Newslink september

MSA Newslink September 2013

MOTOR SCHOOLS ASSOCIATION

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Issue 255

The ADI’s Voice

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25/2/11 15:49:16

No, minister: MSA rejects DSA’s main MDT proposal Introduction of a vocational qualification entry to the profession offers no links to improving new driver’s standards

The MSA has heavily criticised the DSA’s modernising driver training framework, in particular its preferred option for reforming the process by which new ADIs enter the industry.

In our official response, the MSA’s board of management rejected the DSA’s plans to replace the current qualifying process by introducing a new vocational qualification overseen by an independent body, saying the idea was badly flawed. “We are concerned that this option would separate testing and training in a way that would not benefit road safety.”

Indeed, it is this final point which most disappoints us: there is no reason to believe that the DSA’s proposals would have any effect, direct or otherwise, on driving standards. It is an administrative change, albeit a major one, which has no direct relevance to road safety, the quality of young drivers or improves their attitude and risk management post-test.

While the analogy may seem a little extreme, as the plight of driver training isn’t quite as dire, it is surely a case of rearranging the deckchairs on the Titanic.

Our rejection of this proposal is one the association does reluctantly. We have been eagerly anticipating this latest attempt to reform the profession. We believe that only by creating a truly professional industry from the bottom up can we ensure driving instructors have the skills they need to teach the next generation of learner drivers.

If we have a professional, highly skilled and committed body of ADIs, working to a stringent driving training syllabus and controlled by a rigorous driving test, all backed by post-test learning and testing opportunities for new drivers, we believe that, together with the DSA and its successor agencies, we can make considerable progress in reducing the current situation in which new drivers constitute a disproportionate percentage of the country’s road casualties.

This was a real chance for the DSA to make its mark on driving training: if taken in conjunction with some decisive action by Government in its long-overdue Green Paper on new drivers, this could have been a landmark year for driver

training and testing in Britain.

Sadly, we believe a chance has been badly missed.

We publish here our official response. It has been drawn up after a lengthy internal consultation process, with submissions drawn from the MSA’S 10 regional committees. In addition we have taken into account responses from individual ADIs and ADI groups with links to the MSA. We do not reject the entire document out of hand. There are meaaures within it that we suport, and there are others which, with minor amendments, can make positive contributions to driver testing and training. You can read our official response from here:

Our response

Along with other ADI associations we have been critical of the decision to have a very short period of consultation [over this framework]. We understand that this was because it was considered unnecessary for there to be a full length period of consultation as the ADI representatives had been closely involved with the MDT agenda from the start.

While our involvement with this project has been ongoing for a period approaching ten years, the options shown in the consultation paper are not fully the options we had been discussing previously, however.

It was only a short time ago that we were being told that DSA officials had cleared this consultation with ministers, and those proposals were being finalised in preparation for formal consultation.

Continued on page 4 » »

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Key points on MSA response to the MDT: • No to the introduction of vocational qualifications overseen by external body • Use of external verifiers for assessments after research suggested DSA staff could ‘significantly increase costs’ • No confidence that the DSA properly understands the costs proposals could impose on ADI trainers • Yes to civil sanctions being used to improve compliance within the ADI registration process • Yes to making ADI qualification last a lifetime, ending need to requalify if you leave the register for 12 months or more

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Contents

This issue: Warning over ‘flash for cash’

ADIs have been warned to be on the lookout for a new and dangerous tactic being employed by criminals running ‘crash for cash’ fraud rings.

News, page 8

Learners to take control of the lesson

End of exemption window on CPC

Bus and coach drivers have seen their CPC exemption window close after a five-year period of grace, but lorry drivers have a year to go.

News, page 8

Whose standard is behind penalties?

Government’s latest idea to improve driving standards is to be applauded says Tony Nuttall, but one query: who’s setting the standards they are to be judged by?

News, page 10

MPs crack the whip – a little late

Towards your CPD: ADI training and advice Give the pupil control

Susan McCormack continues her series on the client-centred approach required by the new standards check, and how you need to reassess your tuition to accommodate it

page 12

Questions just for sake of it

Steve Garrod analyses some teaching techniques and looks at how to engage your learners during their lessons with targeted questions.

page 14

ADIs out, pupils in

Has the time come to abandon instructor-centred learning, asks Philip Burman in the latest of his thought-provoking ADI training articles for Newslink

page 18

Teaching disabled drivers

In the first of a series of articles on teaching disabled drivers, MSA member Haydn Jenkins answers your questions

page 26

MPs have lined up to criticise the growth of Britain’s personal injury claims culture – but their intervention has come too little, too late as young people are being switched off from driving by high insurance premiums Report, p22 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 The paper for this magazine has been sourced from sustainably managed forests and controlled sources. See www.pefc.org

Modernising driver training: Our views – and yours The MSA comes out against some of the DSA’s preferred options under the Modernising Driver Training document... and here’s some of our members’ views...

“There is a need to improve the education of instructors and while I can see flaws in the plan, the merits are there... that’s why I’m really shocked at MSA’s response to option 1....” ... “I am really concerned that the qualifying body is going to be a faceless bureaucracy with no firm links to driver training...” ... “I feel this MDT is a cosmetic exercise, when the decision has already been made on cost grounds...”

Production editor: Rob Beswick t: 0161 426 7957 e: rob@chambermediaservices.co.uk beswick@cssystems.net

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

Advertising contacts: Joanne Cantwell t: 0161 432 9717 e: joanne.cantwell@hotmail.com

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.

Colin Regan t: 01925 468403 e: colinregan001@yahoo.co.uk

02 n SEPTEMBER 2013 n MSA NEWSLINK

Views expressed in Newslink are not necessarily those of the MSA.

©2013 The Motor Schools Association of Great Britain Ltd. Reprinting in whole or part is forbidden without express permission of the editor.

... “I believe ADIs will come to regret the separation of the fees.”

Letters, page 20

... “I thought for one glorious moment that the DSA was going to propose something that would be ground-breaking, innovative, progressive, truly modernising. Being well aware that history repeats itself, however, I should have known better ...”

Rod Came, page 34

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DSA news

DSA in new warning over ‘copycat’ booking sites The DSA has repeated its call for learners to avoid so-called copycat driving test booking websites. The websites will often charge as much as £30 just to book a test for candidates when it could be booked through the DSA’s own website for free.

Some websites also charge for ‘pass protection’ with the promise of a free re-test. However, the small print means that very few customers would ever qualify for a free re-test.

Alastair Peoples, DSA Chief Executive,

said: “It’s unacceptable that some of these websites try to trick learner drivers into paying an extra fee to book their driving test.

“We’ve already taken action with Trading Standards and the Advertising Standards Authority to make sure that they don’t use official logos, trademarks or make misleading claims. We continue to monitor these sites and explore new ways to counteract activities.”

In response to complaints from DSA, the

Advertising Standards Authority has ordered a number of websites to remove wording that could mislead consumers into thinking they were using the official booking service.

In July, the website book-theory-testonline.co.uk was fined £85,000 by premium rate phone regulator Phone Pay Plus for ‘very serious’ breaches of its code.

The Citizens’ Advice Bureau holds details of redress that learners can have if they use a site that makes misleading claims.

New penalties ‘major step forward’ says minister Road Safety Minister Stephen Hammond has hailed new penalties that punish careless drivers as a major step forward for improving road safety.

The new fines came in on August 16, with drivers issued with fixed penalty notices for careless or inconsiderate driving such as tailgating or poor lane discipline.

Hammond said: “Careless

driving puts innocent people’s lives at risk – that is why we have made it easier for the police to tackle problem drivers by allowing them to immediately issue a fixed penalty notice for low level offending rather than taking these offenders to court.

“We have also increased penalties for a range of driving offences to a level which

reflects their seriousness and which will ensure that they are consistent with other similar penalty offences.”

The fixed penalty for careless driving is now £100 with three points on the driver’s licence. The most serious examples will continue to go through court, where offenders may face higher penalties, said Hammond.

The police will also be able to offer educational training as an alternative to endorsement.

Drivers will still be able to appeal any decision in court.

Questions have been asked as to how individual police forces will enforce the new rules, with concerns expressed that some will take a different stance from their neighbours. n Whose standards? See pg 10

DSA test centre changes n Bridgend

Motorcycle (module 2) tests are now available at the test centre at Angel Street, Bridgend. Candidates can now take practical module 2 motorcycle tests at this site every Wednesday.

Until now candidates in Bridgend had to travel to Swansea to take the module 2 test. The new testing facility is at Bridgend Driving Test Centre, Crown Building, Angel Street, Bridgend CF31 4AD.

n Steeton

Between Saturday, 2 and Sunday 10 November, LGV tests usually taken from Steeton will take place from Patrick Green LGV test centre.

This is to allow work to be carried out on the vocational testing area at Steeton. The LGV test centre is at Patrick Green, Oulton, Woodlesford, Leeds LS26 8HE Car tests won’t be affected by these works and will continue to take place as usual.

MSA NEWSLINK n SEPTEMBER 2013 n 03

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News: MDT proposals Continued from page 1 Compare the points that we have previously discussed with the DSA and anticipated would form some part of the MDT paper: • a modern qualification processes and enhancement of the current DSA route and an alternative accredited qualification route – NOT INCLUDED • that external verifiers would be DSA staff – NOT INCLUDED • mandatory continuing professional development – NOT INCLUDED. In a press statement the minister said: “The next step is for DSA to finalise proposals to modernise the qualification, registration and quality assurance arrangements for driver and rider trainers.

“The aim is to ensure minimum standards of training, mandatory CPD and improved information for every learner driver.”

What this consultation offers is not what we have been mainly involved in discussing. We wanted, as apparently did the minister, a package to assist the whole driver trainer profession.

• A dual-entry system to the profession in order that new ideas could be tested and a measure of the success of one route against another could be considered. We are being denied that choice.

• An accredited qualification system backed up

by DSA involvement. We are being denied that back-up, which would give many in the profession confidence in a new qualification.

• In the short-term, concerns about the quality of driver training is not going to be addressed by changes to the entry system. We need to tackle the business of improving standards of all ADIs and we were repeatedly promised CPD for all.

We are being denied something that would most assist in upping the standards of the whole profession.

Here we answer the points raised by the DSA in its Modernising Driver Training consultation document, and offer the MSA’s response: Question 1: How strongly do you support the option to introduce a vocational qualification to replace the current qualifying tests (including reform of the trainee licence scheme)?

The MSA’s response: We disagree with option 1. We are concerned that this option would separate testing and training in a way that would not benefit road safety.

Many driver trainers complain about aspects of the service provided by the DSA, however, almost without exception, ADIs believe that the agency and their staff provide a fair and honest examination system that is linked to testing.

The proposed system in option 1 will produce a huge burden on one-person trainers and microbusinesses. This seems very unfair when we have been told that the reason for dropping compulsory CPD was because of the regulatory burden it would impose on small businesses. In the past driving instructor training has been provided by a wide range of businesses, from one person to large companies. Most of the evidence, we believe, shows that the small providers had higher pass rates, fewer drop outs and better results. That is why we are finding it difficult to support a system that favours some of the larger training providers.

We are also concerned about the way in which assessment might be developed for any new qualification in driver training. The assessment route already exists for fleet driver trainers and while we have no desire to cast aspersions on any training bodies we are concerned that few, if any, of those who attend fleet instructor courses fail to

04 n SEPTEMBER 2013 n MSA NEWSLINK

complete the assessment.

We also note the concerns of the Education Secretary on the subject of assessment. Speaking in Parliament on 11 June, 2013 he said: “Both the Education Committee report and Ofqual recognise that controlled assessment, which counted for 60% of the English GCSE qualification, undermined the reliability of the assessment as a whole. It is proposed that coursework and controlled assessment will largely be replaced by linear, externally marked end-of-course exams.”

With no alternative route to qualification being allowed under this option, we cannot support it.

We are also concerned that breaking the link between driver training and driver testing in the way suggested would not be beneficial.

Question 2: How strongly would you support a proposal to recruit external verifiers from outside the DSA, as long as they can demonstrate an appropriate level of occupational competence and are formally qualified in the quality assurance of vocational qualifications?

The MSA’s response: We disagree with the proposal to recruit external verifiers from outside the DSA. When option one was being discussed by DSA with ADI consultative groups prior to this consultation, it was repeatedly stated that in this option the external verifiers would be DSA staff.

Therefore, the revelation in the consultation document that: “The impact assessment has explored the option of the external verifier role being performed by DSA. However, it should be noted that this option would significantly increase the costs that would have to be recovered through the qualification.

It would also compromise Ofqual and the awarding

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organisation’s ability to exercise their responsibility for quality within the academic framework” was genuinely disappointing and surprising.

This confirms our view that Option 1, which would divorce ADI testing completely from the DSA, is unacceptable.

We also note in this passage the comment about the academic framework. Teaching people to drive is a practical, vocational skill, not an academic exercise. We do not want to lose our practical training skills in favour of a system based in academia.

Question 3: How strongly would you support the option to improve the existing ADI qualification route (including reform of the trainee licence scheme)?

The MSA’s response: We agree with this option.

Question 4: How strongly would you support the option to make no changes other than to reform the trainee licence scheme?

The MSA’s response: We strongly disagree with only changing the trainee licence system. Withdrawing the trainee licence system is important and long campaigned for by the industry but it is not enough on its own.

Question 5: Do you agree that the costs, benefits and assumptions set out for each option in the impact assessment present an

News: MDT proposals accurate picture?

The MSA’s response: We disagree: we feel that many of the figures shown are, at best, suspect, at worst confusing, particularly in relation to the extra costs that will be imposed on ADI trainers who are not ORDIT members and the harm that would do their individual businesses.

Question 8: Would you support the introduction of an online booking process for the standards check?

The MSA’s response: We agree with this proposal and have been pressing for an online booking process for the check test for a number of years.

Question 6: Do you believe there is any further evidence about the costs and benefits of these proposals which we should take into account?

Question 9: Would you support the restructuring of the registration fee so that the standards check is paid for separately at the time of booking?

The MSA’s response: We agree that the cost/benefit analysis is comprehensive, however, we are concerned about its accuracy.

The MSA’s response: We agree with this proposal BUT our members do have concerns that ADIs might think they are being failed in order to generate greater revenue for the regulating agency. We would want to see careful monitoring of the system to ensure fairness.

Question 7: Would you support the introduction of civil sanctions as part of the process by which the Registrar enforces compliance within the ADI registration process?

The MSA’s response: We agree with this proposal and have been pressing for this sanction for a number of years. We would welcome further discussion about the levels at which the sanctions should be set and whether the amount of the sanction should vary according to the type of compliance failure and if limited suspension should be considered as a sanction alongside a financial penalty.

Question 10-12: Would you support changes to the ADI grading structure? If yes, what would your preferred structure be? What information about ADIs do you think it would be useful and fair for DSA to make available to potential consumers?

The MSA’s response: We would be interested in further discussion on these subjects. On Question 12, however, we were shocked at the statement in the consultation document

that stated: “Some pupils have particular needs when it comes to selecting an ADI, eg, they may be looking for expertise in supporting very nervous learners.”

All new learners are nervous, all driver trainers support them. This document would appear to have been written by someone who has never taught a learner to drive or they picked a very silly example.

Question 13: Do you agree that an ADI whose registration has lapsed for more than 12 months should no longer be required to re-qualify but instead undergo a standards check soon after re-registration?

The MSA’s response: We agree with this proposal and have been pressing for this for this “lifetime qualification” for some time.

Question 14: Do you agree that the legislation should be changed to allow the Registrar to remove an ADI from the register at their request?

The MSA’s response: We agree with this proposal PROVIDING there is a pro rata refund of unexpired registration fees.

What’s your view? Do you think we’re right? Do you support the DSA’s proposals, particularly on the entry process for new ADIs? Let the editor know - write to Newslink at mail@msagb.co.uk

MSA NEWSLINK n SEPTEMBER 2013 n 05

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News

Updated versions of Roadcraft published New editions of Roadcraft: The Police Drivers Handbook and Motorcycle Roadcraft: The Police Riders Handbook, have been published. These iconic reference publications, which are developed in consultation with the police, other emergency services and driving instructors, are viewed by many as an authoritative source of guidance on becoming a better driver or rider. Many ADIs and riding instructors, advanced driving and riding organisations, as well as the emergency services, use them to help road users become safer and more skilful drivers, particularly in the most demanding situations.

Roadcraft has a long history. The original book, published in 1955, was one of the first driving manuals ever published in the UK. Since then, the Roadcraft system has been adopted across the world by police driver and rider trainers. It has been continuously developed and updated by police and civilian advanced driving experts and leading academics in road safety. In 1965 the first edition of Motorcycle Roadcraft was published, providing specific guidance for motorcycle riders.

Roadcraft and Motorcycle Roadcraft feature easy-to-read explanations and advice to raise driving and riding abilities to the highest level. The main learning points are set out at

the beginning of each chapter and reviewed at the end – helpful for individual learning or formal instruction – and there are selfassessment questions throughout to help readers improve their driving.

John Graham, director of the Police Foundation, which produces Roadcraft and Motorcycle Roadcraft, said: “These books are recognised as providing the very best in driver and rider training and are a must-read for anyone who wants to improve their driving or riding.

“Prepared through extensive consultation with experts and endorsed by the emergency services and leading driving organisations, they will make a significant contribution to improved road safety and help readers become safer and more skilful drivers and riders.”

Building on the strengths of previous editions, both titles have been through an extensive review and rewriting process to ensure the content is comprehensive and up-to-date, incorporating the latest technological and legal changes. The new editions are now more applicable than ever before. Both new books now include: • updated information on how to recognise and manage personal tendencies, states of mind, emotions and sources of stress that could put you at risk

• self-assessment questions throughout to help you review and improve your driving performance and safety • fully revised colour illustrations and diagrams to explain key principles and techniques for better driving • new eco-driving and eco-riding tips to reduce fuel consumption • new chapters on emergency response driving and riding, and on manoeuvring at slow speeds.

Motorcycle Roadcraft, which has been updated for the first time since 1996, also includes expert advice on reducing the risks that all riders face from the actions of other road users, and the latest techniques on cornering safely.

Roadcraft and Motorcycle Roadcraft are both endorsed by key policing bodies and driving organisations, including the College of Policing, the Association of Chief Police Officers, Police Scotland, the Chief Fire Officers Association, the Association of Ambulance Chief Executives, the Institute of Advanced Motoring and RoSPA.

Win a copy of the new, updated, Roadcraft Newslink has a copy of each of the new, updated editions of Roadcraft to give away to our readers in this simple, free to enter competition.

To win, simply send an email to mail@msagb.co.uk with either Roadcraft or Motorcycle Roadcraft in the subject line and state in the body of the email your answer to the following question :

Middle East tension to push up fuel prices

What is the name of the police advised system of car /motorcycle control?

Include your name and membership number or post code.

First out of the hat in each category will receive a copy of the relevant book.

Closing date: 12 September.

The current tensions in the Middle East could lead to a surge in petrol prices, the Road Haulage Association has warned.

Commentators have observed that despite Syria not being an oil producer, there is a strong possibility that the Brent price of oil may go as high as $150 per barrel.

“This news could not come at a worse time for the UK economy in general and the UK motoring industry in particular”, said RHA chief executive Geoff Dunning. “The Brent oil price has already gained ground over the past couple of days. If it continues to rise at its current rate, it will only be a matter of weeks before we see this reflected at the pump.

“This uncertainty serves to confirm that the issue of fuel duty must now be addressed as a matter of extreme urgency.

Of course we welcome the succession of rise freezes and postponements we have seen over the past few years but the time has now come to finally end all speculation and come up with solution that will benefit Britain’s vital haulage industry while not putting the Treasury at a financial disadvantage.

“To once again be faced with soaring prices will put many operators and other motoring groups right back to square one”.

• FairFuel UK has claimed that oil companies and fuel retailers have taken advantage of the holiday season to sneak increases in pump prices on the unsuspecting British public.

It claims that prices have crept up across the UK without any real reason for the increases.

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News

Fraudsters unveil latest ruse in bid to claim cash ADIs have been warned to be on the lookout for a new and dangerous tactic being employed by criminals running ‘crash for cash’ fraud rings.

Previously, crash for cash schemes usually involved braking hard in front of another, innocent, motorist, in the hope that they will run into the back of the fraudster’s car.

The ‘crash’ would then be followed by a claim for personal injury by the criminal and his/her accomplices in the car hit by the innocent party.

However, the latest tactic uses flashing headlights to entice innocent drivers into the path of a deliberate collision. Dubbed ‘flash for crash’, criminals lie in wait for victims sat waiting at side road junctions – often from shops, car parks or fuel stations.

The fraudster flashes their headlights, offering the victim a right of way to join a main road, but then speeds up to ensure their car is hit side-on.

The new tactic makes it harder for an innocent party to prove fault in the event of a legal dispute.

Neil Thomas, director of investigative services at APU and a former Detective Inspector of West Midlands Police, said the new tactic was difficult to detect as a fraud case. “The adoption of flashing headlights and beckoning the driver results in a ‘your word against mine’ situation when it comes to apportioning blame. By appearing to offer the right of way, the criminal simply continues his journey into a collision, holding the victim at fault for turning across

Flash for cash: how it works

1 1. Car sat waiting at junction sees motorist on main road kindly flash them, to indicate they will let them turn on to the main road

2

3

2. Fraudster accelerates rapidly, catching the innocent motorist off guard

him which, of course, cannot be denied under law.”

The Insurance Fraud Bureau is currently investigating 49 rings, responsible for around £66m in false claims. In the five years since its inception, APU has been instrumental in the successful conclusion of some of the biggest motor fraud cases ever prosecuted in the UK, including the sentencing of fraudster Masi Naqshbandi, who was jailed for seven years and three months for staging 260 fake accidents over a 15-month period, netting around £6.5

3. Impact is to the side of the fraudster’s car, making it look as if the driver on the side road is at fault. Fraudster claims compensation.

million in false insurance claims.

Almost 400 false insurance claims are made daily, costing the motor industry £1.7m a year and pushing up insurance premiums. n Whiplash concerns: See pages 22-25 for our major feature on how MPs and insurers think whiplash cases are forcing insurance premiums up – and what can be done to bring them down to manageable levels again.

Bus and coach drivers wave goodbye to CPC exemption 10 September 2013: a date that should have been ringed on the calendar for experienced large passenger vehicle drivers for five years. For that was the date by which all bus and coach drivers had to have completed their Certificate of Professional Competence.

The Driver Certificate of Professional Competence (CPC) was introduced in 2008 for bus and coach drivers and 2009 for lorry drivers, and from those dates new drivers had to start taking the Driver CPC initial qualification. All professional drivers must do 35 hours of periodic training every five years.

However, both groups of existing drivers were given ‘acquired rights’ which took their previous experience into account. They were granted five years’ grace to complete the training programme, but had until 10 September this year to finish their 35 hours’ training.

No figures are available as yet as to how many drivers in these categories neglected to complete their training in time, but from the increasingly pleading tone of the DSA’s regular reminders for them to do so, the

MSA suspects the number is surprisingly high.

MSA general manager John Lepine commented: “There really is no excuse for drivers of buses or coaches not to have undertaken their training. The granting of acquired rights, at five years, was very generous but we have heard anecdotally that there were quite a few experienced hands scrambling round to find trainers as late as the start of July.”

Failure to complete the training could lead to drivers being fined and even losing their livelihood. Lorry drivers with acquired rights now have less than 13 months to finish their training.

Alastair Peoples, DSA and VOSA Chief Executive, said: “We know that the majority of these drivers have completed, or are on track to complete, their first cycle of training in time. Periodic training keeps drivers’ skills up to date, helps save money through improved fuel efficiency and reduced accidents, and contributes to safer roads in Britain.

“VOSA officers already routinely check the Driver CPC status of professional

08 n SEPTEMBER 2013 n MSA NEWSLINK

drivers. After the deadlines they can also check whether ‘acquired rights’ drivers have completed their training or are driving illegally. Not being aware of Driver CPC is not an excuse for drivers or operators.”

The Office of the Traffic Commissioner has also repeated that operators must be aware of their drivers’ training hours and deadlines to avoid penalties It is interesting to note that the chief executive of DSA/VOSA, Alastair Peoples, acknowledges that “periodic training keeps drivers’ skills up to date...”

The MSA would suggest that this fact would be equally true for driving instructors, and would reinforce our view that regular CPD would help improve standards among driving instructors.

Unfortunately, this is unlikely ever to be introduced for ADIs.

‘Periodic training keeps skills up to date and contributes to safer roads in Britain...’

InBrief Councils urged to invest in roads

Councils need to commit to long-term funding to see progress with the UK’s pothole crisis, according to the IAM. It recently surveyed local highway authorities to chart progress on implementing the key recommendations for the Pothole Review 12 months ago.

The Pothole Review has led to significant changes in the way that councils repair roads. 59 per cent of councils said that now they adopt a ‘prevention is better than cure’ approach and 71 per cent say that permanent repairs are their first choice when dealing with damaged roads.

IAM chief executive Simon Best said: “It’s probably too early to say that the Pothole Review has been a total success, but the early indications are mostly positive.

Communication with drivers and riders has improved and permanent repairs are now being used in place of constant patching.

“We recognise that it will take time to deliver the quality of roads we want but the lack of long term budgets in many councils is a real worry. Without consistent funding many potholes will still go unrepaired, storing up even more long term damage for the future.”

Lucky for some

UK motorists aren’t as superstitious as some would have us believe after they showed no reluctance in snapping up new cars carrying an unlucky-sounding ‘13’ plate.

Some commentators in the motor trade had voiced their concern that the plate could put buyers off, but figures released as the 13 plates prepared to make way for the new September 63 plate show that this wasn’t the case. Indeed, the 13-plate has outsold the past nine registration plates, with the best sales figures since September 2008.

1,115,459 new vehicles were registered with 13 plates between March and the end of August registrations, with a handful more sales to come.

Manufacturers predict nearly 400,000 63 plates will be registered before the end of September.

Jazz sounds great to students The Honda Jazz has been named as students most reliable car in a survey by Warranty Direct.

The company examined its database of claims and found that the Honda Jazz returned a measly one per cent breaking down in a typical year.

The Citroën C1 took second place and the venerable Ford Fiesta was third. Surprisingly, the Mini Cooper came off worst, with a third needing engineering repairs.

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News

Speed awareness course helps Judith become a fast learner Over recent months the reputation of speed awareness courses has taken a bit of a knock, after some insurers questioned the wisdom of them and one, Admiral, even withdrew its support by refusing to acknowledge that participants have not received a driving penalty through their attendance.

Many ADIs are actively supporting these schemes, however, and there are many who will testify to their worth, and that they often radically alter the mind-set of motorists who otherwise may well gone on to become another sad statistic among our road casualty figures.

For one Somerset motorist, her participation in a speed awareness course proved crucial to improving the way she drove. Judith Stewart attended a speed awareness course in Yeovil run by the TTC Group on behalf of Avon and Somerset Police, after being caught driving at 35mph in a 30mph limit in Oxfordshire.

Indeed, she enjoyed the course so much, re-learning some forgotten driving skills, that she decided to sign up for a free half-hour observation test with the Institute of Advanced Motorists.(IAM) “The speed awareness course run by the

‘Reformed’ motorist Judith Stewart with Yeovil IAM’s Chairman David Perkins

TTC Group was absolutely brilliant. It was worth every minute and I picked up lots of tips,” said Judith, who was on her way to run a training course of her own when she was caught speeding.

“When people are invited to attend a speed awareness course, they think they will be told off and treated like naughty children, but this was far from the case.

“The trainers were excellent, not judgemental and very supportive. As a result I decided to take any steps I could to further improve my driving.

“If anyone does get the chance to go on a speed awareness course, I would certainly advise them to take it. Getting points on your licence does not improve your driving but this course does.”

After contacting the IAM, she was taken on a 30-minute observation test in her own car in and around Yeovil by the IAM’s Camelot (Yeovil) chairman and chief observer, David Perkins.

“I found there were one or two areas I should improve. On some occasions I was signalling before looking in my mirror and I wasn’t changing up the gears quickly enough,” said Judith.

“We can all lose concentration at times but that loss of concentration, even for a moment, can lead to a loss of life.”

Judith added that she also benefitted from tips on how to keep to speed limits and be aware of the limit on any road when you haven’t seen a speed limit sign.

No, we’re not tax cheats - honest!

If you see an increase in new cars driving round without tax discs this September, don’t be too surprised – car dealerships no longer have to provide new cars with one.

A change in this year’s Budget means that new cars can venture out on the road for 14 days before being officially taxed.

The DVLA will be supplying them directly to the consumer – not from the dealerships as happened previously.

Car dealers throughout the UK have expressed their concern over these changes, as they believe retail customers will be uncomfortable with the idea of driving their new cars without displaying a tax disc.

The DVLA has produced a leaflet for dealers to hand out to their customers.

Upon a new vehicle being registered through a dealership, the supplying dealer is given the option to either have the disc sent directly to the end user or to the dealership. But is this the start of phasing out the tax disc?

A Government consultation which was recently published by the Department of Transports suggests ‘replacing the tax discs with a digital registration scheme would streamline services and reduce costs’.

The Government is considering ways of reducing the amount of paper involved with driving, including abolishing the paper part of your driving license (due to be axed 2015) and the consideration of scrapping the tax disc.

It is believed a final decision will be made early in 2014.

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Comment

How do you learn?

JOHN LEPINE MBE General Manager, MSA

I was having a conversation recently about teaching/learning methods and the subject of rote learning came up. I have always been a big fan of all types of teaching/ learning methods and have always believed that taking account of individual differences means that the phrase “different strokes for different folks” sums up perfectly the need for the trainer to select the correct teaching/ learning method for the individual, the circumstance and the subject.

Publication of the new Roadcraft books highlights the different systems that are used by trainers to teach the correct approach to traffic situations. Roadcraft favours IPSGA; the DSA guide Driving prefers MSM, then PSL, then LADA. We live in a land of mnemonics. I have always liked “Can My Safety Be Given Away?” – otherwise known as Coursemirror- signal-brake-gear-accelerate.

Then there is the way I was taught to remember the correct cycle of the internal combustion engine: Suck; Squeeze; Bang; Blow and, of course, the ever-popular rhyme to remember the points of the compass: Never Eat Shredded Wheat, or Richard Of York Gave Battle In Vain: the rainbow spectrum.

Whichever routine or system a trainer tries to get across to a learner, the only way that learner is going to remember it is by learning it by rote.

One definition of rote learning is that it is learning by repetition. The downside is it does not help understanding; however, it does help remembering and memorisation.

Of course, I’m sure the purists would suggest that driving should not be taught like this, but that a systematic rote-learning technique should be made available by the trainer for when the person being coached towards driving success suggests themselves that they might need an easy-to- remember list of actions to take or consider taking during the approach to hazards.

As we all know there are lots of different teaching/learning methods: from sitting by Nellie, commentary driving, question & answer, discovery learning, assignments, record keeping, practice, target setting, assessment, encouragement and coaching.

My favourite quotation on education is from B. F. Skinner who was a Professor of Psychology at Harvard University from 1958 until his retirement in 1974. He famously said: “Education is what survives when what has been learnt has been forgotten.”

One of the bits of our education that most of us remember is the alphabet. I know of no other way to teach it than by rote. That is evidence, if evidence is needed, that teaching/learning by rote is useful, successful and memorable.

10 n SEPTEMBER 2013 n MSA NEWSLINK

members’ VIEWPOINT:

Who’s setting the rules for the new penalties?

In the second of Newslink opinion pieces by members, ADI Tony Nuttall pays tribute to the new penalties for careless driving offences – but worries about how they will be enforced

I

love British drivers. They are the best in the world – so they say – and every single one of them goes out of their way to help me with my lesson planning. I’m sure they do the same for you, too.

You see, just when I’m struggling for a way to adequately explain to a pupil the perils and pitfalls that lie in wait for the selfish, inattentive or downright reckless driver, trying to draw a mental picture of the type of driving they should never emulate, one of my fellow experienced motorists will hove into view and provide a real-life example of how driving should not be done and help to get my points over to my pupil.

Whether it’s reckless speed, poor handling, tailgating, sloppy manoeuvres, dreadful lane positioning – pick your own personal nightmare – there are sooooo many examples of shocking driving out there you can’t miss if you want your pupils to learn how not to drive.

Just the other day I was taking a pupil for a swift run down a local A-road. Good standard dual carriageway, visibility was fine, dry surface. Traffic reasonably light but a steady stream of cars overtaking us in the outside lane.

We’re maintaining an appropriate speed, while they are possibly pushing for a ticking off if a traffic cop appeared.

I’m relaxed with our position and how my pupil is performing. She is concentrating hard but I decided to get her thinking of other aspects of road safety.

“What do you think about the distance you are from the car in front,” I asked. As there was a good 30-40 yards of road between us and them, and none of the cars in the outside lane were showing any signs of pulling in front of us, her reply was: “I’m fine here.” “You are,” I replied, “But how close to the car in front, at this speed, would you consider too close?”

While she was contemplating her answer, providence arrived in the ungainly shape of one of those huge 4x4s that seem to dominate the roads today. Approaching fast behind us, and showing no sign of using the overtaking lane, it rumbled closer and closer until it loomed large in the rear view mirrors. I was monitoring its progress carefully and I have to say I flinched at one point, so convinced was I that the driver just hadn’t seen us. However, when no more than 3-4 yards from our boot, he seemed to react to our presence, and eased back on the throttle, maintaining that distance while waiting for a gap in the outside lane.

“Just pick the pace up a touch,” I advised the pupil. She responded superbly, pushing the car on and taking us to around 10 yards distance. At that point the 4x4 spotted a gap in which he could overtake, lurched to the right and screamed past us and away.

“So returning to my question, how near to the car in front is ‘too near’ ”, I asked. “At least three times the gap that bloke left!” she replied, laughing. “I kept seeing him getting closer and closer, and I accelerated a bit to try to keep away from him but he just kept closing. You know, I actually thought he was going to hit us...”

My guess is that if that young lady has a long driving career, it won’t be the last time she has that feeling. However, the good news is she now knows EXactly how it feels to be tailgated, and how intimidating the looming presence of another – particularly if larger – vehicle can be in your rear view mirror. Hopefully she’ll remember that experience and always maintain a decent-sized gap between her and the car in front.

I don’t think I’m bright enough to have described that

sensation to her, to have got over the gut-wrenching fear of looking in the rear view mirror and thinking, ‘hang on, he’s coming in to join us’ as a car following gets ever closer.

But assuming the 4x4 wasn’t driven by someone who simply wanted my pupil to experience a life-lesson, someone who was usually a selfless and attentive driver with a strong safety record, what can we do to rid ourselves of such annoying pests on the roads? In my view the Government has made a positive step in the right direction with its new penalties for careless driving. Too often in the past such incidents have been largely ignored if spotted by the police, and giving them unbureaucratic and simple penalties with which to slap down the selfish, stupid and reckless are a good start.

However, I have one problem: how close is tailgating?

What is the rule on dawdling in the middle lane (another pet hate of mine)?

I was struck by John Lomas’ excellent article in a recent Newslink, in which he gave a compelling reason to ‘dawdle’ in the middle lane for a lengthy distance if looking to overtake LGVs separated by a considerable distance in lane 1. Who’s to say that one man’s ‘dawdle’ isn’t another man’s sensible and safe driving?

And while the issue of tailgating may seem a little more clearcut there will still be a certain amount of debate over what constitutes ‘tailgating’, too.

Before she stopped driving (forced!) my mother-in-law was terrible about tailgaters, in that she used to mutter ‘get out of my boot’ to anyone driving within 30 yards of her rear. Now, given that she rarely travelled on A-roads, and never on motorways, her definition of tailgating was, one assumes, very different from that of other drivers.

Her view would be to slap fines on anyone caught within 50 yards of another vehicle. In 30mph zones, I guess.

Sensible?

I noticed that the Freight Transport Association has picked up on this issue. They fear that the penalties for tailgating may end up as a postcode lottery, with one police force implementing a wholly different definition of what it constitutes to the neighbouring one. To an organisation representing people who travel nationwide, this is a problem.

James Hookham, the FTA’s director of policy and communications said: “[The] FTA is asking that national guidelines are issued to remove the risk of ‘summary justice’ being applied to generally subjective offences such as tailgating and being in the wrong lane, to avoid the postcode lottery of some offences being interpreted differently by different police forces.”

In effect, what the FTA is asking for is for the DfT to publish an official definition of what constitutes ‘tailgating’.

At least when we have that people will know what the rules are, and will either abide by them or accept the penalties if they do not.

My fear is that without such guidelines, the new penalties will quickly lose the confidence of motorists and fall into disrepute. Laws only work when the majority view them as sensible, reasonable, workable and, above all, fair: an arbitrary decision made by a police officer that isn’t matched by his colleague over the county boundary would be none of these. So who is going to set the guidelines?

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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Towards your CPD

Giving your pupil the right to choose doesn’t mean you’ve lost control of the lesson Susan McCormack continues her series of articles on the client-centred approach required by the new standards check, and how you need to reassess your tuition to accommodate it

T

his is the second in a series of articles around coaching and how the new Standards Check encourages a clientcentred approach in our driver training.

The new Standards Check, due to be introduced on 7 April 2014, will assess ADIs in three broad areas of: n Lesson planning n Risk management n Teaching and learning strategies Under each heading there are a number of competencies that are being assessed. These are the competencies under the heading Lesson planning: n Did the trainer identify the pupil’s learning goals and needs? n Was the agreed lesson structure appropriate for the pupil’s experience and ability? n Were the practice areas appropriate? n Was the lesson plan adapted, when appropriate, to help the pupil work towards their learning goals?

In this article I will take each of these competencies in turn and look at the ways that we driving instructors can ensure we are addressing it.

It is important to remember that the Standards Check is simply a way of assessing what we are doing in our day-to-day business and, therefore, these competencies should be part of your everyday driver training. The Standards Check will be straightforward if you are practising these competencies from now onwards.

Did the trainer identify the pupil’s learning goals and needs?

This is all about goal setting. The goal needs to be agreed by the pupil. This is done in the belief that the pupil knows best what they need to learn and achieve in each lesson.

This might sound a strange thing to say if you are focused on technical skills and control of the vehicle. However, our behaviour is always motivated by our thoughts and feelings and individually we all think and feel very differently from the next person. The pupil might be reluctant initially to state their goals for a lesson because he or she may not know what they want to get out of a lesson. However, this is part of the learning curve every pupil is on – it is not just about learning how to control the vehicle, it is also about learning how

12 n SEPTEMBER 2013 n MSA NEWSLINK

their thoughts and feelings impact on their behaviour and learning how to regulate and manage their thoughts and feelings so that their behaviour is safe. One of the important first steps in this process is making choices.

Driving instructors often express reservations about allowing the pupil to choose what they want to do in a lesson because it interferes with what they are used to doing and the syllabus they want to work through. If you are focused on the driving test then you will find this process difficult.

However, while you are practising goal setting it is okay to stick with your syllabus and work on getting the pupil to define what they want to achieve by the end of the lesson; or, how they want to feel; or what they most want to improve.

You could, for example, say, ‘Okay, so today we are going to look at the ‘turn in the road’ manoeuvre, what would you like to achieve by the end of the lesson?’

Was the agreed lesson structure appropriate for the pupil’s experience and ability?

This competency is closely tied in with the

previous one, about setting a goal for the session.

Having asked, ‘What would you like to achieve by the end of the lesson?’ the next question might be, ‘How do you want to do this?’ It is important that, having started to give the pupil responsibility for their learning, you don’t snatch it back from them by getting out your presenter and assuming they need a briefing.

It is often inappropriate for the pupil’s experience and ability anyway to give a briefing. Many people already know everything they need in order to turn the car around – and it depends on the goal they set for themselves.

For example, if the pupil says that they want to be able to turn the car around in three there may be no need to give a briefing that includes observations and control. They may simply want to have a go and see how they get on. This is then matched to their experience and ability.

Were the practice areas appropriate?

This is where you rely on your experience and expertise. It is important that you ensure the practice areas are appropriate and you may have to

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guide the pupil in this so that if they want to choose the area themselves, you decide if it will be appropriate for their experience and ability. The conversation might go like this: ADI: ‘What would you like to do today?’

Pupil: ‘Could I do a 3-point turn?’

ADI: ‘Do you have a reason for saying that?’

Pupil: ‘Yes, I was watching my brother turning the car round the other day and thought I would like to have a go at that.’

ADI: ‘What would you like to achieve by the end of the lesson?’

Pupil: ‘I would just like to get the car turned round.’

ADI: ‘Okay, how do you want to do this?’

Pupil: ‘Well, do you think I could just have a go? I could show you what my brother did.’

ADI: ‘Yes, that’s fine. Do you want me to give you directions to a suitable area because it’s too busy here to do it?’

Pupil: ‘Yes please.’

ADI: ‘There will be a couple of roundabouts to deal with on the way. Would you like some help from me to deal with these?

Pupil: ‘Yes please.’

Towards your CPD

About the author:

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

objective and focus on the serious fault.

With the new Standards Check that would be the same as snatching the responsibility back from the pupil and switching onto the instructor’s agenda. It is important to keep the balance of responsibility sitting with the pupil because we know that people learn best and most effectively when they are in charge of their learning.

Imagine that on the way to carrying out the turn in the road, the pupil positions incorrectly on the approach to a roundabout. Realising too late that they need the next lane to the right, they are about Was the lesson plan adapted, where to steer to the right but you grab the wheel and stop appropriate, to help the pupil work them from moving because you have seen a car in towards their learning goals? that lane. You now instruct them through the roundabout and manage the route so that they can This is the competency that some people might find most different from what is currently expected continue to head for the location agreed to be able to work towards achieving their learning goals. on the Check Test. At the moment, if the pupil In the previous conversation you will have commits a serious driver error on the way to carrying out the objective for the lesson (the turn in noticed that the instructor already explained there would be a couple of roundabouts to deal with on the road) then the instructor should change the

the way and the pupil agreed they may need some help. The goal for the lesson relates to turning the car round in the road. If you could have carried out this manoeuvre where you were then that is what you would have done. However, it required a drive.

Therefore, it is your responsibility to keep the car safe and ensure that the pupil can have the best possible chance of achieving their goal. 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 to your part of the agreement.

Stepping in and taking control in order to keep the car safe is part of adapting the lesson plan, where appropriate to help the pupil work towards achieving their learning goals. n Next time: My next article will look at the second broad area that will be assessed on the new Standards Check: Risk Management.

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Better teaching techniques: Q & A

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Questions: you can’t ask them just for the sake of it In this new series of articles by Steve Garrod, we will analyse some teaching techniques and look at how to engage your learners during their lessons. This month we will discuss the use of questions and answers.

U

sing questions in any lesson is a form of teaching (or coaching) and assessment. Thought should be given to their structure and what you want to achieve by asking that specific question. Simply asking questions with no real thought is not sufficient. In fact, an analogy I like to remember is one used by the BBC golf commentator, Peter Alliss. He said, “It’s better to practice by hitting 20 balls and thinking about them than it is to hit 100 balls and not.”

In other words, asking questions for the sake of it just to tick the ‘question and answer’ box is not an effective teaching or assessment method. I have conducted a lot of check test training over the years and it is clear that this skill is not always taught correctly during the initial instructor training.

We can get caught out, if we are not careful, by assuming our learners know more than they actually do, so the questions we ask need to ensure that they promote thinking and reasoning. The skills required by effective learners in any subject were identified in 1956 by Benjamin Bloom and is more commonly known as Bloom’s

14 n SEPTEMBER 2013 n MSA NEWSLINK

Taxonomy. He classified learning into three domains: cognitive (knowledge); affective (emotion, attitude) and psychomotor (practical), three areas all ADIs will remember from their part one theory examinations. Within each domain skills or abilities are graded into different levels of difficulty.

The diagram on the facing page shows the grades for the cognitive domain.

A mixture of all these tasks is required at all levels of the learning to drive syllabus. This keeps the questioning lively and natural. We do not want rapid fire questions or deep meaningful questions that require a great deal of thought if they disrupt the learner’s concentration. Trainers need to gauge appropriate times for questions by being aware of the prevailing road and traffic conditions.

Lower end questions are ideal while on the move, but the higher scale questions may be better suited to feedback sessions while stationary. The tasks lower down the scale are important for weaker learners to succeed and to build confidence, for example, “What is the speed limit on this road?” As the lessons continue we work our way up the scale and introduce more thought provoking questions, such as, “Why is it a 30mph speed limit?”

“How long will it take you to stop from 30mph?”

“What are the main causes of crashes in built-up areas?”

“What would you say if you were offered a lift home by someone you knew had been drinking?”

“What are the arguments for and against for exceeding the speed limit?”

All of the above questions are designed to get the pupil to think and to give you an insight to their reasoning. If you have read the Goals for Driver Education (GDE) you will see that they haven’t really discovered anything new.

The lower down the list a

question appears on the table right, the less thinking or understanding is needed to answer the question correctly, whereas questions further up the scale require deeper and more meaningful thinking. These answers often need justification or reasoning. These type of questions transfer the learning of important thinking skills, insomuch as if they are finding solutions to problems. Above all they are more interesting, even to weaker learners.

From the scale in the table you will also see that some of the activities are better suited to classroom or home study, for example, designing a poster or presentation, whereas the majority can be asked while out on the road. In the early stages of learning we can use questions based on knowledge and comprehension to reinforce their understanding of the types of questions used in the theory test. But as our learners develop their basic skills we can introduce the questions that require application and analysis.

One of the many reasons pupils are unsuccessful on driving tests is because they are unable to prioritise risks. To help overcome this we can use a road suitable for ‘meeting traffic’ and ask such questions as “Who has priority?” If he/she answers “We do” we could ask “Where would we wait if the other driver doesn’t give us priority?” In other words, a plan B. Whether the answer to the first question is correct or not, we have to make sure that our learners can identify potential risks.

When training new instructors, qualified drivers or learners nearing test standard, it is important to use questions that require analysis, synthesis and evaluation. Understanding the cause and effect of driving faults is essential, and that we don’t try to cure an effect if the cause is greater.

For example, many drivers approach hazards too quickly and try to steer their way out of trouble. The cause is the speed, but the effect could be rapid or late steering to avoid a stationary vehicle or to prevent entering a new road on the wrong side. We’ve all had learners who find themselves increasing in confidence and allowing their speed to increase as a result. Unfortunately, this happens once they’ve passed their test, and sadly, not all of them learn by their mistakes.

The same can be said of qualified

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Better teaching techniques: Q & A

Easy

The grades of cognitive domain

TH

Established

SC HOOL

drivers. In the first chapter of Roadcraft, there is a statement suggesting that drivers who fail to recognise their mistakes continue making the same mistakes resulting in them having the same types of incidents.

If we can ask questions such as, “What are the consequences of approaching hazards too quickly?” or “Why is this road a 30mph zone?”, we could see a deeper level of thinking taking place because there is more than one answer, and the answers will give us an insight into the way they are thinking.

Fleet trainers will be well acquainted with the questions at the top of the scale. These require creative thinking and evaluating. For example, a fleet client says, “It’s impossible to do 30mph in my car as everyone drives so close to my bumper, therefore it’s dangerous”. Rather than the trainer replying “Well, that’s the law” we could ask the driver to find a solution to the problem or explain what are the advantages and disadvantages of breaking the speed limit.

The obvious disadvantage is that they could eventually lose their licence, and therefore be out of a job.

It’s not for the trainer to say this, but by carefully listening to the answers given and probing a little deeper, it encourages our clients, regardless of whether the hold a full licence or not, to give a reasoned answer.

Evaluation (judge, critically appraise) n judging strengths and weaknesses n advantages disadvantages n arguments for and against Synthesis (create, design, invent) n problem solving n give constructive suggestions for improvement in a given situation n design a poster or presentation Analysis (consider the parts individually) n complete a case study n give cause and effects n compare n give reasons n prioritise Application (doing after being shown how) n apply n use n calculate (stopping distances, for example) Comprehension n explain n interpret n reorganise Knowledge n state n recall n define n describe

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Hard

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MSA events

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 28 16 n SEPTEMBER 2013 n MSA NEWSLINK

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27 NOV. 18

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Towards your CPD

Has time come to abandon instructor-centred learning?

PHILIP BURMAN ADI and author of several books on driver training

S

omething we just can’t seem to get away from, or at least I can’t, is the subject of client-centred instruction (CCL). After yet another visit to an ADI meeting where CCL was the main topic, I was left worried. It wasn’t that the speakers gave incorrect information. My fear was more the fact that the emphasis placed on CCL might lead some instructors astray.

At the moment CCL appears to exclude all else, it seems to me. Is there solid proof that this is the way to go, I wonder? And if the majority is in favour of CCL, are the majority always correct, especially in matters of education and training?

For instance, I was told to study hard in order to pass the ‘11 plus’.

Years later I discovered the IQ basis of this exam was fraudulent and the educational psychologist who devised it was subsequently held up to ridicule. He simply invented data to fit his imagined theories yet the authorities took him seriously enough to implement his ideas. No wonder I didn’t pass!

At age 15, I was in the introductory year of the new Certificate of Secondary Education. My teachers were tremendously enthusiastic because coursework had to be completed throughout the school year. This was considered to be a more accurate way to assess knowledge compared to a one-off exam. Recently I heard the Government wants to abandon coursework for GCSE candidates because it fails to provide a true assessment of ability.

Who makes these decisions anyway, and what exactly is the basis of their judgments? Sometimes I think they reach their conclusions by counting the birds on the trees!

Ok, maybe I’m being unfair. More likely someone wants to make a name for themselves or else they feel the need to justify their existence by introducing some radical new scheme!

Human beings are extremely complex. I doubt if more than a fraction of knowledge about how we can gain information and skills in the most effective way has yet been discovered.

Most readers will have heard of whole brain learning, that is combining the functions of the right and left brain. (If not, it is a vital tool for ADIs to understand and an easy way to implement this is explained in my CPD manual The ADI Rules!). Recently I read of the importance of engaging the upper and lower brain too, although I’m yet to get to grips with that one.

“Human beings are extremely complex. I doubt if more than a fraction of knowledge about how we can gain information and skills in the most effective way has yet been discovered. ..”

18 n SEPTEMBER 2013 n MSA NEWSLINK

In any case, is our entire sum of knowledge located within our brains? If so, why do we get a ‘gut feeling’ about something? How can an organ which pumps blood around our body be responsible for our falling in love? Did you hear the sad but true story of a young man aged 24 who was killed crossing the road? Apparently his favourite meal was KFC. Actually, he was on his way to get said meal when he was run over. The person who received one of his body parts (his liver, I think) hated fried chicken. However, after he received the organ he suddenly developed a fervent desire for KFC. Strange indeed! Does this mean we have intelligence in every part of our body? (Check out ‘transplanted organs memory’ on the internet – some of the reports are fascinating).

Do we not learn something every day? Of course we do. We only have to read the paper or watch the news. What about more practical information?

Perhaps we are able to develop an additional route because we had a pupil in another area. How should that be described? I don’t think CCL quite fits, do you? Maybe ‘discovery learning’ is more apt?

Does CCL have to be used when teaching manipulative skills? If so I can’t see it working with any great efficiency compared to instructor-centred tuition. Pupils need to be aware of what feels right with regard to their use of the controls. If they don’t get immediate and correct feedback it can result in them becoming a ‘harsh’ driver. You may have come across this gross lack of smoothness when teaching a pupil with previous experience, perhaps someone taught by their mum or dad. It can be a tricky situation because they often don’t have any idea of their lack of vehicle sympathy.

Unfortunately I’ve never come across a quick fix for this problem.

Personally, I was a ‘natural’ who picked up driving quickly and easily. But somehow physical co-ordination outside of a car was never my forte.

For instance, I could rarely catch a ball in school sports. I was not much better at football, although I did once score a fantastic goal. I went past five players, leaving them standing in my wake, and pounded the ball hard into the net. The goalie didn’t have a chance. Then I remembered it

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was the second half and I’d scored against my own side! As an adult I only ever managed to successfully change my daughter’s nappy once, despite numerous practical sessions attempting to put a clean nappy on a teddy. Perhaps my subconscious detected my motivation was somewhat lacking! I did better with what seemed to me to be a complicated harness for our Jack Russell. Maybe because this time my wife took the trouble to explain how to put it on, then she demonstrated before allowing me to practise. If she asked me if I wanted to learn to put the harness on or do something else, something else would probably been my choice.

I mention this because a speaker in the recent ADI meeting told us to ask pupils what they wanted to learn on their lessons as part of the CCL approach. Personally, I am not sure this is always wise. Surely it must depend on the type of pupil we have and where the pupil is in the scheme of things? I recently bought a camera with a massive amount of features. There was a certain aspect I was having trouble with. I hate reading instructions and took advantage of a nephew’s visit. He can tell me what to do, I thought (being a professional photographer with a university degree in the subject). Well, he certainly did tell me what to do.

He said consult the product manual! (Because he was unfamiliar with the make of the camera – so he said!). I solved the problem following his advice, but I would sooner have saved time, effort and brain power by being shown what to do. Is that laziness on my part or is it CCL? More likely it’s a desire for instructor-centred tuition but as I’m led to believe this is now frowned on, what does one do? And as the client can I not choose the instructional method which I prefer?

There’s a pelican crossing near my house.

Surprisingly people stand there waiting for the light

Towards your CPD to change without having pressed the button.

Occasionally I take it upon myself to tell them the button needs pressing. It’s true to say this is instructor-centred tuition, but it’s effective and the recipients are normally grateful. Would they be so pleased if I asked them what they wanted to learn about crossing the road? I would probably get a smack in the mouth or at least they’d think I was a bit of a nutter!

The speaker at this meeting mentioned not being critical of a pupil’s efforts. I fully support that.

Being told off for making a mistake can make adults feel foolish for sure and this can prevent learning from taking place. Worse still, it can bring back feelings from long ago, if the instructor happens to use the same phrase as that hated teacher or an unpleasant ex-boss. It’s a process called ‘pattern matching’ and I describe it in my CPD manual entitled Get Your Message Across! The pupil may not associate or even remember the circumstances of the previous criticism, but the brain recalls the negative emotion associated with the incident in a split second, and this feeling can then completely ruin their lesson. However, as much as I agree with the speaker about avoiding criticism, I would not place this under the category of CCL. Before I was an ADI I had a manager who liked to make things seem complicated. Fortunately I received some sound advice from a colleague. He said, don’t listen to Mr Smith. Just take one thing at a time and you’ll find the job is easy.

I would like to say the same thing to Newslink readers. I would encourage you to look at all aspects of instructional techniques. Yes, learn about CCL by all means, but don’t exclude methods which now appear to be out of favour with CCL enthusiasts. Apply them one at a time, evaluate them carefully and see if they work for you. And if

they work, they work! I can assure readers there is nothing complicated about any of these techniques, be they old or new.

I believe – and feedback from users confirms this – that the explanations in my CPD manuals are easy to understand and if applied will bring huge benefits to instructor and pupil alike.

In check test rescue scenarios I have had nothing but good results using these tried and tested procedures. Of course, anyone can say anything, and advertisers often do. However, I have total confidence in my manuals. So much so that I am happy to give a no-quibble money-back guarantee – valid for a full 12 months – if any purchaser is less than 100% satisfied.

There are seven manuals in all and they are not expensive. In fact I think they are great value, priced right now at less than a typical driving lesson.

Free manual for readers

Whether you wish to order or not, my latest manual entitled Eleven Embarrassing Errors ADIs Make and How to Avoid Them can give you ideas about how to steer clear of making mistakes and how to increase your profitability.

Right now it is free of charge to Newslink readers.

Just go to www.meet-the-standard.com to order any of the manuals.

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Comment: Letters to the Editor

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

MDT: your views Dear Sir, Having read through the MDT document, and the MSA’s initial response, I have to say I agree with the MSA decision to reject the DSA’s preferred option of creating a statutory vocational qualification to replace the current Part 1-3 tests.

I don’t think the current system is perfect by a long way: clearly there is something a little awry when an unqualified instructor can charge the same as a qualified one. Under the current system, after a quick theory test and good drive, you can be an ‘ADI’ for about 12 months before the system catches up with you. That’s wrong.

However, the DSA’s way to stop this loophole is a sledgehammer to crack a nut. I am really concerned that the qualifying body is going to be a faceless bureaucracy with no firm links to driver training.

At least with the current system, what’s happening at L-test level feeds directly into the DSA, and one would hope that information on driver behaviour, and on the driving conditions generally, would filter back to the ADI examiners. By making the qualifying body, in effect, independent of the system its candidates are wishing to join, creates a disjointed body.

My wife is a physiotherapist. Her training and testing was through a hospital medical school (in Bradford, to be exact). The people teaching the students were linked to those testing the students, and both were also linked to the real world, ie physiotherapists at work. While we cannot emulate that exactly, as we’re not going through a universitystyle learning process when we become ADIs, I’d suggest that what we have at the moment is as close as

we’re going to get.

No, DSA, think again. Yes, get rid of trainee licences but there has to be a better way.

Ian Leadbetter, Newcastle Dear Sir, In the face of what I’ve read, I feel this MDT consultation is a cosmetic exercise, when the decision has already been made on cost grounds. I think the timing of the MDT’s release, at the same time as the DSA was abolished as an independent body, smacks of a Government-driven austerity programme that has little to do with driver standards or road safety and more to do with trimming the size of the state and spending cuts.

In addition, I thought the whole survey thing was poorly laid out and there was a lack of real information about the effect of the choices I was asked to make.

So overall I say reject the DSA’s preferred option, option 1, though it won’t make any difference; an examiner I chatted to last week told me that he’d heard that wheels were already in motion to do exactly what the DSA wants, and there was no chance of them listening to the ADI industry unless we agree with everything they say.

Given that last bit of information, please don’t release me name!

Name and address supplied Dear Sir, I’d like to offer my views on the DSA’s latest reform ideas for ADIs entering the profession. I think the DSA has got this one right, with its plans to introduce

Editor’s note: Sorry we didn’t get everyone’s letters in this time: we will endeavour to get all contributions in October’s issue a vocational qualification to replace the current qualifying tests. There is a need to improve the education of instructors and while I can see flaws in the plan, and this consultation leaves a lot of unanswered questions, the merits are there.

That’s why I’m really shocked at MSA’s response to option 1. I can see why some ADIs see it as a challenge to their business and they don’t want, or can’t be bothered, to move forward into the real world. But it really is time to move away from the three-part test. I think this is a way to give the industry a clear vocational qualification that will put us on our way to becoming a recognised profession.

Why is the MSA standing in the way of that?

Sheila Dunning, London Dear Sir, Re the DSA’s proposal to restructure the registration fee so that the standards check is paid for separately at the time of booking.

I believe ADIs will come to regret the separation of the fees. In the consultation it was quoted as being fairer, and that ADIs who ‘pass’ the standards check first time will pay less than those who need more tests. But it will be interesting to see if more ADIs start to require more tests, won’t it, now the DSA/ whatever it will be called in the future, will have these tests as a direct income stream.

Once separation takes place it will be too late for the industry to control it and it will become a continuing point of contention each time there is a meeting with DSA. Rob Deal, Wiltshire

Tameside gets the paint out!

Dear Sir, Thank you for the two-page article you published last month about my campaign to get white lines and yellow boxes repainted in the Tameside area of Manchester.

I am pleased to report that in recent weeks, Tameside Council has been out attending to the areas I photographed and have maintained excellent communication with me.

Most of the areas, where the lines had faded to the point of being almost invisible, have now been repainted, with the exception of one that you featured (Church Street in Hyde, which requires new give way lines and a give way sign). At the time of writing this is still the same but they have promised to sort it out soon.

I am certain that had I not raised the issue none of this work would have been done – which just goes to prove that if you shout loud enough and long enough...

I just hope other ADIs will now follow suit and we can see an improvement in our roads right across the country.

Robert Ridley, Bramhall, Stockport

20 n SEPTEMBER 2013 n MSA NEWSLINK

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Special report: Whiplash and insurance

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MPs late to party as they call for a crackdown on whiplash insurance claims A

major report by the Parliamentary Select Committee on Transport has urged ministers to consider reducing the limitation period for road accident insurance claims, and require whiplash claimants to produce more supporting evidence in a bid to reduce the UK’s spiralling motor insurance injury claims culture.

But genuine claimants should not be demonised, the MPs stressed.

Speaking at the launch of the report, the committee’s Chair, Louise Ellman MP, said: “Whiplash injuries can have debilitating consequences for those who suffer them. However, some of the increase in whiplash claims will have been due to fraud or exaggeration.”

“To help bring insurance premiums down the Government must tighten up the requirements for motor insurance claims and ensure that insurers honour their commitment to reduce premiums.”

“The Government should consider requiring claimants to provide proof that they have either been seen by a doctor or attended A&E shortly after the accident. There should be a presumption against accepting claims where adequate proof of injury is not provided.”

For some time ADIs and the MSA have been concerned about this issue, as there is clear proof (see pages 24-25) that the rising number of personal injury claims are directly impacting on insurance premiums, forcing them up to unprecedented levels. It is also clear that one of the key factors reducing demand for driving lessons among young people is the knowledge that once they have passed their test, many have little chance of being able to afford to insure either their own car or even be added to parents’ insurance.

MSA general manager John Lepine commented: “This report is long overdue. We have been pressing the Department for Transport to look into this issue and while the intervention of the Prime Minister last year was welcome, little happened as a result.

“I, along with many others, have long been baffled by the way whiplash claims have been allowed to creep insidiously into our culture. There is little or no medical evidence required to back up a claim, compensation for work absenteeism doesn’t appear to correlate with any actual losses that occur and there is an overall whiff that some people are simply ‘trying it on’. The fact that a section of the legal profession appears to be actively encouraging this by ‘ambulance chasing’ tactics is truly reprehensible.”

The number of whiplash claims is considerable.

The average number of motor insurance injury claims between 2000 and 2005 was 395,735 a year.

By 2011-12 this had increased to over 800,000 – 828,489 claims notified to the Compensation Recovery Unit, and 819,137 personal injury claims, an increase of over 200%. Of these, around 70 per cent are whiplash claims.

It is encouraging to note two points: first, that

22 n SEPTEMBER 2013 n MSA NEWSLINK

there was a significant fall in 2012-13, to 749,555.

This could be as a result of the insurance industry’s crackdown on fraud. It is also important to note, however, that traffic levels fell during this period too: with fewer cars on the road, it is hardly surprising that crash statistics should fall too.

In addition, whiplash claims are actually falling: it is almost as if the Government, insurance companies and MPs are getting involved in this issue as it starts to fade away, and they are a year or so late.

In 2008-09, there were 482,297 whiplash claims out of a total of 625,072 – meaning whiplash claims constituted over 77 per cent of the overall claims figure. By 2012-13 these figures were 819,137 and 476,938 respectively: 58.2 per cent of the total.

While still high, it has to be recognised that whiplash claims have, in percentage terms, fallen considerably – though as we point out on pages 24-25, they are still high. By way of comparison, in France, whiplash claims make up only three per cent of all personal injury claims (overall figures, not just motoring claims).

During its research, the Select Committee recognised these figures, and how they have fallen, but they are still alarmingly high. Of particular concern was the reasons unearthed for the sharp rise in whiplash claims since the turn of the millennium. Insurers will sometimes make an offer to personal injury claimants even before a medical report has been received. The MPs also note that their previous recommendation on making the links between insurers and other parties involved with claims more transparent has been ignored.

Insurers must immediately get their house in order and end practices which encourage fraud and exaggeration, the report warns. If not, the Government should take steps to protect motorists.

Ms Ellman added: “Motor insurers have committed to passing any reductions in costs arising from legal reforms to consumers in the form of lower premiums. We recommend that the Government explain how it will monitor that this commitment is honoured.”

The number of fraudulent and exaggerated whiplash claims has contributed to the increase in

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Special report: Whiplash and insurance

Number of whiplash claims Table 1 (top right) shows that the number of motor insurance injury claims increased by 109% from the average for 200005 until 2011-12.

The number fell by 9.5% last year.

Approximately 70% of these claims are for whiplash injuries

Table 1: Number of motor insurance injury claims notified to the Compensation Recovery Unit[29] 2000-05 average 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 395,735 466,097 518,821 551,905 625,072 674,997 790,999 828,489 749,555 Table 2: Whiplash claims from road traffic accidents 2008-09 to 2012-13

2008-09 2009-10 2010-11 2011-12 2012-13 Personal injury claims from road traffic accidents 625,072 674,997 790,999 828,489 819,137 Whiplash claims from road traffic accidents

482,297

514,816

566,998

542,922

476,938

% whiplash claims

77.2

76.3

71.7

65.5

58.2

motor insurance premiums in recent years.

Estimates of the percentage of fraudulent claims ranged from 0.1% to over 60%, according to the report. These estimates were based on firms’ caseloads, statistical extrapolations or survey data.

Forms of fraudulent activity mentioned by witnesses included ‘cash-for-crash’, where crashes were caused deliberately to generate claims; claims relating to non-existent passengers; fabricated or exaggerated symptoms; or exaggeration of the impact of a genuine injury.

The absence of comprehensive statistics about road traffic accidents means that it is impossible to relate the increasing number of personal injury claims in recent years to the number of accidents.

The Government needs to look at how to improve the collection of data about road accidents, according to the MPs, so that it can improve the detection of fraudulent personal injury claims and help highways authorities improve road safety by targeting spending on accident black-spots.

Louise Ellman added: “The Government has claimed that the UK is the ‘whiplash capital of the world’, but without reliable data on road accidents we cannot say whether that statement is true or not.”

The Committee supports the proposal for an accreditation scheme for medical practitioners who provide medical reports in relation to whiplash claims. It is essential that the practitioners instructed to prepare such reports are provided with information about the accident and the claimant’s medical records. Reports prepared without this information are likely to be of very limited value.

This remarkable lax medical view of whiplash also caused the MPs considerable concern. Ms Ellman MP commented: “We were concerned to hear suggestions from insurers, that medical reports routinely overstate the likely duration of whiplash symptoms. If true, this is evidence of a systemic exaggeration of claims. A random audit of medical reports should be conducted each year to identify poor practice and improve standards.”

However, the MPs did not want whiplash claims to be barred altogether. Access to justice was

important in the most severe cases, and this could be impaired by Government proposals to switch whiplash claims of between £1,000 and £5,000 to the small claims court, particularly for people who do not feel confident to represent themselves against insurers who will use legal professionals to contest claims.

The use of the small claims track could also prove counterproductive in efforts to discourage fraudulent and exaggerated claims as expert evidence is not generally submitted.

The Ministry of Justice should consider ways in which use of the small claims track could be combined with the routine submission of expert evidence, such as medical reports, to restrict opportunities for fraud and exaggeration. It should also consider ways in which litigants in person could be assisted to use the small claims process, to address the inequality of arms likely to arise in personal injury claims.

Ms Ellman concluded: “Many claims are genuine and relate to real injuries which can affect people for months or years. In the debate about how to reduce fraud and exaggeration, genuine claimants should not be demonised simply because their condition cannot be picked up on a scan.”

The report points out that there are many factors which contribute to the cost of motor insurance including the activities of claims management companies, the poor safety record of young drivers and competition issues now under investigation by the Competition Commission.

The report reiterates the Committee’s previous recommendation for more effective crossdepartmental co-ordination of work to reduce premiums.

The Government’s memorandum disaggregates whiplash and other personal injury claims arising from road traffic accidents: this is shown in table 2 (bottom left).

‘Motor insurers have committed to passing any reductions in costs arising from legal reforms to consumers in the form of lower premiums. We recommend that the Government explain how it will monitor that this commitment is honoured.’

Louise Ellman MP, (right)

‘Whiplash injuries can arise from motor accidents [sic] and can have debilitating consequences for those who suffer them. It is appropriate that people injured in motor accidents through no fault of their own should be able to claim compensation from the party which caused the injury...’

MSA NEWSLINK n SEPTEMBER 2013 n 23

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Special feature: The insurers fight back

It’s not our fault: ABI hits back over claims of industry profiteering In the wake of the recent reports on whiplash claims in the UK and the growth of the ‘compensation culture’, the Association of British Insurers (ABI) has issued its own view of the problem and the reasons for the rapid increase in car insurance premiums.

T

he majority of the UK’s motorists have an opinion on the cost of car insurance.

Many question why their insurance premium may rise at renewal despite not making a claim and being a loyal customer, while many young drivers are left feeling frustrated that the cost of their insurance premium is often more than the value of their car.

Some people think that car insurers are profiteering from honest motorists.

This report lifts the bonnet on car insurance premiums and sets out the facts about the costs to honest motorists while dispelling myths. It explains what the ABI is doing to push premiums down and what further action is needed to ensure every motorist gets the best possible deal on their car insurance premiums.

Car insurance: the real costs?

• The average car insurance premium in 2011 was £440 • Insurers pay out £19.4m every day in claims • For every £1 paid in compensation for claims worth less than £10,000, another 76p goes in legal costs • In 2011/12 there were 550,000 whiplash claims, an increase of 27% from 07/08 when 432,000 claims were made.

• While whiplash claims have increased, in the last four years, car crashes notified to the police have decreased by 18%.

Top myths of car insurance

Myth: Insurers are profiteering at the expense of honest motorists.

Fact: Not true. For the past 17 years the motor insurance industry paid out more in claims and expenses than was received in premium income.

For many years the shortfall could be made up by the return made on insurers’ investments.

However, the economic downturn has seen these returns fall significantly which, coupled with the rising costs of personal injury claims, particularly for whiplash, high legal fees and fraud, has meant that premium increases have been unavoidable.

Myth: Young drivers are being priced off the road by excessive insurance premiums.

Reality: We acknowledge that the average cost of insurance for young newly qualified drivers is too high. Sadly, the cost of insuring a young driver reflects their very high crash risk.

In 2011, 5,419 people were killed or seriously injured as a result of accidents involving a young driver aged 16-25. In addition, 40 per cent of 17-year-old men have an accident in their first six months of driving. Improving the safety of young drivers will reduce their insurance costs, which is why we’re campaigning to change the way we learn to drive.

Myth: Insurers make sweeping generalisations when setting premiums, such as the use of postcodes, and do not accurately take into account individual circumstances.

Fact: Insurers always look to set premiums, as far as they can, to reflect an individual’s risk. They take into account a wide range of relevant factors, including age, type of vehicle, claims history, driving record, postcode and occupation.

Myth: Whatever action is taken to reduce the costs to insurance companies it will make no difference to premiums, as the cost of car insurance only ever seems to rise.

Fact: The average annual car insurance premium paid is £440. At the Prime Minister’s motor

24 n SEPTEMBER 2013 n MSA NEWSLINK

insurance summit last year, insurers committed to passing on savings to customers if measures were introduced to strip out the estimated £1.5 - 2billion of unnecessary costs in the system, including the spiralling costs of personal injury claim and reform the way young people learn to drive. We estimate our proposals to the safety of young drivers could see their premiums fall by 15-20%.

The ABI has made a number of recommendations, and committed to various actions, to bring about cheaper car insurance: Action 1 - Reforming the compensation system and reducing high legal costs Our personal injury compensation system is too slow, complex, and riddled with high and excessive legal costs. As a result it currently takes too long for genuine victims of motor accidents to receive compensation. Excessive legal costs in settling claims leads to higher car insurance premiums for all motorists. For example, for every £1 paid in compensation for claims under £10,000 another 76p is paid in legal fees.

The industry has long called for reform to the compensation system and this is now about to change. From April 2013, Government reforms (the majority of which are contained in the Legal Aid Sentencing and Punishment of Offenders Act 2012) abolished ‘no-win, no-fee’ legal arrangements and ensure that the system is more streamlined resulting in quicker settlements for genuine claimants.

Alongside these changes, the Government has proposed extending the existing fast-track system for dealing with road traffic accidents for claims under £10,000 to claims up to £25,000 (this is known as the Road Traffic Act Portal). In addition, the Government has consulted on reducing the fixed legal fees that are attached to these claims, which we support.

Action 2 - Tackling fraudulent whiplash claims More than 1,500 whiplash claims are made in the UK every day, costing the insurance industry more than £2 billion a year and adding £90 to the average

motor insurance premium. This is despite that fact that the number of accidents [sic]notified to the police is falling. That there is no objective test for whiplash, along with the activities of ambulancechasing lawyers and claims management companies encouraging claims, has led to whiplash being the “fraud of choice” for too many people.

The Government is interested in tackling the UK’s whiplash epidemic and has issued a consultation on increasing the small claims track limit for RTA personal injury claims, which is a simpler and more cost-effective way of settling claims. This could reduce costs significantly and would also allow insurers to challenge claims they think are fraudulent, without facing high legal costs. The Ministry of Justice is also consulting on changes to the medical evidence used in personal injury claims to ensure more independent evidence is used.

Action 3 - Safer young drivers The single biggest cause of accidental death of young people aged 15-24 is dying in a crash. High motor insurance premiums for young drivers are the direct result of their poor safety record, and a result of the statistically higher risk that they will cause themselves, their passengers, or other road users severe and life-changing injuries.

Drivers aged 17-24 are much more likely to be involved in crashes resulting in serious injuries than older drivers. This is the result of their age and attitude, rather than just a lack of experience, and certain factors such as driving at night, carrying passengers, wet conditions and excessive speed increase the likelihood that they will be involved in a crash. The way in which young people learn to drive is not working; it is not fit for purpose and young people are paying a price for it.

We have worked with a number of road safety organisations and leading academics to develop proposals to improve the safety of young drivers.

We would like to see measures introduced such as a minimum learning period and post-test restrictions, including a ban on driving during certain times and a ban on carrying young passengers. The international evidence points to the overwhelming success of similar restrictions in countries such as the United States, Canada, Australia and New Zealand.

We are in discussion with the Department for Transport on these proposed reforms and although the Government has shown an interest, we would like to see a firm commitment to consult on changes to the driver training and testing regime. Northern Ireland has proposed similar reforms and we urge the UK Government to do the same.

Insurers want to see premiums for young drivers come down to more affordable levels, but the only way this can happen is to make them safer drivers. If they make fewer claims, the amount insurers will have to pay will decrease. We estimate that if our proposals to improve the safety of young drivers are implemented in full, their premiums could fall by around 15-20%.

Action 4 - Cracking down on fraud Combating fraudulent insurance activity is one of the industry’s key priorities and we have a simple, on-going aim: to stamp out fraud and protect our honest policyholders.

In 2011, insurers uncovered fraudulent motor claims worth £441 million and it is estimated that a further £1 billion of motor insurance fraud went undetected. Last year, the industry launched two major initiatives to catch out fraudsters: • The Insurance Fraud Enforcement Department (IFED) is a counter fraud insurance unit funded by the insurance industry and housed within the City of London Police – the lead police force for economic crime in the UK. In its first year of operation, they made 260

Special feature: The insurers fight back arrests, secured 12 convictions and issued 76 cautions. The IFED’s impact will become more marked during the rest of 2013, as more cases progress through the court system, more convictions and custodial sentences are secured and assets are recovered from fraudsters.

• The Insurance Fraud Register (IFR) is the first industry-owned register of known insurance fraudsters. It will hold details of all people who have contributed towards an insurance fraud being committed.

However, work continues in the fight to combat fraud. These two bodies represent significant tools in the industry’s armoury to fight fraud and complement the excellent work that has been carried out by the Insurance Fraud Bureau since 2006.

How your insurance premium is calculated The chart below shows insurance companies’ outgoings as a percentage of the revenue they generate though premiums n Repair costs and replacement vehicles n Whiplash claims n Other personal injury claims under £500k n Catastrophic claims n Uninsured drivers n Theft n Staffing and overhead costs

Action 5 - Developing telematics technology There is an increasing demand from motorists to use more sophisticated technology to help price their car insurance premiums more accurately.

This has led to some insurers offering insurance products that use data to monitor and incentivise consumer driving behaviour. The ABI wants to ensure that such advancements benefits consumers and the potential of the new technology is maximised. For this reason, in late 2012 our members agreed to develop minimum standards for technology and data, as well as a voluntary claims protocol and a good practice guide for insurers.

A good practice guide has been published, with more work being completed on this project during the rest of the year and into 2014.

Action 6 - Continuing to crackdown on uninsured driving Last year uninsured driving cost honest motorists £350m. This is because all insured motorists pay towards compensating the victims of road accidents by negligent uninsured and untraced drivers. To help combat this and to drive down the cost to honest motorists, we worked closely with the Government to introduce Continuous Insurance Enforcement (CIE), a new offence for possessing a vehicle without insurance, even if it is not being driven at the time. For a vehicle to be exempt, the owner (registered keeper), must have notified the DVLA that the vehicle is being kept off the road by means of a Statutory off Road Notice.

This new system means the DVLA and the Motor Insurance Database (MID) work together to pinpoint drivers who have not insured their vehicles and if the owner fails to act they could face a fixed penalty of £100, court prosecution with a possible maximum fine of £1,000, and having their vehicle impounded or destroyed.

These measures are in addition to the powers the police already have to seize an uninsured vehicle and fine its driver.

We have had much success in recent years in reducing the level of uninsured driving and since 2005 over one million vehicles have been seized for having no insurance. We are not complacent and continue to work on clamping down on uninsured drivers.

Action 7 - Access to DVLA data The Insurance Industry Access to Driver Database (IIADD) programme will give insurers access to accurate data from the DVLA on motoring entitlements, convictions and penalty points when providing quotes for insurance policies. Having access to this information will streamline the process of accepting new customers and reduce fraud by those motorists who are deliberately not disclosing relevant motoring convictions.

The ABI and the Motor Insurers’ Bureau will be working with the DVLA to ensure that the system is up and running in 2014 and that the public are aware of the changes being made.

100%

90%

29% of the cost of your premium

80%

Outgoings as a percentage of premium income

www.msagb.com

70%

20% 60%

50%

15% 40%

9% 30%

3% 2% 20%

26% 10%

According to ABI, current outgoings for insurers on car premiums exceed revenue brought in through premiums Source: ABI estimates, Department for Work & Pensions, Motor Insurers’ Bureau and Credit Hire Organisation Notes: Data is based on 23.5 million private cars, average catastrophic claims costs of £1.5m for 2011, average cost of approximately £4,000 per whiplash claimant and a £350 million cost for uninsured drivers.

MSA NEWSLINK n SEPTEMBER 2013 n 25

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Disability matters In the first of a series of articles on teaching disabled drivers, MSA member Haydn Jenkins answers FAQs in what is a growing sector in the driver training and testing industry. If you have any questions on disability matters please drop a line to the Newslink Editor and Haydn will do his best to answer them.

F

irst things first: I’m not an expert (remember, an ‘ex’ is a has-been and a ‘spurt’, a drip under pressure.) However, I have been an ADI for over 20 years, teaching clients with physical disabilities and educational special needs, and I’m always willing to learn something new. Sometimes the solution comes from the client with the disability, they work out the easiest, least stressful solution for themselves, and all I do is guide their thinking.

I’m glad this will become a regular future in Newslink as we need to discuss matters of disability – and because disability matters.

Over the years I have been asked many questions

by ADIs dipping their toes into the water of teaching drivers with disabilities. Over the next few articles I’ll try my best to answer them, but please bear in mind I’m a working ADI, not a journalist, and I don’t have an educational diploma; indeed, I left school without a School Certificate. n Q. I’m nervous about how PC the language has to be when dealing with people who have what I would call disabilities. Others seem to describe such people as being ‘less able bodied’. What language should I use?

A. I think we’re all nervous about being PC although I find most of my clients more relaxed about this than instructors. I think it’s more about those without disability being worried about upsetting the person with the disability.

Remember, if you worry too much about saying the wrong thing or using the wrong terminology you might just end up not saying anything.

I was given some advice some years ago about choosing the tuition vehicle: “Choose a vehicle you like and you’re comfortable with and your clients will like it to.” It’s the same with your vocabulary; if you choose words and terminology that you are comfortable using and your clients will be comfortable with them.

I have been doing this for some time and you’ll never please everyone I have been told not to use words such as disability and abbreviations like SEN, but if I advertised my business as “ability driver training for special clients” I’m not sure the general population would know what I’m trying to say. I do have some rough rules: I would use a phrase such as “people with disability and special needs” rather than “disabled people and learning disability”. However, remember the ‘worst’ phrases are often used by people with disabilities themselves: I’m shocked when clients refer to themselves a ‘spas’ and ‘wheelies’.

I think it’s important to treat each client as an individual and adjust your teaching style to suit them, instead of trying a one-stylesuits-all approach. It’s just like any other client: wearing glasses doesn’t make you more intelligent!

The foot-inthe-mouth situation will come up from time to time. I know it has for me. I remember telling a young paraplegic to get his foot down on the dual... we both had a good laugh about it at the

26 n SEPTEMBER 2013 n MSA NEWSLINK

Disabled drivers need more than one-size-fits-all approach time. I once asked a deaf client to listen for the swish hands on the steering wheel when doing push-pull.

As to the use of labels, ie, cerebral palsy, dyspraxia, MS and aspergers, etc, I have been told not to hang labels on clients and to look for their ability. Every syndrome has varying degrees of ability or impairment, but some clients seem to need a positive diagnosis, rather than referring to everyone as special. Although most disabilities/ syndromes rarely come individually, as for myself I’m dyslexic with ADD, have a work-related physical disability and hearing impairment. n Q.What are the main differences between manual and electronic hand controls?

A. By ‘manual’ I presume you mean operated by cable or rods, as opposed to electronic (fly by wire).

Manual push-pull hand controls are ‘what it says on the can’: you push the combined control lever forward to brake and pull the control towards you to accelerate.

Because some clients can lack muscle tone or perhaps have a shoulder problem, which makes it hard to maintain the pull for constant and prolonged acceleration, an electronic accelerator could be fitted. These can be a trigger-like lever which needs very light finger pressure, a radial lever or the more ergonomic over/under gas ring; these electronic accelerators are lighter to use, causing less fatigue.

Such systems normally feature a safety system if you brake while trying to accelerate (something you can’t do with the rod/cable system.) In such a case the accelerator is disengaged until the brake is applied without pressure to the accelerator. The other main difference would be cost: the more complex electronic system would three to four times the cost of the rod/cable. n Q. I have been approached by a young person who lost his right leg to meningitis and wants to learn to drive. I have heard of automatics with a

left-foot accelerator. Do they exist, do they work okay? Would it be possible for this person to drive a manual car?

A. Automatic vehicles can easily be adapted for left-foot accelerators. Several companies make what’s called a “twin flip” accelerator which has the advantage of being very similar in operation and feel as the original and can easily be switched from left-to-right configuration for when the car is being driven by an ‘abled bodied person’. I have this system fitted to my vehicle and acceleration response is the same. (There is a quick release option which works similar to an organ pedal pivoting from the floor and feeling slightly different in operation.)

If the client has never driven a manual transmission, or indeed any vehicle, teaching the left foot would be an essentially the same as teaching a learner to use the right foot.

On the other hand, if you have a client who is returning to driving after accident or illness, resulting in amputation, the left foot accelerator can take a lot of getting used to, particularly if you have driven an unadapted manual car. There have been a number of crashes involving driver who were unfamiliar with the adaptation.

You have the potential problem of negative muscle memory. Pupils will be used to putting the left foot to the floor to disengage the clutch, and in an emergency situation the client could floor the accelerator. (This is sometimes referred to as SAS – the Sudden Accelerator Syndrome.)

As a result clients feel nervous and sometimes find it easier and less stressful to learn how to use a combined accelerator/brake hand control, than the left foot accelerator. Remember the clientcentred approach; listen to how they feel rather than pushing on regardless. Also remember that adaptations can be changed.

The second part of your question asks about someone with one leg driving a manual transmission vehicle. There are systems on the market which operate the clutch electronically when you wish to change gear. They are more expensive to buy and more complex to learn how to operate them safely. While on a course at Derby DrivAbility I drove a manual with an electronic clutch. The system seemed to work well although with modern automatic transmissions having the option of being driven effectively as ‘clutch-less manuals’, I personally don’t see the need to fit a complex system to a manual vehicle unless you must have a certain make or model which is not available with automatic option.

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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 date 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

South East

1 Gatwick Road, Crawley RH10 9DE

Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Other speakers to be confirmed.

Price £35

ADMISSION FREE No need to book just turn up on the night Free refreshments and buffet

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

Early Bird Discount

£5 discount if you book before 1st October Please note that if you wish to stay overnight, rooms are available £90 per room b&b

including tea/coffee, lunch and conference pack

Early Bird Discount £10 discount if you book before 12th October

Sunday, 3rd November

Saturday, 9th November

Monday, 11th November

Westerwood Hotel & Golf Resort,

Grape and Olive,

Devon Travel Academy,

9am for 9.30am start

Scotland

Gomersal Park Hotel,

Motorline Nissan Crawley

Speakers already confirmed n Peter Harvey MBE - MSA National Chairman n Kevin Isaacson - AA Drivetech n Speaker From Essex Air Ambulance which will include tea/coffee, two -course carvery lunch and all conference papers

Sunday, 27th October

Registration 8.45am - finish 4.30pm

6.15pm for 7pm -10pm

Crowne Plaza Resort,

Peter Harvey MBE, Chairman, MSA

Cumbernauld G68 0EW

Speakers already confirmed n Lesley Young, Chief Driving Examiner n Tam Cowan, One of Scotland’s favourite entertainers n Chris Bryant, Education & Training Officer, Scottish Cycling n Peter Harvey MBE, MSA National Chairman n John Lepine MBE, MSA General Manager

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 Other speakers to be confirmed Further information to be confirmed

9.30am for 10am start - finish 4.30pm

Western

(formerly Devon Driver Centre) Westpoint, Clyst St. Mary, Exeter. EX5 1DJ

Speakers already confirmed n John Lepine MBE - MSA General Manager n Other speakers to be confirmed

Price £30 including lunch, refreshments etc.

Early Bird Discount £5.00 discount if you book before 28th October

Price £39.99

includes tea/coffee, two course hot carvery lunch and afternoon tea/coffee and cakes Early Bird Discount £4.99

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 28 n SEPTEMBER 2013 n MSA NEWSLINK

or call 0800 0265986 with your credit/ debit card details Please note that in most cases pre booking is essential.

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Regional AGMs

Greater London

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

West Midlands

Stafford Road, Stone, Staffordshire ST15 0BQ

Speakers already confirmed n John Lepine MBE - MSA General Manager Other speakers to be confirmed

Speakers already confirmed n John Lepine MBE - MSA General Manager Other speakers to be confirmed

Price: £39 for the fifth year running

Price £40 MSA Members: £50 Non Members

This will include refreshments throughout the day a two-course lunch and all conference papers

Monday, 18th November

Sunday, 17th November

Saturday, 16th November

Early Bird Discount £10 discount if you book before 18th October

Early Bird Discount £9

9am for 9.30am start - finish 4.30pm

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 Cheshire Fire Service Road Safety n Jackie Broughton, Aszuki n Mac McDade, Ideas 4 ADIs n David Downing, Drive Compare

Price £25 MSA Members. £30 Non Members Early Bird Discount £5 discount if you book before 30th September All bookings must be made by 1st November

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

Why should you attend?

Latest news on Standards Check... ... the low-down on the Government’s plans for new drivers... ... details on the DSA’s MDT... ... and updates on changes to the agency Formal notice is hereby given that the Annual General Meetings for each region of the MSA will be held during these event.

MSA NEWSLINK n SEPTEMBER 2013 n 29

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

Use the traffic signs properly, or the public will ignore them DAVE pepperdine Editor, East Midlands

Now I know it is totally wrong to break the law and I certainly don’t condone it but I must say I do have some sympathy for people who use the roads of our country on a regular basis and have to stick to some of the more daft rules, particularly high mileage drivers.

I recently did two longish journeys, one to Selsey, the other to Stansted Airport. On both journeys I was confronted with motorway signs telling me to slow to 40mph as there was debris on the road.

Most people did not slow down and I was getting a bit hot under the collar, thinking what is the use of the signs if everyone disregards them?

However, there was no sign of any work being undertaken, and after three miles or so there were the END signs, with absolutely no reason why the 40 signs were there in the first place.

OK, so there might have been workmen in the road earlier but when the debris is cleared surely they only have to press a button to switch the restriction off?

Is there any wonder why people don’t have any respect for such signs?

On a slightly different tack, on my return from Selsey I was in our 1.0 Toyota IQ and decided to drive in eco-mode to see if I could improve the mpg.

The car is used mainly in town and returns near 45mpg. Taking the non-major roads from Selsey to the M25 at a steady 50/55mph there were plenty of diversions, too. As we entered the M1 north I tucked in behind (no, not to close) a National Express coach on a 13 plate. Usually they seem to steam up Lane 2 a car length from the vehicle in

front but this one was a shining example of ‘how to drive’. I followed it at a constant 56mph. The driver’s signals for overtaking were perfect, the move from lane one to lane two were perfectly timed and executed, with no change in speed, likewise the transition from lane two to lane one was perfect .

The coach left the M1 to join the M6 and as we passed it on the intersection I saw that the driver was a young, blonde female, which blasts away any myth that female blondes, or any other female for that matter, cannot drive.

Whoever she was, I salute her. In fact I was so impressed that I emailed National Express to commend her. I wish her well. I don’t know if they have a dedicated vehicle but if you see a smart clean National Express coach, reg no FJ13EAW with a young blonde lady driving, prepare to be impressed.

Oh yes, I managed to get 60.2 mpg from the IQ, not quite what Toyota says it will do but still quite good for a tiny three-cylinder 1.0 car!

Lifeboat visit: Our recent meeting at Skegness Lifeboat station didn’t attract the numbers we hoped, but those who attended enjoyed an interesting presentation from Russell Jones, had a tour of the lifeboat and station and we handed over a cheque to the RNLI

Unfortunately I was unable to attend the last committee meeting so have not got any official figures for the meeting in Skegness. All I can say is that it was a very poor turn-out indeed, and the ones that did not attend missed a very interesting

‘Our council tells us nothing can be done about the state of the roads or trees overhanging road signs until they are told about them... you would think that council staff use the roads the same as any of us, so why don’t they report to the council about such matters. Surely council leaders use the roads, or do they? ’ 30 n SEPTEMBER 2013 n MSA NEWSLINK

talk about the work of the RNLI and a super tour around the lifeboat.

Russell gave a presentation of the way people park in Gibralter, emphasising the fact that nearly all the locals reverse into a bay or space, and it was mainly the Brits and tourists who park badly or went into spaces front first. Does this mean that ADIs in Blightey don’t teach properly? Was this the message Russell was trying to convey in his presentation? I did ask him what conclusions he had come to but he said further research had to be done. Watch this space.

Returning to my earlier bit about signs, and I know it is a subject that Terry Pearce has often reported on in his area: how can people be expected to abide by the laws if the signs that tell you of speed limits, bends in the road, etc, are TOTALLY hidden from view until you are one car length from them?

Our council tells us that nothing can be done until they are told of the situation so they welcome anyone reporting overhanging branches, long grass on junctions, etc. Why do we pay council tax? They don’t spend it on getting rid of pot holes, they don’t spend it on keeping road markings fresh, they don’t spend it on reducing rent for new shops to come into town.

You would think that council staff use the roads the same as any of us, so why don’t they report to the council about such matters and surely council leaders use the roads, or do they?

RANT OVER for this month.

As I have said before on many occasions, if anybody has anything interesting happening in the East Midlands region or has a gripe to air, please get in touch. My phone and email are on the page to be seen and used. Surely somebody, somewhere has something to say about something or someone?

Amusing, topical, ground breaking, please not libellous or unprintable!

Keep well to the left, until next time.

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Regional News: Western, South Wales

Contact at last with the DSA DAVID JAMES

Editor, South Wales

I am pleased to report that I have finally managed to log in to the DSA website and tick the box, so to speak. I was thinking I would do a ‘find an instructor’ so that I can view my ADI details as a learner will see it. I decided to leave well alone, it’s not wise pushing your luck sometimes, is it?

I would like to thank those of you who gave some feedback on their own difficulties in contacting the DSA. Not a large response but it does put more perspective on the issue and is appreciated.

Maybe I expect too much from computer and call centre ’phone systems. They are set up and run by people after all, so why should they be perfect?

A further warning was published on the DSA Daily Digest about dodgy practices of some operators running test booking websites. They appear to be official websites and charge up to £30 to carry out the booking application, in addition to some other misleading practices. One of these businesses has been fined £85k by the authorities.

It’s good to be aware of these dodgy practices and pass it on to our clients, together with the advice that they should use the official booking systems.

There seems to be an increase of non-ADI driver training taking place this summer. People are allowed to do this and it is their responsibility to make sure they are qualified and insured to do it.

I have noticed at least two cars recently with L plates only – no signs or ADI badge to be seen. The cars seem to have different learners behind the wheel at different times.

I have only a small amount of information about this. When you drive a car it’s possible only to get a glance, but it’s enough for me to watch out further for this. Of course, it may be that they are ADIs and haven’t displayed their badge, so care needs to be taken.

I was interested in the news that the DSA and police have uncovered an organised test fraud operation. People have been paying the fraudsters £800 for a theory test pass and £1,800 for a practical test pass. I understand that one attraction for this sort of organised crime is that a driving licence gives access to a much wider range of opportunities when in the wrong hands.

I find it disturbing that there are currently around 700 cases under investigation by the fraud investigators. This harms the whole system of driver training.

Finally, watch out for a new type of insurance fraud involving a driver inviting another waiting to emerge from a junction by a headlamp flash. If the driver pulls out, the first Contact will then deliberately collide to create the David James can be insurance claim. It’s been contacted via dubbed by the media as e: d.james869@ ‘flash for cash’. Could be a btinternet.com or via good discussion point on a 07733 070888 lesson, perhaps? n FLASH FOR CASH: See page 8 for more on this

Why does society ignore the most important ‘E’?

COLIN LILLY

Chairman & Editor, Western

The three big ‘E’s in road safety are engineering, education and enforcement. In mid-August the Government announced a £94million package for English cycling. The aim was to encourage greater use of cycling and to make it safer as a form of transport.

The only E included in this announcement was engineering. The others were ignored. A number of factors have been overlooked.

In 2012 the number of cyclists killed was 122, an increase of 10 per cent. The most common contributory fact in these deaths was ‘failure to look properly’; 57 per cent attributed to the driver, and 43 per cent to the cyclist.

This is not a ‘two wheel’ phenomenon as motor cyclist casualty rates fell. That is a category of road user that is trained, tested and subject to enforcement.

The second most common contributory factor attributed to cyclists in serious collisions was ‘cyclist entering the road from the pavement’. This includes when a cyclist cross the road at a pedestrian crossing.

This was recorded in about 20 per cent of serious collisions.

These problems will not be solved by engineering alone. First, drivers must accept cyclists as equal road users and for this to happen cyclists must be seen to obey rules. This requires education and enforcement.

Second, drivers and cyclists must understand the issues each category of road user faces when using the road. This again requires education and, if necessary, enforcement.

The relationship between pedestrians and cyclists is another that needs consideration if joint cycle and pedestrian routes are to be workable.

The one I so often hear is that ‘cyclists don’t pay road tax’. Let’s step back and look at the situation. A strong selling point for many modern cars is ‘zero road tax’ which beggars the question how many drivers actually pay any vehicle excise duty (VED). In the past four years I have paid a total of £60 VED. Two of those years I paid nothing. I welcome anyone to try and explain how my ‘right’ to be on the road was any different in those years.

Much work needs to be done to break down the stereotyping that lies at the heart of this problem.

Without education and enforcement road users will not stand back and consider the situation. The Government needs to reinstate the education programme for all road users and for all. To do otherwise is false economy. n n n n n n

32 n SEPTEMBER 2013 n MSA NEWSLINK

Overheard in a dentist’s waiting room.

Man about 70: “This new rule about not staying in the middle lane of a motorway is going to make driving more difficult.”

His friend: “Yes, I think you’re right.”

Man: “Yes, if you move to the left other drivers begin to overtake so you can’t move out again”.

This short conversation gave a good insight into the problem of centre lane drivers. The man who was complaining was already giving a good explanation of why it is necessary. Clearly he was used to having a line of potentially faster traffic queuing behind him on the motorway.

My concern is that, if these less competent drivers think that their behaviour will be penalised, it could lead to some erratic lane changing because they are not used to the manoeuvre. n n n n n n If any local group of driving instructors is looking for a speaker for one of their meetings, I am happy to come along and give a presentation and have a discussion on current developments in the industry.

My contact details are as shown below. n n n n n n Now is the time to book your place at the MSA Western Annual Regional Seminar and AGM, which is being held this year on Monday, 11 November. This year 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 2013.

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 industry. More speakers and topics are currently being negotiated.

The event runs from 10 am until 4.30 pm. Lunch, refreshments and a CPD certificate are included. A period of respectful silence will be observed at 11am.

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 below.

We look forward to seeing you there. n n n n n n If you have any comments or news please contacts me at 7 Bampton, Tamar Road, Worle, Weston-superMare BS22 6LD, on 01934-514336, Mobile: 07768367056 or e-mail: cglilly@btinternet.com

Contact e: cglilly@bt internet.com t: 01934 514336 a: 7 Bampton, Tamar Rd, Worle, Weston-super Mare BS22 6LD

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Collingwood Insurance Services offer

Jane’s reaping rewards of signing up for the Collingwood referral programme Simple scheme means your pupils benefit with insurance that covers them for private practice... and you get cash in your bank Over the past year Collingwood Insurance Services has been promoting its Learner Driver Insurance policy to ADIs through Newslink, and encouraging them to take advantage of our Learner Driver Referral Programme. Through this you can earn extra cash simply by referring your pupils to our insurance policy. We’re delighted to say we’ve had a fantastic response so far.

The Learner Driver Insurance policy is a short-term option for those pupils looking for private practice in their own car, the family car or a friend’s before their L-test.

Leaners can take out either an annual or a short-term policy from seven days to 24 weeks, with rates starting from as low as £1.49 a day. Learners can also insure a second vehicle for half the premium of the first when insuring both vehicles at the same time on the short-term insurance option.

Getting insurance is easy: it’s just a case of the pupil going online to www. collingwoodlearners.co.uk, click on “Get a Quote” and complete the simple quote

process.

The policy is a great way for your pupils to know that they are covered for the private practice they need to build on your work during lessons. And you benefit, too.

Simply register as an ADI through the Collingwood Instructors website and every time one of your pupils buys a new policy quoting your unique discount referral code, you earn £20.

And as an added incentive to start your involvement, if you register with promotion code NEWS0913 before the 31 Oct 2013, you will receive £50 for their first referral.

Not only that, but to make sure the pupil does refer you, your student can save a minimum of £20 by using your unique referral discount code – available each time they renew their short-term learner driver insurance policy. Your student will also receive a discount on all subsequent short term policies purchased.

Referral fees are paid monthly by BACs straight into your bank account – it’s as easy as that.

ADIs are making extra cash, thanks to Collingwood

One Gloucestershire-based ADI is delighted with the extra cash she has earned since signing up for Collingwood’s Learner Driver Referral Programme.

Jane Hibbs joined the scheme in February and three of her pupils purchased learner driver insurance policies within the first six months.

“I would thoroughly recommend joining the Collingwood Learner Driver Referral Programme - there is absolutely nothing to lose, but something to gain!

“I have always encouraged my pupils to practise in between lessons, to build confidence and experience (as long as they drive as they have been taught!), but they have frequently been restricted by the insurance held on the family car.

“With Collingwood, they can insure for short periods of time and receive discounts by quoting my unique ADI number, which also puts money into my bank if they take out a policy.

“I must admit, when I first registered for the scheme I didn’t hold my breath that I’d get anything out of it, but so far I have had three referrals and received the cash straight

away from Collingwood.

“Can’t be bad – and I know my pupils are really benefitting from the extra practice they are getting between lessons.

Helen Ferrar at Collingwood says: “Jane has taken advantage of the free promotional material we offer all our instructors and uses our referral cards and parent flyers as well as a set of magnetic vehicle decals. Together with driving lesson appointment cards and a selection of web banners for those with their own websites, each are designed to promote the instructor’s unique discount referral code.”

Why don’t you get involved?

Simply register on the programme and receive your unique ADI referral number code. Then every time one of your pupils takes up a new policy with Collingwood using your code, you receive £20.

It’s as simple as that!

Special offer: Register at www. collingwoodinstructors.co.uk before the 31st October 2013 using the code NEWS0913 and receive £50 for your first referral!

MSA NEWSLINK n SEPTEMBER 2013 n 33

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Regional News: South East

MDT: Yet more Muddle, Dither and Tinker from the DSA ‘I thought for one glorious moment that the DSA was going to propose something that would be ground-breaking, innovative, progressive, truly modernising. Being well aware that history repeats itself I should have known better. How disappointed I was when I read their off-the-cuff suggestions. ...’

ROD CAME Editor, South East

MDT and all that

Oh dear, how many times have I called UK driver training a cottage industry? How many times have I called for a shake-up to make it fit for purpose? How many times have I suggested licensed driving schools? Many, is the answer.

I thought that my prayers had been answered when the DSA, in its death throes of its previous incarnation, issued some proposals under the illustrious heading Modernising Driver Training, Reform of the Regulatory Framework for ADIs (or MDT for short).

As is often the case with grand titles it does not necessarily indicate what’s in the tin. In this case I would interpret MDT as ‘Muddle, Dither and Tinker’.

I thought for one glorious moment that the DSA was going to propose something that would be ground-breaking, innovative, progressive, truly modernising. Being well aware that history repeats itself I should have known better. How disappointed I was when I read their off-the-cuff suggestions. That is not to say that there is no merit in any of them, but as usual DSA is just tinkering around the edges instead of making a substantial difference.

For example, new-style PDIs will only be able to provide paid-for instruction if accompanied by an ADI, not any old ADI but a certificated ADI. But they will still be able to give, as in free, instruction to family and friends in order to hone their training skills. How daft is that? Nobody will believe that their services are being provided free of any cost to the learner driver, any more than they are by Uncle Fred who suddenly seems to have an enormous extended family who he trains for free!

The opportunity to close a gaping loophole has been missed – again.

In the past I have successfully trained other people to a standard to pass the ADI qualifying exams. I am not ORDIT registered, not having needed to be. Other people went on to create businesses training ADIs and became ORDIT registered to establish their credibility. ORDIT was successfully fought for over many years in an attempt to ensure that new entrants to the industry had proper training, which would improve their chances of becoming a successful ADI. These new proposals tend to negate all the effort those people, especially the MSA, put into creating ORDIT. Individuals will no longer be able to operate as ADI trainers, in future they will have to join together with others to provide the service.

The downside was that this business opportunity led to a considerable increase in the number of ADIs (and PDIs) on the road, all looking for new pupils, just as the car learner market was starting to

diminish. This influx created regular calls to close the Register, something that was never going to happen. However, in this reform the DSA is proposing extra hurdles for aspiring ADIs to jump through which are going to, hopefully, increase the depth of training, and increase the cost of qualifying. This should have two effects, one being that new ADIs will be better trained to provide comprehensive driver tuition, and two, there will be far fewer unsuitable people who have been made redundant or otherwise, thinking that it would be good idea to become a driving instructor before they get a ‘proper’ job.

This actually starts to fall into the grand plan for the industry to become a profession rather than an industry, which it currently is. Having a large number of people flitting in and out of the job only lowers its status, especially when the only benefit they can offer the customer is that they will provide lessons cheaper, not better, than anybody else.

Unfortunately at the Q & A session with Mark Magee ADI Registrar, in answer to one question it was said inter alia, “The concept of a training centre does not necessarily mean an actual establishment with classrooms, etc. For the majority of training purposes the classroom will continue to be the training vehicle.”

There was me thinking, just for a moment, that a driving instructor training centre would have all the necessary facilities to provide theory and practical training in various types of vehicles, from mopeds to articulated trucks, for those instructors

34 n SEPTEMBER 2013 n MSA NEWSLINK

who wished to train others in different types of vehicle. And that a driving ‘school’ would have to provide similar facilities for training new drivers.

Were my dreams cruelly dashed? Note the words ‘for the majority of training purposes’. Being a natural optimist I wonder if DSA has seen the light and have further proposals, currently securely locked away in a cupboard in Nottingham, which will establish proper driver training establishments.

For many years the DSA has displayed an inability to raise the standard of car driver training through the check test system, yet they intend to persevere with the same tired old method. Albert Einstein is said to have defined insanity as “doing the same thing over and over again but expecting a different result”. The check test system must be the ultimate proof of the wisdom of those words.

Probably more than 60,000 times every four years the same thing is done with no overall improvement at the lower end of the scale. A tried and trusted method is not necessarily the best way to engineer progress, but a change for changes’ sake is similarly rarely productive. However, a change to an arguably better system would benefit all those involved.

In Newslink June 2013 I said that DSA are incapable of supervising 46,000 ADIs who are all doing their own thing, my opinion in that regard has not altered one iota. The new revamped DSA will be no more capable of doing so than the previous incarnation, so something must change and that something is – and has to be – the licensing of driving schools. But this Muddle, Dither and Tinker of ADI training reforms does not suggest that this is going to happen: it is another opportunity missed!

If driving schools were licensed, not by numbers in a given area but by facilities provided, the total number of checks to be carried out by DSA could be reduced to about 5,000/6,000 throughout the

Dates for your diary

We have three meetings planned for ADIs in the South East.

More details on all these events: see www.msagb.com 19th September 2013 21st October 2013 Who: MSA South East Who: MSA South East What: Meeting What: Regional Training Where: Haynes, Maidstone

Day and AGM Time: 7pm-10pm Where: Nissan, Gatwick Cost: £5 members & Time: 7pm-10pm

£8 non members Cost: FREE

5th December 2013 Who: MSA South East What: Meeting Where: Bartletts, Hastings Time: 7pm-10pm Cost: £5 members & £8 non members

www.msagb.com

UK. They could probably manage this number. The facilities provided at a permanent establishment would, by way of necessity, include classrooms, an off-road training area and the provision of theory and practical training for drivers of all classes of road going vehicle.

Also the schools would be able to train their own instructors for both initial and refresher training, with DSA retaining its supervisory role of the establishment alongside that of the individual. This would be very much along the lines of how Ofsted operates when inspecting state and independent schools, a system which works reasonably well.

I have written before that DSA is perhaps working to achieve this state of affairs in a ‘softly, softly, catchee monkey’ scenario, rather than being upfront and proposing such a momentous change in one hit.

The requirement that ADI trainers will not be able to provide their services as individuals is a case in point. The changes being introduced for laden trailers to be used on driving tests is another, because an individual trainer such as myself who maybe only trains two or three B+E drivers a year will find it financially not viable to provide a trailer laden to the specification required. Over a period of time other minor but far-reaching requirements may be introduced which will gradually force ADIs to band together to provide their services.

Equally likely is that another change of plan will occur at DSA and all the current proposed changes will count for nought.

Qualified novices

Once again the hairy old problem of young drivers crashing cars has raised its ugly head. Oh dear, what are we to do about it, the academics ask, and then come along with a lot of fatuous ideas that have all previously seen the light of day, discussed and then dismissed.

We have the RAC putting its oar into what should be our waters with their suggestions as listed in last month’s Newslink, which I would like to consider one at a time.

• A one-year minimum learning period which would include driving in a variety of circumstances eg, during the winter, in darkness.

This suggestion does not indicate a minimum amount of training during that period, so would a one hour lesson once a month suffice? A variety of circumstances: does that mean that people from the Orkneys would have to travel to Edinburgh to drive in a city and experience motorways and dual-carriageways, and city kids drive into the deserted roads of the countryside?

Or would this not be an absolute requirement, and if not, why suggest it in the first place?

• A one-year post-test period with passenger restrictions and conditions for late-night driving.

Regional News: South East ‘For many years the DSA has displayed an inability to raise the standard of car driver training through the check test system, yet they intend to persevere with the same tired old method.

Albert Einstein is said to have defined insanity as “doing the same thing over and over again but expecting a different result”.’

This would make the many suffer for the few, although some would say it is worth it. Many youngsters take their driving test and then either don’t have access to a car or go to university where they will not drive.

How will this benefit them? Do new young drivers only have crashes at night? Probably more than during daylight hours, but what is to be done about those who crash during the day?

• A full licence with a two-year probationary period, an extension of the current system.

At last, a bit of common sense.

Further suggestions made elsewhere include; Restricting the engine size of vehicles driven by new young drivers – they crash in one-litre cars, too – no benefit in that.

They can only have adults as passengers – do they want to go clubbing with Mum and Dad? No benefit in that.

Raising the driving age to 18 – more 17-yearolds riding motorcycles with greatly increased risks – no benefit in that.

Compulsory display of P plates for 12 months after passing the driving test – most would drive about 7,000 miles in the year, some 30,000 or more, some none at all – imagine being overtaken on the motorway by a Transit van doing 85mph bearing P plates.

Restricting night driving, say between midnight and 5am – very inconvenient if a youngster works shifts where there is no public transport and increased risks, especially to girls walking home alone – no benefit in that.

Probably someone, somewhere has suggested that all new drivers should only drive orange cars so that other road users can see them coming – is there benefit in that?

Perhaps a change of approach to driver training is needed to overcome what is a universal problem.

The Government, in its infinite wisdom, has decreed that young people will have to stay in school, college/university or training until they are 18. Many will leave with either spurious qualifications or none. A lot of employment relies on people having a driving licence. Many young people while in education or training will not have sufficient income to be able to afford driving lessons – result no licence, no job.

One qualification that many could achieve would be to hold a driving licence, but only if driver training were included in the curriculum at educational establishments. This is, of course, not a new idea, like many others it has been tried in progressive countries around the world, but as usual the UK lags far behind when it comes to innovative thinking.

Michael Gove, the Secretary of State for Education, is apparently open to suggestions to reform the way in which children are educated. He wants to go back to basics and have young people leave school with a feeling of self-worth because they have achieved something.

But – there is always a ‘but’ – the teaching unions would undoubtedly object to non-union people coming into schools and usurping what they see as their jobs. However, Gove seems to be of a mind to push through his reforms which means taking on the unions.

ADIs with teaching qualifications could not reasonably be refused the opportunity to provide driver training in schools, even against union resistance. The benefit to a lot of low-achievers would be immense.

What must be resisted by our representative bodies is having school teachers taking on the role of driver trainers, without the ADI qualification and experience. That would be like asking ADIs to teach algebra: some might be good at it but most will not.

Road use is a life skill and should be engrained in our children from an early age. We trust parents to teach their offspring to cross the road safely.

Cycling proficiency is included at some schools for those who wish to partake in the scheme, but when it comes to motorcycling and car driving, possibly the most dangerous activities that people undertake, they are very much left to fend for themselves. Those who can afford it and want it get good training, others do not benefit as much.

Road crashes cost the country millions of pounds each and every year. A high standard of universal training would go a long way to reducing that cost, both in lives and money.

If we are to have changes, then let us have some real changes, not mere alterations. Let the MSA become a leader in initiating these reforms. The name says it all: the Motor Schools Association.

MSA NEWSLINK n SEPTEMBER 2013 n 35

www.msagb.com

Regional News; London

Stop the talking, let the pupil drive TONY PHILLIPS

Editor, Greater London

In November 2010, I wrote an editorial about various items but really centred on coaching. I was still very cynical about it, and even suggested that it might be a case of the ‘Emperor’s New Clothes’.

In the meantime, I have previously referred to Phil Burman’s excellent articles and apart from a change of viewpoint from myself about coaching since 2010, I agree to a great extent about Phil’s latest article that appeared in August’s Newslink.

The only things where I could disagree with Phil is that client-centred learning (CCL) actually encompasses all those great and effective ways of teaching that Phil mentions such as ExplainDemonstrate-Practice (EDP); discovery learning, rote and Q&A, rather than sits alongside them, ie, it really isn’t throwing out the baby with the bathwater.

However, the difference is this. What’s the point of teaching someone using a particular method such as Explain-Demonstrate-Practice if they really want to ‘have a go’ at it themselves? So long as you keep the situation safe they might learn much more by having a go rather than just sitting there listening to you waffling on and then showing them just how good a driver you are! Why not ask them how they like to learn first and then go along that route if they have an idea? If they don’t know how, how about experimenting with different methods and watch the pupil to see how they respond.

It isn’t a mystery and it isn’t rocket science and, of course, anyone who has an idea of coaching and the client-centred approach will recognise the points I’m making.

I don’t know to whom Phil was referring to in his article, who he heard presenting at a recent meeting but it certainly wasn’t me, as in my recent presentations I was suggesting that the members try these ideas out and see how they work, and I certainly wasn’t telling them that they had to. I know it couldn’t have been me that Phil was referring to because anyone who has an idea of coaching knows that they really have to concentrate on what they’re seeing and hearing and not be selective. As Phil says in his article, he is very experienced in the art of coaching, CCL and also NLP (which is something that I know nothing about) so he would have really listened and formulated his opinions accordingly, wouldn’t he?

I hope that Phil comes along to our next meeting in Hemel Hempstead on 12 September as there may be more advice on this subject for him.

In the meantime, and referring back to Phil’s article in the last issue, I personally have to say that I’m surprised he has never had a client who wants to talk to him about their personal relationship problems. Surely most of us have had experience of that, haven’t we? Even before I took up coaching, quite often I had to sit and listen to a personal issue from a client and I listened; because you know what, I’m not nosey and I’m not interested in salacious gossip either, but even before I learned about coaching I knew that unless they could get their gripe out of their system, they weren’t in any fit state to drive my car, were they?

Since I started using coaching as a means of educating my customers, including PDIs and ADIs,

36 n SEPTEMBER 2013 n MSA NEWSLINK

Getting tough in the ASL box: TfL and the police are going to levy heavy penalties on drivers who stop in the ASL boxes... but will there be matching penalties for cyclists who break the law, too?

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

I’ve had more success with customers on tests, including ADI qualifying and check tests; more work and I’ve even been able to raise my rates slightly – and all this at a time when many ADIs are, regrettably, floundering.

I really don’t know if it’s down to using coaching as a method of educating my customers but I really can’t think of anything else that I’ve done that’s caused this change for the better.

Drawing the lines

We somehow knew that something was up when PCOs were handing out leaflets to drivers stopped at traffic lights in our area. They were very pleased to hand one to us as they could see that as driving instructors, we could obviously educate our customers by using the leaflet they had given us.

What was the leaflet about? ASLs, of course, Advanced Stop Lines at traffic light-controlled junctions, and the rules and expectancy of how motorists should deal with them.

So on the local BBC news a few days later, there was a spokesman for TFL (Transport for London) talking about a ‘crackdown’ on offending motorists.

The online cyclist’s mag Road.cc carried the following report on 15 August: “Transport for London (TfL) has announced that from this week the Metropolitan Police and City of London Police will be stepping up their enforcement of Advanced Stop Lines (ASLs), often referred to as ‘bike boxes.’

Drivers encroaching on ASLs while traffic signals are red will face a fine of £60, as well as having three points put on their driving licence.

Plans to get tougher on motorists who illegally cross the line marking out the ASL, using CCTV cameras, were first revealed by London’s cycling commissioner, Andrew Gilligan, in May. He says that police will also be targeting cyclists

Heading north...

MSA Greater London training seminar Venue: Hemel Hempstead (Camelot) RUFC, Chaulden Lane, Hemel Hempstead, Herts HP1 2BS Date: September 12 What’s on: Training tips, industry updates and presentations from regional chairman Tom Kwok and editor Tony Phillips. Renault Clio 4s on display

who ride through red lights, giving them a £30 fixed penalty notice if they are caught…

In a press release issued by TfL today, Mr Gilligan explained: “It may be that some drivers don’t realise they aren’t allowed over the Advanced Stop Lines, and when the lights are red, those areas quite often have cars and lorries all over them, completely defeating their purpose.

“Bike boxes are a really important way to keep cyclists and vehicles at a safe distance.

“They have already saved hundreds of drivers, particularly truck drivers who have blind spots in their cabs, from the anguish of unintentionally harming a cyclist, and of course saved hundreds of cyclists from serious accidents.”

TfL says that the only exception to drivers being given a £60 fine and having three points put on their licence – which can lead to higher insurance premiums – is if the lights change from green to amber and they are unable to stop safely before the first line.

Turning to the issue of cyclists jumping red lights, Mr Gilligan said: “Whilst usually only endangering the rider themselves, bad cycling does annoy and frighten people, and we are going to tackle it.”

I disagree to some extent with the last sentence as there have been too many cases reported of serious injury and death caused by bad cyclists; they’re not all the little innocent, eco-safe road users that the propaganda merchants from TFL say.

However, in the main, motorists naturally do cause much more danger to road users than cyclists and the law is the law. My biggest gripe is that cyclists get a fine and motorists could lose their licence, due to the points system.

Where’s the encouragement for cyclists to take more responsibility?

Meeting Well, we’re getting nose bleeds and travelling outside the M25 (did you put the breathing equipment in the car, Tom? We’re not used to going that high up!), and heading off to Hemel Hempstead (Camelot) RUFC, Chaulden Lane, Hemel Hempstead, Herts HP1 2BS for an MSA meeting.

Both Tom Kwok and I will be giving presentations on very relevant topics and we hope to have a couple of new Renaults, including the new Renault Clio 4, for attendees to take a look at.

Watch your local driving test centre notice boards for details, especially if you’re in the Herts/ Beds/Bucks/Middlesex part of the Home Counties.

www.msagb.com

Regional News: North East

Local developments will add to our traffic hassles

PAULA MORRIS Editor, North East

As I sat down to take a look through my local town newspaper I came across an article which informed me of a public meeting about to take place regarding our town and surrounding areas.

The meeting was to discuss the LDF (Local Development Framework) Apparently, enough of our glorious greenbelt is earmarked for 1,500 new homes; another 20,970 new homes are to be built in and around our local area!

Now, I’m not usually someone who objects to development of any kind but when I read those figures, I must admit I felt quite unnerved!

Our roads at certain times of day and night are already so congested it can take three times longer to get to the same destination as at other times. So if we were to add, for arguments sake, another one car per home used by the new home owners, which as we know is unusual, but some multi-car homes will be moving from old to new houses, and some will have no car at all, so like I said ‘for arguments sake...’ you have to ask, can our local road network really cope with another 22,000 cars on them?

I think not. Our roads in this part of the world are in a very poor condition as it is!

That being said we have seen a few

Unless we see further investment, I can see bumper-to-bumper driving is going to become part of daily life, not just twice a day, but all day, every day.

We have some beautiful green belt in Yorkshire but it appears that over the years it is slowly but surely being eaten away by these horrid new housing developments.

And to top it all off, to end the article there is information that the LDF has set aside 122 hectares of land for employment!

Forty-two of these hectares will be in an area that is already ridiculously jammed at rush hour as it is the motorway access road!

I really dread to think what impact this is going to have on our roads and countryside as we already have developments happening up and down the town for the university students, new housing developments already built, it seems, on the end of each street.

I can only hope that these plans take a long time to pass, certainly long enough for me to have retired at least!

Or here’s an alternative – maybe my husband’s emigrating idea is not a bad idea?

Preferably before this tiny little island sinks into the sea?

improvements on certain roads lately. So you may ask, where has that money come from?

Well, the answer is, these roads are mainly to be found on the route that the Tour de France will be taking in 2014, when it makes its ‘Grand Depart’ from Yorkshire.

Good to know the French cyclists have such clout.

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www.ideas4adis.co.uk MSA NEWSLINK n SEPTEMBER 2013 n 37

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Regional News: North West

The only answer is in Essex JOHN LOMAS

Editor, North West

Bringing tests to the customer We have all seen the various additional locations for driving tests – ASDA supermarkets, Halfords, fire stations, etc. But there is nothing new about tests being conducted at locations other than test centres.

Some of our colleagues in Scotland, particularly those in the Highlands and Islands, have had experience of these ‘out stations’ and meeting examiners and customers at such places as ferry terminals for years.

But this test appointment card I’ve come across, dating from 1937, asks the candidate to attend a very interesting location in Westcliff, Essex. It seems there were no test centres then, anyway.

If you read the location it states that the location of the test is: 100 yards east of Clock Shelter. So I have a challenge for our members in the south, particularly those in the vicinity of Chelmsford and Southend: Could you please find out: n Where the Clock Shelter on Station Rd., Westcliffe. actually was, and n Take a photo of the location 100yds East of that spot and let me have it.

The photo of the card was posted on a classic car

So where is this?

An appointment card for an L-test in 1937 asks the candidate to meet the examiner in the romantic sounding location ‘100 yards east of the clock tower...’

Will the examiner be carrying carnations?

forum which I frequent and I would like to be able to show the person who posted it where his father took his driving test.

Interestingly, back in those days you had to acknowledge, within three days, receipt of the appointment card by accepting the date and time given.

If that system still pertained I think that a lot of tests would be lost because the mail service couldn’t get the card to you in time to get a reply back to the issuing office.

I notice that you had to take your proof of insurance with you as well.

Did you do it individually and or by passing your views through the MSA, and did you endorse the ‘individual setting as ADI’ rather than just accepting their designation ‘General public’?

I remember that at one time we always used to point out that the MSA’s response was weighted as one response, just the same as an individual’s personal response, but I noticed that in the online response form they asked “If responding for an organisation, how many members does it represent?”

Does this mean that in future, responses through MSA, DIA, NJC, etc are going to be weighted as more relevant than those of the general public, or does it just mean that they are trying to make it look as if they care about our views but they really don’t?

North West editorial: continues on page 40

MDT Consultation

Did you all take part in the recent DSA consultation?

NorthWest AGM and Seminar I hope you are planning to leave room in your November dairy to include 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.

We’ve organised a good line-up of speakers who cover both the direct issues of life as an ADI, with briefings on the latest industry news and products and services available to instructors, as well as speakers who have

interesting things to talk about and whose work touches on our lives in some way (North West Air Ambulance and Cheshire Fire Services.)

We hope you’ll find something to interest you. At the heart of the day we’ll hold our AGM. As with last year, we’re running an early bird offer. Book your place by October 1 and you’ll save £5, with your place just £20. After that date the price rises to £25, with £30 for nonmembers.

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.

See the poster left for more details on the current line-up of speakers, and below is a map to help you locate the venue.

Schematic map of route to Blackley Golf Club

38 n SEPTEMBER 2013 n MSA NEWSLINK

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Regional News: North West

North West editorial,

by John Lomas Middle lane hoggers Last month’s column included my views on the new penalties to be levied against careless drivers for offences including hogging the middle lane. The article resulted in a torrent of one email from readers.

John I read your comments about ‘middle lane hogging’ with great interest and felt that you made a very valid point.

I have often wondered if I would be considered guilty of hogging the middle lane on a motorway. When I move out to overtake a vehicle I assess the situation ahead and if there is another vehicle which I would need to overtake within a short space of time I remain

in the middle lane, as I consider this safer than moving in and out of lanes frequently. Once I have passed the vehicles I move back in and I will move in [to a gap] and out again if a faster vehicle is coming up behind me and I consider it safe to move in. I wonder just what the authorities would consider ‘hogging’ to be.

My reply was as follows: Ann So I am not the only one who thinks that clarification is needed and Ministers need to watch what they are saying, or if the papers have changed the meaning of the message, then they should be forced to publish retractions and apologies.

Warning, people who live in glasshouses bit.

They, ministers, officials and the press,

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.

40 n SEPTEMBER 2013 n MSA NEWSLINK

always plead “don’t shoot the messenger” well, frankly if any part of that triumvirate has got it wrong just because it makes the story better, are they fit for purpose?

I don’t think I’ve been throwing stones in that glasshouse, I am just cynical, suspicious and possibly even paranoid, but I am always prepared to apologise if proven wrong.

Parkers’ yellow peril We are going to paint these yellow lines – even if doing it this way negates the legal meaning of them.

That’s clearly what was going on when the men got to work on the markings pictured above. These were spotted in Swindon, the town which removed speed cameras but apparently has a problem with people parking on corners. Just to confirm,

the larger picture shows the start of the yellow lines, but because a car was clearly already parked there they broke off, and continued the lines at the other side of the vehicle (see inset picture) Fair enough put down double yellows.

But are they actually enforceable when they have car length breaks in them like this?

Contact It’s always great to receive responses from readers. Any other views you have on the MDT, or any other road safety/driver training issue, please feel free to get in touch. e: johnstardriving@hotmail.com t: 01254 705999 m: 07796 091767 a: 7 Devon St, Darwen, Lancashire BB3 2JZ

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MSA MOTOR SCHOOLS ASSOCIATION

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Want the reassurance of £5m of professional indemnity insurance FREE OF CHARGE?

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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?

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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

Membership

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 SEPTEMBER 2013 n 41

Regional spotlight: West Midlands

www.msagb.com

In this, the second of our regional spotlights on the regions and nations of the msa, we turn the focus on the West Midlands. Chaired by MSA national deputy chairman Geoff Little, it is a region in which the MSA has always been particularly strong, with a great deal of branch activity and a hard-working committee that represents ADIs’ interests in a number of areas

TERRY PEARCE

Editor, West Midlands

I have recently been contacted by two online directories, both of which were using the same database, asking me to provide an update on my business.

On looking at one directory which is linked to a well-known national daily tabloid, I typed in ‘Driving School, Coventry’ and received 345 results. Only 117 were from Coventry, the rest ranged from nearby towns to one in Solihull, over 22 miles away.

Realistically, unless I paid extra to have my business highlighted, is anyone going to go through the entries and actually find me?

By the time they did get to my listing I imagine they would have given up because unlike some national directories that check to see if you are still in business, this one does not.

Some of those entered have been retired for many years and, unfortunately, some are no longer with us.

So is being listed with them a waste of time?

No, because I am getting more people looking for me online than looking in the phone book.

They know my name and the younger generation do not reach for a directory to find a phone number, instead they use a search engine on their mobile which does the job very effectively.

Whenever I retire I have already agreed with my wife that if I want peace and quiet I will need to change my phone number, I now realise that I may have to change my email address as well. n n n n n n Reducing the number of young drivers involved in crashes is something we all want but no matter how much training or restrictions are imposed on

If parents want night lessons, why don’t they pay for them? them, it is difficult to stop them driving recklessly if that is their intent. It’s clear that everyone has opinions about what should be done.

We seem to be constantly bombarded with companies who are carrying out surveys on this subject, and then miraculously come up with answers about how to make new drivers safer.

One recent survey said that, ‘as many as four in five parents want learners to have lessons on motorways and after dark’.

If that’s true the answer is simple: the parents shouldn’t wait until its law, they should pay for them now instead!

The minimum number of lessons taken is another recurring idea. For argument’s sake let’s say its 50 hours. The capable learner will object to spending what they consider is unnecessary time and money. The learner who needs a lot more time

will, on reaching the limit, be demanding to put in for their test and thinking that they are being deliberately held back.

Of course, we have experts, perhaps like some politicians, who suddenly find they are responsible for us and miraculously they instantly know how to cure all our problems.

The best put down I have ever seen to so-called ‘experts’ came from Albert Leese, who was the chief fire officer for the City of Coventry Fire Brigade.

Before I joined the local authority fire service I did an apprenticeship at Courtaulds Engineering, making textile machinery during which, mainly for the competitions, I joined the works part-time fire service. In 1969 I attended a seminar at our national competition camp. Albert Leese was the speaker at one seminar and gave a talk about fire losses, during which he suggested that factories were happy to see old premises burnt down.

The man who represented the company I worked for was a retired army officer. He got up full of importance and introduced himself as he always Continued on page 44

Calling all members...

Join us for the West Midlands Region’s biggest ADI event of the year

Make a date for regional training day Sunday, 17 November Stonehouse Hotel, Stone, Staffordshire.

Speakers to include MSA general manager John Lepine MBE. update on the current state of our industry Cost: £40 for members, £50 for non-members £10 discount for early bird bookings before 18 October 2013.

42 n SEPTEMBER 2013 n MSA NEWSLINK

Bookings can be made online or telephone MSA Head Office on 0161 429 9669.

Regional spotlight: West Midlands

www.msagb.com

Early bird offer on the West Midlands regional training day Continued from page 42 did by his army rank and said that he was going to see why these fires were starting and was going to stop them.

Albert Leese simply said to him “when you have been doing the job for a longer period then he would be happy to talk to him”. We never saw him again and he refused permission for us to attend the following year, but to see the so-called ‘expert’ humiliated was reward enough.

Everyone‘s a winner at our bowls evening The West Midlands committee recently held their annual crown bowls competition at Ashfield House, Burton-on-Trent in honour of our late secretary, Tony Robinson. As normal, even though we lost, the match was declared a draw and our chairman, Geoff Little, is pictured sharing the trophy with Tony’s widow Heather, who has retired from the committee and was representing the club.

If any of our regional members plays bowls and would like to take part next year please give me your details and I will contact you when I know next year’s date.

Honours even: MSA West Midlands chairman Geoff Little with Heather Robinson at the region’s annual bowls match

44 n SEPTEMBER 2013 n MSA NEWSLINK

Make a date for regional training day Just to remind you that our annual training day has been arranged for Sunday, 17 November at the Stonehouse Hotel, Stone, Staffordshire.

Information about speakers will be put on the

MSA website when available but I can confirm that we will be joined by the MSA’s general manager, John Lepine MBE. John will give us a comprehensive update on the current state of our industry – and with so much going on, there is a great deal to be brought up-to-date about.

We have managed to keep our price the same as last year, £40 for members and £50 for nonmembers 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.

Remember, we’ll be holding the regional AGM during the training day.

Keeping in touch

Don’t forget, I can be reached for any queries or editorial correspondence at terry@terrypearce.co.uk, or 20 Brownshill Green Road, Coventry CV6 2DT. Alternatively, you can call me on 024 7633 5270 if you wish to comment on anything you’ve read in this issue of Newslink, or if you have any views on current industry developments.

www.msagb.com

Regional News: West Midlands/Eastern

RED invites West Midlands ADIs in for a chat – and a car wash!

RED Driving School is heading to the West Midlands as part of a roadshow that is getting out and about to meet ADIs and talk about the driving instruction industry and RED’s role in it.

The UK’s biggest driving school wants to talk to all ADIs and PDIs about our industry, driver training and business in general – particularly how your business is doing. We’re keen to hear what you’ve got to say as we try to improve the way we work and how we do things, and for you to hear about the improvements we’re making to our business and get involved with some of the exciting initiatives we’ve got planned.

And while we’re having a chat, RED is offering anyone who pops along to meet us a full training vehicle car wash for their trouble, and a coffee – free of charge.

Birmingham is the first stop, on September 17-19. Our team will be visiting three venues: n September 17: Premier Inn, Birmingham Road, Hagley DY9 9JS n September 18: Premier Inn, Birchfield Road, Redditch B97 6PX n September 19: Premier Inn, Bonehill Road, Tamworth B78 3HQ There’s more details on the visit at www.reddrivingschool.com/news for details. There’s no need to book. The team will be available from 9am to 7.30pm and they’ll make time for you.

We look forward to catching up with West Midlands ADIs from September 17-19.

NEWSEXTRA

ADIs embracing the hi-tech world Driving instructors are beginning to embrace modern technology to run their business on a day to day level, according to a new study from adiNEWS and Hitachi Capital Driving Instructor Solutions. With smartphone and tablet ownership on the rise, the study found that 85 per cent of driving instructors now own a smartphone, tablet computer, or both. With its clear and easy intuitive interface, the global dominance of the Apple brand continues, with almost two-in-five (37 per cent) instructors owning an iPhone and over one-in-four (28 per cent) owning an iPad. Knowledge of available mobile technology was similarly high, with 83 per cent of those surveyed saying they know what an app is. However, despite that knowledge, nearly half of those driving instructors questioned (44 per cent) admitted to not using apps to help run their business.

Of those that use apps within their business on a day-to-day basis, training aids were identified as the most useful for running a driving school, scoring over 40per cent of the vote. Just over one in 20 (7 per cent) find diaries and booking apps the most useful, having moved from the traditional paper diary to a more modern form of online organisation.

From those instructors that are yet to

succumb to the digital age, cost and confusion were identified as the two biggest barriers to adoption. Almost half of those surveyed who don’t own either a smart phone or a tablet were put off by the perceived cost of ownership and a quarter admitted to not fully understanding modern technology.

With marketing to an appropriate audience a key factor in running and promoting a successful driving school, the study revealed just 3.5per cent said they found social media, such as Facebook and Twitter, the most useful apps on their technology, an area that could possibly be seen as having the most potential for helping run and grow a driving school.

Mike Brown, general manager at Hitachi Capital Driving Instructor Solutions, comments: “With the majority of driving instructors’ target audience prolific users of Facebook and Twitter, this can be a great way to grow your business and reach out to new customers – as well as connecting and communicating quickly and effectively with existing clients.”

‘From those ADIs that are yet to succumb to the digital age, cost and confusion were identified as key barriers’

Plans in place for the conference and AGM CALLING all MSA Eastern members: are you available on Sunday, October 20?

That’s when we are holding our regional conference and agm.

We have settled on a venue in the south of the region, at the Crown Plaza Resort, Colchester Five Lakes, in Essex, and I would urge all members to make a date in their diaries now for this event.

Few years have seen as many proposed changes in our profession as this one, and this day will give you a chance to network with your fellow ADIs and see what the rest of the industry is saying about either the DSA’s MDT document or the Government‘s plans for new drivers – if they’ve released the details by then, of course.

It is a full day affair, with doors opening at 9.30 for a 10am start. Somewhere in the middle we’ll hold our AGM and have time for a two-course carvery lunch, with the day finishing at 4.30pm We have two speakers confirmed from the driving instruction world: Peter Harvey, the MSA’s national chairman, who will brief us all on the latest development affecting the industry, and Kevin Issacson of AA Drivetech.

In addition a representative from the Essex Air Ambulance will be in attendance to

ROD TIPPLE Chairman, Eastern

explain how this service works in what is a very rural county, and its key role in dealing with the aftermath of traffic collisions and other incidents.

I’m delighted that this event has been sponsored by Coopers MINI of Norwich.

Thanks to their support we have been able to keep the price down to the same as last year.

What will, I hope, be an informative and entertaining day is yours for just £35 – or £30 if you take advantage of our Early Bird discount and book by October 1. This price includes lunch, refreshments during the day and all conference papers.

I’m sure you’ll agree that that is great value for money and I hope as many of you as possible attend on October 20.

Sponsored by Coopers MINI of Norwich

EASTERN EASTERN REGION CONFERENCE and AGM Sunday, 20th October 2013.

Crown Plaza Resort, Colchester Five Lakes, Essex, CM9 8HX. Doors open 09.30 for 10.00 Start. Finish 16.30

Guests to include: Essex Air Ambulance, Kevin Issacson – AA Drivetech, Peter Harvey MBE – National Chairman, Others to confirm.

Two-Course Carvery Lunch provided with drinks on arrival and intervals.

Cost: £35 – all bookings through Head Office Special offer: Book before Oct 1st and pay just £30 with our Early Bird discount All ADIs & Trainers welcome. Car parking is Free Enquiries to Rod Tipple, Regional Chairman, on 01508 521161

BOOK NOW at www.msagb.com or call 0161 429 9669 MSA NEWSLINK n SEPTEMBER 2013 n 45

www.msagb.com

Motoring: Vauxhall

Truly unique and a first of its kind: ADAM V

auxhall’s urban-chic newcomer, ADAM, is the first small car to offer over a million combinations of design possibilities both inside and out, so savvy style seekers can ‘build’ a car to their very own taste. The ADAM configurator allows users to translate a vision of their ideal car onto a screen, heralding the start of a whole new chapter in personalisation for this fashion-led sector.

These unprecedented levels of personalisation and ability to reflect your own personality and tastes are not the only reasons to choose an ADAM as your next tuition car, however. The all-new funky three-door hatchback measures 3.70 metres in length and 1.72 metres in width, seats four people comfortably, and is Vauxhall’s first entrant into a segment which has grown by 30 per cent since 2000. Keenly positioned within the segment, prices range from £11,255 (ADAM JAM 1.2-litre 70PS) up to £14,000 (ADAM SLAM 1.4-litre 100PS).

Personalisation begins with the selection of one of three trim levels – ADAM JAM (fashionable/ colourful) – ADAM GLAM (elegant/ sophisticated) and ADAM SLAM (racy/sporty).

The next level of customisation comes with the addition of option packs, and from here the possibilities are virtually endless, with the choice of 12 body colours, 15 seat designs, 20 alloy wheel styles, three printed headliners and no less than 18 interior décor panels, to mention just a few.

Ground breaking customisation is matched with forward thinking technology introductions.

Exclusive to ADAM, IntelliLink, the new on-board infotainment system, integrates the owner’s smartphone (Android and Apple iOS) with the car, making internet based applications available on the facia mounted touch screen.

Other features include a new-generation Park Assist that automatically parks the car, a Side Blind Spot Alert and a power steering system including a ‘light touch’ CITY mode.

“Thanks to its striking design and class-leading technologies, ADAM will attract young and young-at-heart customers from both genders,”

Vauxhall offers the car with a million faces said Vauxhall Marketing Director Peter Hope.

“These customers have attitude and want their cars to reflect their personality. They are fashion conscious and place great value on individuality; they don’t just follow trends, they create them.”

ADAM will not only reach out to loyal Vauxhall customers, it will also attract those who had not previously considered the brand with more than half of the predicted sales coming from new customers. Typically for a car of this type the majority of sales (80 per cent) will be to private buyers, however thanks to its unique tailoring potential it is also expected to become a statement vehicle in the business car arena for companies wishing to strengthen their brand.

Unlike other rivals in the segment, the ADAM bucks the trend and moves away from retrobased design opting instead for a fresh striking execution with a clear focus on innovation, personalisation and quality.

Malcolm Ward, Vauxhall/Opel Design Director said: “There was an outstanding ‘can do’ spirit and vibrant energy within the team when we created ADAM; it’s amazing to see so many of the original ideas generated in the early creative phase making it into production. Thanks to this incredibly fresh and audacious approach, ADAM can be personalised more than any car in the segment with virtually unlimited exterior and interior colour, fabric, décor and wheel combination possibilities.”

The ADAM’s design is deliberate, reflecting individuality and premium quality. For example the eye-catching ‘floating’ roof is visually disconnected from the body; not only is this a stunning design feature it also allows the perfect execution of two-tone colour combinations, a key focus for exterior customisation.

46 n SEPTEMBER 2013 n MSA NEWSLINK

Moving to the name badge, normally you would find this on the rear of the car but with ADAM it is positioned at the end of the chrome ‘signature’ window moulding on the rear pillar adding to its unique appeal. State of the art LED lights are also found at both the front and rear – a first in the fashion-led A-sector adding to ADAM’s premium feel.

ADAM is initially offered with three efficient petrol engines –1.2-litre 70PS, 1.4-litre 87PS and 1.4-litre 100PS. All are mated to a five-speed manual transmission and can be specified with an ecoFLEX technology pack that further enhances their efficiency.

The 1.4-litre units provide maximum torque of 130Nm at 4,000 rpm; the 100PS version accelerates from 0- 60mph in just 11.5 seconds and has a top speed of 115mph. The ecoFLEX technology pack includes a Start/Stop system with a high-performance battery, heavy-duty starter, optimised generator and an ‘eco’ switch allowing its activation or de-activation; in addition, it also features an Eco Drive Assistant that monitors energy consumption and indicates when to shift up.

The Ecoflex’s 16” wheels and low-rolling resistance tyres help the ADAM achieve exceptional frugality in the combined cycle. The ADAM 1.2 ecoFLEX has fuel consumption of 56.5mpg with CO2 emissions as low as 118 g/km while both 1.4 ecoFLEX models consume 55.4mpg and have emissions of just 119 g/km.

Vauxhall is also developing a new generation small petrol engine that will premiere in the ADAM later in its life. This all-aluminum unit will feature direct injection, turbocharging and Start/Stop technologies for further enhanced efficiency and performance.

‘ADAM can achieve exceptional frugality in the combined cycle... the 1.2 ecoFLEX has consumption of 56.5mpg and CO2 emissions as low as 118 g/ km...’

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Offers end 1st October 2013 so to find out more about our great Partners Programme offers, simply visit www.partnersprogramme.co.uk and use the login: DRIVING, call the Partners helpline on 0844 875 2448 or visit your nearest Vauxhall Retailer.

www.partnersprogramme.co.uk Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO2 emissions (g/km). Vauxhall range (excl. Ampera): Urban: 14.4 (19.6) - 76.3 (3.7), Extra-urban: 27.4 (10.3) - 91.1 (3.1), Combined: 20.6 (13.7) - 85.6 (3.3). CO2 emissions: 324 - 88g/km.# *Available on selected models only, at participating Retailers. Refer to www.vauxhall.co.uk/offers or contact your local Vauxhall Retailer for details. Finance subject to status. Terms and conditions apply. Applicants must be 18 or over. Guarantee / Indemnity may be required. Finance supplied by either Vauxhall Motor Finance RH1 1SR or Vauxhall Finance, PO Box 6666, Cardiff, CF15 7YT. 24-60 month term. Offer will apply to Vauxhall Partners only. Offer available on orders or registrations before 1st October 2013. #Official EU-regulated test data are provided for comparison purposes and actual performance will depend on driving style, road conditions and other non-technical factors. Vauxhall Lifetime Warranty covers lifetime ownership of first registered keeper, 100,000 mile limit. Terms and conditions apply. Vauxhall Partners includes all employees and pensioners of nominated companies and their nominated eligible relatives. Vauxhall Partners discount is in addition to all other retail offers, and is applicable to the vehicle, factory fitted options, number plates and delivery. We reserve the right to change or withdraw any aspect of the Vauxhall Partners Programme without prior notice. Terms and conditions apply. Correct at time of going to press 11/07/2013.

BSM Part Time Franchise ✔ Telematics technology – meaning you only pay for the miles you drive

✔ A brand new Vauxhall Corsa tuition vehicle every 32 weeks

✔ Pupil supply option – All designed to deliver you more pupils

✔ CPD training & career opportunities

✔ Loyalty offers and benefits

✔ Comprehensive support – Designed to put you in control of your business

Call now 0800 316 3572 *Franchise fee is £120 per week plus a variable mileage charge of 15p per mile accrued (business and personal use).

Refer to Franchisee agreement for full terms and conditions of BSM Part Time Franchise.

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18/04/2013 14:22