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Rising fuel costs changing UK travel habits

Companies and individuals in Britain are changing the way they think about travel and its associated costs as a result of the rising price of fuel. As the price of oil hit a record high last week of $142 a barrel, many of Britain's largest travel operators announced their intentions to cut costs by implementing fuel-saving measures, and there is growing evidence to suggest the British public are taking a similar approach towards their day-to-day transport choices. Announcements from Britain's travel operators included two of its biggest airlines, BMI and EasyJet, who are now instructing pilots to fly more slowly to conserve fuel. The two operators have reduced flying speeds by up to 2% over recent weeks: "It's like travelling in a car. If you take your foot off the gas slightly, you use less fuel" said an EasyJet spokesman. Their strategy is similar to that which has been adopted by other airlines across the globe. Air New Zealand, Air Canada, Brussels Airlines and a number of US internal carriers have all recently announced their intentions to cut the speed of their aircraft. While we might be forgiven for assuming that reduced speeds and longer journey times might lead to delays or a reduction in services, BMI have indicated their expectation that changes will not inconvenience their customers: "Though this adjustment in speed makes our fuel burn more economically, it does not jeopardise flight punctuality." said a BMI spokesman. Other travel operators however, have been more explicit about the impact on the quality of their service. Stena Line, for example, will be dropping cruising speeds on its two high speed routes, adding up to twenty minutes to journey times. Nigel Tilson, communications manager at Stena Line, said: "We're going to save several thousand tonnes of fuel across the year. We wouldn't be doing this if we weren't going to be saving a considerable amount of money." Nigel Esdale, managing director of P&O Cruises, said that the operator was implementing similar measures to reduce its costs. "Careful itinerary planning, whilst maximising time in the most popular ports and reducing engine speed are just some of the ways we control our fuel consumption." he said. Bus and rail operators are also taking steps to reduce fuel usage. FirstGroup, one of Britain's largest rail operators whose franchises include First Great Western, is training drivers to drive more economically by accelerating more smoothly and avoiding sharp breaking. Drivers on its Trans-Pennine Express service have also been encouraged to `coast` down steep gradients, and in some cases are running on less than full engine capacity. A spokesman for the Association of Train Operating Companies said: "We're helping ensure that best practice is spread across the industry, and that includes driving more efficiently." It is not just large travel operators with heavy fuel costs that are changing their practice however. There is an increasing amount of evidence to show that individuals are also adapting their habits with a view to saving their pounds and pennies. LiftShare, a car-pooling website, is one of the many organisations who are seeing first-hand the changes taking place in people's attitudes to travel. The rate of people joining the site has doubled over the last month and is now nearly four times faster than it was at the start of 2008. Initial evidence also suggests that people are driving more slowly. There are fewer speeding fines, road-deaths are expected to fall and bicycle sales are up on previous months. A poll of AA group members, conducted by the organisation last week, also showed that nearly two-thirds of people had cut back on car journeys. A third were walking instead of driving to shops, one in three had stopped visiting out of town shopping centres, and nearly a quarter no longer drove their children to school. Edmund King, president of the AA, said we are seeing a change in the relationship people have with their cars. "Now, probably for the first time, people are thinking the car is not as easy as it used to be: it does cost more to run, it's harder to park. Gradually people are thinking: are there other ways we could use our car? Could we get a smaller car? We could maybe cut some journeys, perhaps share some journeys." Guardian Observer

Renewable Energy Strategy signals greater role for EVs

The government's Renewable Energy Strategy consultation signals a greater role for electric vehicles in helping the UK meet current targets of 10% of transport energy consumption from renewables by 2020. While current estimates suggest that vehicles powered by a standard mix of electricity from the grid create large emissions savings when compared to conventional petrol or diesel models, EVs have in the past been somewhat overlooked as a means by which the government can meet short-term targets. However, following recent private sector commitments to invest £100bn in renewable energy production and in the context of increasing concern over the sustainability of biofuels, the potential for EVs to contribute to energy consumption targets is now a more feasible option for the government. The consultation statement draws on recommendations outlined in the King Review of Low-Carbon Cars, which highlighted the potential for the electrification of road vehicles in the form of plug-in hybrids and battery electric models, and the need for the de-carbonisation of the UK electricity network to support market growth. There are also some perceived benefits in relation to the electricity network, which take the form of a smoothing of power demand leading to greater efficiency, and the mitigation of problems arising from the intermittency of renewable energy production. The government says it is interested in examining how the growth of EVs in the UK and the development of a suitable charging infrastructure could be accelerated. The statement notes the importance of achieving `quality, performance and utility` in the electric vehicle market in order to increase consumer demand, and acknowledges the commitment of manufacturers to develop new models over the coming years. The government consultation precedes the publication of the Gallagher Review of the Indirect Impact of Biofuels Production, and states: `Gallagher's findings will be important to the development of the government's biofuel policies and targets`. Government policy in relation to EVs will also be heavily influenced by the review. At present biofuels are the central part of Labour's green agenda, yet it is likely that Gordon Brown will be forced to rethink scheduled incremental rises to the UK's Renewable Transport Fuel Obligation. Such a shift will mean that the government will be forced to consider more seriously than ever before the potential for EV technology to contribute to meeting carbon reduction targets. This said, the feasibility of EVs in this respect still hangs in the balance. If they are to play a part, agreement will first need to be reached with the EU allowing renewable energy used to drive the vehicles to count towards UK transport targets, as opposed to the 15% renewable energy production target which would currently benefit. Guardian Low CVP WhatGreenCar?

Gallagher Review strengthens the case against biofuels

The publication of Professor Ed Gallagher's review of the indirect impacts of biofuel production has, as expected, set out clearly the negative consequences of increased production and consumption of first generation biofuels."Our review makes clear that the risks of negative impacts from biofuels are real and significant," said Gallagher. While biofuels were once touted as the green alternative to fossil fuels, the negative effects of production have more recently become increasingly clear. The review, published yesterday, found that the controversial fuels drive up world food prices, increase poverty, and in many cases do little to combat climate change. From a social perspective, the main criticisms relate to the displacement of farming land for biofuel cultivation, which is leading to food shortages and price rises; and the involuntary displacement of people as land is grabbed for lucrative biofuel crops. Environmentally, the report finds that direct and indirect land-use change for biofuel crop production leads to significant loss of carbon stocks contributing to climate change. There are also concerning ecological impacts in terms of natural habitat destruction. The review which was undertake by Gallagher for the Renewable Fuels Agency, recommends that the introduction of biofuels should be slowed until more effective controls are in place to ensure the sustainability of biofuel sources. However, the review draws a distinction between first generation and second generation biofuels, highlighting the potential of the latter, which are comprised of residual non-food parts of current food crops, to offer enhanced greenhouse gas benefits. Ruth Kelly, the transport minister, said yesterday that Britain needed to move forward with biofuels as the technology could still prove beneficial. However, in accordance with the recommendations of the review, the government will slow down their introduction. "I believe it is right to adopt a more cautious approach until the evidence is clearer about the wider environmental and social effects of biofuels. We also need to allow time for more sustainable biofuel technologies to emerge." she said. Kelly announced that plans to increase the Renewable Transport Fuel Obligation (RTFO) to 5% by 2010 would be pushed back to 2013 to allow for further investigation in to the impacts. Gallagher stated in his report that the RTFO should not rise above this level unless it can clearly be demonstrated the fuels are sustainable and avoid negative indirect impacts such as changes in land use. Green groups have said that the government funded review has not gone far enough, and have renewed calls for the scrapping of biofuel targets. Mark Avery from the RSPB said: "We all know what someone who finds themselves in a hole should do. This review seems to be saying that it's OK to keep digging, as long as we dig with a little less enthusiasm. The review's analysis is based on rational argument but its conclusion comes with a large dollop of politics mixed in." Guardian BBC (Ruth Kelly Statement)

Airlines angered by EU CO2 emissions levy

Giovanni Bisignani, chief executive of the International Air Transport Association, has warned that the EU aviation emissions levy, which was recently endorsed by Members of the European Parliament, has little chance of success and could incite a trade war with the United States. "The scheme has no chance. Why are we wasting so much time instead of building a global, harmonised emissions trading scheme?" said Bisignani, echoing calls from airlines for the International Civil Aviation Authority to be given more time to draw up a global proposal. The European levy, which is a highly watered down version of initial proposals, requires that as of 2012 airlines travelling in Europe must cut their CO2 emissions by 3% of 2004-06 levels and achieve a 5% cut by 2013. In effect, aviation emissions in Europe will be capped at 97% of previous levels in the first year and 95% in the second, with the added possibility of the cap being reduced further in later years. The legislation also requires airlines buy 15% of the available carbon credits, which will bring the aviation industry in-line with other European polluters, for whom carbon-trading is already a reality. While potentially reducing emissions, the scheme is likely to increase the cost of flying. The European Commission has estimated that the scheme will lead to an additional £31 on the cost of a long-haul return flight and £7 on a short-haul return; increases that will most likely be passed on to passengers. An EU spokeswoman said the inclusion of airlines in EU emissions-trading was necessary to create "a level playing field" among polluting industries. The civil aviation industry has criticised the EU's decision however, and feels that the auctioning of carbon credits is an unaffordable expense. A recent industry-funded study concluded that airline profits may fall by as much as 40 billion Euros over a decade as a result. The hope now for airlines is that non-EU governments are able to successfully challenge the measure under various international agreements. The US has threatened to challenge the scheme at the International Civil Aviation Organisation as a breach of international aviation agreements, such as the 1944 Chicago Convention, and is also considering a challenge under a violation of the EU's World Trade Organisation commitments. U.S. officials maintain that legislative changes are not the answer to cutting emissions, and that CO2 reductions would be better realised through improvements in air traffic control systems and investments in environmentally-friendly aviation technologies. The US Department of Transport (DOT) has recently provided the X Prize Foundation, which awards prizes for successful innovation, with a planning grant of $500,000 to kickstart a search for an environmentally sustainable alternative to jet-fuel. "The race to refuel American aviation is on and our hope is that the X Prize Foundation will jumpstart investment and spur innovation," said Mary Peters, secretary of the DOT. The X Prize Foundation will offer $10m to any developer who can produce a sustainable replacement for jet-fuel. The Foundation has achieved success in a number of fields to date, including spaceflight and genome sequencing. Sarah Evans, vice-president for communications, said they intended to bring experts in aviation and the green technology sectors together to decide on the exact details of the competition, with the aim of announcing the brief in the summer of 2009. Friends of the Earth campaigner, Richard Dyer said: "New technology has a role to play in moving towards a low-carbon future and we need to encourage innovators to come up with genuinely green solutions,". He added: "But urgent government action is also needed to cut the growth in air travel and make the cost of aviation reflect its impact on climate change." ClimateIntel, The Guardian (travel), The Guardian (airline industry)

London congestion hits pre-Charge levels

Figures just published by Transport for London (TfL) show that congestion in London has now reached pre-Congestion Charge levels. During the first three years of the initiative congestion fell by between 20-30% but since 2006 levels have been steadily increasing. While TfL's figures show that 70,000 fewer vehicles each day enter the central congestion charge zone, and traffic entering the western extension is down by 14%, congestion levels for 2007-08 are now almost identical to those recorded in 2002, prior to the introduction of the charge. TfL's monitoring report blames reductions in the road network as the reason for rising congestion. The report argues that capacity has been reduced as a result of road works associated with new utilities infrastructure, improvements to the public realm, and traffic management measures aimed at prioritising pedestrians, cyclists and public transport. The figures provide ammunition for opponents of the scheme, particularly those who were against the introduction of last year's western extension. Edmund King, president of the AA, said: "It is disappointing that the Charge is not doing what it says on the tin, which is to reduce congestion." The figures will also give further credence to those who argue that the Charge is more of a revenue-raising exercise than a bonafide green tax. The Mayor of London, Boris Johnson, stated: "I have always thought the Congestion Charge was a blunt instrument. It has proved successful in cutting traffic coming into London but on its own has not resolved the problem of congestion." Johnson has outlined a number of measures with a view to resolving the problem. He plans to re-phase traffic signals, impose penalties on utilities companies who cause delays through badly planned work, allow motorcycles to use bus lanes, and press ahead with Ken Livingstone's plans for a bike hire scheme in the capital. TfL claim that users of the Congestion Charge zone are still receiving reductions in congestion relative to the levels that would be experienced were it not for the Charge. The report states: `By comparison with likely conditions in the absence of charging, road users in the zone might be considered to be benefiting from levels of congestion reduction.` Malcolm Murray-Clark, Managing Director of Planning for TfL, said: "Without the Congestion Charge the traffic problems in London would be much worse. However, as a result of other interventions such as utility and construction works, the reduction in road space has had a detrimental impact on congestion levels and is slowing traffic down." Professor Stephen Glaister, a respected transport specialist at Imperial College London, said the figures were not surprising, as levels of congestion had been creeping up for a number years. "Congestion would be a lot worse if it were not for the charge." he said. TfL, ETA , Guardian

Fuel costs and green issues shift freight from road to water

The rising price of fuel coupled with increased congestion and environmental pressures is providing the catalyst for the move from road to water. Shipping and barge companies have reported unprecedented levels of interest in their services, receiving more requests to transport goods over the last 18 months than they have over the last 20 years. A number of supermarket chains, including Tesco and Sainsbury's have switched much of their freight. Tesco now transports its new world wine by sea and water to be bottled at its plant at Irlam on the Manchester ship canal; a scheme that has had the effect of removing 50 lorries from the roads each week. Tesco say it has plans to expand the operation to a level which will save approximately 3,500 lorry journeys by the end of the year. Sainsbury's is considering shipping goods up the Thames from its stores in south-east London to its west London stores. And Cemex, a manufacturer of cement and other building materials, is now moving over 270,000 tonnes of sand and gravel along the Severn to Ryall in Worcestershire, which it estimates is saving 34,000 lorry movements a year. While concerns have been raised about the potential of the waterways being frustrated by a lack of planning and government commitment, their pull is changing the habits of even the most hardened hauliers. Eddie Stobart, famous for its recognisable lorries and one of Britain's largest road-haulage firms, has invested in a port on the Manchester ship canal and plans to expand its waterway routes. Julie Gaskell, a spokeswoman for the firm, said: "It might seem odd that one of the goals of Britain's biggest branded truck companies is to get trucks off the road, but that is exactly what we are trying to do," She added: "It seems ironic that we are now looking to revive more traditional modes of transport, but new pressures such as congestion, rising fuel prices and the environment mean that old methods are becoming viable again." It is not just Britain's haulage firms that are returning to a bygone era however. French shipping company Compaignie de Transport Maritime a la Voile (CTMV) has recently begun using a 108 year old British schooner to ship wine from Brest in Brittany to Dublin. The `Kathleen and May`, a wooden triple-masted sailing ship saved from the scrap heap in the 1960's by a British boat enthusiast, travels at a speed of around 8 knots, only half that of a conventional merchant ship, but is powered solely by the wind and therefore saves on fuel costs and provides an environmentally sustainable alternative for eco-conscious companies. Frederic Albert, a former journalist who founded CTMV this year, said: "Originally this was intended as an ecological project enabling producers to put a label on their goods saying that it had been moved by a clean means of transport? but it could become economically interesting given the high price of fuel. "We are 5 per cent more expensive than standard merchant shipping companies at the moment. But we are going to build our own ships and when they enter service, we will be cheaper." Albert's initiative comes as the French Association of Shipowners estimate that wind-powered vessels could capture 0.5% of the world shipping market, which is currently responsible for transporting 90% of the world?s traded goods. Estimates suggest that road based freight transport in the UK now accounts for between 5-6% of CO2 emissions from all sectors (approximately 31 million tonnes per year), and figures from the International Maritime Organisation show that carbon pollution from the world's merchant fleet is now in excess of 1.1 billion tonnes per year. Times, Independent, Commission for Integrated Transport

Cycle London: new one-stop-shop for Londons' cyclists

Transport for London has just launched the interactive Cycle London website. The new look site has been updated as part of London's Summer of Cycling, and is aimed at anyone from new or occasional cyclists to regular cycle commuters. Londoners who are considering taking up cycling can use the website to find out how to get cycle training in their local area or simply to work out the best route for getting from A to B. Those who cycle more regularly can order one of TfL's free London Cycle Guides from the site, which contain a series of 14 area maps covering every square mile of the Capital. The Mayor of London, Boris Johnson, wants the site to become a useful resource for anyone thinking of taking to two wheels and is asking London's cyclists to contribute to the site by sharing links, news, and uploading their favourite biking photos. Johnson said of the new site: "Transport for London's cycling pages are invaluable for everyone that cycles in the Capital, and making the pages more interactive is a superb idea. I will certainly be logging on to check out the tips of fellow cyclists and may well contribute a few nuggets of wisdom myself." Cycle London inlcudes information about upcoming cycling events such as the BikeJam at Tour of Britain on 7th September and the Sky Sports London Freewheel on the 21st September. The cycling pages also provide a useful resource whereby interested residents can find out how to apply for grants to help grow cycling in their local communities. Peter McBride, Head of Cycling, Walking and Accessibility at TfL, said: "Cycling is a fantastic way to get around London, but if you're getting started, or if you're thinking of riding to an unfamiliar part of the Capital, it can be tricky to work out the best way to get somewhere, or where to park once you've arrived" "The new cycling pages on the TfL website have been designed for cyclists with the help of cyclists, and we want to encourage everyone who cycles in London to contribute to the site. "By working together, we hope that the new website will inspire even more people to join in London's cycling revolution." TfL are now investing in cycling at a rate of £55 million per year; a tenfold increase on levels of investment in 2001. Over a similar period cycling in the capital has seen a 91% rise. Through incremental improvements to cycling infrastructure, improved safety for cyclists, better education about the benefits of cycling, and a sustained investment in cycling training, TfL hope to increase cycling in the capital by 400% by 2025 (compared to 2000). TfL News

New catalyst enhances feasibility of hydrogen fuel

Scientists at Ohio State University have created a cheaper, more flexible way to produce hydrogen from biofuel. Led by Umit Ozkan, a professor of chemical and biomolecular engineering, the team has developed a new catalyst which can be used in the production of hydrogen from bioethanol. Ozkan, who presented the team's research last Wednesday at the American Chemical Society, claims the new catalyst may go some way to solving the critical barriers to the mass-market uptake of hydrogen powered cars. While many have touted hydrogen as the green fuel of the future, the barriers Ozkan refers to relate to the production of the gas, which has traditionally been expensive and inflexible. The catalysts used have been costly and the conversion process has required large amounts of energy, which has resulted in high levels of indirect CO2 emissions when compared to conventional fuels. Until now, rare metals such as rhodium and platinum have been used as catalysts in the production process; Ozkan said her goal was to create a cheap alternative that was based on readily available metals. She commented: "Precious metals have high catalytic activity and, in most cases, high stability, but they're also very expensive." "Rhodium is used most often, and it costs around $9,000 (£4,800) an ounce, our catalyst costs around $9 a kilogram." A further problem which has restricted the widespread uptake of hydrogen has been the logistical difficulties involved in transporting the gas, which must currently be moved via high-pressure containers. According to researchers the catalyst, which is made from calcium, cobalt and small grains of cerium oxide, can produce hydrogen with 90% efficiency at around 350 degC, which is relatively low for industrial standards. Ozkan argues that without the requirement for high temperatures and precious metals, hydrogen production onsite becomes a viable option, which in turn removes some of the problems associated with transportation. "Instead of making hydrogen from biofuel at a centralised facility and transporting it to gas stations, we could use our catalyst inside reactors that are actually located at the gas stations. So we wouldn't have to transport or store the hydrogen, we could store the biofuel, and make hydrogen on the spot," she said. Ozkan added that operating at lower temperatures would also bring energy savings. "And if the catalyst is highly active and can achieve high hydrogen yields, we don't need as much of it. That will bring down the size of the reactor, and its cost." The team also believes that further energy saving techniques could be employed such as using the waste CO2 and methane gases from production to supply some of the energy for the conversion process itself. From an economic perspective, Ozkan believes that the price of hydrogen produced in this way could rival that of petroleum: "As gasoline prices continue to rise, hydrogen produced from renewable sources such as bio-liquids will be more and more competitive. Also, the possibility of using hydrogen in fuel cells will provide much higher efficiency than internal combustion engines can. So the actual cost, in dollars per mile, may already be lower." Although the current research has focused on the conversion of bioethanol, the team believes that the catalyst could be adapted for use with other liquid biofuels. If produced from sustainably sourced biofuel, hydrogen becomes a very effective way of reducing CO2 emissions. Friends of the Earth's biofuels campaigner, Kenneth Richter, warned however, that hydrogen is only as clean as the energy used to produce it. "Rather than being a clean alternative to fossil fuels, biofuels are actually increasing carbon dioxide emissions. Hydrogen-fuelled cars are still a long way off ? the immediate priority for cutting emissions is smarter cars that burn less fuel." While the biofuels debate rages, Japanese company Hrein Energy, has sidestepped the issue by creating hydrogen generators which are powered by fumes from a car's exhaust. The company wants drivers to retrofit their cars with their product as a means of increasing fuel efficiency and reducing emissions. The system, which leaves behind some of the ethical baggage associated with the use of biofuels, utilises the otherwise wasted heat generated from a car's engine to convert chemicals into hydrogen. The gas is then mixed with air entering the engine which improves fuel efficiency and reduces emissions by a claimed 30 per cent. If accurate, the system would allow the majority of cars to meet emissions limits proposed from 2012 within the European Union. Guardian, ETA

London to Athens, on Grease!

A group of British eco-enthusiasts have just completed their journey from London to Athens powered solely by contributions of waste vegetable oil. The `Grease to Greece` car rally took 11 days, covered over 2,500 miles, and relied solely on the generosity of restaurant owners for fuel. In what has been termed the `greenest and grubbiest` car rally ever, the team made their way across Europe with unexpected ease, arriving in Athens last Wednesday. According to team members, owners of eating establishments across the continent were more than happy to part with their unwanted waste. "I think we can safely say that this is the first long-distance car journey in Europe that has relied on restaurants and burger bars as an informal network of filling stations," said Andy Pag, the organiser of the rally. In total eight teams took part in the trip, driving vehicles ranging from a brand new Renault to a 13 year old taxi. Some of the cars had been converted to run on vegetable oil, others used a process whereby oil was converted to biodiesel via a portable `fuel pod`. Pag said: "true we spent a lot of time fat-finding, knocking on the doors of restaurants begging for their waste, but it worked. And the beauty, of course, is that when such supplies are collected straight from a restaurant and used as fuel they have a zero-carbon footprint," The group's aim is to encourage people to think more about alternative fuels by illustrating their potential. Pag made news in the autumn of last year after he drove from London to Timbuktu in a lorry powered by biodiesel produced from rejected confectionary (mainly chocolate). "I think we made quite a lot of converts along the way," said Pag. "There's a whole trail out there of restaurant owners who are now looking at their waste products with different eyes. Our hope is that others will start to realise the energy that is in waste, too." Guardian, YouTube - Grease is the Word!

Lib Dem MP leads Segway protest

Liberal Democrat MP, Lembit Opik, along with a number of his parliamentary peers, has led a protest outside of the Houses of Parliament urging the government to review its policy on the Segway PT (Personal Transporter) vehicle. Opik, while riding his own Segway around London's streets, threw down a challenge to the government urging ministers to have him arrested or to accept the two-wheeler as a legal form of transportation. The MP said: "It seems ludicrous that such an environmentally friendly way of getting around has been dismissed by the British government" who, he claimed, have been `paralysed with indecision`." There are currently around 2000 Segways in the UK, all of which, in theory, are used solely on private property, such as in shopping centres and airports. Opik commented: "On the one hand they (the government) say that the Segway PT isn't legal, on the other hand they are unable to point to a single scrap of evidence in British law to show why they should be banned." In a recent article for the Guardian, the MP wrote: "There's no clear logical or safety-related reason to oppose such sensible technology. It's proven to be safe and efficient in hundreds of cities and towns, and even at Heathrow airport!" While countries across Europe, including Germany, France, Italy and Spain, have encouraged its use, Britain has lagged behind claiming that the safety implications are a concern and prohibit any change in policy. A spokesman for the Department of Transport said: "The Segway does not currently meet basic safety standards for use on UK roads - for example, an absence of lights and indicators, and the lack of a back-up braking system. "The safety of pedestrians, cyclists and motorists is our primary concern... We would require robust evidence to support the benefits and further consideration of the risks posed to users and others before reviewing this policy." While there seems to be a level of uncertainty about the suitability of the Segway amongst government departments, there can be little doubting its environmental credentials. Using the methodology of the journey emissions calculator, Travelfootprint.org finds that a Segway powered by a standard mix of electricity from the grid produces around 26 g/km of CO2, which is only 2g per km more than walking. It is also eight times less polluting than the average UK car. The Segway PT has a range of 24 miles which is enough for the vast majority of commuters, and has a top speed of 12.5 miles per hour which, as Opik points out, is five mph faster than the average speed of London traffic. BBC, Guardian

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