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Almost half of fixed speed cameras are not working, according to a Freedom of Information (FOI) request answered by 26 out of 44 police forces.

Of the 1,092 fixed speed cameras, 523 are inactive. Wiltshire Police reported that they have no fixed or mobile cameras but just rely on handheld cameras.

Some areas – like North Yorkshire, Durham, and Northamptonshire – have no fixed speed cameras working at all. Some of the cameras started to be switched off 10 years ago when funding arrangements were changed, and they became too expensive to replace.

The findings, from a BBC Panorama investigation, come as death rates on UK roads have plateaued over the past decade, after previously declining for 30 years. The death rate on the country’s roads increased by 5% in 2020.

AA president Edmund King, who contributed to the programme, says the UK needs ‘more cops in cars’. 

“It is tragic that road deaths have plateaued over the last decade after a period of sharp decline,” said King. “These deaths are totally unnecessary and should not be happening.

“We have safer vehicles; we should have safer roads and safer drivers. It is a scandal that five people per day die on our roads. This is totally unacceptable.”

King says that almost eight times as many people are killed on the roads every single year than die from knife crime. “We cannot continue in this way,” he added. “There should be a national commitment from the Prime Minister down to end this carnage.”

The AA’s Yonder driver surveys over the past decade show an 80%-plus acceptance rate for speed cameras from drivers yet the situation today is a “total postcode lottery”, according to King

“Speed cameras are effective in reducing speeding but are only one part of the armoury and do nothing to deter drink, drugged and other forms of dangerous driving,” he said.

“We need a concerted effort to reduce road deaths and often basic measures like more road markings or improved junctions can help.

“But ultimately, we need five-star drivers, in five-star cars, on five-star roads, with five-star enforcement and five-star political commitment to reduce road deaths.”

Recent AA Yonder surveys show that more people appear to believe that it’s becoming easier to get away with motoring offences which must be down to a reduction in dedicated traffic police.

More than one in four (26%) say that in their area, there’s little or no chance of being stopped and punished for drink driving, or for speeding.

More than four in ten (42%) says there’s little or no chance of being stopped and punished for driving while using a handheld mobile phone.

More than half (52%) says little or no chance of being stopped for careless driving.

A report from the Police Foundation, ‘The Future of Roads Policing’, due to be published next month is expected to analyse the reduction in numbers of dedicated traffic officers.

Between 2010 and 2014 numbers of dedicated traffic officers fell by 22% and between 2015 and 2019, numbers fell by a further 18%.

It will also recommend that roads policing should be included in the Strategic Policing Requirement (SPR) to make it a national priority so that the Home Office, police forces and Chief Constables are more visibly accountable for policing our roads. This recommendation is fully supported by the AA and DriveTech.

Another FOI request by Panorama provided answers consistent with the Police Foundation’s figures. Thirty-four of 44 forces confirm that in 2016, they employed 5,014 dedicated traffic officers; today that figure is down to 4,257 – a cut of 757 dedicated traffic cops; 15% in five years.

King concluded: “This leads to the conclusion that ‘cops in cars’ are essential. We have seen a correlation between plateauing road deaths and the decline in the number of dedicated road traffic officers. If some people think they will get away with motoring offences, they will take more chances.

“We should reverse this decline as traffic police are needed in this national crisis with five people dying on our roads daily. This is not acceptable on any level.

“The bonus, as well as saving lives on the road, is that more traffic police can lead to a reduction in general serious crime as serious criminal offenders are more likely to also be serious traffic offenders.”  By Graham Hill thanks to Fleet News

RAC patrols attended more than 10,000 pothole related breakdowns last year, the highest since 2018.

It’s the equivalent of 27 breakdowns per day, caused by poor-quality roads.

RAC head of roads policy Nicholas Lyes said: “The rot appears to have well and truly set in when it comes to the country’s roads with our patrols going out to vast numbers of drivers who, through no fault of their own, are breaking down because of the wear-and-tear caused by potholes.

“This is ridiculous because it is almost entirely avoidable if roads were maintained properly. With drivers contributing so much in terms of tax to the Government the very least they deserve are roads that are fit-for-purpose.

“Inevitably we have plenty of cold weather still to come this winter and we fear that by the spring the number of drivers running into problems will rise even further. Not getting our roads into a decent shape is simply storing up more problems – and more expense – for the future.”

The breakdown company’s individual members experienced a total of 10,123 breakdowns for broken suspension springs, distorted wheels and damaged shock absorbers through last year, 10% more than in 2019 (9,198) and 19% more than in 2020 (8,524).

Last year’s total represented 1.5% of all the RAC’s call-outs, which is up from 1.2% in 2020, 1.1% in 2019 and 1.4% in 2018.

In the last three months of 2021, which was characterised by generally mild, damp weather across much of the UK, drivers experienced 1,688 pothole-related breakdowns which represented 0.9% of all the RAC’s call-outs during the period.

The RAC Pothole Index, which analyses pothole-related breakdowns together with the seasonal effects of the weather to give a true long-term indication of the condition of the UK’s roads, now stands at 1.63, up from 1.48 at the end of September 2021. The RAC says drivers are more than one-and-a-half times more likely to breakdown after hitting a pothole today than they were in 2006.

Lyes added: “On National Pothole Day, our message to the Government is clear – it’s time the tide was turned when it comes to potholes and local councils are given the levels of funding they need to get their roads up to a reasonable standard.

“Clearly, promises of one-off pots of cash from the Government to fix the problem haven’t done the trick and we urgently need some fresh thinking. Ring-fencing a proportion of existing taxation and earmarking these funds purely for local roads over a long-term period would give councils the financial confidence they need to plan their road maintenance work, and finally break the back on this age-old problem. This is something we know would be popular with drivers.”

Research for the RAC Report on Motoring shows that the condition and maintenance of local roads is drivers’ top motoring related concern. Nearly half of respondents (46%) last year said the quality of local roads was a problem, up from 38% a year earlier.  By Graham Hill thanks to Fleet News

Handover is becoming an increasingly vital part of the vehicle delivery process as more fleets adopt electric vehicles (EVs), according to DMN Logistics.

The Birmingham-based national vehicle movement and inspection firm says handover is the driver’s best chance to find out as much information about their new vehicle.

With the increase in online vehicle transactions, many drivers may be less familiar with the actual functionality of vehicles with some only seeing their new car or van for the first time on delivery.

With operational differences and different driving and charging experiences, DMN says vehicle delivery operatives are best placed to inform, educate and offer quick and practical demonstrations during the vehicle handover.

Nick Chadaway, managing director at DMN Logistics said, “When taking delivery of your new EV you should take the time to become accustomed to the new vehicle and use the time with the delivery driver wisely. Our vehicle delivery operatives have had to adapt to new learning systems and therefore are best equipped to advise new car owners on how to drive an EV most efficiently.

“They are in the best position to ask for advice, and we suggest customers utilise their knowledge to gain familiarity and a better understanding of their new vehicle so that they feel more confident making the switch.

“It is vital to gain as much insight into the vehicle before getting on the road.”

DMN Logistics has outlined some key tips for drivers taking delivery of a new vehicle:

• Before the delivery of your new vehicle, think about questions you have about the car to ask the delivery operatives – they will be able to answer your questions as they drive these vehicles every day.
• Ask about the basic differences in driving an ICE to an EV, especially slowing down / braking. The answer should help you feel more confident in driving it for the first time.
• Ask about charging. Delivery operatives can explain the ‘handshake’ between the plug and the car so that you are aware of the correct technique to use to ensure efficient charging and no delays.
• Ask about any features included in the car to help with driving efficiency. Ask for a demonstration of the technology to gain a better understanding and real-time experience on the software.
• To help deter range anxiety, ask questions about expected mileage in relation to battery charge levels. The operative will be able to give you a ‘typical’ mileage on a certain percentage of charge. It is also a good idea to ask about eco-mode and how this improves range.

By Graham Hill thanks to Fleet News

Do you remember what your mobile phone looked like in 2003? It probably allowed you to text, call and maybe play Snake II. That is, if you had one at all.

These days, our phones offer endless entertainment opportunities which can be fun, but dangerous in the context of driving a vehicle.

Drivers who pick up their phones when behind the wheel are gambling with their own lives and the safety of others – as they are four times more likely to crash.

Last year on Great Britain’s roads there were 368 collisions, of all severities, where use of a mobile phone was assigned as a contributory factor.

The UK Government has recently announced that it will tighten the rules around mobile phone use while driving.

It will now be illegal to hold a phone and use it for virtually any purpose when behind the wheel.

This change is hugely welcome, as the initial legislation which banned mobile phone use while driving was passed in 2003, well before the age of the smartphone, and focused on interactive communications only.

Of course, distracted driving is a problem that expands beyond mobile phones. Playing loud music, eating or drinking, having a conversation with a passenger, reaching into the glove box or lighting up a cigarette could all divert a driver’s attention away from the road.

People cannot always safely multi-task while driving, especially if the second activity is time-consuming or complex.

Any secondary activity puts extra demands on the driver, which may reduce their driving standard.

For example, it may cause the driver to become less observant or to make poor decisions about how to control the vehicle safely.

This lower standard of driving means a driver is more likely to fail to anticipate hazards and this can, of course, result in accidents.

Distracted drivers can:

■ Be less aware of what’s happening on the road around them.

■ Fail to see road signs.

■ Fail to maintain proper lane position and a steady speed.

■ Be more likely to ‘tailgate’ the vehicle in front.

■ React more slowly and take longer to brake.

■ Be more likely to enter unsafe gaps in traffic.

Distracted driving is by no means a trivial matter, it can lead to serious and fatal collisions.

Road accident data suggests that in 2020, ‘distraction in vehicle’ contributed to 2,034 accidents and ‘distraction outside vehicle’ contributed to a further 914 collisions.

Alarmingly, research undertaken by Ipsos Mori shows that using a mobile phone while driving is often indicative of a deep-seated and irresponsible attitude towards the road.

In order to make our roads safer for all, we need to instil the notion that distracted driving is as much of a taboo as drinkdriving.

To achieve this cultural change, we should use a range of tools, tougher penalties, consistent enforcement and targeted campaigns aimed at shifting attitudes. By Graham Hill thanks to Fleet News

The new trailer regulations were delayed and when they were finally launched, just before Christmas, they were badly under-reported. So having just realised that I was guilty of not getting the info out there – here are the new regulations.

New rules about towing a trailer or caravan with a car, originally expected to take effect from November 15, have finally come into force.

The Driver and Vehicle Standards Agency (DVSA) announced yesterday (Thursday, December 16) that, after the fleet industry had been left in limbo following the month long delay, the new rules will now apply.

The DVSA announced in September that car and trailer driving tests would no longer be required, with the Driver and Vehicle Licensing Agency (DVLA) updating driving licence records automatically.

Category BE, it said, will be added to photocard driving licences when they are renewed. Tests finished from September 20, 2021.

What you now are allowed to tow?

If you passed your car driving test from 1 January 1997, you are now allowed to tow trailers up to 3,500kg MAM.

MAM is the limit on how much the vehicle can weigh when it’s loaded.

DVLA will update your driving licence record to show that you are allowed to tow trailers. You will get category BE added to your driving licence when you get a new photocard driving licence. You do not need to contact DVLA for this to happen. It will be done automatically.

If you passed your car driving test before 1 January 1997, you are not affected by the change.

Driving a car and trailer for the first time

The DVSA says it is best to take training from a driving instructor if you want to start driving a car and trailer.

The ‘National standard for driving cars and light vans’ tells you about the skills, knowledge and understanding you need to tow a trailer or caravan.

You can also read about:

Why learning to tow is important

Safety checks you should do when you’re towing a trailer or caravan with a car

If you’d booked a car and trailer driving test

Car and trailer driving tests have now stopped. You can no longer book one.

If you had booked a test yourself, the DVSA says it has automatically cancelled and refunded it for you.

If your driving instructor booked your test for you, talk to them about what happens next, it says.

You cannot get a refund or compensation for any training that you’ve taken to help you prepare to take the test.

If you had previously passed a car and trailer driving test

You cannot get a refund or compensation for any training that you took to help you prepare to take a car and trailer driving test.

You also cannot get a refund for any tests you took, says DVSA. By Graham Hill thanks to Fleet News

With the rules about to change as we ‘emerge’ from the pandemic and lighter evenings entice us to dust off the barbeque and crack open the beers or visit the local, I remembered this article and felt that whilst it applied to Christmas it is relevant to the seasonal changes not to mention the Queen’s Jubilee! Very sobering!

Half of motorists admit they are prepared to drive the morning after festive drinks or their Christmas party, a survey from IAM RoadSmart suggests.

Furthermore, when respondents were asked how many micrograms of alcohol are permitted in 100 millilitres of breath before they would fail a police breathalyser, on average, the answer was 52.

The actual threshold is only 35 micrograms per 100 millilitres of breath.

Neil Greig, director of policy and research at IAM RoadSmart, said: “Drinking and driving simply does not mix and every driver should plan to leave the keys at home rather than face a fine, lengthy ban or time in a police cell.

“Worryingly, the research also highlights that there is still real ignorance regarding how much alcohol is enough before it is illegal to drive.

“Although motorists may well think they know how many drinks will typically tip them over the limit, individual characteristics such as body weight, food consumption, gender and metabolism will also determine the reading.

“So, if you’re planning to drink alcohol at a Christmas celebration, do not try to calculate whether or not you are over the limit. It is always best to make it none for the road.”

Roadside breath tests continue to fall

The latest available data shows that in 2020 just 252,069 motorists were breathalysed by police – an 18% fall compared with the previous year.

The fall continues the downward trend seen since the peak of 703,490 breath tests in 2009.

Yet, despite the slump in tests, 17.2% of drivers were over the limit – the highest proportion since 2003.

Hunter Abbott, managing director of personal breathalyser firm AlcoSense, said: “Separate Home Office figures show the number of dedicated roads policing officers in England and Wales had dropped to 3,850 by March 2021 compared with 5,220 in 2015 – a dramatic reduction of 26%.

“With ever fewer traffic police, testing will continue to spiral downwards.”

Abbot says that studies show people drinking more alcohol since Covid struck, particularly at home, and argues that roadside tests should be stepped up given the danger of ‘morning after’ driving with alcohol still in your system.

A recent report by Public Health England highlighted a 25% increase in alcohol sales in shops and supermarkets between 2020 and 2019, suggesting a steep rise in heavy drinking at home.

The number of killed or seriously injured drink-drive casualties in 2019 was 2,050 – an increase of 8% on 2018 and the highest level since 2011.  The figure includes 230 fatalities where the motorist was over the drink drive limit.

Abbot continued: “Even with 0.05mg/L of alcohol in breath (one-seventh of the English/Welsh limit) the driver is 37% more likely to be involved in a fatal accident than when sober.”

IAM RoadSmart is calling on the Government to roll out a smarter package of longer-term measures to help drive down the number of drink drivers on Britain’s roads into the new year.

This includes a lower drink-drive limit to reinforce good behaviour, fast-track of evidential roadside testing machines to release police resources and tailored approaches to help drivers with alcohol problems. 

Greig concluded: “A prosecution for drink driving this month will not only ruin your Christmas but also impact the rest of your life through public humiliation, loss of job, family break up and a criminal record.

“At IAM RoadSmart we estimate that last drink that takes you over the limit could cost you up to £70,000. If that isn’t a sobering thought then nothing is.” By Graham Hill thanks to Fleet News

Almost 100,000 drivers have nine, 10 or 11 penalty points on their driving licence, according to the latest Government data.

It means that many could reach the 12-point threshold for a driving ban with just one offence.

The latest figure (97,187) is an increase on the 92,000 that were identified as being ‘at risk’ of a ban by IAM Roadsmart, in April.

Licence Bureau is warning companies that failure to regularly check drivers’ licences could potentially result in driver shortfalls, or worse risk drivers on fleets who should not be driving.

The company has carried out more than 830,000 licence checks on behalf of clients over the last 12 months, of which 5,000 checks picked up active drivers within the workforce who should not have been on the road.

These invalid drivers had issues ranging from driving while disqualified, to provisional licence holders, drivers with revoked licences, non-GB licence holders with endorsements, and expired or voluntarily surrendered licences.

 

Andy Wheeler commented “These latest figures make for sobering reading for fleet managers, as even for companies that are actively engaged in trying to manage their driver risk compliance, they show there is a one in 166 chance that an employed driver on the road today should not be driving.

“For companies who are not actively managing their risk, these figures could be significantly higher, with potential consequences not just for compliance but also for a diminished workforce should these drivers be removed from the roads in any large numbers.”  By Graham Hill thanks to Fleet News

Thousands of business drivers suffer from more anxiety, stress, tiredness and mental health issues between November and February than at any other time of the year.

That’s according to analysis of more than 3,000 business drivers using Red Driver Risk Management’s Wellbeing Profiler.

Labelled by Red as ‘Seasonally Affective Driver Disorder’ (SADD), the condition can affect all types of business drivers, whether they are in a company car, delivery van or HGV, claims the risk management firm.

The combination of dark mornings and nights, winter weather and harder driving conditions, plus an increase in stress levels as the festive season approaches, is a factor in the marked spike in mental health issues during this period, it says.

Red Driver Risk Management’s research showed a fifth of drivers (20%) claim to feel tired during the winter months, and for some the issue is worse still, with 12% claiming to be ‘exhausted’. One in 10 say they experience anxiety during the darker days too.

The reporting also looks at employee attitudes and engagement in winter. There was an 8% drop in the number of employees feeling motivated, while the percentage of drivers feeling ‘very discouraged’ doubles and ‘enthusiasm’ wanes by nearly 10%.

Red Driver Training’s CEO, Ian McIntosh, said: “We ask 79 different questions that look at areas such as tiredness, anxiety, employee engagement, mental clarity, decisiveness, self-esteem and lifestyle, and in every single metric, there is clear evidence that drivers struggle more in winter than other seasons.”

He continued: “Anybody who drives a lot knows that it can be especially tough during the winter. From the moment you get out of bed in the dark and have to scrape the ice off in the cold, we know that business motoring in the winter months is hard work.

“But this is the first time we have been able to definitively get a picture of the scale of it, through analysis of our wellbeing data.”

It showed that around one in 10 business drivers suffer from some form of SADD-related issue during the winter months.

“That is a lot of employees who are struggling and need help,” added McIntosh.

This figure should also be seen in context of data from RoSPA which shows that collision rates increase by 19% in the fortnight after the clocks are turned back, and other winter-based emotional health factors, says Red.

According to the NHS, the exact cause of SAD (seasonal affective disorder) is not fully understood, but it is thought that a lack of sunlight might stop a part of the brain called the hypothalamus working properly, which may affect the production of melatonin, making you feel sleepy.

Also, lower serotonin levels can affect mood, appetite and sleep, and shift the body’s internal clock out of kilter.

McIntosh said: “The fact that driving impacts more negatively on a person’s mental health during winter is another hurdle to overcome for those already experiencing tiredness or depression.

“Seasonally Affective Driver Disorder can result in more sick days being taken, reduced productivity and, of course, is a real danger too, exacerbating the risk of accidents.

“For employees who really struggle with this, employers could do a number of things. They could try and reduce their mileage by doing more video-conferencing, or reschedule appointments so employees are not doing long drives in the morning or evening when the risks are higher.”

Every time a driver completes a Wellbeing Profiler, they get a report together with specific advice, tips and suggestions on how they may improve their wellbeing, health and resiliency.

Changes to the driver’s wellbeing is measured over time and these trends are also fed back, allowing the driver and the employer to manage their emotional and physical health in the longer term.

McIntosh concluded: “We measure overall resiliency and drivers’ scores improved on average by 19.72% after training, but more interestingly those that kept going and continued with the programme for more than four months, improved on average by an impressive 30.54%, meaning they were much more able to combat the feelings of fatigue, stress and anxiety.

“Companies are far more aware of the need to support those employees struggling with mental health, and those tucked away in their cars and vans, often alone for hours on end every day, should not be forgotten.”  By Graham Hill thanks to Fleet News

The Government is increasingly using the term automated technology rather than full driverless cars when referring to the options for use on public roads, according to Isobel Pastor, head of the Centre for Connected and Autonomous Vehicles (CCAV) at the Department for Transport.

Speaking at the Smart Transport winter conference, Pastor described two “tracks” for autonomy: conditional automation, typically Level 3, such as lane keeping systems, and full autonomous vehicles.

“With conditional automation, we can see things such as lane keeping, which will be restricted to 37mph when introduced, increasing to 70mph,” Pastor said. She also anticipated systems that could change lane for the driver, with the technology “progressing from there”.

She added: “But it is harder to see a trajectory for fully autonomous vehicles that can drive themselves in any location, and that’s why we have come away from the word autonomy towards automated or self-driving technology.”

The bigger opportunity for automation, and to win public buy in, is in the shared transport space, she believes, including buses or delivery services which cover selected locations and specific times.

Here, Level 4, where no driver attention is required in limited spatial areas or special circumstances, is more reliable and less susceptible to the complexities of roads filled with full-, part- and non-autonomous vehicles.

“We can see a trajectory towards that in defined areas, such as geofencing and hubs, over the next five-to-10 years,” Pastor said. “This gives us a real opportunity to cement behaviours in this space with passengers before we go into the private space with increasing autonomy.

“But making it attractive in the private space, we hope it will appeal to the private user more because of the increased safety benefits, but we also recognise the challenge of people being wedded to their own car.”

Industry experts agree, with several telling Fleet News in the December issue that passenger cars could be at the back of the queue when it comes to full automation. By Graham Hill thanks to Fleet News

Transport for London (TfL) has announced that all privately-owned e-scooters and e-unicycles, including those that can be folded or carried, will be banned on London’s transport network from Monday (December 13).

Customers in possession of such devices will not be permitted to enter any premises on TfL’s network or travel on any of its services, including on the Tube, buses, Overground, TfL Rail, Trams and DLR, it says.

The decision has been driven by safety concerns following recent fires on TfL premises and services.

There have been incidents of e-scooters and e-unicycles catching fire while on TfL services or infrastructure, it claims.

A review found that the incidents that occurred were caused by defective lithium-ion batteries which ruptured without warning. This led to fires that caused toxic smoke to be released.

TfL consider that if this were to happen again and fires occurred in an enclosed area like a Tube train or a bus, there could be significant harm to both customers and staff, as well as secondary injuries from customers trying to escape the area.

Lilli Matson, TfL’s chief safety, health and environment officer, said: “We have been extremely worried by the recent incidents on our public transport services, which involved intense fires and considerable smoke and damage.

“We have worked with London Fire Brigade to determine how we should deal with these devices and, following that review, we have decided to ban them.

“Customers who try to bring them onto our network will be refused access to our stations and premises, and not be permitted to use any of our services.” 

While privately owned e-scooters remain illegal to use in public spaces, they are widely available for purchase.

Private e-scooters and e-unicycles are currently unregulated, meaning they are not currently required to meet any minimum vehicle standards.

TfL will keep these changes under review pending any future changes to legislation by the Government regarding e-scooters and e-unicycles, specifically around safety standards.

TfL is collecting data from the rental e-scooter trials to help shape future policy on safety standards in London and the rest of the UK.

TfL’s trial of rental e-scooters, which began in June 2021 as part of trials permitted nationally by the Department for Transport (DfT), offers the only e-scooters legally allowed on London’s roads.

Rigorous safety measures are central to the trial, it says, with vehicles that exceed the DfT’s regulatory requirements for trial vehicles and that are considerably more robust than the most common private e-scooters.

The safety criteria for the trial were agreed by TfL, London Councils, the participating boroughs and the DfT, as well as with key stakeholder groups and other cities that have previously launched similar trials. These e-scooters are also not currently allowed on TfL services.

The ban will include all e-scooters and e-unicycles but does not include mobility scooters that are permitted on the network or foldable e-bikes.

E-bikes are generally subject to better manufacturing standards and the batteries are usually positioned in a place where they are less likely to be damaged, and so are less of a fire risk, says TfL.

Non-foldable e-bikes will continue to be allowed on some parts of the network at certain times of the day.

London Fire Brigade Assistant Commissioner for Fire Safety, Paul Jennings, said: “We have growing concerns about the safety of e-scooters due to the amount of fires we are seeing involving them, so we fully support TfL’s ban of private e-scooters on public transport.

“Fires are dangerous and terrifying wherever they happen, but a fire on the transport network has the potential to become very serious very quickly and involve hundreds of people, particularly on trains where evacuation may be challenging, so anything that can be done to mitigate that risk is a positive step.”

Anybody who does not comply may be refused entry, directed to leave the network or face a fine of up to £1,000.

The Metropolitan Police has also appealed to retailers to be responsible in selling e-scooters and has reminded Londoners that the use of privately-owned e-scooter and e-unicycles on public roads, cycleways and highways is illegal.

British Transport Police Superintendent, Lisa Garrett, said: “Our priority is the safety of passengers and the staff members working across Transport for London services. We’ll be working alongside frontline staff to engage with the public on this issue and enforce where necessary.”  By Graham Hill thanks to Fleet News