Lorries on motorways are a step closer to accelerating, braking and steering in sync through wireless technology, thanks to £8.1 million government funding for trials that has been announced.
John's Blog Posts
The MSA GB has always fought against the publication of individual Approved Driving Instructor (ADI) pass rates, on the basis that the data differences make both correlation and therefore sensible comparison, of data, virtually impossible.
Considering the relatively small number of tests per instructor it is unlikely, from a statistical point of view, that it would be possible to produce reliable statistics even if a complicated algorithm were to be developed to try to cover all the variables.
As I understand it the chi-squared test, used to keep a check on examiner variances relies on a large sample. In a year a driving examiner probably conducts around one thousand five hundred driving tests. A driver trainer is unlikely to take more than fifty pupils for test in a year and probably less.
I recently attended a conference on Connected & Autonomous Vehicles, hosted by Herbert Smith Freehills, an international firm of solicitors located in the heart of the City of London and founded about 150 years ago.
Some readers will be familiar with the graphic reproduced right, which is taken from the paper Connected and Autonomous Vehicles – The UK Economic Opportunity produced by KPMG and SMMT earlier this year. It refers to ‘levels’ of automation for cars. We are currently at Level 2 – partial automation – with such items as park assist (steering only), cruise control, adaptive cruise control, lane assist, collision avoidance, etc.
Many ADIs are asking where this automation will go, how long before the driver is simply carried to his/her destination by a self-driving car? In my view, it will be a good few years before this dream or nightmare, according to your point of view, becomes a reality.
At the recent CNPA Congress held in Lyon, France I was very pleased to sign a new EFA Charter for Road Safety Education. The idea for this charter was first raised at the EFA delegates meeting in October 2016 – held in Copenhagen, Denmark by Patrice Bessone, Président, CNPA – Éducation Routière (France). His ideas were welcomed by delegates and the final charter was agreed at the EFA meeting held in Prague, Czech Republic in April 2017. Patrice kindly invited me to come to Lyon to formally sign the charter.
The CNPA Congress is a large event with around a thousand delegates attending. I last attended THE CNPA event at Reims in 2015.
My duties as President of the European Driving Schools Association (EFA) often brings me into contact with colleagues across Europe who have different approaches to teaching learners how to drive, and different rules and regulations surrounding testing. Many are interesting, some are surprising… others, well, really shock! But more of that later…
EFA held a delegates Meeting in the Czech Republic in April most of the organisations twenty-three member countries were represented. In addition, the President of CIECA also attended.
Several speakers addressed the meeting including Stanislav Dvořák Director of the Czech Driver Affairs Department and Roman Budský who discussed the Statistical Analysis of Selected factors on the Rate of Accidents.
The procedure is the same whoever is driving. The registered keeper of the vehicle will be sent a Notice of Intended Prosecution (NIP), detailing the offence. Plus, a document called a Section 172 notice. Whether you agree with the NIP or not, within 28 days you must complete the Section 172 notice declaring who was driving the car at the time of the offence.
The driver will then receive either an option to attend a speed awareness course if they have not been convicted of any other speeding offences in the past three years and have been caught driving over 10% plus 2mph of the limit, but below 10% plus 9mph. In a 30mph zone, this means anything between 35mph and 42mph, while in a 70mph zone it means anything between 79mph and 86mph. (These figures are only guidelines and different police forces may set different limits.)
It seems not everyone is in favour of the new ideas about the ADI Part 3 examination which have come after talks with the Approved Driving Instructor (ADI) Industry, National Associations Strategic Partnership (NASP) and organisations on DVSA’s Official Register of Driving Instructor Trainers (ORDIT).
- How does a full Category B licence holder go about removing the “01” restriction from their driving licence?
- Where can I find a schedule of the codes within regulations. I can find plenty of copies of the codes on government and other websites, but not within the schedule to a regulation. Do you know if they are not set out in regulation?
I was recently discussing the merits of lane departure warning systems, which many readers will know is an in-car mechanism designed to warn the driver when the vehicle begins to move out of its lane unless a turn signal is on in that direction.
The systems are designed to minimise crashes by addressing the main causes of collisions: driver error, distractions and drowsiness.
“This time we are going to try a launch control start”, said Mark, my Porsche driving consultant as we sat at the start line of the circuit’s straight.
We were on a safe and controlled part of the circuit at the Porsche Experience test track, a place designed to allow drivers to fully explore how a Porsche accelerates and stops.
We had already tried accelerating hard – and braking equally hard – along these straights,