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The Question could read; “Why did the British motorcycle industry fall away from the mid-1930s” because it’s from here that it started going wrong. Most of the bikes you think of like the Manx Norton (1927) for Racing and the Triumph Speed Twin (1936) were made in the early and mid-1930s and from then on the British struggled. From 1935, the German’s and Italians broke Britian on the race track and if you read about TT racing from 1935 to 1939, you’ll see the future axis countries with BMW winning the Senior TT race along with DKW, Moto Guzzi and Benelli et al swamped the British. This is misinterpreted in Steve Koerner’s book about the BMI as ‘preparing for war’ but the British race designs had stalled and it was ‘mend-and-make-do’.The British skill until this point was in taking each part of a Motorcycle and improving it with each factory competing and selling what it considered the right motorcycle with slight adjustments in specification. The gap between idea and application at these factories was very short and much of the general improvement in Motorcycle design was theirs. But the technical side did not keep up, and while initially the skills could be learnt ‘on the job’, by the 1930s some serious skills were needed and as you’ll see below; the designers never had them, not once, anywhere! If you can think of a ‘great new idea’ that they came up with then just put it down in writing here!Britian was poor-near-broke after WW1 but due to the gentlemanly way business is conducted in Britian, most bussiness’ survived without the evil moves you’ll read of in (Japan) a book named ‘The Japanese Motor Cycle Wars’. They also did so by copying other factories ideas with small changes or improvements but also copying their mistakes too!For production Motor Cycles, the answer has never been written correctly AS I SEE IT. I’ve read over 80 books on the subject and sister subjects trying to get to the bottom of it. The answer is - THE DESIGNS and THE DESIGNERS. There you go, you didn’t expect that did you!In the whole BMI there are said to have been only 6 brand new designs after WW2 and they all went wrong to a more ot lesser degree. Some dreadful rubbish was designed and they kept using the same old designers to make them. The best engineer/designer was Val Page who was educated before WW1 - but it wasn’t on Motor Cycles! Then you have Bert Hopwood and Edward Turner who both took very short part-time education courses, trained under Page at Ariel, and then proceeded to make many, many bad mistakes technically. One new model followed another and all were seriously floored right up to the Triumph/BSA triples. Not one of them escapes that eulogy. The Triples were pencilled by the gifted tuner/engineer (but not designer) Doug Hele and NOT by Hopwood as he claimed. So let us quickly look at some of them:The Bantam was a German DKW design grabbed by the British, by H-D and even by Yamaha! The Triumph Terrier/Tiger Cub was really a 200cc Model 23 New Imperial (Jack Sangster of Triumph bought the drawings and the name in 1939) updated and if you take these two out of the equation, what came from the lead in Turner’s pencil was very sparse indeed. Hopwood said as much in his book (Whateve Happened to the British Motor Cycle Industry?), but then Hopwood also had his horrors!The (BSA made) Sunbeam S7 which was designed by a Caterpillar Engineer - and went like one!A poor design worth mentioning is the Volecette LE which crippled and doomed Velocette - for they needed to mass produce it but couldn’t. Now interestingly, after the LE was designed, they asked their senior worker to create a production line and get figures up in the thousands. The poor fellow, who was merely a shop floor worker (and proud of it) had left school at 14 just after WW1 and did his very best but no matter how hard Velocette tried, numbers always fell well short of hope & expectation. Design with mass production in mind? No chance! A production engineer in charge of the assembly? How do you spell that!Back to BSA and by now the sixties, tick-tock, tick-tock so BSA try the BSA Dandy and the Beagle, the Triumph Tigress scooter made with a 2 cylinder four stroke engine hidden behind panelling (heavy and overheated) and possibly the worst of the lot; The coupe de gras though, was the Ariel 3 a hidious and dangerous little scooter made with a Dutch engine that seized continuously. This alone cost BSA £1,000,000 at the time.There was the half decent/underfunded Ariel Arrow and Leader that were confused 2-stroke twin ‘tourers’ in White (a 2 stroke…. tourer…white?) which was Page’s only new design in 15 years of sitting at Selly Oak. Why did Page turn to 2-strokes now? In the late 50s, the 4-stroke dominated even in GPs?By denying page and Ariel, Turner even starved his own original design; the 1,000cc Square-Four of funds. He’d rather see it die than let Page work on it or should we say he made Page just sit and stare at it, perhaps forbidden from touching ‘Turner’s’ bike!There were only one and a half big players in the BMI: AMC, which was (Norton/AJS/Matchless) being the cash strapped ‘half’ and BSA/Triumph being the one factory that could have changed things, that had the resources. Despite Norton resources being scant, Hopwood created the Dominator in 1948 and the 250 Navigator some 10 years later. It is hard to understand how the Norton was noisier and leaked more oil than the Triumph Speed-Twin yet Hopwood had had 12 years to iron out simple mistakes. Its perhaps at this point that AMC management enter the triangular relationship of lack of investment - because we don’t get the returns - because the designs aren’t good enough - so there’s a lack of investment…So as the BMI should have upgraded, as they should have been ready for a resurrected Europe, it hadn’t invested in new designs and the old designs weren’t good enough. Further proof of the lack of investment in designs and ideas; Hopwood whilst at Norton, sat in an 10′ x 10′ office at Bracebridge Street back to back with one other designer and they had to design everything for Norton in that room, the pair of them. They used to have to co-operate with each other just to move around and leave the office - and this is Norton in the early 1950s.Everytime you bring out a new design, you are driving the company forwards on the stroke of an oar. a great design and you have a powerful stroke and you lead the race, great designs sell, the coffers are filled - but a weak stroke; a poor design means even less money for R & D, racing and less customer/dealer loyalty, continue this on long enough and export sales dry up first and then the loyal home market follows, the next thing you know, if you don’t eat them, they’ll eat you!There was a small window from 1946–1951 when the BMI earnt money again but the trouble is; nobody else had any and at that moment the USA market had yet to be reached and any sales/transport/quality into Europe for the British compared to the Italians and Germans who could sell throughout mainland Europe with greater ease; were poor. Effectively, the BMI never proved at any that time, that it could sell bikes into Europe and that’s a big hole for a so called world player. All the British manufacturers followed Turner’s (or is that really Page’s?) idea of 4-stroke, OHV parallel twin 360d bikes but nobody dared to move it on - why is that? why settle on a 360 degree vibrating twin? This was Turner’s hold on the whole British motor cycle industry. Everyone was waiting for Turner’s next big thing.Turner for years holidayed in the USA for several months at a time each summer which he said helped with his Diabetes. Now, if you think that the Motorcycle division of BSA/Triumph/Ariel ran without someone in charge for 3/6-months a year….you’d be right. That is what actually happened and while totally in charge!When the American opportunity came for export sales, Turner was well placed to open the market and did so very well! The British couldn’t upscale as quickly as they wanted because the UK market was also growing hard up to its peak in 1959 and the BSA groups domestic market position had to be assured. But it is now, in 1960, 4-years after Turner was in complete control of ALL motorcycles that more than ever the complete lack of quality new designs becomes apparent. The other smaller manufacturers in Britian had difficulty finding the right importer to the USA AND sufficient sales to promote their wares and just didn’t make the sales. The USA required its unique seasonal way of selling and the Motorbike was a recreational item unlike in the UK where it was a utility item.The Americans were far less sympathetic to a bike that didn’t run right or leaked oil and again THROUGH DESIGN we see that the bikes weren’t good enough. The position may have been confusing too because nobody was any better, best reference here must come from the car world where the quality and warranty were of a far higher grade, people expected better quality because they could get better quality from all the other products the consumer was buying. Comparing one poorly built bike against another was the road to nowhere. So what could the British do? What DID they do? While the greatest market in the World was open, laying there waiting to be taken! Well, nobody did anything but upgrade or make-do. Engines got bigger, vibrated more, lost oil, needed to be kickstarted.Even if we take these old designs that needed interrim updates whilst better should have been made, we find that Turner didn’t believe in electric start. So now you reach the torture of Turner, you’re in a committee meeting with the man that designed the Speed-Twin and has now, with two American importers opened the USA market. So do you rely on him? of course! Why? well he can see the designs and whether they are any good. Except that he just didn’t he hoplessly failed. We could go on and on about just this one man………….You have to ask; which came first, the poor design or the warranty claim….well, you know the answer to that one don’t you.It’s said that there wasn’t a single large scale customer survey done at anytime in the BMI until the end, certainly there wasn’t a concise one carried out until it was way too late and in the last days, all manufacturers made what they thought the public wanted., indeed the single long delayed survey’s results came out just as BSA filed for bankruptsy.so, I argue that the BMI had money when nobody else did, that the home market then wasn’t vibrant enough to upgrade, the British government needed its taxes through the purchase tax placed on all new Motor Cyle sales, to pay for the rebuilding of Britian and the time the Country, after an initial economic boom still had the bill to pay for WW2.There was much wrong, ney, it was all wrong but a good design would have helped management make better decisions and everything that came off the British easil from 1946 onwards was blinkin rubbish! Taglioni had university, Hopwood had evening classes, Taglioni designed the 175cc/Mach1 which was such a good roadbike - it made a GP racer. Hopwood designed a GP racer; the BSA MC1 just for racing which, was chronically floored and was already yesterday’s bike. Hopwood had never had an interest in racing and it showed, His true lack of ability to design with vision was lacking whilst perhaps his isolated ability to draw ‘parts’ was good.Don’t look at the Japanese for why, look at the Italians. Why? Well the Italians are very similar to the British whereas the Japanese circumstances are largely different. They had tiny factories like the British, often way smaller than some of the British ones yet look at the beautiful road and racing machines they made. No Empire. No USA market, just the Italian market yet beautiful designs straight off the easil. Another valid reason why it was mainly the designers fault.Remember too, whilst talking (not) of Japan that like Italy and Germany, the three countries pushed education under dictatorship style circumstances and as the end of the war Japan had hundreds of design engineers all prepared to work for little money. What was the only transport needed in Japan? Initially I suggest the train and the small Motor Cycle. Could their designers design rockets? NO! could they design Jets or ‘war’ vehicles? NO! Could they design aircraft or cars? NO! so what did their best engineers design? The humble Moped…. the Scooter….. and tiny clip on engines for Bicycles. These were your grade 1 achievers….working on a moped.Now imagine Britian, a small minority of design engineers are in education yet the Motor Cycle industry is competing with these; a full space programme, a nuclear and ‘defence’ programme, the jet engine (which it invented), six independant aviation companys. car producers are next….say 15 of them? Lorry companys next……say 6? Then we have several Bus and Coach companys, what about tractors and agriculture in general? Most of the companys (we could mention) above would have swollowed the entire BMI. Now where does the poor Motor Cycle trade find the money for the top-of-the-class designer IF they could find him!Edward Turner realised that there weren’t new designers around and mentioned his frustration punlicly and about how he ‘always came back to the same relaible people’. With employement so easy to find in the West Midlands and the Motor Cycle trade wages only being perhaps ‘average’ at BSA and low elsewhere, perhaps apprentice designers all too easily changed jobs for ones with better prospects.Your next question should be; what could they have done better and the answer is firstly to have not seen Edward Turner after about 1940! The second is that between 1905 and 1914 the British should have built a Technical College/a University in the Birmingham - Coventry area dedicated to every facet of the internal combustion engine and automotive design. Look what Britian was making at the time; Motor Cycles, Buses, Lorries, Cars, Vans, and 2T, 4T and Diesel, all could have been taught here. Alas Britian had its first socialist (Labour) government in around 1908 and they introduced 95% death duties and such high tax rates for the rich, a tax at death that wiped away wealth so as to turn any philanthropist or benefactors pockets ‘inside out’.So, when we talk of management decisions, actually, there’s only one factory we really mean - BSA/Triumph. Turner was in charge of the motor cycle division from 1956–1960 and the whole BSA empire from 1960–1964. He had been to Japan in 1960, he’d been in the States every summer since WW2 he had been a designer, he could have sorted it out. Everyone looked to Turner, Sangster gave him the job to sort it all out, all the other factory people looked and waited - but he failed them.It is complicated, and there were lots of other mistakes, but take the designs on their own (and your Dad and Grandad will tell you….) and I hope you have changed your mind.When there is one problem, it is clear to see, when there are many, many problems - as the BMI had, it must have been as clear as mud. Management can see and control everything except how bad their next design will be and how effective the cure for the oil leak will be. They can control everything except the guy at the easil. If he can’t do his job, you’re stuffed!

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What do I think? It’s probably a mite too soon and the ultimate success in achieving this accelerated deadline with will require common purpose and resource to achieve, but lets have a look at one the more negative responses to this question.“Probably one of the most ill thought out things ever and there have been a few. It is so far reaching we should have been allowed a say, a referendum, on it.”One wonders how the world survives hyperbole this massive., and surely this hyperbole should have collapsed in on itself and become a black hole which swallows the solar system. It would not surprise me if the same response was made out of the banning of leaded petrol in 2000. In reality the deadline has been brought forward some 10 years for most cars, and 5 years for others. World shattering enough to have only the fourth UK wide referendum? Especially as such a move was in the 2019 Conservative Manifesto and even in the Labour manifesto commited to 2030 ban of new petrol and diesel cars. That’s 75% of the vote share right there, before the other parties are considered.Lets look into this.Firstly the 2030 date ban on all petrol or diesel cars. It is a ban on the sale of new solely Internal Combustion Engineered (ICE) cars from 2030. Hybrid drivetrain vehicles which have significant electrical only range will be permitted for new sale until 2035. Whilst significant hasn’t been defined - I would “wildly speculate” that it would be a range easily achieved by most Plug in Hybrids, approx. 30 miles.New petrol and diesel cars to be banned from 2030Such “PHEV”’s come in a variety of shapes and sizesTop 10 best plug-in hybrid cars 2020 | AutocarAnd one might suggest they are capable of doing a 720 miles with only a 10 minute fill up, passing the dreaded travel to the south of France test, that some people may have to take.The requirement to have a “referendum, on it” seems somewhat pointless, given that the government was elected on a landslide, and the governing party has been in government for the past 10 years.“It is another thing, less than 10 years away, with no thought to the impact.The key thing is it's likely to be the end of our love affair with personal transport.”Sad to say - but personal transport will likely have to change in the future regardless of the choices. I’m not sure if driving a 1,500 kg vehicle 2 miles to transport a single person work and back is the most sustainable choice in the world for most people.People should expect personal transport to change. More bikes, scooters and mopeds for the commute, when we’re not working more productively, such as from home. More Ride shares, more car clubs, less of this.And surely that, in the main, is a good thing.“This will be a ban on new diesels and petrol cars. I doubt it will hit vans and commercial vehicles. You can see people taking on commercial vehicles.There will be a huge market in pre registered cars, as suppliers stock up.”This could be termed “Wild speculation” - but even so, what would actually change in 2030 or 2035 or 2040? Same date, same potential problems. A developed deal would presumably work with Carrot (incentives) and stick (taxation). So sure, dealers would be able to take on a lot of pre-registered cars, but customers will have their choices influenced by incentives (scrappage schemes, grants) and drawbacks to purchasing internal combustion only cars, such as high fuel and VED rates, as will as intangibles such as a more environmentally conscious choices.Things, suffice to say, are going to change. We can either accept this. Prepare for this. Or just stick our head in sand.“People will keep their existing diesels and petrol a lot, lot longer. This will of course increase emissions as people keep older, less efficient, cars longer. The French have that problem now, with a huge fleet of clapped out diesels.”This could be termed another “wild speculation”. Remember - Carrot and Stick. People might want to keep their clapped out diesels (which may be in the main, Euro 5 and 6 by 2030?) and then fine themselves banned from an increase in Ultra Low Emissions Zones (ULEZ). See the Current ULEZ for London. You want to drive their in a non ULEZ vehicle? That will be at least £12.50 a day please.You want to bring your “clapped out diesel” into a certain urban areas? To quote Henry Hill - “F**k you, pay me”. Our in some cases, not go into the urban areas at all. Bristol is one city currently planning a complete diesel ban in the centre.Carrot and in this case stick.“But what is the plan to replace diesels and petrols?”There will be one phrase repeated. You mustn’t be afraid to dream a little bigger Darling, from Christopher Nolan’s Inception, where Tom Hardy solves a problem by approaching it, with a big idea/change.“Electric cars (EV) have a host of issues, will there be enough to replace the fleet that will be gone in less than 10 years? “The market will provide, or it won’t. Given the wonders of free market capitalism, I would “wildly speculate” that it will provide. You mustn’t be afraid to dream a little bigger, Darling.“Will there range be long enough for many people? “The answer is of course - yes. For most (or “many”, they do after all have different connation's) the average trip for a person was 6.8 miles in 2019. The average travel distance for the year was 6,500 miles in 2019.Average number of trips made and distance travelledIf we take the a Tesla Model 3 for one example, this has a range 254 miles WTLP.Tesla Model 3 review | AutocarWhich is enough to drive from Bristol to Darlington without stopping, if such things take your fancy. If not, a meal stop, and a recharge will help you go further. Whilst many people will need to go further, and they might want to go “faster”, they may find themselves needing to accept that they are going stop every 3–4 hours.Will we have the charging points to replace petrol stations?It will be very likely the petrol stations will become charging points themselves. As will work places, car parks, supermarkets.You mustn’t be afraid to dream a little bigger, Darling.“How do people in city flats charge their cars?”Valid point assuming that status quo remains. Quick question - where do people normally fill their car up with energy? Elsewhere, clearly. So they could find themselves charging at work. Charging whilst shopping, charging whilst going to a meal in the city centre. Not forgetting, that with electric only range, in the region of 120 - 350 miles - why are people requiring to charge all the time? For trips of under 10 miles?However, we forget that the personal transport paradigm might change - People in city flats might find themselves not needing a car. If they do need a car for the weekly trip to see family, enrolling in a car share/club scheme might be considerably cheaper - where you pay by the hour for a car.You mustn’t be afraid to dream a little bigger, Darling. Life is going to change.“They require a lot of energy, CO2 emissions to make, “As do normal cars. Such an objection appears to be Pot calling kettle, and ignoring what is the total life time carbon bill of a Internal Combustion Car and an Electrical Vehicle?Electric car emissions myth 'busted'Lets have a look at the Carbon Intenisty of the Grid. Anybody who has calculated the carbon footprint of energy consumption - will be familiar with the Department for Business, Energy & Industrial Strategy Greenhouse Gas Conversion Factors.Greenhouse gas reporting: conversion factors 2020They’re updated every year. And what is clear is there is a downward trend in National Grid Carbon intensity.Carbon Emissions Intensity of the Grid grams of CO2e per kWhrWe can see the progress and forecasted improvements to the grid. And over the last decade, the improvement has been considerable.it is not clear how long batteries lastIt is not clear how long engines and the entire drivetrain lasts in a cars, but yes, of course, the battery is likely to be a replacable item over the lifetime of the car.and is there a safe way to dispose of them.Yes. And it should be mentioned that car battery packs which are no longersuitable for powering a car anymore - can and will be reutilised in energy storage facilities (commercial or residential), as energy density is considerably less important in static installations.Second Life: Carmakers and Storage Startups Get Serious About Reusing BatteriesIs there enough rare resources, like lithium, to make the huge numbers required.There is currently 230 billion tonnes of lithium in the earths oceans, which presumably will become economic to extract at some point, as other sources become more expensive/rare. Lithium is afterall, the 25 most abundant element on earth (albeit in low concentrations).“Clearly if it is less than ten years away, much of the infrastructure needs to be in place, clearly it is not. “And what ever will they say about Smart meters. Natural Gas, Broadband? One must bear in mind that a decade is a long time, and the change is not going to be overnight.“The real issue will not be the charging point but the electrical distribution, transmission and generation network. We will double the requirement for electricity, with a huge electricity demand spike when people come in from the school run, work.”An astute point, an obvious point if you will. Electrical Generation is going up regardless, as we move away from natural gas. But that huge demand spike? Who could forsee that? Why, those designing the system.Here’s a conversation between Chris Harris of Top Gear and Graeme Cooper from National Grid, which I watched last night with covers a lot of what has been said, as well as discussing some of the nonsense regarding induction motorwarys.In addition, to general conversation, Graeme Cooper points out that there will be a significant increase in offshore wind power generation, which entirely offsets the increase in electrical requirement for electric cars.Demand side response (DSR)Demand Side Response will firstly mean that if there is a “huge spike” - that industrial and commercial users will suspend their energy consumption either statically or dynamically, increasing the available power. Static DSR is typically the use of standby electrical generators, which many large electricity users have because their operations can not tolerate prolonged outages, taking over the site electrical load on provision of a signal from an Aggreator. Dynamic DSR in response to outages is effectively a automatic load shedding operation for processes which aren’t critically sensitive to minutes worth of no electricity, such as food storage or air conditioningResidential DSR already takes the form of smart chargers itself will be capable of charging during periods of non-peak demand. A Smart Charger - which looks at the grid £/kWh price, and carbon factor to provide the optimum charging.Of course there might be the case that people need to charge their vehicles from flat during this period, and we will have our old friend Carrot and Stick. People who wish to do that, will pay for the privilege.We can see below carbon intensity of the national grid of the 20th October 2020.National Grid Carbon Intensity ArchiveAnd we can see from 00:01 hours until 05:00 - the carbon factor less than 95 g/kWh, and from 22:00 until 23:59, the same. And if people wish to be environmentally responsible and fiscally prudent, they would set up their car charger to charge 22:00 until 05:00 for example.“A lot of our electricity system was installed post war and is not up to it.Apart from the fact that some infrastructure will need to be replaced anyway - this is why we need smart engineers to design smart, well designed solutions, which exploit slack and minimise strain. This is very possible. Lets look at load diversity. The standard electrical infrastructure is designed for a certain load, at a certain condition. Generally the worst case current draw. On a residential area this will typically be at the evening in winter. Lights, heating, cooking, entertainment etc.However for the rest of the time - the current draw will be much, much less. But the cable size remains the same? So utilising smart charging - where the vast majority of people are incentivised or mandated to charge their car when there is significant slack in the electrical infrastructure? This will probably place no more strain on the existing infrastructure.You mustn’t be afraid to dream a little bigger, Darling. Life is going to change.Our generation is renewable dominated so on cold, still, dark winter days we will not have enough electricity for homes, industry, let alone charging cars. We have had near miss blackouts already.”Well, here we have our old friend - Mr Energy Storage. Back during the fuel protests of 2000, 2005, 2007 which created some shortages for a variety of reason - it become apparent that the biggest storage of petrol in the UK was not the largest underground tank farm, but all the 50 litre fuel tanks in those cars combined, which were capable of storing more petrol than the UK could import.The same principle, if not to the same extent, applies to Electric Vehicles. With Bi-directional chargers- an Electrical vehicle becomes a power attenuation tank.The first bidirectional charger for your homeWhen there is a surplus of power generation - the excess is stored in the car battery. Where the is a shortage in power generation and a loss of frequency control, the battery feeds back into the grid.How do you achieve this? With Carrot and Stick. Preferential tariffs for for the inconvenience (both surplus and feed in), to the stick, a Hobson’s choice of “Sorry, this is the only charger available”.“All of this would not have been a problem if it could be sorted by 2030 but it cannot. We may have Hinkley B sorted by then but we need ten of them for the projected demand.”Finally an astute observation, if perhaps not completely accurate. This ambitious target requires significant effort, by competent and well supported people. If this does not happen, then the plan is doomed to delay. But the Government to it’s credit, is going to install an additional 40 GW of Offshore Windpower by 2030. The average electricity consumption of the UK in is approximately was 40 GW in 2019..https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/853886/Queen_s_Speech_December_2019_-_background_briefing_notes.pdfOf course there are slews and lulls with renewables, and the average power generation will be considerably lower - hence the importance of energy storage etc.To put 40 GW into comparison, it is 30 Hinkley Point Bs. Or 12 Hinckly Point Cs.“The government raises billions of pounds in tax from fuel duty so they will have to transfer the tax take to road pricing on EV's”Correct. That is one of the more of a “the sky is blue” observations, rather than a specific drawback of EVs. Common filler point. But it doesn’t necessarily have to be a bad thing. VED is quite regressive, where we pay a fixed amount, regardless of how much we use the road infrastructure. A progressive system would tax the people who use the infrastructure the most (the most advantage, the most damage), to pay for it the most. It would also move people are from short trips on a nominal pence per mile rate.“It will reduce pollution, particularly in cities but there was a way to focus on that. Modern diesels and petrol engines are less of a problem on long cross country journeys.”Yes. The way to focus on that, is to reduce the vast majority of vehicles which drive in urban areas that happen to be ICE vehicles. This happens to be the vast majority of vehicles.You mustn’t be afraid to dream a little bigger, Darling. Life is going to change.“The irony is that in world emissions it will make little or no difference, as China and India continue to increase their huge CO2 emissions.”Ah, the typical “We are minnows in comparison China and India” fallacy. Asides from the fact that, if that’s the case, how does anybody lobby China and India to become less carbon intensive, if more developed countries don’t do it first? Well they? Of course not. Not only is it the right thing to do to reduce our carbon intensity, there would be no moral case to lobby China, India and other developing countries to decarbonise without it.Stop using China as an excuse for inaction on climate change | George Monbiot“What About China?” Is a Bad Response to the Climate CrisisThis seems a sledgehammer to crack a nut, more appropriate for densely populated cities.”The majority of people live in urban areas, and travel an average of 6.8 miles per trip.Taking on board a few typical comments.“We drive 720 miles in a day, eight times a year, since 2013.We do it with two drivers quite safely, successfully and will continue to do it. We do it with one ten minute stop to refuel.If we tried an electric car, with as much load space, it would take three to four days.So your point 3 is off beam”Note that the car type is not defined. So lets take one of the largest current EV vehicles, the Tesla X. It can seat 7. It has a load space of about 2,000 litres, and can tow. Lets take it from Land’s end to John o’Groats.18 hours, 840 miles. Pretty not bad if I say so.Now lets see what Google Maps says. it should take for a ICE normal car.14 hours, 58 minutes, and 837 miles. Without stopping at all, with the current traffic/road works. Now obviously most people are going to stop. If we imagined that we would stop for at least 45 minutes every 4 hours, and not just for a single 10 minute fuel stop, we are quite, quite similar in total time. Would such a trip take 3–4 days in a Tesla? Probably not unless people insisted on charging it via a lower power charger. Could it be done quicker in a ICE car? Probably Yes. Worthwhile? Probably not.Regarding Chargers they come in various sizes from 3.4 kW (smallest home charger). through to currently 250 kW (Tesla Supercharger found at many places, including many motorway services here, and on the contient).So to charge a 75 kWh battery (which on a Tesla Model 3 is good for approx 250 miles between charges (The average annual mileage for UIK drivers is 10,000 miles, which is approximately 192 miles per week).It would take the smallest home charger some 20 hours to full recharge. (or 3 nights sleep).It would take the largest home charger (7 kW) single phase home charger approximately 11 hours to fully recharge.It would take the smallest 3 phase charger (potentially in some homes, but generally this probably would be at non-residential properties) some 3.5 hours to full recharge.a 50 kW rapid charger would fully charge a 75 kWh battery in 1.5 hours.A Tesla 250 kW Supercharger at a motorway service station, would charge a 75 kW battery within 20 minutes.Now, if you require more than 2′000 litres of load space in a 7 seater, then yes, you might need a different car. If you can’t afford one currently, then yes, you might need a different car.But as a existing car - it would appear to meet the vast majority of peoples needs during that trip, although if people insist on only have a single 10 minute pit stop at Gretna, then this car won’t do.And EV vehicles will get more competitive. In addition, we should become more prosperous, if one half of the country is right, enabling us to have nicer things.Needless to say - We mustn’t be afraid to dream a little bigger.