Monthly Archives: November 2014

Truck Drivers Christmas Crisis …

The Times letters, 5 November 2014

Sir, The UK’s road transport and logistics industry is in desperate need of 45,000 new truck drivers. This shortage already affects 70 per cent of logistics providers and most others expect to be affected soon.

The issue is fast becoming significant: unless urgent action is taken by the government and the industry as a whole, shoppers could be facing empty shelves, if not this Christmas, then next.

We are asking George Osborne to use his autumn statement on December 3 to announce national funding to help UK residents to gain their LGV driving licence and certificate of professional competence. The UK’s economy is improving but it’s up to the road transport industry to ensure that the supply chain keeps moving.
Richard Burnett, chief executive, Road Haulage Association;
Steve Agg, chief executive, Chartered Institute of Logistics and Transport; Steve Hobson, editor, Motor Transport

 

It’s the end of the road if black cabs don’t wise … up

The Times, 5 November 2014, Matthew Parris

Two smartphones. Two cabs. One destination. Last Wednesday my partner and I were dining with his brother and wife in London. After dinner we wanted to go east and they west. Each brother grabbed his phone and ordered an Uber car. On each screen, the nearest car was 1.2 miles away. Sibling rivalry kicked in. Fight! Fight!

Everyone crowded round the smartphone screens to watch the two car icons moving across the Google map, in an unwitting race for our address. There were air-punches and cries of “Yes!” from our challengers when our car took a wrong turning and had to reverse. But still we won. Yes!

Uber is the biggest thing in public transport for years, as important as HS2. Quite soon taxis cruising the streets opportunistically will be history; you won’t ring a minicab company for a car; and the car taking you to the airport will not return empty. Huge networks of drivers and virtual networks of passengers will use IT to get the nearest car to the customer, paid on account. The gains in efficiency and convenience are irresistible.

Black cabs must adapt or die, but will not adapt and will die. “Most”, said the historian Leopold von Ranke of human institutions, “see their ruin before their eyes; but they go on into it.” London cabbies are campaigning against Uber and Berlin has banned it, but resistance is doomed. If you know any young person studying to take the Knowledge and become a black-cab driver, please, please warn them.

 

How safe is cycling? …

www.bbc.co.uk/news/magazine-29878233, 4 November 2014

Cycling is often perceived as dangerous, but how much have the risks of riding a bike changed, and how do they compare with driving a car, asks statistician Jamie Jenkins.

There has been a huge fall in the number of deaths among cyclists in the past 80 years.

The figure reached its peak in 1934, when 1,536 pedal cyclists died in Great Britain. Last year there were 109 fatalities, according to the Department for Transport (DFT), and it’s important to remember that there were considerably fewer people living in the country 80 years ago.

Graph showing cycling deaths since 1930

But before we think that 1934 was a bad year for cycling, remember that despite the lower population there are likely to have been far more cyclists. Owning a motor vehicle was much rarer and thus cycling as a primary means of transport would have been more common.

We do not know exactly how many cyclists there were in 1934, and indeed the figures today are pretty sketchy, but the number of cars on the road is considered to be a pretty good indicator. In 1934 there were fewer than two million cars on Britain’s roads, while today there are about 28 million licensed cars.

Cycling on the roads 1936

So how safe is it to cycle on Britain’s roads in 2014?

There are several ways to look at the risk of a death, based on, for example, the distance travelled, the number of journeys made or the amount of time spent travelling. These can be found in a DFT report from last year.

Starting with distance travelled, a cyclist travelling a mile in Great Britain is 15 times more likely to have a fatal accident than a car driver going the same distance. While this sounds alarming, the risk from death for both forms of travel is quite low.

In 2013 there was one death for every 29 million miles cycled, so you would expect one death for every 29,000 people who cycled the whole length of Britain.

But cycling a certain distance generally takes longer than it would take in a car, so over the same trip there is greater exposure to an accident for a cyclist. Based on the time spent travelling, a cyclist is five times more likely to have a fatal accident than a car driver.

Pedal cycle fatalities are falling at a time when cycle traffic is rising – road traffic estimates put cycle traffic in 2013 around 13% higher than the average over 2005-09, with deaths 16% lower.

Graph showing cyclists seriously injured since 2000

But while a fall in fatalities is good news, there have been increases in recent years in the number of cyclists who have been seriously injured. In 2013 serious injuries were 31% higher than the average over 2005-09.

It is possible that falling deaths and rising serious injuries could be a result of lives being saved by the healthcare system, for example, with the use of specialist trauma centres.

An important factor in the likelihood of being seriously injured or a fatality is the type of road where an accident occurs. Rural roads carry 30% of cycle traffic but they accounted for 58% of pedal cyclist fatalities in 2013.

Graphic showing difference between accidents in urban and rural areas

The Department for Transport puts this discrepancy down to traffic speed. Rural roads have much higher average speeds than urban roads and the extra speed leads to worse accidents for cyclists. But another factor could be that it takes ambulances longer to reach accidents in more remote areas.

So cyclists do have a greater risk of death than car drivers, and they are more likely to die on a rural road than in a city, but their overall risk of death is low.

It’s worth bearing in mind that the statistics show they need to be extra careful around heavy goods vehicles. Between 2009 and 2013, HGVs were involved in around a quarter of cyclist deaths despite comprising only 5% of traffic in Great Britain.