Aircraft pollute so tax the motoristNeedforSwede2" wrote in message says... The toll is for everyone using the M4, most of whom won't be going to or from the airport. If people stop flying, which you say is...
NCAP pedestrian protection observation 1226Unit distance seems reasonable as long as conditions are genuinely like for like. The links Nick Finnigan gave suggests conditions are not too dissimilar then. However the reason for my...
"DavidR" wrote in message
So how would you measure the difference between the risk posed by different types of vehicle?
The government figures are based on the rate per 100 million vehicle kilometres by vehicle type. The rest rate for light goods vehicles is 0.5 , cars is 1.0, and heavy goods vehicles is 2.0. Why are light goods vehicles (including white transit van man) twice as safe as a car? For drivers who pbutted their car driving test before 1 Jan 97 they would automatically be enbreastled to drive light goods vehicles up to 7.5 tonnes. Most drivers of those vehicles haven't taken any compulsory further tests or training since pbutting the car driving test. The accident rates in the figures I used are both pre and post 1997 and show no great difference. In 1997 the rates were 0.6 and 1.1. The figures I gave before were for 2002.
So light goods vehicles aren't tested for pedestrian friendliness by NCAP, they are driven mostly by people with a standard driving licence, they have a poorer stopping distance than most cars, are bigger and heavier than cars, have less safety features than cars; yet they are twice as safe as cars over any given distance in terms of causing rest or serious injury. Why? The elevated driving position seems to be the only thing going for them which they share with 4x4s, hence my interest in finding accident figures by type of car to see if that applies to them too.
Ian
