Bucks highways warnings and advice for bank holiday motorway traffic
Buckinghamshire Highways has released advice for travelling on motorways this bank holiday weekend, warning it may be busy.
The highways authority took to social media to share tips for drivers this weekend (May 24 - 25).
The post stated: "Travelling on the motorway this bank holiday weekend?
"It's likely to be busy so be sure to:
"Give yourself time & space to react to something happening in front of you
"Avoid changing lanes at the last minute
"Don't hog the middle lane
"Have water with you in case of delays."
Travelling on the motorway this bank holiday weekend? It's likely to be busy so be sure to: • Give yourself time & space to react to something happening in front of you • Avoid changing lanes at the last minute • Don't hog the middle lane [1/2] pic.twitter.com/1Og45X5nUp
— Buckinghamshire Highways (@Bucks_Highways) May 24, 2025
It shared a link to National Highways T.R.I.P. advice.
This is as follows:
Top-up fuel, oil, screen-wash.
Rest every two hours.
Inspect tyres.
Prepare for weather.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Motor 1
an hour ago
- Motor 1
The BMW M3 Touring Is Just Better Than the Sedan: Review
The BMW M3 was, at launch, a polarizing car. Not because of its power, nor due to its pedigree, but instead because of its odd maw. Time has been kind to the M3 (also the M4), and the public seems to have gotten used to the grille; the latest car isn't an unfamiliar sight on European roads, usually in a garish hue. A few years back, BMW teased the Touring spec (wagon to you and me), and the internet went crazy for it. People looking for performance and practicality finally had a new darling; the Audi RS4 and Mercedes-AMG C63 Estate had a new rival, and it was Bavarian. Quick Specs 2025 BMW M3 Touring Engine Twin-Turbocharged 3.0-Liter Inline-Six Output 503 Horsepower / 479 Pound-Feet 0-62 MPH 3.2 Seconds Weight 4,078 Pounds Base Price £91,775 (UK) With a mid-cycle refresh, the M3 gets gentle exterior tweaks like sharper headlights and some interior fiddling like a flat-bottomed steering wheel. Plus, BMW gave it a gentle power bump that will undoubtedly raise a few more interested eyebrows. In the UK, at least, the M3 is only available in the Competition spec with an automatic. That means the turbocharged 3.0-liter inline-six fires 523 horsepower and 479 pound-feet of torque to all four wheels via an eight-speed automatic. Those numbers are the same whether you want a sedan, an M4 Coupe, or a Touring. Happily, in the load lugger, that means a fearsome 0-62 mph time of 3.6 seconds and a 155-mile-per-hour top speed—though, you can bump that to 174 miles per hour with more money. Plenty of grunt for people who need to do huge grocery runs in a big hurry. Photo by: Alex Goy | Motor1 Pros: The Face Finally Fits, Astonishing Speed, So Much Room For Stuff Being a wagon, the Touring offers extra practicality over the M3 Sedan. Rather than a 16.9-cubic-foot trunk, there's now 17.6 cubic feet of space with the seats up, and a vast 53.3 with them down—by comparison, an X3 gets around 20 cubes with the seats up and 60 with the seats down. A bit less for the Touring, but it comes in a less gawky package. BMW UK's test car is a handsome beast. Finished in a subtle gray that helps the car's swoopy bits look suitably muscular without being overwhelming, the M3 Touring looks damn fine in a parking lot or stuck in London traffic. Thanks to its pace, the chances of being able to take it all in on the highway are… slim. Ahem. Photo by: Alex Goy | Motor1 Photo by: Alex Goy | Motor1 Photo by: Alex Goy | Motor1 Inside, a big 'ol screen covers infotainment and instrument duties, and there are plenty of dramatic-looking surfaces to keep your eyes entertained if you get bored in traffic. Buried in there is the drive select screen, which allows you to flick between the usual drive modes or dive into the minutiae of the car to make various aspects angry or placid to suit your taste. You can even, with the right number of button presses, fiddle with the AWD system to make it a rear-biased monster, too. The level of choice is pleasing, but also a bit much—the modern need to have a car that can be all things to all people is justifiable, but in an M3, make the thing either wild or not wild. Giving Joe Blow the option to set the drivetrain, steering, and whatever else to be 'just so' seems sort of needless. Thankfully, the 'wheel-mounted M1 and M2 buttons allow you to map your setup of choice to a thumbable switch. Photo by: Alex Goy | Motor1 Cons: Those Awful Seats, Jiggly Ride, Blinded By Settings The M3 Touring comes with the option of M Carbon bucket seats with hard, pointy bolsters flanking each side and a bizarre carbon fiber junk tray in the middle. And they can be had in some truly interesting colorways (here in blue and yellow, which goes at odds with the subtle gray exterior, a bit like a dark suit with a bright pink lining, I guess). When you're in them, though, they're outstanding. The buckets keep you in place, don't pinch your wibbly bits, and allow you to play without worrying you're going to slide into the door. However, when you want to get into or out of them, you have to clamber over the hard bolsters in a most undignified manner. It takes the shine off turning up to your destination in a shouty car with quad-pipes when you have to extract yourself from the seat with all the grace of a freshly birthed giraffe. For god's sake, don't spec them. Photo by: Alex Goy | Motor1 Photo by: Alex Goy | Motor1 On the move, in its most inert setting, the M3's ride is the first thing you notice. A Range Rover it is not. While it'll take most roads well enough, the M3 is a little jiggly at low to middling speeds. Of course, this is to be expected from a car that prides itself on going very fast, so it isn't something you can legitimately complain about. But it is something you should know going in. Ride aside, in town it's just dandy to drive. It's a touch on the large side for London, which meant the odd bit of wincing in narrow lanes and tight parking lots (especially with the massive alloys at each corner). But this test car had a 360-degree camera to take the edge off. Obviously, the city isn't the right place for maximum attack mode, but giving the car a tickle to get through a small gap won't disappoint. The power is plentiful and delivered smoothly, though it does build with gusto, so keep an eye on the speedometer. Five hundred and twenty-three horsepower is a lot of grunt and needs to be deployed sensibly. On the highway, the M3 Touring is quiet, comfy, and smooth enough (though the ride can be a touch rough on nasty surfaces). Should you need to get past something, the go pedal will more than happily make that a reality. Photo by: Alex Goy | Motor1 The M3's real party trick is country lanes. Set the car to its most aggressive setting and let the thing do what it does best. The steering gives fantastic feedback, while the way it rides its torque curve is addictive and urgent. The acceleration doesn't seem to ever run out; it certainly doesn't let up until you reach the speed limit. Flicking from corner to corner, the car hides its 3,990-pound curb weight incredibly well. You expect its body to lollop from corner to corner, but no, it plants itself and grips merrily. It's a car that most people don't have the talent to touch the sides of, which is, considering how many of the things BMW has sold (nearly half of the M3s sold in the UK in 2023 had a long roof), probably a good thing. While the myriad modes are fun to mess with in the short term, you're best off leaving it in the normal setting for the daily stuff, and finding a 'mad' and a 'slightly more mad' setup for the programmable buttons for 'bad' or 'really bad' days at the office. No matter what you do with it, the M3 will blow the cobwebs away. Photo by: Alex Goy | Motor1 Photo by: Alex Goy | Motor1 In the real world, the Touring's extra lump doesn't mess with how it drives. There may be minute differences you notice if you're a pro driver, but chances are (and I hate to say this), you're not—so it doesn't matter. It does make the M3 at least look, scientifically speaking, 1,000 percent cooler. It also makes it a whole hell of a lot more practical. Simply put: The BMW M3 Touring is a more practical, better-looking M3. In fact, it's probably the best M3 of the lot. Just don't spec the stupid seats. More On The BMW M3 Touring BMW M3 CS Touring: This Is It If the M5 Touring Is Successful, We Could Get a New M3 Wagon in the US Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . 2025 BMW M3 Touring Engine Twin-Turbocharged 3.0-Liter Inline-Six Output 503 Horsepower / 479 Pound-Feet Transmission Eight-Speed Automatic Drive Type All-Wheel Drive Speed 0-62 MPH 3.2 Seconds Maximum speed 174 Miles Per Hour Weight 4,078 Pounds Seating Capacity 5 Cargo Volume 17.6 / 53.3 Cubic Feet Base Price £91,775 (UK) On Sale Now Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
%3Amax_bytes(150000)%3Astrip_icc()%2FTAL-hvar-croatia-FLIGHT2HVAR0625-784a71ce633b47718c45254439c6fa05.jpg&w=3840&q=100)
Travel + Leisure
an hour ago
- Travel + Leisure
United Has a New Nonstop Daily That Makes It Easier to Visit the 'Sunniest Island' in Croatia
There are places where time seems to stretch out like a sun-drenched afternoon, where the clamor of modern life softens to the murmur of waves and the clink of glasses under vine-shaded pergolas. Hvar, a slender Croatian island adrift in the Adriatic, is one such place. Long favored by yachters and sunseekers, Hvar is known for being Croatia's sunniest island, particularly during the summer months of June, July, and August. The island—and the whole of Croatia—just got twice as easy to visit thanks to new daily flights that connect Newark, New Jersey (EWR) and Dubrovnik (DBV). The expanded route, operated by United Airlines, builds off of a seasonal service that previously ran between the two cities four times weekly. Now, Americans can travel directly to Croatia daily on a nine-hour nonstop red-eye flight that arrives in Dubrovnik the next morning. The expanded nonstop service started in early May 2025 and ends in late August 2025, reflecting 'a more than doubling of available seats,' for the summer, according to a November 2024 press release shared by Dubrovnik Airport. The Newark to Dubrovnik flight is currently the only nonstop flight connecting the U.S. and Croatia. The overnight flight lands in Dubrovnik just after 10 a.m. local time, allowing U.S. travelers time to explore the coastal city before heading to the island of Hvar. Dubrovnik, which sits on the Adriatic Sea, is known for its charming Old Town and surrounding 16th-century stone walls. From Dubrovnik, getting to Hvar is as easy as hopping on a ferry that runs between the two destinations four times daily during the peak season. The ferry ride takes just over three hours. Upon arrival into the ferry port in Hvar Town, the island's main hub, travelers will be welcomed by sun-drenched marble streets and Renaissance architecture. Further afield are hillsides covered with lavender and tiny stone villages tucked among olive groves. The seasonal flight also serves as an entry point to other islands: many travelers take ferries to the Pakleni Islands, which are just off the southwest coast of Hvar and renowned for their secluded beaches and rocky coves.
The Drive
2 hours ago
- The Drive
Here's Why Detroit's IndyCar Street Course 'Sucks'
The latest car news, reviews, and features. At just 1.7 miles long, the Detroit Grand Prix IndyCar Circuit is the shortest in the series. One of the few true street courses still on the open-wheel calendar, it's also one of the newest—kind of, anyway. Downtown played host to the series back in the late 1980s and early '90s (before it was even called IndyCar, in fact) prior to its move a couple miles up Jefferson Avenue to Belle Isle. IndyCar just wrapped its third race there since its relocation, and while its return to downtown has been a shot in the arm for some, not everybody is thrilled to be racing on city streets again. Pato O'Ward didn't mince words after his disappointing performance earlier this month: 'I hate this place,' he told pit lane reporters. 'It sucks.' He's not alone. Drivers have lamented that Detroit's street course is bumpy and unforgiving, common complaints when it comes to street circuits. Despite recent infrastructure pushes in the state of Michigan, there will always be room for improvement in road surface quality simply due to Detroit's decades-long maintenance backlog. But is the situation really that bad, and if so, can anything realistically be done to improve it? O'Ward counts himself among those who would like to see the Grand Prix return to Belle Isle, which hosted the race for decades and offers a self-contained venue with fast, flowing corners and better driver sight lines, but its location far outside of Detroit's downtown commercial district puts it at odds with the objectives of local business boosters. 'You get to really appreciate what an IndyCar can do at Belle Isle, and here you're just Mickey-Mousing around the whole time,' he said. Now, I'll be the first to admit I've never seen the Belle Isle circuit from the point of view of an open-wheel race car, but on paper, the old park course doesn't offer any meaningful advantages in terms of physical track width. In many cases, the right-of-ways are actually narrower than they are in downtown. Parts of the Jefferson Avenue straight are 10-15 feet wider than the old Belle Isle front straight, for example. So why does O'Ward remember it being so much less hostile? To answer that, we need to put down the paper and go outside—or at least to Google Earth. Above is a driver's perspective of each course's longest true straightaway. Jefferson Avenue in downtown might be wider in real life, but the perspective mutes that considerably. Even without the temporary walls erected on the curbing, the buildings and trees lining the street make the new course seem tighter. Throw in the barriers and catch fencing, and that compounds quickly. These shots also make the park's road surface look far better than that found in downtown, but keep in mind these images weren't captured at the same time. The pic below is current. Above is the same perspective, but from a pace vehicle that drove the course prior to this year's race. A tricky street course can be tons of fun for spectators who have the opportunity to savor slow corners and a tightly bunched field, but as dramatic as this can all seem on the ground, the lack of room for safe passing makes the racing itself less compelling. Once foul weather enters the mix, a street course can transform a bona-fide race into little more than a very expensive parade. As for widening the course? Detroit Grand Prix CEO Bud Denker says the course designers have already laid claim to as much space as they can and that the trackside walls are already right on top of the street curbing. There's simply no more elbow room left. But if they can't make it wider, can they at least make it longer? Physically, there are multiple reasons why the Grand Prix course is as short as it is. To extend the course west would either bring the end of the front straight closer to Huntington Place, eliminating much-needed runoff space, or force the course under the conference center, where race traffic would either need to be shunted through a narrow exit lane onto the continuation of Jefferson Ave (bad) or directed through the I-75 interchange with the Lodge Freeway—meaning both would need to be closed to traffic (worse). To the east, the issue is less physical and more logistical, Denker says. The first opportunity for the course to jog north beyond the existing turn at Rivard would be at Riopelle, which would divert the course north alongside a recently completed townhome development. Sprawling northward from Jefferson is the city's famed Lafayette Park residential area. Neither is the sort of neighborhood that wants IndyCars screaming through it, even for just one weekend out of the year. Without relocating it entirely, the most plausible expansion for the Detroit Grand Prix would take the course on a detour deeper into downtown as it loops back on itself from the east. Once it crosses I-375, the course is free to snake through city streets without fear of choking major arteries, plus it maintains most of the existing front straight, diminishing the impact on top speed. Hey, we all wanna go fast, right? A route similar to this would not only come close to doubling the track's length (from 1.7 to 2.9 miles), but it would loop in several major downtown landmarks, coming within a block of Campus Martius Park and the Monroe roe Street Midway. Sadly, including Woodward in the fun is essentially a non-starter. In short, the Q-Line streetcar runs all the way to its terminus, and nobody wants another Baltimore. That said, there could still be logistical headaches aplenty. Not only would this make parking more of a challenge (many of the best race-accessible garages are located somewhere along this route), but several businesses would likely take issue with the potential disruption to foot and automobile traffic alike. As badass as it would be to see IndyCars screaming through the Greektown Casino's valet lane in a Monaco-esque display of uncorked internal combustion, I imagine the safety stewards would have something to say about the arrangement. Sadly, any serious discussion of a course expansion will likely have to wait for at least a few years while the city works through ongoing road improvement projects, including a major streetscape overhaul in Greektown that will keep streets closed to vehicle traffic through at least part of 2026. The series has signed on in Detroit through at least 2028, and we can expect it to look fairly similar for the duration of that contract. But with the RenCen's days potentially numbered and multiple downtown projects vying for attention, the next generation of the Detroit Grand Prix may end up being shaped more by politics than practical necessity. Got tips? Send 'em to tips@
