Will Self: the first step in dealing with your speeding problem is agreeing that you have one

It may surprise regular readers of this column, who have read me over the years animadverting on the follies of all aspects of the vehicular, to learn that I am a chronic speedhead

At the speed awareness course run by AA DriveTech somewhere in the arse-end of the Angel, I run into Stephen Bayley, the design guru. Bayley is the author of (among many other works) Sex, Drink and Fast Cars, a copy of which he rather opportunistically has in the Gladstone bag he’s lugging along at the end of his cream-linen clad arm. A quick exchange establishes that he, like me, was nabbed by the speed cameras on Tower Bridge doing 27 miles per hour. Our admission calls forth from our fellow course participants, who are sitting on plastic stacking chairs waiting to undergo the “registration process”, that they – old, young, black, white, brown, male, female, gay and straight – are all guilty of exactly the same offence.

It’s a very modern moment, this: an application of technology to the turbid urban mill race has resulted in the diversion into this quiet, carpet-tiled pool of an odd group of fish, united only by this fact – that on such and such a date, we were all travelling at the same velocity in the same place. And yet . . . and yet, the recognition of this piffling common characteristic is sufficient, or so I like to think, to unite us as a group. As Gary (not his real name) from DriveTech checks our IDs and fingers our details into his handheld device, our solidarity grows; we swell into this new identity, until – seated in trios at melamine-topped desks, confronting our instructor – we have become the “Tower Bridge 22”, a fearless gang of desperados whose only wish was that the drawbridges had actually been raised as we speeded towards them, so that our cars would have been launched howling into inner space!

Our instructor, Peter (not his real name, either – indeed, I don’t believe he has one), sets out a few house rules, including the need for us to maintain confidentiality. So I suppose I shouldn’t be writing about this course, let alone telling you that Stephen was there. Still, I like to tempt fate: I’m the Edward Snowden of the TB22, fearlessly exposing DriveTech’s sinister secrets, and when the City of London police come knocking, I’ll go on the run, holing up at South Mimms services until I’m offered asylum . . . by Burger King.

Up until now, I’ve been struggling to fit in with the rest of the TB22. I want to be a good group member. Besides, unlike Stephen – who vigorously contends that he never speeds and that the 20-miles-per-hour limit, as well as being inadequately advertised on the approach to the bridge, is imposed on baseless grounds cooked up by English Heritage regarding its not-so-superstructure – I know I need help. It may surprise regular readers of this column, who have read me over the years animadverting on the follies of all aspects of the vehicular, to learn that I am a chronic speedhead. True, I don’t own a car any more but put my hands on the hireling wheel – as they were on the night of the 17th inst – and my foot slams straight to the floor. So . . . I am reaching out – while Stephen tenses up.

Over the next three hours, with only a 15-minute break for coffee, Peter leads us through the dos and do-nots of velocity. The course is a mixture of the informational (basically, a refresher on the Highway Code) and the emotional: lots of statistics about fatalities and how an extra ten miles an hour will turn you into the Angel of Death, slaughtering all suburban firstborn. I am, as I say, willing to be healed and so I participate enthusiastically. So does Stephen. Unfortunately, we take part perhaps a little too enthusiastically: I’m not sure Peter gets that many attendees who wish to discuss in detail the traffic management theories of Hans Monderman, or the impacts of high- and low-frequency vibrations on bascule bridges, let alone the neoliberal underpinning to his argument that the government needs us to be able to drive so that we can join in that collective desideratum, “growth”.

By the end of the course, when we’re using our hand-held devices to “vote” not only on multiple-choice questions but also on how we feel Peter has done, I’m feeling considerable solidarity with my fellow speeders. But then, as we are encouraged to put what we’ve learned to the test by answering questions in response to Peter’s laser pointer hovering over an image of the approaches to the dreaded bridge, it becomes painfully clear that I am a man alone. It is Stephen who personifies the group’s Geist, for almost every member of the TB22 is still carping bitterly about how they were nicked at all. Loonies.

A vandalised Gatso speed camera. Photo: Getty Images.

Will Self is an author and journalist. His books include Umbrella, Shark, The Book of Dave and The Butt. He writes the Madness of Crowds and Real Meals columns for the New Statesman.

This article first appeared in the 09 September 2013 issue of the New Statesman, Britain alone

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Geoffrey Howe dies, aged 88

Howe was Margaret Thatcher's longest serving Cabinet minister – and the man credited with precipitating her downfall.

The former Conservative chancellor Lord Howe, a key figure in the Thatcher government, has died of a suspected heart attack, his family has said. He was 88.

Geoffrey Howe was the longest-serving member of Margaret Thatcher's Cabinet, playing a key role in both her government and her downfall. Born in Port Talbot in 1926, he began his career as a lawyer, and was first elected to parliament in 1964, but lost his seat just 18 months later.

Returning as MP for Reigate in the Conservative election victory of 1970, he served in the government of Edward Heath, first as Solicitor General for England & Wales, then as a Minister of State for Trade. When Margaret Thatcher became opposition leader in 1975, she named Howe as her shadow chancellor.

He retained this brief when the party returned to government in 1979. In the controversial budget of 1981, he outlined a radical monetarist programme, abandoning then-mainstream economic thinking by attempting to rapidly tackle the deficit at a time of recession and unemployment. Following the 1983 election, he was appointed as foreign secretary, in which post he negotiated the return of Hong Kong to China.

In 1989, Thatcher demoted Howe to the position of leader of the house and deputy prime minister. And on 1 November 1990, following disagreements over Britain's relationship with Europe, he resigned from the Cabinet altogether. 

Twelve days later, in a powerful speech explaining his resignation, he attacked the prime minister's attitude to Brussels, and called on his former colleagues to "consider their own response to the tragic conflict of loyalties with which I have myself wrestled for perhaps too long".

Labour Chancellor Denis Healey once described an attack from Howe as "like being savaged by a dead sheep" - but his resignation speech is widely credited for triggering the process that led to Thatcher's downfall. Nine days later, her premiership was over.

Howe retired from the Commons in 1992, and was made a life peer as Baron Howe of Aberavon. He later said that his resignation speech "was not intended as a challenge, it was intended as a way of summarising the importance of Europe". 

Nonetheless, he added: "I am sure that, without [Thatcher's] resignation, we would not have won the 1992 election... If there had been a Labour government from 1992 onwards, New Labour would never have been born."

Jonn Elledge is the editor of the New Statesman's sister site CityMetric. He is on Twitter, far too much, as @JonnElledge.