Taller buildings let us design better towns

I lived in a range of places as a kid, partly because my father was a bit of an itinerant who didn’t know what he wanted in life, other than that I mustn’t live with my mother. Go figure.

Eventually I got to settle down with my grandmother, but in the process I learned a lot about life as a child in different places. Where I felt safe and where I did not.

I did not feel safe in large council estates surrounding cities. I did feel safe in a caravan park. I did not feel safe in a city centre. I did feel safe in a built up part of a large city, living in an apartment block.

Right now I live in a mid-sized house, with a decent garden, in the town of Widnes. It’s nice. I genuinely think Widnes is a very lovely place to live in. Where I am, I have easy access to nature, pleasant walks, parks, a GP, a train station, shops and am not too far from a major hospital. It’s getting close to the ideal 15 minute neighbourhood and I’d say it’s one of the better planned areas I’ve lived in. It’s higher density than some old neighbourhoods I’ve been in, but way lower than others.

But it’s not sustainable. It was built on countryside. Soon more houses will be built. These houses will be between 90m² and 150m². Not that big, really, and they’ll take a fair chunk of land up.

Meanwhile, I can think back to a place that I really enjoyed living in as a kid in Spain. It was rented by my father, so it wasn’t unaffordable, and it was bigger and nicer than any house I lived in here in Britain. It was clean, I didn’t suffer asthma there… almost perfect. And within a short walk we had bars, restaurants, a bodega, and sports facilities. I loved it. I could play safely in the playgrounds with friends, and even went to school there as we had a primary school on site!

Here’s a snip from Google Maps.

As you can see it’s a big old building. I estimate there are between 400 and 500 apartments, varying in size from approximately the three bedroom 90m² apartment we lived in and the larger end apartments which I believe are about 140m².

The caravan I lived in with my grandmother can be seen here although in other pictures it seems it’s been knocked down:

Let’s have a think about housing density here, however.

The caravan park I lived on, including internal roads but not the road to the caravan park used about 320m² per home. Some were more densely packed, some more loosely, but it’s a fair approximation. My current house sits on about the same, funnily enough. The apartment block, however, uses about 100m² of land per home and includes playgrounds, two swimming pools, three tennis courts, a basketball court, shops, bars and more! Use the slider below. Both images are at exactly the same zoom level, and see how 400+ homes compares with about 200 homes for facilities and space use. Our towns could be half the size they are, and rammed with leisure facilities, all at lower cost.

Halsnead Park in Whiston with approximately 210 homes Club del Mar in Alicante with approximately 400-500 homes

Why don’t many British people live in apartments then?

Trust.

That’s it. One word. Due to systemic issues in how the UK treats and manages high density housing, we’ve ended up with a situation where there is very little trust in large apartment buildings.

We have miserable stories like The Decks in Runcorn, where residents have been waiting a decade for resolution and have felt locked in their unsellable apartments.

Historically there have been a number of disasters often down to poor design of buildings so that if something bad did happen, people died. Grenfell is the classic disaster.

By Natalie Oxford – https://twitter.com/Natalie_Oxford/status/874835244989513729/photo/1, CC BY 4.0, https://commons.wikimedia.org/w/index.php?curid=59913134

You had this tower block with a single stairway, no decent quality fire extinguishing system built in, flammable cladding. So many people were let down by the way this country treats high density housing. It was a disaster.

Meanwhile, when I visited family in Poland I noticed there were three stairways in the apartment block – the central one and one at each end of the building. Each corridor also had fire doors at each end, with security access, making it safe but also giving people plenty of options for escape. At the bottom you had a playground, sports facilities, and nearby a park and woods along with good access to public transport and very close shops.

High density housing makes living easier and nicer. You don’t have a garden to tend constantly, and you get a decent amount of space for the money because you’re not handing over a pile of money to wealthy landowners.

But we can’t get from where we are to where we should be without addressing these systemic issues. Meanwhile, we can’t be denying young families genuinely affordable, quality housing. So that means we keep building on land that really shouldn’t be built on. Because we’re scared of towers. And I understand why.

We can build better neighbourhoods, with better facilities, and better lifestyles. It’s possible. I’ve seen how it’s done in other countries. Having family in Spain and Poland, and friends in many other countries has taught me a lot. Being poor up to the age of about 25 has also taught me that we can’t foist middle class solutions to working class problems either. That got us the Southgate estate. It stank of piss.

Are VW in trouble with their electric car strategy?

Could VW really be in trouble, if they’re cancelling a factory and pushing back a car launch? I don’t think so, but they’re not entirely in the clear…

I’ve seen people commenting in various EV forums and social media on VW Could Delay Trinity EV Until 2030 And Scrap €2 Billion German Factory | Carscoops and concluding that VW are in big trouble and failing in the market. In reality I think it’s hard from the outside to draw any conclusions. VW is a master of building factories and cars. We know that. They provide variety and interest to a huge number of market segments.

The problem they have isn’t really an ICE/EV problem. It’s not a factory problem. It’s not a mechanical engineering problem. It’s the other ICE – in-car entertainment. They don’t have a software culture. No matter how much of a twonk you think Musk is, you might have noticed his contentious statements are never about software. Nobody says “Gosh, his opinions on software are so controversial.” And that’s because he’s a software guy. Tesla’s board is stuffed with software guys. His main weakness is that he thinks more can be solved with software than is always realistic – AI is still as dumb as a worm and easily tricked. So the newer vision only Tesla’s are known for being a bit, well, not great at stuff like self parking whereas the older hardware based ones do quite well. I’ve embedded the video below just to help:

Back to VW. They really need to get their head around the car’s user focussed software, build the right team, and nurture it well. That’s going to take a little while.

As for scrapping a new factory – that just makes sense – we’re moving to a world where people keep their cars for longer and there’s a larger gross margin per car. You can’t grow your market through price competition any more, VW as a group sell cars in one form or other in literally every geographical market too. They have to drive other value.

The transition to EVs *is* dangerous for older makers, but the choices to buyers are still sparse. Tesla make some of the most efficient electric cars out there, with some delightful software, but the cars aren’t to everyone’s tastes and cover a fairly tightly defined sector. I don’t like the idea I’m tied to apps from their store – why not use Android Auto or Apple Carplay as well?

So the legacy car makers know how to make cars. That’s absolutely not the problem. The “hours to produce a car” bit is spurious – you absolutely can’t compare two makers with that statistic. It’s often quoted, but I’ve seen wildly differing values from the same car maker’s different plants and it’s such a complex subject that isolating a single variable is likely to be misleading. Profitability over capital employed is the only real meaningful measure in any business, and even that can be hard to isolate if the business is deep into self-investment.

My own EV purchase considerations

I’m in the market for a new EV next year. I really like the mechanical side of the VW Group EV range, but the software puts me off. Some of their brands implement it a little better than others, but it’s still a problem, and I can’t afford a Porsche or Audi EV.

Honda aren’t giving me something to progress to from the little e, which has amazing styling and is a lovely thing to drive and own, but the limited utility means it sits firmly as a second car… but then nobody else does such an interesting small EV, and the e-Up is gone if I wanted to go for just cheap utility. In fact

Only a few car makers sell smaller EVs with some sense of personality, decent RWD chassis, nice interiors. I don’t yet feel ready for a road-trip car to be electric only either. As a family it can work out more economical and maybe even greener to take a fully loaded and efficient diesel car on holiday than to fly. Although, yes, you can stop and relax with your car whilst recharging it, the stops come every 200 miles, and if you’re driving through the night, sitting in a car park with nothing to do for 40 minutes to get another 200 miles in just doesn’t appeal. In reality, I think Hyundai’s group, with Kia and Genesis, seem to be leading the pack with reasonably affordable EVs on 800 volt systems, decent in-car software, and good options for different types of buyers. I could see myself in a Kia EV6 or a Hyundai Ioniq, but they’re also still quite big, and I feel like we’ll have too much functional overlap between something like that and the old Volvo, with the result that the Volvo only really gets pulled out when we need two cars – something increasingly rare with more home working and both kids about to be in high school. At that point, we may even feel it appropriate to go down to one useful car in the household again, with the Lotus Elise providing last measure status for those rare days when we need to transport six or seven people.

What do you think?

P.S. This is a little experiment. I realised I was tapping out a huge comment in a Facebook group and thought that with just a small amount of extra work I could put the content on my blog instead of giving it away for free, to barely ever be read by anyone else, in a billionaire’s walled garden. I opine on loads of stuff. A lot of it is just that. Opinions. But whole magazines are sold on the back of the opinions of thirty writers: so I may as well put mine out there on the open web.

Wealth, income, and why that bloke on Question Time with £80k was wrong (and right)

There’s a bloke who’s been on Question Time who makes £80k a year and claimed he’s not in the top 5%. Which clearly makes him a moron and a subject of derision, right? Sock it to the wealthy! They’re all bastards who need putting in their place!

Well actually, he’s not. A lot of people arguing about him are misunderstanding him. Mostly through their own equivalent ignorance.

Now, I don’t know too much about this guy, but in the way he dresses, talks and where he comes from I’ve noticed a few things.

He and I are super similar, but he got a better start in life than me. He’s even doing well as an IT consultant, like I did. And he likes racing motorbikes. I liked racing a Lotus. Both of us have good lives, relatively.

I don’t feel rich either. I know I’m richer than a lot, but I’m still poorer than a lot too. And now I’m going to explain why someone working class, like Rob Barber or myself from relatively humble backgrounds don’t get to feel (or be) as rich as Julian Middle-Class from Surrey even though our incomes may be substantially higher. Because the system is rigged against us, dear reader, and not against the wealthier middle classes.

Those of you who are working class and shouting at Mr Barber are perpetuating this. I’ll explain this over a few key thingies (it’s an official term for worked out stuff, stick with me), using graphs and stuff. I hope it helps. Today is part one, reaching thirty.

1. The starting point

When I was 11 I went and lived with my granny. Lovely, batty lady, from a well off family, oddly enough, but had fallen on hard times through a bad choice of a first husband, deaths, and poor financial planning. We lived in a caravan. It wasn’t a pleasant experience.

I don’t know much about Rob Barber’s early life, so instead, I’ll just do a chart of my approximate wealth from childhood to the age of 30 (I’m now fifty) and, for comparison, a similar middle class person who also gets into IT and starts consulting at the age of 27.

Now, let’s take a look at this hastily drawn chart.

I’m very very different to that middle class person. But why? Well, for starters, the middle class parents carefully saved £500 a year and put it into an account for their kid. I had no such luck. So by the time Julian Middle-Class was 18, he had nearly £10k saved to help him in university. I didn’t. I didn’t even have a home and my grandmother was clearly getting older and less able to look after me. I decided I should really work as soon as I finished my A-levels.

In theory that should give me an immediate advantage. But my grandmother died just a couple of weeks after I started work. There was really very little for me to inherit except a knackered piano and a broken Reliant Robin. But what I did need to do was find somewhere to live, get transport for work which wasn’t easily commutable. Thankfully I had a decent job and better income than most of my peers. Unfortunately I spent too much on consumables and partied too much. But I was in my late teens with no parental guidance, so bite me. I got into a bit of debt too, which explains the flatlining.

But at 21, Julian got an inheritance when Nana Mabel died. Only £50k in shares. Good job too as during university he’d been burning through those savings he’d acquired from his parents!

So, already, quite the difference. I’m earning and Julian isn’t, yet he’s the rich one in comparison! He’s joined the Socialist Students Revolutionary Union because he thinks he’s poor with his lack of income and the state should help him not eat into his capital. He’ll eventually turn into a Conservative. But he’s young and feels skint, so he’s all about wealth redistribution. He means income redistribution, actually, but doesn’t realise it.

On graduation from his Computer Science degree, he spends a year working in a company in London, and takes some risks because he knows that if he screws up and loses his job, he can go home to his parents. The risks pay off and he gets promoted twice in his first year!

I didn’t. I was super careful. I still cocked up, but I couldn’t afford to lose my job, and as employers in the area were generally struggling, there weren’t many options in my small northern town to choose from. I could have moved, but that felt risky.

At 22, Julian decides to buy a modest house. This flatlines his wealth a bit for a while because furniture is expensive and he needs to buy a bit, but it gets him on the property ladder. The furniture depreciates immediately, but the house starts to appreciate right away.

At age 24, Julian’s wealth suddenly spikes! Why? Because his great grandparents died within months of each other. They were very elderly, but in good health and had dodged care home costs. He and his brother got a share in a £600k house which they sold because they had an inheritance tax bill. Julian suddenly starts feeling more, well, Conservative, having seen so much money gobbled up by taxes.

At 26, finally clear of debt, I finally buy a house, cheaper than Julian’s, but about the same size because he’s near London and I’m in Widnes. So at least there I get to feel a little smug.

At 27, we both become IT consultants. Like Mr Barber.

I have a good income, but a good income also comes with some expectations. At a client’s I got the piss taken out of me for my cheap suit. At another I was mocked for my smoky old Peugeot. I bought some good suits and a Rover 600. Phew! But that meant my wealth still didn’t climb as much as Julian’s. Also, property prices aren’t rising in Widnes like they are in London’s commuter belt. So his wealth continues to outstrip mine!

Keeping the working classes down

I’m going to go off on a tangent now. I became an IT consultant not because I was desperate to do so, but because at my large corporate employer I’d kind of hit a glass ceiling. People I’d trained up had been promoted above me. I wasn’t a stellar programmer or anything, but neither were they. But they had Oxbridge degrees and I didn’t. They were on £30k and I was on £18k. I could have tried harder, but going back to Julian’s situation where he could take risks… I couldn’t. I was scared. So I was timid and overly cautious quite often. I was very anxious when on call that I didn’t screw up the payroll of the 70,000 people who depended on my decision during a call-out.

Technical people are often looked down on. It’s something graduates do for a short while on their career paths into corporate management. It sucks. At 18 I was a better coder than half the computer science graduates I interview today, but I didn’t know it then. So I was constantly scared of being found out. I thought I was blagging it compared to those with qualifications. But by the time I was 27 I was over that. I’d acquired a bit of security and stability by then.

Young Julians are currently shouting at Mr Barber, as well as actually hard up people who dream of £80k incomes! Neither should. The hard up should look to him as an example of a working class lad done good. He’s still working class, but he’s cracked the glass ceiling. Good on him! He just doesn’t understand himself very well. Not yet. Give him time.

Coming next

I’m my next post I’m going to cover hidden and typically non fungible wealth. The wealth I had by the time I was 27 and didn’t even realise it.

Border Crossings and Empty Airports

I’m sitting in the emptiest airport I’ve ever experienced. I suspect they only operate a couple of flights a day from Tacna.  Consequently my only company appears to be a bored check-in attendant for a different airline and a barman who’s mopping the floor.

And I’ve finished all my books. I have little else to do except get the phone out, take advantage of the free Wi-Fi in Peruvian airports and get blogging.

So, let me tell you about how to get from Arica in Chile to Tacna in Peru.

The two cities are only some 40km apart, but transport between them isn’t what you might expect.

The simplest way is to get your hotel to order a taxi to your destination on the other side. They will deal with the crossing, but from Chile this can be expensive, running at around £35.  Similarly, in the opposite direction it’s perfectly possible to get ripped off, as I did last week when I arrived here.

You need two things…your passport and some local currency. In Arica you can take a taxi for £2 to the “Terminal Internacional” where you’ll expect buses but will actually see a huge number of USAnian cars.  You find a driver going to the border pay the station fee (200 pesos, 40p) and then go to an office to do some paperwork.  You then get shown to your collectivo.

These are always US cars of various vintage. I got a really seventies Crown Victoria driven by a brassy old lady whose hair waved in the wind out of the window.  The car contained 5 passengers…a handy one extra than a European or Eastern equivalent, hence more profit.  For her troubles you pay just 2000 pesos, about £3.

She took us to the border, made sure we were OK and left.  There, waiting, were other collectivos heading to Tacna. They all pass the airport, so no problem. You go through Chilean customs and then get driven the short distance to Peruvian customs, again in a USAnian car, albeit this time I got a more modern but nondescript GM thingy.  Cost here was 2500 pesos (they take Chilean money cheerfully.)

That’s it. For less than a tenner you can cross the border.  Don’t do like I did the other way last time and get ripped off by a driver taking you to the airport…you should spend more than about £5 to reach the border from the airport even by taxi as it isn’t far.  Ask first for the price.  Also check whether it’s all the way to Arica, or just to the border (say ‘aduana.’)

Saab 9-5 Aero (HOT) Estate For Sale – SOLD!

Given that I’m selling my motorbike at the moment as well, you may well wonder if I’ve had some kind of financial crisis of my own.

But thankfully, no.  I just don’t need such a large and fast car any more.  When I was doing a lot of sprinting I needed something capable of towing a car trailer comfortably and reliably.  But I also wanted something I could enjoy driving as my daily transport.

City Commuting Doesn’t Suit Big Cars

And that’s what happened, basically – for the past 18mths or so I’ve driven 12 miles to Liverpool city centre, and 12 miles back – congested roads, with a lot of stop-start action.  In the end I bought a Golf TDI which makes much more sense for that kind of driving.  Although I’m tempted to keep the Saab, which I will if I can’t get the right price, I know that in reality it’ll get far too little use in the coming year or two.  The sensible decision, then, is to sell it.

So, here goes…

Specification

This is a 2004  (04 plate) 9-5 Aero HOT Estate with 250bhp.  The full specification items worth listing are as follows:

Bi-Xenon headlights, headlight washers, factory alloy wheels, factory CD/Radio, Nokia Bluetooth Hands-Free (works with most phones), electric windows all round, electric mirrors, heated mirrors, split climate control, dual-colour leather seats, leather steering wheel, lots of airbags (5* NCAP Rating), ABS, Electronic Stability Program, new Vredestein Giugiaro front tyres and lots of life on the identical rears, detachable tow bar, FSH (main dealer or specialist only), two owners (first owner the dealership as it’s an ex-demo car), 58,000 miles, 10 months MOT, Tax until 10/09.

The car is in a gorgeous Capuccino Black.  In other words, most of the time the car looks black or very dark grey, but when the sun shines on it you realise that there’s a pearlescent bronze finish.  The photos below really capture this, which took some effort as it’s not easy to show in pictures – normally it just looks black.

Damage Worth Noting

I’m nothing if not thorough and feel it’s worth noting everything even if it’s minor so that you’re not disappointed if you travel – the car has a couple of tiny dings from the careless door opening of others.  It has a small ding that’s almost but not quite invisible under the nearside rearmost window with a matching scrape on the bumper – that was a van in Paris that did it, and no, he didn’t leave details.  But I’d say very few people can spot these marks – I’ve taken close-ups, however, to try and show marks.  Also, one of the alloys has a barely visible kerb scrape on it.  Picture shown.  There’s a few minor and normal stone chips that could do with being dealt with by chipsaway or similar, but one left a tiny ding on the bonnet.  Another tiny ding was caused by the biggest hailstorm I’ve ever seen, over in Italy.  I expected worse….

Get in Touch – Price to be around £6200

If you’re interested, you can contact me through the contact form on this site, or simply call me, during office hours or in the evening on 0151 709 7977.

If you’re wondering whether someone with the word ‘mental’ in his website address and a history of motorsport will have taken care of his car… well, in racing if you don’t take care of your car you often end up with an accident at some point.  Or losing.  I apply the same philosophy to my road cars – look after them and they look after you.

Enjoy the gallery – simply click on a thumbnail to get the big version, and you can then move between images by clicking on the arrows that come up.

 

And a Deep Zoom Seadragon view of the under-bonnet area

 

 

And now, PhotoSynth

Yes, I may have been playing – I’d be interested to know what you think of this use of technology…

Speed Limiting in Cars

As part one of my campaign to introduce the concept of actually thinking to UK media, pundits and government, I’m covering the nasty little idea of automatic speed limiters being introduced to cars – so that people can, basically, stop thinking about the speed they drive at. That’ll work…

This subject has been rolling along for some years now.  Basically the technology now exists to be able to instruct a car what speed it should travel at.

Now, if you’re a control freak, this is like a gift from heaven.  If you’re a control freak in power (yes, that includes you Jacqui Smith) then it’s even more wonderful, because it hands you a whole ton of power.

Like everything, of course, it’s not all bad.  There are plenty of good reasons for speed limiting cars, trucks and even fire engines.  That doesn’t necessarily mean it’s a good idea.

How The Pro Speed Limiters Present Their Argument

Slow, yet also lethal
Slow, yet also lethal - public domain image with thanks to Wikipedia

There are currently a lot of fears in society, especially Western society.  We’re scared of global warming, the economy, terrorism, and dying in a fiery ball of fire when some chav in a misguidedly tuned Vauxhall Nova comes careering head-on towards you as a result of massive overconfidence and a lack of skill.  Throw those arguments into the air and you have some pretty strong arguments as to why we should introduce speed limiters.

Here’s a quick list of their key points:

  • Safety – you’ll hear this a lot.  And it’s true.  Go slower and if all else is equal safety will go up.
  • Economy – by being forced to go slower, you’ll drive more economically and be able to save the world from Global Warming at the same time.
  • Reduced need for thirsty, fast cars – true to a degree because what’s the point in a big V8 if you hit speed-limited wall at 70mph?
  • Reduced load on drivers – no need to think about speed, or worry about speed cameras.
  • It’s optional, there’s no need to fit a speed limiter if you don’t want it.
  • If you do have it, there’s an override button for those rare occasions you may need to go faster than strictly legal.
  • If only a minority of cars have this limiter, the effect will be to slow down others without it.
  • Lot’s of people are killed or injured daily, and anyone arguing against speed controls must be in favour of those deaths.

The arguments are mostly presented by different types of organisation.  You have the emotionally irritating Brake, and the more calm but government funded (don’t forget this fact, they may sound independent but they aren’t) Motoring Forum, the UK Commission for Integrated Transport, and various other safety campaigners.

I can’t find a quote from Jacqui Smith on this subject, but I’m sure she’ll be along soon.

And The Argument Against

Well there has to be some rational argument against this, but unfortunately we’ve only got Safe Speed getting all the media attention on the other side.  Holy Fucking Shit.  I mean, really.  Have you seen them?  You wouldn’t trust these people to decorate your house, so why would you trust them with setting the agenda on speed limits and motoring policy?

Instead, why not get a psychologist who’s studied driving onto your show?  Or, at a stretch, someone from the Institute of Advanced Motorists?  But no, instead you get to listen to a  muppet from Brake arguing with a muppet from Safe Speed.  I suppose there’s only so many pundits to go round and the radio and TV stations pick the easiest ones they can find.

Sheesh.

But here we go – this is other people’s arguments, don’t forget.  Mine come later.

  • It’ll encourage zombie behaviour, which is almost certainly true – in the US where freeways were once limited to the mind-numbingly dull speed of 55mph, you get to see a lot of this.
  • It’s a symptom of control-freakery – yep, almost certainly.
  • Speed doesn’t kill, it’s inattentive driving, which kind of cycles back to the first point.
  • It’s the thin end of a wedge which will end with all cars having compulsory speed limiters.
  • It probably won’t affect KSI (Kills and Serious Injuries) rates in the positive manner the pro side would like to see.
  • Slowing down can cause more accidents.

Thankfully, spokefolk from the RAC, AA and the likes are occassionally wheeled out to discuss such issues and they tend to be a bit more rational and thought out.  But they’ve become rather dysfunctional resellers of insurance and recovery services these days, rather than the clubs and associations that they originally started out as.  Consequently they have to toe a fine line between keeping customers (many of whom are the unthinking fools I worry about) and not upsetting the government (filled with the misguidedly thinking fools I also worry about) into adding more restrictions to both their customers and their businesses.  So they tend towards making statements rather than take the risk of getting involved on radio or TV.

Of course, avoiding radio or TV is a sensible move for many.  I’ve listened to myself on Radio and I’m clearly a rambling buffoon who doesn’t know when to shut up and who talks over others.  Heaven knows what would happen if I found myself on TV.  Of course, it’s not totally bad to be a buffoon – look how well Boris Johnson’s done out of it.

The best argument against this, so far, comes from the easy to respect Derek Charters, from the Motor Industry Research Association, who believes limiting speed automatically could cause accidents.

“The last thing you need is one car to be overtaking and then pull back in, in front of the cars in front, because that braking event will then cause everybody to start to slow down, which will then compress the traffic, which then causes an incident.”

The Dave’s Attempt to Think on this Subject

  • Oh Jesus, do we need the government controlling us just a bit more?
  • Would government controlled GPS units eventually be used to track our cars’ every movement?
  • A world full of cars doing identical speeds is so horrifically soporific that I suspect we’d be having massive pile-ups in no time.
  • The unthinking are the worst people to get this technology – they’ll just turn into motoring zombies.
  • Going faster is fun.  Sometimes it’s good to be able to have a bit of fun, you know, even if it does make the world ever so slightly less safe.
  • All speeds are dangerous – being crushed to death by a 2mph Audi Q7 isn’t much fun either – stop people from realising how dangerous cars are and boom! more dead people.
  • It’ll probably mean the end of the fantastic Top Gear show.
  • It’ll make moving to South America far more appealing.

The key arguments for or against this idea are really just noise.  The question we should be asking is at what point should drivers give up responsibility for the movements of their cars?  Lane sensing technology has matured enough that you could conceivably place your Honda at the beginning of the M6 and drive all the way to Scotland without touching the wheel, brakes or throttle again, coming to a stop when the traffic in front does so, and accelerating to a set speed when it’s possible to do so.  I remain to be convinced that all this is a good idea, but at least it’s entirely within the control of the driver – he can choose what is and is not switched on, and where.

GPS technology is constantly improving, as are sensors.  It’s only a matter of time before we can simply climb into our cars, shout “take me to work, autocar!” and climb into the back for a nap.  Sounds like a wonderful idea to me and I wouldn’t care what speed the car travelled at so long as it woke me up on arrival and neatly parked itself while I go for a pee.

Partial implementation, on a wide scale, of speed limiters or even smart cruise control could be lethal.  Each car would end up driving at ever so slightly different speeds.  Overtaking moves could be measured in miles, and it wouldn’t matter if you didn’t have a speed limiter – you’d be stuck behind those with them fitted.  And those who choose to have them fitted would be sitting in a smug pool of self-superiority, knowing they’re driving at the maximum safe speed.  They’d be wrong, of course.  70mph is safe when it’s clear and dry.  It’s safe even when it’s wet.  But in a deluge it’s lethal.  But having given up the act of thinking about speed they would just keep their foot mashed down on the carpet.  Until they eventually plough into the back of the car in front that they couldn’t see.

And that’s why this topic has made it into the Campaign for Thinking.  Full automation is a good thing, it means you can go and think about something else.  But a world full of drivers who believe thinking about speed is only for the government… God preserve us!

Now, could the government get on with thinking about things they could help us with?  Infrastructure, international security, the economy, tax… that kind of stuff?  The big, hard problems that they have the power to do something about?  3,000 people a year die on the roads.  60,000 people a year die from murders in South Africa.  And providing assistance to unstable or impoverished countries could save the lives of millions.  Unfortunately it’s hard to get elected on the promise of saving the lives of AIDS stricken Tanzanians, but you could save or dramatically improve the lives of more than 3,000 of them with the millions spent on speed limiter studies.  Yes, I know it’s a straw man argument, but a little sense of perspective on the point of all this would be useful.

Linkage

http://news.bbc.co.uk/1/hi/uk/7803997.stm

http://www.cfit.gov.uk/mf/index.htm

http://www.mira.co.uk/

http://www.safespeed.org.uk/

http://www.cfit.gov.uk/

http://www.dft.gov.uk/

http://en.wikipedia.org/wiki/HIV/AIDS_in_Africa

Transport in Cuba

Cuba 2007

Transport anywhere in what can be considered a third world country is quite a challenge to anyone used to online booking of easyJet flights. But… if you’ve arrived with Western wealth then it’s never going to be all that bad either. I mean for sure, your chances of arriving on time are little better than taking a train in the UK, but neither are you going to be sharing your personal space with a chicken and three donkeys in the back of a truck.

Not unless you’re especially keen on travelling on extreme lean budgets – which if you are, you won’t be in Cuba anyway. Travelling on a tight budget in this country is surprisingly tough thanks to the split economy. If you’re staying long enough and have a good command of Spanish you can buy and use Cuban Pesos as opposed to the tourist money – the Cuban Convertible Peso (or CUC for short) – but you’ll find that unless you can prove you’re Cuban you won’t necessarily get the low prices that locals might enjoy. You’ll also not be allowed in many trucks, taxis and buses where carrying foreigners is illegal.

It makes sense – if rich tourists are going to turn up, you want them to help your economy along. If they go round spending thruppence-ha’penny a day they’re doing bugger all to help. And you don’t want poor tourists anyway – they smell bad, make the place look untidy, and bang on about getting to be one with the locals. Which usually involves trying to find out what drugs they’ll sell them, and then taking them. Fair enough, really – but Castro needs money coming into his country more than anything else. So you’re going to end up spending the equivalent of about 1USD for every ten kilometres travelled – several times what you’ll spend in Peru for example.

Buses

Viazul illuminating cuba map

For tourists, the best buses are provided by Viazul. They run a range of routes:

Habana – Santiago de Cuba
Trinidad – Santiago de Cuba
Habana – Viñales
Habana – Holguín
Habana – Trinidad
Habana – Varadero
Santiago de Cuba – Baracoa
Varadero – Trinidad
Varadero – Santiago de Cuba

There are plenty of intermediate stops too – check out their website for more information, prices and times.

Viazul’s coaches tend to leave on time, are reasonably clean (but on a bad day the toilet might smell worse than Swampy) and generally comfortable. Take warm clothes though because given air conditioning Cubans will run it at maximum.

Trains

The information we had was not to bother.

So we didn’t. Which means I can’t really do any more than pass that information on. Apparently they’ve improved a bit, with some new rolling stock from France, but it’s still an unreliable and slow way to travel.

Planes

Again, we didn’t use any, but there are planes connecting some of the major centres, and prices don’t seem to be too bad.

Cars and Taxis

Cuban classic taxi interior

Car hire isn’t cheap, but if you want to get to some out of the way places it can be a great way to travel as the roads are largely empty. You can also pick up plenty of hitch-hikers. The smell might be bad when you discover they’re carrying an enormous fish they just caught. But otherwise it can be an interesting way to meet locals. Obviously, the usual caveats apply – if a guy is standing there foaming at the mouth, holding a large machete, and dressed in bloody rags then it might be best to drive on.

It’s not all perfect though – some roads simply disappear into dirt-tracks with no notice, there are bridges that they clearly lost enthusiasm for part-way through (blame the fall of communist Russia for that one), and pot holes that will swallow your car whole.

And if you drive at night you’ll be able to play chicken with unlit cars, horses, and, erm, chickens.

Taxis should be relatively affordable, and most are metered. If they’re not, they probably aren’t allowed to take foreigners on board and will be taking a risk carrying you – especially in more heavily policed areas and they may ask for payment in advance of any risky places, or will drop you off before checkpoints at which point you’ll have to walk past and possibly find someone else to carry you. Almost anyone will act as a taxi in Cuba, so be careful, and check prices in advance of getting in. Most drivers are chatty and interested in you, and some of the classic cars in use are beautiful – though they won’t sound it as they often run on old Japanese diesel engines rather than big tasty V8s.

Trucks

Cuban transport by truck - showing 'amarillo' helping manage passengers

I mean… just don’t. If you could afford to fly to Cuba you can afford not to take chances with your life and health. Having said that, it’s about the only way to get to some places if you can’t afford a hire-car or taxi and don’t feel like hitching.

Queues are managed by men in yellow outfits, known as ‘Amarillos’. They will make sure you go to the right place, but may not allow foreigners on board. A tip may work wonders….

Local buses

You’ll need Pesos, not CUCs, and a strong backside.

Summary

Overall, Cuban public transport is limited and can be quite pricey for tourists, but stick to the main routes and you’ll be fine on relatively good metalled roads. Only if you visit more remote locations will you find the need to get inventive.

Useful websites:

British Foreign Office Travel Advice for Cuba
Viazul buses