road Archives - Page 3 of 3

If the question is which car will not leave you lying on the road, the German experts are clear: the electric

April 17, 2025 by usatoday24

More and more drivers They bet on electric cars And, with it, the Reports about your reliability They become more precise and complete because they provide more real data on the wear of their pieces over time. He last analysis of the ADAC, The main automobile club in Germany has thrown surprising data on the frequency of roads on the road, comparing electric and combustion vehicles. We have a clear winner. Thrown on the road. He ADAC studymade from millions of road assists, reveals that electric cars have a lower breakdown rate than their fuel or diesel combustion counterparts. This data is essential for those looking for a reliable car and with less possibilities of stay on the road. The analysis is based on 3.6 million road assistance operations, of which only 43,678 went to electric cars, which represents only 1.2 % of the total. Although the percentage of electric cars in circulation is much lower than that of combustion cars, the fault ratio remains well below compared to the thermal models of the same antiquity. The data leave no doubt. Adac data has only taken into account cars of which, at least, 7,000 units have been enrolled in Germany in the last two years, which leaves a sample of 160 models of 20 brands other than two and nine years old. If vehicle data is compared four years old, the Road Assistance Service It served 8.5 electric cars damaged by every 1,000 existing cars, compared to 12.9 combustion cars per 1,000. For cars between two and four, the difference is even greater: a ratio of 3.8 breakdowns per 1,000 electric versus 9.4 per 1,000 combustion cars. These numbers show that the electric ones fell half that the thermal models. A simpler mechanic, less breakdowns. The main reason for this difference lies in the Mechanical simplicity of electric cars. Having less mobile components and mechanical systems, there is less likely to suffer a breakdown that requires road assistance. For example, electricity do not have traditional gearbox or complex exhaust and cooling systems, which significantly reduces critical fault points. However, the most common breakdown in both types of vehicle remains the 12V auxiliary battery that tends to be downloaded more easily due to use in starting systems and the greatest demand for electronic systems. In the electric, 50% of the faults are related to this component, while in combustion the 45% of the assists. Tesla leaders, Hyundai to the tail. The ADAC report also analyzes reliability by brands and models. The data show that Tesla is the brand with less incidents registered. Thus, the Tesla Model and has a ratio of only 0.9 breakdowns per 1,000 units and Model 3 drops to 0.5 faults per 1,000. Other highlighted models in this section are the Volkswagen ID.4 with a ratio of 1.0 and the Audi Q4 e-tron with 0.7 failures per 1,000 vehicles. On the opposite side, as a vehicle with more registered assists, there is the Hyundai Ioniq 5, which in two -year -old cars has registered 22.4 breakdowns per 1,000 vehicles. Discordant notes. Toyota, considered one of The most reliable brands In different reliability rankings, it obtains a alarmingly high assistance ratio in its Yaris and Yaris Cross models. According to the study authors themselves, Toyota has already taken letters in the matter indicating that it is an incidence in the 12V battery configuration that discharged them, but that was solved in the new units produced in 2024. The data obtained by ADAC contrast with the Obtained in the Itv German (Tüv), where the Tesla Model 3 was the electric with the most failures detected, especially in headlights, brakes and suspensions, being below brands such as Dacia in general reliability according to this organism. The electric approve with note. The electric car market is relatively recent, so Adac clarifies that its conclusions are based on data data with an age of between 2020 and 2023, many of them being the first versions of their models. That leaves a current photograph but still limited in time. As increase the electric car park and These vehicles agethe records will be increasingly precise and complete, allowing to detect problems of long -term reliability. However, these results already allow an idea of the reliability offered by the electric car and the evolution it will have in the coming years. In Xataka | Elon Musk dismissed the security experts of autonomous vehicles: they were the same ones that should regulate Tesla cars In Xataka | The most exclusive BMW of his time did not create BMW: Volkswagen created it to devise an ultra -polishing “secret motor” Image | Xataka

Two villages in Cantabria want to join through a new road. They have encountered an obstacle: the bear

March 10, 2025 by usatoday24

On paper the project of the Reinosa-Potes road It is ‘alone’ that: the project of a new road between two Cantabrian regions, an infrastructure not excessively long (14 or 20 kmdepending on the option that is chosen) that would mobilize about 100 million euros in investment. That on paper. In practice the idea has generated a considerable debate In Cantabria in which two other hot issues are played in The region Spain: the Tourist and the complex balance in protection of the brown bear. The debate is served. What happened? That in the Cantabrian policy an old project recovered by the PP government is gaining prominence: the Potes-Reinosa road, a vial of some 14 or 20 kilometers (depending on the alternative that is chosen) that I would unite the regions of Campoo and Liebana crossing the heart of the Cantabrian mountain range. The idea is not new. He already tried to get ahead in the 90s, at the time of the president Juan Hormaecheaalthough its origins can go back further, at the end of the Decade of 1960. Click on the image to go to Tweet. Why is it important? Because, beyond its extension, technical characteristics or budget, estimated among the 90 and 100 million eurosthe Potes-Reinosa road project has implications that play some of the most relevant songs of Cantabrian (and Spanish) news: Touristintegration and environmental conservation, directly affecting, according to their detractors, the efforts to recover the brown bear in the region. And what is the reason? That the road (a new section from the CA-183 and the PK 20 of the CA-184 endowed with two lanes of 3.5 meters) would pass through the heart of the Cantabrian mountain range. And so, They warn their detractorsit would have an environmental impact of draft. “The northern slope of the Sierra del Cordel and the Sierra de Híjar, both included in the Special Conservation Zone (ZEC) ‘Altos del Nansa and Saja and Alto Campoo’ would A manifesto that exceeds 1,900 signatures and has the support of at least 200 experts. In The documentpromoted by Cantabrist and individuals, including scientists and researchers of ecology, zoology, geography and hydraulic, the reasons why they reject the new road are used. But above all there is one of weight: its impact on habitats and species that seeks to protect precisely the ZEC zone declaration. “It would not only endanger valuable mountain ecosystems, but would go against the conservation commitments of Spain.” And what do the bears have to do? That is another of the weight arguments put in The manifestoin which in addition to warning that the new road “would fragment” habitats, “would alter” ecological corridors and vehicle traffic would generate noise and light pollution, warn of the impact that it would have in particular on the populations of bears. “The road crosses the areas delimited by the Pardo Bear Recovery Plan in Cantabria,” ditch. “These areas have been specifically designated for the protection and recovery of an endangered species, whose habitat is already seriously fragmented,” The manifesto wields Before pointing out that the works could lead to sanctions and challenges. In the event that the project is carried out and the works are terminated, Cantabristas points the risk of bear abuses. Why is it interesting? The warning connects with the debate about the recovery of the bear in the Peninsular North. After being almost convicted of The disappearance for the harassment of the poachers and the deterioration of their habitat, the bear populations in the Cantabrian mountain range and other parts of the country They have increased In recent years, which in turn has had multiple derivatives. In Asturias or León there are ranchers, Farmers and neighbors that They warn Of their negative impact, while in Somiedo, Asturias, they have seen in the populations of bears A powerful tourist reef that attracts every summer to thousands of visitors who aspire to see copies in freedom in the Cantabrian mountain range. Now in Cantabria they warn of the damage that would cause the noise and traffic of the new road in the behavior of the bears and their mating. “It would be incompatible with the conservation objectives”, They need. A tourist road? The project touches another of the hottest issues in Cantabria: the risk of tourist massification, which He has already taken Thousands of neighbors to the street shouted from “We do not want to be the Ibiza del Norte”. He manifest Remember that Liébana and Campoo, the regions that would connect the vial, are “two widely tourist areas” and questions the real objective of the project, taking into account that both populations are already “connected through other routes of the road network.” “At a time when sustainability and conservation must be priorities, and in a context of accelerated climate change and global biodiversity crisis, this type of macroprojects that serve only to massify tourism go in the opposite direction,” They add The detractors. As a Cantabrist complaint even deployed a banner close to 30 meters In Peña Labra in which “our mountains defend themselves.” And why are you worried? In An interview With eldiario.es, the mayor of Potes María José Bustamante (PSOE) pointed in the same direction: “We understand that the enormous environmental cost or should or should be assumed because the only mobile we find to have launched this pharaonic project is none other than the tourist, and that is what we are already served in Liébana.” Over the last months the region has reached take action To limit the influx of visitors at certain iconic points, such as the Cabezón de la Sal or the Lighthouse of the Horse of Santoña. Are all criticism? No. The Government of Cantabria defend The importance of the project and questions that actions such as Cantabristas really represent the feeling of the inhabitants of the region. His Development Councilor, Roberto Media, also insists that the infrastructure is “of first necessity for many” Cantabrians, not a work designed for tourists. Moreover, the leader warns that … Read more

The DGT paves the road to the mandatory airbag on motorcycles. And his shortcut is mandatory to get the card to

March 7, 2025 by usatoday24

It had been rumored for a long time. It was warned that we would have changes And, finally, they have already been published in the Official State Gazette. Remove the motorcycles card will force more practical time between cars with open traffic and use the airbag as a safety element. The motorcycle license is one that can be obtained from the age of 20 (21 years for tricycles of more than 15 kW of power) and it is necessary to have a minimum experience of two years with the card A2 in force. That is, it is something like the evolution of this last license since A2 limits power from the motorcycle to 35 kW (47.2 hp) and the weight/power ratio cannot exceed 0.2 kW/kg. In this case, there is no limitation of displacement so it can be circulated with a motorcycle that exceeds the aforementioned but limited power. The motorcycle license, however, does not present any of these restrictions so approveing it is a qualitative leap for those who want to experiment with motorcycles of greater size and power. Now, The Government has approved Some changes that are worth mentioning. Changes in DGT Motorcycle License As we said, nothing changes with respect to the limitations of age and experience before opting to get the Motorcycle card But there are substantial changes when facing the evidence. First of all, The DGT has been pressing And campaigning for motorists to use airbag vests in their outings. Now, the new license will force the exam using one of these vests. It is a mandatory requirement that can facilitate more widespread use once the exam has been approved. You have to keep in mind that The DGT and the Government They have long been throwing probe balloons on the mandatory use of the vest with airbag when it comes to motorcycle. They claim that Security improvement is very high But the vast majority of bikers ignore it. “The risk of suffering an accident per kilometer traveled is 18 times higher on motorcycles than in four -wheeled vehicles,” Fernando Grande-Marlaska pointed outInterior Minister, in the delivery of the first vests with airbag to the Motorists of the Civil Guard. However, it is difficult to find data on whether the use of the airbag has spread in recent years. In the biker circles there is no that feeling and among the available data we find that a study of 2020 certified these sensations. In Diariomotor they echoed that report of the Race in which it was pointed out that only 4% of the bikers usually used an airbag. It was also pointed out that most of those killed on the road do so in secondary roads and that, in that case, it is not too clear to what extent the use of the airbag is decisive when avoiding serious injuries or the death because many other factors meet. What seems clear, yes, is that it is a security element that can only improve the consequences of an accident. However, it is a expensive accessory, which seems to be limiting its use among motorists. In fact, it is easy to find options that start from 400 euros and can exceed 1,000 euros. There are even reusable. Leaving aside the theme of the airbag, there are other important changes when presenting to the exam, increasing the time that is passed on the road with open traffic and reducing the Circuit tests. Thus, the nine mandatory training that must be met before the exam is divided, at least, as follows: Three hours of theoretical training. Four hours of road -open road practices. Two of them will have to be conventional, since it is where most accidents occur. Two hours of circuit practices. Similarly, the focus has been made Improve security of applicants during practical evidence. Teachers can only circulate with three other applicants for the most during the practices and will not be able to control more than five students during circuit tests. Finally, it is emphasized that theoretical formation can be completely given by telematic route. That is, the student can follow the training by online. Photo | In Xataka | Before an increase in accidents, the DGT proposes to raise fines. It seems logical but it is not demonstrated that it works

In 1995, a Peugeot 205 GTI crashed in Sweden. Then began a world revolution in road safety

February 9, 2025 by usatoday24

It is estimated that 9,344 people died in traffic accidents in Spain in 1989. It was a real barbarity and a historical peak that, luckily, it seems that is far from repeating. These last ten years, Spain has moved among the 1,145 deceased in 2023 and 1,873 of 2014. They are still too many and a problem that several countries have tried to address. One of them was Sweden, which in the 90s proposed the ambitious goal of ending road deaths on their roads. His plan was baptized as ‘Vision Zero’, and it is something that has not only been exported to the rest of the world, but has changed the way in which manufacturers and authorities address both the construction of vehicles and roads. The accident that changed everything. In BBC Podemos read The case that convinced the Swedish authorities to start raising better road safety measures. A car crashed near an exit ramp when I was on its way to Ikea. The accident occurred against a concrete post that protected a lamppost and fulfilled its function for furniture, but caused the five passengers to lose their lives. At that time of 1995, Claes Tingvall had already been promoted to the Head of Road Safety of the Swedish Administration and remembers two things: that driving a three -door Peugeot 205 GTI and that, with the wet road and surely due to the speed of the vehicle They did Aquaplaing. The limits of security. At that time, vehicle security technology focused on what he baptized as “measures to mitigate the second impact.” Manufacturers focused on safety measures such as better children, airbags and safety belts. Come on, passive measures that, in addition, did not take into account what happened outside the vehicle (such as pedestrians or obstacles). Tingvall told BBC that it was insufficient, since “the car cannot solve everything” and realized that road deaths from traffic accidents were a mixture between the car itself, driver’s behavior, the safety features of the safety of vehicle and road conditions. Measures. In fact, Tingvall believes that the authorities were responsible. The reason was that, when he went to the transport authority to ask what would be done after the accident, he was answered that they would quickly replace the concrete with … a new one. It was not enough, so Tingvall demanded to eliminate all these posts and create “clear areas” on the sides of the roads so that, if someone leaves, does not clash against a wall. The authorities were not very convinced, since this would be to admit that the road design was wrong. In addition, all criminal punishments were focused on the reckless driver, but little by little they convinced that something should change and raised a new road safety approach called … ‘Vision Zero‘. Swedish road of 2+1 ‘Vision Zero’. “How many deaths should we have a long -term objective?” That was the question that Tingvall’s policy and Minister of Infrastructure made to the official. His response was: “zero.” It is something that caught the minister to her surprise, but the movements to achieve this utopian target with a bill presented in the Swedish Parliament in 1997 began. The objective was to have zero deaths on the road and was something that involved not only cars drivers and manufacturers, but also the authorities. A clause was very clear in this, since officials could no longer design roads for idealized drivers that are never distracted or exceed the limit. Said like this: “If road users do not properly assume their part of responsibility, for example, due to the lack of knowledge or skills, or if personal injuries occur or there is a risk that they occur for other reasons, system designers must take measures additional to prevent people from dying or suffering serious injuries. “ “Do not pretend that there are laws that you know that everyone will comply with. You would never do that in aviation or in other areas where you really care about security ” – Claes Tingvall Strategies. Ok, the theory is fine, but what does ‘Vision Zero’ imply? The project is based on the maximum that life and health can never be exchanged for other benefits for society and support In four principles: Ethics: Road safety is a responsibility and no death or serious injury due to a traffic accident should be considered inevitable. Responsibility: Both system designers (which includes authorities, engineers and legislators) and road users share responsibility for road safety. Security: the human errors are inevitableso the system must be designed to minimize the consequences of these errors. Change You have to promote better systems, strategies, infrastructure and speed limits to reduce the probability of fatal accidents. Roads 2+1. Within these strategies when designing roads, programs such as “Roads 2+1” come into play. Its name can be enigmatic, but basically it is roads that are not highways/highways, but they have three lanes. Thus, there is a lane in the direction, but also a central one that is the one that is used alternately to advance, reducing the probability of a frontal collision. This is something that minimizes driver’s frustration, maneuvers such as “look” to see if you can advance and also reduce the amount of insecure maneuvers we perform on the road. It is something that is already being tested in several countries, including Spain with cases like that of the National 121-A in Navarra. And roundabouts. Another measures that proposes This strategy is one that is extremely common in European countries, but not so much in others such as the United States. And those are, for some, complicated roundabouts. The reasoning is simple: at a crossroad, there is always a route in which the speed is greater than in which it is crossed, so it is easier for there to be accidents. In a roundabout, although there may also be a mess due to the use of lanes and intermittent, all who approach the roundabout and circulate within it must … Read more

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