Newslink dec 2013 final

MSA Newslink December 2013

MOTOR SCHOOLS ASSOCIATION

Issue 258

The ADI’s Voice

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DVSA steps in to DSA’s place

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New agency to start with large remit - and there is a new title for ADIs in the pipeline The Government has announced the new name for the body to oversee driver testing and training in Great Britain: the Driver and Vehicle Standards Agency (DVSA).

The new body will replace the previous agency, the Driving Standards Agency, (DSA) and the body it merged with, the Vehicle and Operator Services Agency (VOSA).

The new name was announced on 28 November by the Transport Minister, Robert Goodwill MP. The new agency, which employs 4,600 people throughout the UK, will have over-arching responsibility for setting, testing and enforcing driver and vehicle standards in Great Britain.

In a statement Robert Goodwill said: “In June the Department for Transport announced that DSA and VOSA would merge to form a new agency. This decision was made following the motoring services strategy consultation, and is a demonstration of the Government’s commitment to put customers and businesses at the heart of its services.

“The two organisations have a history of working closely together and the merger is an opportunity for the DVSA to provide even better and more efficient customer service to motorists and commercial operators. I fully support the new agency and look forward to seeing

the DVSA take shape from April 2014.”

MSA members should note that the name ‘DSA’ will not be made obsolete overnight: there will be a gradual introduction of the new agency name ahead of the formal launch in April 2014.

DSA and VOSA will be incorporated within the new agency and the new branding will reflect this until their services and trading funds are brought together over the next financial year. To keep the costs of the merger to a minimum, items such as stationery could carry the DSA name for some time, as the intention is to bring in the new branding as existing stocks are run down.

The Department for Transport was at pains to stress that: “there will be no change to the level or quality of services during the transition period.”

The chief executive of both agencies will be Alastair Peoples, as expected.

Alastair was the former chief executive of VOSA, which previously was charged with a range of licensing, testing and enforcement services with the aim of improving the roadworthiness standards of vehicles, ensuring the compliance of operators and drivers with road traffic legislation, and supporting the independent Traffic Commissioners.

Ministers announced the merger of the DSA and VOSA on 20 June 2013 following a three-month consultation.

It is interesting the note the extensive

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range of services the new merged agency will provide. The official release listed them as thus: “The merger of the two agencies gives DVSA a broad range of responsibilities, including processing applications for licences to operate lorries and buses, operating testing schemes for all vehicles, and enforcing the law on vehicles to ensure that they comply with legal standards and regulations. The agency will also enforce drivers’ hours and licensing requirements, provide training and advice for commercial operators, investigate vehicle accidents, defects and recalls, and run tests for instructors of large goods vehicles, as well as driver trainers.”

It is to be hoped that improving driving standards through an efficiently administered and relevant driving test regime, while supervising the work of ADIs, would also be added to that extensive list at some point.

The new agency has issued a consultation document as to what ADIs will be known as in the future. For the time being, the official title of ADIs is still ‘Driving Standards Agency Approved Driving Instructor’’ but this will change at some point. n What do you think about the new name... and other details of the merger? Let us know. Write to the Editor, Newslink (address on page 2)

Are you competent ... half-competent ... or a thirdcompetent as an instructor...?

How will you score on the new Standards Check? We publish the key points from the official guidance to examiners on assessing the new check on ADIs’ abilities See pg 4

MSA at Christmas

Compliments of the season to all our readers and best wishes to everyone for a prosperous and healthy 2014.

Please note that the MSA head office will close for the Christmas holidays at 4.30pm on Friday, 20 December and re-open at 9am on Monday, 6th January 2014.

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Contents Editor: John Lepine MBE t: 0161 429 9669 e: john.lepine@msagb.co.uk mail@msagb.co.uk f: 0161 429 9779 Motor Schools Association of Great Britain Ltd (MSA), 101 Wellington Road North, Stockport, Cheshire SK4 2LP Production editor: Rob Beswick t: 0161 426 7957 e: rob@chambermediaservices.co.uk beswick@cssystems.net Advertising contacts: Joanne Cantwell t: 0161 432 9717 e: joanne.cantwell@hotmail.com Colin Regan t: 01925 468403 e: colinregan001@yahoo.co.uk Newslink is published monthly on behalf of the MSA and distributed to MSA members throughout Great Britain by Chamber Media Services, 4 West Park Road, Bramhall, Stockport, Cheshire SK7 3JX Views expressed in Newslink are not necessarily those of the MSA. Although every effort is made to ensure the accuracy of material contained within this publication, neither the MSA nor the publishers can accept any responsibility for the veracity of claims made by contributors in either advertising or editorial content. ©2013 The Motor Schools Association of Great Britain Ltd. Reprinting in whole or part is forbidden without express permission of the editor.

The paper for this magazine has been sourced from sustainably managed forests and controlled sources. See www.pefc.org

This issue: Standards Check: examiners’ guide Find out what the examiners will be looking for on your first Standards Check.

Special feature, page 4

Best of both worlds, says Peoples Alastair Peoples, Chief Executive of VOSA/DSA, believes the new merged agency can cherrypick the best bits of both organisations to produce a world-class department.

He explains the key challenges he’s facing in a special profile

News, page 10

Minister tests EU over CPC

Road safety minister Robert Goodwill has asked the EU to consider the proportionality of the driver CPC regulations.

02 n DECEMBER 2013 n MSA NEWSLINK

News, page 17

Keeping cyclists safe The deaths in London of six cyclists in just two weeks has re-ignited the national debate over the safety of cycling, and whether more needs to be done to improve both their standards and the way in which other road users react to them.

Graham Feest and Kevin Delaney of AIRSO offer their views on the best way forward Special feature, page 22

Towards your CPD: Fancy a go at commentating?

Steve Garrod considers the benefits of adding a commentary to your driving: can it boost road safety?

page 24

I don’t agree - but that doesn’t make me wrong Rod Came offers his own views on the way the DSA is looking to change how ADIs teach driving

page 26

“For many of us, the new Standards Check will represent the opportunity to deliver a driving lesson that is an accurate reflection of the way we already teach on a day-to-day basis.”

Read Sue McCormack’s view, pg 20

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About the MSA

The MSA: here to

you

You’re priority is your pupils, training them to be the safest drivers they can possibly be...

...but at the same time you’ve got to keep an eye on the business, making sure the new pupils are rolling in and you’re prepared to grasp new opportunities when they come along...

And for many ADIs, even franchisees, you’re doing this mostly on your own, without anyone to support you.

That‘s where the MSA comes in.

Our team is committed to being your support service, providing you with all the information, practical advice and training opportunities you need to stay at the top of the ADI profession.

We’re the MSA and we’re committed to supporting you Whether you need help with CPD, support in a problem with the DSA, the peace of mind that the MSA’s professional indemnity insurance gives you, or you just want to take advantage of our great money-saving offers through our many partners, then the MSA is there for you.

Think of us as your own support service...

And all for around 17p a day!

Membership benefits: All the news you need... keeping you informed through our industryleading monthly membership magazine Newslink, our website and regular membership contact through emails, texts and our many social media outlets.

Professional support...

Who do you turn to if you’ve got a problem with the DSA? Your boss - but you’re a one-man band... your trades union... but you’re not in a union... that’s where the MSA comes in, to advise and support you

Representing your views...

The MSA represents driver training at the highest levels of Government, with regular meetings with key officials at the DSA and other agencies, including the DVLA, the DfT and local government bodies

Professional indemnity insurance... £5m cover for your business... and £10m third party liability cover give you peace of mind should a pupil or member of the public take legal action against you as an ADI through your job.

MSA NEWSLINK n DECEMBER 2013 n 03

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DSA news: Standards Check DSA to trial bad weather alerts through Twitter

DSA’s customer support team is trialling a bad weather alert service on Twitter to cover some driving test centres in north east England and north Cumbria.

This service will provide news about test slots cancelled due to snow and ice at the following test centres: Alnwick (#AlnwickDTC) Blyth (#BlythDTC) Carlisle (#CarlisleDTC) Carlisle LGV (#CarlisleLGV) Elswick (#ElswickDTC) Gateshead (#GatesheadDTC) Gosforth LGV (#GosforthLGV) Hexham (#HexhamDTC) Longbenton (#Longbenton DTC) South Shields (#SouthShields DTC) Workington (#Workington DTC) How the service works When driving test slots are cancelled, DSA’s customer support team will send out a tweet to let you know.

Each tweet will include a hashtag of the test centre concerned – please see the list above for the hashtag for your particular test centre.

How you and your pupils can receive updates If you have a Twitter account, you can follow the DSA customer support team’s account, @DSA_ HelpMe and search for tweets using your test centre hashtag.

If you don’t have a Twitter account, you can still view these updates – go to www.twitter.com/ dsa_helpme and follow the tweets from there.

You can also search for your test centre hashtag without having to sign in.

Standards Check: this is your future, ADIs DSA releases guidance notes for how examiners must assess the Standards Check Countdown to April 2014: just FOUR months to go before first testing takes place

by John Lepine General Manager, MSA The DSA has published the notes for its examiners to use when assessing the new Standards Check, which is due to come into operation in April 2014.

The MSA has worked through the notes and has pulled out the most important details, which we publish over the next few pages. However, we would urge all members to read through the full guidance notes, which can be found by typing ‘ADI standards check’ into your internet search engine or go to https://www.gov.uk/ adi-standards-check.

As ever with a new assessment system of this level of importance, there are areas where some ADIs may have disagreements with the DSA. In particular, some members have questioned the proposed system of scoring, which marks ‘degrees of competence’. They have suggested that a person is either competent or they are not.

Certainly, no-one is described as ‘halfcompetent’, or nearly competent.

The notes explain this new scheme thus: The assessment is made against three broad or ‘high’ areas of competence: Marks will be given as follows: • no evidence of competence = 0 • a few elements of competence demonstrated = 1;

Want to read the full document?

See www.gov.uk/government/ collections/adi-standards-check

04 n DECEMBER 2013 n MSA NEWSLINK

• competence demonstrated in most elements = 2; • competence demonstrated in all elements = 3.

An ADI who makes no attempt to understand their pupil’s needs would be demonstrating no evidence of competence and be marked 0.

An ADI who makes an attempt, asks a few questions, but doesn’t really listen and then goes ahead and does what they intended to do regardless, would be demonstrating a few elements of competence and would be marked 1.

An ADI who grasps the importance of understanding the pupil’s needs and makes a real effort to do so, but who finds it difficult to frame suitable questions, would be demonstrating competence in most elements and would be marked 2.

An ADI who acts as above, but who is able to frame suitable questions to match the pupil’s needs, would be marked as a ‘3’.

At the time this issue of Newslink went to press, there had been no official statement on the pass mark.

The assessment offers some interesting views on the issue of coaching. Coaching has been interpreted by some as the only way or perhaps the best way to deliver

client-centred learning (CCL). However, the new notes state that: The important thing to remember when considering teaching and learning styles is that it is not just about coaching. It is about client-centred learning.

Our judgement should be about whether the ADI can help the pupil to learn in an active way.

It goes on to say to its assessors: Also, remember that instruction based around the core competences used currently is pretty good. We must not throw that away. We are trying to increase the options available to an ADI. Coaching is a powerful extension of the range of options but it is not an automatic replacement for any of the existing ones.

The aim of the Standards Check is to let you assess the ADI’s ability to instruct and whether their instruction helps a person to learn in an effective way. The Standards Check will be conducted with you observing the ADI delivering a normal one-hour lesson.

The examiners’ briefing notes continue, with a wide list of instructions as to what they should do and, more appropriately for MSA members, what they expect ADIs to do, how they should conduct themselves, what kind of pupil should be taught during the Standards Check and what other things they should look for from ADIs. We have picked out below some of the more important points, though it must be stressed that this is in no way a comprehensive listing, and all members are encouraged to view the full document.

Key points for examiners

n The ADI is responsible for the Standards Check lesson. They should make sure they have sound knowledge of the area around their chosen driving test centre (DTC) so they can: plan their lesson and give appropriate directions to their pupil during the standards check n The pupil they bring can be at any level of ability, but cannot be on the ADI register or have passed the ADI part 2 test. n You must conduct all Standards Checks in English or Welsh, observing the ADI

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delivering a normal one-hour lesson with a pupil. n The theme for the lesson may be one of those listed on the SC1 form, but it may be something else. In that case you should record what the theme was in the ‘other’ box. n The ADI must display a valid ADI certificate when they attend their Standards Check if they’re charging the pupil. They don’t need to display their certificate if they’re not charging the pupil. n You must ask to see the certificate if it’s not displayed. You must not continue with the Standards Check if they can’t show you their valid ADI certificate. n The Standards Check will last for one hour and the ADI should allow 15 minutes at the end of the lesson for a debrief with the examiner. n ADIs can appeal to a Magistrate’s Court (the Sheriff ’s Office in Scotland) if they think that their Standards Check wasn’t conducted properly. However, they can’t appeal against your decision. n If an ADI fails to attend (FTA) at the date and time set out in the invite, the Standards Check programme and report form should be marked FTA. The examiner’s Outlook diary should also be marked ‘FTA’.

The Standards Check will be recorded as an FTA unless the ADI provides adequate evidence to justify the cancellation.

In the event of cancellation or FTA, deployment can tell the Registrar, who can remove the ADI from the register. n You must check the identity of the person who has presented themselves for the check and ask to see their ADI registration certificate (badge).

DSA news: Standards Check DTC updates

n It is the ADI’s responsibility to make sure the vehicle provided has the correct insurance cover in place. Where there is any doubt about whether insurance is in place, the test should not proceed. n If the ADI offers to supply training documents (such as the reflective log) you should discuss the content with them but if they do not bring such papers this will not invalidate the Standards Check. n The vehicle used for a Standards Check must meet minimum test requirements and, as far as you are able to tell, be roadworthy and safe. Soft-top convertibles are not acceptable nor are ‘2+2’ vehicles where seating arrangements in the back are inadequate. n Your role is to assess the ADI’s competence to deliver effective driving instruction. The ‘National standard for

driver and rider training’ is expressed in terms of learning outcomes and there may be more than one way for an ADI to achieve those outcomes.

Of course, if an ADI does, or says, something that is clearly wrong it is important that you pick this up, especially where it could lead to a safety issue.

However, your overall approach should be focused on recognising achievement and promoting improvement and development – rather than purely identifying faults. n The ADI’s task is to provide an effective learning experience for their pupil. An effective learning experience is judged to be one in which the pupil is supported to take as much responsibility as possible for their learning process.

Continued on page 6

Abergavenny test centre: Between Tuesday, 25 February and Friday, 28 March 2014, driving tests usually taken from Abergavenny will take place from Monmouth, Merthyr Tydfil and Newport test centres.

This is to allow work to be carried out at Abergavenny.

If you need to book a driving test between 25 February and 28 March 2014, you’ll need to book it at Monmouth, Merthyr Tydfil or Newport test centres instead.

The addresses of the three alternative DTCs are n Monmouth Test Centre Old Dixon Road, Monmouth Gwent NP25 3DP

n Merthyr Tydfil Test Centre Merthyr Tydfil Industrial Park Pentrebach, Merthyr Tydfil Mid Glamorgan CF48 4DR n Newport Test Centre Stephenson Street off Corporation Road Liswery, Newport Gwent NP19 4XH Driving tests are due to restart from Abergavenny test centre from Monday, 31 March 2014.

DSA is sorry for the inconvenience this may cause and will keep you updated.

MSA NEWSLINK n DECEMBER 2013 n 05

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DSA news: Standards Check

DTC updates Greenford test centre: Between Thursday, 6 March and Monday, 17 March 2014, driving tests usually taken from Greenford will take place from Hayes, Hendon, Pinner, Southall and Uxbridge.

This is to allow redecoration work to be carried out at Greenford.

If you need to book a driving test between 6 and 17 March 2014, you’ll need to book it at Hayes, Hendon, Pinner, Southall or Uxbridge test centres instead.

The addresses for the alternative test centres are: n Hayes Test Centre Fourways House Rigby Lane, Swallowfield Way Hayes, Greater London UB3 1ET n Hendon Test Centre 3 Aviation Drive, Beaufort Park Hendon, Greater London NW9 5TZ n Pinner Test Centre 221 Tolcarne Drive, Pinner, Greater London HA5 2DZ n Southall Test Centre 295 Allenby Road, Southall Greater London UB1 2HD n Uxbridge Test Centre Unit 7 Trade City Business Park off Cowley Mill Road Uxbridge, Greater London UB8 2DB Driving tests are due to restart from Greenford test centre from Tuesday, 18 March 2014.

Ore test centre (LGVs): Between Thursday, 16 January and Monday, 24 February 2014, LGV tests usually taken from Ore will take place from Canterbury, Lancing and Gillingham LGV test centres.

This is to allow work to be carried out on the manoeuvring area at Ore. If you need to book a vocational test between 16 January and 24 February 2014, you’ll need to book it at Canterbury, Lancing or Gillingham LGV test centres instead.

The addresses for the alternative test centres are: n Canterbury LGV test centre, Hersden, nr Canterbury, Kent CT3 4HB n Gillingham LGV test centre Unit 4, The Courtyard Campus Way, off Bailey Drive Gillingham Business Park Gillingham, Kent ME8 0NZ Parking facilities aren’t available at Unit 4. Candidates should park at the adjacent VOSA Goods Vehicle Testing Station next to the manoeuvring area. n Lancing LGV test centre Churchill Industrial Estate Lancing, West Sussex BN15 8TU Vocational testing is due to restart from Ore LGV test centre from Tuesday, 25 February 2014.

The DSA has apologised for any inconvenience these changes cause to ADIs or pupils.

continued from page 5

The ADI should, where it is correct and safe to do so, feel free to introduce wider issues from the driving standard into the lesson, such as assessing personal fitness to drive, the use of alcohol or drugs or dealing with aggression.

If, for example, a pupil offers an inappropriate comment about the use of alcohol it would be appropriate for the ADI to challenge this. Similarly, it would be appropriate for the ADI to encourage the pupil to think through what might happen in particular situations, if the conditions were different. For example, after negotiating a particularly difficult junction it might be helpful to discuss how different it would be at night or in bad weather. The important thing to remember here is that the most effective learning takes place when the pupil finds the answers for themselves.

If opportunities arise for discussion of issues between the ADI and the pupil while on the move, these can be used, but this needs to be tailored to the pupil’s ability and should not create distraction. Too many unnecessary instructions from the ADI can both de-motivate the pupil and create a real hazard. n ADIs should be working to understand where the pupil is having difficulties and how they can help them develop sound basic skills. If the ADI is not making the effort to understand, they are not demonstrating competence. By asking questions or staying silent and listening and watching they are clearly making the effort to understand and demonstrate competence. It doesn’t matter if they don’t achieve full understanding by the end of the lesson.

In the same way, pupils at this level should not feel they are being patronised or talked-down-to as this will make them unreceptive. They do not all learn in the same way.

Consequently there is no single, correct, way to transfer responsibility to them and, in any case, this is not going to take place instantly. In this context, just as it is unreasonable to expect a pupil to get it right instantly, so it is unreasonable to expect an ADI to transfer responsibility instantly.

The key thing that an ADI must demonstrate is that they understand the need to transfer ownership and make the effort to do so.

It is important to understand that, at this level, a pupil will not always ‘get it right’ as soon as the ADI gives them some direction or coaches them around a problem. They should understand the issue, at least in principle, and what they need to do in theory.

They should generally be willing to try to overcome weaknesses, but their efforts may not always be successful. You should not penalise the ADI if they do not immediately ‘solve the problem’. n ADIs should use a variety of tools to encourage the pupil to analyse their own performance and to find solutions to problems. The ADI should be supportive and give suitable and technically correct instructions or demonstrations where appropriate. Of course, where a pupil cannot come up with a way forward the ADI should provide suitable input – especially if failure to do so might result in a risk to any party.

The purpose of all driver-training is to assess and develop the learner’s skill, knowledge and understanding in relation to the contents of the NSDRT. Research indicates that is best achieved by placing the

06 n DECEMBER 2013 n MSA NEWSLINK

Standards Check – Guidance notes show ADIs the way forward client at the centre of learning process. In this context the assessment criteria should be interpreted as follows.

Usually this process will take place at the beginning of a lesson. However, where the ADI and the pupil have been working together for some time prior to the Standards Check, they may have already laid down the basic structure of the pupil’s learning goals. This needs to be taken into account when assessing this element. n If the ADI has not worked with the pupil before it is perfectly OK for the ADI to ask the pupil to undertake a demonstration / assessment drive. This should give the ADI a good idea of the pupil’s level of competence and provide a basis for a discussion of the pupil’s needs.

It is also important to remember that a better understanding of the pupil’s needs may emerge as the lesson progresses. It follows that this criteria cannot be ‘tickedoff ’ at the beginning of the lesson and then forgotten. n The lesson structure should allow the pupil to progress at a manageable rate; stretching them without overwhelming them. For example, a pupil who is concerned about entering roundabouts should not be asked to tackle a fast-flowing multi-lane, multi-exit junction as their first attempt.

Neither should they be restricted to very quiet junctions, unless the ADI identifies a potential risk issue that they want to check out first. n The ADI should use an area or route that allows the pupil to practise safely and helps them to achieve their goals. It should provide some stretch and challenge, but without taking the pupil out of their competence zone. n The ADI should be willing and able to adapt if the pupil: - appears to be uncomfortable or unable to deal with the learning experience that the ADI has set up - suggests that it is not providing what they were looking for.

If the pupil’s inability is creating a possible risk situation, the ADI must adapt quickly.

This might require a few extra questions to clarify what is out of line. It may be that the problem is because of the teaching and learning style being used by the ADI rather than because the overall plan is wrong.

Whatever the reason for adapting the plan, the ADI must make sure the pupil understands what they are doing and why. n Indications that all the elements of

competence are in place could include: - comparing the actual performance of the pupil with their claims and clarifying any differences - responding to any faults or weaknesses that undermine the original plan for the session - responding to any concerns or issues raised by the pupil - picking up on non-verbal signs of discomfort or confusion n Indications of lack of competence include: - persisting with a plan despite the pupil being clearly out of their depth - persisting with a plan despite the pupil demonstrating faults or weaknesses that should lead to a rethink of the plan - changing the plan without reason - failing to explain to the pupil why the plan has been changed.

An example of how an ADI can explain this situation could be as follows: At all times I expect you to drive as carefully and responsibly as possible. I will expect you to be aware of other road users and to control the car. However, I do have the ability to take control of the car in an emergency. I will only use these controls when I feel that you are not dealing with the situation yourself. If that happens we will take some time to talk about what happened so that you understand for next time. n Under test conditions there are no circumstances in which an ADI can assume that the issue of risk management has been dealt with. Even if the ADI and the pupil have had discussions about risk before the observed lesson, they must show that they are actively managing the issue for assessment purposes.

The important thing to remember when considering teaching and learning styles is that it is not just about coaching. It is about client-centred learning. Our judgement should be about whether the ADI can help the pupil to learn in an active way.

There will be many times when it is useful to use a coaching technique. The principle that underpins coaching is that an engaged pupil is likely to achieve a higher level of understanding and that self-directed solutions will seem far more relevant.

This applies in every situation, including instruction. Direct instruction is useful in helping a pupil in the early stages cope with new situations or supporting a pupil who is clearly struggling in a certain situation.

Continued on page 9

See overleaf for your own copy of the examiners’ Standards Check assessment form » » »

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DSA news: Standards Check

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Standards Check: key points to remember The assessment is made against three broad or ‘high’ areas of competence: Marks will be given as follows: n no evidence of competence = 0 n a few elements of competence demonstrated = 1; n competence demonstrated in most elements = 2; n competence demonstrated in all elements = 3.

An ADI who makes no attempt to understand their pupil’s needs would be demonstrating no evidence of competence and be marked 0.

An ADI who makes an attempt, asks a few questions, but doesn’t really listen and then goes ahead and does what they intended to do regardless, would be demonstrating a few elements of competence and would be marked 1.

An ADI who grasps the importance of understanding the pupil’s needs and makes a real effort to do so, but who finds it difficult to frame suitable questions, would be demonstrating competence in most elements and would be marked 2.

An ADI whose tuition matches the ideal competence as laid down by the DSA would be marked as a ‘3’.

What’s your view of the new Standards Check?

A step forward for the DSA in improving ADIs teaching... or just tinkering around the edges of the current system... or an appalling imposition that should be done away altogether?

Let us know your views: Write to the Editor, Newslink, 101 Wellington Road North, Stockport, Cheshire SK4 2LP This is the latest version of the SC1 form, first published in Newslink in July 2013. There have been a couple of modifications including the removal of the words - Driving Standards Agency.

Photocopy this page and use it as your own guide for lesson planning

NEWS EXTRA

Fog on the Tyne? I’m alright driving in that, says North East WHETHER or not it’s the famous song that inspires their confidence, but drivers in the North East are the most comfortable in the UK driving in fog, according to a survey by the AA/Populus.

The survey asked drivers which weather conditions stressed them out, and unsurprisingly driving in fog featured prominently. Only 53 per cent of drivers said they were ‘confident’ driving in those weather conditions

08 n DECEMBER 2013 n MSA NEWSLINK

at night, rising slightly to 60 per cent during the day.

However, drivers in the North East were far more relaxed about fog, with an above average number feeling confident, and 10 per cent ‘extremely confident’, about their ability to handle the challenge.

The most feared conditions overall were compacted snow and ice, over which only 46% thought they had the skills to cope. One in twenty drivers admitted to being

‘terrified’ of driving in compacted snow and ice.

Other conditions that caused considerable concern included strong winds (19 per cent weren’t confident driving in them) and low dazzling sunlight in the evening, which was a concern for 30 per cent of drivers.

Interestingly, young drivers (18-24) were the most confident age group for driving in heavy daytime rain with 25% saying they were ‘extremely confident’ at this.

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DSA news: Standards Check

Continued from page 6 Good coaching will use the correct technique at the correct time, matching the pupil’s needs. In some cases the ADI may need to give direct instruction through a particularly difficult situation.

That instruction forms part of a coaching process if the ADI then encourages the pupil to analyse the problem and take responsibility for learning from it. A good ADI will take every opportunity to reinforce learning.

It is impossible to force learning on a pupil. Progress is always determined by what the pupil is comfortable with. The skill is recognising when the pupil stops learning. The pace of a session should be set by the pupil. On the other hand a pupil should not be talked out of experimenting, if this is within safe bounds.

When coaching, the ADI should ensure that the tools used are suitable. If a question and answer technique is used this should match the pupil’s level of ability and encourage them to use a higher level of thinking to give a response. Asking closed questions of a pupil who is demonstrating a high level of ability, unless this is to check knowledge, is of little use. Asking open questions to a pupil of limited ability who is finding it difficult to achieve the task they have set for themselves may be very confusing. These are not hard and fast rules.

The effectiveness of questions has to be assessed given the circumstances.

A key part of the client-centred approach is development of active problem-solving in the pupil. This means that the ADI has to provide time for this to happen and has to stop talking for long enough for the pupil to do the work. The key thing to remember, however, is that different pupils will

Standards Check – Guidance notes show ADIs the way forward respond to this invitation in different ways.

Some may be able to do it instantly, in a discussion. Others may need to go away and reflect upon a particular problem. They may need to be pointed in the direction of texts or other outside inputs to help them get a handle on the issue. Pushing a pupil to come up with answers on the spot may be unproductive for some.

Information given must be comprehensive when associated with a recurring weakness in the pupil’s driving.

Simply telling the pupil that they have done something wrong is unlikely to help them overcome the problem. n Any practical demonstration of technique must be clear and suitable. The pupil should be engaged and given the opportunity to explore their understanding of what they are being shown.

Information given unnecessarily may not be helpful, for example continually telling the pupil what to do and not allowing the pupil an opportunity to take responsibility.

Unclear or misleading advice should also be avoided. Comments such as ‘you’re a bit close to these parked cars’ could be used to introduce coaching on a weakness but are of little use on their own as they are unclear.

How close is ’a bit’ – and is it significant?

n Feedback is an essential part of learning but the process must be balanced.

A pupil needs to have a clear picture of how they are doing, against their learning objectives, throughout the lesson. They should be encouraged when performing well and coached when a problem or learning opportunity occurs. However, a constant stream of words, however technically accurate, given at an unsuitable time may be de-motivating or actually dangerous. Sitting quietly and saying nothing can also be a very powerful form of feedback in some situations.

All feedback should be relevant, positive and honest. It is not helpful if the pupil is given unrealistic feedback which creates a false sense of their own ability. Where possible, feedback should not be negative.

Rather than saying somebody has a weakness, consider expressing it as a learning opportunity. However, if they need to be told something is wrong or dangerous there is no point in waffling. The pupil should have a realistic sense of their own performance.

Feedback is a two-way street. It should, ideally, be prompted by the pupil with the ADI responding to the pupil’s questions or comments. The pupil’s feedback should

never be overlooked.

The ADI should maintain an atmosphere in which the pupil feels comfortable to express their opinions. They should create an open, friendly environment for learning, regardless of the pupil’s age, gender, sexual orientation, ethnic background, religion, physical abilities or any other irrelevant factor. This implies active respect for the pupil, their values and what constitutes appropriate behaviour in their culture. n At the end of the session the pupil should be encouraged to reflect on their performance and discuss their feelings with the ADI. The ADI should encourage honest self-appraisal and use client-centred techniques to highlight areas that need development if the pupil has not recognised them. Once development areas have been identified the pupil should be encouraged to make them part of future development.

In most situations an ADI will maintain their awareness of what is going on around them, give reasonably clear and timely direction and intervene in an appropriate and timely way to ensure that no safetycritical incidents occur. Their instruction may not be brilliant but it is safe.

However, situations will arise in which an ADI’s instruction are of such poor quality that the examiner may decide that they are putting themselves, the learner or any third party in immediate danger.

Example: The learner is approaching a closed junction. They ask the instructor whether they should stop at the Give Way line. The instructor is completely unable to see down the joining roads but tells the learner to ‘go, go, go’.

In these circumstances the examiner would be entitled to stop the lesson and mark it as an immediate Fail.

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Comment

Newslink profile:

Alastair Peoples, Chief Executive of VOSA and DSA, believes the new merged agency can cherrypick the best bits of both organisations to produce a world-class department. Here he explains the key challenges he’s facing

Aiming for best of both worlds

W

hen it was announced earlier this year that the Driving Standards Agency (DSA) and the Vehicle and Operator Services Agency (VOSA) were to merge into a single agency, VOSA’s chief executive Alastair Peoples took up the helm of both organisations.

Alastair is no stranger to the driver training industry – in fact, he worked as an examiner in his native Northern Ireland in the late 1970s and ’80s.

And although he later moved on to other roles, he says his experience as an examiner is one that still has relevance today: “I started with the Department of the Environment in 1978 in Northern Ireland, as a vehicle and driving examiner. I was out there assessing driving test candidates in what was the middle of the Troubles in Northern Ireland, so it was quite a strange environment to be working in.

“That’s quite a while ago now, but I suppose my experience of being a driving examiner was similar to that of most driving examiners today. Those same pressures were there – you’re out there with a candidate you have no experience of, you don’t know at that point in time whether they’ve been well trained – even the best of them can make a silly mistake and go through a red light.

“So, like now, it was quite stressful but very rewarding. The driving test is not just a fundamental element in terms of road safety, but it’s a fundamental element in terms of jobs or social activity and it makes people much more mobile which is great to see.

“I hope my experience will allow me to reach a bit higher than we have done to date, and set some new ambitious outcomes about how we might deliver the test differently.”

But Peoples does say he realises things have moved on considerably since the ’70s and ’80s.

“There’s the old adage that a little knowledge can be a dangerous thing – I hope that’s not the case with me!

“I’m certainly aware that driver testing and training has come a long way since I was an examiner. When I was doing the driving test there was no theory test or hazard perception, no independent driving, so there’s been an enormous amount of change.”

Looking to the future, Alastair is keen to see a rise in pass rates: “It’s a bit disappointing that our first time pass rate is still so low; I want to see how we can collaborate with the ADI industry and other trainers to try and improve the standard and calibre of candidates to try and get the first time pass rate much higher.

“We want to achieve a higher standard of pass, a higher standard of candidate and a much safer driver on our roads as a result of that.”

Although in the short term candidates and ADIs are unlikely to see any significant impact as a result of the merger between VOSA and DSA, Alastair hopes that ultimately the new organisation will offer more than just cost savings: “One of the critical success factors that I have set myself is that frontline delivery during this period of transition should mean minimal impact on frontline services. That said, the whole purpose of joining the organisations together is not just to become more efficient, but to become more effective, and part of that is in the customer service

10 n DECEMBER 2013 n MSA NEWSLINK

“I’ll be focusing on how we can create something that is bigger than just the sum of its parts, a new organisation that people can really get behind.”

element of how we deliver the driving test.

“We want to look at the forward booking times; we want to look at things like taking the test closer to the customer, greater collaboration with the industry – again, all about improving standards.

“We’ll be looking at both organisations to see what similarities there are and more importantly, what differences there are – what works well, what doesn’t work so well – and try and take the best of each organisation.

“So there’s a real opportunity to benchmark what we do and go out and ask those that we serve what it is they want from the merged organisation.”

He also mentions the possibility of improved facilities for some test centres: “In rebranding, we are going to have to look at the waiting room facilities that we provide. I know some of them are in need of much more than a lick of paint, so I will be looking at how we might upgrade some of the facilities that we provide to candidates coming along and to ADIs using waiting rooms.”

He will look at continuing DSA’s strategy of offering tests more locally in areas where there isn’t already a test centre: “Some 70 per cent of the work that VOSA now does is on private sites and that’s expected to hit some 85 per cent by this time next year. I see no reason that DSA can’t have an aspiration that we should be taking testing closer to the customer - where it’s sensible and where it’s practical.

“What we don’t want to do is to have driving test routes which are closer to the customer but which are not testing the things that we need in order to make sure that our drivers are safe. But I will be looking at what opportunities there are to take the best of what VOSA has done and have a good and serious conversation both with the ADI industry and with those who might be willing to host sites where we currently don’t have them.”

Peoples says that one of the biggest challenges in merging two organisations like DSA and VOSA is bringing together two different working cultures.

“Organisations develop their own cultural elements in terms of the work that people do, the way they’ve been trained, the environment that they work in… I think this will be one of the biggest issues that we need to overcome.

“But I believe that if we are successful in focusing on what we do best, which is delivering high quality and consistent tests – whether it be vehicle testing or driver testing – then the cultures will merge automatically around that.

“I’ll be focusing on how we can create something that is bigger than just the sum of its parts, and in doing that create a new brand and a new organisation that people can really get behind.”

Finally, Alastair recognises that you must have heard this all before, but would like to reassure you that the results will speak for themselves.

Taking tests to the customer: Cheadle Fire Station, Stockport - now a designated driving test centre. Alastair is keen to extend this policy but is aware of concerns over maintaining test route integrity

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Comment

2013: a year of consultations, of rumours and of change JOHN LEPINE MBE General Manager, MSA

T

his has been a very busy year for the MSA and the driver training industry at large. We started the year with the Government hinting at a private sector future for the driving test as it launched a major consultation exercise into how motoring services such as driving tests and vehicle licensing were delivered.

The Department for Transport reignited rumours that the delivery of driving tests might be handed over to the private sector. In the consultation, the Government stated: “We will not be constrained by thinking of the Government as the only provider of L-tests.” Yet we end the year with driving tests carrying on as they have before, with only one minor change: the consultation resulted in the amalgamation of VOSA and the DSA into what we now know will be called the Driver and Vehicle Standards Agency. I would like to wish the good ship DVSA and all who sail in her the very best of luck for the future.

One of the results of the newly named agency will be to change the name used to describe those on the ADI register. The title Driving Standards Agency Approved Driving Instructor will eventually disappear and there is currently a consultation underway to see what ADIs think they should be called.

Under the current regulations the official title for use by persons whose names are in the register is “Driving Standards Agency Approved Driving Instructor (Car)”. The consultation states: In most cases the required amendment will involve replacing the reference to DSA or VOSA with a reference to DVSA. Where appropriate, consideration will be given to whether the reference to DVSA can include a successor of DVSA to cater for a situation where the name of the Agency carrying out the relevant functions changes in the future.

What do you think? Are you happy to be a DVSA ADI or would you prefer to replace these post-nominal letters with something like QDT – Qualified Driver Trainer – or RDT – Registered Driver Trainer?

The consultation period on this matter is quite short and will conclude on 3 January 2014 so if you have a view on this matter, please go online and respond directly to the consultation or drop me a line so that your thoughts can be included in the MSA response.

Next we had a consultation paper discussing the language support provided for driving test candidates. The result of that consultation is now known and from 7 April 2014 voiceovers will be removed on theory tests and interpreters will cease to be allowed on theory and practical tests.

12 n DECEMBER 2013 n MSA NEWSLINK

How the year started: January’s Newslink made the Government’s comment that ‘We will not be constrained by thinking of the Government as the only provider of L-tests’ our front page story, as it suggested a switch to a private sector provider of driving tests

MSA MOTOR SCHOOLS ASSOCIATION

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DSA’s chief executive to deliver keynote address at MSA Training Day Your chance to question Rosemary Thew on the future of driver training and testing.

Concerned about being eaten up by the changes in driver training?

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MSA launches an ‘Eezi’ way to boost your business The MSA has teamed up with PartnerSave to provide members with exclusive access to the EeziBuy procurement solution, especially designed to deliver real cash savings on key products and services to trade association members.

See pg 4

Newslink January 2013

Issue 247

The ADI’s Voice

Government hints at private sector future for the driving test ‘We will not be constrained by thinking of the Government as the only provider of L-tests’ A MAJOR CONSULTATION exercise into how motoring services such as driving tests and vehicle licensing are delivered has been launched by the Department for Transport – and it has reignited rumours which began last summer that the delivery of driving tests will be handed over to the private sector.

In May Newslink reported that this was possible after the DSA’s Business Plan for 2012-13 made a number of references to the Government’s Open Public Services White Paper, calls for “public services to be open to a range of providers.” This is Whitehallspeak for “private contractors are asked to come in and provide services on behalf of the state.”

We even provided a man to hold the smoking gun in the form of Francis Maude, the Cabinet Secretary and Minister responsible for public sector efficiency and reform and a long-standing advocate of a smaller state and a greater involvement of private companies in public services.

At the time our suggestions

The consultation document suggests Government is planning for a future of private sector-run driving tests

were dismissed by the DSA, which said that there were no such plans.

However, this latest consultation exercise clearly opens the way for the Government to test the water over passing the delivery of L-tests into private hands. It contains a number of pointers to the future, all of which suggest privatisation is a very real possibility – even, perhaps, more of a probability.

In the consultation the

Government says: “We want to deliver the vision set out in the Open Public Services and Civil Service Reform White Papers for improving public services by opening up their delivery to a diverse range of providers and new and innovative delivery models... working more closely and collaboratively with a broader range of partners to deliver services.

“We want to explore new options for delivering services.

We will not be constrained by

thinking of government as the only provider...”

In addition, the briefing document that accompanies the consultation paper says: “We want to build on our existing joint ventures and partnerships and engage with a wider range of partners in the public, private and third sectors to drive improvements to the quality of motoring services.”

Continued on page 8 » »

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In April we talked about the soon-to-bepublished Government Green Paper, which we were told would set out reforms to the driver training and testing regime. ‘Soon’ was not defined back in April but whenever soon was or is, it is not yet.

On a personal level I am grateful to the MSA board who, earlier this year, allowed me to take up the position of EFA President. It puts the MSA at the heart of the debate in Europe over driver training. See page 24 for the latest news of how Europe is taking a lead in reforming our industry, at the launch of a new white paper produced by Goodyear in partnership with EFA. Elsewhere in Europe the EU commission is considering the idea of standard setting for driver trainers. CIECA, the international commission for driver testing authorities, is proposing a project that will make a whole series of recommendations to the European Commission for Minimum European Requirements for Road User Education.

In particular, it wants to look again at: minimum driver competency standards, minimum standards for persons performing paid driver instruction and minimum requirements for persons performing unpaid L-driver supervision.

Rosemary Thew, DSA chief executive, announced her decision to retire at the end of June on the same day that the merger of DSA and VOSA was confirmed.

At the same time a consultation titled “Modernising driver training: reform of the regulatory framework for approved driving instructors” was launched. We await the full result of that consultation but we do know that a new Standards Check for ADIs, to replace the old check test, will be introduced next April.

There are still a few details yet to emerge on this new assessment of ADIs’ abilities but DVSA has now published its “ADI Standards Check: guidance for driving examiners”. We make no apology for

reproducing a great deal of this in this issue: it really is that important.

Many ADIs have become worried and confused by the idea of a new-style test for ADIs, and a lot has been spoken and written about as to what might be required under a new client-centred learning (CCL) regime, and how coaching might become a requirement for ADIs. I recommend that all ADIs read the new guidance in order to gain a thorough understanding of what it is that is being examined and how it will be marked. I would recommend particularly this paragraph: “The important thing to remember when considering teaching and learning styles is that it is not just about coaching. It is about client-centred learning. Our judgement should be about whether the ADI can help the pupil to learn in an active way.

“Also, remember instruction-based around the core competences used currently is pretty good. We must not throw that away. We are trying to increase the options available to an ADI. Coaching is a powerful extension of the range of options. It is not an automatic replacement for any of the existing ones.”

So there you have it, in black and white: existing instruction styles currently used are pretty good, coaching is a good idea and a useful option but is not the only method of instruction and is not an automatic replacement for any of the existing ones.

Still worried about a definition of client-centred learning? The Safe Driving for Life website defines it like this: “People learn in different ways and at different speeds. If someone who likes time to reflect on their learning is forced to move on to the next thing too quickly it could slow down their progress.

“Or if someone who likes to learn by trying things out is made to watch too many demonstrations without having a go they will get frustrated.

“Client-centred learning is an approach to learning that takes into account how the learner prefers to learn. When people learn in this way they are more likely to retain information and skills. People are also more likely to keep learning if they are encouraged to take responsibility for their learning at an early stage – this is the second aim of client-centred learning.”

This is what some refer to as “taking account of individual differences” – in other words, you don’t use the same programme for everyone, you vary your style of instruction to suit the individual.

Yes, I know that is what every reader of this column does but remember, the majority of ADIs are not members of the MSA or any other trade group. Think about some of the trainers you meet in the test centre and then you will start to realise why a change in testing might encourage some better practices by all driver trainers.

Those instructors who make the effort to join an organisation such as the MSA and keep themselves up-to-date through trade publications, none, of course better than this one, attendance at conferences and seminars and who study literature about driver training have nothing to fear from the new Standards Check.

Have a great Christmas and as the economy appears to be improving, let’s hope for a prosperous New Year.

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Letters Newslink Postbag. We welcome contributions from our members. Would all contributors please remember that Newslink cannot publish letters anonymously. Pen names will be used to protect the identity of the author if necessary. Please address all correspondence to The Editor, Newslink, 101 Wellington Road North, Stockport, Cheshire SK4 2LP. Letters can also be sent by email, to mail@msagb.co.uk

Longer learning periods could see brighter pupils go into reverse Dear Sir, I was concerned to hear the recommendations recently from the Transport Research Laboratory, whose report is currently being considered by ministers for a Green Paper prior to a Parliamentary Bill.

The part that alarmed me the most was the recommendation that learner drivers should be required to undertake at least 100 hours of daytime and 20 hours of night time practice under supervision.

I have always been opposed to a minimum learning period for learner drivers as I do not believe it is economically realistic or will contribute to road safety. I have set out my reasons for thinking this below.

1. There are huge contrasts in individual aptitude and experience. Think of someone brought up driving off-road on a farm, who already possesses high standard car control skills before their first driving lesson.

100 hours of driving lessons, or even half that, for such an individual or any able learner would be ridiculous.

Ironically, this policy could actually qualitatively lower the standard of the driving lesson after a while because the ‘learner’ could simply feel they are going through the motions, possibly losing interest even in challenging traffic.

2. Fortunately, I have always found learners (customers) to be highly motivated because they have the target of knowing that once they reach the required standard they will be able to attempt their driving test. I also believe ethically that the test should be taken on the merit of the individual reaching readiness and rewarded so, and they should not held be back by an artificially created minimum time frame. I think this is particularly important because the driving test is the most objective scientific measure of a person reaching safe driving competence.

3. Illegal driving would significantly increase as those unable to afford such a lengthy course may, sadly, be tempted to go down this route, which obviously would make roads more dangerous.

4. In the current economic climate, the poverty trap and unemployment may increase for some as those on low incomes will be financially excluded from gaining a driving licence, which remains essential for many employment opportunities.

5. A minimum learning period may also lead to a reduction in the number of driving tests being taken as less people would learn to drive; a fact that would be

detrimental to the economy.

6. We have all witnessed the many letters sent to Newslink over the past 10 years by concerned ADIs over the continuing increases in size to the ADI register, which is peaking at over 48,000. However, over the last couple of years it has began to gradually decrease in size. A minimum learning period may pull more people back into the industry in a belief that it may generate more work – though I appreciate that this is something of a side issue.

7. Trust and reputation building between instructor and customer / parent may be eroded. Currently a customer is able to judge whether or not an instructor is doing his or her job well in developing the pupil’s skills and progressing them towards a reasonable yet client-variable test standard timeframe.

8. Average lesson prices could fall further as cut-price deals would be sort, possibly in preference to quality driving lessons as customers may begin to believe high standard instruction is less important, as the incentive to develop driving skills to reach the test pass standard at a faster rate will be removed by a lengthy minimum learning period.

In conclusion, I am of the view that the way forward to make Britain’s roads safer is through incentives and education and not further regulation, which historically has been the approach of the Department for Transport when faced with recent historic calls for further regulation by insurers and select committees.

Why not extend post-test training incentives? Pass Plus used to be very popular until insurance companies reduced the discounts available on premiums. As it is compulsory to take up car insurance to drive why cannot the Government require car insurance companies to give meaningful discounts for post-test training? An extended version of Pass Plus could be developed.

Also, hard-hitting road safety campaigns such as the police visits to schools and colleges do make an impact.

It is the attitude of some young drivers that predominately leads to more crashes, rather than lack of ability to drive. Attitude is worked at from the start by driving instructors so I just don’t feel huge amounts of additional lessons once a pupil has reached test standard will make much difference, as the majority of the work in making them safe is complete; the learning curve will plateau.

Fortunately, however, I have found combining client-centred learning with traditional instruction encourages learners to naturally focus more upon safe driving for life as they feel more involved, as well as reaching test standard, leading to greater mutual agreement for driving test readiness.

Richard Freeman Northwich, Cheshire

No room for these ‘citizen cops’ Dear Sir Your article in the October issue of Newslink, “Hi-tech ‘citizen cops’ helping drive dangerous motorists off the road”, made my spirits drop a bit. I don’t want to be a police officer or even a police community support officer or, as we call them in this part of the world, swyddog cymorth cymunedol yr heddlu. If I did I would sign up.

I can see the benefit of having camera evidence if you are involved in a collision but being “armed with in-car cameras mounted on the roof ”, as quoted in the article, to track down breaches of road traffic law just sounds sad to me. What this bunch of busy-body enforcers clearly desire is to be armed with a machine gun mounted on the roof in order to immediately enforce their wrath on someone they believe has stepped out of line.

I would say, get a life. Let him who has never committed any road traffic offences ever, fire the first shot.

John Davies Anglesey

Government wrong to axe test translations Dear Sir The Government’s decision to pull the plug on foreign language voiceovers and interpreters on driving tests, is wrong, unfair and, I think, racially motivated.

According to the Secretary of State for Transport: “We want to make sure that all drivers have the right skills to use our roads safely and responsibly. One area where we can help ensure this is by requiring all test candidates to take the test in English or Welsh, the national languages.

“This will help to ensure that all new drivers will be able to understand traffic updates or emergency information when they pass their test. It will also help us to reduce the risk of fraud by stopping interpreters from indicating the correct answers to theory test questions.”

What a load of old rubbish. I have been taking holidays in Europe for over 20 years. I have no more than a smattering of foreign languages – about enough Spanish, French and Italian to order a meal, and I am often surprised at what I have ordered – so reading foreign road signs has never been possible. Yet I have stayed perfectly safe. It’s commonsense.

This is just another example of Mr Cameron’s kneejerk reaction to the success of UKIP.

by Email from South West England

MSA NEWSLINK n DECEMBER 2013 n 13

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Comment members’ VIEWPOINT:

The DSA’s at it again, making the straightforward process of teaching someone to drive more complex than ever with a dictionary full of management speak and gobbledegook, says MSA member Rod Came, in this, his personal opinion of how the current raft of changes to our industry should be viewed

W

hy is it that as soon as the DSA gets involved in something they have to make it more complicated than it need be?

Teaching people to drive is a simple task, it is not necessary to make it appear difficult. We do not need to have ‘client-centred learning’, ‘outcomes’, ‘ownership’ and all the other gobbledegook phrases I keep reading. The truth of the matter is that an ADI is presented with a person who has not driven a car on the road and wants to be trained to do so competently and safely. They need to master the controls of the vehicle and learn how to deal with hazards, be they other road users or natural or man-made problems eg, rain and roundabouts – and that’s it.

I can only speak for myself and my way of teaching. I have been an ADI for more than 30 years, variously graded 5 and 6 by DSA’s finest, consistently had a good (in my opinion) pass rate and made a comfortable living.

Every now and again I meet a past pupil either in the street or on a company driving assessment, and it amazes me that they still recollect something I said to them about a driving situation many years ago. My teaching must have sunk in.

Like many ADIs I follow a teaching pattern, not a syllabus – that is far too restrictive. I don’t work to a strict programme – Lesson 5 = Hill starts (uphill, downhill, dry, wet, snow) – it puts the fear of God in the pupil, especially when they know what is coming as laid out in a workbook.

It makes them worry unnecessarily beforehand about whether they will cope. Each topic is best introduced gradually If they enjoyed their last lesson they will look forward to the next, if they didn’t then something is wrong. It is what that ‘something’ is that is important, and it is probably down to how the ADI handled a situation that went wrong in the pupil’s eyes. It is necessary to get to know your pupil and treat them accordingly. It helps to acquire some knowledge of your pupil, their background, their knowledge, their fears and to assess their natural ability.

A lesson goes something like this. I meet the pupil and ask them how they are today because I want to know, and what they tell me is going to determine what we are going to do on this lesson. Their reply may vary between from “Good” to “Alright” to “Not too good today”. The last reply rings the alarm bells.

I keep a short note in my pupil folder of where we went, what we did and progress made on the last and previous lessons. Also a discreet little mark indicating when the pupil last felt ‘not too good’, with girls this usually appears about once a month indicating an appropriate day for a relatively stress-free drive in the country. I decide that, because asking the pupil to select the topic for today’s lesson is probably not going to elicit the answer that I, as the teacher, deem best for their continued progress on their path of learning to drive.

Assuming that they say they are all OK I outline what we are going to do on the lesson, be it driving around a housing estate, practising junction approach and exiting, town driving or a manoeuvre. I do not necessarily tell them that later in the lesson we will be doing something particularly challenging, which is likely to cause them some difficulty. Again, this is because in the earlier part of the lesson they will worry about that which is coming, consequently we will not progress to the more difficult part of the lesson because they were distracted during the easier part by the thought of something more problematic later on.

At the end of the lesson, during the re-cap, after they have told me what a swine I am for getting them to do something that was really difficult, they go away feeling very pleased with themselves and come to the next lesson full of enthusiasm. In that frame of mind they learn

14 n DECEMBER 2013 n MSA NEWSLINK

Don’t call me a dinosaur just because I don’t agree with what you’re doing, DSA steadily and comprehensively. Just as important, they learn to trust me to get them up to a standard to pass a driving test.

At this point no doubt the enlightened ADIs are thinking ‘dinosaur’. They may be right, but there is also a truth that says ‘if it ain’t broke don’t fix it’. I am not aware that the driver training system in the UK is broken.

Without doubt there are aspects of it that could do with improvement, but as always we get conflicting signals from DSA. For many years we have had DSA conducting Check Tests on ADIs to supposedly maintain a high level of instruction. With very few ADIs having their registration removed it indicates that the level of driver training provided to the public is good, or the minimum standard set is too low, or perhaps that DSA does not have faith in its own systems, in that they know they would not stand up against appeals from ADIs who thought they were being unfairly treated.

S

o now we have the new version, the Standards Check. The Standards Check form SC1 contains such interesting phrases as ‘learning goals’, ‘responsibility for risk would be shared’, ‘safety critical incidents’, ‘pupil ... take responsibility for their learning’, ‘clarify learning outcomes’, ‘pupil encouraged to reflect’, ‘teaching and learning strategies’. Gobbledegook, the lot of it!

The driver training industry is aware that standards need to improve. MSA has been providing training seminars for the 33 years I have been a member. Because too many ADIs are lackadaisical, and encouraged to be by DSA when they are awarded a grade 4, (the minimum level to be just about good enough), such training that is provided is not taken advantage of and consequently there is less of it available than there should be.

The industry pushed for Compulsory Professional Development (CPD), which is absolutely vital in my view, to maintain and preferably increase standards of instruction. What did DSA do? They failed to make CPD compulsory but suggested that it should be voluntary.

Does that indicate a commitment to improving standards?

In fact, in my experience, the SEs have no interest in looking at a folder of certificates of training courses

attended which is presented on a Check Test. Again, is that attitude commensurate with raising standards? No, of course it is not – and you call me a dinosaur!

Because of the vast number of ADIs and trainees who are in the industry at the present time we can only charge a pittance for our services. This is primarily due to the DSA maintaining low standards. Consequently there are about 30 per cent more ADIs than are required to provide a satisfactory service to the public and commerce. As a result many individuals who are competent ADIs are driven from the industry to seek their fortune elsewhere.

This does not raise standards: it lowers them because it takes several years to learn the job. Just when ADIs are coming to fruition they realise they cannot support a family on their income and leave, to be replaced by newly qualified inexperienced trainers who will probably follow the same route in two or three years’ time.

A lot of people not involved in driver training are experts at telling ADIs how to do their job. These people range from the DSA to the man in the street. It is perceived that all we do is sit in a car all day (which is true, in some ways), but after eight hours of teaching, yes a full eight hours of work, DSA, schoolteachers and others, we go home mentally worn out. The job is hard work when done properly.

So DSA, do not get involved in driver training, stay in your allocated place, which is testing. By all means raise the standards required to both qualify and continue to train novice and experienced drivers, remove from the ADI Register those whose conduct is found to be lacking propriety, or are not teaching to an acceptable standard.

But just as importantly, if you have any desire to work with ADIs use words that simple souls like me can understand.

So what’s your view?

Is Rod’s view fair or is he just stuck in his ways?

Many would say what Rod talks about is “client centered learning” and that under the new marking regime his expertise will be better recognised. Send it to mail@msagb.co.uk

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Driving you Forward

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News

Better summer weather brings out the drivers The Department for Transport has published the quarterly road traffic estimates for July to September. In addition, it has released information on reliability of journeys on Highways Agency roads in England, and congestion statistics for the same period.

The statistics make interesting reading, with the rise of 2.3 per cent in traffic volumes over the same period last year possibly the highlight. A DfT spokesman commented: “Such a rise is large, year-on-year. Since 2008 traffic figures have largely flat-lined, or dipped slightly.

“There could be a number of factors for this year’s increase. First, the July-September period last year was far wetter than this year (the June-August summer period in 2012 being the second wettest on record), which may have reduced leisure travel. By way of comparison, that period this year was very dry and warm, which could have increased leisure travel.

“Two, there are signs of economic activity improving, which could also be a factor. We know that when the recession came in 2008, company car miles dropped off alarmingly.

To back this up, LGV traffic increased by 5.1 per cent from July-September 2013 over 2012 levels.”

However, it has been suggested that the sporting events of last summer could have impacted on reduced traffic in 2012.

“It has to be noted that these figures are being compared to the period in which the London Olympics were held. We know they were hugely popular and clearly, many people stayed at home to watch the action on the TV. The figures for this year are for a more normal summer period, so perhaps they are simply getting back on track to where they were, pre-financial crash and without the intervention of a soggy summer and the Olympics to distract people.”

To read through the statistics yourself, see www.gov.uk/government/publications and follow the links for quarterly road traffic, the reliability of journeys on highways agency roads and congestion.

Rural communities ‘most likely’ to drink-drive • Postcodes in Scotland and Wales named as worst for offending • ADIs among least likely to offend, with midwives and paramedics • Men twice as likely as women Urban-dwelling ADIs are the third least-likely group in the UK to be caught drink or drug-driving, according to a survey by Money Supermarket.

The only professions to have a better record than ADIs were nurses and paramedics.

The comparison site’s survey analysed almost 12 million car insurance quotes run over the past 12 months to identify the UK’s drink and drug driving hotspots, as well as the professions most and least likely to offend.

Overall, drivers in rural areas have a higher proportion of drink and drug driving convictions than those living in urban hubs. Motorists in north Scotland and mid-Wales are the most likely to have a conviction (a rate of 1.51 and 1.4 convictions per 1,000 quotes per year respectively), double that of those living in the Greater London region (0.77 convictions).

Further analysis also shows Scotland and Wales dominate the postcode breakdown – representing six of the UK’s top ten postcodes for drivers with a drink or drug driving conviction. Aberdeen (AB postal area code), Inverness (IV), Dundee (DD) and Kirkcaldy (KY) feature in the top ten with the highest rate of offenders, with Aberdeen topping the list.

Cardiff (CF) and Swansea (SA) are home to the worst of the Welsh motorists.

At the other end of the scale, central London postcodes, along with Bradford, Liverpool and Manchester sit securely in the bottom ten (each with less than 0.8 offences per 1000 – compared to 1.5 in Aberdeen).

The data also reveals blue-collar professions are the most likely to have a drink or drug driving conviction. Scaffolders are revealed as the worst, registering 4.6 convictions per 1,000 quotes per year, followed by builders, labourers, roofers and floor layers, all with 4.0 convictions per 1,000.

The nation is in safe hands with its midwives and paramedics though – these professions take first and second place for the least number of offences for drink or drug driving, followed by driving instructors.

Kevin Pratt, car insurance expert at MoneySuperMarket. com, said: “The festive season is approaching fast, and many look forward to an extra tipple to get into the party spirit. But

Brake calls for ban on hands-free phones Road safety charity Brake has urged drivers to turn off all mobile phones and for more employers to ban phone use, including hands-free phones, for employees driving on company time.

The call comes after statistics confirmed the extent of driver distraction on UK roads, and its impact on vulnerable road users.

New research by distraction expert Dr Amy Guo at Newcastle University highlights the increased risk of turning your car into an extension of the office. It shows the harder you have to concentrate on a task, such as dealing with work-related calls, the slower your reactions. This demonstrates why talking on hands-free is just as risky as hand-held, because it’s concentrating on the conversation that’s the main distraction.

Distraction reduces hazard perception and increases reaction times in a similar way to drink-driving, making drivers much more likely to cause deaths and injuries.

More than half a million UK drivers (575,000) have points on their licence for using their mobile phone at the wheel or being otherwise distracted.

16 n DECEMBER 2013 n MSA NEWSLINK

few people understand how long it takes for the effects of alcohol to wear off and how long it can take for their blood alcohol level to read below the legal drink-drive limit.

“The manual occupations at the top of the table are typical ‘thirsty’ jobs, where many workers finish work relatively early and go to the pub. They’re also jobs that involve early starts, driving to the site and starting work first thing the morning, even after a night out. There’s a risk workers can take to the road before the alcohol has left their system, which means they would read positive if breathalysed.

“Driving when you’re unfit to do so not only puts the safety of the driver and any passengers at risk, but it also endangers other road users and pedestrians.

“Overall, those in rural areas are more likely to offend compared to urban dwellers, quite likely down to the lack of public transport and need to drive to get to work. Party goers should plan ahead to ensure they have arranged a safe route home or have an alternative option for travelling to work in the morning.”

A further breakdown of the data revealed no major surprises as to which age group was most likely to offend: those aged 20 - 24 years old had the highest conviction rate, at 2.3 convictions per 1,000 quotes per year, while drivers aged 50-64 are less likely to have a conviction, a lower rate of 0.5 per 1000 quotes.

Men are also more than twice as likely to have a drink or drug conviction than women. Men have a rate of 1.4 per 1,000 per year of driving, compared to a rate of 0.6 for women.

IAM chief executive Simon Best said: “Lack of public transport is no excuse for any driver to risk a journey under the influence. Offenders may think they stand more chance of getting away with it in quiet rural areas but these roads are actually the most dangerous, with more fatalities than on city streets. An alcohol-induced lapse of concentration can lead to unsurvivable high speed crashes. A hard day’s work may seem a good justification for a quick pint on the way home but responsibility for your and others safety comes with every driving licence.”

Kevin Pratt concluded: “There are serious consequences for those caught breaking the law by drink or drug driving, with guilty parties having to fork out for fines of up to £5,000, receiving a 12-month driving ban and in some circumstances a possible prison sentence.

“Drivers may also see their insurance premiums rocket by an average of £315 and some may find it difficult to find a provider who is prepared to insure them if they have a prior drink or drugs-driving conviction.”

Winter blues for your car

Just under half of Britons (48%) do not treat their car as well in winter as they do in summer, a recent poll has found.

A quarter (24%) of respondents only do minimal maintenance in winter – just enough to keep it topped up with water and ensure the windscreen wipers are working.

Shockingly, 14% of drivers don’t do anything to their cars in winter at all. Avoiding filling up on windscreen fluid can lead to winter muck obscuring your vision in the low sun.

Equally, inefficient windscreen wipers can make driving in heavy rain more dangerous than it already is.

A lack of maintenance, especially during the cold months, can lead to an increased chance of breakdown.

Mark Bower-Dyke, Chairman of Be Wiser Insurance, comments: “It’s easy to ignore the car when it’s miserable outside. But while wishing to ignore your car is understandable, it’s still not the best plan for happy, safe motoring!”

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News

Roads safety minister backs CPC but asks EU to consider its proportionality The UK Government has submitted its response to the European Commission’s assessment of Driver CPC regulations.

The Commission had issued a ‘call for evidence’ of the impact and effectiveness of Driver CPC, and the consultation period closed in October.

During the consultation the DSA encouraged people to have their say by taking part in an online survey. DSA and DfT also sought feedback from key driver CPC industry stakeholders, including the MSA. All feedback was taken into account by the UK government when they put together their response.

MSA members can read the full report at www.gov.uk/government/uploads/system/ uploads/attachment_data/file/261163/ uk-government-response-to-eu.pdf However, we publish the Roads Minister Robert Goodwill MP’s response to the EU Transport Commissioner Siim Kallas.

Dear Siim, I am writing attaching an official policy response to your recent call for evidence about the directive (EC/2003/59) which set up the requirements for driver certificates of professional competence (DCPC).

in-depth stakeholder meeting. These underpin my response, although the response represents my position and is not necessarily shared fully by the stakeholders and individuals who participated in the call for evidence.

I am enthusiastic for any future policy developments to benefit from a strong evidence base. The GB Driving Standards Agency has already published an interim evaluation about DCPC. However, it is Road safety minister Robert Goodwill MP clear that is difficult to identify the specific effects of DCPC on road safety and other The introduction of DCPC – and outcomes separately from all the other particularly the deadlines this and next variables. I do invite you to consider September related to the completion of whether your officials, mine and those in periodic training respectively for other Member States could usefully work long-established bus and lorry drivers – together on the further monitoring, have made this a high-profile issue for quantification and evaluation of the effects some in British industry, including in road of this Directive. haulage, passenger transport, vehicle hire I should highlight a few key priorities: and farming. It is also important for a • the culture of the road haulage and range of other interests, including in passenger transport industries is relation to the safety of vulnerable road fundamental to good, safe working users and the organisations providing the practices in a truly professional set of training. drivers. I want to encourage the industry So my immediate predecessor, Stephen to make the most of the DCPC Hammond, launched a public call for requirements and having flexibility allows evidence from British stakeholders. I have it choice and encourages ownership; also enclosed a report summarising the • the current choice Member States have views received and also the minute of an

should be retained unless it is clear it is not working effectively.

This includes the initial qualification processes (minimum training periods vs training and tests), periodic training (including when to do the 35 hours during the five years), the requirements for driver trainer organisations and instructors and the form of cards/ licence codes; • the importance of a practical focus on safety – including related to pedestrians, cyclists, motorcyclists and other motorists; • the importance of proportionality, for example whether a minimum of 260 hours of training could be justified for these drivers initially.

Targeting DCPC towards professional drivers of larger vehicles appears to be proportionate, but it seems more difficult to justify these requirements on top of driver licensing and its associated testing for drivers of smaller vehicles such as vans or drivers of large vehicles related to hobbies or a minor part of their work.

A clear legal definition of a professional driver, distinct from the definition of a vocational licence holder might be helpful.

Thank you for providing us with this opportunity to comment about the operation of the directive.

MSA NEWSLINK n DECEMBER 2013 n 17

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Towards your CPD

Fancy trying your hand at a spot of commentating?

Steve Garrod considers the role that a good driving commentary can have on improving road safety and risk awareness

I

n recent articles we have looked at various ways to develop your teaching, including asking questions that stretch the learner, how to plan for assessment and planning a lesson. This month we are going to look at the content required for a good demonstration drive, including the use of commentary.

Some years ago I had the good fortune to work with Kent Constabulary as a civilian driving instructor and although I had previously taught commentary driving, it was my time spent in Maidstone that really honed my skills.

What is a commentary?

A good commentary drive promotes forward planning and is an essential part of an advanced driver or trainer’s tool box. In general terms, a commentary is used to inform a student of the thought processes of the driver or to help enhance and develop hazard perception skills.

Developing good commentary skill is about practice, so that the quality of the drive will be enhanced rather than degraded. In the early stages of learning to commentate while driving the driving performance often dips. A commentary should emphasise the action that is to be taken in order to deal with each potential hazard.

The contents of the commentary should be current and not historical. I always think of it as casting out a fishing line; you start from behind your head (mirrors) then cast it to the furthest point before reeling it back in and casting it out once more from behind your head.

As you reel it in you scan from side to side from the far ground, middle ground and near and rear ground.

Throughout the drive it is important to use a clear, distinct voice and avoid talking too quickly.

A good tip to remember is ABC: Accurate, Brief and Concise.

It may be appropriate at some stage to define a hazard that contains an element of actual or potential danger and anything that may cause a driver to change course or speed. Actual danger is where the law or the rule of the road places the responsibility on the driver to ensure that it is safe before continuing.

Such circumstances may require a delayed gear change, such as at give way or coming to rest at a stop sign or obstructions on the nearside.

Potential danger is where common sense or road sense suggests that safety precautions should be taken before entering the danger area. Such action as an early gear change, for example, on the approach to a bend, a narrow section, a humpbacked bridge or obstructions on the offside causing oncoming drivers to cross the centre of the carriageway.

18 n DECEMBER 2013 n MSA NEWSLINK

Roadcraft explains there are three main types of hazard: a) Fixed physical features such as road junctions, bends or crests of hills b) Risks arising from the position or movement of other road users c) Problems arising from variations in road surface, weather conditions or visibility A driver is constantly making driving plans to deal with immediate circumstances and is designed to ensure that the vehicle is always • At the correct speed • In the correct position • In the correct gear The driving plan will take into account: • What can be seen • What cannot be seen • What a driver may reasonably expect to see • Which hazards present the greatest threat • What to do if a situation develops differently from expected It is often the hazards that can’t be seen that catch drivers out. Many will pride themselves on being observant, but few think of the ‘what if ’ scenario. This is an area that should be emphasised during all driver training sessions, regardless of the driver’s experience.

Observation means using sight, hearing, feel and even smell (think of cut grass or diesel/petrol) to gain as much information as possible about what lies ahead. It is the result of this observation which principally dictates the content of the commentary. A driver should also refer to the more obvious features that can be seen such as: road signs, obstructions or road markings.

Weather conditions and visibility – with a reasonable prediction of how this will affect the driving plan. What actions will the driver need to take to be able to deal with the situation, and what alternative courses of action may be required if the situation develops?

A big omission in many a commentary is that of the road surface, eg leaves, rain, pot holes, mud on the road, animal droppings or loose gravel.

Anticipation Observation links are also useful as a commentary device and therefore support or dictate the driving plan. We can comment on the lampposts (are they on the right or left-hand side of the road?), black and marker posts, a Royal Mail van slowing down, brake lights on cars, out-turned front wheels and exhaust fumes, for example.

The following distance calculation and application can effectively be included as part of a commentary. Employing a two or more second time gap behind the vehicle in front, depending

on conditions, will ensure that the driver: • Has a good view and can increase it along both sides by slight changes of position • Can stop the vehicle safely in the event that the driver in front brakes sharply without warning.

• Can extend the braking distance so that the driver behind has more time to react.

• Can see when it is safe to move up into the overtaking position.

Planning Is a brief explanation of what is intended to be carried out, eg, restricted view, intending to slow and looking to go. or, Church spire ahead, anticipating reduction in speed, therefore I will need to slow before the bend.

It must be emphasised that good commentary is about good observation, planning and implementation; you are responding to what can be seen or, in some cases, not seen. In certain circumstances there may be several simultaneous occurrences and it is up to the driver to prioritise accordingly.

Effective commentary is about current and future events. History has no value.

Summary To sum up, it should Observe, Anticipate & Planning ….OAP! A good way to start is by watching a hazard perception DVD, try to say aloud what you are observing, then anticipating and finally planning what to do. Once you feel comfortable with this, try including all three elements (OAP) before you arrive at each hazard, then take those skills into the car.

Once you feel confident, why not teach your learners how to do it? It does make the lesson interesting and will really bring home the need for full concentration while driving.

Painting a picture with words: Good commentary - such as that supplied by veteran John Motson – brings a football match alive for the viewer... and a good, wellthought out commentary while driving can open the driver’s eyes to potential dangers and risks

Wishing you a Merry Christmas Get ÂŁ100 shopping voucher bonus when you order a Fiesta on contract hire. Quote MSA Newslink and call us on 01162 888 288

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Towards your CPD: The Standards Check

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Don’t worry: you can meet the new Standards As reported on the front page of this issue, the DSA has released details of the guidance for examiners when assessing the new Standards Check. ADI coach and trainer. Sue McCormack offers her view of the guidance - and what she thinks it will mean for ADIs

T

he DSA has published the guidance for examiners when assessing the new Standards Check. The document was published on 19 November and can be found at: https://www.gov.uk/government/ publications/adi-standards-check-guidance-fordriving-examiners My last four Newslink articles have focused on the structure of the new Standards Check by looking at the three broad (or ‘high’) competences of: • Lesson Planning • Risk Management • Teaching and Learning Strategies This article is based on the guidance for driving examiners and looks at the way the competences will be assessed and marked; and what actually happens on the day.

Each broad competence has a number of competence indicators – there are 17 in total, four with Lesson Planning, five with Risk Management and eight with Teaching and Learning Strategies.

There is a maximum of 51 points available as each competence indicator carries a maximum of 3 points. There is no word as yet on the grading system. However, the final score will be reflected in the Grade awarded. The scoring system is: 0 = no evidence of competence demonstrated 1 = a few elements of competence demonstrated 2 = competence demonstrated in most elements 3 = competence demonstrated in all elements Each competence indicator (also known as lower level competences) can be broken down into elements and the ADI will need to use a range of skills to ensure each of these elements is in place.

The guidance for examiners says: ‘For example, the first lower level competence, in the lesson planning section, is ‘Did the ADI identify the pupil’s learning goals and needs?’

To fully satisfy this requirement the ADI must: • actively recognise the need to understand the pupil’s experience and background • ask suitable questions • encourage the pupil to talk about their goals, concerns etc. and actively listen to what the pupil has to say • understand the significance of what they say • recognise other indications, e.g. body language, that the pupil is trying to express something but perhaps cannot find the right words’ The points above are the elements that combine to meet the lower level competence. If the instructor asks questions about what the learner wants to do or achieve on the lesson but doesn’t listen and carries on with their pre-determined idea of what they want to happen, then the instructor is likely to score 0 or 1 in this respect.

The guidance for examiners is about helping examiners understand how the assessment needs to

20 n DECEMBER 2013 n MSA NEWSLINK

For many of us, the new Standards Check will represent the opportunity to deliver a driving lesson that is an accurate reflection of the way we already teach on a dayto-day basis Photograph courtesy of DSA

be carried out and emphasises the importance of recognising that instructors are individual and each one will have a different method of teaching.

Nevertheless, the overall emphasis is on the instructor’s ability to communicate with their learner and to ensure that their learner is engaged in the learning process.

So if, while setting the goals for the lesson, the instructor demonstrates that they meet all the above elements they are likely to score a 3 against this lower level competence.

The guide for examiners stresses, as I have said in previous articles, that there will necessarily be an overlap among the competences – both lower and higher. For example, the second competence indicator under the high competence of Lesson Planning is: ‘Was the agreed lesson structure appropriate for the pupil’s experience and ability?’

It would not be an accurate assessment if the examiner records a 0 against the first competence: ‘Did the ADI identify the pupil’s learning goals and needs?’ and then a 2 or 3 against agreeing the lesson structure. Agreeing the lesson structure would have to follow as a result of having identified learning goals and needs. It is, however, noted that lesson goals need not be clearly stated at the beginning of the session and could become obvious as the lesson develops.

The guide for examiners identifies four ‘types’ of pupil that might be presented for the ADI’s Standards Check, while also acknowledging that these ‘types’ are just broad guides. The four types are: • Beginner or partly trained

• Trained or test standard • Newly qualified • Experienced qualified There is no role play option and the guide clearly sets out the requirements for attending a Standards Check.

As I mentioned in my first article (August 2013), there are clear situations which would result in an immediate fail. If you score 7 or less in the Risk Management competence or do not deal with a potential or actual safety critical incident appropriately, then you will fail the Standards Check. If the examiner judges that the instructor is not managing safety critical situations effectively, the Standards Check could be terminated.

If you fail, you will be expected to attend a second one and, if necessary, a third one before being considered for removal from the ADI Register (as is currently the situation with the Check Test).

Reflection is emphasised throughout – both for the instructor as well as the pupil. The DSA recommend that instructors complete a reflective log and have offered a template as an example, which focuses on what went well, what did not go so well, what could I do to improve. The reflective log can be presented to the examiner at the start of the Standards Check but will not form part of the assessment. It would seem that the reflective log is there because it is recognised that self-evaluation is a crucial part of learning and that this is as important for the instructor as it is for the customer.

Client-centred learning is all about behavioural

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Towards your CPD: The Standards Check

change and change starts with self-awareness.

Self-awareness is about recognising your strengths and limitations; as well as understanding how your emotional state impacts on your behaviour. When we reflect on and self-evaluate our performance we take responsibility for our learning. This, in turn, helps us empathise and therefore engage on an equal basis with our pupils.

On the actual day of your Standards Check, you may leave your customer in the car while you go and meet the examiner, who will want to ascertain what type of pupil you have brought – how many lessons they have had, what standard they are at, whether you have any concerns about their driving, what the goals for the lesson are. It is possible that you will have a supervising examiner also sitting in on the Standards Check and, if this is the case, you will ideally have been informed in advance.

However, if it was not possible to inform you in advance of the Standards Check then you will be allowed ten minutes to explain the situation to your customer.

If you also have a trainer or mentor with you then it is up to the supervising examiner whether or not they will still accompany the Standards Check.

You are expected to know your area well and to plan a lesson that lasts about an hour and ends up back at the test centre (in most cases) so that the examiner can take some time to consider the outcome and then debrief the lesson. You should therefore allow a further 15 minutes at the end of the one hour Standards Check lesson. The examiner may take notes during the assessment but these must be destroyed and there will be no write-up or written follow-up (even if you fail) because the Standards Check Form is sufficient to

About the author:

Susan McCormack has been in the driver training industry for over 25 years as an ADI, instructor trainer and producer of training materials, and has an MSc in Driver Behaviour and Education from Cranfield University. She is a director of Tri-Coaching Partnership Limited, which delivers driver training and coaching courses to all driver trainers. In particular, the company offers a BTEC Level 4 and Level 3 in Coaching for Driver Development, as well as a two-day course called ‘aCCeLerate’. Visit the website for further information: www.tri-coachingpartnership.co.uk. Susan can be contacted on 07817 646970. record accurately the whole assessment.

How does this fit in with coaching and client-centred learning? The guidance for examiners recognises that there are many different styles of instructor and that learning can be judged to take place as a result of instruction as well as coaching.

However, there is definitely an emphasis on coaching and client-centred learning. What is clear is that the higher levels of the Goals for Driver Education (GDE) * framework cannot be addressed unless a client-centred approach is used where the learner is encouraged to take responsibility for their own learning and understands how the skills they are acquiring for the driving test can be applied when driving unsupervised.

There is, therefore, an expectation that driving instructors will be addressing the higher levels of the GDE * by, for example, engaging the pupil in discussion of driving situations they are likely to encounter when driving post-test – such as, with

passengers in the car, at night, or when they are prone to distractions.

For many of us, the new Standards Check will represent the opportunity to deliver a driving lesson that is an accurate reflection of the way we already teach on a day-to-day basis. For some of us, however, it will be necessary to carefully consider the skills and techniques we currently use and reflect on how well we are able to meet the two core aims of driver training: that learning must take place and value for money must be given. (* Levels 1 and 2 of the GDE focus on the skills that are assessed on the ‘L’ practical driving test; whilst levels 3 and 4 – also known as the higher levels of the GDE – look at journey-specific factors, such as choosing the mode of transport, route planning, and managing risk in terms of distractions and peer pressure – Level 3; and, how the personality of the driver – their goals, opinions, values, emotional state and characteristics – impacts on the way they handle the vehicle and the choices they make – Level 4).

From

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MSA NEWSLINK n DECEMBER 2013 n 21

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Special feature: Cycling safety

The deaths in London of six cyclists in just two weeks has re-ignited the national debate over the safety of cyclists, and whether more needs to be done to improve both their standards and the way in which other road users react to them.

In this article Graham Feest and Kevin Delaney of AIRSO look at the issue and offer some thoughts on how all users can share road space more safely

T

here has been an increased focus on cyclists’ safety in recent weeks, following a spate of deaths in London and a general rise in casualties in this category of road users along with the increased activity.

Mind you, it does depend on just how you want to interpret the statistics in deciding whether cycling today is safer or not than it used to be. The switch of media attention has, however, given the poor young driver a bit of a reprieve – though how short a time period that reprieve might be is open to question.

The London cycling scene is far different from that in other parts of the country and watching the manner in which cyclists now act on the roads in rush hour is a scary experience.

The rise in this activity has been fuelled by Government campaigns to get more people to leave the car at home and use alternative forms of travel, the country’s sporting success in recent years which have raised cycling’s profile and the health agenda have made this mode of transport very attractive.

Today, cycling has fallen into the box marked ‘the thing to be doing’.

However, it isn’t all positive. Following the death of a sixth cyclist in London in just two weeks, the Transport Select Committee announced it will hold an evidence session with stakeholders to address some of the issues and stimulate debate.

The committee will look at whether calls to prohibit trucks entering town centres at peak hours are workable, and examine what central and local government can do to improve safety.

It wants to hear from relevant individuals and groups on these topics and on how road and vehicle technology can be used to improve safety, whether the capital’s ‘cycle superhighways’ are safe and how both cyclists and drivers could be better trained.

The committee will also look at whether cycling has actually become more dangerous.

While the string of deaths in the capital is disturbing, and has captured widespread media attention, statistics indicate that travelling by bike has actually become safer when increased use is taken into account.

So although this year’s total number of cyclist fatalities in London is already at the same level as for the whole of 2012, deaths per billion miles travelled have reduced in the capital and countrywide.

Indeed, Department for Transport figures show that deaths per billion miles travelled by bicycle have nearly halved since 1979, although the levels for most other road user groups have fallen even faster.

The committee last looked at the issue of cycling safety in 2012 and recommended then that the Government should work to ensure greater use of sensors and mirrors on trucks to spot cyclists.

The committee’s website will contain details of submissions and evidence given to the inquiry, which took place on Monday, 2 December.

Before you look at that, however, Kevin Delaney FAIRSO takes a look at the issues The recent spate of deaths and serious injuries of cyclists on the streets of London has sparked a wave of media speculation which, in itself, is unlikely to make a long-term contribution to safety

22 n DECEMBER 2013 n MSA NEWSLINK

It’s time to stop the fingerpointing and work together to keep cyclists safe

Warning: How cyclists are being told where the danger spots are (below)

on the street. This is partly because media coverage is invariably sensational and judgemental, looking for someone, or something, to blame, and partly because road user safety measures, be they education or engineering, take time to implement and even longer to show positive results – and the media have a very short attention span.

So what, if anything, can I or AIRSO contribute to the debate?

First, I don’t think we should take sides; either with the Mayor and TfL, who seem to be suggesting that the problem lies with cyclists ignoring traffic lights and other regulations that they consider too restrictive, or using headphones and thus blocking out potential warning sounds from vehicles approaching from the rear, or with the cyclists who argue to suggest that traffic signing is confusing.

However, I do feel that we should take careful note of a Metropolitan Police comment that half the cyclist deaths have involved a cyclist in collision with the nearside of a lorry. In fact, those of us who regularly use central and inner London roads will have seen many examples of all of these factors.

So what is the problem?

There is a well-established view that the risk of crashes increases in proportion to the level of exposure to risk. Briefly, the more cyclists there are on our roads, the greater the risk of involvement in a collision. This doesn’t necessarily increase individual risk, simply the number of individuals at risk. And a significant increase in cycling is exactly what has happened on the streets of London, as a result of the Mayor’s policy to increase cycling, plus the ‘Olympic effect’ which has made cycling ‘cool’.

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To further complicate things, London continues to see growth in the construction sector. In addition to the mammoth Crossrail project, commercial and residential building projects are everywhere in the inner London area and bring with them an exponential growth in the type of heavy goods vehicle traffic associated with construction.

These are not Eddie Stobart trucks, cleaned and cared for by their regular drivers, they are workhorses spending their days travelling to, into and from building sites carrying raw materials and excavation spoil as quickly and as often as they possibly can.

And finally, bus services and bus numbers have increased throughout inner London and commercial centres in outer London, such as Croydon, to meet the growing demand for mobility and a shift away from car transport for local journeys.

These increases in traffic are combining to create a perfect storm. Despite the antipathy of many cyclists, pedestrians and car drivers towards each other, the greatest risk to cyclists in terms of consequences of a crash is posed by large heavy vehicles, such as lorries and buses, whose drivers may not see, or even be able to see, cyclists threading their way through traffic and into their blind spots. When cyclists, or pedestrians for that matter, are in collision with large vehicles, the much greater weight and sheer size of the vehicle means they are more likely to be seriously injured, often being dragged under the wheels of a vehicle whose driver may not even have seen them.

So what can be done?

The increase in cycling cannot, indeed must not be stopped. Furthermore, restrictions on the number of buses and LGVs are equally impracticable and undesirable as restricting either would damage the continuing economic prosperity of the capital, which contributes so heavily towards the future of the UK. We could reduce the central and inner London speed limit to 20 mph and do the same at the various satellite centres of the outer boroughs such as Bromley, Croydon, etc. This may well produce road safety and environmental benefits at relatively little cost, as these areas already have a de facto

Special feature: Cycling safety

daytime maximum speed of 20mph, or lower!

However, the effectiveness of a lower limit on cyclists’ ability to survive a crash with vehicles of between nine and 20+ tonnes is unlikely to be great, especially if the cyclist falls under the vehicle.

The introduction of compulsory helmet wearing regulations, while probably increasing cyclists’ post-crash survivability in low speed impacts with cars, etc, is unlikely to produce significant benefits in collisions with larger and heavier vehicles.

We could introduce more warning signing and lines on the ‘riskiest’ routes, but this would probably introduce yet more layers of complexity and information overload for cyclists and all other road users at already critical junctions and sections of road, thus risking further increases in casualties.

So what?

I realise that what follows will be unpopular, especially with cycling lobby groups. The purpose of this article is not to ‘blame victims’, rather it is intended to reduce the number of victims and to do this, we have to educate all road users – especially cyclists — about their vulnerability.

Drivers must realise that cyclists can and do negotiate narrow gaps in slow-moving traffic and will tend to navigate up the nearside of traffic as they approach signal controlled junctions or where they intend to turn left, leaving them particularly vulnerable to being squeezed between the nearside of a vehicle and roadside furniture or struck by left turning vehicles. Drivers must look along the nearside of their vehicle before moving to the nearside or turning left and signal in plenty of time.

Cyclists must realise that drivers, especially drivers of large vehicles, may not see them as they approach from the rear and must be especially careful not to position themselves between, or along the nearside of vehicles, especially large heavy vehicles, unless they made eye contact with drivers, or have a clear ‘escape route’.

And will that work?

Greater awareness among cyclists of their vulnerability should improve compliance with traffic signs and signals and make them more likely to avoid cycling into a ‘trap’ between, or along the nearside, of large vehicles.

“It is about time that all road users recognised that road safety is something that we each do for ourselves and not something that Government can do for us...”

If drivers of all vehicles, especially larger HGVs, ‘think cycle’ that will increase the safety margin.

However, no matter how careful cyclists are, they will still be the most vulnerable group of road users: quicker, but less manoeuvrable than pedestrians, slower and with a much slimmer profile and less efficient brakes than motor cyclists, as my own experience clearly demonstrates.

During the early and mid-1990s, I cycled some 5,000 miles per year commuting between home and work in central London.

I felt confident in all circumstances although after a near-miss, I realised that in poor visibility my reflective kit and lights became invisible when I was being followed by a vehicle with brighter lights.

As a former traffic cop and later road safety officer for RAC Motoring Services, with a professional reputation, as well as my personal safety to protect, I obeyed traffic signs and signals, often to the utter disbelief and frustration of fellow cyclists.

Nevertheless, one morning in 1996 I was knocked off my bike outside the Houses of Parliament by a commuter coach whose driver saw me, but while overtaking, underestimated my speed and pulled back into the kerb, forcing my bike and me down into the road behind him.

Nevertheless, I remain convinced that action by The Mayor and Transport for London, with or without the active support of the Metropolitan Police, will not be as effective in producing a long- term, sustainable improvement in cyclist safety, as a radical change of attitude towards risk by all road users, especially cyclists.

It is about time that all road users recognised that road safety is something that we each do for ourselves and not something that Government can do for us.

MSA NEWSLINK n DECEMBER 2013 n 23

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News: Europe The launch of the white paper in Brussels.

On the panel were Maria-Teresa SanzVillegas, DG Move, European Commission; Graziella Jost, ETSC; Jean-Pascal Assailly, IFSTTAR; Michel Rzonzef, Goodyear Europe, Middle East and Africa; Johan Chiers, Responsible Young Drivers; John Lepine, European Driving Schools Association; Agustín Galdon Medina, MAPFRE Foundation; and Klaus Machata, KFV, Austrian Road Safety Board

A new white paper – Driving Safety First: Improving Road Safety For Novice Drivers – has been launched in Brussels as part of a Europe-wide initiative to urge the European Commission to do more to cut deaths on the roads.

The paper calls for research into the safety benefits of a graduated driving licence, and for national governments to add pre-driver training in road safety into the curriculum for schools. It also calls for a strengthening of the requirements on training in car and motorbike maintenance; particularly in relation to checking the tyre tread and pressure, in all elements of the driving test.

The document is based on research carried out in summer 2013 by Goodyear, in partnership with EFA, which surveyed driver trainers across 12 European countries. The research gathered data from driving instructors in order to establish best practice interventions that could be made at national/international level to improve the learning process.

The focus of the questions was on how novice drivers can best become life-long safe drivers.

The key findings in EU countries were that the current tests are generally seen as ineffective, as the instructors say they don’t measure young drivers’ comprehension of road safety.

The number of average driving lessons a pupil takes before passing a test varies greatly across different countries, from 14 hours in Italy to 40 hours in Russia.

65 per cent of driver trainers agree that parents’ poor driving habits negatively influence young drivers’ attitudes to road safety. An unawareness of the potential consequences of accidents (65 per cent agree) and lack of experience (62 per cent agree) are also causing young novice drivers to drive recklessly.

Instructors believe today’s young drivers have unique road safety challenges, with the abundance of in-car distractions.

Current road safety campaigns are seen as ineffective.

The survey asked driver trainers, what can be done to improve road safety among young novice drivers? The following were the most popular suggestions: n Graduated licence system (favoured by 52%) and compulsory top-up lessons (favoured by 45%) n 54% wanted greater punishments for young drivers caught speeding n 76% believe parents should set a better example in their own driving and a

New call for action from the EU third of instructors encourage parents to take a more active role in their child’s driving lessons – eg, attending lessons as a passenger or seeking regular progress reports from the driving instructors. n Use of technological innovations that can minimise the risk of accidents caused by distractions n The driving test to includes questions on maintaining a safe vehicle.

Speaking at the launch of the White Paper EFA President John Lepine said: “This research reinforces the work we do at EFA to constantly improve how we teach young drivers. The results show that Europe’s driving instructors are aware of the need to be ready to innovate for each generation of young drivers. However, interesting as this research is, we also want it to shape developments in policy. This is a contribution to a debate and I share Goodyear’s hope that it will play a role in drawing attention to the challenges that driving instructors face.

“The research reinforces my long-held view that the biggest cause of unsafe

24 n DECEMBER 2013 n MSA NEWSLINK

driving in novices is their attitude to road safety as whole. In part this is simply a matter of inexperience. But above all the cause of high-risk behaviour is about attitudes. 65% of Europe’s instructors think that young people are unaware of the potential consequences of an accident.

“Young people are very difficult to influence, difficult to reach and impress and when they have just passed a test and are at their most vulnerable they are likely to take risks. We also know that young people are more likely to be distracted – the proliferation of technology in cars that has made the vehicle an extension of a living room complete with music, friends, the internet, means this generation of novices are more likely to take risks.

“That is why we need to be ready to think differently about how we teach young people road safety. It’s not enough to teach them how to manoeuvre a car; we need to coach them into behaviours that will positively shape their approach to driving. When Goodyear asked instructors how best to do this only 37% of

instructors’ rate public awareness campaigns as a strong influence and only 19% think telling young people about road safety statistics will get a message across.

“We need to impart in learner drivers an understanding of road safety that can serve them for a lifetime. Our responsibility is not simply to enable a novice to pass a test.

But we cannot do this alone – as the research shows, parents have a huge influence on their children, and it is not always a positive one when it comes to driving safely. So I hope that policy makers will take the time to read this report and consider its implications.” n The European Driving Schools Association (EFA) represents the interest of 25 driving school associations from 24 European countries. n The survey was supported by Goodyear, one of the world’s largest tyre companies. It employs around 69,000 people and manufactures products in 52 facilities in 22 countries around the world.

Full details of the white paper will be made available via www.msagb.com.

Common ground: Goodyear’s Michel Rzonzef (left) and, this picture, John Lepine listens to Klaus Machata, KFV, Austrian Road Safety Board

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Road safety in Parliament

Minister stands by UK’s higher drink-drive limit In the most recent House of Commons questions on transport issues, the road safety aspect of the debate focused primarily on the recently released Reported Road Casualty Statistics: Quarterly provisional estimates, Q2.

In particular, the discussion zeroed in on the increasing levels of drink-driving incidents and rising number of casualties in Q2 2013 compared with Q1 2013 within GB. John Leech (Manchester, Withington): asked whether the present increases in deaths related to drink-driving revealed a failing in the battle to reduce the number of individuals driving under the influence.

Therefore, would it not be prudent to tackle the issue of drink-driving by introducing the recommendations of the North Report and reducing the BAC limit.

Mr Robert Goodwill (Parliamentary Under-Secretary of State) responded that in many cases European countries with lower driving limits have, as a direct result, developed lower penalties for those caught driving under the influence. He maintained that this potential for reduction could threaten GB’s gold standard penalty system towards drink-drivers and subsequently threaten road safety levels. Additionally, he

‘Reducing the blood-alcohol limit could threaten GB’s gold standard penalty system towards drink-drivers and subsequently threaten road safety levels...’ raised the potential risk of reducing the public’s perception of the seriousness of the offence due to lesser penalties.

Jim Shannon (Strangford) raised questions on the issue of drink-driving and the potential use of the media during the run-up to the Christmas period in order to increase the awareness of the government’s zero-tolerance message on drink-driving.

Mr Goodwill responded that whilst the Government regularly publicised the issue of drink-driving, this was particularly the case during the Christmas period and would continue to remain as such.

Richard Burden (Birmingham Northfield and Labour’s Shadow Minister Responsible for Road Safety): opened up the debate into motorcycle safety and the

4% increase in motorcyclist deaths within the recently released Q2 road casualty statistics. He also highlighted a 12% rise in cyclist KSIs and questioned whether or not it was time for the new Parliamentary Under-Secretary of State to ‘put the vulnerable first and introduce clear targets to cut the number of deaths and serious injuries’ of those at risk.

Mr Goodwill agreed that both motorcycling and cycling fatalities and serious injuries were key safety issues for the DfT. In terms of the danger to motorcyclists, he highlighted the Think! Campaign’s current focus on increasing motorcyclists’ awareness of the threats of weather conditions and the Government’s current focusing of its information schemes towards motorcyclists and cyclists in particular.

Fabian Hamilton (Leeds North-East) also raised the issue of cycling fatalities and the potential of encouraging the development of segregated cycle paths.

Patrick McLoughlin (Secretary of State for Transport) replied that he recently instructed the Highways Agency to ensure that all future highways schemes were cycle-proofed.

Young driver Green paper ‘promised’ by Goodwill Private Members’ Bills On 18 October, Graham Evans’ Private Members’ Bill, the Drug Driving (Assessment of Drug Misuse) Bill started its second reading debate. However, the debate was adjourned and the Bill will resume its second reading on 28 February 2014.

On 25 October, Justin Tomlinson’s Private Member’s Bill, the Graduated Driver Licencing Scheme Bill, designed to protect young and inexperienced drivers, was not moved for debate during its second reading in the House of Commons.

Finally, Roads safety minister Robert Goodwill has once again confirmed (at the EuroRAP results launch by the Road Safety Foundation) that the DfT would be publishing a Green Paper on Young Driver Safety by the end of this year.

We will watch out for the Green Paper’s arrival with great interest at the MSA

MSA NEWSLINK n DECEMBER 2013 n 25

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Road safety news

FTA backs call to put the ’phone in the boot

The Freight Transport Association (FTA) has called on drivers to stay focused and not be distracted by the phone when behind the wheel.

The FTA was responding to this year’s Road Safety Week in November, which took as its theme ‘tune into road safety’, by calling on drivers to turn off their phones or to put them in the boot. It also called on everyone to refuse to speak on the phone to someone who’s driving.

Christopher Snelling, FTA head of urban logistics and regional policy said: “The behaviour of the road user is the most important element in ensuring road safety, and it’s the thing we all have within our immediate control.

“When travelling we all need to focus on the road and the users around us, so we can keep ourselves and others safe.”

Despite it being a decade after hand-held mobiles were banned at the wheel, figures revealed today show that 575,000 motorists have been prosecuted for using a handset at the wheel or being otherwise distracted while driving.

Snelling added: “FTA members of course know that it is illegal to use a hand-held phone to text or call at the wheel, and recognise that anyone trying to multi-task when behind the wheel can be distracted.

However, we want to take this further; we would discourage any driver from taking part in a phone conversation as it can affect their ability to control a vehicle.

“We believe it is imperative that all road users share the road safely – whether you are driving, cycling or walking it is vital to focus on keeping yourself and others safe.”

The FTA says distraction isn’t just an issue for drivers; for people on foot and cycling, being sidetracked by a mobile phone, or not being able to hear due to listening to music can be lethal.

Negotiating roads need everyone to give their full care and attention, and to share roads safely.

Police open books on 2013 drink-drive Xmas crackdown The Association of Chief Police Officers’ annual drink and drug driving enforcement campaign for the Christmas period has kicked off with a renewed appeal to drivers to resist any alcohol and drugs over the festive period if they are going to get behind the wheel.

A spokesman said: “We make this appeal every year - but we repeat ourselves because the message just doesn’t seem to be getting through to some.

“While drink-drive statistics are lower than 10 years ago, there are still too many people getting behind the wheel under the influence of drink or drugs. In 2012, 280 people were killed and 1,210 were seriously injured in crashes involving someone over the limit. It’s estimated a further 65 deaths are caused annually by drivers who have been drinking but are under the limit.

Drug driving is estimated to cause 200 deaths each year.”

Sat navs and hands-free Bluetooth-enabled mobile technology might be legal but they are distracting for drivers, the public says

Help! Gadget overload leaving drivers baffled In-car ‘gadget overload’ is making driving riskier, says new research from Zurich. Motor manufacturers may have made cars safer, but more than four out of five (84%) UK motorists say distractions from gadgets including Sat Navs, iPods, mobile phones and DVD players is now making driving riskier.

It’s almost 10 years since using a mobile phone while driving was banned yet nearly half (48%) of motorists admit to being distracted by phone calls and texts while driving, with 22% checking social media accounts behind the wheel.

Overall, a study by leading UK insurer Zurich found that 80% of drivers feel more at risk on Britain’s roads today, compared to ten years ago.

The research also found that a rise in the number of cyclists on Britain’s roads is contributing to drivers feeling at risk, with almost a third (34%) of motorists blaming them as the number one

distraction ‘outside of their control.’

When asked about the roads themselves, motorists said they feel most at risk when navigating unknown roads (76%), with many regularly distracted by complex signs (61%), speed cameras (55%) and roundabouts (39%).

Top 10 road risks today versus 10 years ago: 1. More people using mobile phones (68%) 2. More cars on road (67%) 3. More reckless drivers (61%) 4. More urgency to get to destination (44%) 5. More people using sat navs (39%) 6. The number of vans/lorries on the road (30%) 7. More speed cameras (29%) 8. More cyclists (29%) 9. More signs on the road (27%) 10. More motorcyclists on the road (16%)

The Institute of Advanced Motorists (IAM) director of policy Neil Greig said: “Driving on UK roads has never been so distracting; gadget overload and the rise of complex road systems has meant that concentration is less and roads are trickier to read. With an increase in cyclists, there is another major risk factor in play too.”

Zurich car insurance expert Phil Ost added: “While the rise of mobile technology has made it easier for us to communicate on the move, it’s also making our lives feel busier. Staying safe is far more important than staying in touch.

“Turn off your gadgets if you think you might be tempted to check them while driving. Plan your journey well in advance and don’t just rely on the satnav - make sure you’ve checked the route yourself before setting off on your journey.”

Motorists’ faith in speed cameras dented

26 n DECEMBER 2013 n MSA NEWSLINK

The use of speed cameras is supported by the majority of the motoring public, according to the latest research, but their faith in them as a tool for improving road safety is waning.

Eighty per cent of motorists accept the use of speed cameras, but this is down one per cent on last year’s survey. Seventy nine per cent think that speed cameras are useful for

reducing injuries, a fall of six per cent from the 2012 findings.

There is still scepticism amongst the motoring public. Over half of drivers (52%) do not believe that cameras are only sited at locations where accidents happen. Almost half of drivers think that raising money to boost council coffers is the main purpose of safety cameras – an opinion that has

strengthened since the recession began in 2008.

Scottish motorists are the least likely to have someone in their household with speeding points but they are also the most against speed cameras and speed awareness courses.

Support for speed awareness courses has increased, with three quarters of motorists supporting their use.

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MSA National Conference 2014

MSA Annual Conference 2014 heading to the Western region Got a diary for 2014 yet? Well, if you have we’ve got some early dates you must reserve: Friday, March 21 to Sunday, March 23.

SAVE THE DATE! msa conference, MARCH 21-23, 2014

That’s when the MSA Annual Conference and Training Day And Awards 2014 takes place.

Our hosts will be the MSA Western region, as we’ll be holding the event at the Holiday Inn, Bristol. It’s a great venue, well used to hosting high-profile conferences and with superb service standards from its team of dedicated staff.

As in previous years we will open up proceedings on the Friday evening with a social ‘ice-breaker’ event, giving delegates the chance to catch up with old friends and meet new ones.

Saturday, 22 March will be the main day of conference, with a full training day packed with interactive sessions and workshops that will educate and inform.

Among our guest speakers already confirmed is the Chief Driving Examiner, Lesley Young, who will be delivering the keynote address.

There‘s never been a more important time to be at conference. It will take place just days before the introduction of the new Standards Check and the DSA merging with VOSA to create the DVSA to regulate driver training and motor vehicle standards.

So will you be there? it‘s now time to make your booking – see below for details of prices, and how to book!

Sounds good - how much will it cost?

Day delegate rate

Full weekend rate

£38pp

*

On our early bird offer

To book - call the MSA Head Office on 0161 429 9669

£175pp

includes two nights’ B&B, Friday night ‘ice-breaker’ buffet, Saturday Party Night and Conference ticket

Party night rate

£30pp

B&B rate

£55pp per night

* Early Bird offers are for bookings made before 31/01/14. After that date, non-discounted prices will apply

MSA NEWSLINK n DECEMBER 2013 n 27

Regional view:

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» » » The MSA’s nationwide network of editors with the news and opinions that matter at local level

Members pictured at the West Midlands training day

Members learn the facts about the new Standards Check TERRY PEARCE

Editor, West Midlands

Contact e: terrysom@ aol.com t: 02476 335270 a: 20 Brownshill Green Road, Coventry CV6 2DT

MSA West Midlands held its Training Day and AGM at the Stone House Hotel, Stone on Sunday 17 November. It was a very informative day but as always we wished we could have encouraged more to join us.

The meeting was opened by Geoff Little, MSA Deputy National Chairman and West Midlands Regional Chairman.

Our first speaker was Mark Magee, ADI Registrar. He explained the ethos underpinning the Register, which was to make sure that driving instructors were fit and proper. His role is to uphold its integrity and bolster public and industry confidence. He said that the ADI Register currently stands at 44,089 and is expected to fall slightly in the coming months, to 44,000.

He mentioned the recently published National Standard and asked how many had read it. The answer was very few and one ADI explained that

28 n DECEMBER 2013 n MSA NEWSLINK

he tried to read it but it was very boring! The new Standards (Check) Test was also mentioned, for which the DSA hopes eventually to introduce on-line booking.

Our next speaker was David Wright, sales executive from our sponsor Robins and Day, Birmingham, formally known as George Heath Motors. He explained the different ways to pay for your car; cash or finance and the different packages that are available.

What may be the best idea one year may change so he advised that you have a good look at the different options.

David was followed by Russ Middleton, who talked about identity fraud. Russ, a retired police officer from the anti-terrorist squad, now runs a company called Delmont-ID Ltd, which provides training in recognising the differences between genuine or false documents.

Russ said that there is an estimated £52 billion fraud in the UK, of which £3.3 billion is ID fraud.

He showed pictures of fake ID factories and explained how little it costs to set them up compared with the profits that can be made. Russ showed what to look for on a driving licence: apparently counterfeit driving licences can cost between £70-£140. It is estimated that there are 40,000 being used on the road at the moment.

If anyone successfully obtains and uses a fake ID it can allow them to obtain other official ones; this is called FOG (Fraudulently Obtained Genuine).

West Midlands AGM

Our AGM followed. The committee was re-elected unchanged: • Geoff Little – Chair • Ralph Walton – Deputy Chair/Secretary • Terry Pearce – Treasurer/Editor Committee members: Chris Bloor, John Iliffe, Mohammad Iqbal, Haydn Jenkins, Steve Walker and Jill Wilson.

After lunch our next speakers were Tim Clark and Ben Parish from Network Rail, who talked about level crossings. The question asked was ‘are they life savers or time wasters, would it kill you to wait?’

There are around 6,100 level crossings in Network Rail’s managed infrastructure, of which 1,400 are on public roads. Some may be controlled

by CCTV, have open gates or be on private roads.

The policy is to reduce the number or make them safer. There are now three in the country using ‘Radar Technology’. Each year there are two to three vehicle-involved incidents with fatalities, excluding suicides. Their strategy is the 4 E’s: Education, Enforcement, Enablement and Engineering.

The misuse of level crossings was shown by video recordings, which can also be found on www.networkrail.co.uk/levelcrossings, a site which has a great deal of interesting information to read through.

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Seminar report John Lomas

Double standards over phone use David James

Brighton needs its own DTC Rod Came

p32

p34

p36

We can help by teaching our pupils how to approach, the use of the red lights and not to park incorrectly by a level crossing, as well as not being impatient.

A half barrier crossing will only be down for about 45 seconds before the train arrives while a crossing with complete barriers will be closed for 2-3 minutes.

Our last speaker was John Lepine MBE, MSA General Manager, who as well as being very informative was also entertaining. He first explained the new Standards Check, which is going to be quite a change. He continued with an industry update, which included his position as President of EFA, which is the European Driving Schools Association.

Other items were tackling drug driving, 80mph speed limit on motorways which is unlikely to happen, the new Roadcraft Manual, CRB changes and the new theory test contractors.

John also reiterated the warning not to be pressurised into accepting a police caution because depending on the offence it could have serious consequences on your ADI registration.

The meeting was closed by Ralph Walton Deputy Chairman MSA West Midlands Region.

Our thanks go to our sponsor Robins and Day, Birmingham, whose generosity allowed us to supply the days training at a realistic cost.

Thanks also go to Naresh of Driving School

Supplies, Birmingham, who as well as attending and displaying all of his wares very kindly supplied all delegates with a generous goody bag.

During the day we held a raffle in aid of the Philippine Disaster. The prizes were donated by the association and Driving School Supplies and we raised £130.

There were two other draws. Robins and Day’s prize was a Peugeot 3008 for a weekend, I will let you know the winner when it is drawn. Locally we put all the delegates name into a draw for free entrance to next year’s Training Day, this was won by Neil Sheasby.

We are keen to build our regional membership so our Regional Chairman Geoff Little has come up with the idea of offering an incentive to West Midlands members. Those who recommend a new member under the Newslink offer of a £10 voucher (see page 38) will be entered into a draw at next year’s AGM; the prize will be £100.

What better incentive to get your colleagues to join us!

Fighting fraud: Above, Russ Middleton runs through what to look out for on counterfeit driving licences Above left, MSA general manager John Lepine is introduced by West Midlands chair Geoff Little Middle column, taken from the Network Rail website, with information and advice on level crossings

MSA NEWSLINK n DECEMBER 2013 n 29

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Regional News: East Midlands

27-point driver stays on the road thanks to legal loopholes metacarpal in my hand.

The result is I am now being chauffeured to the few lessons that I have. Mags, I owe you big time.

Thanks.

It also means I’m typing with one hand and two fingers of my left hand. It is difficult but, ‘on the other hand’ it’s okay. SORRY.

DAVE pepperdine Editor, East Midlands

MSA East Midlands winter seminar and AGM

Well, it’s nearly Christmas, AGMs and winter CPD events over, new committees installed.

All that remains now is for a good feast and maybe a bit of a rest.

Now to start the hearty laughter, I must tell you of a little ‘incident’ that befell me on November 5. I was attending a Bikeability Instructors course in Lincoln. A four-day course with theory and practical parts.

All started okay. I packed my bike in the rear of my car, everything installed, lights, reflectors, helmet, etc and made my way to Lincoln. On arrival coffee and biscuits were waiting and the instructors introduced themselves. We were the asked to swap details with the person sat next to us, and then we had to present each other to the group, which was a good ice breaker.

After the intros and coffee it was down to work with various exercises involving bikes that had been ‘tampered’ with. We were split into two groups and had to identify faults with the bikes.

Then we swapped to the other bike to see if we could identify any faults that the other group had missed. Very informative!

The next exercise was to rectify said faults with various tools that were supplied. So the morning went on, with lots of scenarios and how to deal with them.

After the lunch break – NOTICE the word break, it has relevance – we all went outside and collected and assembled our bikes and made our way to the practical riding area. There were various tasks/ disciplines that we had to complete and at the beginning of one of these we were asked to mount our bikes and form a horizontal line across the area. I was third from the left awaiting instructions of what was to come next.

No one, including myself, would have imagined what happened next!

I was not comfortable with my balance, so my intention was to move my left foot out about 8-10 inches further from the bike but as I did, instead of my foot lifting and moving out it scuffed the ground, twisted my ankle under me, and by that time the weight of my large cranium had shifted the balance and with the high centre of gravity I less than gracefully lunged downwards, taking the two bikers to my left with me. As my arm went out to steady myself it slid down the down tube of the bike on my left and made heavy contact with the ground, swiftly followed by my full weight and that of the bike.

After regaining a little composure and with 12 stunned cyclists staring at me, not knowing whether to laugh or help, I began to pick myself up,

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Great venue: Leicester City’s King Power Stadium proved an excellent venue for this year’s seminar and AGM

Contact Dave Pepperdine can be contacted via e: pepsphx7@ hotmail.co.uk

hoping the ground would swallow me. At that point the full pain of the incident became apparent in two ways: first, my hand felt like it was about to become detached from my arm and second, trying to make light of the situation, the instructor was now asking me if I was okay, which I thought I was, and asked me if I would like to make out a report. I declined, thinking ‘just a sprain’ no probs. He then turned to the rest of the group and said, “Something like this makes it so much more authentic when someone acts like a real 10-yearold”. This created a bit of a laugh all round. By saying this I hold no malice to the instructor in any way; he was, I think, as embarrassed as I was.

The rest of the day continued without incident apart from the increasing pain from my hand. The most painful part was doing a controlled stop in front of the instructor. As I applied the rear brake I thought I was going into orbit with the pain.

At the end of day one I returned home with every intention of returning the next day for stage two. However, when I awoke my hand was a different size, shape and colour and totally immobilised, so instead of returning to Lincoln it was A&E and back home with a broken fourth

“To think that someone with 27 points on their licence can still be allowed to drive legally was stunning.

It’s an unusual situation but nevertheless true...”

The MSA East Midlands winter seminar and AGM was held this year at the King Power Stadium, home of Leicester City FC. Proceedings opened in the Lineker Suite with Derek Brutnell, regional chairman, introducing committee member Russell Jones who then gave a short introduction to our first speaker Imogen Cox from Cartwright King Solicitors, and who specialises in motoring law.

Imogen’s presentation was a little different to the norm. We were invited to fill in a short quiz on motoring offences, with Yes -No-Maybe answers and their likely outcome in court. Some were mistakes, some were a blatant disregard for the law.

Imogen gave us the correct answers and went through the details of why they were correct or not.

Some were quite revealing and, I might add, shocking. To think that someone with 27 points on their licence can still be allowed to drive legally was stunning. It’s an unusual situation but nevertheless true. After explaining the answers there followed a short Q&A session: in all a very interesting presentation.

We then took a belated comfort break for coffee, etc. Belated because the previous presentation was so interesting that it over-ran!

Our second presenter for the day was Kirti Patel Sidat from Leicester City Council, who gave an equally fascinating presentation on bus lane regulations and enforcement, and parking regulations.

As you can imagine, this one prompted lots of interaction among those present as we were all interested in what happens when one needs to unload objects from a lorry or similar after or before moving house on a bus lane route? Or picking someone up or dropping them at a premise along a bus lane?

There was also some debate about signage on bus lanes, how different authorities have different signs eg, signs saying ‘Bus Lane ALL THE TIME’ and another saying “Bus lane 24 HOURS’. What, if any is the difference?

If you didn’t attend you will probably never know the answers to these questions, which are very useful in teaching level 3-4 of the GDEMatrix.

Next year maybe?

Our next presentation was from someone many of you will be familiar with, Graham Feest from AIRSO. As usual he got everyone present thinking as he talked about future Government strategies for road transport and included such items as cycling (a matter in the front of my mind at present!) motor cycling, eyesight, ageing, and a very important one at the moment, distraction.

Most of those present could have carried on listening to Graham if it was not for the grumbling

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stomachs as it was well into the lunch break before Derek had to sadly stop Graham in his tracks. A hearty buffet lunch was then devoured in quick time.

When we reassembled for the afternoon session, first to take the floor was Peter Harvey MBE, who brought us all up to date with ‘goings on’ at the DSA, as it is still called until the merger with VOSA finally happens next spring. He also gave us a copy of the latest edition of the Standards Check marking sheet which had only come off the press that week. All very topical and it would seem not too radical a change is imminent.

Regional News: East Midlands

The final speaker for the day was Martin Brown from Network Rail, who some may have seen before at our summer seminar in Loughborough earlier in the year. His previous presentation was so interesting we had to have him back to give us more! He told us about how things are being modernised on the rail network and how the signalling HQ in Derby is almost like air traffic control but with trains.

He showed some short clips of the less brainy road users on level crossings, mind you some people have got a tremendous amount of luck interwoven with their totally non-existent brain

Ready to learn: Delegates had a fascinating mix of speakers presenting at this year’s seminar

function and to think we have to share the roads with them! Martin’s plea was that we ADIs could help Network Rail in their quest to enlighten the general public about the dangers of misusing the level crossings. More level 3-4 GDE? That rounded off a very interesting, entertaining and informative day of CPD. All present received a certificate of attendance for their portfolio, and we proceeded to the AGM. The AGM was, to say the least, lively and we ended up with a vote for the role of Chairman between Ken Faughy and the incumbent Derek Brutnell.

After the votes were counted Derek was returned as chairman for another year.

In addition, the rest of the committee was formed. Stephen Sentance was elected as deputy chairman, Ken Faughy as treasurer, yours truly remains as editor and the committee are Andy Coward, Russell Jones and a new member, Alan Hatfield. A very warm welcome, Alan, good to have you on board.

Apart from the odd hic-up! it was a very pleasant day, it would have been even better if there had been a few more there – as per usual, but then I think that is the plea from most regions.

My hand is now aching from all this typing so for this month I will call it a day. If I have missed anything that I should have included I will try to put it right next time, and as usual if anyone has anything they would like to be in Newslink in the East Midland region, give me a call or email me and I will do my best to get it in print.

Best wishes to one and all, for a Happy Christmas and a Prosperous, safe, 2014 Keep well to the left.

MEMBERSHIP OFFERS

Members have the advantage as Halfords offers major discounts on MoTs and servicing MoT prices slashed and 15% discount on servicing at Halfords MSA members are reaping the benefit of the association’s tie-up with Halfords Autocentres, which delivers major savings across a range of products and services.

MSA members and their families are now able to access exclusive discounts on servicing and repairs at over 265 Halfords Autocentres nationwide.

Members will receive • 33% off an MoT • Up to 15% off servicing • 5% off repairs Plus a FREE 15-point check!

These translate into major savings, with over £35 off a major service and £18.10 off an MoT. MSA national chairman Peter Harvey commented: “I am delighted we have formed this partnership agreement with Halfords Autocentres. They are a trusted, well-known national brand, and with 265 centres around the country most members are within easy reach of one.

“What is particularly pleasing is that this partnership delivers real value for money to our members at a time when I know many of them are struggling with the economic downturn.

“By having your MoT and your major annual service

at a Halfords Autocentre, members will save over £50 a year. When you consider that MSA membership is only £57 a year, this single deal virtually justifies paying for your annual membership on its own.”

It is hoped that this deal will be extended in the future to include discounts off purchases from Halfords stores, too.

Halfords Autocentres is the largest car service network in the UK. It currently has around a one per cent market share of the estimated £9bn car aftercare market.

It is a well-known, well-liked and trusted brand, and its role at the heart of the motoring community has been acknowledged recently by the DSA, with the agreement for some of its larger store to host driving tests. As this deal is extended, ADIs in some parts of the country will find themselves visiting Halfords on a regular basis.

The company’s unique selling point is delivering a quality service that you would expect from a national organisation, but without the costs often associated with services at the main franchised dealerships.

It also does not compromise manufacturers’ warranties and is carried out by staff who have had the latest training using the most up-to-date technology.

This balance of franchise-quality service and competitive pricing is attractive to business customers such as ADIs, and the Autocentres are big enough to handle multi-car fleets, too.

A spokesman for Halfords Autocentres commented: “We are delighted to enter into this agreement with the MSA, which we hope will really benefit its members.

“With a growing and ageing car parc and cars lasting longer than ever, the need for car servicing is assured in the medium to long-term.

“We have a long heritage of dealing with retail customers. Halfords Autocentres is the UK’s leading MoT, car service, repairs and tyres specialist, and we have an unrivalled team of experts dedicated to our customers and their cars.”

How to take advantage of this offer

Just go to www.halfordsautocentres.com/msa for full details of the discounts available, to find your nearest Halfords Autocentres and see what other services the company offers.

MSA NEWSLINK n DECEMBER 2013 n 31

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Regional News: North West

Emergency services offer their own take on road safety issues at North West AGM JOHN LOMAS

Editor, North West

The North West’s AGM and Seminar pulled together its usual collection of interesting speakers and thought-provoking presentations.

Talks varied from the latest industry update, a look at the growing problem of identity fraud and presentations from local emergency service workers.

We kicked off by learning about the many and varied ways of identifying fake driving licences, in order to protect ourselves from falling foul of the law by accompanying an unlicensed driver.

This information was part of the presentation from Russ Middleton, a former police officer who

Above, some of the delegates at the training day. Above right, committee member Geoff Capes hands over a donation raised on the day to Gemma Torkington of the North West Air Ambulance

now specialises in identity fraud through his new company, Delmont ID. You can find out more about them at www.delmont-id.com/ We were also joined by Daniel Fiddler, who helped us learn more about the work Greater Manchester Fire and Rescue does as they try to reduce the carnage on the roads by working with young people in schools, youth groups and young offenders.

We also learned that the Fire Service is only required to attend an RTC if a person involved is trapped, this includes those who can’t be safely extricated from a vehicle through the doors.

Apparently responsibility for fuel and other spills is not theirs though they will often be called out for severe incidents; it is ultimately the responsibility of the Highways Agency and the vehicle owners who become responsible for the costs.

The North West Air Ambulance presentation from Gemma Torkington told us about the fleet of units they operate and the areas they cover.

The time savings achieved by the use of helicopters can make the difference between life and death for many of their patients and this service is a totally charity funded one, so please support them in any way you can.

At the time of writing they have flown 1,293

missions this year and for the year ended March 2012 it cost £4.1 million to do this.

They brought a selection of merchandise and a collecting bucket which was well supported and the on the day raffle was also held in aid of NWAA. The committee added to the raffle proceeds and presented them with £100.

See https://nwaa.net/ for more details of their work and how you can support them.

Evan Morris of GEM Driver Training supported us with a trade stand, which raised much interest from the delegates, and you can find more details of his services at: www.gemdrivertraining.com.

John Lepine gave us the latest information available on that day from DSA about the new Standards Check, (DSA released their Guidance to Examiners the day after our seminar so check out http://tinyurl.com/mr7r368 to see the very latest).

He also entertained us with a light hearted, but with a serious intent, quiz.

Our thanks to John for this last item, which was added at the last moment due to the failure to attend of another speaker.

He also told us about his involvement with Efa, the meeting with Alistair Peoples and the proposed Green Paper which for some reason has yet to appear.

Testing that your footbrake will work I have started wondering just how effective testing your brake pressure while at rest or low speed really is.

Now I know what you’re thinking: why? Well, last week I took my venerable Volvo for its MoT. It had passed all aspects of the test including the visual check of the brake pipes, it was then put on the rolling road for the dynamic brake test and promptly blew a front, flexible brake pipe.

I don’t have any problem with this, after all, it could be said that I was unlucky to have it happen just then, but on the other hand it meant that I was extremely lucky that it hadn’t

32 n DECEMBER 2013 n MSA NEWSLINK

happened earlier in the day while driving to or from college in heavy, fast traffic or that it didn’t hold during the MoT and then fail the next day.

If you going to have a brake failure, have it while in a garage.

But it really didn’t help me, being aware that the brakes were alright when I left home, did it?

I am, of course, writing this with my tongue firmly wedged in my cheek, but the point is: do ensure that your pupils know that checking something before driving doesn’t mean it can’t go wrong within a VERY short time.

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Regional News: North West NEWS EXTRA

MSA North West Committee

VOSA clarifies CPC rules

The AGM re-elected the following officers and committee members: Chairman: Graham Clayton 209 Wallasey Road, Wallasey, Merseyside CH44 2AD Tel: 0151 630 6374 or 07710 541462 E-mail: graham.clayton3@ntlworld.com Deputy Chairman/Editor: John Lomas 7 Devon Street, Darwen, Lancashire BB3 2JZ Tel: 01254 705999 or 07796 091767 E-mail: johnstardriving@hotmail.com Vice Chairman: Mike Longbottom 17 Thirkhill Place, Clarendon Road, Eccles M30 9AA Tel: 0161 707 3867 or 07850 409436 E-mail: mike.longbottom@ntlworld.com Treasurer: Geoff Capes 15 Belfield Road, Reddish, Stockport, Cheshire SK5 6NY Tel: 0161 230 6993 or 07976 965372 Email: geoff.at@btopenworld.com Secretary: Ian Morris 7 Denning Drive, Irby, Wirral CH61 4YH Tel: 0151 648 8296 or 07714 344086 Email: ian2@tiscali.co.uk Committee Members Pat Rowell 25 Knowsley Road, Darwen, Lancashire BB3 2EG Tel: 01254 772625 or 07850 484227 Email: shepherds@yahoo.co.uk Peter Barnes 10 Elstead Road, Walton, Liverpool, Merseyside. L9 6BE Tel: 0151 521 3136 or 07850 579219 Email: peter2drive@blueyonder.co.uk Dave Williams 166 Whitby Road, Whitby, Ellesmere Port, Merseyside CH65 6RS Tel: 07811 613950 Email: davidwilliams66611@yahoo.co.uk

Regulations have come into effect which clarify the exemptions from the requirement to hold Driver CPC. They affect people who occasionally drive lorries, buses or coaches as part of their work but never carry passengers or goods, for hire or reward.

The exemptions apply mainly to mechanics, valets and fitters (around 76,000 people). The driving they do is exempt from Driver CPC as long as all of the following apply: • no goods or passengers are being carried • the vehicle isn’t being used for hire or reward • driving lorries or buses isn’t the driver’s main job • the vehicle is being used within a 50 kilometre radius of the driver’s base There’s also an exemption for drivers of vehicles driving to or from a pre-arranged appointment at a VOSA test centre or authorised testing facility With these regulations now in force VOSA will not pursue or issue fines or penalties to these drivers for Driver CPC infringements.

• See pg 17 for more on Driver CPC regulations

Right, Daniel Fiddler, Greater Manchester Fire and Rescue Service

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MSA NEWSLINK n DECEMBER 2013 n 33 DIA00062 155x108 new.indd 1

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Regional News: Scotland

Great conference - but I could do without the last-minute panics!

A few hiccups in the run-up but Scotland overcomes the challenges to enjoy a great and informative day

BOB BAKER Chairman, Scotland

Lesley Young addresses the meeting.

Lesley is to be thanked for the thorough and open way in which she answered questions from the floor

Are you listening at the back? The packed conference room

34 n DECEMBER 2013 n MSA NEWSLINK

As the saying goes, “time and tide wait for no man” and that was the case with this year’s MSA Scotland Training Seminar.

As the date drew nearer to the day itself, all of the planning that had taken place throughout the year started to fall apart. Two of our guest speakers had to cancel. First to go was Tam Cowan who, although he had confirmed his attendance, was forced to withdraw as BBC Radio Scotland needed his football commentary skills on the same day as he was due at our seminar.

Being under contract to BBC Scotland he had to apologise to the Scottish regional committee for his late cancellation.

The next bombshell came soon after. Chris Bryant, Scottish Cyclist Education Officer and another of our keynote speakers, decided two or three weeks before the seminar to resign his post.

His successor was not able to fill the presentation slot as he had other commitments on Sunday, 3 November.

Two weeks to go, and with the bookings nearing 100, we needed to find other speakers at short notice. Until we had these confirmed, we could not print the programme or the attendance certificates.

To add to our concerns Ian Scoular, our regional treasurer for at least the last 20 years and unfortunately struggling with illness, had been moved to Saint Columbus Hospice. In addition to our concern for Ian, we knew that we would need to give the members an updated financial account of the region’s funds for the whole year at the

AGM. However, despite his illness Ian had attended our meeting in August and diligently prepared accurate figures and given his usual treasurer’s report in his precise and comprehensive manner from his hand-written notes.

Spread sheets and computers, it is fair to say, were never part of Ian’s everyday life. Rather, he relied on the tried and tested methods of pen and paper and mental arithmetic.

We knew it was only a matter of contacting the bank for an updated balance.

Arthur Mynott and his wife, Marie, a retired nurse, have for the last six or seven years sat on the ‘Scottish table’ at the National Conference.

This was an event that Ian never missed and consequently became firm friends with this couple from the MSA Western region. Hearing of his illness they booked a flight to Scotland in order to visit him in the hospice. I am delighted to say that with Marie’s nursing skills they were able to convince the hospice staff that Ian would be OK to be taken out to lunch on the Sunday. Arthur arranged a special taxi to take Ian’s wheelchair and a table for five at a nearby restaurant where my wife and I met them for lunch. At that time Ian was over the moon to be out and meeting people.

We even spoke of the forthcoming training day and how he really wanted to be there in order to give his treasurer’s report. Sadly, it did not appear that Ian would be well enough to perform this duty.

On the Tuesday before the seminar Clive Scott received a call from Able Driving School, where

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Ian had worked, to say that Ian had arranged for the treasurer’s bag to be delivered to their office. The office manager was able to deliver the bag to me and after a meeting with the bank was able to obtain a full year’s printed statement.

I must say the Bank of Scotland were most helpful. I could now give the members a full treasurer’s report in the knowledge that the balance would be accurate. That whole story is a testimony to Ian’s diligence and the care he took over his duties on our behalf.

Meanwhile, as this stress-test was being played out, Peter Harvey MBE, a committee member as well as the MSA’s National Chairman, had been working away on his many contacts to see if he could get us a couple of speakers at such short notice. As usual he managed this task with relative ease and came up with Alan Prosser and Gavin Davey OBE. Now that we had the names and treasurer’s balance we could go ahead and print the programme and attendance certificates. Friday night and the printers are going flat out, due at the hotel late Saturday afternoon.

As you can see, this Scotland Training Seminar, although well planned, had given us considerably more issues to resolve than in previous years, and they continued right up to the last minute. The large conference room that we use was hosting a rather big wedding party, not due to finish until 2am on the Sunday morning. At 5.30am on the Sunday I had to explain to the night porters that we would need more tables set up as we had over 130 delegates booked in for the event.

Peter Harvey, Alex Buist and myself, along with the two night porters, managed to get the room set up to the standard we required.

Committee member Clive Scott arrived at 7am with all the sound equipment and focused on setting it to work.

At 8am the first delegates and exhibitors started to arrive. Jean Harvey and Alex Buist had set up the reception desk and were welcoming guests as they arrived.

Thank goodness for Jean who had printed all the name badges and laid them out in alphabetical order.

By 9.30 the conference room was full and we were looking for extra chairs.

And so to the event itself. First up was general manager John Lepine MBE, who gave an excellent insight into his role as president of EFA and all that it entailed.

Second was our first ‘short notice’ guest speaker, Gavin Davey OBE. Gavin, an ex-RAF pilot who has flown Wessex, Puma

Regional News: Scotland and Chinook aircraft in most of the conflicts around the world, including counternarcotics operations in Central America, and is now the chief executive of Scotland’s Charity Air Ambulance, based in Perth.

With the aid of a PowerPoint presentation and short video he fully explained some of the outstanding work carried out by the SCAA. With prizes donated by Citroen Glasgow, Driving School Supplies, Focus Multimedia and the Harvey family it was decided to hold a raffle during the lunch break in aid of the SCAA. I am delighted to report that £400 was raised for this very worthwhile charity.

MSA national chairman Peter Harvey was our next speaker, and he gave a very full update on all matters surrounding the driver training industry – including the proposed Green Paper on new and young drivers, the forthcoming Standards Check and numerous other consultation documents on possible changes.

All very interesting and informative, and delivered in the clear, commonsense manner we’ve come to expect from Peter.

The AGM, which was chaired by John Lepine, went without a hitch and I am pleased to report that we now have three new committee members, Karen Macleod, Steven Porter and Liam Baird. Clive Scott stood down from the post of regional editor and took up the post of treasurer. Apart from that there were no other changes.

We took the opportunity to introduce Carol Lepine, MSA membership secretary, to the meeting and presented her with a Scottish token of appreciation for the work she does on behalf of Scotland in coordinating and finalising on-line STS bookings.

After an excellent three-course lunch the delegates were ready for our second short notice speaker, Alan Prosser, NDORS Development Director, TTC Group.

Another interesting talk, this time on TTC’s speed awareness courses. He stressed how he needed suitably qualified ADIs in Scotland to fulfil TTC group contracts.

During the coffee and tea break it was interesting to hear many ADIs expressing an interest in this type of work.

Our final speaker for the day was Lesley Young, DSA Chief Driving Examiner.

Although her intitial presentation on the new Standards Check was fairly short, she spent over 30 minutes answering member’s questions in a frank and comprehensive manner.

All-in-all, an excellent day and one that I hope all those who attended felt worthwhile.

The MSA Scotland chairman adds...

It is my sad duty to inform all MSA members that Ian Scoular, the MSA’s Member of the Year in 2010 and the Scottish regional treasurer for the past 20 years, passed away on Tuesday, 7 November.

His funeral was held in the Lorimer Chapel, Warriston Crematorium, Edinburgh on the 14 November. The chapel was packed with friends and colleagues from up and down the country. Peter Harvey MBE, MSA national chairman, read a moving tribute to Ian on behalf of the MSA and the Scottish region, which is printed in full in the panel right.

Thanks to everyone who passed on their thoughts and good wishes. Some of you asked about donations to Ian’s hospice, where he was looked after towards the end of his illness. If you would like to make a donation in Ian’s name, it is: St Columba’s Hospice, Kirkland’s House, Gogarmuir Road, Gogarmuir, Edinburgh EH12 9BZ. Donations can be made online at www.stcolumbashospice.org.uk Our next committee meeting is on Sunday, 8 December at which we will discuss the merits of this year’s Scottish Training Seminar and start the initial planning for next year’s event.

Ian Scoular will be sadly missed by all those present, but not forgotten.

Ian Scoular receives his MSA Member of the Year award from Peter Harvey in 2010

Ian Scoular: MSA stalwart and true friend to many in the association I first met Ian in the early ’80s at an ADI meeting, and after having bumped into one another on several occasions, and some gentle persuasion, he joined the MSA in April 1986.

Ian being Ian, when he decided he was going to do something, he would do it well. He spent much of his free time recruiting instructors into the association and after a short period his colleagues in the Lothian branch asked Ian to become chairman of the group. Ian accepted the challenge and volunteered his time without question. He gave up his time and dedicated his working life to encouraging ADIs into groups and becoming more professional.

In his continuing effort to support and promote road safety he attended meetings all over the country, including our Scottish and national conferences.

As chairman of the Lothian branch, Ian had an automatic position on the regional committee. It didn’t take him very long to be elected as treasurer for MSA Scotland, though I have to say I was a little concerned! The phrase ‘getting blood from a stone’ sprung to mind; however, he did a fantastic job for over 20 years.

It was because of his willingness to give up his time on a voluntary basis without question and all his hard work that his colleagues on the Scottish committee secretly nominated him as the MSA Member of the Year. It was a very proud moment for me to present Ian with this award at our National Conference in 2010.

While doing the presentation and having the usual photographs

taken, Ian leaned over and whispered something in my ear. I can’t repeat exactly what he said but I think he meant “--------Thank You!” Those of you who knew Ian well will know his passion for cars.

When he discovered I was a motor mechanic, we had lots of conversations about double declutching, crash gear boxes and the invention of synchromesh “all taking away the skill of real driving”, as Ian would have put it.

I have to be honest, when Ian told me he was purchasing his first Skoda, I thought he had totally lost the plot! I told him, “I thought you were into classics, not relics,” however as usual, he had done all the research and knew exactly what he was doing.

I am sure you will know what I mean when I mention Ian’s little wry smile when he knew he had caught you out, as he made a point of doing with me on many occasions.

Many of the thousands of students Ian taught over the years will know exactly what I mean, if you made a mistake, that look, in modern day language, could easily be translated as ‘REALLY’!

Ian really was one of life’s true gentlemen, probably sitting up there right now, holding court, telling stories and thinking... “He missed a bit!”

A final word: Ian was one of a kind, always we’ll presented, with a wonderful sense of humour.

A truly magnificent man who we shall all greatly miss.

Peter Harvey, MSA National Chairman

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Regional News: South East

Save us all from the latest round of ‘expert’ opinion Minibus trials & trailers

ROD CAME Editor, South East

Everyone is an expert on driver training and road safety. If they are not, they still think they are, and that includes me.

My latest little chuckle was when I read that Matthew Hancock MP, Minister for Skills and Enterprise, was reported as saying that people who pass their driving test with ‘distinction’ should get money off their car insurance.

And, surprise, surprise, Edmund King of the AA agrees with him.

However, I see one or two little problems roaring over the horizon. I wonder if these two worthy gentlemen, and anybody else who thinks along the same lines, has ever taught a learner driver from novice through to a successful test pass?

While not doubting for one moment that DSA examiners can, by way of a numerical faults system, decide whether a candidate is safe to be let out on the road alone, I somehow doubt that even they can determine with any degree of accuracy how a person will drive after they have passed their test, whether they collect zero minor faults or 15 on the test itself.

We have all taken pupils to the DTC confident in the knowledge that they have the ability to pass their driving test and be a safe driver thereafter, only to have to listen to the sad tale of why they failed. Even worse to sit in the back of the car and witness the unbelievably stupid mistakes they make.

The converse, of course, is the skilful motorcycle rider now turned car driver, who is only alive because up to now they have been lucky, who walks the test collecting only a couple of minors. But you know, you just know, that they are going to be a danger to themselves and everybody else and probably crash in the next month.

Gentlemen, people change after they pass their driving test. There is a lovely Disney cartoon which features Mr Walker who is a very considerate person who wouldn’t hurt a fly. But when he gets behind the wheel of a motor car he becomes Mr Driver, a completely different animal, who will kill to get to the front of the grid at traffic lights, roar away on green then dawdle to irritate others, taking it as a personal insult should another driver have the audacity to overtake him.

It’s sad but people are like that.

A driving test is little more than a snapshot of how a person drove at the time and has no relevance to future behaviour, very much like an MoT test for a car, which gives no indication as to future reliability.

Please dump the ‘distinction’ idea in a suitable receptacle by your desk.

36 n DECEMBER 2013 n MSA NEWSLINK

Contact e: camedt@one tel.com t: 01424 883333 / 07930 842833 a: Crown Cottage, Cackle Street, Brede, Rye, East Sussex TN31 6EA

File it under ‘B’ for bin: Matthew Hancock MP thinks he’s had a bright idea for grading the driving test...

Now for a little problem for the consideration of those instructors who deal with minibus drivers.

As we all know a minibus is neither fish nor fowl. It is not a car nor is it a bus. It can’t be driven by the holder of a car licence, but it can be. It doesn’t need a tachograph, except sometimes it does. The drivers do not need a CPC, but sometimes they do.

It gets even better when a trailer is to be attached, because the holder of category D1 can tow a trailer with a laden weight up to 750kgs, if it is heavier than that they need to pass a D1+E driving test.

I posed the following scenario to DSA in relation to the current Ford Transit 17-seat minibus, which has a maximum laden weight of 4,100kgs. It has a maximum train weight of 5,500kgs. It can therefore pull a trailer which has a maximum laden weight not exceeding 1,400kgs.

In order to use such a vehicle for a D1+E driving test it has to pull a box trailer, the box of which must measure 2 metres high by 2 metres wide and has to be laden with 600kgs of sand, so the trailer itself must weigh no more than 800kgs unladen.

The laden weight of a 2m x 2m trailer is usually around 2,700kgs – so you can see the figures do not add up as that weight, combined with the 600kgs of sand required by the DSA, goes comfortably over the Transit’s maximum train weight.

Needless to say the reply I received from DSA did not help or give any indication how this arrangement could be achieved.

Undaunted, I approached Ivor Williams Trailers, who were very helpful. Unfortunately, although they are specialist trailer manufacturers they do not manufacture such a trailer and that it would have to be a bespoke design. I imagine this would probably be rather expensive.

So there we have it. So far as I can discover the DSA require for a D1+E driving test a vehicle combination that is not easily possible to provide.

Does anyone have a solution to this dilemma? If

you do please let me know and I will put it in this column, because I know a number of instructors who would also like to know the answer.

Brighton DTC?

DSA’s short-sighted scheme to establish a multi-purpose test centre at Burgess Hill was always seen by ADIs as one of their less intelligent moves. The overall effect was made much worse by the closure of both Brighton and Hove DTCs shortly after.

This country town has now become overburdened with learner driver cars, much to the continuing annoyance of the local residents.

The DSA, by setting up this MPTC, also managed to cause great inconvenience and extra expense to all of their customers in the area, both learner drivers and ADIs. The increased time and mileage incurred to travel from the city of Brighton & Hove to the country town of Burgess Hill has to be paid for, the obvious source being the learner driver’s pocket.

A number of ADIs to whom I have spoken are very unhappy with the current arrangement and, so they tell me, are their pupils.

It is unbelievable that DSA does not provide a DTC within the boundaries of a city of over a quarter of a million people, particularly when it is one with many young people at its two universities and a catchment area with probably as many people again to cater for. Unbelievable it might be, but in reality that is the situation.

However, help might be at hand. It was reported in last month’s MSA Newslink that Alistair Peoples, the latest DSA Chief Executive, finds the idea of providing driving tests from ad hoc locations interesting, and that in the future it could be extended. (see page 10 for more on this) On that basis now is the time to mount a campaign to coerce DSA to provide a location for driving tests to be conducted from within the City of Brighton & Hove for the benefit of ADIs and their pupils, both of whom are a source of income for the DSA. The sooner such a campaign to turn around this obtuse decision around is started, the greater likelihood of success.

Roads and car parks

Just to go on a bit (as I often do) from Terry Pearce’s item in the West Midlands regional view in last month’s Newslink regarding car parks, roads and under-age drivers getting initial practice, I would like to add my two-hap’orth.

Some years ago I researched and wrote a piece relating to the same subject. The gist of it was that the Road Traffic Acts (RTA) relate to the use of motor vehicles on the highway. Let’s not go into what is or is not a motor vehicle at this point but just accept that the vehicle in question is a normal car. A highway is a strip of land bounded by private property on both sides along which the public are allowed to pass and re-pass, it includes roads, pavements, kerbs, ditches etc. A car public park is also covered by RTA legislation.

Then we come to the problem of ‘private roads’.

Basically, a private road is a highway that is available for public use but not maintained by the local authority.

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Regional News

Christmas reality

Often, in order to clarify the law, it is necessary to go to ‘stated cases’ ie. judgements that have been determined in a higher court in relation to specific instances.

One that comes to mind concerned a track that led to a farm. The farmer, owner of the track, had negotiated with a local fishing club for them to use a pond on his land and allowed them to use the track to access the pond. The court held that this was a road to which the requirements of the RTA applied.

Similarly the drive to my house is about 100 yards long. I own it but a neighbour has a right of access along part of it to get to his garage and parking space. Any member of the public using his garage, parking space or entering his

property through his back gate can also use it and I cannot prevent them from doing so; this is likely to be judged a ‘road’ under the RTA, unlike my garden where I can tell any unwanted person to go away because they have no right to be there.

The rule of thumb in relation to roads, private or otherwise, also car parks where the public have access and any other areas open to the public by payment or not, is that a motor vehicle must be covered by third party insurance. This is for the financial protection of the public should damage or injury occur from the use of that vehicle.

If you follow that premise when giving advice, you can’t go far wrong.

MSA South East meetings As this issue went to press, the region was preparing for a training seminar on Thursday, 5th December 2013 at Bartletts Seat, Whitworth Road, St Leonards on Sea TN37 7PZ, 6.15pm for a 7pm start. Members £5, non-members £8. Speakers included Paul Masterson, Sussex Police, on the issues surrounding new young drivers and Jo Chapman, MSA(SE) chair, on the new Standards Check. A full report will appear in the next issue.

Looking further afield, on 4th March 2014 MSA(SE) will be holding a meeting in the Ashford area.

It will be centred around the new Standards Check, which will come into force less than a month after the meeting date.

Further details will be announced early in the New Year, so keep an eye on this column and the MSA website (www.msagb.com)

Neither fish nor fowl... Nor easy to understand when you are looking at the regulations surrounding driving minibuses. To tacho or not to tacho... that is the question

On the first day of Christmas a pupil said to me For a first driving lesson, what is your fee?

On the second day of Christmas a pupil said to me That’s a bit much, others do it for free On the third day of Christmas a pupil said to me Can’t afford that, so we’ll have to wait and see On the fourth day of Christmas a pupil said to me My friend is in hospital, their car hit a tree On the fifth day of Christmas a pupil heard from me Good training or crashes, which is it to be?

On the sixth day of Christmas their mother said to me We wish to keep them safe, so we’ll pay your lesson fee On the seventh day of Christmas my pupil came to me The way you teach is very good I really do agree On the eighth day of Christmas the mother said to me My friend’s son is learning, but says he is not happy On the ninth day of Christmas my pupil said to me Can you take him on? Very grateful I would be On the tenth day of Christmas my pupil heard from me I am very busy but I’ll check my diary On the eleventh day of Christmas my new pupil said to me I went for cheap lessons, what a waste of my money On the twelfth day of Christmas all my pupils sent to me A Christmas card showing their real gratitude to me!

It only leaves for me now to wish, on behalf of the members of the MSA(SE) committee, to everybody involved with driver training and testing a very Merry Christmas and a Happy and Prosperous New Year.

MSA NEWSLINK n DECEMBER 2013 n 37

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Regional News: South Wales

Editor, South Wales

AGM gives South Wales something to talk about

The South Wales region seminar and AGM was held on 9 November at the Western Leisure Centre in Cardiff.

John Caradine, sector manager for the DSA, gave an informative talk which principally covered the subject of the Standards Check; this assessment will become operational from April 2014.

He explained that while it is possible to make some comparisons to the existing Check Test system, the new Standards Check is intended to provide better assessment of an ADI’s training methods, in view of the National Driver and Rider Standard.

John explained that some items, such as ADI grading and how these will be named, have yet to be finalised. There are discussions about whether a number or name system for grades will be used.

The gov.uk document to DSA examiner staff has been released from 19 November 2013, and I am sure that you have seen Newslink’s summary of the principal details on elsewhere in this issue.

MSA will publish more information of the new system as it becomes available.

John was followed by Wayne Tucker of South Wales Police Road Safety Unit, who gave an interesting talk that covered several aspects of

modern motoring infringements and enforcement.

He talked about the practical difficulties of dealing with drivers using mobile ’phones, the effects of drink-driving, substance use while driving and some of his most difficult experiences as a police traffic officer in dealing with road traffic fatalities.

Wayne has worked in driver training and wanted to encourage ADIs to weave the information he had given us into our driver training.

The official part of the seminar, the MSA South Wales AGM, was next on the agenda. It was opened and chaired by Peter Harvey MBE. The positions of regional chair; regional treasurer and editor were filled by the present post holders. A call was made for more members to come forward as more local information would give a better coverage of member’s interests in the region.

Peter talked about changes taking place in Scotland to the drink-driving regulations where it is being ‘tightened up’ to a lower limit of 0.5, as it is in Europe. It remains to be seen whether the rest of the UK will eventually follow suit.

He and other MSA colleagues have had the opportunity to meet Mr Alistair Peoples, now head of VOSA and DSA. Mr Peoples expressed some concern that although a lot of work has been done

DAVID JAMES

A few brief thoughts...

There is more weight being given to research showing that the use of hands-free mobile devices is a distraction to driving and may lead to further action if an incident occurs and investigators find that a mobile device was being used at the time.

I was at one time employed by a large company and travelled extensively around the country. The company provided mobile ’phones but their policy was that it should not be used while driving. Yet despite this, I was once told off by a senior manager because he had been unable to contact me when I was on a long motorway journey.

How many company car drivers are subject to this sort of pressure? Many of you are involved in fleet training and may have experiences to share.

A recent news item caught my attention; a road safety charity is calling on local authorities to extend the time for people to cross at light controlled crossings as elderly and infirm may not have enough time to cross. A point was made by another organisation that doing this across the country would add to journey times considerably and have an effect on the economy.

Both of these views may have some

Recommend a colleague to join the MSA – and receive a £10 M&S voucher Many new MSA members join on the recommendation of a colleague – and we want to make sure that if that colleague is you, you know that your work in spreading the good news about the MSA is appreciated. So if you do recommend a colleague, we’ll send you a £10 Marks & Spencer’s voucher as a thank you.

If you recommend a colleague ask them to put your membership number in the “How did you hear about the MSA?” box if they join online, or if they join over the phone, they can quote it when they submit their details to our membership team.

38 n DECEMBER 2013 n MSA NEWSLINK

Contact David James can be contacted via e: d.james869@ btinternet.com t: 07733 070888

over the years with driver training, this does not seem to have brought about a corresponding improvement in the overall statistics on test pass rates. It will be of interest to all of us to see if this is just an observation or whether it could become something more in future.

The meeting was closed and our chairman, Paddy Tyler, thanked the speakers and those members who took part.

What do you think? Would it surprise any members or associates reading this to hear that your opinions and feedback would be appreciated?

It seems popular nowadays to send out surveys and conduct opinion polls, and I am sure these do have a value in gathering formal information. There are less formal ways you can give your opinions.

How you would like to see a gathering taking place where you might meet others involved in driver training? Would you like a garage meeting? A social meeting? Any particular speaker or subject you’d like to form part of a discussion? If the answer is yes then contact any of the committee by ‘phone, email, or text. There are also forums available to members on the MSA website, it has interesting subjects dealing with other ADIs’ experiences and it is well worth a visit.

merit, but what about the existing rules in existence, which are quite comprehensive on the subject? There may be a local need for a particular crossing to be looked at but should this be national? I remember seeing many public information films in the media which explained why we need to drive/ cycle/walk within particular rules. There were even those explaining box junctions, level crossings, and many more subjects.

I don’t think the Highway Code is on the Christmas gift list of most people, and even some who are studying for a test find it hard work. We all need

reminders of safe practices and these information clips were useful in their day.

Surely a Government looking to improve road safety could use the media once again to keep us all updated on the rules and skills needed?

Finally, seasons greetings to you all and best wishes for the coming year.

Let’s hope things are getting better and that eventually improvements will be experienced in all areas of the country.

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MSA MOTOR SCHOOLS ASSOCIATION

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Then join the MSA today!

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that’s around 17p a day Call us now on 0800 0265986 and join immediately with a credit/debit card

Or go online to www.msagb.com and click on the ‘Join’ drop down menu along the top of the opening page

Application Form

Available only to MSA members A quartet of good advice – just £6.50 each THE MSA has recently updated its four popular ADI guides to bring them bang up-to-date with the latest changes to the driver training and testing sector.

The MSA Part 2 Guide; the MSA Check Test Guide; the MSA Driving Test Guide and the MSA PDI Guide provide help for instructors at different stages of the career ladder. They are all written by experienced ADIs and provide insight and advice for all instructors, no matter what stage of their careers they are at.

The MSA Part 2 Guide is designed to assist those studying to take the ADI Part 2 examination by bringing much of the theoretical information together in one place. It is not a substitute for training or for a thorough study of other literature, in particular the DSA manual Driving - The Essential Skills and the Highway Code.

It explains the three sections of the ADI Part 2 examination and gives advice on what to do when you arrive at the test centre, including the documentation you need to take with you and the way the safety check questions will be conducted.

The MSA Check Test Guide gives you full details of what is required on your check test. It is written for ADIs by ADIs and will demystify the whole business of the check test and help you to prepare properly.

The guide gives details of the list of pre-set lesson plans that are used and advises what happens on the day; the type of pupil to take; the questions your examiner will ask you and the sort of answers s/he is looking for. It also explains the core competencies of fault identification, fault analysis and remedial action.

The MSA Driving Test Guide is designed to explain how the driving test works, what examiners are looking for and what the markings on the DL25 marking sheet actually mean.

It details the duties of a professional driving instructor who presents pupils for test and goes on to explain the driving test assessment guidelines, and gives full details of the differences between driving faults/serious faults and dangerous faults. The guide goes on to give details of how errors are categorised in order to assist ADIs in interpreting the DL25, the Driving Test Report form.

The MSA PDI Guide provides help for those who want to become ADIs. It gives details of all three sections of the ADI examinations and explains the qualification system.

Just £6.50 each

These invaluable tools for all ADIs are available to purchase from MSA head office at a cost of just £6.50 each. Telephone 0161 429 9669 now with a credit or debit card, or send a cheque made payable to the MSA to MSA Head Office, 101 Wellington Road North, Stockport, Cheshire SK4 2LP. Order all four at a discounted price of £24.00.

Complete the simple application form – and you’re a member and can start benefitting from membership right away * Initial application £90, includes one-off joining fee of £25 MSA NEWSLINK n DECEMBER 2013 n 39

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Regional News: Greater London

Great turn-out as conference delivers the goods – again advice on how to avoid it.

Apparently 60-90% of people expect to suffer from this at some time during their lifetime, besides the problems arising from stress and the sedentary lifestyle typical of most driving instructors. Such things as bad sitting posture, general lack of movement plus core inactivity are major causes of suffering and put pressure on our discs, leading to lower and upper back and neck pain.

She advised that small exercises such as tensing your stomach, even when sitting down, but also just before getting out of the car, is a useful way of avoiding the problem, as is taking a short but brisk walk during the day when time allows.

However, worn car seats are also a problem which can be cured by purchasing supports and wedges.

If you want to know more, see her website at www.spinalproducts.co.uk.

TONY PHILLIPS

Editor, Greater London

MSA Greater London Conference/AGM, 16 November Master Robert Hotel, Hounslow The Master Robert Hotel on the A4 in Hounslow, West London has been a popular venue for many of our AGM/Conferences over the years and, just as on previous occasions, it hosted a very well-attended MSA Greater London Conference and AGM, with over 70 delegates in attendance.

MSA Greater London’s Chairman Tom Kwok opened proceedings and introduced the first speaker, Geraldine Turner of Spinal Products.

Geraldine gave a very interesting and informative presentation on something that is the bane of many an ADI’s life, back pain. She highlighted how our particular type of work makes us more prone to it, and gave us plenty of good

Faisal Iqbal, DSA

Our next speaker was DSA sector manager Faisal Iqbal. Faisal is in charge of parts of North and West London, with various jobs in the field of ADI assessing, plus examiners who conduct ADI tests and now the forthcoming Standards Check. When introducing him to us all, Tom Kwok made the point that he is one of the youngest sector managers in the UK, and his rise has been meteoric. Considering that he only passed his driving test in 1999 (this was told to us by Faisal himself) his rise, at least in examining circles, has

Contact e: tony@tonys trainees.co.uk Please ensure all emails contain MSA Greater London in the subject

40 n DECEMBER 2013 n MSA NEWSLINK

been very fast indeed!

Faisal explained how he believes that the new Standards Check (coming into place in April 2014, remember) will be assessed, however as he hadn’t yet commenced his own re-training for this new assessment he advised that as long as everyone continued giving a good driving lesson they had nothing really to worry about.

So for those Grade 4s out there, do as you’ve always done, it seems. He made the point that of course (and as the Check Test has always been) it is to ensure that the public know that they are getting value for money.

He continued by explaining the consultation process that has taken place recently on how training for ADIs is expected to take place in the future; however as this has already been discussed in these pages, there is no need to go into detail.

He also discussed proposals on how the trainee’s licence scheme will be altered for the future, although this is not yet confirmed. As you can imagine, Faisal’s presentation generated a lively response from those present concerning various items on his agenda.

Ian Hunter of Mastercover,

Ian Hunter of Mastercover, a very well established insurance broker serving the ADI industry for some time and one of our sponsors for the meeting, gave a brief talk on how insurance is going.

He advised that he likes the feedback from meetings such as ours as it helps him to make sure

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Regional News: Greater London Eyes down: Tony Phillips calls the bingo numbers while Cos Antoniou, Alex Brownlee, Tom Kwok and John Lepine check their cards.

Actually, there was no time for bingo at a bustling and informative Greater London conference

his products are suitable for his customers.

Mastercover has various schemes in operation including a young driver scheme whereas even if you don’t have a policy with them, by registering with them and passing on young drivers to them for insurance, a £30 cashback scheme is in operation if the young drivers take a Mastercover policy.

They regularly advertise in Newslink (on page 3) so check out their details and consider their services when renewal time comes round. They may be more competitive than you thought and their quality of service is very high. If you need their number, it’s 0800 731 3378.

It was a very interesting and informative presentation and certainly whetted our appetites just before lunch.

Eunan MacGuiness,

John Lepine MBE

The last presentation before lunch was Eunan MacGuiness, an ADI with the enviable job of helping owners of exotic pieces of kit such as Ferraris, Porsches and other mouth-watering cars drive them safely but enjoyably.

His presentation, however, was more on how much technology there is on new vehicles even though many of us might not know about it. The surprising (at least to some of us present) thing was that it isn’t limited to more expensive marques.

All cars are now sold with ESC (Electronic Stability Control, commonly also known as ESP, Electronic Stability Program) as standard. This enables the car to almost get itself back on track when we’ve lost control and correct the position of the vehicle to a point where control is regained by the driver.

Greater London AGM

The AGM took place at 12.47 and the committee members for 2013 all stood down and were then unanimously voted back in, plus four new committee members; Chris and Ruth Kingsley, Ray McKerron and Waqi Ahmed.

We’re looking forward to being able to take advantage of their skills and experience so that we can enhance the benefits of our members in the years to come.

After a very good and substantial lunch supplied by the excellent staff at the Master Robert, John Lepine MBE, general manager of the MSA, took the floor. In effect, he gave a great deal of good information plus a bit of a ‘pep talk’.

He made the point that considering how low, relatively speaking, road casualty figures are on this crowded little island of ours compared with other western countries, driving instructors can take some of the credit for helping with a very good road safety record.

He suggested that the resources available as free downloads from the THINK website would be a great help for ADIs giving training either in car or classroom to multiple numbers of pupils.

As usual, John’s presentation was full of useful information and help for those present.

Tariq Musaji and Chris Kingsley

Tariq Musaji followed John with a presentation on coaching and feedback and finally Chris Kingsley, who as mentioned previously is joining us next year in the committee, put his QEF Mobility Services hat on and spoke to us about disabilities and how what used to be called the Banstead Disability Centre helps their clients get mobile.

From a personal viewpoint, I believe that many of these schemes are almost a ‘win-win’ situation as working in this field gives us an extra income stream while enabling those that need our specialist help to receive it.

Overall, it was a very successful event with more than 70 in attendance and a big thank you goes to our supporters, Hitachi Capital Driving Instructor Solutions (on 01162 888288) and Driving School Supplies who had a stand in the reception area and was selling lots of very useful stuff for ADIs and PDIs alike. Call 0121 328 6226 for details.

Also present was Instructor Software, offering an excellent all-encompassing App for use on the iPad. If you want to find out more call 077 8654 0500.

The staff and catering at the Master Robert did us proud with an excellent lunch of quality and quantity that everyone commented on.

Finally, as this is the last editorial before the Christmas and the New Year, I wish all our readers and members Seasons Greetings and a Happy and Successful 2014.

Guest speakers: Conference delegates were hugely appreciative of our lineup of speakers, who included (from left), DSA sector manager Faisal Iqbal, Geraldine Turner, back pain specialist, and Eunan Macguiness, high performance trainer

MSA NEWSLINK n DECEMBER 2013 n 41

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Regional News: Western

Warm welcome for old friends and new COLIN LILLY

Chairman & Editor, Western

On 11 November, 35 members gathered at the Devon Travel Centre, Exeter, for the MSA Western region’s annual training seminar and AGM. It was good to see old friends and some new faces.

John Caradine, DSA sector manager, gave a presentation on the Standards Check. Members were reassured that if they had given a good lesson on the existing check test the new assessment should present no problem.

John answered a number of questions on the check and equivalent qualifying tests. The end of the role play ADI instructional test would mean that the candidate would no longer be restricted

by Pre-set Tests (PST) Our second presenter was Dave Fry of Instructor Software who gave a presentation on the flexibility of an iPad as a teaching aid and business management tool.

This was followed by the Annual General Meeting when the 2013 committee were re-elected.

After lunch John Lepine, MSA General Manager, spoke about the MSA’s role in Europe and proposed developments in the ADI qualification and training process.

A new feature this year was an ‘open mike’ session, allowing members to have a strict 10-minute slot to present a topic of their choosing.

The inaugural speaker was John Gough who reflected on 50 years in the profession in a question and answer session with the Chairman.

Any members who would like to present one of these sessions at future events please let me know.

We could accommodate up to three at a day-long event.

In recent years we have had problems in this region finding suitable locations for members’ meetings.

As an alternative we have prepared a regional presentation on the MSA, news of recent developments in the profession and other background information. The aim is to present this to local groups on instructors at one of their regular meetings.

The meeting can be for their members only or an open meeting giving non-members an opportunity to find out more about the local group.

If you are a member of a local group which has a sound membership base, or one where numbers are falling, contact me by the any of the methods below.

We can then arrange a visit. No charge is made

for this service.

If you are an instructor who feels there is local interest in forming a group we can help there also.

Within the regional committee we have a wealth of experience of forming and running local groups. We want to pass that on. s t s t s t If you have any comments or news please contacts me at 7 Bampton, Tamar Road, Worle, Weston-super-Mare BS22 6LD, on 01934-514336, Mobile: 07768367056 or e-mail: cglilly@ btinternet.com

Contact e: cglilly@bt internet.com t: 01934 514336 07768 367056 a: 7 Bampton, Tamar Rd, Worle, Weston-superMare BS22 6LD

NEWS EXTRA

Government looking again at value of keeping VED The future of the tax disc looks increasingly uncertain after it emerged that the DfT and the DVLA are coming under increasing pressure to scrap it by motoring organisations such as ACFO and the British Vehicle Rental and Leasing Association (BVRLA).

In 2012, the DfT published a consultation document focused on the reform of its four motoring services agencies – the DVLA, DSA, VOSA and the Vehicle Certification Agency.

The DfT said then that as part of that study, it would “consider the continuing need for the tax disc”.

However, it looked like the disc had been reprieved when, in 2013, the Chancellor said in his Budget speech that he had “ruled out plans to make significant reforms to the structure of VED for cars and vans in the current Parliament”, which effectively meant VED would continue until 2016-17 at the earliest.

However, the DfT is still in the process of analysing responses to the consultation. It is understood that the DVLA is in favour of scrapping the tax disc altogether,

but that the DfT remains unconvinced.

One option is for the whole system to be abolished with ‘lost’ revenue replaced by increasing fuel prices.

A Conservative Party spokesman commented: “It is accepted that the process of putting tax discs on motorists’ cars for 12 months is very bureaucratic, and the administrative charges eat into the revenue it raises, despite the fact that we’ve taken much of the process online.

“There are also issues surrounding discs getting lost, companies struggling to cope with discs on car pool vehicles, discs being returned mid-year as cars are sold, etc – and that’s before you take into consideration the fraud issue, with people driving without a disc.

“In addition, we now have thousands of people driving on UK roads who are not permanent citizens, and either don’t realise you need a tax disc or don’t care.

“Finally, is it really fair to charge someone who drives 2,000 miles a year the same as someone who

42 n DECEMBER 2013 n MSA NEWSLINK

drives 20,000? It is a regressive tax that does not take into account ability to pay – if anything it works against the motorist’s ability to pay, as VED is so driven by CO2 emissions nowadays, and more modern, expensive cars are often less polluting, and therefore cheaper to tax, than older, cheaper models.”

And while the DVLA does not admit this yet, the number of cars that now benefit from £0 road fund licence because they produce sub-99g/km CO2 is increasing at such a rate that the Government is going to be forced to look at the VED bands again very soon.

If the cost of a tax disc was switched to fuel, administration would be simplified and the issue of fraud would be taken away because those people that don’t buy a tax disc would have to buy fuel to drive a vehicle.

With the closure of 39 DVLA regional offices, the Government has started whittling down the administration behind the tax disc, meaning it could be scrapped with very few job losses at a future date.

VED could well be for the chop!

North East sees big rise in KSI figures The North East of England has seen the biggest increase in accident rates for killed and seriously injured people in 2012 (KSIs), according to DfT data. Figures for 2012 show that its KSI casualties increased by 8% over 2011, an extra 65 KSI incidents. The South East, which was one of the worst regions for road safety last year, has made the biggest improvement, with an 8% decrease, which follows a 10% increase 2010/2011.

However, London did see an increase of 217 in the number of killed and serious injured accidents in 2012.

The South West saw a 6% increase in accident rates for the most serious crashes with 127 additional killed or serious injured accidents.

There are reductions in the North West, South East, and West Midlands, cancelling out small increases in Yorkshire and Humber, East of England and London, giving an overall reduction of 2% in accident rates for England. A 2% increase has pushed Yorkshire and Humberside to the top of the accident rate table.

Per head of population, you are more likely to be killed or injured in Yorkshire and Humberside than anywhere else in England.

Yorkshire and The Humber East Midlands South East East of England North West South West London North East West Midlands

458 454 453 416 390 388 363 353 342

Rate of KSI accidents per million population

W ish c & Mer ust ing a ry om all Ha C e ou pp hri rs a r y N stm ew as Ye ar

Becoming an AA Driving Instructor never looked so good

We’re proud to introduce an exclusive new vehicle option for all new AA Driving Instructors* – the recently launched 1.0 Ford Fiesta Titanium Ecoboost. With just the right combination of style, economy and comfort, you could be one of the first behind the wheel of these brand new cars – just join us today.

SPECIFICATION INCLUDES: • Fuel savings of up to £1,000 a year** with EcoBoost • 67 MPG on a combined cycle • 125 BHP

*Offer subject to availability of vehicle stock. **Saving is not guaranteed. Calculation based on current Ford Fiesta 1.4 Zetec petrol model MPG 49.6, assuming you drive an average of 600 miles per week and petrol costs £1.40/litre.

To find out more call the AA Driving School

0800 107 1552