N332 RoadWatch - Issue 16

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In conjunction with...

Issue 16 - 2,00€

fire station open day SPEED LIMIT CHANGES - FUTURE PLANS - HAZARD LIGHTS ITV DOCUMENTS - CYCLISTS AND ROUNDABOUTS - BIKE THEFTS TRAFFIC FINES - ROAD SIGNS - AND MUCH, MUCH, MORE N332.es

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Welcome to N332 RoadWatch Welcome to the latest edition of N332 RoadWatch.

We took a short break from publishing RoadWatch, which, as regular readers know, is not uncommon. We aim to publish 10 editions per year to allow us time to also publish two eBooks. In 2018 however, we published the largest eBook ever, at least the largest for us, with over 500 pages.

It was the full translation of one of the four main books used by drivers in Spain, the book closest to the Highway Code in the UK, the difference being this eBook is a direct translation of the law, and where the Highway Code is a book of recommendations that will be taken into consideration in the event of an incident, this eBook is the law itself, and so you can clearly see what you should and shouldn´t do, and the consequences faced by those who break the law.

The eBook also has explanations given by serving Guardia Civil traffic officers, and was edited by me, Mark Nolan, who also puts this publication together. The best part about it for many, is it is totally free to download.

Details of how you can download it are included later in this eMagazine, if you haven´t already, but that is not all because we are also developing that into a dedicated website and mobile app, details which will follow soon.

One of the reasons we decided to publish in digital form is that laws change and, with a book that size, it would likely cost around 50 euro maybe, and when a law changes you would have to pay again. This way, any changes are updated online, and you can simply download a new version. Which is apt, as there are already changes since issue 1 was published. Some of those changes are explained in this eMagazine, as well as more we have to look forward to.

For now, as always, enjoy this edition and stay safe.

Please don´t copy any part of this publication because it is protected by copyright law.

Copyright © 2019 N332 Limited, a company registered in England and Wales. Mark Nolan and N332.es All rights reserved. No part of this publication may be reproduced, distributed, or transmitted in any form or by any means, including photocopying, recording, or other electronic or mechanical methods, without the prior written permission of the publisher, except in the case of brief quotations embodied in critical reviews and certain other non-commercial uses permitted by copyright law. For permission requests, write to the publisher, addressed “Attention: Permissions Coordinator,” to the email address, news@n332.es.

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Road Safety Challenges for 2019 As data for 2018 is starting to emerge, it allows us to take stock of the threats and challenges that faced road safety, analyse the injury and fatality statistics, examine the strategies that have worked, and look in more detail at those which have failed, and, although we have seen an increase again in road fatalities and injuries, the situation looks to be stable once again, but in the field where lives are at risk, stability is not good enough, and so we must look at the challenges that 2019 will bring, and the subsequent changes.

As we came into apparent, that one road fatalities was that is precisely enforce.

2019, one thing already became of the key factors for reducing to slow vehicles down, and so what the law will start to

The speed on secondary roads was one matter that the Director General of Traffic, Pere Navarro, vowed to control. These roads are the location of the majority of fatal and injury incidents. Reducing the maximum permitted speed should contribute to fewer incidents, although the responsibility still remains with the driver to comply.

A second area where focus is to head is towards the protection of more vulnerable road users, from pedestrians and cyclists upwards, to personal mobility vehicles, “toys� and motorbikes.

Towards the end of December, the Interior Minister, Fernando Grande-Marlaska, announced that the DGT were working on the reform of driving laws which would also reduce the maximum permitted speed in towns, to which a limit already applied in some towns and cities would become a national standard, specifically reducing the inner city maximum permitted speed from 50 kilometres per hour to 30.

Grande-Marlaska explained the broad social agreement that exists around this reduction in speed, and recalled that "cities such as Madrid, Bilbao, Zaragoza, Malaga or Valencia, as well as associations and user groups, have addressed the Ministry of the Interior to request this regulatory reform, which shows that there is a broad consensus on the need to protect the most vulnerable users of our streets."

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The announcement was made during the conference "From Zero Vision to Zero Goal? Global leadership in improving road safety", organized by the Mapfre Foundation with the collaboration of the Road Safety and Sustainable Mobility Commission of the Congress of Deputies, and inaugurated by Grande-Marlaska.

The minister took advantage of the fact that the conference was dedicated to the "zero accident objective" and the road safety challenges to advance the measures in which the DGT works with the aim of reducing accidents and victims.

Among these reforms, the minister also stressed that in the near future the limit will be reduced on 7,000 kilometres of these conventional roads, where currently the limit was 100 kilometres per hour, i.e. roads without other restrictions where a hard shoulder of 1.5 metres or more exists.

The minister explained that this decrease in speed is in line with the European standard, stating how 14 European countries share a generic limit of 90 kilometres per hour, whereas another 8 restrict it further to 80, and one, Sweden, has a maximum permitted speed on these roads of 70 kilometres per hour. In fact, within the continental spectrum, Spain is one of the few with a limit of 100 kilometres per hour, a situation that "will be corrected".

Explaining the reasoning behind the objective, the minister pointed out that it is not the purpose of the Government to "impose a certain model of mobility," but recalled rather that it is "widely documented that the risk of dying in an incident on these types of roads is reduced by between five and eight times when the speed of impact with the pedestrian goes from 50 to 30 kilometres per hour".

In this same line, Grande-Marlaska announced that in the first half of 2019 plans will be ready to reduce road traffic incidents involving cyclists and motorcyclists, who already represent, along with pedestrians, 46% of all deaths.

"The recent evolution of the number of victims on the roads, in Spain and in many other countries, has not been the one we would have liked, we have to act, and we have to be able to learn from each other," Grande-Marlaska insisted, describing the model of road safety inaugurated more than 20 years ago by the Swedish Parliament when it approved the Vision Zero program, named for its purpose to end victims of N332.es

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Road Safety Challenges for 2019 traffic accidents.

Regular obligatory face-to-face training to obtain the licence, the bonus of two points on the permit for taking safe driving courses or persistent driving to a required standard are the most effective safety systems and are amongst other measures that the minister listed as part of the current work of the DGT. We perhaps mustn´t be too damning of the figures, but equally must not be complacent. The data on the number of deaths actually promised to indicate a reduction for the first time in three years.

We have detailed the speed reduction, a move by the way which has not gained the support the government had hoped, but a move that is being implemented none the less, but as that one aspect dominates the headlines through discussion and disagreement, there are also other changes which are set to take place, which have not yet demanded the same sort of detailed coverage.

The next, and mostly welcomed change this time, will be an increase in the number of penalty points lost for using a mobile phone whilst driving. In addition to a fine, the driver is now set to lose six penalty points. That means that the majority of drivers risk losing their licence altogether if caught twice, or caught carrying out any other infraction considered serious enough, Not wearing a seat belt will also face stricter penalties, as will the incorrect carriage of children. Children less than 1.35 metres in height are not allowed in the front seats remember, with a couple of exceptions, and must be in an appropriate seat or restraint system. Failure to do this, as well as the failure to wear a crash helmet on a motorcycle for example, will result in the loss of four points. Many people think that the penalty doesn´t go far enough, especially when it comes to looking after children who are vulnerable themselves and trust the adults to afford them the necessary protection. None the less, that is the current plan.

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These reforms have already been published in the Official Gazette and will come into force as of January 29, along with stricter penalties for trafficking, for example.

As we mentioned earlier, the figures have started to turn around again, after an increase in fatalities and serious injuries in recent years. This complex situation on the one hand offers reasons for optimism, especially if we look at the past.

Statistically, the evolution of road traffic injury and fatality incidents has been quite positive. However, since 2013 the main data of those losing their lives has been stagnant.

The real goal that must motivate us to improve road safety has to be the infamous Road to Zero. To achieve this, it is necessary to address some challenges that have been resisted over the years. These difficult subjects include, for example, reducing the average age of vehicles on Spain´s roads, reducing the influx of illegal and uninsured vehicles, and of course improving the condition of the roads.

Along with these challenges, new challenges have been arising in recent years, some with tragic consequences, including the increase in the number of cyclists, especially in the cities. This obliges us to promote coexistence and not forget the essential rules for cycling safely. Other challenges, on the other hand, have presented themselves much more suddenly, such as electric scooters and their integration into cities.

On top of all of these problems, we still face the growing trends which are still not showing signs of diminishing, such as some already mentioned, distractions at the wheel, for example. These challenges will be easier to tackle with the emergence of new technologies that is already raising eyebrows and showing positive results. Above all, the biggest change has been the development of both the autonomous and assisted vehicle, both of which offer very different practical improvements, but also massive benefits in the field of road safety. There are considerable differences between the two, which we will look at in more detail in another article, but taking away the autonomy of the driver is seen by some as an infringement of rights, whereas others see the reduction in the human element also inevitably results in a reduction in human error.

That said, these arguments have existed for years in the aircraft industry, as some

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Road Safety Challenges for 2019

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tests showing that as the technological improvements reduce incidents by reducing the actual involvement of the pilot, there are claims that this reduces the ability of those pilots to take proper charge in the event of an emergency. The main difference of course being that airline pilots, generally, have more time to deal with emergencies than vehicles on the road, but they are also considerably better trained.

The DGT themselves have already been developing their own platform, which has already seen limited use in terms of information dissemination, where a combination of automatic sensors and human input can monitor the roads network, providing real-time information on delays or incidents, and even offering alternative routes to road users.

This is just part of the picture however, as when the concept of connected vehicles develops, it will allow for the transfer of information directly between the control and the vehicle, and vice versa, and can even, through the element of the autonomous or assisted vehicle, offer such possibilities as establishing mandatory speed assistant in the vehicles, forcing those vehicles to travel not only within the speed limit, but at a reduced rate in the event of controls being needed to manage traffic flow. Ultimately, it can also create clear paths for emergency vehicles, them themselves having already been summoned by the automated systems, although the hope of course it that they will never be needed.

Meanwhile, as that technology develops further, the transition experienced by urban mobility will continue to take effect. Cities such as Madrid and Barcelona are already at the front of these plans, with others like Seville and Granada not far behind, monitoring and controlling traffic flow whilst preserving areas for special vehicles, such as those which churn out less pollutants, of those where car sharing is being implemented, as well as the greater use of urban transport such as buses, trams, and even bicycles, all mixing together on shared roads.

This transition to other forms of mobility cannot ignore the crucial aspects of road safety. Thus, in the first half of 2019, we will see a new opportunity to work towards further reducing the number of victims resulting from traffic incidents.

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Speed Limits for Vehicles in Spain (From January 2019)

Type of vehicle

Motorways (Autopistas and autovias)

Conventional road with physical separation between traffic in each direction

Conventional road without physical separation between traffic in each direction

Road without pavement

Cars Motorcycles Vehicles with three wheels assimilated to motorcycles Motor homes under 3,500 kg MMA Pick-up Vehicles derived from cars Mixed adapted vehicles Buses Vans Motor homes over 3,500 kg MMA Trucks Truck tractors Articulated vehicles Cars with trailer up to 750 kg MMA Cars with trailer over 750 kg MMA Car carrying schoolchildren Bus carrying schoolchildren Vehicles derived from cars carrying dangerous goods Trucks carrying dangerous goods

* On these roads and for these vehicles, the operators of the road may set a maximum limit of 100 kilometres per hour ** For buses where passengers are standing (when permitted) or buses which are not fitted with seat belts, the maximum speed allowed on this type of roads will be 80 kilometres per hour. *** Bicycles may exceed 45 kilometres per hour if the circumstances of the road allows it.

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Speed Limits for Vehicles in Spain

Type of vehicle

Motorways (Autopistas and autovias)

Conventional road with physical separation between traffic in each direction

Conventional road without physical separation between traffic in each direction

Road without pavement

Other vehicles with trailer Vehicles with three wheels and quads Vehicles with three wheels not assimilated to motorcycles Cycles, two and three wheel mopeds and quadricycles Special vehicles or vehicle assemblies without brake lights Special vehicles that carry a trailer Special vehicles with cultivators Other special vehicles Other special vehicles Other special vehicles

Special vehicles in convoy Test vehicles

Speeds (vehicles in special transport regime). a) Vehicle with generic authorisation: the maximum permitted speed will be 70 kmph. On these limitations prevail the most restrictive that appear on the ITV card. b) Vehicle with specific authorisation: the maximum speed allowed will be 60 kmph. On these limitations will prevail the most restrictive that appear on the ITV card. c) Vehicle with exceptional authorisation: the maximum permitted speed will be that fixed in the authorisation, which in no case will exceed 60 kmph. On these limitations prevail the most restrictive that appear on the ITV card.

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Portable Warning Lights May Become Compulsory In the event of an incident or breakdown on the roads, we hopefully know the procedure to follow, donning our high visibility vest and placing one or two warning triangles protecting the vehicle, and then summoning help, but it is becoming increasingly apparent that this procedure is not enough.

Whether it´s because the rules are not being followed correctly, or if they are not being followed at all, the number of fatalities and serious injuries in the early part of an incident is of deep concern.

In 2018, two out of every ten people who lost their lives on the high capacity roads of Spain did so outside their vehicle. In total, some 60 people were killed whilst involved in some kind of emergency which they were dealing with, whether that involved placing the triangles or just because they hadn´t been seen, it is a figure that must be reduced.

So, the Ministry of the Interior wants to find out why the signalling of incidents and breakdowns is a problem, especially on motorways where 303 people died in 2018, 23 more than in the previous year. As we have seen already, 20% of these fatalities were “pedestrians”, who are not normally permitted on these roads, except to deal with an emergency, and is the only “negative” data provided by the Minister responsible for the department, Fernando Grande-Marlaska, along with the Director General of Traffic, Pere Navarro, when taking stock of the road incident rate of 2018.

The conclusion that these departments have come up with is that the 60 people who were killed had left their vehicles, equipped with the mandatory high visibility vest, and were in the process of placing the warning triangles, or were already fixing the damage or waiting for roadside assistance.

One of the plausible measures being considered to reduce these surprised deaths is to make the stricken vehicle even more visible, by means of a flashing orange light placed outside the vehicle, on a stable and flat surface, magnetised and with its own power, which would serve as a beacon which would be highly visible on vehicles where are at the roadside.

Such devices are voluntary at the moment, to be used in addition to the hazard warning lights on the vehicle and the mandatory warning triangles and high visibility vests, but the proposal would see them as mandatory for all vehicles to carry and use in the event of an emergency.

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Of course, anything which has the potential to reduce road fatalities should be welcomed, but this is not without flaws in itself, as we have seen numerous police and Guardia Civil vehicles completely destroyed when they had stopped on the hard shoulder to assist other road users, these vehicles festooned with flashing lights and reflectors, and yet still a target for the distracted.

Although we know from historic data that the majority of serious incidents occur on the secondary road network, which is being targeted through such improvements as a reduction in the maximum permitted speed in some places, motorways are traditionally safer roads, partly due to their almost sterile environments, and their long stretches of straight sections and smooth curves. That said, complacency may be creeping in, as some 26% of the fatalities that occurred in 2018 were on these high capacity roads. It is worrisome that this figure continues to grow, with a 3% increase over 2017 last year, and 5% more than in 2011.

The orange beacon use would be consistent with the Ministerial Order PCI / 810/2018, published in the BOE on July 31, which ordered the homogenization of the blue colour as a warning indicator for all emergency vehicles and gave a period of two years for that change, and also introduced permission for different types of emergency warning lights being voluntary, from the traditional beacon style, to revolving LED equivalents.

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Add Your Bike to a National Database for Free Recently, the Guardia Civil in Torrevieja arrest a gang of people suspected to have stolen around 100 bikes in the Torrevieja area, and the Local Police in Pilar de la Horadada also arresting suspects for similar offences.

In Torrevieja, a catalogue of the recovered bikes has been created which anybody who has suffered the loss of a bicycle can check and, hopefully, be reunited with their vehicle. In Pilar de la Horadada, the rightful owners have already had their bikes returned, thanks to an initiative which began in the town and is now spreading nationally.

In order to prevent thefts like this, Pilar de la Horadada council set up a registration system in 2017, where bike owners can register their vehicle and thus reduce the risk of theft, and, if it is stolen, allow for a quicker return if recovered. This has proven successful in the cases this week.

Since 2017, the system has grown and the website now accepts registrations from all across Spain, and so you too can add your details at www.biciregistro.es, and hopefully, although we hope it doesn’t become necessary, have your bike returned promptly in the event of theft.

You can register your bike for free, even adding photos, as well as a description, but for a small administration fee of just 7 euro you can also get an identification kit for your bike, which can be done at the validating centre, which in the Municipal Tourism Office, located in Plaza de Campoamor, 2 of Pilar de la Horadada.

In addition, the Orihuela Costa town hall is also a registered point, according to the website, and so you can ask at the information office there if you want more information, and, hopefully, help to reduce this sort of inconvenient crime.

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Where to Stick the Stickers There are not many things allowed in the windscreen, but some are compulsory, so the question does sometimes come up as to where to stick them.

You are not permitted to stick anything unauthorised in the windscreen, so things like For Sale signs are forbidden. Here is a list of things which are permitted. When we talk about the location of them, we are imagining ourselves sat in the vehicle, looking out.

ITV Sticker (if required) To be placed in the upper right corner of the windscreen. Also, just one, the current sticker ONLY. ECO Sticker To be placed in the bottom right corner.

Shared Vehicle Sticker Used in some highly congested areas and allows vehicles, under certain conditions, to use special lanes for vehicles of high occupancy, VAO. Both the ECO and Shared Vehicle stickers have been incorporated into the latest changes to traffic law, of 2018.

On the image, you can see on this vehicle (kindly loaned to us by Casas Espania) the location of the stickers, although in this case we are on the outside looking in.

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What is the Clearance Light?

Clearance lights, sometimes (somewhat incorrectly) known as height lights, are affixed to certain vehicles and, where applicable, have mandatory requirements.

The lights are designed to highlight the width and height of a vehicle, and can assist in speed estimation, distance and the overall dimension of the vehicle.

When installed, they must be illuminated under the same conditions as the main vehicle lights, from dusk until dawn and during reduced visibility, but what vehicles have to have them?

The clearance lights consist of two white lights on the front and two red lights on the back of the vehicle. These lights are installed in the upper and outer part of the vehicle, and must be installed on all vehicles over 2.10 metres wide, and are also optional for vehicles with a width greater than 1.80 metres. They are prohibited on vehicles narrower than this.

From the explanation, we see an almost contradiction, as although the clearance lights are often known as height lights, and are positioned at the highest points, it is the width of the vehicle which determines their requirement.

According to the General Specifications, vehicles of categories M, N and O of more than 2.10 metres in width must be equipped with: -Two approved clearance lights, in white, visible to the front.

-Two approved clearance lights, in red, visible from behind.

There are other optical signalling devices that indicate the presence of the vehicle, such as the retro-reflectors and the contour marking signal on vehicles (sign V-23). However, although they also indicate the presence of the vehicle, the clearance lights serve as a complement to the position lights of the vehicle.

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Check your Screen Wash Levels Whatever the time of year, one part of the car receives a considerable amount of abuse, and yet it is one part that must remain clear and clean in order for it to perform its function safely, that is the windscreen.

During the height of summer we find flies and bugs splattered as we drive along, park near a tree and the birds seem to use us for target practice, in the winter we have grit and debris flying from the road, and even on the inside, particles from the very fact we need to breathe can also cause problems, particularly when there is then a difference between the interior and exterior air temperature.

However, all of that aside, we want to remind you of the importance of keeping your screen wash topped up.

It ought to be one of your (at least) monthly rituals, when you check your lights, oil and tyres as well as other parts, making sure that your vehicle is maintained in a safe and roadworthy manner.

Although the engine compartment is not an area many of us are familiar with, nor do many of us want to be, there are certain areas that are a must for every driver.

Luckily, most vehicle manufacturers make the bits we need both easily accessible and easy to identify, so that we don’t have to “fiddle” with anything unnecessary.

Check with your vehicle owners manual for the location of your screen wash tank, although it is often identified by a standard symbol, and then keep a check on the levels, topping them up as needed, but at least once a month, so as you are never caught out.

Once you know that the levels are okay, and with approved liquids only in there (hint: washing up liquid doesn’t work as well as you might think), you then need to use it. Find out the different setting on your vehicle so that you know how to use the screen wash feature. Some vehicles also have them on the rear, so check that out too.

Then use the wash to keep your windscreen clear of any obstructions.

It is also worth remembering that if you use your screen wash when the vehicle is moving then the trajectory of the spray may differ to that of a standing vehicle. It is also worth keeping two other points in mind if the vehicle is moving too, such as if you spray too much, it may obscure your vision, which could be dangerous. Also, the spray may go too high and even over your vehicle, spraying whatever is behind you. Okay, that might mean the car behind gets a free windscreen wash, but for a two-wheeled vehicle that could result in dangerous conditions.

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That said, the screen wash is there for a purpose, because our windscreen must be kept clean at all times, so use it. By the way, remember to keep all windows clean and clear, as well as lights, mirrors and the number plates, as these all form essential functions on the vehicle, and some of which are mandatory requirements to do so.

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Trucks May be used to Fight Mobile Phone Use

The DGT frequently run special campaigns on secondary roads, the location of the majority of fatal and serious incidents in Spain, which focus on the main contributing factor to road traffic collisions, inappropriate speed, driving too close, alcohol and drugs, and not wearing a seat belt and distractions, such as using a mobile phone.

It is the latter two problems that the director general of the DGT, Pere Navarro, is increasingly concerned about, as both factors seem to be spiralling out of control. At the Forum for Sustainable Urban Mobility in Bilbao recently, he said, "We must avoid the feeling of impunity and the laws must be complied with."

To try to turn the social acceptance of using a mobile or not wearing a seat belt, the DGT has reverted back to harder hitting advertising campaigns, showing the reality of how grave incidents can be, and the aftermath that the families and friends of those who have been killed or seriously injured have to cope with, all innocent victims of the phenomena.

An extra piece of equipment being considered by the DGT to try and combat the problem takes a leaf out of the book of the UK traffic police, with the introduction of trucks and unmarked vans travelling on the road network looking out, particularly, for drivers using a mobile or vehicle occupants not wearing a seat belt.

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The elevated position of the driver in these vehicles offers a point of view not available in a car, as it is much easier to see what is happening when looking down, a situation proven by the Pegasus equipped helicopters and the newly tested drones.

Moreover, these vehicles often go unnoticed by those drivers committing the offences, and so enforcement can be easier, thus halting the menace.

In the UK, this form of surveillance has been active for two years and has already shown its effectiveness, with more than 4,000 sanctions being imposed on distracted drivers. The majority of those sanctions, two thirds of the total, are for mobile phone use, but other behaviours have also been detected, such as applying makeup, eating, or rolling cigarettes.

As revealed by the balance from the DGT for 2017, distracted driving accounted for 32% of the causes of fatal incidents, ranking first over inadequate speed (26%) or alcohol consumption (12%).

A number of vehicles are currently operating on the roads of Spain, under test conditions in order to evaluate the possibility of mass introduction, but if the success of the UK is anything to go by, this will prove to be a valuable addition to the arsenal of weapons which are constantly increasing to try to keep us all a little safer on the roads.

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Cyclists and Roundabouts

A recent survey conducted by the Ponle Freno Study Centre has revealed that 40% of road users don’t know how to act in the presence of cyclists, and that two thirds of all road users don’t know who has priority at roundabouts.

The first thing that is seemingly lacking in knowledge is that at a roundabout, a group of cyclists are treated as a single unit. That is to say that if the first cyclist in the group has entered the roundabout, the remaining group will now take priority, therefore traffic on the roundabout must now wait until they have all passed.

However, this rule is on the assumption that the first cyclist has already entered the roundabout. If the group are approaching a roundabout and see vehicles already on it, then they must give way to traffic already on the roundabout, in the same way as if they were a single cycle, or a car, for example. It is only when the first cyclist in the group has already entered the roundabout that the rest can then follow.

On an open road, remember that you must be able to safely pass a cyclist with at least 1.5 metres space between your vehicle and the cycle. This is also the only time it is permitted to cross the solid white line, if necessary, but only if no other vehicles are approaching, and that you can see that it is safe to proceed.

A cycle is treated the same as any other vehicle when on the road, therefore cyclists are also reminded that they too must comply with the same laws as other vehicles.

As well as many other rules particular only to cyclists, such as ensuring you can be seen, wearing a helmet out of town (children at all times), for example, you must also have a bell on your bicycle.

Similarly, you are not permitted to use a mobile phone when cycling, or wear headphones, as you too must maintain attention to the road at all times, just like all road users.

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What Documents are Needed for the ITV In order for an inspection centre to carry out the mandatory Technical Inspection of Vehicles (ITV), the equivalent to the MOT, you must present certain documents at the test centre.

These documents are in order to confirm the ownership of the vehicle, it´s registration, and the details on any previous inspections carried out.

Over time, some of these documents are being replaced by digital versions, and so if your new vehicle doesn´t have the ITV card for example, check with the dealer because it may well be in digital form. In all other cases, it is mandatory and provides a wealth of information.

In order to have the inspection carried out on your vehicle, you must present the following: 

The original vehicle technical inspection card, the Tarjeta Inspección Técnica de Vehículos.



The original log book, called the Permiso de Circulación.



Accreditation of the obligatory insurance of the vehicle (the last receipt to the current of payment will suffice).

It is also important to note that the ITV must be valid when you drive on the public roads. In other words, unlike the UK, you cannot book an appointment with a vehicle that does not have the ITV and drive it to the centre. The ITV must be valid in order for you to drive there. If you don´t have a current ITV, then the vehicle must be taken to the test centre on a grua, tow truck, and not driven there.

Recent change in the law also means that you are able to take your vehicle for the inspection up to a month before it is due, without it affecting the expiration date. So, in other words, if your ITV is due on the 20th of the month and you take it on the 5th, assuming you pass, your next ITV will still be extended until the 20th of the corresponding month when the next inspection is due.

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What Happens if I Don’t Pay a Traffic Fine?

According to statistics, pretty much every driver has ever been caught out committing a driving offence at some point. The most common reasons are improper parking, speeding or even using their mobile whilst stopped at a traffic light.

These days, many of the fines are issued remotely, with drivers caught out by one of the many cameras around the road network, r even by Pegasus on the DGT’s helicopters.

If you received a fine and it genuinely wasn’t you, perhaps you’d let someone else drive your car, or even your number plate may have been cloned, it might just be a genuine mistake by the system, whatever the reason, there is a process of contesting the fine, the details of which are published in English on the DGT’s website, dgt.es.

However, on this occasion, what if it was you but you just choose not to pay it. What then are the consequences of ignoring or failing to pay a traffic fine? We will tell you.

The first point we have to make is that there are benefits to having a Spanish driving licence, changing your UK one for a Spanish one if you are living in Spain. You do have two years to do this but it is better for you if you do it as soon as possible.

If you have a UK licence and you are stopped to be dealt with for a traffic violation, you are treated as a tourist and, as such, you have to pay the fine on the spot, with a risk of your vehicle being immediately impounded if you don’t or can’t.

As a Spanish licence holder, you don’t have to pay on the spot and, even better, most fines have a discount for prompt payment . The fine is reduced by 50% if it is paid within 20 calendar days following its notification (either by hand or by postal mail).

During this period of time , the fine may also be appealed , presenting the allegations and the evidence deemed necessary up to 30 days after it was received.

Now onto the point, what if this period has passed, either inadvertently or intentionally, what happens next? After the initial time allowance, a new period known as an executive procedure begins. If no payment has been made in the voluntary period, the sanction becomes fixed and the fine will arrive with a surcharge of 5% (now without the possibility of a 50% discount). This step will be carried out automatically and without the need to notify you. You have been warned!

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Once that period has passed, remember there is no obligation for you to be notified again, it is the Tax Agency who takes over the matter. They will then notify you with what is known as an enforcement order, a document indicating that the fine is applied, now with a 10% surcharge and a new payment period. If you continue with the intention of not paying, there will be a new notification, this time with a surcharge of 20% and also a new deadline for payment.

Once this option has been exhausted, the matter becomes even more serious and you will be informed that the normal procedures have not been satisfactorily settled. It is now, after a relatively short space of time, that the Tax Agency begins to seize the assets in order to settle the account, for example taking the money from your bank account. If you have no money in your account then the Tax Agency is able to obtain it through other revenue streams, such as direct from your salary or pension. If you still haven’t got enough to pay, then the next stage is for the Tax Agency to seize assets, such as real estate for example.

In short, as a Spanish licence holder, if you get fined you can often get a 50% discount of you own up and pay it promptly. If not, the fine is likely to end up doubled, taken from your bank or salary without you having any opportunity to contest it, not even on the basis of having bills to pay or needing to eat, and, ultimately, your assets could be seized, to which we conclude, if you did commit the offence it is far better to pay promptly and learn from it, not repeating the infraction again.

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Category F Tyres Banned from Sale

In a bid to further reduce the environmental impact of vehicles on the roads in Spain, the sale of more poorly performing tyres has been outlawed.

All tyres for sale in Spain follow the European Standards for safety rating. As of November of last year, the sale of tyres which are in the “F” category for roll resistance, and which are intended for use on passenger cars and vans, have been prohibited.

Roll resistance directly influences fuel consumption of the vehicle, and therefore, its pollutant emissions, especially that of greenhouse gases. The lower the resistance, the lower the consumption and, according to the Tyre Manufacturers Commission, "up to 20% of fuel consumption is related to this factor."

According to Jose Luis Rodriguez, president of the Commission, "the prohibition to sell these less efficient tyres in the European market highlights again the informative work and the protection of the consumer interests of the tyre Label".

The special tyre labelling system came into force on July 1, 2012. Its objective was to inform the consumer by means of colours, symbols and letters, of the roll resistance, the braking grip on wet roads and the sound level of the tyre, helping consumers to choose the tyres that provide the best performance for their vehicle, but that are also safe, durable, efficient and respectful to the environment.

The sale of "G" rated tyres, in other words the least efficient, was already outlawed in 2014.

The Professional Organization of Tire Specialists (OPEN) insists that tyres are the vehicle's only contact with the road. They ensure that the adherence and direction that the vehicle travels in is the one desired by the user and also cushions imperfections of the road. At the same time, they insist on the need for adequate maintenance of the tyre, including pressure and depth.

According to a study by the University of Edinburgh on vehicle gases, it was stated that 2/3 of the particles emitted by a vehicle are due to tyres, vehicle maintenance and roads. OPEN underlines that "the use of efficient tyres could represent a decrease of 50 litres per 10,000 kilometres in the use of fuel.

There is a transitional period for garages which have stock of these Class “F” tyres, in that those manufactured before November 1, 2018, may still be sold for a period of 30 months, i.e. up until May 1, 2021.

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The Difference Between Autopistas and Autovías It is not always clear to many drivers who move through the motorway network, but there are two very different types of high-speed roads in Spain.

The two types of roads share a lot of characteristics, but also have subtle differences.

Both are motorways, but autopistas (AP-7 for example) and autovías (A-7) have their own definitions.

Both have two lanes (at least) for each direction separated by a median, in both the maximum speed is 120 kilometres per hour (apart from the exceptions we will mention), and a minimum permitted flow speed of 60 kilometres per hour, and so if your vehicle is not capable of that speed, you are not allowed on.

Both autopistas and autovías do not have junctions which cross other roads, they have fast flowing entrances and exits which join and leave the flow of traffic and hard shoulders.

In addition, autovías and autopistas have service areas, normally no more than two hours apart, at most, to allow you to stop for a break, and, in general their use is restricted to cars, trucks, buses and motorcycles that are capable of reaching at least 60 kilometres per hour on the flat .

Neither the autopistas nor the autovías go through urban centres, but border them and go around them as bypasses. The maximum permitted speed of a motorway passing an urban centre is normally reduced.

However, the question is not of their similarities, but rather of their differences. The difference, generally, is technical, by which both are denominated differently, as well as a slightly more interesting reason that is historical: the autovías usually have their origin in old roads that underwent a transformation and conversion in the 1970s and 1980s. This is not always the case, but it is usual for an autovía to follow, at least partially and for some of the two directions, the route of an old national road.

This means that the autovías can have certain limitations. For example, they may have curves with steeper turning radii and greater climbs on slopes. Also the width of the hard shoulder can be affected and be narrower on the autovía than they are on the autopistas.

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The lengths of the exit and incorporation lanes can be shorter, and even none existent on the autovías compared to the minimum length required for autopistas. In some cases the autovías can have bus stops on the road itself and not the service road as happens with the autopistas, since on the autopistas it is not mandatory that there is a service route.

However, the newer autopistas do not usually have these limitations for the most part, so in practice and increasingly the difference between an autovía and a newly constructed autopista is more in its original design than in its effective function.

Another important difference is that, in general, the autovías are not toll roads while many autopistas are.

Primarily, to sum up, autopistas are a newer version of a motorway, specifically designed, from scratch, and feature fast-flowing pathways with long curves, and a sterile environment for drivers in order to reduce distractions, thus permitting the speeds to flow more constantly than on an autovía.

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Where do Road Signs Come From?

Spain is about to undergo the first major reform for some time that is aimed at significantly reducing road casualties, as the maximum permitted speed limit on some roads is set to reduce, and although we will cover that in more detail in another article, one question that is seldom answered, if ever, is where do road signs come from?

The maximum permitted speed on around 10,000 kilometres of Spain’s roads is set to be reduced to 90 kilometres per hour. Although this sounds like a lot, it is after all a quarter of the earth’s circumference, it is in fact just 6% of the network.

That aid, resigning a quarter of the globe is still no mean feat, and so the question still remains, where do the signs come from?

On this occasion, we can thank the French for their efforts, much in the same way as we did when the motorway speed limit was reduced during the fuel crisis of 2011. What do you mean you didn’t thank the French? It was a French company that provided the signs then, and it is that some company who are ready and set to provide the same service once again, largely because they have a stock of road signs ready to be installed.

Whilst we are thanking our European neighbours, and you can stop your mind wandering toward Brexit, we must also praise Austria for hosting the 1968 Vienna Convention on Road Signs and Signals, where (mostly) standardisation was agreed. It isn’t just the fact that a French company has a stockpile of Spanish road signals, it is that it has a stock of European standard signs.

The company providing most, if not all of the signs for this change, are Lacroix Señalización, which are part of the Lacroix Group, involved since 1965 in the creation and supply of road signs in France, and Spain, inaugurating their new Spanish office and factory in Madrid in June, 2017, and through its subsidiaries and distributors in Europe, Africa, Latin America and the Middle East.

The company dates back to 1936, when, in the French town of Nantes, a city on the Loire River in the Upper Brittany region of western France , Mr. Lacroix created a trade business specialised in selling equipment to Public Works and Highways companies.

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To upgrade the roads of Spain and make the changes in the unusually short time available, just one month compared to the three months normally applied to legislative changes, Signaling Lacroix launched a special service that they guaranteed the necessary stock and immediate delivery would meet demand swiftly. According to the company’s director, Bernard Canoen: "The owners of the roads have little time to make the change and we have stock and material ready and have the capacity to deliver orders."

The company isn’t just involved in providing road signs however. In their 5,000 square metre facility, they also house a Research and Development section, which has already worked on such innovations as signals that can absorb shocks in the case of collision, and connected devices that detect and protect vulnerable road users such as pedestrians, cyclists and motorcyclists, while improving the fluidity of hazardous areas. This connected equipment can improve safety on all types of roads, intercity and urban (near schools, roundabouts and intersections), which goes along fully with the Spanish Government’s commitment to “truly modernize infrastructure with intelligent signalling", says Canoen.

The latest development is the ‘Smart Road’, which, according to Canoen, will allow the road itself to determine speed limit signs displays based on different information such as traffic density, conditions, pollution and climate, and connected to other equipment such as lighting. Modulation speed and lighting makes the road and its surroundings are more fluid and secure. "Smart roads open up a complementary and essential security solution. This is the next stage."

So next time you look at one of those circular signs on the road, or any of the road signs for that matter, think not only of what it means to you at that moment, but how it got there and how experts in that little realised field are working with us to try to keep us safer on the roads, even though, as a speed limit is so often a reminder, much of the effort still lies with each and every one of us to realise that the roads are dangerous places, and that signs and signals are there for a reason, not to be ignored, but respected in every way, as a means towards the ultimate road to zero fatalities.

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Thinking of Buying an Electric Scooter?

You may want to reconsider!

In the last year, the interest in Personal Mobility Vehicles (VehĂ­culos de Movilidad Personal or VMP) has rocketed, not only in Spain, but global interest has seen a variety of vehicles taking to the streets and pavements, but the speed in which they have spread has caused legislative problems and confusion amongst many different sectors.

Sales were expected to be high last Christmas in Spain, but there may be a sting in the tail as strict legislation is just around the corner.

We have now seen a number of fatalities involving one of these in Spain, and with many of their users unlicenced and untrained, legislation to ensure safer practice was inevitable. Now, the DGT intends to include these vehicles in the latest adaptation of vehicle regulations, with some of the vehicles requiring registration, licences to drive, and insurance.

The makeup of these vehicles transcends such a wide range, from small skates to larger and more complex machines. Some are electrically powered, others have combustion engines, and yet, so far, whatever the size, scale or power, other than a few elements already covered by law, the vehicles have so far been grouped together.

The only real official information so far was in 2016, when the DGT issued Instruction 16.V-124, which was little more than an informative notice with little regulatory effect, and which has not been touched since, despite the vehicles in the category undergoing major transformations.

As the basis if these vehicles is that they would only be used within the city limits, it was believed sufficient for the framework of the legislation to allow local authorities to derive their own rules, which inevitably led to confusion when users would travel to different cities, and in those locations where towns simply hadn’t bothered to create their own norms.

There were city councils, like Madrid , Barcelona and Seville for example, who did develop Municipal Ordinances with which to tackle the problems.

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Since then, the new Director General of Traffic, Pere Navarro, has been working to properly catalogue Personal Mobility Vehicles in the next changes to the Vehicle Regulations within a new reform of the Road Safety Act scheduled for mid-2019 with the hope to be able to properly regulate the use of these vehicles for use as urban unipersonal transport.

Whilst the legislation is still being finalised, so far these vehicles have been segregated into four different categories: Toys: Traditional skates and motorised hoverboards with a maximum speed of 6 km / h. They can be used on pavements and pedestrian areas.

VMP: Electric scooters, electric monocycles and Segways with speed up to 25 km / h. They can be used by bike lanes and authorised lanes. Never on pavements or pedestrian areas.

Bicycles and electric bicycles: They can travel on all types of roads as well as bike lanes, but never on pavements or pedestrian areas.

Category L1e: Vehicles with a maximum speed of up to 45 km / h that can travel on all roads and never on pavements or pedestrian areas.

In addition to this effective separation duly recorded in the Vehicle Regulations, there will also be new developments in the regulatory plan since both electric bicycles and VMPs will require a vehicle identification and a European Community certification that must be supplied by the manufacturer of each vehicle.

In the case of the L1e, the legislation will mean a much more complex process.

These vehicles until now were being used as VMP but due to their size characteristics, halfway between bicycle and VMP, in addition to having a motor that makes them significantly faster and the possibility of incorporating a seat, they were clearly being misused.

These vehicles will become part of the L1e category and will require users to have the same treatment as if they are mopeds, that is to say that the rider must have a licence for the vehicle (AM category licence), they must have registration and display the registration number plate, and they must have insurance. In addition, their speed must be limited to a maximum of 45 km / h.

If you are a current user of Personal Mobility Vehicles, you may see changes based on your vehicle. In addition, the authorities will have a more precise focus within the legislative framework. What that means is that the ordinances will be applied conscientiously removing these vehicles from the pavements and being able to ensure control of the documentation that is necessary in each case.

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Thinking of Buying an Electric Scooter?

You may want to reconsider!

If you are not yet an owner, or are thinking of buying one, then you may well soon find your vehicle confined to the dumpster, if the recipient is no longer able to ride it, or you are unable to get the vehicle registered and insured, bearing in mind that the vehicle type may determine this and, in some cases, it may not be possible at all, resulting in the only option being scrapping your new toy.

On the other hand, a price increase is expected in the models that will require identification and a mandatory certification under penalty of administrative sanction, and so, if you’re prepared to gamble, you might just pick up a bargain right now.

One of the most upsetting changes to the law will no doubt be for current users of the L1e family of vehicles. Although it is true that until now these small twowheeled vehicles did not need any registration, if the law is approved, which is very likely, vehicle registration, insurance and licence will be a must for those currently being used now, the moment the act come into force.

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Early Treatment and the Collaboration of Patients and their Environment are Key for Brain Damage Rehabilitation after an Accident 40%

OF THE SUCCESS IN RECOVERY FROM BRAIN DAMAGE

LIES IN THE COLLABORATION OF PATIENTS AND THEIR FAMILY ENVIRONMENTS

QUIRÓNSALUD TORREVIEAJA

HAS BEEN NAMED A REFERENCE

CENTRE FOR THE CARE OF TRAFFIC ACCIDENT VICTIMS IN THE PROVINCE OF

ALICANTE

One of the most severe lesions that derive from traffic accidents is cranial trauma; it can cause cerebral haemorrhages in different areas and, therefore, functional and cognitive alterations in people. The key to success in the treatment of this type of lesion is found in earliness and intensity when submitting to treatment, in addition to having a multidisciplinary team and the collaboration of patients and their family environments, states Mirko Alavena, Neurology specialist and Coordinator of the Quirónsalud Torrevieja Neurorehabilitation Unit.

As Doctor Alavena explains, “experience has shown us that it is important to start treatment as soon as possible, with intensive therapy in which the whole professional team works towards one recovery objective. The collaboration of patients and families also plays an essential role. In our experience, almost half of the success of rehabilitation from acquired brain damage depends on their active participation in the therapy.”

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Personalised, Multidisciplinary Treatment The most effective therapies for brain damage rehabilitation after a traffic accident are based on multidisciplinary work, in other words, a team of several professionals working with a common recovery objective: including a rehabilitation physician, a neurologist, a psychiatrist, neurological physiotherapists, occupational therapists, neuropsychologists, speech therapists and social workers.

“Each patient,” explains the neurorehabilitation specialist, “must have an intensive, personalised daily plan, with an average duration of forty-five minutes each, for hospitalised patients as well as outpatients, with the goal of recovering the damaged functions, increase those that are preserved, and adapt to the limitations that may derive from the brain damage.”

This type of therapy lasts a long time, with an average hospital stay of 2 to 3 months, and continues with outpatient rehabilitation. “The important thing is that families know that, when facing a brain damage lesion, there are alternatives for recovering autonomy; we have cases with 100% recovery, and others in which the patients managed to return to their daily lives with significant independence.

It is also important to seek out patient associations and hospital centres, such as Quirónsalud Torrevieja, where the patient can find support and counselling with no obligations,” says Doctor Alavena.

Quirónsalud Torrevieja, Reference Center in Alicante

Healthcare for traumatic brain injuries caused by a traffic accident is not included in the Public Healthcare service catalogue, since there is a third party that is forced to pay for it (the insurance company or the owner of the vehicle to blame for the accident, if he or she is not insured). This circumstance gives people the right to choose the hospital centre and physicians that will treat the accident victim.

Its recent entry into a covenant with UNESPA [Spanish acronym, Association of Spanish Insurance and Reinsurance Institutions] has turned Hospital Quirónsalud de Torrevieja into the only reference centre for insurance companies in the province of Alicante. In addition to dealing with all the administrative paperwork, the centre has one of the most cutting-edge neurorehabilitation Services for the attention of patient with brain damage in the province.

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Hospital Quirónsalud Torrevieja organised "Christmas Eve for all, no family without Christmas"

ON THE MORNING OF DECEMBER 24, CHEFS FROM EL CORTE INGLÉS COOKED FOR 109 FAMILIES AT RISK OF SOCIAL EXCLUSION THROUGH THE NGO "ALIMENTOS SOLIDARIOS".

The Hospital Quirónsalud Torrevieja organised a solidarity action campaign over the festive season, "Christmas Eve for all, no family without Christmas", which was done in collaboration with El Corte Ingles, the Association of Realtors of the Vega Baja (ASIVEGA) and the Diario Información.

There was a special event to mark the occasion which took place at the headquarters of the NGO Alimentos Solidarios of Torrevieja on the morning of December 24 from 12:00 to 14:00 pm, and consisted of the preparation, by chefs of El Corte Ingles, and serving of Christmas Eve dinner to 109 families in need.

In addition to the distribution of menus, the Hospital Quirónsalud Torrevieja has distributed to the children the Christmas toys and sweets that were deposited in the hospital during the solidarity campaign of Christmas 2018 that took place from December 3 to 12, and that culminated with the performance of the British ICA Choir.

The action has been framed in the solidarity commitment of the Hospital Quirónsalud Torrevieja with the objective that all the families of the region of the Vega Baja have a special Christmas.

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How to Deal with Breakdowns

The average age of vehicles on the roads of Spain is increasing, which is unfortunately going against the government’s hopes of reducing the age of the fleet, hence numerous subsidies to help older vehicle owners buy new.

At the moment, the average age of vehicle is nearing 12 years, which not only means that many vehicles are not equipped with the latest safety features and technology, it also means they are more prone to breakdown.

The good news is that most of the breakdowns are common faults, and in the worst case your insurance would cover recovery. However, it’s still not pleasant when it happens, and so we can look at not only what to do if it does, but also how we can help to prevent such problems.

If you do breakdown on the road, the first thing to remember is to stay calm. Then, you need to think about protecting yourself and your vehicle. Put on your high visibility vest and switch on your hazard lights. At night, you should also have your parking lights on, if possible.

Remember next to place your emergency triangles. These have to be placed 50 metres from the rear of your vehicle if traffic is flowing in only one direction, and 50 metres from the front if traffic flows in two directions. It is also important to ensure that your triangles are not only 50 metres away, but are visible from at least 100 metres, bearing in mind such obstructions as curves or the brow of a hill, for example.

Now that you and your vehicle are protected, make a note of exactly where you are.

Road signs and kilometre posts are important, or major landmarks. You will need to know your exact location because now you need to summon help from your insurance recovery company, or from the emergency services if needed. Remember, stay calm and protected at all times.

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How to Deal with Breakdowns

We said that most of the faults are common, and that we would look at prevention as well. Sadly, a lot of problems are caused by poor maintenance, such as with the brakes or suspension. Undiagnosed faults here can seriously reduce the stopping ability of a vehicle and can therefore be extremely dangerous. It is always best to get these systems checked by approved and qualified mechanics at authorised garages, such as Autos Direct in San Miguel de Salinas for example, who provide us with lots of information relating to maintenance, and will have a check of your car in their Bosch service centre.

Lights are a common failure for older vehicles. These should be checked regularly, making sure that all lights are working, including brake lights and indicators. Some older cars do have bulbs which are easy to swap, which is one of their benefits, others may need a mechanic to assist.

The electrical system can deteriorate with age and can be prone to failures.

Although many faults may require a mechanic to repair, some can be repaired if they are simple, keep an eye on warning lights on the dashboard and if there is any doubt, visit a qualified mechanic.

The engine itself can also be prone to failures as it gets old. Sometimes the rubber seals become worn or damaged, so be aware of this, but you can and must check your oil levels on a regular basis and makes sure that there is nothing obviously wrong such as a leak.

Tyres also deteriorate with age, and these must be changed if worn down. Damage can occur for many reasons and you can check the tyres yourself, looking for obvious signs of damage such as holes or knocks, and that the tread is even. By the way, Autos Direct have a little card which you can get for free to check the tread depth of your tyres, just call in and ask them for one (subject to availability of course), and search for “tyres� on n332.es for lots more information on how to check for problems. You must also keep tyres correctly inflated and check this on a regular basis.

With a little bit of care and attention, increasing as the vehicle gets older, we can avoid a lot of problems, but if you do find yourself broken down remember to stay calm and always protect yourself first.

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Fire Station Open Day WHILST COLLECTING TOYS CHRISTMAS, FIRE FIGHTERS

TO GIVE NEEDY CHILDREN A SPECIAL IN

TORREVIEJA

OPENED THE DOORS TO

THEIR STATION FOR AN EVENT SHOWCASING THEIR LIFE-SAVING WORK, INCLUDING VEHICLE EXTRACTIONS

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69 44 65 821

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