extremes.
0500 starts have always been my favourite though.
Summer “early-earlies” would see me quietly leaving the house, walking down the garden path in the pre-dawn glow of a brand-new day.
At the time, I was living in West London, about 5 miles from the centre of London Heathrow Airport, so it was a short drive to the staff car park.
In Spring, I would revel in the cool stillness of the morning. The sun would be shyly peeking over the gardens to the east, gilding the slate roofs of Bedfont with a golden glow, doing far more for the houses than a complete renovation would achieve.
Summer would offer somnolent dawns, warm, dappled and filled with birdsong and I would drive the deserted roads around the perimeter of the airport, usually not seeing another vehicle until I was within the airport restricted area.
Standing at the staff car park bus stop, it always surprised me that so many of us early shifters looked so tired, disengaged and sleepy.
I was, and still am, one of those awful people that are immediately ready for the day ahead as soon as their eyes are open.
Poor SWMBO, with whom I have shared my life for over 30 years, is a night owl, and doesn’t function correctly until the correct number of coffees have been emptied into her!
So, I would bask in the sunshine, waiting for the bus, whilst the others round me were slumped against the glass walls of the shelter.
The buses back then were a climate activist’s nightmare. Operated by the British Airports Authority, they were probably ten years old and to be frank, were knackered. Originally painted in bright traffic yellow, they were battered and grimy, both inside and out.
They rattled, creaked and generated more diesel smoke than an ocean liner, and would grind their way round the airport perimeter road, making only one stop at the staff bus stop in the central area.
I would then enjoy a brisk walk to Terminal 3 check in for work.
Autumn 0500s were enjoyable too, but in a more melancholy way. I would still leave the house at 0430, but now the sun was reluctant to welcome the day, and I would walk through the crispy leaves to the car in the half light, now needing to wear my light bomber jacket, thoughtfully provided by American Airlines.
As the seasons marched on, I would have to leave the house at 0420, to give me sufficient time clear the ice or snow from the windscreen.
Whilst I used a de-icing spray in the hardest weather, I often had to scrape the ice from the car, and the sounds would be amplified throughout the quiet residential street, reverberating and bouncing off the houses, and shattering the stillness.
I used to feel guilty about this, until I realised that most of my neighbours were shift workers as well, and we all took it in our stride.
I stopped working at the airport in 1997. I had been lucky enough whilst working with American Airlines to see many aspects of airline operations, Passenger Services, Passenger Security, Special Services, and Flight Operations.
I had sat in a deserted ops room, watching the flights departing the US, and plotted their arrival times, and planned the parking stands for the day.
I had sat with my heart in my mouth in the early hours of July 18th 1996, after hearing reports that an American aircraft had crashed into the Atlantic off the coast near New York.
It turned out to be TWA flight 800, and not one of “my” flights, but still a tragic loss of 230 human beings.
I had searched aircraft, operated security equipment, and interviewed suspect passengers.
I had escorted celebrities and VIP as they transited both Heathrow and Stansted airports.
Flight operations was my element though. It was what I was trained for, what I enjoyed, and what I understood.
However, promotion in the Flight Operations sector normally requires the transfer to a job that is no longer practical and hands on, but is more of a specialist desk job.
So, after many years with the mighty American Airlines, I started work with British Airways, working out of the fantastic Compass Centre.
The design of Compass Centre makes use of curved glass external walls on the south side, which overlooks the airfield. Curved glass walls were chosen as glass does not present a large radar signature, and the curved walls reflect radar energy onto the ground.
This reduces the building’s radar reflection on the ground movements radar used at the airport. The building is also thermally efficient, and summer afternoons caused the air conditioning to run at full power, despite the floor to ceiling blinds.
I was very privileged, as my department occupied the middle floor of the eastern-most block, and overlooked the runway. My desk was three feet from the glass windows, so my viewpoint was superb.
My job was now a standard day job, with working hours of 0800-1600. I now had to drive on roads that were filled with other commuters, some of whom appeared to have forgotten the most basic driving skills.
Luckily, this didn’t last too long, and I soon transferred to the Flight Training School, where I began working as a Flight Crew Instructor. Not only was the job hugely enjoyable, but luckily, I was back on a shift roster.
Most of the instructors weren’t keen on early starts, so I happily swapped out their earlies, and off-loaded my late shifts. Every day was an 0630 arrival, so I was normally out of the doors at 1430, and was able to use the rest of the day for my pleasure when the rest of the world were slaving away in their offices.
I am now getting towards my personal Top of Descent, and I am thinking more and more about retirement.
If you ask people what they like most about their retirement, the most common response is “Not having to do the daily commute”.
I think that I will miss my enforced dawn patrols, when the day is new, and you can smell the freshness of the dawn.
Exactly 44 years ago today, I passed my driving test.
I was seventeen, and was being taught to drive by my Father. This was for two reasons. Firstly, in order to wean me off motorcycles, he offered to do it for free, and secondly, I had bought a car in which to learn.
My first car was a twelve-year-old Morris 1100 saloon. It was, in many respects, a great car to learn to drive in.
It was a simple machine, with no clever safety systems – apart from old fashioned lift latch buckle seat belts.
It didn’t even have any real “comfort” systems if you exclude the two-speed fan assisted heater.
Its front wheel drive made it easy to drive round the country lanes of Sussex where I grew up.
The Morris 1100 was quite revolutionary when it rolled off the production line in 1965. It used the new space-saving BMC-designed Hydrolastic suspension system.
To put it simply, this system replaced the springs and shock absorbers used in conventional cars with rubber bladders known as displacer units at each wheel.
The front and rear bladders on each side of the car were connected together with pipes and valves. When the front wheel encountered a bump in the road, it would force fluid from the front bladder to the rear bladder, which minimised the pitching of the car over bumpy roads.
It also had a brilliant side effect for a learner. It made hill starts really simple.
On a hill, with the parking brake applied, all one had to do was engage first gear, cover the brake pedal, and let the clutch up slowly. The vehicle would then gently rise up on the rear suspension. As soon as this happened, the handbrake could be removed without the car rolling backwards.
I must say it helped me considerably!
So, back to the point.
I had applied for my provisional driving licence and got it back in time for my 17th birthday. I had to buy my very first driving insurance policy out of my meagre apprentice pay, so it was a third party only policy.
I guess this was a bit of a calculated risk. I assumed that it was a little unlikely to spontaneously combust, and any self-respecting car thief would be horrified to steal such a shabby looking car – especially one that had a slightly Miss Marple image.
For my first lesson, it was decided that we would leave the house very early to avoid traffic as much as possible. We agreed that we would use quiet country roads to start with and then progress to busier streets and towns.
I jumped in the passenger seat, and we drove sedately to the south west edge of the town, heading for the village of Turners Hill.
Dad pulled over onto a layby at the right, and we swapped seats.
Crunching the gears, I kangarooed off on the start of my driving adventures – and all without the aid of dual controls!
An hour of driving up to the village, turning around, and driving back to the layby resulted in me being able to change up and down the gearbox, and smoothly pull away.
So, it continued. Practicing reversing into a parking bay on the Imberhorne industrial estate, reversing around a corner, and three-point turns. Hill starts without the car rolling backwards and crushing the matchbox that my father had placed behind the rear wheel.
Eventually, after a few months, Dad pronounced me ready for test, and so I applied. Crawley was the closest test centre, so in preparation I regularly drove the family over to Crawley for Saturday shopping, and was reasonably familiar with the place.
I eventually got my test date, which was the 2nd of February 1977. This was a Wednesday, and Dad couldn’t get leave to get me to the test centre.
Luckily, one of my Air Cadet friends who had passed his test the previous summer offered to take me.
My test was as simple as my car.
Upon arrival, I reported to the receptionist, and she asked me to take a seat. In due course, I met my examiner; he looked a little like Sherlock Holmes, complete with a deerstalker hat.
Having checked my provisional driving licence and my insurance documents, he asked me to read a nearby car number plate, which I did with ease. Not sure I could do it today without my varifocals!
Without further conversation, we got into my car, and I drove around Crawley, following his directions.
The emergency stop was for real, rather than him banging on the dashboard in accordance with his briefing. I was “making good progress” and driving at just under the posted 30 MPH limit, when a car suddenly pulled out of a side junction.
I slammed the brakes on, and the car rapidly came to a stop, without me locking any of the wheels up and skidding on the cold damp tarmac.
The deceleration forces were impressive. His clipboard shot into the footwell, and he pitched forwards. “Oh god” I thought, please don’t let the examiner break his nose on my car”
Luckily, he didn’t. Leaning back into his seat, he turned and smiled at me. “That was very good. I shan’t be asking you to do a further emergency stop.”
Having completed all the required test items, we drove back to the test centre, and he fished a folder out of his battered briefcase.
Flipping through the folder, he randomly selected road signs and marking and asked me what they represented.
I obviously answered correctly, as he ponderously got out of the car and trudged back to the warmth of the test centre.
He gravely started filling out a document. Was it a failure or pass certificate?
“Well done Mr. Charlwood. You have passed. Congratulations!”
So – I was one of the 40% of test applicants that passed their test first time!
I thanked him, and went to see Andy who was waiting patiently. “Well?” he enquired. “Am I driving back, or are you?”
“I am” I said proudly. We went to the car park, and ceremoniously ripped the L plates from my car, and I nonchalantly tossed them onto the back seat for disposal later.
We then drove to Brighton and back on the busy A23.
Just because we could!
However, things are very different now.
The driving test has metamorphosed into something much more complex. Hill starts and reversing round corners have been removed from the test, and navigating whilst driving using a GPS Satellite Navigation system has been included.
The almost casual theory questions used by my examiner in his ring binder are gone – replaced by a formal theory test, which is computer based.
The theory test also includes a hazard perception test, using 14 short video clips to establish whether the candidate has good recognition of developing hazards and risk assessment skills.
Bizarrely, (in my opinion) candidates may use vehicles that have hill start assistance systems.
In my world of professional aviation, skills tests are conducted using the equipment fitted to the aircraft, but candidates still have to demonstrate navigating or performing the required manoeuvres with the enhanced systems shut down, thus demonstrating that they can control their aircraft in all situations.
Having said that, my car is fitted with a hill start assist system and there is no means of disconnecting it. I guess thats the same in most current cars. Unless you know better?
I must add, somewhat smugly, that it never activates, because I was taught how to do a hill start using blended clutch and brake control.
The driving syllabus and the test upon which it is based unfortunately lags considerably behind the rapid development of Autonomous Driver Assistance Systems (ADAS).
To illustrate this, new drivers are not currently required to be taught the use of cruise control, or to recognise its limitations, and how to use it safely.
So, where do YOU place your feet when the cruise control is active and engaged?
I keep my foot over the accelerator. Some people I have driven with place both feet onto the floor.
I find this a little startling.
Simple risk assessment shows that it is possible to lose spatial awareness of where the pedals are in relation to the drivers’ feet. In an emergency, do you really, instinctively, know where the brake pedal is?
New vehicles are loaded with ADAS, and whilst many younger drivers may not be able to afford new cars, they should still be aware of the types of systems available. New drivers may be renting cars to which these devices are fitted, or be given a company car which has many safety systems fitted as standard.
Statistics show clearly that the highest risk groups for accidents are very young drivers (17-21), and the elderly (80+) both of whom may not have sufficiently developed judgement to ensure their safety.
Both groups are unlikely to be driving the latest cars which have the additional safety systems.
So maybe those that need a good understanding of ADAS and would benefit from the additional safety, are the drivers most unlikely to have a car fitted with it.
At some point the driving syllabus and the test will address these issues.
Until that time, all I can say is…
Drive defensively and learn as much as you can about the systems that YOUR car is fitted with.
Well, it is Sunday 3rd January 2021. I woke early, (as usual) and after looking out of the window at the pouring rain, decided that my scheduled Sunday walk with my good friend, John was likely to be cancelled. A quick text message exchange confirmed that yomping across the saturated heathland around the Oakhanger satellite ground station was not high on our list of priorities.
So, I decided to make today a very productive one, so I launched myself into the task of clearing all the old papers from the home office.
I spent most of the morning going through old documents, and had to stop, as the shredder was showing signs of iminent meltdown.
Opening another dusty box that appeared to have been packed in 1999 (judging by the papers, letters and bank statements) I came across a hand written poem, written by none other than SWMBO.
I hope you enjoy it as much as I do.
I think it’s very good, so I have reproduced it below. Well done Sue, it seems that you and I are both wordsmiths…
So here it is!
How to look Great!
A look in the mirror can shatter a dream,
Lotions and potions, a bottle of creme,
A wrinkle, a spot, a tragedy great,
Will I be ready for dinner at eight?
A crater, a canyon, a ravine very deep,
So into a bath full of bubbles I leap,
The hair, and the nails, and the make-up all done,
“Darling, how on earth do you always look so young?”
I was in my mid-thirties when I decided that I would make flying my profession, rather than a hobby. As I thought that there was no point in training for a Commercial Licence, I was going for the full monty – the Airline Transport Pilot Licence.
Being a naturally cautious person, I read up on the CAA’s Class One medical requirements, and thought that I would meet most of them, but before wasting the not inconsiderable fee, I decided to have an eye test at my local opticians.
It turned out that I needed some correction, as I was astigmatic, so I duly ordered two sets of spectacles (as required under the CAA regulations). Luckily, my eyes have remained relatively stable for many years, and I only needed infrequent changes.
When I did need a change of lenses, I used this as an opportunity to buy new frames – not that I am a dedicated follower of fashion – just that as my hair decided to part company with me, aviator-style teardrop glasses looked a bit odd.
As the years have gone by, my hairline has stabilised at what us aviation professionals describe as “bald as a billiard ball” but my prescription now changes much more regularly, with presbyopia adding to my astigmatism.
Why am I telling you this?
Well, it’s about waste, and sustainability.
I attended my annual sight test at the local branch of a well-known high street optician and, as expected, my prescription had changed, and I needed some additional correction.
Now, I paid a lot of money, relatively speaking, for my last set of glasses, and the frames were comfortable, lightweight, and suited me, as they sat comfortably under aviation headsets, and weren’t uncomfortable whilst wearing a motorcycle helmet.
“May I have these frames re-glazed with my new lenses?” I asked the sales assistant.
“Let me check” she responded, tapping away at her keyboard. Frowning, she looked up at me, saying “I’m sorry, but it’s more expensive to re-glaze your glasses than to buy a new pair.”
“These frames are only two years old!” I exclaimed, “and I like these ones.”
She squinted at the arm of the glasses, reading the name off. A flurry of further whacking on the keyboard, and she eventually looked up. “Good news – the frame is still a current model.”
“OK” I said. “How much?”
“”Well, for the first pair, with all of the lens options (Varifocals with photochromic tinted lenses, and anti-glare and anti-scratch coatings), it comes to £407, and the second pair with a plain lens is £165.00”
I thought about this for a Nano-second.
“No.” I said firmly. I needed to think about this.
So, if spending almost six hundred quid on new glasses was the cheap option, and reglazing was more expensive, then I would consider cheaper frames. I didn’t have the time to select alternative frames that wouldn’t cost the equivalent of the GDP of a small country, so thanking the staff, I left to return home.
I thought about the incredible waste going on here. A perfectly good frame essentially being scrapped. Maybe this was a cosy arrangement with the opticians as the frames were their own brand and they were effectively influencing customers to buy new frames. New frames = better turnover = more profit.
A few days later, I was sitting at my laptop with a mug of tea in my hand, idly watching two Robins fighting in the garden. I realised that I was squinting, so I slipped my glasses on, which improved things a lot, but not 100%. This reminded me that I needed to do some research into the wastefulness of planned obsolescence in the optical trade.
It wasn’t long before I discovered that there is a solution.
I came upon a website called Lensology. Previously known as Reglaze My Glasses, this company specialises in fitting new prescription lenses into existing frames.
The company have no retail outlets, and are in fact an optical laboratory, producing lenses for the optical industry.
A bit of background here – consider this; The Association of British Dispensing Opticians reports that about 3.2 million pairs of glasses (which were no longer adequate due to prescription changes) were collected by their members annually. ABDO no longer collects them as the charity to which they were sent can’t make their collection financially viable any longer. Even so that is a lot of glasses.
Suppose that the average cost of a pair of glasses is £150. A staggering £450 million being thoughtlessly discarded.
Many spectacle frames are plastic, and contribute to the problem of global pollution and climate change.
Since 2010, a charity called Vision Aid Overseas collected these spectacles, which were then processed in order to raise funds for improving eye health in developing nations, such as Africa.
This would include recovering precious metals such as gold from spectacle frames, selling on appropriate frames to vintage and retro outlets, and recycling the other components such as lenses, and the metallic parts.
This was until august of this year, when the scheme stopped due to being economically unviable.
As a result, VAO report that many people will now just dispose of their redundant spectacles by throwing them in the refuse.
So, I decided to act, and get my perfectly adequate frames re-glazed with my new prescription.
Lensology’s process is ridiculously simple.
I registered on-line, and within a couple of days they sent me a flat packed cardboard box in the post. Filling in the enclosed form, I selected my lens type and my personal options (Varifocals, photo-chromic, together with anti-glare and anti-scratch coatings). and a copy of my optical prescription. The last thing was to email the company a photograph of me wearing my spectacles in order that they could measure my inter-pupil distance. This ensures that the glasses will be a perfect match.
I then put two frames into the box, and using their Freepost address, I popped it into the post.
The next morning, I received a friendly email from one of the staff at Lensology, who informed me that they had received my frames, and including a quote for the re-glazing of my frames.
The quote was exceptional. I could have my primary glasses with all the bells and whistles and a spare with just a plain varifocal lens for £334.75!
A saving of £237.25
I immediately placed the order, paying online, and a few days later, received my glasses.
The glasses were an excellent fit.
And the best surprise?
Inside the box, was a handful of chocolates.
This is, without doubt, the best way forwards. No waste, money saved, and chocolate.