MSA Newslink October 2013
MOTOR SCHOOLS ASSOCIATION
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Issue 256
The ADI’s Voice
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EU looks again at the way we teach driving
A
s Newslink has reported throughout the year, the UK Government is considering making major changes to both the world of driver testing and training and the framework in which novice drivers operate – though deadlines for firm details on these reforms have slipped, frustratingly. Yet any plans – major or minor – that Westminster may have could be swept away by possible changes that are brewing in the corridors of the European Union. 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 • minimum requirements for persons performing unpaid driver instruction (so-called layman instruction) • and a minimum requirement for driving schools.
Siim Kallas, European Commissioner for Transport and one of five vice-presidents, will be the man CIECA will have to convince over its proposed reforms
CIECA proposal for ‘minimum standards’ could revolutionise driving tuition
The DSA is a member of CIECA and the MSA holds associate membership through EFA, the European Driving Schools Association. The purpose of these four recommendations will be to assist the European Commission in drafting new legislation. By making this effort, the project hopes to contribute to reaching the 50 per cent reduction target of road fatalities that the European Commission has set. It should be stressed that at first glance, many of the ideas currently being discussed by CIECA would find favour with British ADIs. Indeed, there is a chance that our recently introduced National Standard for Driver and Rider Training and National Standard for Driving Cars and Light Vans could form the basis of any new future
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European standards, particularly on minimum competency standards for drivers and for persons performing paid driver instruction. However, there may be serious challenges over other proposals. For instance, do ADIs want a minimum requirement for persons performing unpaid driver instruction, which CIECA is referring to as layman instruction? We need to know what is meant by the term ‘qualified layman instructor’. Does that simply mean someone who has held a full licence for more than three years and is over 21 – which would, on paper, seem reasonable – or does it mean a whole lot more? While most British ADIs are happy for learners to practise with parents and friends, by creating a new class of “qualified layman instructors”, might they want to do the ADI’s job for them? There is a danger that by creating a halfway house between the total amateur and the driver training professional we may raise the standards of lay instruction but at the same time reduce the number of hours learners are prepared to spend with professionals. Continued on page 6
ADIs hit by big drop in income, says report A major report into ADIs’ income has revealed worrying rates of pay across the country. The research, carried out as part of a wider survey, found that the lesson rates charged by ADIs are now between 10 and 20 per cent lower than they were five years ago; and that trading conditions in the learner driver market over the last five years have steadily declined and are at their lowest point so far. Lesson prices are now as low as £15 for an hour in some parts of the country - while the report also finds fault with DSA claims on average earnings. • To read the full report, see page 24
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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.
This issue: Green light for vehicle changes
The DSA is proposing to make changes to vehicles allowed on motorcycle, lorry and bus testing.
News, page 4
EU reviews CPC regulations
Top ref sends himself off to a speed awareness course Howard Webb, England’s top referee, saw the value of attending a speed awareness course after picking up a driving licence endorsement
News, page 9
DSA asked about the effectiveness of the Driver CPC by the EU
News, page 5
Let’s Get Going, say disabled drivers Haydn Jenkins reports from a special one-day event for disabled drivers
News, page 16
Hi-tech citizens are fighting back
‘Citizen Cops’ are helping police crack down on bad driving
The paper for this magazine has been sourced from sustainably managed forests and controlled sources. See www.pefc.org
02 n OCTOBER 2013 n MSA NEWSLINK
News, page 20
Towards your CPD: Who’s managing the risk?
Columnist Susan McCormack looks at the key competence of managing the risk during lessons.
page 22
Assess on the go – key to good lessons Steve Garrod offers his views on the art of successful lesson planning – and how to stay flexible.
page 26
Regional news: Autumn AGMs
Full details of this autumn’s regional conferences, seminars and AGMs
page 18
Bad drivers can’t blame the elements What’s the fog got to do with it, asks Colin Lilly First Car copy is causing concern, says John Lomas
from page 28
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About the MSA
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You’re priority is your pupils, training them to be the safest drivers they can possibly be...
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DSA news
Test centre updates n Steeton
LGV tests usually taken from Steeton will temporarily move to Patrick Green LGV test centre at a later date than previously announced. This is because the work on the vocational testing area at Steeton has been delayed by three weeks. If you need to book a vocational test between 23 November and 1 December, you’ll need to book it at Patrick Green LGV test centre instead. The Patrick Green LGV test centre can be found at Oulton, Woodlesford, Leeds LS26 8HE. Vocational testing will restart from Steeton LGV test centre from Monday 2 December.
n Hull
At the time of publishing Hull test centre is closed due to possible nearby health and safety issues. Car, ADI part 2 and ADI part 3 tests are being conducted at Beverley LGV test centre, Old Beck Road, Off Groveshill Road, Oulton, Beverley, East Yorkshire HU17 0JW. On arrival at the centre, ADIs are requested to enter through the gate, and park in the designated car parking bays to the left. Please wait for the examiner in your vehicle as there’s limited space in the waiting room Toilets are available at reception. DSA will rebook those candidates already booked for a test at Hull and will send out a new test notification DSA will let you know when Hull test centre re-opens. In the meantime, pupils should tests at the Beverley LGV test centre.
Driver training backs proposed changes to some test vehicles In July, Newslink revealed that the DSA was proposing to make changes to the vehicles being used for motorcycles, lorries and buses testing. The review was prompted by manufacturers phasing out production of some types of vehicles that were commonly used in 2000 when the European Commission first introduced the minimum standards. At the time the DSA launched a consultation on the issue, which ran until August 26. The main changes proposed were: • Updating restriction codes used on driving licences because of new vehicle categories introduced in the EU Third Directive on driving licences which came into effect in January 2013 • Changes to the test for non-professional medium-sized lorry drivers (category C1) as shown on the licence by a new restriction code • Removing the need for 8-forward gear ratios for large test vehicles (category C) • Letting people who take a lorry or bus test (category C and D) in an automatic vehicle to get a manual licence for those vehicles, if they’ve already got a manual licence for any of these (with or without trailers): cars (category B); medium-sized vehicles (category C1); large vehicles (category C); minibuses (category D1) buses (category D) The initial result of the consultation has now been published. In total 339 responses were received. The DSA is currently looking at the comments and has promised to publish a report once it has finished. On the key questions, the DSA has
revealed how much support there was for its suggestions. It said: n On the introduction of a new type of test for non-professional medium-sized lorry drivers (category C1) as shown on the licence by a new restriction code. DSA does not intend to make this change, but wants to know if you agree? 159 agreed, 34 disagreed, 132 neither agreed or disagreed n The Amending Directive allows that drivers who have passed their lorry or bus test in an automatic vehicle, to be given a manual licence instead of an automatic one, if they already hold a manual entitlement in any of the following categories: B, B+E, C, C+E, C+1, C1+E, D, D+E, D1+E. DSA intends to make this change. Do you agree or disagree that DSA should make this change?
179 agreed 63 disagreed, 79 neither agreed or disagreed. n We would also like to extend this relaxation to current holders of automatic large vehicle licences, as long as they also hold a manual entitlement in another category, except motorcycles. Do you agree or disagree that existing automatic licence holders should also be given a manual entitlement when they exchange their licence for any reason? 169 respondents agreed, 68 disagreed, 82 neither agreed or disagreed. n The European 3rd Directive on driving licences allows for drivers, of at least 21 years of age, to be able to drive three-wheeled vehicles on a full car licence. Do you agree or disagree that DSA allows this change? Overwhelmingly people supported this idea: 248 agreed, 34 disagreed.
What’s your view on the DSA... and did you tell them? In September, the MSA received the following email from the DSA: Tell us what you think to help us improve our service. You can fill in a survey which takes about 15 to 20 minutes to complete. It closes on 30
04 n OCTOBER 2013 n MSA NEWSLINK
September 2013. The aim of the survey is to: • get on-going feedback about the services we provide • find out about any particular issues you have • get your ideas about how we can make our service better
That was your opportunity to tell the DSA what they were doing right – and wrong. John Lepine, MSA general manager commented: “I hope that as many members as possible took this opportunity. It is very brave of the agency to ask
for views in this way. I’m sure the majority will have been generally supportive of the agency’s works but there is always room for improvements in any organisation. I look forward to reading the responses – good and bad!”
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New cash to ease congestion Communities up and down the country are set to benefit from Government funding to tackle pinch points that clog up traffic flow on local roads. Transport Secretary Patrick McLoughlin has announced £80 million of further funding to remove these bottlenecks, building on the £190 million already allocated earlier this year to similar local congestionbusting schemes. Of that £80 million, £25 million has been awarded to 15 schemes to help tackle bottlenecks on the road network. The Secretary of State also announced he was inviting local councils to submit bids by the end of October for a share of the remaining £55 million being made available. Many of the improvements are expected to be delivered in 2014 and 2015. Since March the government has spent over £215 million on local authority transport improvements, worth a total of £340 million.
News
EU reviews driver CPC rules
Driver CPC: A clarification
The DSA is calling for evidence about the effectiveness of the Driver Certificate of Professional Competence (CPC). The request comes as the European Commission runs an assessment of the effectiveness of the Driver CPC initial qualification and periodic training. The evidence and responses sent to the DSA will be used by the UK government as it responds to the assessment.
The MSA writes: A couple of members who work in the LGV and PCV sectors have contacted us to say that they believe an article we carried in the September issue of Newslink, on the CPC regulations for drivers, was misleading. In it we said that ‘professional’ drivers need to have completed their Certificate of Professional Competence. However, it has been pointed out to us that we should have said ‘professional drivers who are paid to undertake the driving work.’ As one members put it: “It is a bit misleading, because I used to be a coach driver, and even though I will not be able to drive coaches for money any more I could still drive a coach as a favour for somebody, as a volunteer for example. I can still drive one without taking CPC”. The devil is in the use of the word ‘professional’ which doesn’t always mean you get paid for the job. We hope we have clarified this matter.
About Driver CPC
Driver CPC was introduced in 2008 for bus and coach drivers and 2009 for lorry drivers New drivers who drive for a living had to start taking the Driver CPC initial qualification from then. Existing drivers were given ‘acquired rights’ which took their previous experience into account. Potential changes
The European Commission has asked for evidence about potential changes, including some areas with potentially major implications for Great Britain. The commission has also asked about: n the case for standardisation of Driver CPC across the EU n using Driver CPC to regulate young people driving large vehicles through more gradual access
n which drivers should be covered by Driver CPC in the future, with options ranging from just professional lorry and bus drivers to more groups including people with a C and D driving licence, and possibly van and taxi drivers
Changes the UK government is making
The Government is in the process of removing some non-professional drivers from Driver CPC requirements now. The European assessment is also an opportunity to consider whether the existing Driver CPC rules are imposing unnecessary financial burdens other industries (for example, farming). Nearly half of all the people killed recently on Great Britain’s roads were pedestrians, cyclists or motorcyclists. As a result of this fact, the Government is particularly keen to hear evidence about whether Driver CPC considers such vulnerable groups sufficiently and how to have more practical and relevant training to raise awareness of vulnerable road users. If you would like to respond to this consultation document, please contact the MSA head office with your views or see https://www. gov.uk/government/news/dsa-seeks-industryviews-ahead-of-eu-assessment-of-dcpc-training You have to send your feedback by 16 October 2013 for it to be considered.
MSA NEWSLINK n OCTOBER 2013 n 05
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News
CIECA changes on way? Continued from page 1 As a comparator, consider the role of Police Community Support Officers. Introduced to ‘support’ the police, they are now increasingly seen as a replacement for full police officers. Sometimes ‘halfway houses’ end up as the only option available. The other clash that we in Great Britain might envisage is any recommendation for ‘minimum requirements for driving schools’. Our driver training industry does not operate as a ‘driving school’ in the sense of operating out of buildings, classrooms, on off-road facilities, etc, unlike most, but not all, EU countries. The introduction of a minimum standard would cause little or no upheaval across Europe – but not here. ADIs would have to set up proper establishments, with facilities designed to provide theoretical training, off-road training and to be a centre for the provision of on-road training. Would British driver trainers like to see schools of this type? Such a move would require massive investment and on first reading would appear out of reach of many British one-person ADI businesses. A number of other questions include who would provide the investment, and would instructors be employed?
HPI worry over write-offs According to HPI, one in 33 used vehicles it checked in 2012 was an insurance total loss otherwise known as a write-off. This equates to 625 cars a day or over 223,000 cars per year being dangerously repaired and sold on to unsuspecting consumers. Don’t take the risk, warns HPI, get a vehicle history check, such as the HPI Check to confirm if a vehicle has a hidden past. The problem is getting worse, clearly, says HPI, as there appears to be a shortage of good quality second-hand cars for sale, means unscrupulous sellers are using a variety of ways of conning used car buyers out of their money. Daniel Burgess, Managing Director for HPI explains, “Criminals continue to capitalise on a shortage of used cars for sale by disguising write-offs as a good buy. “It’s all too easy to be taken in by shiny paintwork and a low price, but it could be hiding a multitude of faults that haven’t been fixed. Unscrupulous vendors will sell a write-off to make a quick profit but if the vehicle is not properly repaired any price is too high.” Is tly AD en d in g e W ur ed NO e n rk Yo
The cost of lessons in Great Britain would have to rise and as we already have some of the safest roads in the world, would our Government be prepared to insist on these kind of measures, which would be revolutionary in terms of how driving instruction is delivered in this country, but would have very uncertain returns in terms of road safety benefits. It would be viewed by many as an extra cost levied on young people/families – hardly a potential vote winner, even if better driving standards was to be a consequence. And as the current administration is not even prepared to set simple road safety targets for local authorities, it would seem highly unlikely that such a proposal would be enthusiastically supported. A further problem could be the current Government’s increasingly Eurosceptic tone, which tends to oppose any proposals emanating from Brussels as a matter of principle. Where will these proposals go? It may take time but CIECA is a highly regarded body, and there is increasing frustration within the European Commission that the continent’s road casualty figures remain stubbornly high. It may seem implausible at the moment... but watch this space!
‘ADIs would have to set up proper establishments, with facilities for theoretical training, off-road training and to be a centre for the provision of on-road training. Such a move would require massive investment... and appear out of reach of many ADIs...”
Fall in road deaths but cyclists cause concern Department for Transport figures for 2012 have unearthed signs that the year-on-year progress the UK has made in reducing road traffic casualties is continuing, though at a slower rate. Worryingly, however, it appears that the nation’s new-found love of cycling is coming at a heavy price: 2012 saw an increase in pedal cycle fatalities of around 11%, from 107 to 118. The overall figure for all casualties was 195,723, down four per cent on 2011. 1,754 people were killed on the roads in 2012, down eight per cent on 2011 and a new record low. However, that fall may
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not be down to improvements in road safety, rather the skills of surgeons in A&E: the number of seriously injured people was down by a lot less, just one per cent, to 23,039. Indeed, that is a higher figure than 2010. Pedestrian fatalities fell by seven per cent, motorcyclists by nine per cent – which was the same fall of car and goods vehicle occupant fatalities. Comparing figures over a longer period highlights the great strides made in recent years. The total fatalities in 2012 was 38 per cent down on the average for 2005-09, while the number of seriously injured was
down by 17 per cent. Clearly the large difference in the two falls suggests medical care and better car safety measures are playing a significant part, but the serious casualty figure fall is very welcome news. Sadly, the number of children killed was up slightly, from 60 in 2010 to 61 in 2012. This is, however, a marked improvement on the 2005-09 average, which was over 90. The slight casualty rate per billion miles has fallen over the 2005-09 average. • Newslink will look at these figures in more depth in the November issue.
Drop in tyre-related deaths New figures released by the Department for Transport reveal that in 2012, the number of drivers killed or seriously injured on the UK’s roads as a result of a dangerous, illegal or under-inflated tyres, fell by five percent, to 194 casualties. The news has been cautiously welcomed by not-for-profit road safety group TyreSafe, which has been campaigning since 2006 for better tyre care and maintenance. Indeed, since its inception the group’s efforts in helping to educate drivers and remove the most dangerous tyres from the road has seen a reduction in tyre-related KSI’s by 36 per cent. “We are pleased that the number of fatalities or serious casualties coming
from a tyre-related accident has fallen, but this is no time for complacency,” comments Stuart Jackson, chairman, TyreSafe. “We are seeing an increased number of drivers who are willing to run their tyres right down to the legal limit in an attempt to save money, and this will reduce their safety on the road. While we’ve been successful in helping to remove the most dangerous tyres from the road, average tread depths on cars have reduced, which has contributed to an actual increase in number of drivers suffering slight injuries.” Under current legislation, all UK car drivers must have a minimum of 1.6mm of tread across the central three-quarters of the tyre around its circumference.
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News
FairFuel urges Osborne to axe duty rises about their intentions on freezing fuel duty, so it is welcoming news to hear the Chancellor’s commitment. It could be the longest freeze on fuel duty in 40 years. “Although this is a step in the right direction, it is disappointing that the news was dampened with a comment by George Osborne saying, ‘provided we can find the savings to pay for it’.
FairFuel UK has urged Chancellor George Osborne to make good on his comments to the Conservative Party Conference, in which he said he wanted to end fuel duty rises until after the next election. Quentin Willson, FairFuelUK Spokesman said: “Now that there are signs that the economy may be recovering, the Government really needs to lower the cost of living. That process begins with cutting fuel duty, the
issue that continually tops the major budget concerns of the public and businesses across the UK. We will be asking the Treasury not to increase this toxic tax before the next General Election.” The Petrol Retailers’ Association (PRA) also welcomed the announcement. Brian Madderson, Chairman of the PRA, said “We have been lobbying Government and the Treasury to make an early announcement
Labour backed to help reduce road deaths
Pickles and FTA united in attack on parking fines
Road safety groups have been urged to put pressure on the Labour Party to promise to bring back road safety targets if it were to form the next Government. There has been considerable consternation among many involved in road safety that the current Government scrapped targets for reducing traffic casualties. Many have pointed out that since the Coalition Government scrapped targets on coming into office in 2010, there has been a steady rise in road incidents, deaths and injuries. Recent data has suggested a 17 per cent rise in drink-drive related deaths. It is thought that if Ed Milliband were to be the next Prime Minister, a Labour Government would be more inclined to revert back to road safety targets. A survey of local councillors earlier this year showed that Labour ones were the most committed to road safety, with 74 per cent saying it was a priority for them. 78 per cent of Labour councillors disagreed with the removal of road safety targets. Internationally, road safety targets are seen as best practice and are used by most developed and developing countries. A target-led approach to road safety would allow the highest risk groups such as cyclists, motorcyclists and drivers on rural roads to be the focus of well-coordinated enforcement, engineering and educational campaigns.
Right, Quentin Willson - FairFuel UK’s spokesman
Communities Secretary Eric Pickles pledge of “tough action to cut the number of parking tickets given out by local authorities” has been heavily criticised. He told the Conservative Party Conference that he wanted to “rein in over-zealous and unfair rules”, particularly the use of fixed cameras and ‘spy cars’ to catch people parking illegally. However, his ideas have been attacked by both the Local Government Association, which represents councils, and road safety charity Brake. Speaking for the LGA, Tony Ball said: “Camera cars have been instrumental in keeping children from being hurt or killed on the way to school. “Nobody likes getting a parking fine but the fact that fewer than one per cent go to adjudication shows that in the vast majority of cases councils get it right.” And road safety charity Brake said it made “very little financial or common sense” to remove fixed cameras “which make our roads safer”. “We know that cameras are a very cost-effective way of enforcing traffic laws, while having individual officers trying to cover the same amount of work would cost a bomb,” said senior campaigns officer Ellen Booth. Static and car-mounted cameras have been used to issue more than 10 million fines, totalling £301m, in the past five years. Some 75 councils currently have permission to use CCTV cameras or “approved devices” to enforce parking restrictions, under Labour’s 2004 Traffic Management Act. In these areas, a third of all parking fines are now issued via CCTV rather than by parking wardens, case studies suggest. However, Pickles’ claims were supported by the Freight Transport Association (FTA). Its own research has found that motorists are paying more than £30 million a month in parking fines. 890,000 parking tickets are being issued by councils across the UK each and every month, which is equivalent to 1,200 an
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hour, but unsurprisingly it is a London Borough at the top of the list. According to figures obtained via a Freedom of Information request, parking wardens in the City of Westminster are the busiest in the country, handing out an average of 1,269 parking fines a day. FTA’s own survey revealed a 50 per cent leap in the number of penalty charge notices (PCNs) being issued in London, which has led the FTA to call on its members to train their drivers in identifying PCN hotspots. Among the findings of the FTA report, was that just one-third of the local authorities accounted for 80 per cent of all PCNs, with the London Borough of Westminster, London Borough of Camden, City of London and Transport for London more likely to issue to PCNs than other London boroughs. However, as with Mr Pickles, the FTA appears to have overlooked the road safety implications of relaxing rules over parking tickets. Restricted parking zones are there for a reason – because either it eases congestion on a narrow road or because it improves road safety – and anyone caught on double yellows, even for a small amount of time, and even if somewhat sneakily – is actually committing an offence. Coming after the secretary of state called for a scrapping of speed cameras – which are there to catch those drivers who break the laws over acceptable speed – it is somewhat surprising that the so-called ‘party of law and order’ should be suggesting that motorists who flout the laws should now be allowed to get away scot-free.
“It makes very little financial or common sense to remove cameras which make our roads safer”
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News
Top ref sends himself off to a speed awareness course It was four hours “well invested” said top football referee Howard Webb after he sent himself off to a speed awareness course after being caught speeding. The World Cup referee, one of the best known in the Premiership, volunteered to attend a speed awareness course the day before the start of the football season in his home town of Rotherham. By attending the course he did not receive three points on his driving licence. The referee, who drives 35,000 miles a year, had been caught speeding at 45mph in a 40mph limit by a safety camera “close to home” and three miles from his local gym. The 42-year-old, who runs 12 kilometres a match, had been on his way to a Saturday morning keep fit session ready for the new football season. And the Yorkshire-born referee, who is known for his fairness on the pitch, ruled: “It could happen to anyone. It was only a slight error of misjudgement. It’s something that happens to everyone as part of their driving life,” said Howard, a former community police sergeant who gave up his career to become a full-time referee. He said he was thinking of “other things” when he should have been concentrating on driving and praised the road safety course held at the TTC Group’s training centre at Catcliffe run by trainers Gareth Almond and Michael Owen – no, not that one! “It is easy to creep over the limit but the speed awareness course showed you there can
be severe consequences of speeding.” Everyone on the course “got stuck in” and enjoyed it, said Howard, who received the MBE for services to football. “It was a positive experience to make you think about the way you drive and the information stays with you. There were useful road safety messages not just about speeding but how to drive more safely and economically.” “It wasn’t four hours wasted. It was four hours well invested,” said Howard, who is counted among the all-time top referees by the International Federation of Football History and Statistics.
Helping hand: TTC Group north-east regional co-ordinator Paul Martin is thanked by Howard Webb after attending the course
Time to get tough on texting, says IAM Drivers convicted of causing death by dangerous driving should be given stronger and more consistent penalties, according to the IAM (Institute of Advanced Motorists). An IAM analysis of 11 recent prosecutions involving mobile and smartphone use revealed that the average sentence for causing death by dangerous driving is four-anda-half years in prison and a disqualification from driving for seven years. In all 11 cases, the convicted drivers were found to have lost concentration due to using their mobile phone.
This loss of concentration led to six incidents where vehicles ran into the back of a stationary or slow-moving traffic; three incidents where vehicles drifted across the road and hit another vehicle head-on; and two incidents leading to the death of a pedestrian. IAM chief executive Simon Best said: “The maximum sentence available to the courts is 14 years, so there is still scope for even stronger penalties for drivers who kill while distracted on their phones.”
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Comment
It’s making them think JOHN LEPINE MBE General Manager, MSA
H
ave you ever visited the THINK! Resource Centre? You can find it on the THINK website at http://think.direct.gov.uk/ , or put ‘THINK resources centre’ into your internet search engine. The Resource Centre comprises 25 lesson packs covering a range of road safety topics for children and teenagers of all ages. The lesson packs are colour coded by key stage and age range, from Early Years to Key Stage 4. Although not designed specifically for driver trainers the resources are not limited to classroom use. They can be used by anyone with responsibility for educating children and teenagers on road safety. Each lesson pack contains a lesson plan, links to road safety teaching resources and activities; everything required to plan and deliver effective road safety education. Many ADIs would like to get into schools and a great many now have qualifications like PTTLS or C&G 730. However, convincing headteachers that road safety is an important part of the curriculum can be difficult. Having a great set of lesson plans like these available is certainly a plus point when it comes to convincing those in charge. One suggestion I have heard recently is for driving instructors to offer their services to after school clubs. Funding issues mean that, sadly, instructors are unlikely to be paid for their efforts but there is no doubt that community involvement like this does raise an instructor’s profile and improve the driving school’s brand awareness with local people. There is a lot of useful materials in these packs that can be used on practical driving lessons. For example, “Dealing with Distractions” is designed to teach students to understand how distractions increase risks for all road users, and how to minimise distractions. The resource includes a lesson plan, teaching students to understand that distractions increase risks for all road users. There is also an activity sheet called ‘Disappearing Act’ in which students view a road scene seen from the viewpoint of a car driver. They are prompted to think about all the various distractions that may make it difficult for the driver to see cyclists, pedestrians and generally concentrate on driving. There are also a couple of case studies, called Ghosts and Tune into Traffic There’s even a game called Driving Challenge, where players are put in the position of a driver, trying to concentrate on what is happening on the road while listening to a mobile phone conversation. There are also links to several videos, with a couple of them being particularly hard hitting. One focuses on pedestrian distraction, using cameraphone-style footage to show a group of young people messing about and enjoying themselves as they walk down a street; another shows the dangers of using a mobile phone while driving. Well worth a look to consider what you might be able to use with your students.
10 n OCTOBER 2013 n MSA NEWSLINK
members’ VIEWPOINT:
Young Aussies shun learning to drive for a ride in dad’s taxi Young people all over the world are pretty much the same – which is why Australia is seeing the same change in attitudes towards learning to drive that’s becoming apparent in the UK, says MSA member Glyn Davies
I
’m a cricket fan, and I followed this summer’s Ashes series with great interest. Don’t try speaking to me between December and January, by the way – I’ll be suffering from sleep deprivation as if the CIA were interviewing me, as I’ll be up all night following the action when the return series starts in Australia. I was all over the home tests like a rash, gobbling up every morsel of action and news. I even took to checking out what the Aussies thought of it; logging on to websites for the Sydney Morning Herald, Brisbane Times and, my favourite, The Age, a paper from Melbourne. I also chanced upon The Australian. It’s a quality national broadsheet, with excellent cricket coverage (think Daily Telegraph), and it was so good I took to flicking through some of its other news and features pages out of interest, to see what life was like for the average Aussie. While doing so I came across an excellent article by a local journalist called Adam Shand. Mr Shand was bemoaning the plight that every parent seems to suffer from, which is that his children appear to think he is a taxi driver (or secretly wants to be one), available for hire at reasonable rates (ie, free) whenever they need a lift. What got me thinking most, however, was not just how bad all kids around the globe are at taking advantage of their parents, but how his thinking about driving and young people clearly chimed with what’s going on in the UK. He had noticed that his son, 21, was showing no appetite for learning to drive. He bemoaned the loss of his dream, that all the miles he’d clocked up driving his offspring to “sports days, parties, friends’ houses and family holidays” would one day start getting paid back, with his “frequent driver miles redeemed in a dissolute and drunken old age.” Not to be. At 21 his son has racked up no driving experience; nor have many of his friends. To him, a driving licence is an optional extra, not the absolute necessity it was for me in the 1980s/90s, and for all of my friends. Shand did some digging. He discovered that in 1991, of New South Wales kids aged 20-24, 79 per cent had licences. By 2001 this had risen to 80 per cent. Yet by 2008 this figure had plummeted to just 50 per cent and, in his words, “continues to decline”. One study suggests that the rate of licence holders under 30 drops by one per cent per year; or in other words, in 20 years time, you would be looking at less than a third of people under 30 with a licence. It’s not just the Aussies who are seeing this demographic change. In car-crazy America, in 1983, by the age of 18, 80 per cent held a driving licence, and half of all 16-year-olds. But by 2008, just 31 per cent of American 16-year-olds had a licence, and only 65 per cent of 18 years. And again, the evidence suggests the numbers aren’t recovering. This is something ADIs in this country have remarked on for some time. Like most ADIs I’ve seen a fall in ‘young’ learners. 15 years ago, when I started teaching people to
drive, nearly all my pupils were aged 17-20. Today the average is about 23, 24. I suffered from a fall in pupil numbers five-six years ago, but they have been steadily trickling back to me – they are just older. We all know some of the reasons for this. The recession possibly ended many parents’ plans to fund driving lessons for their children; the scrapping of the Educational Maintenance Allowance for sixth form students didn’t help. Working migrants impact, too. I know that it doesn’t sound very PC, but the fact is in London and other major cities, the jobs young British students used to do – shop work, working behind bars, helping out in the local coffee shop – are now often taken by 26-year-old economics graduates from Warsaw. Local kids aren’t earning the cash that used to be spent on driving lessons. And what’s the point of learning to drive anyway when the insurance industry sets a premium price on policies for new drivers? Other factors play a part. Returning to Mr Shand, he blows away the stereotype one has of Australians all living an outdoor life by saying, basically, that social media, Facebook and mobile phones “give Generation Y even less reason to leave their bedroom than ever before” (and you thought our kids were the only ones like that!) Kids no longer need to chat face to face. You can have an active social life without leaving your own home, keeping in touch with dozens of friends through instant messaging, social media and the like. Where youngsters live is also a factor. Shand’s son said that, living as he did close to a major public transport network into and out of Melbourne, he can live the high-life without worrying about ‘the booze bus’, where to park – or coping with the rising price of fuel. Does Shand think his son will learn to drive one day? Perhaps, though as his son pointed out, his older brother only took his test when he was getting married, “because it wouldn’t have looked very good asking his wife to hop on a bus when they were driving away for their honeymoon.” Perhaps that is the answer, in a roundabout way. Young people will learn to drive not as an automatic rite of passage but when circumstances demand it. In other words, if you live in an area with good public transport links to your mates/the city/nightlife, why bother? Just hop on a bus or train. If the need arises, mum and dad will pick you up. When the nasty world of work comes calling, however, young people have to start thinking more seriously about taking their first steps to becoming a driver. And as most young people today are pushed away from work and into academia until they are 21, this will automatically raise the age bar for learning to drive to the 22-24 range that I see today with my own pupils. So perhaps those hours spent aiming your marketing strategy at older teens and the local college have been wasted: what you need to be doing is trawling round local big employers – hospitals, civic centres, big office blocks, anywhere that has a large percentage of mid-20s workers – and advertising your services there.
So what’s your view?
If you would like to contribute an article for this column on a topic related to road safety or driver training we’d be happy to receive it. Try to keep the article to fewer than 500 words and send it to mail@msagb.co.uk
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Comments: 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 Clear sign that something’s gone wrong... some scenes from Angus’s YouTube film. Watch it for yourself at www. youtube.com, and putting GQgq3lNKmds into the search box
YouTube helping to Advice on the new Standards Check shame council over could be misinterpreted shabby street signs Dear Sir, I am a member of our organisation and find it of great benefit, and I particularly look forward to each monthly issue of Newslink. It is probably my only means of keeping up with the game! I work in and around Lincoln and have become somewhat disillusioned with the state of road signs in our area – mainly the vegetation/grime that covers a considerable proportion of them. Through reading your regional editors’ columns and other articles in Newslink over the years, I know you have carried articles on this issue, and that at least one member collects photographs of offending signs in his area and has had the occasional ‘appropriate and meaningful’ rant over the issue. I wonder if that gentleman and other members would take a look at the work I have done recently to motivate the powers that be to rectify the situation in my area. I have put the offending info/photos on a very short YouTube video. Please have a look. I would much appreciate your comments. You can watch the video at www.youtube.com by putting GQgq3lNKmds into the search box at the top of the page. Many thanks. Angus Hannam, Lincoln Editor’s note: This is well worth the three minutes it will take you to watch the video. Apart from the obvious road safety message Angus is pushing, the song that accompanies the film is pretty funny! It is a great idea – and it would be even better if I thought Angus’s local council would watch it and feel ashamed at the state of some of the roadsigns. There is one particular ‘national speed limit’ sign that has to be totally invisible to a passing motorist. Well worth a look.
12 n OCTOBER 2013 n MSA NEWSLINK
Dear Sir, It is with some trepidation but considerable dismay that I find myself writing this letter in response to the article written by Sue McCormack (“Towards your CPD”) in the September 2013 issue of MSA Newslink. The section on adapting the lesson plan raises a huge concern over the accuracy and evidenced basis of what is presented as educational guidance to ADIs for the forthcoming Standards Check in 2014. The implications, should driving instructors take the advice given as “gospel”, are that they receive a very one-sided understanding of client-centred learning, and a potentially disastrous Standards Check result. Neither of these outcomes is in the interests of individual ADIs or the industry as a whole. I refer specifically to the suggestion that after agreeing a goal for the lesson, if a serious fault occurs that requires physical intervention this fault should then effectively be ignored in order to allow the pupil to continue to carry out their desire for the lesson. This would represent a paradigm shift in current DSA assessment methodology. There are a number of factors which influence the rationale for reaching these concerns: The guidance in the article does not have anything like universal agreement across all of the leading practitioners and trainers of CCL methodologies in the industry. The National Driver and Rider Training Standard states “Client-centred learning is not about the learner taking charge of the learning process and deciding what is going to happen”. Therefore, the standard does not appear to support what is written in the piece, yet the introductory paragraph of the article states that the content is about “…the client-centred approach required on the new Standards Check, and how you need to reassess your tuition to accommodate it”. I see no evidence to support the article content as being what is definitely required or needed. At the time of publication, the official DSA guidelines for marking against the Standards Check criteria have not been published and DSA examiners
have not been trained to deliver the assessments. Having been involved directly in the MDT consultation process, of which the new Standards Check is an integral part, I have never been made aware that the DSA was seeking such a radical change to recognised teaching practices. It must be recognised by anyone who is trying to influence the teaching practices of ADIs, with specific relevance to the Standards Check, that the DSA is the regulator which sets the standards. They are responsible for the examiner’s interpretation of those standards, and the assessment criteria for the Standards Check have been created by the DSA. There can be as many interpretations (and disagreements) as you like over what CCL is and how to implement it, but when it comes specifically to a Standards Check there is only one view that carries any relevance – that of the DSA. Anything written or delivered as guidance or training (rather than suggestion) about what to do in a Standards Check MUST comply with the same broad interpretation. How then can anyone in any capacity at this point in time, outside of the DSA, know with certainty what will be acceptable in order to meet those criteria? This means that at best the article in question is ambiguous, and at worst it leads rank and file ADIs down a path which actually puts their teaching methods and professional status in jeopardy. I find it incomprehensible that anyone in this industry would take such a risk. To finish the article with “it is a reflection of the fact that you have not done your job properly” in the context written, without any apparent justification other than it is the author’s opinion, seems highly questionable to those of us who might think otherwise. It is vital if client-centred learning is to be successfully adopted within this industry that information is unambiguous, and where advice is given on how to approach the Standards Check, it is based on full access to, and knowledge of, the assessment guidelines. There is already enough uncertainty about the principles of CCL in our
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industry without producing articles presented as bona fide methodology where there is much evidence and thinking to the contrary. This is why the article cannot be allowed to go unchallenged. Gareth Marchant ADI, Scotland Editor’s note: In an effort to restore harmony and pour a little oil on troubled waters perhaps I can put my view on this matter. Gareth states that: “I refer specifically to the suggestion that after agreeing a goal for the lesson, if a serious fault occurs that requires physical intervention this fault should then effectively be ignored in order to allow the pupil to continue to carry out their desire for the lesson.” The article does not state that. It does say “If they are not even allowed to try out the manoeuvre in the first place then it is a reflection of the fact that you have not done your job properly and kept your part of the agreement.” I think in her keenness to ensure that the training being given is entirely client centred, Sue is suggesting that a lesson that does not achieve the agreed objective means that the trainer should reflect about that lesson to see if they were at fault for not agreeing the correct objective. However, let me make it clear that under the criteria for the current Check Test regime and, I believe, the criteria for the new Standards Check, failing to identify and correct an error because it did not fit in with the current lesson objectives is not and will not be acceptable. Even recognising the fault but
Comments: Letters
deciding to “wait until next time” is unacceptable and would be needlessly retrospective. On the new Standards Check one of the competencies required is that the pupil is given appropriate and timely feedback during the session. I believe that a driver trainer must be prepared to move the goal posts and reset the lesson goals, in partnership with the learner, in order to reflect the situations that arise on any particular lesson. I further believe that a failure to do so would be frowned upon on any kind of assessment of teaching skills whether that assessment is based on a bi-polar scale, such as the current Check Test, or competency-based, such as the new Standards Check. However, I also think that a trainer who failed to facilitate the achievement of a lesson goal should also question carefully whether or not they assisted the learner to set appropriate goals in the first place. This would be unlikely to lead to a Standards Check fail but should help the trainer to reflect on their own best practice in goal setting. I would say make sure that: n learners needs are identified; n realistic learning goals are set; n the lesson plan is suitable for the learner; n the practice areas are suitable for the learner; n the training is suited to the learners level of ability; n the lesson plan is adapted if necessary to suit the events on the day.
More Letters – see p14
Is it safer to be rude?
MSA members, I rang a client recently, on her mobile. As soon as she picked up the phone the background noise suggested she was in a car. After preliminary small talk we got down to the business in hand. Almost immediately she told me the information I needed was in the files sat next to her on the passenger seat. “I can’t reach them,” she said, “unless I put the phone down, hang on.” “Are you not on hands-free,” I asked, really concerned that I was going to lead to this woman having a crash. “No, but if the phone drops off it means I’m reaching for the files, or I’ve seen the police.” Luckily, she added, on this stretch of the motorway there was rarely any police. Now, I’m guessing half the readers of this are appalled. The other half have simply raised their eyebrows and said, ‘typical, see it all the time’ But what should I, as the phone caller, say to my client? Should I grin and bear the conversation, wrap it up as soon as I can to get things done before the police/another car intervene in our chit-chat? Or should I tell my client point blank that their behaviour is unacceptable, is dangerous, and that I’m terminating the call forthwith? I am abetting a criminal activity: am I as guilty as the driver? In those circumstances, when you know full well the driver is not on hands-free, what would you do? Concerned caller, and non-ADI • Postscript: In the end, I wrapped up the call in two minutes, gritting my teeth all the way and praying the client would stop talking so I can get out of the call before something nasty happened.
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MSA NEWSLINK n OCTOBER 2013 n 13
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Comment: 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
DPFs rear their clogged heads again Dear Sir Just a word of warning to any ADIs who may be thinking of buying a diesel engine car. I currently drive a Corsa Ecoflex 1.3 car which is 2.4 yrs old. A few weeks after buying the car I noticed the heater coil light had come on and there had been a drop in car performance. After consulting the garage (Arnold Clark) I was informed that this was a Diesel Particulate Filter (DPF) problem and to drive the car in a lower gear at above 2-3,000 revs until it clears. This problem continued over the next two years and at car services, etc I was told to follow the same low gear/high revs programme. Eventually this led to what is called a diesel regeneration stage where car needs to go in to the workshop. I was talking to another Vauxhall garage dealer and the DPF subject came up. He informed me that the “glow” warning light coming on frequently can lead to major problems such as engine failure and turbo problems. I enquired about this at my next service to be told my car was fine. A few weeks later, in July of this year, the car seemed to lose power. I went to the garage to be told that two fuel injectors had seized up, and it would be ready in two-three days time. Five weeks later I got my
car back with an engine replaced after A Clark had consulted Vauxhall technicians. After a series of electrical warning lights coming on and two trips back to the garage I had to go back for a third time to be told that I needed a new turbo! I would also have to pay for replacement glow plugs. This was only three weeks after I had had my car back. Most of this was covered under the warranty but here is the interesting part. After numerous emails to Vauxhall to ask whether this car was fit for purpose, I was told by their representative that the car: 1) Was not suitable for stop/start driving. 2) All driving instructors should be told about the DPF problem and sign a document declaring they had been informed. (I did not get a form and was not informed at purchase) 3) My complaint was with the seller of the vehicle and any sequential problems that had arose. I would like to alert my fellow ADIs to this problem with DPFs. All car manufacturers seem to be pushing this green technology forward I and I’m sure they would be grateful. Many thanks. D Hampson, Scotland. Editor’s note: We are grateful to Mr Hampson for his comments. We have spoken to Vauxhall and they reiterated that in their view, cars with DPFs have to be driven according to the manufacturer’s instructions. If
14 n OCTOBER 2013 n MSA NEWSLINK
you drive in stop/start traffic for a prolonged period, or without taking the car’s revs over 3,000 for a sustained period, the DPF filter can become clogged, as while they are meant to be ‘self-cleaning’, they require the exhaust gases to reach a very high temperature to burn away soot which collects on the filters. It is essential that all cars fitted with DPFs are regularly driven at high revs – as per manufacturer’s instructions
Too many holes in RAC’s plans Dear Sir, With reference to the article in Newslink (August), from the RAC Foundation on graduated licences and other ideas on reducing the accidents in young people. First of all, as an instructor and driver trainer for everything from cars to hgvs and psvs, I think that some learners are better drivers than people who have been driving for a number of years. They are more aware of the dangers if they are taught by a good instructor and not just taught how to pass their test. Putting a night time restriction on them is okay if everyone lives in a town or on a bus route but what about the people who live in country areas who have no/limited access to buses and, perhaps, have to irregular shifts or nights? How would they get to and from work? As to restricting passengers, how would the police enforce it, undermanned as they are at the present time? Neither is a minimum one-year period the right thing to do. All some learners will do is have one lesson a month; how will that situation improve the standard of driving? Equally, how are we going to tell, let’s say, a farmer’s son who has been driving tractors on the family farm since he was 16, that he has to wait a year to take his test? Then there is the cost of lessons as well. How many would be able to afford a year’s worth of lessons? What we should do is start when the children are in school, say at 15, and show them some graphic images of traffic incidents as to what happens when things go wrong, and then teach them how it would be best to drive. Tell them how to look for a good instructor; is he going to teach them to drive or just pass their test? We should do what they do in Germany and only allow teaching by proper instructors, not mum and dad, as already the cost of lessons is leading to more parents teaching their children to drive. Finally, I think that putting these restrictions on new drivers will simply make more illegal drivers. There are a few other things I would like people to consider: • How many crashes were caused by people who where taught by their parents? • When we see statistics on young people/novice drivers being involved in traffic collisions, I have never seen the information broken down as to whose fault it was. Could it be that many of these incidents are the fault of the more experienced driver? • I have often wondered how many of the crashes we’re looking into here were caused by mechanical defects - or even medical reasons, such as poor eyesight or not wearing glasses at the time of the accident Finally, two suggestions that I think would improve the standard of driving: First, a zero drink- drive limit,
not just for people who have recently passed but for every licence holder. I also think we need more graphic road safety ads, like they show in Ireland and Australia. Tony Wood, Tuffley, Gloucester
Minimum idea is close but no cigar Dear Sir, The RAC Foundation’s recent entry into the world of driver training lacked a certain amount of sense – yet on second reading I realised it was actually close, but no cigar. I’ll explain. At first glance my reaction was, why state a minimum period of learning of 12 months? First, the evidence suggests that the overwhelming majority of learners take around 14-15 months, so they are ok. There aren’t that many youngsters passing before their 18th birthday nowadays. Therefore, it doesn’t seem like a huge problem. Two, how do you regulate it? How do you ensure everyone who gets a licence practises for the year? Many young people get a provisional licence as a form of ID, to get into pubs and clubs, and don’t use it for the purpose it was intended, which is for learning to drive. If a provisional licence simply lies in a wallet for 12 months, how does that make you a better driver in the long run? Here’s a scenario: you become a better driver because you filled in a form, sent off a cheque, and went clubbing for 12 months, then learnt to drive via a crash course (oh, the irony of the title) in two weeks, and then passed your test? According to the RAC Foundation, that scenario would make you a better driver than someone who practised diligently, did their homework, had the right aptitude and attitude and passed 10 months after their 17th birthday. Really? On what planet? Mind you, and this is the sad part, I wonder if the RAC realises just how close it is to a good idea. Try this. A minimum learning period of 12 months which you prove has been used for improving your driving and quality tuition by having an ADI sign off your progress and learning via a log book. Controversial, heh. That’s a way to ensure pupils have quality instruction from a professional, take 12 months and learn properly. Only the RAC Foundation backed away from that extra step. What a shame, and what a chance missed. Keith Potter Buckinghamshire Dear Sir, Re the many proposals for new drivers. I have always said that the easiest way to ensure better standards of driving is to take a leaf out of the pilot’s handbook, and state that there is a minimum number of accompanied hours needed before you can take your test. The accompanying driver would have to be either a parent or ADI. I’d prefer it to be just an ADI but I live in the real world and know that Government wouldn’t put such a policy out there, as it would look like it was putting a new cost on to young people/families. But if you ensured a minimum number of hours at least we’d get people thinking and acting along the right lines. Ian Hart, Nottinghamshire
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News: Disability matters
Let’s Get Going, say disabled drivers An event that highlights the opportunities for disabled young people to gain independence through learning to drive provided an inspiring day for ADI Haydn Jenkins
A
s a driving instructor working with people with disability, this year’s Get Going Live! event was one I was particularly keen to attend. Get Going Live! is now in its third year, and is an exciting, free one-day event designed to help people explore all the options for accessible motoring. The event is organised by Disabled Motoring (UK) and Mobility Choice, the charity behind the annual Mobility roadshow. It is primarily aimed at young and newly disabled people who are keen to get behind the wheel, or to research adapted motoring options. At the event you can; n Test drive a range of adapted cars n Experience all-terrain mobility vehicles n Gain advice and information from mobility experts n Enjoy the thrill of 4x4, skid cars and much more! As you can see from that list, it’s all about independence. Not everyone knows that young people with disabilities could get their driving licence at 16, a year ahead of those who are not disabled. That’s
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Talking shop: ADIs chat to prospective young drivers at the event Pictures courtesy of Lee Hewis DSA ADI
great news, but where do they start? Get Going Live! has helped hundreds of people from all over the UK to try adapted driving for the first time, and welcomes young drivers from the age of 14 to come and get in the driving seat. And what better place to start the drive of your life than at Donington Park – the ‘Heart of British Motorsport’. The event is held at the Launch Pad, a self-contained, fully accessible venue at Donington Park with ample parking. There is the chance to drive on a circuit that includes the historic Heritage Loop, accompanied by experienced drivers, and a wide range of expert advice and information on hand to help the potential driver make the right choices for their particular needs. Those interested could find out about the adaptation options and vehicles that are right for them. Before getting behind the wheel there was the chance to test their reactions to different road conditions and potential hazards at the Autoadapt Driver Test Station.
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16 n OCTOBER 2013 n MSA NEWSLINK
More importantly, there was plenty of friendly expert advice on offer. Straight from its national launch at the Mobility Roadshow, the new Association of Disability Driving Instructors was there, in partnership with the Forum of Mobility Centres. It meant the people in attendance were able to gain easy access to specialist driving instructors.
This is where my involvement comes in, as I was one of a number of specialist driving instructors manning several of our own adapted tuition vehicles in which the potential young drivers could try the controls in a static situation and receive advice on which adaptations were suitable for their ability before moving on to the test track, where they could drive adapted vehicles in a safe and controlled environment. I can’t name every vehicle available, there were just too many to mention, although there were several different makes of controls available to try from companies including Brig-Ayd Controls, Jeff Gosling Hand Controls and Alfred Bekker Controls. There were also a host of adaptations available to view and test: push pull hand controls, left foot accelerators, steering aids and instructor dual brakes, as well as Sirus Automotive-Drive-FromWheelchair and Wrightington Mobility Centre Drive From Wheelchair Vehicles. Because I was involved in the static section I didn’t have as much of an opportunity to look around as I would have liked. But I gave advice to lots of potential drivers and did manage to make some new contacts with some of the adaptation suppliers. I would also like to thank my wife, Linda, for coming with me; without her help and support I’m not sure I would be getting out and about as much. She also has to put up with me needing the Sunday to recover due to pushing myself too far. To close I’ll leave the last word to some of the visitors. This comment, from one parent, reflects the feedback from many: “My daughter got to drive for the first time and this gave her the confidence to realise she will be able to drive a car.” A comment made to me from one of the parents of a young paraplegic: “Trying to find an instructor with a suitable vehicle for my son was like trying to find rocking horse droppings, but the Disability Driving Instructors Association has given my several contacts, and this should make it easier for him to learn to drive.” But the best responses came from the young learner drivers themselves. As one put it, “Absolutely fantastic: where else can you get to try so many cars.” And another: “I’ve had a brilliant day; the driving was great – loads of choice and information too. It was awesome: I can’t wait to be 16.”
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Regional AGMs
MSA training seminar and AGM diary I am delighted to once again invite all MSA members to attend their regional AGM and training event. The MSA is rightly proud of its democratic structure, which sees its Board of Management made up of elected representatives from each of the association’s 10 regions and nations. All members are entitled to stand for election to their local committee, and each member has a vote in the electoral process. The meetings listed on these pages are not purely administrative. Each region has gone to considerable lengths to put together an event that will be informative and educational, delivering real CPD to attendees. With so many changes in the pipeline for our industry it has never been more important that you attend your local meeting. Each of these meetings will include an update on the new Standards Check: this will be in place at the start of April next year, and it is vital that you are kept informed about its impact and what it means to you. Please take a moment to see when and where your nearest event will be held, and make a note to attend. The investment you make in that time away from the car will pay for itself many times over in the information you receive, I assure you.
Sunday, 20th October
Monday, 21st October
9am for 10am start - finish 5pm
Eastern
Five Lakes, Colchester Rd, Maldon, Essex. CM9 8HX
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Kevin Isaacson - AA Drivetech n Speaker From Essex Air Ambulance
Price £35
which will include tea/coffee, two -course carvery lunch and all conference papers Please note that if you wish to stay overnight, rooms are available £90 per room b&b
1 Gatwick Road, Crawley RH10 9DE
South East
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Jo Chapman MSA (SE) Regional Chairman n Find out about the NEW Standards Check
ADMISSION FREE No need to book: just turn up on the night Free refreshments and buffet
Saturday, 9th November
Westerwood Hotel & Golf Resort,
Grape and Olive,
Speakers already confirmed* n Lesley Young, Chief Driving Examiner n Chris Bryant, Education & Training Officer, Scottish Cycling n Peter Harvey MBE, MSA National Chairman n John Lepine MBE, MSA General Manager
Moor Lane, Gomersal, Cleckheaton BD19 4LJ
North East
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Karl Satloka - MSA North East Chairman n Mac McDade n Andy Guile n Trevor Wedge n Richard Bacon
Price £45
including tea/coffee, lunch and conference pack
Early Bird Discount £10 discount if you book before 12th October
Sunday, 3rd November
Cumbernauld G68 0EW
Gomersal Park Hotel,
Motorline Nissan Crawley
9am for 9.30am start
Scotland
Sunday, 27th October
Registration 8.45am - finish 4.30pm
6.15pm for 7pm -10pm
Crowne Plaza Resort,
Peter Harvey MBE, Chairman, MSA
Monday, 11th November
9.30am for 10am start - finish 3pm
South Wales
Wedal Road, Cardiff CF14 3QX
Speakers already confirmed n John Lepine MBE - MSA General Manager n ADI Standards Check n Other speakers to be confirmed Further information to be confirmed
9.30am for 10am start - finish 4.30pm
Devon Travel Academy,
Western
(formerly Devon Driver Centre) Westpoint, Clyst St. Mary, Exeter. EX5 1DJ
Speakers already confirmed n John Lepine MBE - MSA General Manager n ADI Standards Check n Use of technology in driver training n Other speakers to be confirmed
Price £30
Price £39.99
including lunch, refreshments etc.
includes tea/coffee, two course hot carvery lunch and afternoon tea/coffee and cakes Early Bird Discount £4.99
Early Bird Discount £5 discount if you book before 28th October
* Please note that due to a clash of commitments, Tam Cowan, previously advertised as attending, will not be able to appear
To book... on any of these events: Go online to www.msagb.com/services/ sv-sales02.asp and don’t forget, to get member prices you must log in
or call 0800 0265986 with your credit/ debit card details
Please note that in most cases pre booking is essential. In some cases no confirmation will be sent prior to the event, receipts will be handed out at the event 18 n OCTOBER 2013 n MSA NEWSLINK
www.msagb.com
Regional AGMs 9.30am for 10am start
9am for 10am start - finish 5pm
Master Roberts Hotel,
Stone House Hotel,
366 Great West Road, Hounslow, Middlesex. TW5 0BD
Speakers already confirmed n John Lepine MBE - MSA General Manager n Faisal Iqbal, DSA n Euan MacGuiness, High Performance Course UK Ltd n Geraldine Turner, Chatered Physiotherapist n Tariq Musaji n Marion D’Moirah, QEF Mobility Services
Price: £39 for the fifth year running This will include refreshments throughout the day a two-course lunch and all conference papers
West Midlands
Stafford Road, Stone, Staffordshire ST15 0BQ
Speakers already confirmed n John Lepine MBE - MSA General Manager n Mark Magee, ADI Registrar n Tim Clark, Network Rail n Russ Middleton, Delmont ID
Blackley Golf Club,
North West
Victoria Ave East, Manchester M9 7HW
Speakers already confirmed n John Lepine MBE - MSA General Manager n North West Air Ambulance n Greater Manchester Fire Service, Road Safety n Jackie Broughton, Aszuki n Mac McDade, Ideas 4 ADIs n Russ Middleton, on identity fraud
Price £40 MSA Members: £50 Non Members Early Bird Discount £10 discount if you book before 18th October
Price £25 MSA Members. £30 Non Members All bookings must be made by 1st November
Early Bird Discount £9
? ? ? ? ?
Why should you attend?
Sunday, 24th November 10am start - finish 4pm
?
n Latest news on Standards Check... n ... the low-down on the Government’s plans for new drivers... n ... details on the DSA’s MDT... n ... and updates on changes to the agency
King Power Stadium,
East Midlands
9am for 9.30am start - finish 4.30pm
Lineker Suite, Filbert Way, Leicester LE2 7EL
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Kirti Patel-Sidat - Leicester City Council n Imogen Cox - Cartwright King Solicitors n Graham Feest - AIRSO n Martin Brown - Network Rail
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Formal notice is hereby given that the Annual General Meetings for each region of the MSA will be held during these event.
Price £37.50 Early Bird Price £35 if you book before 11th November
Going independent doesn’t have to mean going it alone
Solo Saver deals from £97.00 per week. • • • • • • •
Ford Fiesta Titanium with 65 mpg (combined) Award winning car with high specification Brand new replacement vehicle provided every 7.5 months Fully insured, taxed and serviced National breakdown cover with emergency replacement car Apply your own livery and headboard. Please ask for details – terms and conditions apply.
Call 0800
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Monday, 18th November
Sunday, 17th November
Saturday, 16th November
MSA NEWSLINK n OCTOBER 2013 n 19 DIA00062 155x108 new.indd 1
26/06/2013 11:26
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News
Hi-tech ‘citizen cops’ helping drive dangerous motorists off the road
A
DIs are fond of complaining about the standard of driving on Britain’s roads by so-called ‘experienced’ drivers – though it’s rare anyone does anything about it. “What can we do”, would seem to be a reasonable reply. After all, even if you were to report a motorist for dangerous driving to the police, your complaint would fall at the first hurdle for lack of evidence. To combat this problem, however, a new breed of ‘citizen cops’ are on the prowl for those motorists who make the lives of others a misery. Armed with in-car cameras, usually mounted on the roof behind the rearview mirror to give a clear picture of the road ahead, they can use footage to clearly show how others have broken the laws, committed dangerous manoeuvres or put other road users’ lives at risk. However, good while these systems are, until now their use has been limited to protecting you in the event of a collision. By referring to the recorded footage of your journey, you can prove that, for instance, the car you collided with did cut in dangerously in front of you, or slammed its brakes on for no reason. But if someone did cut you up but you didn’t collide, would the police really take up your plea to prosecute the other driver if you offered them the video evidence of the incident you’ve compiled? Would you be happy sitting in a police station for hours waiting to be seen by an officer to report the incident, who may or may not take it seriously? Possibly not. However, a new organisation has been set up that could make all that impotent complaining a thing of the past. Called PoliceWitness.com, the company was set up by two former police officers who have become frustrated at the number of dangerous drivers out on the roads, and the police’s seeming inability to do anything about them. Its website allows members to upload in-car videos of incidents, and fill in a simple form to explain what happened, where and when. Armed with this information, the experts at Police Witness then process the case, forwarding it on to the appropriate police force for further action. Matt Stockdale, chairman of PoliceWitness.com, takes up the story: “As a former police officer I know only too well the frustrations many officers have in not being able to prosecute bad drivers for lack of evidence. “I also know how angry members of the public get when other motorists put their lives at risk with their bad behaviour on the roads. “With the increasing use of in-car camera systems, ordinary members of the public have the ability to record the driving of others, but it was still difficult for them to take this evidence to the next stage, which is to supply it in the correct format to the police. “That’s where PoliceWitness.com comes in. We will evaluate the evidence supplied, and where appropriate put it in front of the police for them to decide whether or not to prosecute.” Matt and his team had to work hard to get police forces to accept their help in this crackdown on anti-social and dangerous driving. “We spent a year talking to different forces, trying to convince them that by working with us we can take dangerous drivers off the road. However, slowly but surely they’ve come on board, and we now have excellent relationships with a number of forces up and down the country.” Forces picked out for special praise included Matt’s home force of Northampton, Derbyshire and Leicestershire, Cumbria, Essex and the Metropolitan Police Force in London. Their task has been made easier by the amazing growth in the number of drivers carrying in-car cameras – “there are 10,000s out there on the roads,” said Matt, “recording their owners’ journeys. We have contributors who are
20 n OCTOBER 2013 n MSA NEWSLINK
The driver overtook at speed on a section of road marked ‘no overtaking’, cutting in dangerously close to a car, just before a road island and at the foot of a hill leading to a blind bend. He was successfully prosecuted for his actions
Still taken from YouTube site set up by PoliceWitness.com
normal motorists, company car drivers, cyclists, delivery men and bus drivers, and all the evidence they gather can be used to prosecute dangerous motorists.” What is key to Matt’s vision of the future is that the law of the land – or, in this case, law of the road – is applied consistently and fairly across the country. “Sometimes the weight of evidence required by police forces to prosecute varies tremendously. However, if you show an officer video footage, dated and timed, he can make a quick decision on whether to issue an ‘intention to prosecute’ notice, which gives the police and CPS six months to decide whether or not to press on with a prosecution.” As an ex-officer himself, Matt describes the service
“Matt describes the service Police Witness offers as ’like an officer’s dream’. ‘We provide all the information they need, correctly reported and with strong evidence to back it up’... indeed, one dangerous driver is currently looking at a lengthy ban thanks to PoliceWitness...” PoliceWitness offers as “like an officer’s dream”. “We provide all the information they need, correctly reported and with strong evidence to back it up.” Indeed, one dangerous driver is currently looking at a lengthy ban thanks to PoliceWitness. Adrian Maynard had a string of previous motoring offences behind him, and three points on his licence at the time, when his behaviour was caught on camera by a member of the public, who forwarded the details on to PoliceWitness.com. As a result Maynard, a truck driver from Northampton, was found guilty of dangerous driving in March this year by magistrates. He was allowed to appeal his punishment (a year-long ban from driving, 40 hours community service and the instruction for him to re-sit his driving test before getting behind the wheel again) and was allowed to continue driving pending a date for the appeal. To prove how much of a menace he was to the public,
in the five months between the conviction and the appeal hearing, Maynard racked up a further nine points for additional driving offences – taking him up to the 12-point disqualification limit. Matt Stockdale was present at Maynard’s appeal and said: “We are delighted to have made a significant contribution in helping to remove a dangerous driver from our roads, despite the actions of the CPS. “For a member of the public to bring a successful prosecution of this kind is absolutely huge. There are fewer and fewer police officers on our streets but this just goes to show that you, or I, can make a difference in holding dangerous drivers to account “This highlights the fact that we don’t need new legislation and laws but that the existing laws can be community-enforced using services such as PoliceWitness, just as the Home Secretary, Theresa May, envisaged. “It’s not about being vigilantes; motorists recording their journeys with a discreet in-car video camera not only gives a considerable amount of personal protection for them and their family, it has the added advantage of being able to report those who flout the law – thereby keeping our roads safer”.
Want to know more? For further information, log on to www.policewitness.com The video made of Maynard can be viewed at: http://www.youtube.com/ watch?v=qCDGd3-NE-g&feature =youtu.be
www.msagb.com
News
Smile, your driving is on candid camera A Lancashire technology firm is the latest to come up with its own response to the plague of ‘cash-for-crash’ scams and instances of dangerous driving with the latest in in-car CCTV camera. QED Group’s video system can sense erratic driving or a sudden stop and records through the windscreen of a vehicle at what is happening in front. It picks up both video and audio, records the speed of the vehicle and will even plot the route the car is taking onto a map. Matt Philp, product development director at the firm based on Walton Summit, near Bamber Bridge, said insurance companies were already offering people reductions in premiums if they fit their car with one. He said: “The insurance companies say the North West is one of the main problem areas for ‘crash for cash’, which is where people are deliberately causing accidents to claim from insurance. In a lot of cases, people will speed
ingenie aiming for experienced motorists
past a car, pull in front of them and then slam the brakes on causing a crash. We have even heard of people taking brake lights out so by the time you realise they are braking it is too late. “The problem for the victim is it is their word against the other motorist, but this piece of kit means you have evidence to show exactly what is happening.” He said the Blacksys In-Car CCTV camera, which is manufactured in Korea, was already proving popular, with sales picking up just weeks after it started selling.
Matt Philp, product development director at QED, with the in-car CCTV unit (attached to the windscreen, behind the rear-view mirror)
ingenie – the leading telematicsbased insurer – is looking to expand its services to include more experienced drivers after a major investment from Quindell, a major software consultancy. The digital black box insurance brand has previously aimed its policies at under-25s but will now expand its offer so that more experienced drivers can take advantage of the lower premiums its black boxes can deliver. It is particularly targeting those drivers who have previously had points on their licence and are therefore paying higher premiums. In addition, the company is looking to expand overseas, with the launch of a new operation in Canada aimed at both young and more experienced drivers. It will offer Canadian drivers the same benefits as their British counterparts, while staying true to ingenie’s core values of reducing car insurance premiums while creating safer drivers.
e d w erby, n a D d oke cester, London o b i fully Is in Le m and ils e r a ors Is or PD ingha se Deta t c u str AD ry, Birm ranchi n I e r r i t F Ou requ Coven uk for y l t o. ts, en urg orthan claim.c inac ts, N Not ww.jo w
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Towards your CPD: Standards Check
Who’s managing the risk? In this third of a series of articles that takes a look at the new Standards Check, Sue McCormack explores how to address the second competency of risk management.
W
ithin the competency of risk management there are five competency indicators: n Did the trainer ensure that the pupil fully understood how the responsibility for risk would be shared? n Were the directions and instructions given to the pupil clear and given in good time? n Was the trainer aware of the surroundings and the pupil’s actions? n Was any verbal or physical intervention by the trainer timely and appropriate? n Was sufficient feedback given to help the pupil understand any potential safety critical incidents? It should be noted that this competency is closely linked to the previous one, Lesson Planning, which I discussed in the previous article. As a result of the goal setting, agreed lesson plan, and appropriate route, the responsibility of risk and the way in which risk will be managed during the lesson needs to be considered. Managing risk is crucial to ensure that the goal(s) for the lesson can be achieved. All the competencies in the new Standards Check are inter-related and the assessment process will take the whole lesson into consideration. Let’s take a look at each competency indicator in turn:
1
Did the trainer ensure that the pupil fully understood how the responsibility for risk would be shared? Once the goal has been agreed you must
22 n OCTOBER 2013 n MSA NEWSLINK
consider how to share the responsibility for risk. If the pupil has said they would like to practise something on their own, you might simply state that you will keep the car safe. In this instance, for example, the pupil may have agreed they would like to practise emerging from junctions on a route that might last a few minutes and involve three or four different junctions in a reasonably quiet area. The pupil has said that they would like to drive this route with no help from you, their instructor, so that they can concentrate on approaching the junctions, assessing their speed and visibility and choosing a safe gap. You must allow the pupil to do this and, at the same time, be prepared to step in with instruction or the use of dual controls where necessary to keep the car safe. Similarly, if the pupil has agreed that the goal for the lesson is the turn in the road and that they will have achieved their goal if they can get the car turned around in three moves, then it might be that you do the observations. This is sharing the responsibility for risk. The pupil will be able to focus on the accuracy and control part of the manoeuvre, while you look after the observations. In both of these examples, the risk is shared to ensure that the pupil has the best possible chance of achieving the agreed goal.
2
Were directions and instructions given to the pupil clear and given in good time? If directions and instructions are given clearly and in good time then you are managing the risk effectively and enabling the pupil to focus on achieving the agreed goal. It might be that the pupil has decided they want to choose the route or drive on a previous route without directions. This is perfectly acceptable and,
in this case, you would not be expected to give directions. However, you may still need to give instruction if this is what has been agreed; or if a safety critical incident occurs. In these situations you must ensure that you are giving your instructions clearly and in good time. “Right, turn left here”, is a confusing direction where the trainer should have clearly stated, “At the end of the road, turn left”, or “take the second turning on the left”, so as to avoid the pupil turning right into someone’s driveway. Similarly, the timing of instructions and directions can be very distracting especially if the trainer barks them out late. This can actually increase the risk of being involved in a crash simply because the pupil becomes distracted and confused and may make mistakes.
3
Was the trainer aware of the surroundings and the pupil’s actions? Being able to observe the road ahead and behind as well as the pupil’s eyes, hands and feet is a vital part of risk management. It is your responsibility to ensure that the pupil is going to be able to cope safely with whatever presents itself on the road and to do this you have to be constantly assessing the whole of the environment. Say, for example, the pupil has agreed that they would like to focus on adequate clearance to parked vehicles along the high street. At the start of the session you have looked at the responsibility for risk and agreed that you will share it by ensuring that the pupil can focus on their goal while you manage any other hazards. On the route there is a pelican crossing which, at first glance, looks safe. There is no need to mention the pelican crossing because the pupil’s goal is specifically adequate clearance to parked cars. However, if someone now walks up to the crossing and presses the button
www.msagb.com
Towards your CPD: Standards Check
implicit call for action. Option 3: You decided to wait a little longer to see if the pupil was going to respond. You don’t want to interfere too early with their achievement of the goal – adequate clearance to parked vehicles. However, it is clear that the pupil is not responding so a direct instruction is necessary: ‘Slow down for the lights.’ Option 4: You decided not to give a verbal instruction and must now take physical action as the pupil is not responding, the lights are on red and the pedestrian is crossing the road. You use the dual brake.
then there is a potential safety critical incident and the next two competency indicators might be used to assess how the risk is managed.
4
Was any verbal or physical intervention by the trainer timely and appropriate? It wouldn’t be appropriate to talk about the pelican crossing if the pupil appears to be dealing with it okay and there is clearly no risk – unless pedestrian crossings are part of the goal for the session; or, the pupil has clearly said that they want to be alerted to other hazards outside of their goal. This is to do with understanding how people learn and very often driving instructors disrupt the learner’s learning by giving partly-trained instruction. In many situations the learner will achieve far more understanding about how to practically apply their skills and assess the risk involved if they can carry out the task in silence. This raises their
awareness of their personal strengths and limitations and therefore builds their responsibility. Constant verbal instruction while the car is moving can lead to a bombardment of the senses and a task overload where something has to give. Nevertheless, if you need to intervene to keep the car safe then it really doesn’t matter if there is a sensory overload… So, in the example cited earlier where a pedestrian approaches the crossing, you must now assess whether you will need to step in and take control in some way. There are four possible options to choose from: Option 1: There is no need to do anything. The pupil has already checked their mirror and eased off the gas in case the lights change. Option 2: The pupil has made no response and the lights are now starting to change. It is necessary to say something and a question will keep the responsibility sitting with the pupil for longer. You could ask: ‘Do you think you need to slow down for the lights ahead?’ This is a leading question with an
5
Was sufficient feedback given to help the pupil understand any potential safety critical incidents? In the situation above you must now decide how much feedback to give to the pupil. If you have intervened physically and used the dual controls then it will be necessary to ensure the pupil realises that you have taken action, reassure them and check that they are alright to continue until it is safe to pull up and discuss what has happened. In options 1 and 2 (and possibly 3) above, it may well be sufficient to continue with the agreed route and discuss the potential safety critical incident (the pelican crossing) as part of the debrief on the goal for the lesson – adequate clearance from parked cars. n My next two articles will concentrate on the final competency: Teaching and Learning Strategies.
TH
Established
SC HOOL
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.
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About the author:
E UOver 25 yrs RIVI LTIMATE D
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ADI income: Special report MSA Newslink has been sent a copy of the following report on ADI income. We would be interested in your views on its content. Is it a fair reflection of how you see driver training from a business point of view or is it entirely contrary to your current experience of the learner driver market?
ADI income falls as industry struggles to recover from recession
I
have been asked to provide an expert opinion regarding the income a driving instructor might expect to realise from teaching driving. In particular I have been asked to comment on the National Careers Service website section that deals with driving instructor income; to comment on the rates charged by driving instructors and the trading conditions in the learner driver market over the last five years. I will only be examining the car (Category B) learner driver licence acquisition market. This report will show that, in my opinion: • It is impossible to state with any certainty the presumed income of a driving instructor. There are so many variables involved and lifestyle choices that the instructor can make, that arriving at an “average” earnings figure while mathematically possible, if the data were available, which it is not, it is difficult and unlikely to be very representative; • The rates charged by ADIs now are between 10 and 20 per cent lower than they were five years ago; • Trading conditions in the L-driver market over the last five years have steadily declined and are at their lowest point so far. I have based my opinion on my knowledge of the driver training industry. The following is extracted from the National Careers Service website section, which deals with driving instructor income: “Full-time driving instructors can earn around £16,000 in their first year. “Average earnings for established instructors are around £25,000 a year, and experienced instructors can earn over £30,000 a year. “Income is based on the cost of the driving lesson and the hours worked. Lessons cost from £15 to £27 an hour, and instructors can work up to 48 hours a week. Car maintenance and other expenses such as fuel would also have to be paid for. “Instructors working through a franchise would usually pay a weekly fee of up to £300, but be provided with a car. They would also pay for their own fuel. “Figures are intended as a guideline only.” To look at these claims: Full-time driving instructors can earn around £16,000 in their first year. While it may be possible for a driving instructor in their first year to earn around £16,000, for many that figure is totally unrealistic. In my view it would be very unlikely that a new instructor could, in the economic conditions that have existed over the last five or six years, be able to build a business quickly enough to earn £16,000 in their first year of operation. Average earnings for established instructors are around £25,000 a year, and experienced instructors can earn over £30,000 a year. I have no idea what figures have been used to arrive at the averages stated. To my knowledge there is no research whatsoever available on individual instructor earnings. Entering “how much do driving
instructors earn” in an internet search engine will pull up numerous websites suggesting earnings similar to those stated. However, it is worth noting that all of these sites are advertising training for driving instructors and wishing to sell instructor training courses. Therefore, they tend to look at best possible scenarios. Income is based on the cost of the driving lesson and the amount of hours worked. Lessons cost from around £15 to £27 an hour, and instructors can work up to 48 hours a week. Car maintenance and other expenses such as fuel would also have to be paid for. I would suggest that the price spread shown is quite wide, I would think the spread would be more likely to be between £20.50 and £25, although special offers mean that lessons are available at low rates. The statement that instructors can work up to 48 hours a week might be considered a little misleading. A self-employed person can work as many hours as they wish providing they have enough business, as Working Time Directives do not apply to the self-employed. However, none of the driver trainers that I have contact with is currently carrying out paid tuition for 48 hours per week. There are two particular factors to consider in the hours worked equation. • How many hours a person wants or is able to work? Each one hour lesson usually takes a minimum of one and a quarter hours to conduct as pupils are collected from home, work or another location and time needs to be allowed to drop-off and pick-up pupils. In order for a driver trainer to give 48 paid lessons they would probably have to work 60 hours and allow extra time for administration, etc. Carrying out 48 paid lessons would probably involve around 65 hours work. Driver training is also a somewhat seasonal occupation. Few people start to learn to drive in the run up to Christmas. Bad weather in the first quarter of the year can also put off new starters while extreme cold, ice and snow prevents lessons taking place. Many students stop lessons during the summer months for various reasons. The busier periods for new customers are likely to be spring and late summer through to early autumn.
24 n OCTOBER 2013 n MSA NEWSLINK
Total hours worked during the year will also depend on the number of weeks worked per year, and allowances need to be made to take account of holidays including bank holidays and sick leave. • How many lessons are there available to work? According to the consultation paper “Modernising driver training: reform of the regulatory framework for approved driving instructors” issued by the DSA, there are currently 46,569 ADIs in Great Britain. The foreword to the document states “Around 750,000 people learn to drive a car each year. Research shows that 99% (742,500) of learner drivers take lessons from a professional instructor and that, on average, they pay around £1,500 for 50 hours of instruction each year. The total amount spent by learners on professional car driving instruction, each year, is therefore around £1,113,750,000.” The consultation does not state how many learners are spending £30 a lesson (£1,500 divided by 50); I suspect a tiny percentage. This figure is clearly somewhat false as the total spend appears to include licence and test fees and has clearly been rounded for simplification purposes. A simple calculation dividing the amount spent by learners on driving lessons by the number of instructors available suggests an average turnover figure of £23,916 per instructor. However, differences in rates charged and numbers of lessons carried out by each instructor vary enormously. Instructors working through a franchise would usually pay a weekly fee of up to £300, but be provided with a car. They would also pay for their own fuel. There are various other overheads that a self-employed person may have in addition to or instead of a franchise fee and fuel payments. For example, insurance premiums, car purchase costs, including finance and deprecation, car maintenance costs, including servicing, tyres, etc. Other costs such as equipment purchase computer, dual controls, vehicle signage, advertising, association membership and other allowable expenses need to be factored in too. Figures are intended as a guideline only: this final sentence qualifying the words in column one clearly indicates the
difficulty in arriving at the figures given. In my opinion, and from research I have carried out, I believe the average price of a lesson in Great Britain fell from high of £22.50 in 2008 to a low of £21.30 in 2011 and while increasing to £22.30 in 2012 it is still slightly below the 2008 figure. As the recession has made trading conditions more difficult for the driver training market, the number of special offers being made to learners has increased dramatically and that has reduced the income to driver trainers. While these figures are compiled from a random sample of driver trainers across Great Britain they do not fully reflect the charges paid by learners. Prior to 2008 special offers would usually be based on loyalty discounts eg, eleventh lesson free or price reductions for pre-payment. A quick look at the internet provides a variety of special offers. A typical one states: First ten lessons £99 and then £21 per lesson. Offers like this are conditional and are obviously designed to attract new customers and keep them. Clearly attractive to the customer they are also clearly detrimental to the income of the driver trainer. If the learner takes 50 lessons the average price of those lessons on this special offer is £18.78 each. The rates charged by driving instructors now are, in my opinion, overall between ten and twenty percent lower than they were five years ago. • Number of learners Driving test statistics published by the DSA show that the number of practical car tests conducted in Great Britain has fallen by 18.5 per cent over the past five years. There has also been a decline in the percentage of those passing the test that go on to take Pass Plus. At one time nearly one in five of new drivers took these extra lessons: now it is nearer one in 25-30. Trading conditions in the learner driver market over the last five years have steadily declined. There does seem to be some optimism among driver trainers that confidence is returning to the learner driver market but I believe it will be some time before this market returns to a buoyant level. • For more details see https://nationalcareers service.direct.gov.uk/advice/planning/ jobprofiles/Pages/drivinginstructor.aspx
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MSA National Conference
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 a new agency to regulate driver training and motor vehicle standards. So will you be there? We will be announcing more speakers and pricing soon but for the time being, save the date!
Your local MSA AGM The MSA has finalised the dates for all 10 of its regional training days and AGMs for 2013. Details of venues, timings, costs and speakers will be announced in due course, but make a date now of your local event and keep an eye on the regional pages of our website (www.msagb.com) for information as it becomes available October 20 Eastern 21 South East 27 North East
NOVEMBER 3 Scotland 9 South Wales 11 Western 16 Greater London 17 West Midlands 18 North West 24 East Midlands
More details on regional AGMs: see pg 18
NOV. 03
oct. 27 NOV. 18
NOV. 24 oct. 20
NOV. 17
NOV. 09
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oct. 21
NOV. 16
MSA NEWSLINK n OCTOBER 2013 n 25
Towards your CPD: Lesson planning
www.msagb.com
Steve Garrod considers the need for constant assessment to sit at the heart of lesson planning
T
here has been a lot of interest in coaching and client-centred learning recently, however the one thing that often gets overlooked when planning a lesson is assessment. Assessment is an essential part of teaching someone to drive because it confirms prior learning and helps you to plan for future lessons. Assessment types include initial assessment (at the beginning), formative assessment (ongoing) and summative (at the end). Initial assessment as far as an ADI is concerned often means a recap. It is important to recap at the beginning of each lesson for a couple of reasons, first to confirm prior learning and second, to identify what still needs to be learnt. Within the initial assessment specific questions can be based on the key learning points from previous lessons. It is also worthwhile finding out what learners feel is going well or not so well, or what they feel they still need to achieve (known as self-assessment). I am sure a lot will be written about this in the next few months as the DSA looks to change the way it conducts its ‘client-centred’ Standards Check. A recap sets the scene for the rest of the lesson. It also warms the student up and reminds them of what they can do, can’t do and what they are about to do. A common fault is assuming that learners can remember what happened during their last lesson and are ready to continue where they left off. A good lesson is one that links the last one to the next one. There is a well-known saying, ‘we teach from the known to the unknown’; therefore starting a lesson with something familiar is a good example of this expression. One of the reasons instructors slip up on their check test is because their lesson bares little relevance to previous learning, therefore the learner is unable to relate to prior learning. Without initial assessment it is hard to demonstrate that this has been accomplished. For example, if the previous lesson was turning left at junctions it is important to ask questions on this subject before moving on to turning right. Part of the initial assessment could also include a couple of left turns before starting the new subject. This is known as diagnostic assessment (think of diagnosing a problem). It is unrealistic for anyone to remember everything from their last lesson and then start something new in the next one. This form of assessment helps to identify a learner’s current skills, knowledge and understanding towards a specific subject. Sometimes learners are able to recall the MSM routine but are unable to put it into practice, or vice-versa; so ensuring that both theory and practical are assessed means that you are able to fill in any gaps that might not have shown themselves up until a later stage of the syllabus. As the lesson progresses it is just as important to continue with ongoing assessment. This is generally carried out informally and is used to review progress during a lesson. This is where learners can be guided through new subjects, such as turning right across the path of traffic at a junction. They can be reassured that what they are doing is correct, eg, the correct use of mirrors or their speed on approach to the side road. Questions can also be asked at appropriate times to reduce the risk of faults being made. Asking a simple question or observing their actions can help assess how the
26 n OCTOBER 2013 n MSA NEWSLINK
‘If, while they are approaching the junction, you don’t think they are going to look into the new road, for example they are staring at oncoming traffic, you could ask “is the new road clear?” ’
The MSA is an accredited Awarding Body and training courses are run by Steve Garrod who has been involved in teacher training courses for over 20 years. For further information email: msacpd@ gmail.com
Assessment on the go is central to good lessons learner is progressing. If, while they are approaching the junction, you don’t think they are going to look into the new road, for example they are staring at oncoming traffic, you could ask “is the new road clear?” Once the turn has been completed you could pull them up and ask them for feedback on the manoeuvre. If they don’t realise their mistake you could ask them why you asked them if the new road was clear. The chances are they will know why but at least they will have the chance to come up with the correct answer, and you can give some praise. Another form of formative assessment is allowing the learner to drive around a similar circuit with minimal input from the instructor. Using short tasks such as this encourages independence and makes the lesson more interesting, it also highlights any areas for further development. In addition, it gives the learner a chance to reflect on their performance. Summative assessment usually happens at the end of a lesson. Such a task would be more formal, for example, asking them to follow a series of road signs or drive themselves home. The learner would need to know what is expected of them, eg, to put what they have learnt into practice and feedback will be given at the end of the task. This is exactly what happens in a driving test, which is summative assessment. Teaching learners to only pass their test does not maximise their ability and potential and certainly doesn’t prepare them for a life on the road, however
teachers and instructors do have a duty to prepare learners for their final examination. If nothing else it helps to prepare them mentally. We can all recall capable drivers failing their test due to them falling to bits on the day, which is often a fear of the unknown. The ideal form of assessment is known as holistic, it simply means assessing several aspects of the subject at the same time. ADIs do this quite naturally. Asking questions on the move, observing driving ability, planning specific routes to assess competence is specific areas, such as busy high streets or joining a dual carriageway. Ann Gravells, the author of the Preparing to teach in the Lifelong Learning Sector, explains that “demonstration of a skill often implies the knowledge required to perform that skill, however, use of questions will confirm understanding.” At the end of the lesson, the use of selfassessment can be useful. Asking the learner what they have learnt during the lesson reminds them of what they have learnt and what they still need to learn. It could be something that you hadn’t intended to teach them; for example, how someone dealt with an emergency vehicle. Unless the question is asked you will never know. Encouraging self-assessment will also help the instructor to find out how the learner is thinking and how confident they are. It also means that the instructor can evaluate their own lesson and make changes if necessary.
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Regional view:
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» » » The MSA’s nationwide network of editors with the news and opinions that matter at local level
Bad drivers cannot be allowed to pin the blame on the elements COLIN LILLY
Chairman & Editor, Western
In early September I came close to writing the third in my protracted series of articles on fatal multiple pile-ups. The incident on the Sheppey Crossing involving 130 vehicles came close to filling the requirements. Fortunately in this instance, no fatalities occurred although eight people were seriously injured. As at the M5 Taunton incident in November 2012, it involved a major road crossing a water course, when in certain climatic conditions, almost a micro-climate, foggy conditions can occur. Once again there were allegations that drivers were driving too fast, too close and without lights on I have thought about possible solutions to locations with this repeating problem. Should there be a sign on approach stating ‘This Road is Subject to Fog for the next x miles’? I suspect there would be accusations of taking action after the event. My preferred sign would be ‘All Drivers with Low Driving Skills Please Leave at the Next Exit’. I doubt if many would react. The drivers that do react will probably be with the ones who are least in need. Following the incident, as always, the media came forward to support the perpetrators. Using such terms as ‘accident’, they carried stories about concerns about the lack of street lighting. None of this helps the drivers accept responsibility. Reading some internet news reports I came across phrases such as ‘the fog caused the accident.’ This is not far from a tree being blamed when a driver drives into it. Other interesting comments from drivers involved in the situation were: ‘The bridge should have not been open’. Should this be interpreted as ‘I am incapable of making my own decisions’? ‘By the time there was a problem it was too late’. So you’re not superman after all. ‘The visibility was down to 30 metres, I was only driving at 50[mph]’. You’re not helping your case with that phrase. ‘Other drivers were speeding past me’. It was them not me! The problem with the media carrying reports of this tone is that it supports the truly dangerous drivers by providing then with absolution because it was not their fault. I accept the police have an almost impossible
28 n OCTOBER 2013 n MSA NEWSLINK
Contact e: cglilly@bt internet.com t: 01934 514336 07768 367056 a: 7 Bampton, Tamar Rd, Worle, Westonsuper-Mare BS22 6LD
Don’t forget MSA Western Conference and Training Day Monday, 11th November 9.30am for 10am start - finish 4.30pm Devon Travel Academy, (formerly Devon Driver Centre) Westpoint, Clyst St. Mary, Exeter EX5 1DJ
task of untangling the mess to find the guilty parties. My first instinct would be to prosecute every driver involved. However, I appreciate that within that large group of vehicles some were being driven sensibly and did stop before a collision, only to be shunted from behind, so fairness must prevail. The guilty escape justice. n v n v n v I was recently contacted by a member concerned about the actions of another driving school in his town. The member’s pupils had come to them saying that another instructor was contacting them through Facebook asking to be their ‘friend’. This was being done via the pupil’s Facebook friends list on their Facebook page. This provoked a number of thoughts in my mind. I accept that, as with most internet activity, it is not illegal. I do consider it to be unethical, however. I accept that Facebook is a reasonable marketing tool to advertise a driving school. Beyond this the onus is on the individual potential pupil to enquire further. The action may have had the opposite effect. The pupils were loyal to our member in the fact that they came to tell them it was happening. They were also a little concerned and uncomfortable that an older adult was contacting them in this unexpected way. I think the one aspect that the Facebook
Traffic chaos: The scene of the Sheppey Crossing pile-up. Despite the number of police present, the culprit for incident – someone called ‘fog’ – got away without being charged
marketer had not considered is that the teenagers are often concerned about this type of contact. I am reliably informed by my teenage grandchildren that they would regard this as ‘perving’, to use modern youth parlance. Once again the message has not been received in the tone it was intended. n v n v n v Now is the time to book your place at the Annual Regional Seminar and AGM, which is being held this year on MONDAY, 11 NOVEMBER. We are returning to the Devon Travel Academy in Exeter. We have been able to maintain the same ticket price as last year, £30. All tickets must be booked in advance. However, if you book before 28 October an early-bird discount applies and you can obtain your tickets at the reduced rate of £25, a saving of £5. It is an all-day event and we can promise you a day that will assist your business in 2014. Topics will include the new ADI Standards Check, the use of technology in driver training, and all the latest news from the MSA and the driver training industry. More speakers and topics are currently being negotiated. The event runs from 10.00 am until 4.30 pm. Lunch, refreshments and a CPD certificate are included. A period of respectful silence will be observed at 11.00 am. Tickets can be obtained either on-line at the MSA website or by sending a cheque payable to MSA Western to me at the address left. We look forward to seeing you there.
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Haynes fixes up great event Rod Came p30
I may be sticking my neck out here or making myself look silly, but here goes anyway. Clientcentred learning? I am somewhat confused. I keep hearing such gems as “Everything has to be done differently, and you must learn the NEW way of teaching”... “You don’t need to change anything, just do what you’ve always done.” Now if those two statements are not poles apart I don’t know what is. I am trying to embrace all the new ways, some of which I have been using for years, but what is getting under my skin is how the Standards Check will differ from a Check Test. The way I see it is, if mixing the ‘old’ methods with the new, we will be in a no-win situation. I will try to explain! On a Standards Check the client and you agree to start on reverse round a corner. When they reach a suitable place you ask the client how they would like to proceed, go it alone and have a go, or explain, demonstrate and talk through. Client decides to have a go and they make a complete mess of it. Where as if they had been talked through it they might have at least got it pointing in the right direction. So Mr Examiner can mark you down for not keeping control of the session, or you intervene so that they don’t mess up completely and you get marked down for taking away the independent element of CCL. You are damned if you do you are damned if you don’t. At what point is intervention acceptable? I am sorry if people think this is basic and silly but I would rather get it right than stumble along and hope nobody notices. I believe that asking if you’re not sure is better than trying to bluff your way through and as the old saying goes, you are never too old to learn. It was good to hear from Angus Hannam, a colleague in the Lincoln area, who is concerned about the road signs in and around the city (see Letters page). It is the same around Grantham; I intend to go around our area and take some pics so that all members can see what we suffer from. I am sure that it is not just Lincolnshire, however. Perhaps a national revolt might get the councils moving, after all it’s not that long to a general election so ‘votes count folks’. I have to agree with regular Newslink contributor Robert Ridley in that we must all get on to our councils and make a stand to get things sorted. I know Robert and myself didn’t see eye to eye on the use of shared space schemes but where there are markings and signs they should be prominent and useable; that is something we do agree on. How can we expect learners to get it right when things like this constantly go against the grain, so to speak? Now for something completely different. Recently I had the job of taking my daughter and fella to Birmingham Airport and a week later, collect them. I found that the new lane hogging law appears to be working. We travelled to a different part of Birmingham on their return so we went via A52/A46/A50/A38 and on that journey every driver who overtook us returned to lane 1, even white vans and BMWs. I was pleasantly surprised, although the tailgating law seems to be a little less adhered to. Let’s hope! One thing that didn’t go according to plan was parking at the airport as I waited to collect them. We got a call from the pair saying they were through customs, the carousel was moving and
First Car causes concern John Lomas p33
Put an end to the ‘bottom feeders’ Tony Phillips p34
CCL runs risk of leaving ADIs feeling ‘damned if you do...’ DAVE pepperdine Editor, East Midlands
they would not be long. So we parked in the short stay car park. Price: 10 minutes for a £1, 20 minutes for £2, 30 minutes for £7, then £5 for every further 15 minutes. On return to the car park the ticket informed us it would cost £7; fair does. When the said amount was thumbed into the machine it kept throwing it back. After three attempts we moved to a different queue and this one did the same thing. Third attempt, the same. After pressing all buttons available a voice at the other end told us we could pay by card at the exit. On reaching the exit it had rocketed to £12! WHAT A TOTAL RIP OFF. There is nowhere to park outside the airport except in a country lane, not a wise thing to do at 01.30 hrs in the morning. Something needs to be done, and that ain’t me. Reading last issue’s articles, I couldn’t help but agree with my fellow editor Paula Morris. It sounds like her area is a match for ours with new housing going up on every postage stamp of ground, and mixing housing with industry. It all ends up in tears (and traffic queues). We have the extra problem that our ‘local’ MP is none other than Nick Bowles who seems intent on having housing in every green space that is available and when I say available, I mean any green space even in national parks such as Dartmoor. I am going to be controversial again. Here is a question: Do you pigeonhole drivers and their cars? I am afraid I do. For example: A silver grey Mondeo with a few scratches around the edges, quite dirty with brake dust-stained wheels, invariably the windows are ‘cloudy’, the driver’s one open with fag smoke blowing out. At least half a dozen parking stickers plastered on the screen, a card stuck on the rear window just where the rear view should be, stating that mummy’s little brat is on board.
What do you reckon? My view: This car will be driven at well up to and over the speed limit, right hand corners and junctions will be cut and the look you will be given by the driver that is hanging on to the 12 o’clock position of the wheel as he slices past you turning right is enough to make you quake in your shoes. Then what about the Saxo, slammed ( Lowered suspension) to within three inches of the road, enormous wheels with jagged edges where they have been kerbed, the obligatory row of stickers on the wings stating... well, not much at all. The doors are throbbing from the 110 decibels being ear-splittingly ejected from within and the guy ‘driving’ it is almost invisible in his semireclining seat apart from the hair, which is poking up in the ‘fingers in 240 volt socket’ style. Oh, and the tail pipe has been rescued from a catering pack of baked beans and sometimes sounds like the beans were still in the can! How’s that one being driven? That’s just two examples. Am I just a grumpy old man or is there a smidgen of truth in there? Your responses would be welcome, positive or negative. If it gets you responding then it has all been worth it. You may even have something to say about driver training too! Well that’s about it for now Keep well to the left Until next time. My Email and phone numbers are on this page so keep in touch please – and don’t forget to book for the training day and AGM!
Contact Dave Pepperdine can be contacted via e: pepsphx7@ hotmail.co.uk
Sunday, 24th November 10am start - finish 4pm
King Power Stadium,
East Midlands
Lineker Suite, Filbert Way, Leicester LE2 7EL
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Kirti Patel-Sidat - Leicester City Council n Imogen Cox - Cartwright King Solicitors n Graham Feest - AIRSO n Martin Brown - Network Rail Price £37.50 Early Bird Price £35 if you book before 11th November MSA NEWSLINK n OCTOBER 2013 n 29
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Regional News: South East
ROD CAME Editor, South East
Haynes Ford Garage Meeting You missed a good meeting – well, not all of you because a good many turned up. It is appreciated that not everybody can get to Maidstone, Kent especially when the M25 is stationary from Leatherhead to Sevenoaks, a distance of about 20 miles. Oh, the wonders of modern transport. Sorry, I digress. Happily both the speakers made it. Jo Chapman gave an insight into the new Standards Check which may or may not be considered a revamp of the Check Test we all know and love. It appears to me that the new requirements seem to be several steps higher than the previous test. Is this a subtle way of the DSA reducing the number of ADIs on the Register? I wonder. One big problem to my mind, which was confirmed by the ADIs present, is that it appears to be impossible to cover all the headings in the time allowed. Ideally a score is needed in every box under each heading, the total score determining your grading, or continuation to be able to work as an ADI. It may be a struggle to obtain a good grade. We shall see. What the new grading system will be was another item for discussion, along with, should Standards Checks be paid for separately from the registration fee. That could work out expensive for some. The subject of the new Standards Check and all it implies will come up for more discussion at the MSA(SE) Training Seminar on 21 October at Crawley. For more details see the advert on this spread. This is an occasion not to be missed AND please note that this event is FREE to all who attend. The second speaker Terry Friday, who I first came across when I was a student at the Kent Police Driving School where he was an instructor. He gave a very amusing insight into his entry to the police and his career from there forward. I have rarely seen an audience more engrossed. It must be said that Terry’s interest is in motor cycles rather than cars, but so what. Haynes Ford Maidstone provided an ideal venue where we had the privilege of using their training room, which is festooned with historic photographs and awards relating to the company’s past. Our thanks go to them for that opportunity and an excellent buffet enjoyed by one and all. Eyesight checks Currently there is a subject involving driving which is being discussed at some length outside of the driver training industry which may give some ADIs an opportunity to expand their business. It has been raised by GEM Motoring Assist, which has recently highlighted the problem of older drivers. Not that all older drivers are a problem, but it has to be accepted that there are people driving on the roads of this country who should not be due to infirmity, generally due to old age. This is a subject that attracts headlines in the national daily papers on a regular basis, often following a serious or comical incident relating to the antics of an elderly driver. These news stories vary between somebody driving for a number of miles in the wrong direction on a motorway, to
30 n OCTOBER 2013 n MSA NEWSLINK
Haynes fixes up a great event for the South East region deciding that they no longer should. Equally, there are those whose driving can be improved by some refresher training, training which would then keep them safe on the road for another few years. Some pleasant marketing could keep them coming back on a regular basis for driving check-ups, and this being a service demanding more of your skill than just providing a learner lesson it would, of course, attract a higher fee. Organisations such as the W.I. or AGE UK have local groups that meet regularly and are often searching around for speakers. Giving a talk to your local group would put you in touch with the people you are targeting, either themselves or maybe their parents or grandchildren. It would only take a couple of hours of your time to reap considerable rewards.
MSA South East chairman Jo Chapman with Neil Treserden, new car sales manager, Haynes Ford Maidstone
Contact e: camedt@one tel.com t: 01424 883333 / 07930 842833 a: Crown Cottage, Cackle Street, Brede, Rye, East Sussex TN31 6EA
parking their car in a neighbour’s swimming pool. Unfortunately the reported incidents are only the tip of the iceberg. Many more occur but are not of sufficient severity to warrant the attention of the authorities and therefore pass under the radar, until something serious happens – by which time it is too late. I am sure that many of us have had a learner driver say that their granddad/grandma is still driving at age 80 or more, and that their driving is so bad Mum won’t let me go in the car with them. So what can you do about it? If you are an enterprising sort of person you could speak to Mum and suggest that perhaps her parent would like a driving assessment, a thought that she will initially shy away from in all probability, but you will have sown a seed which will may prove its worth to you eventually. If you live in an area where there is a higher than average number of older folk – some coastal towns in Sussex spring to mind – there may well be a source of untapped income to be linked into by providing driving assessments for the older population. My experience is that there are people who know they should not be driving but need that extra push to step over the threshold to the point of
MSA Members Forum I have recently had a look at the MSA Members Forum on the website which is disappointingly bare of posts. I am really surprised that there are not more topics under discussion. In my experience ADIs are not usually short of opinions on everything from the weather to the state of the economy, so where are all those viewpoints. Surely there are opinions about the new Standards Check which DSA is about to introduce. How about the price of fuel as a discussion point, the proposed Modernising Driver Training consultation? There must be a thousand and one things that irritate ADIs, or subjects upon which advice can be given to benefit of all. I shall check again next month to see if the Forum has sprung into life.
MSA(SE) 2013 Seminar & AGM
There is an opportunity for you to keep up to date with all the changes that are occurring in the driver training industry by attending the MSA(SE) Training Seminar. Although the DSA has deemed CPD is not compulsory, a wise ADI keeps informed of changes in the industry, alterations to road traffic law and seeks out new business opportunities. So attendance at events like this will the enable astute ADI to keep on top of their game. This year’s important event will be held at Motorline Nissan, 1 Gatwick Road, Crawley RH10 9DE on Monday, 21 October, doors opening at 6.15pm for a 7pm start. The speakers will include Peter Harvey MBE, MSA National Chairman and Jo Chapman MSA(SE) Regional Chairman – and it is FREE to all who attend.
www.msagb.com
Regional News: North East
Speakers Warwick Downs and Simon Gledhill from the DSA flank MSA general manager John Lepine
Meeting gets us all ready for the Standards Check successfully answered all questions posed! We would like to take the opportunity to say a massive THANK YOU to Marshalls Honda for hosting the meeting, provided the most delicious refreshments and allowing the members to look over their vehicles. They gave each attendee a free winter pack for their vehicles, a lovely gesture on their part.
PAULA MORRIS Editor, North East
The MSA North East recently organised a garage meeting at the Marshalls Honda in Hull. The meeting was very successful, enjoyable and informative, and those who attended clearly took a great deal away from the event. It was great to hear MSA General Manager John Lepine speaking about the dreaded new Standards Check, which arrives April 2014. He broke the key areas down piece by piece and explained the new scoring system. He stressed how much the new check was being linked with the National Driver & Rider Training Standard and it was imperative all ADIs were up to speed on this document. Also in attendance were our local DSA examiners, who were great sports for participating in a very open question and answer session. What’s more important, they
Like all good ADIs I keep abreast of all relevant ADI news and views, and this story caught my eye in one of the rival publications to Newslink: “SEAT drivers are the most likely to make an ‘at fault’ insurance claim! This is according to Moneysupermarket research... Kia & Mini owners were the next most likely... and at the bottom of the list Subaru, Smart and Fiat drivers are the least likely to make a claim on their insurance.” Apart from the obvious fact that it is just a marketing press release dressed up as a story, that little gem makes me say ‘really???’ That’s surprised me. Not really sure the real reason behind my surprise, but maybe my opinion of certain car drivers on the road these days needs reviewing. I wouldn’t have put the SEAT drivers of the world in the category of being the most at fault!
Seminar & AGM Monday, 21st October
South East
6.15pm for 7pm -10pm
Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Jo Chapman MSA (SE) Regional Chairman ADMISSION FREE n No need to book just turn up on the night n Free refreshments and buffet n Find out about the NEW Standards Check Venue:
Book your place now at www.msagb. com/ services/ sv-sales02. asp or call 0800 0265986
Motorline Nissan Crawley, 1 Gatwick Road, Crawley RH10 9DE
Another article that I found I read all the way from beginning to end. It was headlined Drivers confused by dash warning lights. The stats on this one state that 70% of drivers can’t find the tyre pressure alert. Hmmm! It also stated that a Mercedes E-Class has 41 warning and information symbols! I repeat, 41! I would think the very expensive manuals in their fancy wallets will need to be utilised far more than they ever have. To know your way around that dashboard the manual will become as important to the driver of the vehicle as... let’s say... the steering wheel! Just to remind you all that our AGM is booked at the Gomersal Park Hotel BD19 4LJ. It opens at 9am until 4.30pm. We have some great speakers booked: Peter Harvey, MSA national chairman, Andy Guile, Richard Bacon, Trevor Wedge, the former chief driving examiner, and Mac Mcdade The Early Bird Price for the day is just £35 and this includes a fabulous lunch and delegates’ pack.
Is tly AD en d in g e W ur ed NO ne rk Yo
Contact
• You can contact Paula at Paula@learner driver.co.uk
North East Sunday, 27th October
Registration 8.45am - finish 4.30pm
Gomersal Park Hotel, Moor Lane, Gomersal, Cleckheaton BD19 4LJ
Speakers already confirmed n Peter Harvey MBE MSA National Chairman n Karl Satloka MSA North East Chairman n Mac McDade n Andy Guile n Trevor Wedge n Richard Bacon
Price £45
including tea/coffee, lunch and conference pack
Early Bird Discount £10 discount if you book before 12th October
Book your place now at www.msagb.com/ services/sv-sales02.asp or call 0800 0265986
Chris & Jane’s Driving School
We’re looking for new ADIs to join our team
Established driving school operating in North Yorkshire For more information on the opportunities available call us on 0800 917 2217 / 07730 554854 or see www.chrisandjanesdrivingschool.co.uk MSA NEWSLINK n OCTOBER 2013 n 31
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Regional News: West Midlands
Peugeot makes ‘mute’ work so the car radio doesn’t drive me ga-ga TERRY PEARCE
Editor, West Midlands
Members and readers may recall that in the July issue of Newslink I reported on a strange quirk with my tuition car, a Peugeot 208. For reasons best known to the manufacturer, the radio cannot be turned off. You can mute it, but it reverts back to standard volume if the engine is turned off and on again. I had a bit of a battle with the manufacturer over the summer until I got in contact with the company’s press office, who promised me that an upgrade to the stereo system would be available ‘soon’, and that it would remedy the fault. I thought I’d update you on progress. The good news is, at last, I am not being driven ga-ga by the 208’s radio. Kevin from public relations at Peugeot got back to me with more news on the upgrade, which he immediately arranged to have installed. While there is still no actual ‘off ’ button on the radio, now when you ‘mute’ it and turn the ignition off, it stays muted when you turn the ignition back on. It is a great improvement but there are still some minor downsides. If you have the traffic updates activated they override the mute and if, while taking control of the steering, you hit the radio’s control buttons on the steering wheel it comes back on, but they are minor problems compared with it coming on every time you turn the ignition on! I am told the upgrade is widely available. If
32 n OCTOBER 2013 n MSA NEWSLINK
you own a 208 (or other Peugeot) and this annoys you as much as it did me, don’t wait until your next service, get it done now. It took about 30 minutes. n v n v n v I am a bit of a hoarder and while sorting through some files found a letter from the DSA sent to me in 2006, about letters being ‘lost in the post’. Having read John Lepine’s comments in June’s Newslink about an ADI who won an appeal against being struck off for missing a check test because he did not receive two letters, it was nice to see a letter from the DSA admitting that one of their letters was “presumably lost in transit”. What was interesting at the time was that previously the DSA had also claimed, during a phone call I made to them, that a missing letter about renewing my ADI registration had also ‘got lost’ in the post. n v n v n v I love the comments that some of my pupils make. While going past two parked buses with a relatively inexperienced pupil she was confronted with a man who was oblivious to our presence, walking out from between them. I used the horn to warn him and explained why I had done so to the pupil. Her reply was “I thought that it [the horn] was just for road rage”! Some other comments make good sense. One young lady taking her theory test was penalised for clicking too often. She said that the hazard she had clicked for kept coming so she kept clicking, which thinking about it makes good logic. Driving is about constantly assessing the situation and if your action does not work you would automatically keep taking action.
n v n v n v Just to remind you that our annual training day and AGM has been arranged for Sunday, 17 November at the Stonehouse Hotel, Stone, Staffordshire. If you have never been to one of these events then please give it a try, I guarantee you will have an informative day out. Speakers include MSA General Manager John Lepine MBE, Mark Magee ADI Registrar, Tim Clark from Network Rail and Russ Middleton from Delmont ID. We have managed to keep our price the same as last year, £40 for members, and £50 for non-members, but there is a £10 discount for early bird bookings which we have put back to 18 October 2013. Bookings can be made online or telephone MSA Head Office on 0161 429 9669. You should also receive a letter from our main sponsor, Robins and Day. A number of you prefer to send your booking direct to me, which is fine, but can you please include your phone number so I can confirm I have received it. I will give everyone a receipt on the day.
Contact e: terrysom@ aol.com t: 02476 335270 a: 20 Brownshill Green Road, Coventry CV6 2DT
Anything wrong with this picture? I am not sure how long these signs were like this, writes Terry Pearce, but I took this picture one weekend. Surely they would not do one side on the Friday and then finish it on the Monday. Would they?
MSA West Midlands Training Day and AGM Sunday, 17th November
9am for 10am start finish 5pm Stone House Hotel, Stafford Road, Stone, Staffordshire ST15 0BQ Speakers include: John Lepine MBE MSA General Manager Mark Magee ADI Registrar Tim Clark Network Rail Russ Middleton Delmont ID Price £40 Members: £50 Non Members Early Bird Discount £10 discount if you book before 18th October
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Regional News: North West
First Car errors make sorry reading JOHN LOMAS
Editor, North West
Have you seen the recent issue of First Car magazine, which is published by Ingenie and supported by the Driving Standards Agency? I would like to ask those behind it, who is responsible for the content, particularly the driving advice content? From what I understand, this magazine will be presented to all candidates this year In particular, the article on pg22-23, Life in the Fast Lane, contains some ‘interesting’ items. Before I describe what I think are errors in the text and diagrams, I should point out that our publishers asked for permission to reproduce a diagram from the magazine from its publishers, but they didn’t give permission. We didn’t want to fall foul of any copyright issues, so we’ve decided to go without the diagram. It may help if you grab a copy to follow this, but if you don’t have one handy I’m sure you will get the point I’m making. Anyway, back to pg 22-23. The diagram is a drawing of a three-lane carriageway, both directions, with cars undertaking a series of manoeuvres. The diagram has nine large circles carrying key points. One involves overtaking, and contains the following advice: “That means you signal, check
it’s clear then pull out to overtake”. What happened to check BEFORE signalling? Elsewhere on the diagram, a picture shows three cars following one another in the inside lane. Why have the publishers drawn this part of the diagram showing vehicles obviously following too close to the preceding one, and also moving out far too late for a safe overtake manoeuvre, without also having text explaining that the diagram is showing bad practice rather than good practice? I know it is just a diagram but this is meant to be giving good advice to novice drivers. The pages also carries ‘Five Key Steps for staying safe’. The fourth states: When changing lanes... “Before you make any move, always check over your shoulder to make sure you are not cutting anyone up – and don’t forget to signal before you do this.” Signal before checking AGAIN! The fifth of the Five Key Steps states: “When you come to leave the motorway, ease off the gas before you leave lane one”. Excuse me, but the normal advice is, unless traffic ahead dictates otherwise, maintain speed on the running lane and start to decelerate AFTER entering the deceleration lane. Personally, when teaching, I always add, particularly after a long motorway leg, once you start to decelerate test your brakes to ensure they will do their job. If there is a problem you then have the maximum available distance to shed speed by alternative means. Elsewhere in the magazine, advice on page 40
Contact e: johnstar driving@ hotmail.com t: 01254 705999 m: 07796 091767 a: 7 Devon St, Darwen, Lancashire BB3 2JZ
More North West news: See page 34
North West AGM and Conference I hope you have left room in your diary to include the date of the MSA North West Regional Seminar and AGM. It’s being held on Monday, November 18, at Blackley Golf Club. It’s the same venue as last year. The staff looked after us well, served a good meal at lunchtime and the room we’ve booked is the right size for our needs. It also helps that the venue is well-served by the local road network, with easy access from the Manchester conurbation, down from Lancashire, up from Cheshire and across from Merseyside. Please note there have, of necessity, been a couple of changes to the speakers. You can see the
states “changing a battery because the engine doesn’t turn over means it is on it’s way out so replace it before it fails completely, leaving you stranded.” I know one person who has done this about three times in the last couple of years and changed an alternator as well. In fact, the alternator is something I would be checking before changing the battery. Eventually he found out that there is a rechargeable battery, something like an AA behind the instrument panel, and it was this battery failing which had caused his main battery to lose charge while the car was parked up on his drive over a week or so. I have also had a brake pedal which occasionally failed to return high enough to extinguish the brake lights (probably a bit of drag from the cable duals). It meant that if I failed to walk round the back of the car when leaving it and I didn’t spot that the lights were remaining on, the battery would be discharged the following morning. This has happened four or five times in the past two years but the battery is still going strong. It won’t be a problem in future as the duals have now been removed and the car insured for private use. Whether that will result in cheers from my readers I do not know but I will still be putting in my penn’orth until rejected by our membership. (Good to hear - Publishers)
MSA NORTH WEST CONFERENCE
revised line-up in the advert (right); I hope you’ll agree it offers something for everyone. I am looking forward to seeing many of our regional members and, hopefully, some nonmembers to whom we can show the benefits of belonging to this association. At the heart of the day we’ll hold our AGM. The price or the day is just £25, or £30 for non-members. Please make a note to join us, it should be a great day and the ideal opportunity to find out what’s happening in the industry, put your point of view across and network with your peers. Schematic map of route to Blackley Golf Club
MSA NEWSLINK n OCTOBER 2013 n 33
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Regional News: North West/Greater London
NVQ rejection reflects concerns over impact on one-man bands
TONY PHILLIPS
by John Lomas MSA North West
Hemel Hempstead seminar
I notice that the MSA membership, or at least those members who let head office know their views, have responded in the negative to the NVQ proposals. I have no problem with that even though I responded individually in the positive. I also saw Ian Leadbetter’s letter in September’s Newslink explaining why he is against it. I think the variation in views might be dependent on how one sees that proposal being carried out, as well as those small or one-man business instructors who don’t want to lose their PDI training. I have experience at the college where I do some driving work with our land transport team, which delivers Cat D CPC and also some 3.5-tonne to 7.5-tonne driver enhancement programmes, and yes, they do use ADIs for the on-road modules of the various courses they deliver. I could see them as quite capable of delivering an effective instructor’s NVQ, whereas a current ADI training school might not be able to do this unless they also have a formal educational background. This is the problem which John Lepine highlighted when he complained about the shortage of time for the consultation and the fact that much of the consultation content differs from that previously discussed at the joint meetings.
What is the purpose of this roundabout in Swindon? (see picture below)
I know Swindon isn’t in the North West, and that this is the second item from me on that town in two months, but I spent some time there with my daughter’s family during the holidays. This item was actually brought to my attention by my daughter, who saw a piece about it in one of the local papers. I asked the paper if they would be interested in letting me use their photo but they wanted too much of your money for permission to use it, so I obtained it myself. What is the idea of putting a roundabout part way along a piece of road where there isn’t a turning off? If they really wanted a traffic calming measure, surely a single or double build-out pinch point with directional priorities appropriately signed would be best. Instead we have here an arrangement where there is a clash of priorities, each direction having to give way to the other. The lines are normal double GW lines rather than mini-roundabout single lines and there is actually insufficient room for anyone to do a full 180 degree turn in order to return from whence they came.
No doubt there will be drivers who will try to turn round at this feature and because there are some junctions along this fairly long road I can just imagine a stranger to the area who has been given directions to an address, such as “when you are on xyz road turn left at the 2nd roundabout” trying to do so here, because this one is the second one from either end of the road. This road has a total of 21 junctions and just two of them have mini-roundabouts and within about 100yds there is a properly signed build-out traffic calming measure with a platform hump as well. It might be argued that the local person giving them the directions will ignore this when counting but then, of course, the stranger might not. It is on Cranmore Avenue and I would be interested to know if it appears on any of the Swindon test routes and how the local instructors have found it works.
Yellow line update
Remember the picture of the car breaking into the double yellow lines (Newslink Sept 2013 p40). Apparently the person whose car was preventing the correct painting of those yellow lines was on holiday. Here’s the interesting bit. On his return he popped out to the shops. Within 10 minutes of moving his car the council had been round and completed the lining. I have this picture in my head of a lining team sitting in a readiness room during late August or early September and getting a ‘scramble’ call from the early warning system, the modern-day equivalent of the Spitfire and Hurricane pilots 73 years ago. A bit irreverent I know and I certainly intend no offence to our country’s heroes.
Highway Code
The Department for Transport has done it again. They have changed something that worked well and ruined it. First it was the DSA’s own website, then it was the DVLA’s site though while it was the DfT site you could still find information fairly easily. However the .GOV site is about as useful as a chocolate teapot. You can find information as it applies to an individual but it is virtually impossible to find the full set of information that you used to be able to get from a single page. I used to give pupils and other interested parties a link to the Highway Code which was on a searchable PDF. Now you get a links page which then has 30 separate links. These are not even arranged in the same order as the Highway Code so you have to know whereabouts in the code the item you want to check is positioned. At least Know Your Traffic Signs is still available as a PDF. And the point is...? The odd roundabout in Swindon – a town renowned for its somewhat eccentric street furniture
34 n OCTOBER 2013 n MSA NEWSLINK
Editor, Greater London
MSA GREATER LONDON has received this email from one of our members. Hi Guys. Nicky and I thought the seminar on Thursday was excellent and we were very glad we were there. It was most disappointing that it was so poorly attended. There was plenty of advertising so I am sure people knew about it. I conclude that most ADIs just won’t bother anymore because CPD is not going to be compulsory. I think that DSA have made a huge mistake here although I certainly see why they did it. They should have bitten the bullet and have missed a really good chance to make our industry more professional. Anyway, enough of that. It was a most enjoyable evening. Thanks to you all. Jan Stewart Quite frankly I don’t think that there’s any more that can be said about the seminar. It was sponsored by Frank Pemble, general manager of Hardings Renault Body Shop Repairs, and he was very generous in providing such a great venue as the Camelot Rugby Club in Hemel Hempstead. One of its members is Mike Penning, now the Minister for Northern Ireland and formerly the transport minister, the one who first proposed the abolition of the trainees’ licence and ADIs being allowed to give tuition to learner drivers on motorways. Regrettably he wasn’t in attendance, however if we have another meeting there Frank, who is a close acquaintance of Mike, will see if he can get him to attend. Frank gave a very interesting presentation not just about vehicle repairs but about how insurance companies have the potential to compromise the NCAP rating of your vehicle when repairs are being effected. An important note here; if you need to have body repairs done to your vehicle whereby your insurance company is involved, it is better to go to a body repairer approved by the car’s manufacturers rather than one appointed by your insurance company. Provided that the body repair shop has manufacturer’s approval the insurance company can’t refuse to allow it to repair the vehicle. If you are in north London or the more northern Home Counties such as Middlesex, Hertfordshire, Buckinghamshire and Bedfordshire, even Essex, you might want to get in touch with Frank if you have a Renault or a Nissan, the brands his business has approval for. His office number is 01442 878855 or email info@ hardingsarc.com. Kevin Field and Terry Lefteri, both local ADIs, gave a presentation on Tri-Coaching’s Accelerate BTec Level 3 Coaching Course for Driving Instructors. Regular readers of Newslink and attendees of the MSA Conference will know of Sue McCormack, who regularly writes coaching articles for this magazine and also conducts coaching workshops at MSA conferences. Along with Graham Hooper and John Farlam, Sue runs Tri-Coaching which offers various coaching courses for driver trainers, including the Accelerate course which is conducted locally by ADIs. Kevin and Terry run the Accelerate course for ADIs locally and their presentation caused quite a discussion point for those present as, among other things, the course deals a great deal with helping ADIs to understand and work with the new Standards Check which comes into being in April 2013. For details about courses that are being run near to you
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Regional News: Greater London
MSA helps set you apart from the bottom feeders by local ADIs, visit www.tri-coachingpartnership.co.uk for more information. I gave a presentation on the proposed changes that may be included in the Government’s upcoming Green Paper on Learner and New Drivers, plus proposals from the ABI (Association of British Insurers). Our Chairman, Tom Kwok, conducted a brief discussion on what we would like our gradings to be known as once the new Standards Check comes into being in April next year. The general consensus of opinion was that Bronze, Silver and Gold would be a good way of letting our quality ratings be known. From a personal point of view, I’m quite ambivalent about the whole thing because I’ve found over the years that Grade 6 instructors from a practical driving lesson point of view are very often no better than many Grade 4 and 5 instructors that I’ve been in contact with. Perhaps the new Standards Check will help level the playing field a little more but let’s see, eh? There are plenty of ADIs in Hemel Hempstead and the surrounding areas who were made aware of our meeting and we had gone out of our way to make sure that it was well publicised as it was a location new to us. From a personal point of view, I believe that there are too many ADIs who don’t understand the difference between working at a paid job and developing a business as a self-employed sole trader. There are, of course, local ADI Associations that some of those instructors may attend but in general, I wouldn’t mind betting that most if not all MSA members and readers of this magazine are also members of other associations, especially their local ones. Furthermore, I would imagine that most of them attend both when the opportunity arises. Indeed, one of my customers wanted to attend but couldn’t because of personal circumstances and apologised for not attending. However, we all know that when we go to meetings, we meet up with ‘the usual suspects’ and have conversations that invariably revolve around how many ADIs AREN’T present at that meeting. We all know that there are many ADIs who cannot be bothered to go to meetings and instead skim along the bottom of the pond, picking up what they can where they can and moaning as loudly as possibly to anyone who will listen about how there are too many ADIs ad nauseam. In one way they’re correct as there are too many ‘bottom feeders’ who are dredging the depths and in effect, making the bottom deeper. As soon as they’re out of the market, I’m sure that there will be better business for those of us who consider our work not as a job but as a vocational career, where self-development is part of being a professional and who want to make a difference to our customers, road safety and of course themselves. I’m not being nasty. Darwin’s theory of natural selection works at all levels.
Checking the Standard in advance?
One of my customers was found to be sub-standard during their Check Test. They have come to me for some help and of course I discussed the whole situation with them. They showed me the letter that they had received outlining the issues that the examiner found. Currently, as we all know, Check Test gradings are based on core competencies ie, identification, analysis and remedy of faults. We all know this and far be it from me to patronise you, dear reader. However, the content of the letter was quite an eye opener for me as in about
55 lines of text, around 16 were devoted to the recap, which although we would (most probably) all agree is a very important aspect of any driver training session, even if completely omitted it has never necessarily been a ‘deal breaker’ when it comes to the final grading based on the current Check Test assessment criteria. Whether we believe it should be or not is not relevant here as the current grading criteria is based on core competencies, not a lesson recap/debrief. Obviously, aspects of the instructor’s other skills, such as control, planning, communication, etc, play a major part in the assessment by the examiner, as naturally these all play a major part in how good the instructor’s core competencies are. However, there are some sinister tones here when an examiner makes remarks such as “Overall the recap was shallow and not pupil-specific.” Does that smack of client centred learning to you? Excellent I would say, except that is it fair to place so much emphasis on a Check Test that is not yet a Standards Check? Shouldn’t DSA/this examiner have given the ADI a chance to develop these particular skills in order to be assessed in this way before calling him in for a Check Test? The examiner goes on to say: “It is very important to give pupils comprehensive recaps at the start and end of a lesson. They should be pupil-specific and interactive; remember to listen and watch for clues showing lack of understanding. Consideration should be given to both the strengths and the areas of their driving that require development.” To be fair, I couldn’t agree more with this examiner’s points, however, although he does continue in further paragraphs concerning the client’s lack of mirror use I’m just a little concerned that this examiner may be making Standards Check assessments on Check Tests. He may, of course, believe that he is educating the ADI and this would be a fair thing to do, however, according to the ADI none of this was mentioned in his debrief after the lesson. It must be confusing for all concerned when changes will come into being at a future date. It would be good if we could get a definitive statement from the DSA on how Check Test assessments are to be carried out up until we get the new Standards Check in April 2014.
was told that he couldn’t book another test because he had failed three attempts already! After a lot of explaining and investigation, he was able to postpone his test but guess what? Yes, you got it; he still can’t change the appointment online because once again, as the comedy sketch says, “the computer says no”, and he has failed three attempts already. You may have seen some of the proposals for the new methods of bringing new ADIs into the industry. All I can say is, God save us all if that went ahead because, quite frankly, in my opinion, DSA couldn’t arrange the proverbial “….. up in a brewery”. How they’ll administer training academies and providers, I haven’t the faintest clue and quite frankly, I don’t think they do either.
Msa Greater London Annual Conference
It’s at The Master Robert Hotel, 366 Great West Road Hounslow Middlesex TW50BD on 16 November. Among others, MSA General Manager John Lepine MBE will be in attendance along with possibly two DSA representatives (two for the price of one, brilliant!) plus, of course, some very interesting, useful and possibly lucrative presentations from various other bodies. To get a 23%, yes folks, 23% early bird discount on the booking price, which incidentally includes a very nice lunch, call 020 7690 0298 Monday to Friday between 9.30 am and 6 pm, or better still email msagreaterlondon@gmail.com to guarantee your seat at the table and steal a march on those ‘also-rans’ that I mentioned up above.
DSA (Diabolically Stupid Administration)
On a totally different aspect of DSA, one of my clients has come to me having failed his Part 3 three times and started again. He has since obtained his new CRB clearance, passed his Part 1 (Theory and Hazard Perception Test), got through his Part 2 (Eyesight and Driving Test) and is now on the instructional section of his training with me. However, because of his personal situation, he decided to postpone his Part 3 exam. Guess what? He went online with his details to defer the test and the online process wouldn’t allow him to. When he finally got through to a DSA operator, he
MSA NEWSLINK n OCTOBER 2013 n 35
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Regional News: South Wales
Black boxes don’t have all the answers DAVID JAMES
Editor, South Wales
I read an interesting article recently, published by the IAM. A young driver was asked to drive a car fitted with telematics technology on various routes, and the interesting part for me was that she gave her views on the experience. The first day was taken up with local short journeys in London; the second day included a drive on the M4. She noted that the technology did not have any adverse effect on her driving once she accepted the small additional unit mounted on the dashboard and stopped looking at it! A few examples occurred on the two days where she felt her driving was affected by other road users causing her to brake or swerve, for example. Although they were not major instances, she felt they would be recorded in the car’s ‘black box’ and possibly give her a poor score; she felt if this were the case it wouldn’t be fair on her driving record. Another interesting view was that there were many things she could have done which would not be picked up by the ‘black box’. Examples she gave included the use of a mobile ‘phone while driving and holding the steering wheel steady with the knees to free up both hands, and other bad driving habits. Although she did not do any of these, we all know of instances of seeing and hearing of drivers carrying out these and many other foolish, serious or plain dangerous acts at the wheel. Most drivers think they are good, few of us like to own up to errors or silly behaviour, but how can it be recorded by technology? There are so many aspects to driving that I think that far more research needs to be done before any commercial organisation uses their gadgets to fit into cars on public roads. How would it affect road training in cars and
Contact David James can be contacted via e: d.james869@ btinternet.com t: 07733 070888
commercial vehicles? It may not be the most important aspect, but surely learners have to be allowed some errors as they pay for a driver trainer to correct them and prevent them happening again?
Cottage industry?
Like many of you, I try to digest the articles and surveys circulated regarding modernising driver training, and the many spin-offs affecting the industry we work in which may or may not reach fruition in the near future. I have been involved, one way and another, with the industry for quite a few years. I have tried to keep up and CPD is important, in my view, as there are continuous changes to vehicle technology and road systems and many expert reports which can affect us. I have also been reading other views that we are, at least in part, a cottage industry. Is this correct? We like to think that we are professional and this is not to compare us to the senior professions such as medicine and law. But it occurs to me that if driver training were professional, it would hardly be correct for anyone with a full licence to be able to carry out training to the same standard, which would allow learners to pass their test and obtain the full licence without themselves having to pass a stringent training regime and be routinely assessed on their performance. Am I being narrow minded in thinking that the Government of the day and their operating agencies are interested in improving things within driver training but largely ignore the sector of unpaid, unregulated private trainers who are teaching their family and maybe friends how to drive and successfully pass a driving test? It is good news that the authorities, including the police and the DSA, have continued the crackdown on illegal instructors. This refers to those instructors who do not pay to qualify and register, but charge for their services. The sector I am thinking of is the drivers who hold a full licence and train others without apparently charging for it. It is a fact that just as most sport fans think they know more then the team coaches and match
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.
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officials, when it comes to driving most drivers think they know more than instructors and examiners and therefore it must be easy to train learners to pass the L-test. Why should there not be a change in the operation of the test system to ensure that learners must present themselves for a test in a driving school car? At least this would ensure that a properly qualified instructor has a part in the process. It could be a good start to moving towards a more professional system. This is not a view I have put forward very often as it has never seemed to me to be a large problem. Before I became an ADI, I helped several of my family and a few friends to pass the driving test. My experiences led to me getting proper professional training and I remember it was quite an eye-opener for me. Up until then I had thought that I was a good driver! The modernising of driver training and also any other spin offs which help drivers become better and reduce the risks faced by all road users is a good thing. One weakness which has hardly been tackled is that the qualifications to carry it out on an apparently unpaid basis can be set at quite a low level compared to those required for ADIs. By the way, I have used the word ‘apparently’ in this article and I’ll explain why I have used it. Around the time I qualified as an ADI, I was told about someone in my home area carrying out driving lessons in the learner’s own car for about a third the price of a driving lesson. It was not possible to get fuller information on this at the time. It is a fact that where there is a saving to be made, some people are prepared to keep quiet about the rights and wrongs of it. This is, of course, not a professional report. It is my view and I hope it might stir up a little thought among others involved in training. Is it an area of driver training which has been largely overlooked? Apart from the MSA survey released to the media earlier this year, I don’t know of any publication on the subject of driver training by non-registered trainers. If anyone has any further information on this, I would be interested to know.
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MSA MOTOR SCHOOLS ASSOCIATION
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25/2/11 15:49:16
MSA MOTOR SCHOOLS ASSOCIATION
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Want the reassurance of £5m of professional indemnity insurance FREE OF CHARGE?
25/2/11 15:49:16
MSA MOTOR SCHOOLS ASSOCIATION
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Want access to industry-leading levels of support, advice, training and money-saving offers?
Want to know what‘s happening when it happens – and clear guidance on what it means to you?
25/2/11 15:49:16
Then join the MSA today! Just £65* per year –
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 OCTOBER 2013 n 37
www.msagb.com
Motoring: Vauxhall
Super deals for ADIs from Vauxhall Vauxhall’s support for driving instructors is long-running and its current discounts and offers make purchasing a new Vauxhall better value than ever. Through its Partners Programme, there are a number of 0% finance deals available, as well as £500 deposit gifts on some models, insurance deals and Vauxhall’s Lifetime warranty which covers you for 100,000 miles. But there’s plenty more. Take a tour through the Vauxhall Partners Programme website and you’ll find a host of superb discount deals off every cars from the Vauxhall range, from the Adam to the Zafira. For instance, pick a Corsa Limited Edition, 3 Door Hatch, 1.2i 16v VVT (85PS), Petrol, manual, and you can expect to save £1,038. Try the Astra, Exclusiv, 5 Door Hatch, 1.4i 16v VVT (87PS), Petrol, manual, and the saving is even bigger - £1,329. While the estate version might not be the most obvious ADI tuition car, it is immensely practical and versatile and you can get a mega saving oft Astra, SE, Sports Tourer, 1.6i 16v VVT (115PS), Petrol, of £1,634.
Star savings: Astra hatchbacks have a range of discounts available, from £1,000 upwards
Corsa will have you smiling With eight trim levels and plenty of power options, let the Corsa three-door put the fun back into your teaching day. Vauxhall’s best-selling city car is a colourful, punchy and innovative combination that scores highly with both pupils and ADIs alike. With stunning new styling and brilliant attention to detail, a dynamic chassis with punchy petrol or diesel engines, the Corsa three-door is more than just a pretty shape. Whether you choose the practical Expression, the sumptuous SE, the dynamic SXi, the sporty Limited Edition and SRi or the performance-orientated VXR, it will always turn heads. What’s more, Corsa’s exterior colours are matched by equally funky interior trim options – from red, silver or yellow interior seat-stitching to red, white, orange or yellow air-vent rings and chrome-effect trim on instrument surrounds. And there’s more: fancy a splash of colour? Let Corsa refresh you with a Lime Green pearlescent or Chilli Orange metallic livery – or why not go for Guacamole, Flaming Yellow (pictured right) or Pepperdust? The Corsa looks great from every angle – in fact, with its signature chrome bar, stylish front bumper and prominent, low grille, it could be smiling. Watch out for its signature ‘eagle-eye’ headlamps – they’re finished in chrome and include daytime running lights as standard. The fog lamps and housings are chrome-finished, too. Inside, you’ll be amazed by the ways you can customise your Corsa. Choose a seat trim like Steel Blue or Tabasco
Orange to brighten things up – or go for coloured door trims, centre consoles, air-vent rings and door handles. Add piano-lacquer finished surfaces, subtly lit translucent controls and the latest phone and infotainment options, and Corsa is the perfect car to live your life in. But what’s most important is how it handles on the road – and be assured, the Corsa is a dream to drive. It’s all made possible by the nippy technology under the shell. Here’s just a taster. All Corsa models are available with three new, Euro 5-compliant ECOTEC petrol engines. Vauxhall ECOTEC® engines are responsive and economical, combining high torque (for efficiency and power) with improved fuel economy and low emissions. Just 119g/km of CO₂
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emissions on the 1.2i VVT ecoFLEX Start/ Stop place this model into low Vehicle Excise Duty (VED) group C. Corsa’s diesel-engine range combines performance and efficiency. The rangetopping 1.7CDTi 16v ecoFLEX (130PS) joins three variations of the 1.3CDTi 16v: the 75PS ecoFLEX, a 95PS ecoFLEX unit with Start/Stop as standard, and a further 1.3 95PS ecoFLEX engine available on the upper trim levels. All diesel engines feature a diesel particulate filter, and just 88g/km of CO₂ emissions on the diesel 1.3 CDTi (95PS) ecoFLEX Start/Stop puts it in the lowest band A, which is exempt from VED. In addition there’s the option of Start/ Stop technology. This switches the engine off when you stop at the lights or in traffic, then restarts it when you press the clutch,
saving fuel and reducing emissions. The AUTOSTOP symbol in the rev counter tells you when the engine has stopped. To turn off Start/Stop, you just press the ECO button on the fascia. The 1.3CDTi 16v (95PS) SE and SXi plus 1.7CDTi 16v SE and SRi diesel models come with a six-speed manual gearbox. The rest of the range comes with a five-speed as standard, with four-speed automatic (1.4i 16v) and five-speed Easytronic (1.2i 16v) transmissions also available. In the Corsa three-door, the anti-lock braking system ABS is much more than ‘just’ ABS. It’s Vauxhall’s latest-generation system with emergency brake assistance, cornering brake control and straight-line stability control. Your pupils will have a safe journey! The equipment list is impressive. From the base Expression you receive a host of comforting touches and high-tech features to make every journey go smoothly. Standard features of the Expression and S models include: n Driver’s and front passenger’s dualstage airbags n Anti-lock braking system (ABS) n Emergency brake assistance n Electronic engine deadlock immobiliser n CD player with MP3 format / aux-in socket / stereo radio (CD 30 MP3) n Speed-sensitive power-assisted steering n Door-to-door illumination n Electrically adjustable door mirrors n Map pockets on front seat-backs n Central locking n Daytime running lights.
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