title: 1929 South African general election

abstract: General elections were held in South Africa on 12 June 1929. The National Party under J. B. M. Hertzog won an outright majority in the House of Assembly. Hertzog had the opportunity to form a government without the aid of the Labour Party. In fact the Pact government continued, with two ministers from the Creswell Labour faction remaining in office. The National Party remained the dominant party, for its second consecutive term. Due to the split in the Labour Party, just eight MPs were elected for the party, of whom only four sat on the government benches. The leadership disputed between Colonel Frederic Creswell and Walter Madeley following the split.

text:
# 1929 South African general election

General elections were held in South Africa on 12 June 1929. The National Party under J. B. M. Hertzog won an outright majority in the House of Assembly. Hertzog had the opportunity to form a government without the aid of the Labour Party. In fact the Pact government continued, with two ministers from the Creswell Labour faction remaining in office. The National Party remained the dominant party, for its second consecutive term.

Due to the split in the Labour Party, just eight MPs were elected for the party, of whom only four sat on the government benches. The leadership disputed between Colonel Frederic Creswell (of the Creswell Labour faction) and Walter Madeley (from the National Council Labour faction) following the split.

## Delimitation of electoral divisions

The South Africa Act 1909 had provided for a delimitation commission to define the boundaries for each electoral division. The representation by province, under the fifth delimitation report of 1928, is set out in the table below. The figures in brackets are the number of electoral divisions in the previous (1923) delimitation. If there is no figure in brackets then the number was unchanged.

| Provinces | Cape | Natal | Orange Free State | Transvaal | Total |
| --- | --- | --- | --- | --- | --- |
| Divisions | 58 (51) | 17 | 18 (17) | 55 (50) | **148 (135)** |

## Results

|  | | | | | |
| --- | --- | --- | --- | --- | --- |
| Party | | Votes | % | Seats | +/– |
|  | South African Party | 159,896 | 46.50 | 61 | +8 |
|  | National Party | 141,579 | 41.17 | 78 | +15 |
|  | Labour Party | 33,919 | 9.86 | 8 | –10 |
|  | Independents | 8,503 | 2.47 | 1 | 0 |
| Total | | 343,897 | 100.00 | 148 | +13 |
|  | | | | | |
| Valid votes | | 343,897 | 98.84 |  | |
| Invalid/blank votes | | 4,027 | 1.16 |  | |
| Total votes | | 347,924 | 100.00 |  | |
| Registered voters/turnout | | 461,820 | 75.34 |  | |
| Source: South Africa 1982 | | | | | |

## Bibliography

* *South Africa 1982: Official Yearbook of the Republic of South Africa*, published by Chris van Rensburg Publications
* *The South African Constitution*, by H.J. May (3rd edition 1955, Juta & Co)

## InfoBox

1929 South African general election
| --- | |
| --- | --- |
|  | |
| ---  All 148 seats in the House of Assembly
75 seats needed for a majority | |
| Registered | 461,820 |
| Turnout | 75.34% ( 1.89pp) |
| First party Second party Third party  **Lab**  Leader J. B. M. Hertzog Jan Smuts *Disputed*  Party National South African Labour  Last election 35.25%, 63 seats 47.04%, 53 seats 14.35%, 18 seats  Seats won **78** 61 8  Seat change  15  8  10  Popular vote 141,579 **159,896** 33,919  Percentage 41.17% **46.50%** 9.86%  Swing  5.92pp  0.54pp  4.49pp | |
| ---  Results by province | |
| ---  **Prime Minister before election**
J. B. M. Hertzog
National **Elected Prime Minister**
J. B. M. Hertzog
National | |


title: There's a Star Above the Manger Tonight

abstract: There's a Star Above the Manger Tonight is the fourth and final studio album by Red Red Meat, released in 1997 by Sub Pop.

text:
# There's a Star Above the Manger Tonight

Professional ratings
| Review scores | |
| --- | --- |
| Source | Rating |
| AllMusic |  |
| *Alternative Press* |  |
| *Pitchfork Media* | 8.0/10 |

***There's a Star Above the Manger Tonight*** is the fourth and final studio album by Red Red Meat, released in 1997 by Sub Pop.

## Track listing

All tracks are written by Red Red Meat

| No. | Title | Length |
| --- | --- | --- |
| 1. | "Sulfur" | 6:30 |
| 2. | "There's a Star Above the Manger Tonight" | 2:14 |
| 3. | "Chinese Balls" | 3:30 |
| 4. | "Second Hand Sea" | 3:02 |
| 5. | "All Tied" | 3:06 |
| 6. | "Paul Pachal" | 7:01 |
| 7. | "Bury Me" | 1:33 |
| 8. | "Airstream Driver" | 5:10 |
| 9. | "Mecanix (From Cold Milk)" | 1:20 |
| 10. | "Quarter Horses (B-Slow)" | 4:45 |
| 11. | "Just Like an Egg on Stilts" | 17:15 |

Vinyl Reissue Jealous Butcher Bonus Tracks Cat. No. JB114 RELEASE DATE 10/21/2014

| No. | Title | Length |
| --- | --- | --- |
| 12. | "Pachal Revisited" |  |
| 13. | "Welcome Christmas" |  |
| 14. | "Tin Hands & Lazy Motors" |  |
| 15. | "Milk For The Mechanics" |  |
| 16. | "Snow Shoe Waltz" |  |
| 17. | "Steal Away" |  |

## Personnel

Adapted from the *There's a Star Above the Manger Tonight* liner notes.

## Release history

| Region | Date | Label | Format | Catalog |
| --- | --- | --- | --- | --- |
| United States | 1997 | Sub Pop | CD, LP | SP 387 |
| | 2014 | Jealous Butcher | LP | JB114 |

## InfoBox

| There's a Star Above the Manger Tonight | |
| --- | --- |
|  | |
| Studio album by Red Red Meat | |
| Released | February 25, 1997 (1997-02-25) |
| Recorded | BJ's Truck Stop, Chicago, Il |
| Genre | Noise rock |
| Length | 55:26 |
| Label | Sub Pop |
| Producer | Red Red Meat |
| Red Red Meat chronology | |
| *Bunny Gets Paid*
(1995) ***There's a Star Above the Manger Tonight***
(1997) | |


title: 73, 75 and 77 Low Petergate

abstract: 73, 75 and 77 Low Petergate is a terrace of late Mediaeval buildings in York, in England. The terrace was constructed in the late-16th century, and originally consisted of four houses. Each is of three stories with an attic, and each storey is jettied over the one below. They are timber-framed throughout, and this is largely exposed inside the upper floors. In each building, part of the original staircase from the second floor to the attic survives. In 75, a large chimney breast with two hearths survives. The street fronts are rendered with stucco, with incisions designed to make it resemble ashlar. 73 and 77 have original gables, while 75 has twin gables which were added in the 17th century. Various extensions have been added to the rear of the terrace, with the largest addition being to 73. The houses lie on Low Petergate, one of the most important streets in the city centre, now a major shopping street. In the 19th century, the ground floors were converted into three shops, and the shop front of 77 survives, while the others were further altered in the 20th century. With the later house at 71 Low Petergate, and the earlier ones at 79 and 81 Low Petergate, they form a lengthy range of timber-framed buildings which Nikolaus Pevsner described as "impressive". The terrace has been Grade II* listed since 1954.

text:
# 73, 75 and 77 Low Petergate

**73, 75 and 77 Low Petergate** is a terrace of late Mediaeval buildings in York, in England.

The terrace was constructed in the late-16th century, and originally consisted of four houses. Each is of three stories with an attic, and each storey is jettied over the one below. They are timber-framed throughout, and this is largely exposed inside the upper floors. In each building, part of the original staircase from the second floor to the attic survives. In 75, a large chimney breast with two hearths survives.

The street fronts are rendered with stucco, with incisions designed to make it resemble ashlar. 73 and 77 have original gables, while 75 has twin gables which were added in the 17th century. Various extensions have been added to the rear of the terrace, with the largest addition being to 73.

The houses lie on Low Petergate, one of the most important streets in the city centre, now a major shopping street. In the 19th century, the ground floors were converted into three shops, and the shop front of 77 survives, while the others were further altered in the 20th century. With the later house at 71 Low Petergate, and the earlier ones at 79 and 81 Low Petergate, they form a lengthy range of timber-framed buildings which Nikolaus Pevsner described as "impressive". The terrace has been Grade II\* listed since 1954.

1. *An Inventory of the Historical Monuments in City of York, Volume 5, Central*. London: HMSO. 1981. Retrieved 7 August 2020.
2. Historic England. "73, 75 AND 77, LOW PETERGATE (1257419)". *National Heritage List for England*. Retrieved 19 May 2021.
3. Pevsner, Nikolaus (1995). *Yorkshire: York and the East Riding*. Yale University Press. pp. 220–224. ISBN 0300095937.

53°57′39″N 1°04′53″W / 53.96086°N 1.08135°W / 53.96086; -1.08135


title: Collagen, type IV, alpha 1

abstract: Collagen alpha-1(IV) chain (COL4A1) is a protein that in humans is encoded by the COL4A1 gene on chromosome 13. It is ubiquitously expressed in many tissues and cell types. COL4A1 is a subunit of the type IV collagen and plays a role in angiogenesis. Mutations in the gene have been linked to diseases of the brain, muscle, kidney, eye, and cardiovascular system. The COL4A1 gene also contains one of 27 SNPs associated with increased risk of coronary artery disease.

text:
# Collagen, type IV, alpha 1

**Collagen alpha-1(IV) chain** (COL4A1) is a protein that in humans is encoded by the *COL4A1* gene on chromosome 13. It is ubiquitously expressed in many tissues and cell types. COL4A1 is a subunit of the type IV collagen and plays a role in angiogenesis. Mutations in the gene have been linked to diseases of the brain, muscle, kidney, eye, and cardiovascular system. The *COL4A1* gene also contains one of 27 SNPs associated with increased risk of coronary artery disease.

## Structure

### Gene

The *COL4A1* gene resides on chromosome 13 at the band 13q34 and contains 54 exons.\[5\] This gene produces 2 isoforms through alternative splicing.

### Protein

COL4A1 belongs to the type IV collagen family and contains three domains: a short N-terminal domain, a long triple-helical 7S domain at its center, and a non-collagenous 1 (NC1) domain at its C-terminal. The triple-helical domain contains interrupted G-X-Y repeats, which is suspected to allow flexibility of the domain. The NC1 domain is composed of two trimeric caps, each containing two alpha 1 fragments and one alpha 2 fragment, that form a sixfold propeller arranged around an axial tunnel. The interaction between these two caps occurs along a large planar interface and is stabilized by a covalent cross-link between the alpha 1 and alpha 2 chains across the two caps.

## Function

Type IV collagen is the major structural component of basement membranes, which contains two or three COL4A1 proteins. Thus, COL4A1 is abundant and found in all types of basement membranes. The NC1 domain of COL4A1 is an important antiangiogenic molecule to control the formation of new capillaries. NC1 binds to the α1β1 integrin and inhibits specific integrin signaling pathways in vascular epithelial cells. It also regulates HIF-1α and VEGF expression, presumably by inhibiting the MAPK signaling cascade. These findings may explain the antitumorigenic function of NC1.

## Clinical significance

Mutations in *COL4A1* exons 24 and 25 are associated with HANAC (autosomal dominant hereditary angiopathy with nephropathy, aneurysms, and muscle cramps). It has also been confirmed that mutations in the *COL4A1* gene occur in some patients with porencephaly and schizencephaly.

In humans, a novel mutation of the COL4A1 gene coding for collagen type IV was found to be associated with autosomal dominant congenital cataract in a Chinese family. This mutation was not found in unaffected family members or in 200 unrelated controls. In this study, sequence analysis confirmed that the Gly782 amino acid residue was highly conserved. This report of a new mutation in the COL4A1 gene is the first report of a non-syndromic autosomal dominant congenital cataract that highlights an important role for collagen type IV in the physiological and optical properties of the lens.

Additionally, in the cardiovascular field, the COL4A1 and COL4A2 regions on chromosome 13q34 are a highly replicated locus for coronary artery disease. In a normal wall of arteries, collagen type IV acts to inhibit smooth muscle cell proliferation. Accordingly, it was demonstrated that protein expression of collagen type IV in human vascular smooth muscle cells is regulated by both SMAD3 protein and TGFβ mediated stimulation of mRNA. Altogether, it was concluded that the pathogenesis of coronary artery disease may be regulated by COL4A1 and COL4A2 genes.

An autosomal recessive encephalopathy associated with mutations in this gene has also been reported.

### Clinical Marker

A multi-locus genetic risk score study based on a combination of 27 loci, including the COL4A1 gene, identified individuals at increased risk for both incident and recurrent coronary artery disease events, as well as an enhanced clinical benefit from statin therapy. The study was based on a community cohort study (the Malmo Diet and Cancer study) and four additional randomized controlled trials of primary prevention cohorts (JUPITER and ASCOT) and secondary prevention cohorts (CARE and PROVE IT-TIMI 22).

## Further reading

## InfoBox

| COL4A1 | | | |
| --- | --- | --- | --- |
|  | | | |
| Available structures  PDB Ortholog search: PDBe RCSB | | | |
| Identifiers | | | |
| Aliases | COL4A1, HANAC, ICH, POREN1, arresten, BSVD, RATOR, collagen type IV alpha 1, collagen type IV alpha 1 chain, BSVD1, PADMAL, COL4A1s | | |
| External IDs | OMIM: 120130; MGI: 88454; HomoloGene: 20437; GeneCards: COL4A1; OMA:COL4A1 - orthologs | | |
|  | | | |
|  | | | |
|  | | | |
|  | | | |
| Orthologs  Species **Human** **Mouse**  Entrez   Ensembl   UniProt   RefSeq (mRNA)     NM\_001845
NM\_001303110   NM\_009931   RefSeq (protein)     NP\_001290039
NP\_001836   NP\_034061   Location (UCSC) Chr 13: 110.15 – 110.31 Mb Chr 8: 11.25 – 11.36 Mb  PubMed search | | | |
| Wikidata | | | |
| View/Edit Human View/Edit Mouse | | | |


abstract: Road speed limit enforcement in the United Kingdom is the action taken by appropriately empowered authorities to attempt to persuade road vehicle users to comply with the speed limits in force on the UK's roads. Methods used include those for detection and prosecution of contraventions such as roadside fixed speed cameras, average speed cameras, and police-operated LIDAR speed guns or older radar speed guns. Vehicle activated signs and Community Speed Watch schemes are used to encourage compliance. Some classes of vehicles are fitted with speed limiters and intelligent speed adaptation is being trialled in some places on a voluntary basis. During 2006/7 a total of 1.75 million drivers had their licenses endorsed with 3 penalty points and £114 million was raised from fines; an 'e-petition' to ban speed cameras during 2007 received 28,000 signatures. The Department for Transport estimated that cameras had led to a 22% reduction in personal injury collisions and 42% fewer people being killed or seriously injured at camera sites. Injury Prevention reported that speed cameras were effective at reducing accidents and injuries in their vicinity and recommended wider deployment. An LSE study in 2017 found that "adding another 1,000 cameras to British roads could save up to 190 lives annually, reduce up to 1,130 collisions and mitigate 330 serious injuries." In May 2010 the new Coalition government pledged to scrap public funding for speed cameras and cut the Road Safety Grant from £95 million to £57 million. Opposition politicians and some road safety campaigners claimed that lives were being put at risk. A survey conducted by The Automobile Association said that use of speed cameras was supported by 75% of their members.

text:
# Road speed limit enforcement in the United Kingdom

**Road speed limit enforcement in the United Kingdom** is the action taken by appropriately empowered authorities to attempt to persuade road vehicle users to comply with the speed limits in force on the UK's roads. Methods used include those for detection and prosecution of contraventions such as roadside fixed speed cameras, average speed cameras, and police-operated LIDAR speed guns or older radar speed guns. Vehicle activated signs and Community Speed Watch schemes are used to encourage compliance. Some classes of vehicles are fitted with speed limiters and intelligent speed adaptation is being trialled in some places on a voluntary basis.

During 2006/7 a total of 1.75 million drivers had their licenses endorsed with 3 penalty points and £114 million was raised from fines; an 'e-petition' to ban speed cameras during 2007 received 28,000 signatures. The Department for Transport estimated that cameras had led to a 22% reduction in personal injury collisions and 42% fewer people being killed or seriously injured at camera sites. *Injury Prevention* reported that speed cameras were effective at reducing accidents and injuries in their vicinity and recommended wider deployment. An LSE study in 2017 found that "adding another 1,000 cameras to British roads could save up to 190 lives annually, reduce up to 1,130 collisions and mitigate 330 serious injuries."

In May 2010 the new Coalition government pledged to scrap public funding for speed cameras and cut the Road Safety Grant from £95 million to £57 million. Opposition politicians and some road safety campaigners claimed that lives were being put at risk. A survey conducted by The Automobile Association said that use of speed cameras was supported by 75% of their members.

## Rationale

Enforcement is used to increase compliance with speed limits.

One of the main motivations for enforcement is to reduce road casualties, particularly at accident blackspots. For 2008, "exceeding the speed limit" was reported as one of the contributory factors in 5% of all casualty collisions (14% of fatal collisions resulting in 15% of all deaths).

The Royal Society for the Prevention of Accidents estimates that a pedestrian has a 90% chance of surviving being hit by a car at 20 mph, falling to 50% chance at 30 mph and to 10% at 40 mph. The government noted that the change from "mainly survivable injuries to mainly fatal injuries" takes place at speeds between 30 and 40 mph. One third of drivers thought that the chances of a pedestrian dying if hit at 40 mph was 50% or less. Parliament noted that most deaths of pedestrian occurred in urban areas (where the speed limit ranges from 20 to 40 mph).

A 2003 survey of drivers for the Department for Transport found that 58% break speed limits on 30 mph roads and 25% break them by more than 5 mph. 57% break speed limits on motorways and 20% break them by more than 10 mph. In 2002 the Select Committee on Transport stated that "Most drivers and pedestrians think speeds are generally too high but 95 per cent of all drivers admit to exceeding them".

Groups most likely to speed excessively are those driving in a work related capacity, members of high income households and young males. Motorcyclists also frequently speed as do HGV drivers commonly on single carriageway main roads where their speed limit is 50 mph.

## Methods

There are many methods used by authorities, in places where the speed limits are not generally observed, to attempt to achieve greater compliance. These methods generally fall into one of two categories:

* to attempt to identify drivers or vehicles that are breaking the speed limit for the purposes of prosecution,
* to remind vehicle users what the speed limit is, and that it should be obeyed.

There are several types of speed camera in use. Speed cameras must be calibrated and undergo Home Office Type Approval before the images from it are acceptable to the court, including the cameras used in police vehicles. Owners of vehicles photographed may be contacted with a 'Notice of Intended Prosecution' (NIP) requiring them to provide the name and address of the driver. If they do not provide this information they may receive a Court summons for 'Failing to Furnish Driver Details'. "Higher speeds" result in prosecution by way of a 'Conditional Offer Fixed Penalty' which can be settled by accepting a £100 fine and three penalty points. "Excessive speed offences" are automatically sent to the court.

### Fixed instantaneous speed cameras

These cameras are installed beside a road and record the instantaneous speed of vehicles and a photograph of vehicles that have been identified as breaking the speed limit. There are two types commonly in use:

* Gatso cameras, which take a photograph of the rear of the vehicle after the vehicle has passed,
* Truvelo / D-cam digital cameras which use infrared to take a picture of a vehicle as it approaches, which includes an image of the driver. These cameras then transmit the image and speed to the authorities virtually instantly.

### Police operated equipment

Police officers can use LIDAR speed guns or sometimes the older and less accurate radar speed guns to gather evidence for prosecution. These may be operated from temporary static sites or from within police vehicles.

### Average speed cameras

Known as the SPECS system, these cameras measure average speeds over a known or measured distance. The first average speed camera in Scotland was installed on the A77 road in 2004.

### Vehicle activated signs

Vehicle activated signs that illuminate to indicate to a driver that they are exceeding the speed limit – these do not result in the issuance of a penalty, merely serve as a warning.

### Community Speed Watch

Community Speed Watch is a partnership between local people, the Police, the Fire Service and local councils. Volunteers spend a short time each week monitoring speeds and noting number plates. Those identified as speeding are sent a warning letter and the police will take further action if the same vehicle is identified as speeding three times. Community Speed Watch is only permitted for speed limits of 40 mph or below. Junior Speed Watch works in a similar way but involves schoolchildren.

### Speed limiters

Some classes of vehicles are required to have speed limiters which enforce a maximum speed by physical means. New vehicles should be fitted with limiters as follows. Buses and coaches: 70 mph (113 km/h) HGVs: 60 mph (97 km/h) Mopeds: 30 mph (48 km/h) Older vehicles still in use do not have limiters fitted or have them set at a higher speeds. These devices do *not* enforce speed limits as they do not adapt to speed limit changes.

### Speed triggered traffic lights

Swindon council is planning to install equipment on some of their traffic light systems so that they will turn to red early if a car is detected travelling above a preset speed on the approach. A Swindon councillor is reported to have said that "the whole key is to monitor driver behaviour without beating them over the head" and that "it may annoy them, but I think eventually people will work out that if they maintain a constant speed at or around the speed limit then actually their journey times will be much shorter because they won't be getting delayed by traffic lights". The RAC Foundation gave a cautious welcome to the trial. Similar systems are already in use in Spain and Portugal.

### Intelligent speed adaptation

A trial of intelligent speed adaptation is available in London. Drivers can install free software in their TomTom GPS sat-nav units to provide a warning if they are exceeding the speed limit. In addition a 'voluntary ISA' system which uses technology installed in the vehicle which makes it difficult to accidentally accelerate beyond the speed limit is being developed. This technology is expected to be available on a voluntary basis with no current plans for vehicles to be required to be fitted with it.

### TASCAR

**TASCAR** stands for Temporary Automatic Speed Camera at Road works, and is the term used by the Highways Agency and other relevant organisations for speed enforcement at works carried out by or on behalf of the agency on the UK road network.

Different rules apply for the placement of these cameras than for cameras used for general enforcement elsewhere.

## Effectiveness

### Speed cameras

An LSE study in 2017 found that speed cameras reduced fatalities by 58 to 68% within 500 metres of the cameras and "adding another 1,000 cameras to British roads could save up to 190 lives annually, reduce up to 1,130 collisions and mitigate 330 serious injuries."

A 2013 study by the RAC found a 27% reduction in fatal and serious collisions in the vicinity of speed cameras.

In 2001 the Nottingham Safety Camera Pilot achieved "virtually complete compliance" on the major ring road into the city using average speed cameras, across all Nottinghamshire SPECS installations, KSI (Killed / Seriously Injured) figures have fallen by an average of 65%.

In 2003, *Injury Prevention* reported that speed cameras were effective at reducing accidents and injuries and recommended wider deployment. In February 2005 the British Medical Journal again reported that speed cameras were an effective intervention in reducing road traffic collisions and related casualties, noting however that most studies to date did not have satisfactory control groups. In 2003 Northumbria Police's Acting Chief Inspector of motor patrols suggested that cameras didn't reduce casualties but did raise revenue – an official statement from the police force later re-iterated that speed cameras do reduce casualties.

In December 2005 the Department for Transport published a four-year report into Safety Camera Partnerships which concluded that there was a 22% reduction in personal injury collisions and 42% fewer people being killed or seriously injured following the installation of cameras. The Times reported that this research showed that the department had been previous exaggerating the safety benefits of speed cameras but that the results were still 'impressive'.

A report published by the RAC Foundation in 2010 estimated that an additional 800 more people a year could be killed or seriously injured on the UK's roads if all speed cameras were scrapped. A survey conducted by The Automobile Association in May 2010 indicated that speed cameras were supported by 75% of their members.

In 2017, the first average speed camera system on an urban road in Scotland began operating. In the following year, there were no crashes resulting in an injury (compared to six in the three years 2013–2015) and the number of speeding offences dropped from three in every five vehicles to around two per day (out of around 15,000 vehicles per day).

There is also evidence against the efficacy of speed cameras. Within four years of Swindon abandoning the use of fixed speed cameras, arguing that the cost did not represent an effective way to reduce road accidents, the town was the safest town to drive in the UK, based on accident rates per 1,000 registered vehicles: a result linked by the Local Authority Member for Council Transformation, Transport and Strategic Planning to the removal of speed cameras and resultant additional funding for road safety, alongside close working with the police.

### Vehicle activated signs

The MP Angela Watkinson stated in parliament that vehicle activated signs were more effective than speed cameras – Department for Transport figures show that each vehicle-activated sign is estimated to prevent 3.1 accidents per year compared to 2.2 for speed cameras. Jim Fitzpatrick the Under-Secretary of State for Transport questioned her source.

Following the decision by Portsmouth City Council to remove all their speed cameras, a councillor stated that the evidence is that vehicle activated signs are at least as effective at reducing traffic speeds as speed cameras and at one-tenth of the cost. In 2006 Transport Minister Stephen Ladyman issued a retraction accepting that VAS were indeed ten times more cost effective than cameras. The data behind this came from the Transport Research Laboratory report TRL548 from 2003, which was commissioned by the Department for Transport but was not included in their earlier figures.

## History

### Historical methods

#### Time and distance

Before the availability of such technology the police would time drivers over a known distance to calculate their speed.

#### Pacing

The police would sometimes follow the target vehicle at a constant distance, and use the speed reading from their own calibrated speedometer as evidence of the speed of the vehicle being followed.

### Early years

The Highway Act 1835 allowed cart owners to be traced when it introduced the offence of 'Negligence causing damage to person or goods being conveyed on the highway', not having the owners name painted on the side of a cart, and refusing to give the owner's name.

The early Locomotive Acts between 1866 and 1896 effectively calmed self-propelled traffic by requiring that a man walked in front of each vehicle with a red flag, and so the imposed speed limits of 2 miles per hour (3.2 km/h) and 4 miles per hour (6.4 km/h) did not require enforcing.

The first person to be convicted of speeding in the UK was Walter Arnold of East Peckham, Kent, who on 28 January 1896 was fined for speeding at 8 mph (13 km/h), thus exceeding the contemporary speed limit of 2 mph (3.2 km/h). He was fined one shilling plus costs.

The Automobile Association was formed in 1905 to help motorists avoid police speed traps. In 1906 Earl Russell, an early motoring enthusiast, compared 'speed traps' to 'highway robbery' in Parliament: "Policemen are not stationed in the villages where there are people about who might be in danger, but are hidden in hedges or ditches by the side of the most open roads in the country... they are used in many counties merely as a means of extracting money from the passing traveller in a way which reminds one of the highwaymen of the Middle Ages".

In 1910 in legal test case ('Betts -v- Stevens') involving an Automobile Association patrolman and a potentially speeding motorist the Chief Justice, Lord Alverston, ruled that where a patrolman signals to a speeding driver to slow down and thereby avoid a speed trap then that person would have committed the offence of 'obstructing an officer in the course of his duty' under the Prevention of Crimes Amendment Act 1885. Subsequently, the organisation developed a coded warning system which was used until the 1960s whereby a patrolman would always salute the driver of a passing car which showed a visible AA Badge unless there was a speed trap nearby, on the understanding that their officers could not be prosecuted for failing to salute.

All speed limits for cars and motorcycles were abolished under the Road Traffic Act 1930 because 'the existing speed limit was so universally disobeyed that its maintenance brought the law into contempt'.

Speedometers were made compulsory for new cars in 1937.

### Electronic aids

By the late 1980s traffic police were being issued with Laser speed guns which enabled them to measure the speed of a vehicle more precisely.

### 1991 – March 2007: speed cameras

The first speed camera was installed in 1991. A camera that was installed on the M40 motorway and recorded 400 instances of speeding within 40 minutes. The Association of British Drivers was formed the same year and campaigned vigorously against speed cameras.

A statutory instrument, 'The Road Traffic Offenders (Prescribed Devices) Order 1992' was approved in May 1992 coming into force 1 July 1992 allowing for unattended traffic cameras to be used for prosecution of speeding offences. The Gatsometer BV Type 24 was approved in June 1992. The LTI 20.20, a police operated LIDAR speed gun received type approval in 1993.

The charity Brake was formed in 1995 to support traffic victims and campaign for effective enforcement of speed limits. The charity RoadPeace was founded in 1990 and has since actively campaigned to increase the number of speed cameras. In 1991 the government launched a major TV campaign 'Kill your speed, not a child' with the budget rising from an initial £1m to £3.5m in 1997.

Research published in February 1999 showed that cameras reduce drivers' speeds markedly and were perceived to be reasonably effective. Safety Camera Partnerships were introduced by the Department for Transport in December 1999 with eight initial trial areas. In 1999 income from penalties for offences recorded by cameras was approaching £100 million.

In 1999 there was an increase in road fatalities for only the second time in 10 years (the previous time being in 1997).

In March 2000 the government launched a new road-safety strategy that would focus specifically on speed aiming to reduce road fatalities and serious injuries by 40%, and by 60% for children by 2010 (compared to the average of 1994–1998). A similar level of 10-year casualty reduction had been consistently achieved over each of the previous eight years. Safe Speed was founded to challenge this strategy and campaign against the crack-down on speed.

In April 2000 two motorists caught speeding and challenged the Road Traffic Act 1988 which required the registered keeper of a vehicle to identify the driver at a particular time as being in contradiction to the Human Rights Act 1998 on the grounds that it amounted to a 'compulsory confession', also that since the camera partnerships included the police, local authorities, Magistrates Courts Service (MCS) and Crown Prosecution Service (CPS) which had a financial interest in the fine revenue that they would not get a fair trial. Their plea was initially granted by a judge then overturned but was then heard by the European Court of Human Rights (ECtHR), and the European Court of Justice (ECJ). In 2007 the European Court of Human Rights found there was no breach of article 6 in requiring the keepers of cars caught speeding on camera to provide the name of the driver.

During 2001 The Road Vehicles (Display of Registration Marks) Regulations 2001 made it illegal to alter, rearrange or misrepresent the letters or numbers on a registration plate (number plate), with a maximum fine of up to £1000. The Vehicles (Crime) Act 2001 introduced registration for number plate suppliers, regulate the specifications for registration plates and provided new 'Unified power for Secretary of State to fund speed cameras etc.'

The Transport Research Laboratory published a report on traffic management at major motorway road works in January 2004. Safe Speed received a copy of the then unpublished report and claimed that it showed that fixed cameras increased the risk of injury accidents 55 per cent at road works and by 31 per cent on open motorways, also that fatal and serious crashes were 32 per cent more likely where cameras were being operated'.

The first average speed camera in Scotland was installed on the A77 road in 2004. Vehicle speeds significantly reduced immediately after the system was installed, the average being reduced by 5–6 mph and the number of drivers exceeding the speed limit by 80% or more in some areas.

In March 2005 a BBC program *Inside Out* demonstrated how the LTI 20.20 LIDAR speed gun, of which 3,500 were in use in the UK, could create exaggerated reading. Errors came from two sources. 'Sweep errors' were as a result of the camera not measuring the distance to a fixed point on the vehicle but instead being 'swept' along the side of the vehicle. This was demonstrated by sweeping the target along a wall which was recorded as moving at 58 mph. Another way of achieving a bogus reading was where the laser reflected off a wing mirror, hit a stationary reflective object and then returned reflecting off the mirror a second time.

In July 2005 the Department for Transport blocked the installation of nearly 500 new speed cameras over concerns that partnerships have failed to consider alternatives.

A 2006 report from the Department for Transport estimated that 'exceeding the speed limit' was a fact in 12% of fatal road crashes and 5% of all casualty crashes. In the year 2006/2007 1.75 million drivers had 3 points put on their licenses and a total of £114 million of fines were issued. The 2006 AA road map controversially included the location for thousands of speed cameras – the first time such information was available in that form. A trial of number-plate displaying vehicle activated signs in 2006 at roadworks on the M42 motorway resulted in half of the speeding traffic slowed down, compared to a third who responded to normal speed cameras.

As of April 2006 there were thirty eight Safety Camera Partnerships in England and Wales covering forty-one police force areas out of a total of forty-three. The Road Safety Act 2006 introduced new legislation relating to road safety grants, the application of surplus income from safety camera enforcement and regulation relating to fixed fines. From April 2007 authorities received a 'Road Safety Grant' which was no longer related to the number of fines issued locally and was instead given directly to those local authorities responsible for road safety regardless or not of whether they operate traffic enforcement cameras.

During 2007 a e-petition to ban speed cameras organised by Safe Speed received 28,000 signatures.

### April 2007–present

Funding for Safety Camera Partnership changed in April 2007 and has subsequently come from Department for Transport as 'Road Safety Grants' rather than being directly linked to money raised locally from fines as it had been previously.

Swindon in Wiltshire switched off their 5 fixed cameras in July 2009, with the intention of replacing them with vehicle activated speed warning signs. They thus became the first local council with no fixed cameras, although the police will continue to use their mobile speed cameras to enforce speed limits. In the nine months following the switch-off there was a small reduction in casualty rates between similar periods before and after the switch off (Before: 1 fatal, 1 serious and 13 slight accidents. Afterwards: no fatalities, 2 serious and 12 slight accidents). The journalist George Monbiot claimed that the results were not statistically significant, highlighting earlier findings across the whole of Wiltshire that there had been a 33% reduction in the number of people killed and seriously injured generally and a 68% reduction at camera sites during the previous 3 years.

A report by ICM Research (an Opinion poll research organisation) sponsored by motor insurance company LV in 2010 indicated that 1% of accidents are caused by drivers braking and then accelerating near speed cameras and that this would equates to a total of some 28,000 accidents across the country. A spokesman said that speed cameras 'impair driving ability or at the least concentration on the road'.

In May 2010 the new Coalition government said that the 'Labour's 13-year war on the motorist is over' and that the new government 'pledged to scrap public funding for speed cameras'. In July 2010, Mike Penning, the Road safety minister reduced the Road Safety Grant for the current year to Local Authorities from £95 million to £57 million saying that local authorities had relied too heavily on safety cameras for far too long and that he was pleased that some councils were now focusing on other road safety measures. It is estimated that as a result the Treasury is now distributing £40 million less in Road Safety Grant than is raised from fines in the year. The cuts include a 27% to the revenue grant used for camera maintenance and education programs and 100% to the capital grant used for road safety measures such as the installation of fixed cameras, speed humps and pedestrian crossings. Brake warned that by removing ring-fencing the cuts could in reality be larger. Penning later said "road safety grant was reduced as this grant was spread evenly across all local authorities, not because this was considered an area of lower priority spending."

In June 2010 it was announced that 9 of Somerset's 26 fixed speed cameras were to be switched off.

In July 2010, the BBC announced that the Devon and Cornwall Safety Camera Partnership was to be wound up, and that no speed camera would be operated in the South West from the following year unless funding was provided by the government. Also in July 2010 one-fifth of the speed cameras in Northamptonshire were switched off – the council would not reveal which of its 42 cameras remained active, and others announced plans to review camera provision. and a total of four other counties; Buckinghamshire, Lancashire, Dorset and Essex announced plans to turn off some or all of their cameras;

All the Oxfordshire speed cameras were switched off on 1 August 2010. Later in August an Oxford Mail report challenged a claim by Thames Valley Safer Roads Partnership that speed offences had increased since the switch-off, stating that they have received data showing that speed offences actually fell by 4 per-cent when compared the figures since the switch-off to those of 2008–9. In September, Oxfordshire's Thames Valley Safer Roads Partnership reported that the number of drivers speeding past the county's deactivated speed cameras had increased by up to 88%. Following lobbying by road safety groups and by local residents it was announced in November that they would be reinstated. The Oxfordshire cameras were switched back on in April 2011 after a new source of funding was found for them. Following rule changes on the threshold for offering "Speed Awareness Courses" as an alternative to a fine and licence points for drivers, and given that the compulsory fees charged for such courses go directly to the partnerships rather than directly to central government as for the fine revenues, the partnership will be able to fund their operations from course fees. Compared with the same period in the previous year with the cameras still switched on, the number of serious injuries that occurred during the same period with the cameras switched off was exactly the same – at 13 – and the number of slight injuries was 15 more at 70, resulting from 62 crashes – 2 more than when the cameras were still operating. There were no fatalities during either period.

In July 2010, some opposition politicians and some road safety campaigners claimed that lives were being put at risk by the removal of speed cameras. The AA agreed saying adding that cameras were supported by the majority of motorists.

In August 2010, Gloucestershire cancelled plans to update cameras and reduced or cancelled maintenance contracts.

In October 2010, Wiltshire switched off its remaining speed cameras, both fixed and mobile. Speed limit enforcement will continue to be provided in the county by Wiltshire's traffic police and Community Speed Watch.

In December 2010, Portsmouth City Council decided to end its membership of the *Hampshire and Isle of Wight Road Safety Partnership*, and to remove all its speed cameras.

In 2017 fines issued by courts for the most serious speeding offences have increased to better reflect the seriousness of the offence. On 24 April 2017 new rules came into force which see the maximum fine for being caught speeding increase by 150% to £2,500 from £1,000 for the most serious offenders. The minimum penalty for speeding remains a £100 fine and 3 penalty points added to your licence.

A 2017 Freedom of Information request found that 52% of speed cameras in the UK were switched on. The report showed that four out of the 45 police forces in the UK had no working speed cameras and that West Yorkshire, South Yorkshire, Greater Manchester, Kent and Cheshire police forces had a quarter or less active cameras. The report found that City of London, Metropolitan Police/TfL, Lancashire, Nottinghamshire, Suffolk and Northern Ireland police forces said that all of their cameras are active. The reason for this has been a cut in funding and many cameras, most notably many Gatso and Truvelo Combi speed cameras, still used older film technologies rather than newer digital technologies.

Documents referenced from 'Notes' section  * Department for Transport (2008). "Reported Road Casualties Great Britain: 2008 Annual Report" (PDF). Retrieved 9 January 2010.

Other references for article  1. "Speed cameras reduce road accidents and traffic deaths, according to new study".
2. "Accident blackspot gets mobile speed camera". A MOBILE speed camera is being set up at an accident black spot in Worcestershire this week. A speed camera van will enforce the 60mph speed limit on the A46 Sedgeberrow bypass, near Evesham, due to the high number of collisions and speeding problems on the road
3. "The consequences of speed". Parliament. Hit by a car at 40 mph, nine out of ten pedestrians will be killed. Hit by a car at 30 mph, about half of pedestrians will be killed. Hit by a car at 20 mph, nine out of ten pedestrians will survive... in other words, as the DTLR notes: "The change from mainly survivable injuries to mainly fatal injuries takes place at speeds between 30 and 40 mph". A considerable number of drivers are unaware of this. A survey undertaken for Brake found than one third of drivers thought that "the chances of a pedestrian dying if hit at 40 mph \[was\] 50% or less
4. "The Green Flag Report on Safe Driving 2004 PART TWO – Speed" (PDF).
5. "Select Committee on Transport, Local Government and the Regions Ninth Report – Introduction". Parliament. The problem is that: "Most drivers and pedestrians think speeds are generally too high but 95 per cent of all drivers admit to exceeding speed limits
6. "LIST OF CONCLUSIONS AND RECOMMENDATIONS". Parliament.
7. "Road Traffic Offenders Act 1988 (Section 20)".
8. "I have received the Notice of Intended Prosecution – what happens now?". *South Yorkshire Safety Camera Partnership*. Archived from the original on 22 August 2010. Retrieved 19 April 2010.
9. "One of the most high profile initiatives of the A77 Safety Group has been the introduction of the SPECS average speed camera system". Archived from the original on 11 March 2012. Transport Scotland assisted the Partnership in installing a SPECS average speed system, which was a first ever for Scottish roads.
10. "Speed Watch". Archived from the original on 21 July 2010. Retrieved 8 November 2010. Community Speed Watch gives local people the ability to actively get involved in road safety. A Community Speed Watch can be set up in any village, small town, or urban area, governed by either a 30 or 40 miles per hour speed limit, to discourage drivers and motorcyclists from driving faster than the set speed limit. Community Speed Watch is a partnership between the Community, the Police, Fire Service, Parish Council, and County Council, with an aim to tackle the problem of speeding motorists, therefore improving the quality of life of the local residents. A Speed Watch consists of local residents, who are willing to volunteer a small amount of time each week to monitor speeds with speed detection equipment. Persistent offenders will receive a second warning letter, and on a third occasion, offenders can expect further action by police
11. "CHILDREN HAVE "SELFISH" DRIVERS IN THEIR SIGHTS". West Midlands Police. Archived from the original on 17 July 2011. Retrieved 8 November 2010. CHILDREN and police in Birmingham have joined forces to launch the region's first junior Speed Watch scheme.
12. "A GUIDE TO SPEED LIMITER REQUIREMENTS" (PDF). Department for Transport.
13. "Swindon traffic lights to slow speeding drivers". BBC. 18 May 2011. Retrieved 7 June 2011.
14. "Intelligent speed adaptation". Transport for London.
15. Highways Agency, Speed Limit Enforcement at Road Works: Guidance and Best Practice, Issue B, July 2006.
16. "Speed camera data". Racfoundation.org. 7 June 2013.
17. "Annex 6 TECHNOLOGY FOR ENFORCEMENT". A notable example is in the Nottingham Safety Camera Pilot where virtually complete compliance was achieved on the major ring road into the city
18. "Permanent Casualty Reduction Scheme" (PDF). Archived from the original (PDF) on 31 March 2010. Retrieved 7 November 2010. Across all Nottinghamshire SPECS installations, KSI figures have fallen by an average of 65%
19. S M Christie; R A Lyons; F D Dunstan & S J Jones in Injury Prevention (2003). "Are mobile speed cameras effective? A controlled before and after study". *Injury Prevention*. **9** (4): 302–306. doi:10.1136/ip.9.4.302. PMC 1731028. PMID 14693888. Camera sites had lower than expected numbers of injurious crashes up to 300 metres using circles and up to 500 metres using routes. Routes methods indicated a larger effect than the circles method except in the 100 metres nearest sites. A 500-metre route method was used to investigate the effect within strata of time after intervention, time of day, speed limit, and type of road user injured. The number of injurious crashes after intervention was substantially reduced
20. Paul Pilkington & Sanjay Kinra (12 February 2005). "Effectiveness of speed cameras in preventing road traffic collisions and related casualties: systematic review". *British Medical Journal*. **330** (7487): 331–334. doi:10.1136/bmj.38324.646574.AE. PMC 548724. PMID 15653699. Existing research consistently shows that speed cameras are an effective intervention in reducing road traffic collisions and related casualties. The level of evidence is relatively poor, however, as most studies did not have satisfactory comparison groups or adequate control for potential confounders. Controlled introduction of speed cameras with careful data collection may offer improved evidence of their effectiveness in the future.
21. "Cameras are for cash". The Journal. 25 October 2003. Retrieved 31 March 2008.
22. Department for Transport (2005). "The National Safety Camera Programme: Four Year Evaluation Report". Archived from the original on 29 March 2010. Retrieved 4 May 2010. `{{cite journal}}`: Cite journal requires `|journal=` (help)
23. Webster, Ben (16 December 2005). "Speed camera benefits overrated". *The Times*. London. Archived from the original on 7 October 2008. The main report says that fixed cameras reduce deaths and serious injuries by 50 per cent and mobile cameras by 35 per cent. It calculates that cameras prevent 1,745 deaths or serious injuries a year across Britain. But once the regression to the mean was taken into account, fixed cameras were found to reduce deaths and serious injuries by only 873, or 24 per cent for fixed and 17 per cent for mobile cameras. While still impressive, these reductions are lower than could be achieved by other road safety measures.
24. "RAC Foundation report backs speed camera safety benefit". BBC News. 24 November 2010.
25. "Speed camera support 'at all-time high'". Admiral. Support for speed cameras is running at an all-time high, a poll by the AA has suggested. According to the motoring organisation's survey of members in October, 75% now believe that the use of speed cameras is 'acceptable' – including 30% who believe their use is 'very acceptable'. This compares with a 69% approval rating in a poll conducted in November last year, and is the highest level reached in ten years of monitoring public sentiment for the devices, the AA says.
26. "Old Dalkeith Road, Edinburgh – Scotland's First Urban Average Speed Camera System Goes Live". Safetycameras.gov.scot. 4 September 2017.
27. "Offences drop on Scotland's first urban road with average speed cameras". BBC News.
28. "Town ditches fixed speed cameras". BBC News. 31 July 2009.
29. "Town tops league for safest driving". *This Is Wiltshire*. 21 March 2012.
30. "Speed Cameras/Vehicle-activated Signs". *Hansard*. House of Commons. 22 April 2008. Retrieved 3 May 2010. Angela Watkinson: The cost of a speed camera, including installation, is about £50,000, whereas the cost of a vehicle-activated sign is only £1,000. The Department for Transport's own figures say that 2.2 accidents are estimated to be prevented by a speed camera in one year, whereas vehicle-activated signs are estimated to prevent 3.1 accidents. Does the Minister therefore agree that the Department's own figures show that not only are vehicle-activated signs more effective in improving road safety, but they are very much better value for money? Will he consider introducing a policy that vehicle-activated signs should be given preference over speed cameras wherever the location is appropriate? Jim Fitzpatrick: The decision about which type of camera to deploy and where is very much a matter for local road safety partnerships, which receive £110 million extra a year to do that. I am not sure where the hon. Lady found her figures. The four-year independent evaluation report on the 4,100 speed camera sites, published in 2005, recorded a 42 per cent. reduction in serious crashes a year, meaning 100 fewer deaths and 1,600 fewer seriously injured—as opposed to the two or three that she mentions. Our figures are at variance and I would be happy to discuss them with her, because I know that the objective for the whole House is to reduce the numbers needlessly killed or seriously injured on our roads.
31. "City to scrap its speed cameras". *The News*. Johnston Press Digital Publishing. 30 December 2010. Retrieved 25 January 2011.
32. "Roads Policing and Technology" (PDF). Archived from the original (PDF) on 29 June 2011. Retrieved 27 August 2023.
33. "TRL – Vehicle-activated signs – a large scale evaluation". Archive.is. 5 May 2013. Archived from the original on 5 May 2013. Retrieved 30 November 2019.
34. "SPEED LIMIT (POLICE METHODS)". *Parliamentary Debates (Hansard)*. 9 November 1936. The Commissioner of Police of the Metropolis informs me that the method of enforcing the speed limit in built-up areas which is usually employed and was employed in this case is for the traffic patrols to follow for a reasonable distance the vehicle which they suspect of exceeding the limit, and to time it by means of the speedometer in the police car. In the instructions issued to police, special stress is laid on the necessity for keeping as far as possible at an even distance behind the vehicle which is being followed.
35. "Motoring firsts". National Motoring Museum.
36. Adam Hart Davis. "The Eureka Years". BBC Radio 4.
37. "US History, Criminal Justice, The first speeding ticket". Archived from the original on 3 May 2010.
38. "About us". The AA. Retrieved 26 February 2010.
39. "MOTOR CAR LEGISLATION". *Parliamentary Debates (Hansard)*. 16 July 1907. Retrieved 17 April 2010. The noble Earl said: My Lords, in 1905, a very important and influential Royal Commission was appointed to consider the subject of motor cars, and what legislation was desirable when the Act at that time existing, and which was limited to three years, expired. That Commission held a great many sittings and examined a great many witnesses; it was extremely painstaking in its work, and presented a very carefully considered and somewhat voluminous Report... I regard the abolition of the speed limit as the most important recommendation of the Royal Commission... Policemen are not stationed in the villages where there are people about who might be in danger, but are hidden in hedges or ditches by the side of the most open roads in the country... I am entirely in sympathy with what the noble Earl said with regard to police traps. In my opinion they are manifestly absurd as a protection to the public, and they are used in many counties merely as a means of extracting money from the passing traveller in a way which reminds one of the highwaymen of the Middle Ages.
40. JA Coutts, 'Obstructing the Police' (1956) 19 MLR 411
41. "Road Traffic – 1900– 1929". swarb.co.uk. Retrieved 27 February 2010.
42. "New Motoring Law". *The Times*. 1 December 1930. p. 14.
43. "MOTOR VEHICLES AND SPEEDOMETERS". *Parliamentary Debates (Hansard)*. 1 December 1932. Retrieved 2 May 2010. It is sufficient to say that the reason why the speed limit was abolished was not that anybody thought the abolition would tend to the greater security of foot passengers, but that the existing speed limit was so universally disobeyed that its maintenance brought the law into contempt
44. "Road Safety History 1922 – 1937". *RoadSafetyUK*. Archived from the original on 12 August 2010. Retrieved 2 May 2010.
45. Booker, Christopher (24 July 2010). "Speed cameras: the twisted truth". *The Telegraph*. Retrieved 8 October 2010. In 1992 the police were given a new weapon when the first speed cameras were installed in west London. Trials on the M40 had shown just how frequently drivers broke the limit, when cameras capable of taking 400 snapshots on each roll of film had used up their quota in 40 minutes.
46. "SPEED AND RED-LIGHT (SAFETY) CAMERA FUNDING—NETTING-OFF ARRANGEMENTS". Parliament.
47. "Fighting for your rights – the ABD – The bigger picture". Top Gear. 12 March 2004. Archived from the original on 8 March 2005. Retrieved 28 January 2008.
48. "The Road Traffic Offenders (Prescribed Devices) Order 1992".
49. "Radar speed measuring device approval".
50. "Light beam speed measuring device approval 1993".
51. "Speed enforcement". Brake.
52. "RoadPeace Founder and Chair". RoadPeace. Retrieved 27 February 2010.
53. "Roadpeace steps up campaigning". *PR Weekly*. Retrieved 10 October 2010. Traffic victims' charity Roadpeace is spearheading a campaign to increase the number of speed cameras on Britain's roads.
54. "The effects of speed cameras: how drivers respond" (PDF). Department for Transport (UK). February 1999. Retrieved 13 April 2006.
55. "Press Release: Speed Camera Funding – eight pilot schemes announced". Department for Transport (UK). Archived from the original on 10 August 2007. Retrieved 29 August 2007.
56. "The national safety camera programme" (PDF). Archived from the original (PDF) on 17 June 2011. Retrieved 17 October 2010. In 2000, the Government published the ten-year road safety strategy. This set out casualty reduction targets for 2010. These were: By 2010 we want to achieve (compared with the average for 1994–98): 40% reduction in the number of people killed or seriously injured in road collisions 50% reduction in the number of children killed or seriously injured 10% reduction in the slight casualty rate, expressed as the number of people slightly injured per 100million vehicle kilometres
57. Transport Statistics Great Britain: 2007 Edition (Report). Department for Transport.
58. "O'Halloran and Francis v. The United Kingdom".
59. "What is the Legal Spacing and Letter Style on Number Plates". 8 June 2014. Retrieved 8 June 2014.
60. "Vehicle crime". Archived from the original on 8 April 2010. Retrieved 15 October 2010. The Vehicles (Crime) Act 2001 – The Act introduced the registration of motor salvage dealers and number plate suppliers, together with the Vehicle Identity Check scheme. These measures will make it harder for thieves to sell on stolen vehicles.
61. "Vehicles (Crime) Act 2001 S38: Unified power for Secretary of State to fund speed cameras etc". *Legislation.gov.uk*.
62. "SPECS – The Facts". *A77safetygroup*. Figures have shown that, across the route, vehicle speeds significantly reduced immediately after the system was installed. Average speeds typically reduced by 5-6mph and the number of drivers exceeding the speed limit reduced by 80% or more in some areas.
63. "Mobile Speed Cameras".
64. Webster, Ben (15 July 2005). "Speed camera U-turn as 500 sites rejected". *The Times*. London. Archived from the original on 13 January 2006.
65. David Robinson; Richard Campbell. "Contributory factors to road accidents". *Road Casualties Great Britain: 2005*. UK Department for Transport. Archived from the original on 9 February 2010.
66. *Philip's Complete Road Atlas Britain 2010*. Philip's. 2009.
67. "Speed camera fines reach £114.6m". BBC News. 26 June 2007. Retrieved 9 October 2010. Speed camera fines rose to £114.6m last year even though fewer fixed penalty notices were issued to motorists, a survey has indicated.
68. Bloomfield, Steve (26 June 2005). "AA causes fury by publishing its first-ever map of speed cameras". *The Independent*. London. Retrieved 17 April 2010. A controversial decision by the AA to publish its first map of speed traps has provoked a storm of protest from safety experts, who accuse the organisation of encouraging motorists to break the law.
69. Ben Webster (4 August 2006). "Speed camera that tells you off but doesn't take away your cash". *The Times*. London.
70. "Areas covered by the Safety Camera Funding Scheme". Department for Transport (UK). Archived from the original on 13 February 2006. Retrieved 13 April 2006.
71. "Road Safety Act 2006". *Legislation.gov.uk*. Retrieved 15 October 2010.
72. "Safety cameras". Department for Transport (UK). Retrieved 26 March 2007.
73. Kirkup, James; Millward, David (4 December 2007). "Anger as fines from speed cameras soar". *The Daily Telegraph*. London. Archived from the original on 7 May 2008. Retrieved 10 October 2010. More than 28,000 people have signed a Downing Street petition calling for speed cameras to be scrapped and Mr Smith said that public anger had forced the Department for Transport "into retreat" on the issue
74. "Town ditches fixed speed cameras". BBC News. 31 July 2009. Fixed speed cameras in Swindon have been switched off, making the borough council the first English local authority to abandon their use... the council will continue as normal in their mobile speed camera enforcement across Swindon where necessary.. Any assumption that speed cameras will no longer be used in Swindon is plainly incorrect.
75. Barrett, David (7 August 2010). "Speed camera switch-off sees fewer accidents". *The Daily Telegraph*. London. Retrieved 8 October 2010.
76. "Tory Boy Racers". George Monbiot.
77. "unknown". Archived from the original on 28 August 2010. Retrieved 23 August 2010. `{{cite web}}`: Cite uses generic title (help)
78. Millward, David (26 July 2010). "Treasury set to cash in on speeding fines". *The Telegraph*. London. The decision to reduce the Road Safety Grant £95 million to £57 million this year means that the Government could raise as much as £40 million more from speeding fines than it hands back to local authorities to reduce death and injury on the country's roads.
79. "Brake warns Government on road safety funding bombshell". Brake. Archived from the original on 9 August 2010. Retrieved 11 October 2010.
80. "Written Answers to Questions, Tuesday 7 September 2010 – Roads: Safety". We have also lifted restrictions on how local government spends its money by removing ring-fences... The fact that certain grants have been chosen for reduction over others does not mean that the Government expect there to be a direct correlation between grant reductions and local authority budget changes. For example, road safety grant was reduced as this grant was spread evenly across all local authorities, not because this was considered an area of lower priority spending.
81. "Speed cameras in Somerset are to be removed". BBC News. 18 June 2010. Retrieved 11 November 2010.
82. "Lack of police funds could end South West speed cameras". BBC News. 22 July 2010. No speed cameras will operate in the South West next year, unless the government comes forward with more funding, police have warned. Devon and Cornwall Safety Camera Partnership is being wound up with the loss of about 40 jobs.
83. "One in five speed cameras turned off as council looks to cut costs". *Northampton Chronicle*. Johnston Publishing. 26 July 2010. Retrieved 9 November 2010.
84. "Speed camera turn-off starts". *Daily Mirror*. August 2010. Retrieved 8 October 2010. Oxfordshire pulled the plug on its network of 72 devices after the ConDems axed funding by 40%. Buckinghamshire is to follow suit. Northamptonshire turned off eight of its 42 speed cameras and Somerset nine of its 26, sparking worries crashes could increase.
85. "Plan to return Oxfordshire's speed cameras". BBC. 2 November 2010. Retrieved 9 November 2010.
86. "Speed camera data 'misleading'". *Oxford Mail*. Newsquest Media Group. 19 August 2010. Retrieved 9 November 2010.
87. "Oxfordshire speeding increase after cameras turned off". BBC News. 10 August 2010. The number of drivers speeding past Oxfordshire's deactivated speed cameras has increased by up to 88%, a road safety partnership claim.
88. "BREAKING NEWS: Speed cameras to go back on". *Oxford Mail*. 2 November 2010. OXFORDSHIRE'S speed cameras are set to be switched on, it has emerged today, three months after they were turned off
89. "Oxfordshire's speed cameras to be switched back on". *News Oxford*. BBC. 1 April 2011. Retrieved 15 July 2011.
90. "Speed camera cuts 'mean disaster'". BBC News. 25 July 2010.
91. "AA warns: 'Scrapping speed cameras will risk lives'". BBC News. 5 September 2010. Retrieved 10 October 2010. AA president Edmund King said.. Cameras will never be loved but their use is accepted by the majority of motorists. If cameras are situated in the right place, on the right roads with the right speed limit, they can be effective and will be accepted by the public
92. "Speed cameras will stay in Gloucestershire – but no more maintenance". *This is Gloucestershire*. Archived from the original on 6 August 2010. Retrieved 8 October 2010. SPEED cameras in Gloucestershire will not be switched off – but highway bosses say maintenance will become less frequent. As Oxfordshire's speed cameras were turned off to save cash, Gloucestershire County Council confirmed the county's 28 cameras would remain in action. The cameras were due to be updated to a new digital format, but after cuts of £7million were imposed by the coalition Government, the council was forced to abandon the plan.
93. "Speed cameras no longer operating in Wiltshire". *ThisIsWiltshire.co.uk*. Newsquest Media Group. 15 October 2010. Retrieved 9 November 2010.
94. "The UK's new speeding fines explained". *saga.co.uk*. Retrieved 4 May 2017.
95. Smith, Luke John (17 April 2017). "Drivers WARNED that speeding fines set to skyrocket NEXT WEEK". *Express.co.uk*. Retrieved 4 May 2017.
96. "Speeding penalties – GOV.UK". *gov.uk*. Retrieved 4 May 2017.
97. "Half UK speed cameras are switched off". *Auto Express*. Retrieved 4 November 2020.
98. "Half of Britain's speed cameras are switched off". *Sky News*. Retrieved 4 November 2020.
99. "Half of UK road speed cameras are switched off". BBC News. 4 November 2017. Retrieved 4 November 2020.

## Further reading


title: Spinout (film)

abstract: Spinout is a 1966 American musical comedy film starring Elvis Presley as the lead singer of a band and part-time race car driver. The film was #57 on the year-end list of the top-grossing films of 1966. It was titled California Holiday in the UK.

text:
# Spinout (film)

***Spinout*** is a 1966 American musical comedy film starring Elvis Presley as the lead singer of a band and part-time race car driver. The film was #57 on the year-end list of the top-grossing films of 1966. It was titled *California Holiday* in the UK.

## Plot

Mike McCoy (Elvis Presley), the lead singer for a traveling band who is also a part-time race car driver, enjoys his carefree single life, which is threatened by three women who seek to marry him.

Enter Cynthia Foxhugh (Shelley Fabares), a spoiled heiress and "daddy's girl," who is determined to get what she wants, no matter the cost. Such as was the case when Cynthia's millionaire father Howard (Carl Betz) tricks Mike and his band into interrupting their music tour to travel to Santa Barbara and serenade Cynthia with "Am I Ready" for her birthday. Cynthia becomes first of the three women who want to marry Mike. Also, apparently knowing about Mike's racing skills, Howard is determined to hire Mike to drive Howard's Fox Five car in an upcoming road race, but Mike prefers to race his own car, a Cobra 427 sports car, which he tows around the region with his 1929 Model J Duesenberg.

Meanwhile, Mike is stalked and spied upon by Diana St. Clair (Diane McBain), an author of books for women about men. Diana is in the process of writing her new book, *The Perfect American Male*, and uses Mike as one of her subjects. Actually, she later reveals to Mike that he is the "perfect American male," thereby planning on Mike to marry her—to the point of already making wedding arrangements.

The female drummer of Mike's band, Les (Deborah Walley), is looked upon by Mike and the other band members as a tomboy, and becomes fed up with such treatment. Mike and his other band members are taken aback when at a party, Les picks her moment and reveals her true feminine side, walking back out from a room dressed up in an evening dress. She reveals herself as the third woman who wishes to marry Mike.

Faced with this predicament, Mike must decide which of the three women he will marry—after the race (which Mike wins in a car he does not even own). So, he decides to marry all three of them—to other men. Mike marries Cynthia to Phillip (Warren Berlinger), a nervous employee of Howard's who is prone to fainting (he had a secret crush on Cynthia since he has known her, which he finally picks up the nerve to tell her). Next, Mike marries Diana to Howard, who fell in love with each other after they met at one of Mike's parties. And finally, Mike marries Les to Lt. Tracy Richards (Will Hutchins), a police officer whom Les won her way to his heart through his stomach (he likes her gourmet cooking). This allows Mike to reclaim his single and carefree life, which he dearly enjoys.

## Cast

## Production

The film was shot from February 21 to April 7, 1966.

Presley was paid $750,000 plus 40% of the profits.

The racing scenes were shot at Paramount Ranch Raceway.

The script was written by Theodore Flicker and George Kirgo. They originally pitched the idea of a film based on Presley's life, but this was vetoed by Col. Parker. Working titles include *Never Say No*, *Never Say Yes*, and *The Singing Racing Car Driver*. Flicker eventually left the project to work on *The President's Analyst* and Michael Hoey worked on the script uncredited with Kirgo.

There is a scene in the film where Mike was discussing with his band members the pitfalls of marriage and settling down, and Mike mentions being on the *Ed Sullivan Show*. This line was likely written as an inside reference to Presley's 1956 appearances on *Ed Sullivan*.

There is also a scene where Mike and his troupe are having dinner at their makeshift camp when they are approached by a stray dog. Although the dog appeared to be a Labrador Retriever, Mike suddenly exclaims, "Look, a hound dog!" This line was also likely written in as a play on Presley's hit song.

Jack Mullaney, who also appeared with Presley in *Tickle Me* (1965), plays Curly, one of the male band members.

Jimmy Hawkins, who plays Larry, the other male band member, also appeared with both Presley and Fabares in *Girl Happy* and coincidentally portrayed one of Presley's band members in that film, as well.

Carl Betz (Howard) and Shelley Fabares (Cynthia) had played father and daughter before, on *The Donna Reed Show*.

## Soundtrack

## Reception

A. H. Weiler of *The New York Times* called the film a "minor variation" on Presley's previous pictures. *Variety* declared it "an entertaining Elvis Presley comedy-tuner ... Well-produced by Joe Pasternak and directed with verve by Norman Taurog." Kevin Thomas of the *Los Angeles Times* called it "perhaps \[Presley's\] best picture yet," with a "first-rate" cast, while writers Theodore J. Flicker and George Kirgo "have managed to parody the typical Presley plot so deftly that they neither insult Elvis nor alienate his devoted fans." *The Monthly Film Bulletin* wrote that the film was "delivered with sufficient *joie de vivre* to make its nonsensical compound of ballad and beat, car racing and unlikely romantic complication, entertaining enough in its own way," though the review noted that Presley "largely maintains a rather morose demeanour" throughout the film and that "even his singing style seems to have lost some of its old bounce and energy."

*Filmink* felt Presley and Fabares had none of the chemistry they showed in *Girl Happy*.

The film was included in the 1978 book, *The Fifty Worst Films of All Time (and How They Got That Way)*, by Harry Medved, Randy Dreyfuss, and Michael Medved.

### DVD reviews

## InfoBox

| Spinout | |
| --- | --- |
| Theatrical release poster | |
| Directed by | Norman Taurog |
| Written by |  |
| Produced by | Joe Pasternak |
| Starring |  |
| Cinematography | Daniel L. Fapp |
| Edited by | Rita Roland |
| Music by | George Stoll |
| Production<br>company | Metro-Goldwyn-Mayer |
| Distributed by | Metro-Goldwyn-Mayer |
| Release date | * October 17, 1966 (1966-10-17) (US) |
| Running time | 93 minutes |
| Country | United States |
| Language | English |
| Box office | $3,000,000 (est. US/ Canada rentals) |


title: Tour Meles Zenawi

abstract: The Tour Meles Zenawi for Green Development is a cycling race held annually in Ethiopia. It is part of UCI Africa Tour in category 2.2.

text:
# Tour Meles Zenawi

The **Tour Meles Zenawi for Green Development** is a cycling race held annually in Ethiopia. It is part of UCI Africa Tour in category 2.2.

## Winners

| Year | Country | Rider | Team |
| --- | --- | --- | --- |
| 2016 | Ethiopia | Tedros Redae |  |
| 2017 | South Africa | Willie Smit | South Africa *(national team)* |

## InfoBox

Tour Meles Zenawi for Green Development
| Race details | |
| --- | --- |
| Date | August/September |
| Discipline | Road |
| Competition | UCI Africa Tour |
| Type | stage race |
| History | |
| First edition | 2016 (2016) |
| Editions | 2 (as of 2017) |
| First winner | Tedros Redae (ETH) |
| Most wins | *No repeat winners* |
| Most recent | Willie Smit (RSA) |


title: Skylark B

abstract: Skylark B was a radio communications group that operated in Trondheim during the German occupation of Norway. The group was established and led by Erik Welle-Strand, who was a student in Trondheim. Preparations were done in 1940, when a transmitter was brought in from the United Kingdom, and the communications were effective from the end of January to September 1941. Their station, called Sealion, was one of two radio stations that maintained the radio communication between Norway and the UK Secret Intelligence Service in this period. The transmitter was located in Herbernheia in the recreational area Bymarka. A large number of telegrams were sent while the group was operational. The group was eventually rolled up by the Gestapo in September 1941. Several of the operators were imprisoned. Eleven members of the Skylark B group were sent to German death camps, and seven of these later died in Germany. Others managed to flee from the country, among these were Leif Tronstad, Einar Johansen, Bjørn Rørholt and Olav Skeie.

text:
# Skylark B

**Skylark B** was a radio communications group that operated in Trondheim during the German occupation of Norway. The group was established and led by Erik Welle-Strand, who was a student in Trondheim. Preparations were done in 1940, when a transmitter was brought in from the United Kingdom, and the communications were effective from the end of January to September 1941. Their station, called *Sealion*, was one of two radio stations that maintained the radio communication between Norway and the UK Secret Intelligence Service in this period. The transmitter was located in Herbernheia in the recreational area Bymarka. A large number of telegrams were sent while the group was operational. The group was eventually rolled up by the Gestapo in September 1941. Several of the operators were imprisoned. Eleven members of the Skylark B group were sent to German death camps, and seven of these later died in Germany. Others managed to flee from the country, among these were Leif Tronstad, Einar Johansen, Bjørn Rørholt and Olav Skeie.

## Reports

In February 1941, Skylark B reported on German ships in Trøndelag, and on export of iron ore from Narvik. In March, there were telegrams on pyrite shipments from Thamshavn, on large numbers of German troops in Mosjøen, on a seaplane base in Hommelvik, and on German gas ships in Trondheim. During spring 1941, telegrams reported high military activity (German troop movements) which later appeared to reflect preparations for the German attack on the Soviet Union. In May 1941, before the German battleship *Bismarck* battle, Skylark reported to SIS that three destroyers had arrived in Trondheim. Skylark B also facilitated communication between London and Trondheim regarding the production of heavy water at Vemork.


title: Ruth Rewald

abstract: Ruth Rewald (1906–1942) was a German writer of children's books. In 1938, after five months in Spain, with the publication of "Vier spanische Jungen" she became the first mainstream author to produce a German language book about the Spanish Civil War written expressly for children and young people. By that time, however, her family home was a 50 m⁲ apartment in Paris to where, for reasons both of race and of politics, she had relocated following régime change at the start of 1933 in Germany. She was deported to Auschwitz in July 1942 and is believed to have been murdered shortly afterwards. Her daughter, born in 1937, suffered a similar death slightly under two years later. Ruth Rewald married a young lawyer in 1929, after which for many purposes she used her married name. She continued to write under her former name, however, and it was during the early 1930s that some of her most commercially successful books were published. Sources may identify her either as "Ruth Rewald" or as "Ruth Schaul".

text:
# Ruth Rewald

**Ruth Rewald** (1906–1942) was a German writer of children's books. In 1938, after five months in Spain, with the publication of "Vier spanische Jungen" she became the first mainstream author to produce a German language book about the Spanish Civil War written expressly for children and young people. By that time, however, her family home was a 50 m2 apartment in Paris to where, for reasons both of race and of politics, she had relocated following régime change at the start of 1933 in Germany. She was deported to Auschwitz in July 1942 and is believed to have been murdered shortly afterwards. Her daughter, born in 1937, suffered a similar death slightly under two years later.

Ruth Rewald married a young lawyer in 1929, after which for many purposes she used her married name. She continued to write under her former name, however, and it was during the early 1930s that some of her most commercially successful books were published. Sources may identify her either as "Ruth Rewald" or as "Ruth Schaul".

## Life

### Provenance and early years

Ruth Gustave Rewald was born at Nachodstraße 4 in her parents’ apartment in Deutsch-Wilmersdorf, a densely populated former village to the southwest of Berlin into which it had been subsumed during the final years of the nineteenth century. For Berlin the period was one of rapid expansion and social change as farm workers were drawn to the city, attracted by the growing differential between farm wages and factory wages. The economic success of the city also attracted immigrants from further east, many of them escaping the acute austerity and politically driven repression that had become defining features of the Russian empire. Ruth was her parents’ only recorded child. Ruth's father, Artur Markus Rewald (1880–1957), was a businessman whose own father had come from Pomerania and who would end his days, following a further move west of his own in 1938, living in Willesden (London, England). Sources differ as to the name of her mother, who is identified in birth records as Rose Wilhelmine Hirschfeld. The family was of German-Jewish provenance, classified in the terminology of those times as “assimilated German Jewish”. 1925 was the year in which her mother died, following which, in 1933, her father married Lotte Erol, a stage-performer from Vienna.

### University student

It was also in 1925 that, despite her gender, she embarked on university-level studies in Jurisprudence, initially in Berlin and later at Heidelberg. In 1929, finding her university studies unfulfilling, she dropped out of university and for several months worked in a children's day-care centre.

### Hans Schaul

The abandonment of her university degree course came directly before Rewald's marriage, which took place in Berlin on 6 November 1929. Her husband, Hans Schaul was a trainee court official whom she had met at university. He would later emerge as a left-wing political activist and fighter in the Spanish Civil War. At some point between 1933 and 1939 Schaul joined the (outlawed in Germany) Communist Party). Although there is no indication that Ruth Rewald ever joined any political party, her general political beliefs aligned with those of her husband.

### Authorship

Ruth Rewald's first published children's stories, which may have been triggered by her experiences as an assistant in the children's day-care centre, included "Rudi und sein radio" (‘’"Eudi and his radio"’’), "Peter Meyer liest seine Geschichten vor" (‘’"Peter Meyer reads out his stories"’’), and, for a series of children's books, "Sonne und Regen im Kinderland" (‘’"Sun and Rain in the Land of Childhood"’’). Over the next couple of years there followed more children's stories, published in a few of the many regional daily newspapers produced during this period by the Social Democrats. More overtly political was her book "Müllerstrasse, Jungens von heute " (‘’loosely, " Müllerstrasse: Boys today”’’) published in 1932. In it the author described the oppressive conditions for working class children in Berlin who manage to overcome their aggressive urges thanks into creative group activities and finding “something meaningful to create”. This first full-length book, with its unmistakable echoes of the already much revered Erich Kästner, was well received by critics and, indeed, by book buyers.

### Regime change in Germany: exile in Paris

In January 1933 the National Socialists were able to exploit the parliamentary deadlock created by the polarisation of German politics to take power, a development that was rapidly followed by a switch to one- party dictatorship. One of the first pieces of legislation passed following the abolition of democracy was the so-called Law for the Restoration of the Professional Civil Service passed in 1933. This was designed to remove Jews and political activists opposed to the Hitler government from public sector employment. Hans Schaul was effectively excluded from his chosen career as a lawyer in the German justice system. In May the couple relocated to Paris, which during 1933 became home to large numbers of political and race-driven exiles from Germany and indeed quickly emerged as one of three unofficial locations for the party leadership of the exiled Communist Party of Germany. (The others were Prague and Moscow.) In July 1933 their book collection and other possessions caught up with them, or more precisely were delivered to "Maison Biblion", a bookshop where later, for a several months starting in July 1934, Rewald was employed. Meanwhile, she continued to progress with her authorship work. Schaul's first employment following their arrival in Paris was as a photographer. Money was short and they were both obliged to take work where they could find it. During 1933/34, their first year in Paris, they lived at four (or more) different addresses in succession, from which some commentators infer that perhaps they did not intend to remain in the French capital for very long. They nevertheless quickly became well networked and closely integrated into the community of political refugees of which they were a part. Their circle included other exiled German authors, including Käthe Hirsch.

In the spring of 1934, the couple made a plan to move on from France, contacting an uncle in the United States who was using the name Marcus Saul for help. The plan developed so that Hans decided he would travel first to Palestine and meet up with another uncle, "Uncle Jean" who was already there, and move on from there to America, while Ruth would relocate directly from France and re-join her husband. The application papers were submitted to the U.S. consulate in Paris via the "Hebrew Immigrant Aid Society" (HIAS). In the event, for reasons that remain unclear, the emigration scheme failed: neither of them moved either to Palestine or to the U.S. When the Spanish Civil War erupted, closer to home, in the summer of 1936 they were still both leading a somewhat precarious life together in Paris. Rewald continued to produce books.

### Spanish Civil War and motherhood

Despite his wife's pregnancy Hans Schaul went to Spain and joined the Chapayev Battalion of the XIII International Brigade during or shortly before November 1936. She was keen to do what she could to support her husband and the anti-fascist fighters of the International Brigades in Spain more generally. She also had another book to research, this time with a focus on a book for children of Spain and the civil war. Shortly before the birth of her daughter, however she returned to Paris. Anje Schaul was born in the "Left Bank" in the 14th arrondissement of Paris on 16 May 1937.

### Madrid and "Four Spanish Boys"

Slightly more than three months later, on 30 August 1937, Rewald received what one source describes as an "official invitation" from Heiner Rau, a former member of the Prussian State parliament who was now a political exile from Hitler's version of Germany. Earlier during 1937 Rau had become a political commissar with the XI International Brigade in Spain (of which by 1938 he had become overall brigade commander). Rau's invitation was that she should travel to Spain for an extensive study-visit at the "Ernst Thälmann children's home" which his communist brigade had created in Madrid. Rau made his thinking very clear: “The situation of these children is extraordinary and – we believe – it deserves to be immortalised in a fine book and to be known by everyone. We know about your special interest in writing for children and we think you are an author capable of writing the book in question. So we invite and implore you to live for a few months among our children, to study their situations, and to write a fine book on the subject”.

In October 1937, by which time Anja was five months old, Rewald felt able to entrust her infant daughter to Louise Pollnow, described variously as a nanny and/or a friend, while Rewald made her way to Madrid in response to Rau's invitation. She remained in the Spanish capital and the surrounding region until February 1938. Those months were marked by a frenzy of activity during which she met dozens of children, won their trust engaged in endless discussions and compiled copious notes. She also wrote numerous articles and reports some of which found their way into the Parus Communist press. One institution on which she focused was indeed the "Ernst Thälmann children's home". Four of the children accommodated here were a group of boys, aged between 12 and 14, of whom she had already learned from her husband. On 16 June 1937 to four had turned up in the camp near Cordoba in the south in which Schaul was stationed. They had escaped from their homes at Peñarroya, a little mining town which had already been over-run by Falangist (pro-Franco) forces, and they had somehow managed to find a way across the lines to join up with their fathers who were fighting in the republican (pro-government). Schaul, who had worked as a free-lance photographer in Paris, befriended the boys and photographed. He had very quickly conceived the idea of incorporating their stories as episodes in a children's book of the kind in which his wife specialised. He had naturally shared his ideas in a letter home.

Arriving back in Paris in February 1938, Rewald applied herself to the book, which she completed as the summer ended. During 1938, however, there was a change of government, and the international priority for the new prime minister, Édouard Daladier was to follow the example of the British government under Neville Chamberlain and do nothing that might annoy the German government. In retrospect the policy became demonised in French and British historiographies as one of "appeasement (though it also provided opportunities for Anglo-French rearmament). “Vier spanische Jungen" (‘’"Four Spanish Boys"’’) was probably Rewald's best book to date, but she was unable to find a publisher for it. Thanks to the Gestapo the manuscript nevertheless survived. Rewald assets, including her manuscripts, notes, letters and photographs were confiscated in 1942, and carefully boxed up by unknown hands. After 1945 they were found by members of the Red army and conserved in Soviet archives. In 1957 they were returned to East Germany as a gesture of fraternal solidarity on behalf of the new leadership in Moscow. They were now stored safely in the national archives collection at Potsdam. That is where they were discovered during the 1980s by a young West German researcher called Dirk Krüger who was looking for a topic for his doctoral dissertation. Following Krüger's discovery Ruth Rewald's final novel was published more than forty years after the author's death, in a German-language version, in 1987.

### War

In September 1939 Poland was invaded from the west by Germany and, two weeks later, from the east by the Soviet Union. The French and British government reacted promptly to the first invasion with declarations of war against Germany, but on the streets of Paris (and of London) there were few obvious changes for more than six months. That was not the case for Communists and/or Jews who had fled from Germany during the previous six years, however. Thousands were identified as enemy aliens and detained. Hans Schaul was arrested during or shortly before December 1939 and detained at Saint-Jean-de-la-Ruelle near Orléans. He spent the next four years in a succession of internment camps. Rewald was not arrested, possibly because she was the mother of a small child. She moved during the autumn/fall of 1939 to an address just outside Saint-Anne-de-Campbon (subsequently renamed "Sainte-Anne-sur-Brivet"). They lodged with a couple called Louis and Albertine Renaud. It is not clear when they arrived, and there are one or two ambiguous indications in subsequent correspondence between the couple that Hans may initially have accompanied them, meaning that they briefly lived together as tenants of the Renauds until his arrest. The village where Rewald and her infant daughter lived was in the extreme west of France, close to the important port installations at Saint-Nazaire. Ruth was still hoping that it might somehow be possible to take a passage with her daughter to the United States of America, but her hopes remained unfulfilled. In May/June France was invaded by German forces and the northern half of the country, together with the country's entire Atlantic coast was placed under German military administration. A strip of land along and close to the coast was declared a military zone, and access to it was subjected to special restrictions. Rewald and her daughter were required to relocate again. In November 1940 they relocated to Les Rosiers-sur-Loire, some distance inland, but still close to the Loire. Their accommodation was in a house which Rewald, in letters to her husband, referred to as their chateau. It was, indeed, quite old, consisting of two rooms. There was a kitchen and a living room. The building was precariously positioned alongside the road towards Angers which (despite a subsequent downgrading in terms of nomenclature) still runs along the top of a levee (dyke) constructed to protect the countryside between Angers and Tours from the risk of flooding. For Rewald money and food were constant preoccupations, but she was able to feed herself and her daughter with a varied range of vegetables grown on the land beside to "chateau". When strawberries were in season during 1941 and 1942 she was even able to grow enough to sell a surplus of these fruits. There was no scope for growing apples or producing milk or meat, however, and much of her time was spent scouring the farms in the region, accompanied by her daughter, trying to find these commodities at affordable prices.

### Death

On 17 July 1942 Ruth Rewald was arrested by officers of the German security service, supported by French police. The arrest came in the context of the so-called Vel' d'Hiv Roundup, a mass-arrest of non-French Jewish families in France. On 20 July she was placed on a train destined for the death camp at Auschwitz/Oświęcim in Silesia. Her final post card to her husband (who by this time was interned in Algeria) is dated 18 July 1942 and carries a postmark from "Angers/Maine-et-Loire". Ruth Rewald was 36.

Anja had enrolled at the little primary school at Les Rosiers towards the end of 1941. During the immediate aftermath of her mother's arrest she was looked after by a neighbour. Then in October 1942, her teacher at the school, Renée Le Moine, took the child into her home. Anja wrote regularly to her father. Mlle. Le Moine was a keen photographer who loved to capture images of Anja's childhood, which was thereby unusually well recorded during these final years of her life. She preserved these carefully, and in 1995 was proud to show them to Daniel Queyroi, the history teacher from the school who visited her during her retirement at Saumur, and who was leading a major research project on Anja Schaul. The child lived with Mlle. Le Moine for approximately eighteen months. Then, on 26 January 1944, German police turned up at the school and arrested her in front of her classmates. She was taken to the Drancy internment camp near Paris, which had become a collection point for Jews (and others) arrested in France for onward transportation to the death camps in the east. Anja Schaul was one of those conveyed "Convoi n° 68" a train that left Drancy for Auschwitz on 10 February 1944. Her death date is recorded as 15 February 1944, which is believed to correspond with the date on which the train arrived at Auschwitz/Oświęcim.

## Output (selection)

### Novels for children and young people

* 1932: *Müllerstrasse. Jungens von heute.*
* 1933: *Achtung – Renate!*
* 1934: *Janko, der Junge aus Mexiko*
* 1936: *Tsao und Jing-Ling – Kinderleben in China*
* 1938: *Vier spanische Jungen* (first published 1987, Röderberg-Verlag Köln, ISBN 3-87682-838-4)

### Short stories for children and young people

* 1931: *Rudi und sein Radio*
* 1932: *Der Roller*
* 1933: *Bittere oder süße Mandeln*
* 1933: *Wie Gerda zu ihrer Puppe kam*
1. Dirk Krüger (2003). "Rewald, Ruth Gustave: Kinder- und Jugendbuchautorin, * 5.6.1906 Berlin, † nach 17.7.1942 KZ Auschwitz. (jüdisch)". *Neue Deutsche Biographie*. Historische Kommission bei der Bayerischen Akademie der Wissenschaften (HiKo), München. pp. 479–480. Retrieved 11 August 2022.
2. "Erinnerung an Ruth Rewald". *Antifa*. Bundesausschuss der VVN-BdA, Berlin. 5 September 2014. Retrieved 11 August 2022.
3. "Günün Kadini: Ruth Rewald". Ekmek ve Gül. 6 June 2020. Retrieved 11 August 2022.
4. Olivier Guivarc’h; Eric Laurent (January 2019). "Eléments biographiques: Schaul Ruth, Anja, \[Hans\]". *La Shoah dans l'arrondissement de Saint-Nazaire*. Retrieved 11 August 2022.
5. Geburtsregister StA Deutsch-Wilmersdorf Nr. 653/06.
6. "Index entry". *FreeBMD*. ONS. Retrieved 11 August 2022.
7. "Rewald-Schaul, Ruth". *Internationale Frauen im Spanischen Krieg 1936 – 1939*. Retrieved 11 August 2022.
8. "Zu Ruth Rewald und ihren Büchern". *Tsao und Jing-Ling: Ruth Rewald, Arco Verlag, Wuppertal 2020 (1936) (Rezension)*. Brodt Foundation, München. Retrieved 11 August 2022.
9. Andreas Herbst; Bernd-Rainer Barth. "Schaul, Hans * 13.12.1905, † 10.5.1988 Chefredakteur der "Einheit", Abteilungsleiter des ZK der SED" (in German). Bundesstiftung zur Aufarbeitung der SED-Diktatur: Biographische Datenbanken. Retrieved 11 August 2022.
10. Mathilde Lévêque (30 September 2016). "Erika Mann, Lisa Tetzner, Ruth Rewald : La littérature de jeunesse en exil (1933–1945)". *Erika Mann, Lisa Tetzner, Ruth Rewald : la littérature de jeunesse en exil (1933–1945) …. Ruth Rewald ou le devoir de mémoire*. Interférences. Presses universitaires de Rennes. pp. 91–101. ISBN 9782753547469. Retrieved 12 August 2022. `{{cite book}}`: `|work=` ignored (help)
11. Dirk Krüger. "Zum Gedenken an Ruth Rewald und Anja Schaul". Universität Duisburg-Essen: Institut für Germanistik. Retrieved 12 August 2022.
12. Dieter Schiller (May 2008). "In Auschwitz ermordet – Ruth Rewald" (PDF). *Frauen im Umkreis der proletarisch-revolutionären Literatur*. Förderverein für Forschungen zur Geschichte der Arbeiterbewegung (JahrBuch für Forschungen zur Geschichte der Arbeiterbewegung), Berlin. pp. 61–63, 43–68. ISSN 1610-093X. Retrieved 12 August 2022.
13. "Korrespondenz von Hans und Ruth Schaul mit internationalen Verlagen, Privatpersonen und Familienangehörigen: Bd. 1". *Bundesarchiv, BArch N 2235/1 …. Nachlässe*. Stiftung Preußischer Kulturbesitz (Deutsche Digitale Bibliothek), Berlin. Retrieved 12 August 2022.
14. "...La naissance d'Anja à Paris" (PDF). *Document conçu et réalisé par la commune de Gennes-Val-de-Loire et l’école primaire publique Anja Schaul des Rosiers-sur-Loire*. Commune de Gennes-Val-de-Loire : Commission Communication. March 2019. Retrieved 13 August 2022.
15. Mathilde Lévêque (24 January 2011). "Vier spanische Jungen de Ruth Rewald: l'unique roman allemand pour la jeunesse sur la guerre d'Espagne". *Review / synopsis*. Université Paris Nord 13 – CENEL. pp. 61–73. Retrieved 13 August 2022.
16. "Hommage à Ruth Rewald und eine Ehrenmedaille der Stadt Les Rosiers für Dirk Krüger". *Die im KZ Auschwitz ermordete Jüdin, die deutsche Kinder- und Jugendbuchautorin Ruth Rewald (1906–1942) und ihre Tochter Anja (1937–1944) lebten im Krieg versteckt in der französischen Gemeinde Les Rosiers-sur-Loire*. VVN/BdA NRW, Wuppertal. 4 July 2016. Retrieved 14 August 2022.
17. Gina Weinkauff (1991). "Krüger, Dirk: Die deutsch-jüdische Kinder- und Jugendbuchautorin Ruth Rewald und die Kinder- und Jugendliteratur im Exil" (PDF). *Rezension / Review*. medienwissenschaft: rezensionen. Retrieved 14 August 2022.
18. RotFuchs-Redaktion (editorial staff) as interviewer; Dr. Dirk Krüger as interviewee (December 2016). "Ruth Rewald ist nicht vergessen …. Was geschah im Juli 1942 genau?" (PDF). „RotFuchs"-Förderverein e.V., Berlin. p. 23. Retrieved 14 August 2022. `{{cite web}}`: `|author1=` has generic name (help)
19. "Ehrenmedaille für Dirk Krüger" (PDF). *Neuer Nachrichtenbrief der Gesellschaft für Exilforschung e. V*. Dr. Katja B. Zaich, Amsterdam, i.A. Gesellschaft für Exilforschung e.V. July 2016. pp. 19–21. ISSN 0946-1957. Retrieved 14 August 2022.

## InfoBox

| Ruth Rewald | |
| --- | --- |
| Born | Ruth Gustave Rewald
5 June 1906
Deutsch-Wilmersdorf (Berlin), Germany |
| Died | after 18 July 1942
Auschwitz/Oświęcim death camp Oberschlesien (Upper Silesia), Germany |
| Alma mater | Berlin
Heidelberg |
| Occupation(s) | Writer of stories and novels for children and young people |
| Spouse(s) | Hans Schaul (1905–1988), as his first wife |
| Children | Anja Schaul (1937–1944) |
| Father | Artur Markus Rewald (1880–1957) |