MSA Newslink November 2021

msagb.com
Newslink
The Voice of MSA GB
Issue 346 • November 2021
Can more be
done to help a
marginalised
community
gain driving
independence?
We work for all Driver Trainers. Want to join? See pg 41 for a special introductory offer

02 NEWSLINK n MAY 2021

ADIs need to be wary of the
‘pre-booked’ L-test
Colin Lilly
Editor, Newslink
One of the biggest problems emerging
from the Covid restrictions in driver
training is the rise of the learner with the
pre-booked driving test.
Some learners have been delayed by a
year to 18 months. They may have
needed to pass a second theory test.
They may have had difficulty finding an
instructor as their original instructor is
fully booked or has left the business.
They hear of long waiting lists so book
the first test they can. The need to obtain
a licence quickly may well have been
exacerbated by the long delay. All these
factors increase the learner’s anxiety and
stress.
This leaves the responsible instructor
with the task of breaking the news to
their pupil that they are not ready for a
driving test. Rarely an easy job, unless
the pupil can see that this makes sense.
However, in the current climate, pupils
are more focused on an early driving test
as they look to obtain that desperately
needed driving licence.
Following the change to Standards
Check prioritisation we can hope that
trainers will be more forceful in their
message to those pupils who will take a
chance on the test ‘for experience’.
I suspect that many of our members
are receiving, as I do, texts and e-mails
from organisations on “a book a test, find
the instructor later” basis. I do not get
involved with them.
Some of correspondence I’ve received
has involved ‘pupils’ with test dates
within three days of receiving the
message, so no chance to cancel without
fee loss. I have noted requests for the
same booking seven days apart, so no
instructor found!
I would like to think that trainers are
being more conscientious of their clients’
driving test performance as this could
result in an early Standards Check. Once
again instructors would have more
control over their pupils’ driving test
appointments. An unexpected benefit
from this controversial change?
For all the latest news, see www.msagb.com
B+E testing
Another controversial change has been
to the B+E system. Since the test was
dropped I have spoken to a number of
people who have only just become aware
that the licence category even existed
and had previously towed with only a B
licence. The end of the test has provoked
more thought for drivers than its
introduction, ironically!
It is to be hoped that those drivers who
tow and their employers will give more
thought to the fact that there is more to
towing than most drivers perceive, and
will seek some professional advice.
It is to be hoped that a driver
accreditation scheme will be established,
along with appropriate trainers.
One final point: as you will see in Rod
Came’s article on page 11, every week,
by the DVSA’s own figures, there are a
number of unsold LGV test slots.
This puts into question if the removal
of B+E tests was ever necessary.
Hopefully, there will be some relief for
trainers whose lives have been thrown
upside down.
Latest on B+E testing and plans for an
accreditation scheme: see pages 8-11
I suspect that many of our members are receiving,
as I do, tests and emails from organisations
operating on a ‘book a test, find the instructor
later’ basis... I do not get involved...
‘‘‘‘
CONTACT
To comment on this article or any other
issue surrounding driver training and
testing, contact Colin via editor@msagb.com
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COVER STORY
British Sign Language used
to sign ‘Teach me to drive’.
See pg 20 for more.
Artwork hand-drawn and
designed by Amy Beswick,
who is available for
commissions via rob@
chambermediaservices.co.uk
Newslink
The Voice of MSA GB
Issue 346 • November 2021
Can more be
done to help a
marginalised
community
to gain their
independence?
msagb.com
We work for a l Driver Trainers. Want to join? See pg 39 for a special introductory o fer
NEWSLINK n NOVEMBER 2021
03

8
Latest news on
B+E training
08
News
Unlucky dozen
A handful of DTCs still have no waiting
rooms under Covid rules – Pg 6
B+E Testing: A way forward?
A new voluntary assessment proposal
has been suggested to keep training on
towing trailers in the spotlight – Pg 8
One strike off, one on
The DVSA drops controversial plans and
stops strikes... but there’s still plenty of
anger in Swansea at the DVLA – Pg 12
12
Post-test data capture
The DVSA reveals its four key parameters
that will lead to ADIs being called for
Standards Checks – but NASP still wants
it to be a pilot scheme for now – Pg 14
18
‘Delegated testing’ extended
After a consultation period that ran over
the summer, the Government has
announced that it will allow NHS
ambulance services to carry out driving
tests for their staff – Pg 18
Breaking down the barriers
One Scottish ADI explains her experience
helping disabled and deaf people learn to
drive – and some of the challenges that
they face
– Pg 20
Newslink
The Voice of MSA GB
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04 NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
14
07
Regional News/Views
First impressions count
Mike Yeomans on the continuing problems
in securing L-test slots – pg 32
Time to move to a slower lane
Thoughts of MSA GB Western’s Guy Annan – pg 33
Out of region tests
Trips to Luton and Cambridge shouldn’t be needed just
for an L-test, says Alex Brownlee – pg 34
Book now
Final reminder about your regional training events
and AGMs – pg 36
Keep in
contact with
the MSA
MSA GB area contacts are
here to answer your
queries and offer any
assistance you need.
Get in touch if you have
any opinions on how MSA
GB is run, or wish to
comment on any issue
affecting the driver
training and testing
regime.
Features
We need a new L-test regime
With all these changes going about, why can’t
one be to give us a testing regime fit for the
21st century, asks Rod Came – Pg 16
The driver’s ‘Guardian Angel’
Tom Harrington looks at Electronic Stability
Control – and why it is known as the driver’s
‘Guardian Angel’ – Pg 26
L-Test changes: it was ever thus...
Mike Yeomans continues his look at the
history of the driving test – Pg 30
Keep in
touch 1
If you have updated your
address, telephone
numbers or changed your email
address recently, please let us
know at head office by emailing
us with your new details and
membership number to
info@msagb.com.
If you can’t find your
membership number, give us a
ring on 01625 664501.
Keep in touch:
Just click on the icon
to go through to the
relevant site
2
Q&A with...Fiona McMeekin
Looking after disabled and hard of hearing pupils is
challenging but rewarding – pg 38
24
Follow MSA GB on social media
n National Chairman:
Peter Harvey MBE
natchair@msagb.com
n Deputy National
Chairman: Geoff Little
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chair.os@msagb.com
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chair.ne@msagb.com
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n West Midlands:
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info@msagb.com
n Western:
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NEWSLINK n NOVEMBER 2021
05

News
Nissan survey
finds drivers
nervous as
winter draws in
A survey of drivers as winter nears
has discovered a growing unease
about handling the more challenging
driving conditions they will find.
The survey, commissioned by
Nissan, found drivers do not feel
‘winter-ready’ in advance of the
difficult driving conditions brought
on by ice and snow and shorter
days that follow the switch to
wintertime on Sunday, October 31.
In fact, 37 per cent of UK drivers
say they are not prepared for winter
driving this year and a third say
they do not understand or use their
cars’ additional safety features for
winter driving.
With the change in the clocks
last weekend drivers will find
themselves spending more time
behind the wheel in the dark,
making the morning and evening
commutes or driving home from a
night out more challenging. For
more than half of UK motorists
these challenges are already
causing concern: 61 per cent admit
to being nervous about driving in
winter and 46 per cent wish they
had been taught to properly drive in
adverse weather.
“We know that this time of year
often brings about unsettling
feelings regarding driving, and the
data shows that 56 per cent of UK
drivers have cancelled or postponed
a journey due to bad weather,” said
Nissan.
“That’s a worry, as is the
revelation that so many drivers
don’t understand the safety
equipment in their cars that can
make their journeys so much safer.”
MSA GB asked: “Do you teach
your learners about all the safety kit
on your tuition car, and give them a
comprehensive understanding of
how they work?”
• All about Electronic Safety
Controls: see page 26 for an
in-depth look at this vital safety
equipment, the driver’s ‘Guardian
Angel’.
Unlucky dozen DTCs still
missing waiting rooms
The DVSA has issued an update on
driving test waiting rooms.
ADIs will be delighted to know that
virtually all test centre waiting rooms are
now open, and only 12 remain closed.
DVSA is working to re-open these as
soon as possible.
The problem with all 12 rooms is poor
ventilation as the agency looks to counter
the spread of Covid-19. They have no
opening windows, which clinicians say is
a vital component in disturbing the
spread of the virus.
The 12 test centres are:
n Bangor MPTC
n Barking
n Buxton
n Castle Douglas
n Carlisle MPTC
n Crewe
n Dumfries
n Halifax
n Hartlepool
n Horsforth
n Northallerton
n West Wickham
A spokesman for the DVSA said: “We
are currently working to see how we can
offer waiting room facilities at these
centres. You can check for updates on
the current full list closed waiting rooms
on GOV.UK.”
Loughborough Driving Test Centre’s
waiting room
Loughborough Driving Test Centre’s
waiting room has reopened during
normal business hours but is closed for
tests taking place before 8am or on the
weekend. This is due to the waiting room
needing the reception area to have staff
cover.
Revised rules for waiting rooms
DVSA has introduced revised temporary
rules for using driving test centre waiting
rooms during the pandemic.
They include:
n limiting how many people are
allowed in at any time, which is shown
on posters outside and inside the waiting
room
n limiting the use to people who are
with candidates out on a driving test
n expecting you to wear a face
covering unless you have a good reason
not to wear one in England
n requiring you to wear a face covering
unless you have a good reason not to
wear one in Wales and Scotland.
Click here for the latest driving waiting
room rules.
Click here for
the full story
REMEMBER:
Clean the inside of the car before you
come for test
You must clean the inside of your
car before an L-test and make sure
that you’ve let fresh air in.
Your car must have at least one
window open on each side throughout
the test, so your pupil needs to wear
clothing suitable for the weather.
06
NEWSLINK n NOVEMBER 2021

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New rules on licences and
motorbikes published
The DVSA has published draft legislation
around the planned changes to the rules
on driving licence acquisition and the
motorcycle riding test.
If the draft legislation is approved by
MPs, the changes will be introduced in
the new year.
The recommended changes are:
n any candidate who already holds a
full manual licence entitlement for a car,
lorry or bus who passes a medium-sized
lorry (C1), medium-sized lorry and trailer
(C1+E), minibus (D1) or minibus and
trailer (D1+E) test, using an automatic
vehicle, will get both the manual and
automatic entitlements for that subcategory
n that the Minimum Test Vehicle
Requirement (MTV) for motorcycles used
for the A2 test be reduced from 395cc to
245cc, provided that the other MTV
requirements are still met.
Latest on trailer testing: see pg 8
Driver hours relaxed until January
The DfT has extended the relaxation of the
enforcement of the retained EU drivers’
hours rules, due to the continued
pressures on supply chains. The original
measure was introduced on October 4,
and the extended relaxation applies from
November 1 until January 9 2022.
Anyone driving in Great Britain under the
retained EU drivers’ hours rules and undertaking
carriage of goods by road can use
this relaxation where necessary. It is not
limited to specific sectors or journeys.
ADIs hit in pocket
as petrol prices hit
an all-time high
ADIs won’t need telling but ... the
cost of petrol has hit a record high.
Prices have gone up every month
since the beginning of January.
The average price of unleaded – as
of October 30 – is 142.9p per litre
and diesel is 146.5p. That’s up 28p
a litre since October 2020 – or over
20 per cent, adding £15 to the cost
of filling up a 55-litre family car.
For those who still think in
imperial measures, look away now.
It works out at £6.50 a gallon.
Given the prices, it is perhaps no
surprise that Chancellor Rishi Sunak
has scrapped a planned fuel duty
hike.
RAC spokesman Simon Williams
welcomed the duty freeze, but added
that “drivers should remember it
constitutes 57.95p a litre. With
pump prices at record highs, now
would have been the worst possible
time to change tack and hike up
costs still further at the forecourt.”
NEWSLINK n NOVEMBER 2021
07

News: B+E Testing
How
Newslink
has
covered
the B+E
trailer
trainer
row since
our
August
issue
As extensively covered in the past three issues of Newslink, the government’s decision to scrap
B+E testing continues to dismay road safety professionals. However, MSA GB and NASP have
been working hard behind the scenes to create a new voluntary system, along with colleagues
from the National Trailer and Towing Association. We have the latest news on the next four pages
B+E: What’s the next step?
The government’s decision to scrap B+E
trailer testing, to allow DVSA examiners to
focus on LGVs as part of plans to tackle
the shortage of lorry drivers, will become
law of November 15. From this date all
car drivers will be allowed to tow a trailer
weighing up to 3,500kg without the
need for an additional licence; in other
words, from the moment they pass their
L-test.
The guidance on GOV.UK has been
updated: click the panel.
Click here for
new rules
As a consequence of this decision, NASP
is working closely with the National
Trailer and Towing Association (NTTA) to
develop an engaging and accessible
training and assessment framework
which we are asking DVSA and DfT to
consider as a new accredited scheme.
The aim of the NTTA/NASP scheme is
to provide a training route which will not
be costly and onerous for trainers to
deliver (and their customers to
undertake) and will result in recognised
certification, and more importantly help
drivers develop safe towing skills
There are a number of questions B+E
trailer and towing instructors will have,
and we have tried to answer them here.
We also have information on other
parties’ involvement in this story as we
press to maintain safe towing.
08
Is B+E still going to be shown on the
driving licence?
B+E may still be shown on licences
issued prior to the start of the new
legislation but as an implied right of
Category B.
When are the changes coming into
effect?
Assuming the change of regulations
goes through Parliament smoothly, from
November 15. The DVSA has already
ceased the operation of the B+E
practical test. This currently means that
anyone wishing to tow a combination
greater than 3,500 kg will have to
display ‘L’ plates (‘D’ plates in Wales)
and be accompanied by a person who is
over 21 and held B+E (or higher +E
category) for three years. The maximum
mass of the combination of category B
prime mover and trailer must not exceed
7,000 kg. This is the law until the new
legislation comes into effect.
However, it is accepted that the B+E
‘‘
The test may have been
removed by the Government
but trainers now have the
ability to adapt training to
cover clients’ needs
‘‘
threshold is for a combination of 7,500
kg, but a combination must not include a
trailer that is heavier than the towing
vehicle, therefore the 7,500 kg
combination should not be encouraged.
Does this mean that there will be no
test for B+E?
The DVSA stopped all B+E tests on
the September 20. The Secretary of
State for Transport is encouraging
professional training in towing to
continue regardless in order to enhance
road safety.
If any assessment, will it be mandatory?
The DfT’s current thinking is it will be
voluntary, as will all training.
Will any new assessment act as licence
acquisition for B+E?
Any B+E vocational assessment will
not be placed as a licence acquisition. All
training will be voluntary
How are the licence holders that passed
their driving test prior to 1997 affected
by these changes?
Licence holders who still have implied
rights prior to 1st January 1997, may
tow a category B vehicle and trailer
combination up to 8,250 kg
unaccompanied and without ‘L’ plates
and will be able to continue to do so
after the new law comes into effect.
I have a B+E business and I am not an
NEWSLINK n NOVEMBER 2021

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Approved Driving Instructor. What am I
supposed to do with all my equipment
now that the DVSA has stopped the
trailer test?
Much of the towing clientele is
business orientated and these businesses
have Health and Safety criteria to meet,
such as being able to prove that an
employee is competent at manoeuvring a
combination in any situation.
Even though there is no DVSA test, a
non-ADI is still able to train in this sector.
The test may have been removed by
the Government, but for all trainers this
is an exciting time as we have the ability
to adapt training to cover each
individual’s needs and requirements by
keeping a baseline training and listening
to our clients’ needs.
We are now able to work far more
closely with our customers and offer far
more support to them, plus the ability for
instructors to up-skill to provide a more
comprehensive and attractive service for
clients.
This is in your hands, to promote what
you can offer as a service to your current
customers & prospective new clients.
More on B+E testing: see page 10
NEWSLINK n NOVEMBER 2021
09

News: B+E Testing
DVSA offers helping hand
for towing instructors
The DVSA has invited car and trailer
trainers to join a webinar on November 4
or 5 to learn more about the new rules
for towing a trailer or caravan with a car
and the proposed trainer accreditation
scheme.
As you will have read on the previous
pages, from 15 November, subject to
Parliamentary process, motorists will no
longer be required to take a separate car
and trailer test to tow a trailer.
However, the government continues to
encourage any motorist who wants to
drive a car and trailer to get professional
training and make sure they have the
right skills and knowledge to make sure
they can tow safely. This is particularly
important for those who tow for work or
leisure purposes.
It is equally important for those who
train other people to tow to have their
training programmes recognised and
accredited in line with DVSA’s national
standards.
Accreditation scheme
The government is working closely
with the towing community, including
trainers, business users and groups
representing those who tow for leisure,
agriculture or other purposes, to develop
a voluntary accreditation scheme.
The scheme will be open to drivers
who want to use their car to tow:
n a horse trailer
n a caravan
n a boat
n a jet ski
n a food van
n farm, industrial or construction plant
n for waste disposal and gardening
services
n for third sector voluntary
organisations
They could use the accreditation to
show or evidence they are able to tow
safely.
As well as making sure all drivers who
tow a trailer have the skills, knowledge
and competencies they need to tow
safely, this also helps ensure an
employer’s corporate responsibilities to
make sure safe working practices are
being met.
For those who tow for leisure purposes,
it will help make sure they can tow
legally and can get the most from their
chosen towing activity, safely.
DVSA will set the standards for the
scheme and will be part of any future
governance to support the accrediting
body who would be responsible for the
quality of the scheme.
How you can get involved
The webinars will update you on:
n car and trailer legislation that is
being introduced
n the car and trailer accreditation
scheme
n how to become an accredited trainer
You can register for either update
webinar at:
n Thursday 4 November, 5:30pm to
6:30pm
Click here to
register
n Friday 5 November, 11am to 12pm
Click here to
register
Applying to become an accredited
trainer
A third webinar will be held Thursday,
November 11 from 5.30pm-6,30pm to
answer any questions you have about the
application process to become an
accredited trainer.
You can register for the accredited
trainer webinar here:
Click here to
register
If you have any questions you would
like answered during either webinars,
you can send them in advance by email
to: externalaffairs@dvsa.gov.uk
If you cannot attend the webinars
DVSA will record the webinars and
share a link afterwards so you can watch
them at a time that is convenient to you.
For further information
Read the guidance on rule changes for
car and trailers HERE.
‘‘
Towers could use the
accreditation scheme to show
they are able to tow safely...
this also helps an employer’s
corporate responsibilities...
‘‘
10
NEWSLINK n NOVEMBER 2021

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A personal view on the B+E Trailer issue...
Well, there’s a disaster waiting to happen
Rod Came
MSA GB South East
I quote from the latest information
regarding trailer towing from NASP:
“Much of the towing clientele is
business-orientated and these
businesses have Health and Safety
criteria to meet, such as being able to
prove that an employee is competent
at manoeuvring a combination in any
situation. Even though there is no
DVSA test, a non-ADI is still able to
train in this sector.”
I appreciate the point made that an
employee should be competent at being
able to manoeuvre a trailer combination,
but as anyone who has taught, or towed,
a trailer will tell you, there is a great deal
more to it than manoeuvring. One of the
biggest risks to public safety is loading. A
straw poll of a number of people I know,
most of whom have towed a trailer,
revealed that they had no idea which
side of a double horse trailer a single
horse should be loaded. As for speed
limits - forget it. This is serious because
a combination of getting both wrong
could result in an horrific incident
involving the animal in the trailer,
pedestrians and other vehicles. Such a
situation is not difficult to imagine.
Remembering to wind up the jockey
wheel is usually, but not always, done,
but unclamping it and lifting it clear of
the road surface is more often forgotten.
Similarly, connecting the trailer lighting
system to the towing vehicle sometimes
doesn’t happen.
Then comes the vexed question of
what weight of trailer can be towed by a
particular vehicle. Look in the handbook,
they cry! Even if the handbook is
available in the vehicle, it usually covers
so many different variations of the same
model that it is next to useless. There is
a plate with this information on the
towing vehicle which means nothing to
most people UNLESS they have been
shown by a trainer, and a similar one on
the trailer. But whoever looks at those,
until it all goes wrong? Well, at that point
the police/HSE do!
What about safety chains or cables?
Tyre pressures? Axle weights? Towbar
nose weights? What to do if the trailer
starts to weave? Registration plates?
Passengers in a trailer? What can tow
more than one trailer? Trailer braking
systems?
Trainers who have now seen their
businesses decimated have been offered
a very thin lifeline, in that businesses
have to be Health and Safety aware to
protect both their employees and the
public at large, so training providers are
going to have to be proactive in raising
awareness of this new situation, stressing
that it is not acceptable just for the
maintenance man to hook up the trailer
and say ‘off you go’.
Unfortunately, in rural areas, a large
percentage of trailers either carry horses
or agricultural produce, anything from
straw bales to logs or hardcore, all of
which are very weighty. These are the
people who are more likely to tow
occasionally and without any training. A
disaster waiting to happen.
In my view that is where the serious
problem of inexperienced, untrained
drivers will manifest itself, to the
detriment of all other road users, and
who will be at fault?
The driver of course, because they
should know better, but let’s just suggest
it’s the authorities, as nobody has trained
them.
Plenty of capacity
so what’s the point?
Rod Came has shared a letter he sent
to his constituency MP, Sally-Ann Hart.
Dear Sally-Ann
Thank you for taking up the cudgel
relating to my previous correspondence
regarding the removal of driving tests for
people to drive a vehicle with an MAM
of up to 3500kgs towing a trailer of a
similar weight.
This has resulted in a probable
increase of deaths and injuries because
of more crashes of this towing
combination, and a loss of livelihood of
trainers who are no longer required to
provide the necessary training prior to a
DVSA test.
Below is an email received today from
DVSA providing figures relating to HGV/
bus/coach test availability this week. It
indicates that 24,583 tests have been
booked and that last week, 599 test
slots were not filled. The previous week
it was 438 and the week before 397.
That’s a total of 1,424 wasted
occupational test slots over a period of
three weeks.
By contrast, from DVSA’s own figures,
in the last full 12 months of B + E
testing, fewer than 25,000 tests were
provided.
Figures of wasted HGV tests slots are
only available for the past three weeks,
even so they are showing a steady
climb, or an average of 475 a week.
That’s 24,225 over a 50-week year.
The logical conclusion is that
cancelling B + E testing with all its
serious disadvantages will have no effect
on the number of HGV/bus/coach tests
being made available.
Perhaps you would be good enough to
forward this information to Baroness
Vere for her to comment.
Yours sincerely, Rod Came
• The following is a DVSA press
release distributed to highlight
availability of LGV testing slots in Great
Britain, which confirms the point Rod
makes in his letter to the MP.
To support the government’s plan to
tackle the current shortage of HGV
drivers we are giving you an up-to-date
picture of test availability in your area.
This week there are:
• 362 appointments in the Midlands
• 844 in North of England
• 1,006 in Scotland
• 1,510 in London and South
• 359 in Wales
We currently have 24,583 vocational
tests booked. There were 599 unsold
vocational test appointments last week.
Rod’s footnote: After I sent the letter I
was informed by the DVSA that there
were 609 unfilled HGV/PCV tests last
week (27/10/21).
Disgraceful!
NEWSLINK n NOVEMBER 2021
11

News
Strike action likely as PCS ballots DVLA
in ongoing row over working conditions
The ongoing row between the DVLA and
its employees shows no sign of abating,
with the PCS union which represents the
majority of the workforce holding a ballot
on industrial action.
Driving licence acquisition and
renewals are said to be “several weeks
behind” normal service standards as a
result of changes to working patterns
during the pandemic, and the news that
strikes are likely will only exacerbate this
situation further.
The DVLA admitted recently that it had
54,000 HGV licences awaiting
processing – many of them renewals.
The PCS union has advised its
members to vote ‘Yes’ in the latest ballot,
which runs until 10 November.
What is the dispute all about?
The PCS is asking members if they
would be prepared to take part in strike
action and action short of a strike to win
the dispute that has been ongoing since
February.
Staff have been incensed by what they
see as a lack of regard for their health
and safety during the pandemic.
The PCS says there have been more
than 900 Covid cases and it puts the
blame for this on senior management’s
reluctance to embrace home working and
new shift patterns, despite such changes
to the working regime becoming normal
in the rest of the civil service.
At a recent Select Committee debate
on the issue in the House of Commons,
at which Baroness Vere, Minister for
Roads, and Julie Lennard, Chief
Executive DVLA, gave evidence, the PCS
representative commented that “I have
never encountered, in 21 years, the level
of incompetence and mismanagement
that is on display at DVLA in Swansea.”
A major bone of contention is that an
agreement was reached in June on
working conditions, only for DVLA
management and the Department for
Transport to go back on key parts of the
deal, the union claimed.
PCS members told the union’s website
that they were fully behind the union on
this issue. For Thomas it’s about respect:
“It’s time to tell senior management we
deserve respect; we should not be
scapegoated for their lack of innovation.”
Fellow staff member Sarah said she
voted yes because she believes the DVLA
“should not be allowed to gamble with
our safety”.
“I also vote yes to show a stand of
unity going forward to help get better
pay, better working conditions and better
IAM calls for clarity on escooters
The vipers’ nest that is
the DVLA HQ in Swansea.
Relations between senior
management and the
workforce are said to be
at an all-time low in what
has always been a
fractious working
environment. One
employee said they were
voting ‘yes’ to strike
action because “the CEO
told me not to...”
treatment overall,” she said. “We are not
the poor relative of all other civil servant
departments, we are their equal and we
demand that we are treated the same.”
In a demonstration of the depth of
feeling against the senior management,
she added “I vote yes because my CEO
told me not to.”
Daniel said concerns about Covid
safety on site was his reason for voting
yes. “I am voting yes after pinging twice
(for Covid) in as many weeks. I was only
in for one-and-a-half days on each
week,” he said.
DVLA management have said that the
confidential nature of aspects of their
work had meant home working was
difficult to organise, and pointed out that
while they understand there are HR
issues, the PCS vote on strike action only
just climbed above the 50 per cent
threshold required to make any industrial
action legal.
12
IAM RoadSmart is calling for the Government to
make up its mind now on how it handles
e-scooters on the road.
The plea comes after Department for
Transport’s (DfT) latest findings in: Reported
Road Casualties Great Britain, Annual Report:
2020 revealed for the first time that there were
484 casualties involving e-scooters, of which one
person was killed, 128 were seriously injured
and 355 slightly injured.
These findings come after e-scooter firms were
given the green light to start trials on UK streets
in July 2020, sparking a surge in e-scooter
usage. However, the results of these pilot
schemes have been delayed, meaning a full
review of this new form of transport is yet to be
established.
Neil Greig, Director of Policy and Research at
IAM RoadSmart, commented: “We have another
Christmas looming where people will be buying
and using a totally unregulated form of transport
in the UK. The police should make it absolutely
clear that anyone caught riding an e-scooter
outside private land or a trial area will have their
vehicle seized immediately.
“E-scooters may have a role to play in the future
transport mix, but this can only happen once their
legal status has been made completely clear and
that cannot happen soon enough.”
• Next month: Full review of escooter law
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Agreement to pause eighth test eases
tensions between DVSA and examiners
DVSA plans to introduce an eighth L-test
to examiners’ working day, as part of its
strategy to alleviate some of the testing
backlog, have been scaled back in the
face of opposition from driving examiners.
Examiner industrial action planned as a
result of the proposal has also been
cancelled.
As MSA GB members will be aware
from previous issues of Newslink, the
proposal to add the extra test was
overwhelmingly rejected by examiners in
a ballot organised by their trades union,
the PCS. 92% of members who voted
said they were prepared to go on strike
over the new eight-test schedules. There
was an 80% turnout, with 95% voting
yes to action short of a strike.
Despite the rejection, DVSA planned to
forge ahead with its plan, prompting
examiner strike action to be called on
October 11 and 12. However, these
strikes were cancelled after the two
parties agreed to further talks, which
ended in agreement. A spokesman for
the PCS said the new deal “effectively
removes the plans to introduce an eighth
test to the schedule for a period of at
least 12 months.”
A further ballot has now been called of
PCS members, with a recommendation
to accept the agreement.
PCS Department for Transport Group
President, Paul Williams, said: “Members
have spoken loudly and clearly with their
mandate. PCS now has a duty, if members
will accept our recommendation, to hold
DVSA to the letter and the spirit of the
agreement and to make further gains for
members across the whole of DVSA.”
He added: “This a significant
achievement and clearly demonstrates
what can be achieved when union
members stand united.”
The ballot, which is being held
electronically, closes at noon on 5
November.
If, as expected, the agreement is
ratified by members, the PCS will also
advise members to stop ‘working to rule’,
which had disrupted L-tests in some
centres over the past month.
MSA GB said that the removal of the
threat of strike action was welcome, as
the L-test system didn’t need any further
disruption and that candidates were the
unwitting victims of the disagreement.
However, “we’re still none the wiser on
how the government and the DVSA plans
to cut the L-test waiting list decisively.
Members are still coming up against
14-20 weeks waiting times in some
L-test centres, forcing pupils to abandon
training or take L-tests in centres many
miles away from their home.
“The additional 250 examiners
promised by the DVSA are still not
having any impact on waiting times,
which are growing longer every day.
“We fear that a bad winter, with tests
cancelled, could make a bad situation
worse.”
NEWSLINK n NOVEMBER 2021
13

News
DVSA outlines its
key parameters for
post-test data capture
DVSA has provided a further update on
its plans for post L-test data capture and
using this information to educate its
future planning of Standards Checks, as
it looks to target its resources at those
ADIs who need further training the
most.
NASP is pleased to see further
communications from DVSA on this issue
and urges all trainers to look at the
materials sent by the agency (links
below) and familiarise themselves with
the changes.
However, NASP has not changed its
position on this new approach. We would
still strongly recommend that DVSA
delays the implementation of this new
scheme for the reasons we have
previously stated. The industry needs
more time to prepare for such a crucial
change, particularly given the sector is
still struggling to recover from the impact
of the pandemic. Allowing a longer
timescale for implementation will benefit
everyone involved, including the regulator
itself.
We continue to urge DVSA to consider
this as a pilot scheme for six months,
rather than establish it now as a ‘done
deal’. After this trial period, performance
data on the scheme could be shared, it’s
impact better understood and a proper
consultation with the industry could take
place.
How the DVSA sees the issue:
Laura Great-Rex from DVSA’s
enforcement directorate has published a
blog on plans for the Standards Check
data capture. Here she looks at some of
the key issues.
She writes: ‘I know some ADIs are
concerned that candidate test results are
a rather blunt tool to use to decide who
needs a Standards Check.
‘Having been an ADI myself I know
that every pupil is different but I also
know that ADIs specialise in adapting
their training to suit each customer. So
when an ADI presents a candidate for a
driving test, whatever the journey they
have been on to reach the point of being
test ready, they are, in an ADI’s
professional opinion, ready and safe to
drive independently. While we don’t
expect an ADI to have 100 per cent pass
rate, there is a pattern to the standards
presented by higher performing ADIs and
those that regularly present a lower
standard.
‘I want to reassure you that the data
we are using to prioritise goes beyond a
simple pass or fail result. During
lockdown when standards checks had to
be suspended, my team analysed
thousands of pieces of data to create four
parameters.
n Driver Faults This is set at an
average of 5 or more
n Serious Faults This is set at an
average 0.5 or more
n Physical Intervention by a driving
examiner (ETA P) This is set at 10 per
cent or more.
n Pass Rate Nationally it has been at
around 46 per cent for many years (this
is all tests, not just those presented by
ADIs). Currently it is 51.6 per cent. We
have set the parameter at 55 per cent or
below.
‘The average pass rate achieved by
ADIs who have presented candidates for
test, displaying their badge (certificate),
is currently 52 per cent.
‘This clearly shows that those using a
professional instructor drive to a higher
standard, but we can and should expect
this and more from professional
instruction. We want to raise training
standards and I’m sure you agree 55 per
cent should be a minimum achievable
professional standard.
‘We’re using the analysis of this data to
prioritise standards checks. It is true
that, to create a level playing field, we
need you all to display your certificates to
help us prioritise those ADIs that need
some extra support. I believe if everyone
supports this approach we can help
pinpoint major concerns and recurring
patterns fairly and reliably and let the
majority of excellent ADIs get on with the
business of instructing.
‘To help give you confidence in the
process and our intentions you can
watch a video for more information on
how we made some of the above
decisions. (more on Gov.UK)
Your report, your development
You can apply for your ‘ADI driver test
analysis report’ to see your current record
by emailing adi.enforcement.analysis.
request@dvsa.gov.uk.
Please provide your name, PRN and
the email address and phone number on
your registered account.
You can also request a standards
check if you email PADI@dvsa.gov.uk
detailing the reasons why.
Find out more
‘We have published additional
guidance about your standards check
and what it means. We also emailed a
letter from our ADI registrar to all ADIs
on the register on October 6.
‘If you have further questions, please
speak to a local ADI examiner.
Alternatively the ADI Enforcement
Manager for the area will have their
name and telephone number available in
your local driving test centre.’
Read the full blog here,
including ADIs’ reactions
Additional guidance:
Click here
14
NEWSLINK n NOVEMBER 2021

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The peril of an FOI... where’s the cash gone?
Rob Beswick
In 2000, the new Labour government of
Tony Blair made good on one of its
manifesto policies by introducing the
Freedom of Information Act (FOI). It gave
any member of the public – and those
dastardly members of the Fourth Estate
(that’s journalists, just in case you are not
familiar with the phrase) – the right to ask
government departments any questions
they wished, and if the information
existed and could be released, they had to
tell you what you wanted to know.
The good news was that it was legally
enforceable and kept departments on
their toes. No longer could people hide
facts and figures from the public. Good.
But the civil service is a perfidious
beast when it wants to be, and the Sir
Humphreys of Whitehall were quick to
find ways around FOI. Always keeping
within the rules, but never giving you too
much information.
Which brings us to a recent FOI.
Newslink readers may recall that in the
September issue, we published a review
of the DVSA’s accounts for the previous
year. It highlighted the damage done to
the balance sheet by Covid-19 and gave
us an idea of the DVSA’s cashflow.
One short paragraph caught our
attention, however. Buried deep within
the Annual Report 2020-2021, on page
40, the copy says: ‘During the year one
special payment over £300,000 (2019-
20: nil) was made. The payment of
£1,892,500 was for an agreed out of
court settlement of legal costs following a
failed prosecution led by DVSA.
‘A provision was made for this in the
2019-20 accounts but not
reported within losses and special
payments as it was uncertain how much
would be payable at that time.’
My FOI was simple: what did this refer
to? That’s a lot of money to wipe off... so I
asked the DVSA: ‘I would like the details
on this case, please, including why the
case was brought, and by whom, and
why DVSA settled out of court
following the failed prosecution.’
The response sort-of answered the
question. The DVSA replied: ‘This
payment relates to a settlement for a
failed prosecution involving multiple
government departments. The payment
was across a number of defendants,
relating to a single case. The case was
brought, by DVSA, because we had
evidence of criminal wrongdoing and it
passed the Public Interest Test.
‘We settled out of court as we were able
to negotiate a lower settlement than going
to court to pay the costs of the five
defendants.’
Er, anyone else think they didn’t
answer my question? I wanted to know
what the case involved, ie, what were the
charges brought, and by whom (ie, which
government departments). I also wanted
to know why it failed.
So I am still none the wiser, but you’ll
be glad to know I’ve submitted an appeal
to the FOI response. I think it is important
MSA GB members, and the wider ADI
community, know why the agency
appears to have thrown away nearly two
million pounds of your cash, particularly
at a time when government finances are
under so much pressure.
I’ll keep you informed...
NEWSLINK n NOVEMBER 2021
15

Comment
We need a training and testing regime
that is fit for the 21st century
Rod Came
MSA GB South East
Here’s some stories from the annals of
current young people learning to drive...
Case study no. 1
Dave is just 18 and has been driving
for a year with Mum and Dad. He has
had three driving lessons with an ADI
who isn’t busy, unlike most of the others
in town who are and have waiting lists. I
wonder why.
His driving test was quite short.
Knowing the local geography he realised
that he was returning to the driving test
centre early, at which point the examiner
explained that compliance with speed
limits was a requirement for passing a
driving test.
Undeterred by this minor upset Dave,
using an app, booked another test for a
couple of weeks later. Same test centre,
different examiner, should be no
problem. This test was longer, all of 13
minutes before arriving back at the test
centre. This examiner was kind enough
to explain to Dave that when exiting a
roundabout onto a dual carriageway it
was bad form to stay in the right-hand
lane all the way to the next roundabout.
Dave’s explanation that lots of people
do it cut no ice.
Case study no. 2
Maggie has been having lessons for
more than a year, she is now 18. The
Covid restrictions did not cause her any
inconvenience in that regard as her
family are living with relatives, one of
whom is an ADI. Her frequent drives of
25 miles each way to school most days
allowed her to gain much experience, her
more recent forays into the test centre
town improved her observation and
anticipation in relation to heavier traffic
conditions.
Her test pass was marred by two minor
faults, each being the same problem.
During her driving lessons she had
filled the car with petrol, driven a fair
number of miles at night, in rain, fog and
frosty conditions and on a motorway. In
total she had driven more than 2,000
miles.
Case study no. 3
Maggie has a friend called Maya who
is learning to drive with an ADI. The girls
have often discussed their lessons and
their respective instructors. Maya has a
driving test in a week or so’s time.
The more they talk about their
experiences with their instructors and the
progress each has been making, the
more apparent it becomes that Maya has
not received one half of the training and
advice that Maggie had been given – and
she has an imminent driving test.
Maggie, as a friend, advised that Maya
should postpone her test, which she has
done, to a date in February. She also
wanted to change to another instructor
but is unable to do so as she has paid
upfront and has six more lessons to go
and cannot get a refund.
These case studies are not a figment of
my imagination, the facts are known to
me. In my view each of them highlights
problems inherent with driver training.
Take Dave (no.1): He has had almost
no professional driver training yet he can
‘‘
The DVSA will aim resources
at under-performing ADIs...
that is an oxymoron... an ADI
should be performing at the
minimum standard, if not they
should not be an ADI...
‘‘
apply for a practical driving test because
there are no restrictions or requirements
that he has to overcome in order to do
so. As long as he can find the money
from somewhere to cover the cost, he
can keep taking tests as long as he
wants to and will probably eventually
pass.
In these straitened times, when tests
are hard to come by, Dave has used the
route of booking via an app, thus having
an advantage over candidates who do
not have use of that technology. Happily,
it has recently been announced that
DVSA are taking steps to limit the
activities of businesses providing this
type of service.
Maggie (no. 2) has had the advantage
of a lot of formal lessons as well as
considerable road experience, this was
reflected in her test pass performance.
Unlike Dave she absorbed the training
and advice that she was given, was not
arrogant but compliant, and it showed in
her driving ability.
Perhaps Maya (no. 3) highlights all
that is wrong with the current driver
training system. She has done the right
thing in that over the last year she has
had lessons with an ADI when she could.
She booked a test date when advised to
but had not received anywhere near the
standard of training required to ensure as
far as possible, that she would pass her
driving test.
Unless there is a considerable fall in
the number of people who want to learn
to drive, and the numbers are gradually
falling, the DVSA is not going to get on
top of providing sufficient practical
driving tests to satisfy demand.
People like Dave who take multiple
tests with little hope of passing are
exacerbating the problem. An enforced
longer wait between each application for
a new test date could help to minimise
this.
Under the revised Standards Check
regime DVSA will aim resources at
under-performing ADIs. There should be
no under-performing ADIs, that is an
oxymoron. An ADI should be performing
at the very least above a minimum
(much higher than current) standard, if
they are not then they should not be an
ADI. They should have to stop teaching,
go get more training and when capable,
take Part 1 & 3 tests to re-qualify.
Anything less and the public are being
misled regarding the standard of teaching
expected from a qualified professional.
We are living through a period of
change. DVSA has done away with the
B + E test, truck drivers have become
the new knights of the road, fossil-fuelled
cars are for the scrap heap in the
not-too-distant future.
Given all this change, is it too much to
expect that the standard of driver training
could be brought kicking and screaming
into the 21st century?
16
NEWSLINK n NOVEMBER 2021

Click here for more details

News
Delegated testing to be extended
as emergency services respond to
challenges from the pandemic
After a consultation period that ran over
the summer, the Government has
announced that it will allow NHS
ambulance services to carry out driving
tests for their staff.
It will also allow cross-testing between
the emergency services and Ministry of
Defence, so that each service can offer
testing to others at different times.
The regulations covering this will be
amended as soon as possible, but as it is
simply a matter of changing existing
regulations it will not be subject to
parliamentary scrutiny.
The background to the decision was
formed during the pandemic and the
need to respond to several issues arising
from it.
While the driving test is conducted by
the DVSA, some organisations are
allowed to conduct driving tests for their
own staff. This includes the Ministry of
Defence (MoD) and police and fire
services. For regulatory reasons it is
known as ‘delegated testing’.
The MoD is slightly different because it
has its own powers to conduct tests, but
DVSA works closely and collaboratively
on them.
The consultation looked at extending
the delegated testing arrangements that
are available to police and fire services to
NHS ambulance services and foundation
trusts. It is also about allowing the
services to conduct driving tests for one
another – known as ‘cross-testing’.
The DVSA has been looking into
allowing this for some time, as it had
received requests from police and fire
services to allow greater co-operation
between the services. More recently, the
MoD has also expressed an interest in
this idea.
The issue was brought to a head by
the COVID-19 pandemic, however. It
showed that there was a greater need for
delegated testing to be available to NHS
ambulance services in particular.
Although DVSA was able to provide tests
for ambulance drivers and paramedics
during the national lockdowns, allowing
greater delegated testing would have
provided more options for getting new
drivers on to the frontline and additional
resilience.
78 responses were received via the
online consultation, and one by e-mail.
This consultation was of limited
interest to the general public, with only
eight responses from people who
classified themselves as such. It was
aimed at key stakeholders in the
emergency services. 12 responses were
from trainers of delegated authorities, 45
were from representatives from
ambulance services and nine came from
the police/fire service. The final four
came from other sources.
Possibly the most important responses
came from several NHS ambulance
services, including heads of driver
training and recruitment teams, and from
police and fire services.
In particular, the Chairperson for the
Driver Training Advisory Group (DTAG)
for UK ambulance services said that
each Trust was “fully supportive” of both
proposals. He explained that delegated
testing would give Trusts the ability to
plan and programme their driver
recruitment knowing that timely testing
could be arranged, without the influence
of external factors. He suggested that the
proposal for cross-testing would “provide
a level of resilience never before seen in
the emergency services providing an
additional layer of assurance to the
public that services are being actively
protected.”
While the MoD does not respond to
such consultation documents as a
general rule, it made it known that it was
supportive of the proposal.
Key question
The most important question was, ‘do
you agree that NHS ambulance services
should be able to be authorised to
conduct driving tests?’
Under this proposal the NHS
ambulance services who employ drivers
of ambulances and paramedics will be
able to apply to conduct driving tests for
such staff. This will mean that they can
arrange test appointments internally and
in line with when the candidate
completes their training. 94 per cent of
respondents agreed with this proposal;
sex per cent disagreed.
Comments expressed included “…
allowing the NHS Ambulance Services to
conduct delegated driving tests will
greatly improve our success rate and
recruitment process”, and “If the NHS
were allowed to do delegated driving
tests, it would save them money and give
greater control over the progress of each
learner.”
Only five people disagreed with the
18
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
proposal. One disagreed because they
think that delegated testing is subject to
commercial pressures. However, the
DVSA does not believe that this is likely
to be the case with the emergency
services.
One particular concern was that NHS
Trusts, in a bid to bring in staff quickly,
may lower test standards.
DVSA believes this is unlikely, however,
as delegated examiners complete the
same training as DVSA examiners and
are subject to supervisory checks and
professional development.
In addition, DVSA regards NHS driver
training staff as being extremely
professional and has full confidence in
them.
On the issue of whether there was a
threat to road safety by the proposal, 85
per cent of respondents felt that there
would be no road safety issue. Only five
respondents said there would be an issue
with road safety.
However, as one respondent from the
ambulance service pointed out, “NHS
ambulance trust already conducts high
speed emergency response assessments
as part of a dedicated driver training unit,
‘‘
Would this lower testing
standards... DVSA believes
this is unlikely as delegated
examiners complete the same
training as DVSA examiners
and are subject to supervisory
checks and CPD...
‘‘
so this is relatively less risk.”
Overall, then, the idea was viewed
positively. It is also clear that there is a
feeling that it is necessary: as one
ambulance service response said,
“COVID has severely impacted on testing
availability for C1 vehicles which in turn
has caused recruitment and operational
issues, in-house testing will alleviate a lot
of those problems.”
The majority of ambulances services
polled said they were likely to apply for
delegated testing. However, it seems
likely that decisions on whether to apply
for delegated testing would be taken at
Board level, and the DVSA is unsure how
many NHS ambulance services will
actually apply.
It is likely that this will be extended to
include theory testing, too.
On the idea of cross-testing, it was
clear there was strong support for this.
As one ambulance service pointed out,
doing so would give each service, and
the MoD, flexibility to use other’s
services at times when they themselves
are very busy.
One response said: “Peak demand for
emergency services can vary between
services. eg, the NHS may experience
high demand during the period of winter
pressures when the fire service may
experience lower demand.
“Being able to utilise fire service
delegate testing at this time would free
up NHS resource to be available to meet
the winter pressures demand.”
To read more about the consultation
and the responses, see below.
Click here for
the full report
NEWSLINK n NOVEMBER 2021
19

Teaching pupils with disabilities
Breaking down the
barriers
MSA GB member Fiona McMeekin
specialises in teaching disabled pupils to
drive – principally the deaf community,
but also pupils on the autistic spectrum
and, more recently, pupils with physical
disabilities, too. Here she explains how
she first became involved with teaching
pupils with learning, sensory and physical
disabilities, the challenges they have to
overcome – and how the DVSA could help
break down some of the barriers
On Friday 13th May 2005, I qualified as
an Approved Driving Instructor – an
unlucky date for some perhaps, but a life
changing day for me!
Looking back to that day after 16
years, at the time, I naively thought I’d
just be teaching someone to drive safely
for their driving life. I couldn’t imagine
that I would become a lot more to my
pupils than just their driving instructor.
As instructors, we all wear different
‘caps’. We are therapists and life
coaches, helping to resolve issues,
introducing coping mechanisms, and as
we do we learn ourselves and grow as
instructors/coaches throughout this
process.
The most important lesson I’ve learned
over my 16 years is that every human is
an individual – we do not teach, learn,
retain or work the same way.
I realised quite early on in my career
that I had an affinity for teaching special
needs pupils; those with conditions such
as Asperger’s Syndrome, autism,
dyslexics and dyspraxics.
I soon noticed that other ADIs were
asking me to take on some of their
pupils, where although good progress
had been made, a connection was
missing and so learning had become
limited.
I love the challenge of finding out what
makes a pupil ‘tick’, and how to inspire
them. How do they learn? Visual,
Auditory or Kinaesthetic (VAK), what is a
person’s dominant or preferred way of
learning?
Many of my pupils have had negative
experiences during their previous
schooling and often come to me in a
state of anxiety. Changing their preconceived
ideas around driving and
tuition is challenging but often highly
rewarding.
For such pupils criticism can wound,
so I am constantly reminding them that
making mistakes is an important (and
necessary) part of the learning process,
especially when learning to drive a car.
Trust is also an important part of
building a learning relationship. I’ve
learned to listen to a pupil’s concerns
and reassure them that learning takes
place at their pace. We will pull back if it
becomes too overwhelming and we will
push on if I think they’re capable of
more. I am always attentive to their
learning needs and paying attention to
their body language on every lesson – an
invaluable resource for every ADI.
While I’ve been an ADI there have
been many changes. One was CPD: it
became the big buzzword from the
DVSA. I looked into learning British Sign
Language (BSL). Previous attempts had
been thwarted by the courses being
cancelled due to lack of numbers, but
somehow the time felt right (and the
course hadn’t been cancelled), and so I
studied and practised, and in time, with
Level 1 and Level 2 BSL accomplished it
was onto Level 3.
Teaching the deaf to drive in BSL
wasn’t actually forefront in my mind until
my Level 3 Tutor asked me why I wasn’t
teaching deaf pupils to drive. Surprised
by this, I started to give it some serious
thought. However, self-doubt reared its
ugly head and I took a lot of persuasion
to take on my first deaf pupil. Not being
CODA (that’s Child of a Deaf Adult), I
was relying totally on my training and
belief of the people who trained me.
Would I be able to communicate and
be understood? Regional differences in
Sign Language play a huge part in BSL.
Could I control the car quickly if needed
by signing the instructions or would I
panic? I had to learn different
terminology, understanding that certain
words have to be finger spelled as there
simply isn’t a sign for some, for example,
there’s no BSL for ‘Anti-lock braking
system’ or ‘cockpit drill’.
It can be a challenge finding signs that
the pupil understands when they differ
from mine. When discussing emergency
vehicles, for example, I can sign at least
three ways before the pupil understands.
Religion also plays a huge part in how
signs differ. Catholic schooling can be
based around Irish Sign Language so I
need to remember and retain signs
preferred by each pupil. The sign for
Red, as in ‘red traffic light’, is signed
20
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Right, the BSL alphabet: While this
is standardised, many regional
variations have crept into sign
language that makes it challenging
for deaf pupils to follow exactly the
signing used on the theory test
from the lip. How does a pupil see that
when they are focused on the road? I
tend to use the sign for the Irish letter ‘R’
within their vision and point.
It’s an example that when teaching a
deaf pupil to drive, placement of the
signing is very important; they must be
able to see the instruction.
Understanding deaf culture is also very
important. To get a deaf person’s
attention, when they’re not looking at
you, it can be done by stamping the floor
or touching the person. It’s not practical
to stamp on the floor of the car with all
the normal vibrations going on, so
tapping their arm gently is the best
option. However, this goes completely
against everything an ADI is taught – ‘no
physical contact’ is drummed into us in
training.
This was evident when I explained this
to my enforcement officer on my
standards check. He asked me to get my
pupil’s permission to touch her arm if I
needed to get her attention in front of
him before starting the standards check.
How did he think I coped every week
when he wasn’t around...?
For all the challenges, teaching deaf
pupils to drive is an amazing experience,
but the barriers are always in their way,
both in sitting the theory test and next
getting through the practical test.
For a deaf person to sit and pass a
theory test is an immense challenge. The
barriers placed here are huge. Language
barriers, grammar and understanding of
the English language in written form.
Resources available for deaf candidates
are few and far between, a Highway
Code BSL DVD is available, however, if a
deaf candidate struggles with written
English then finding a BSL Theory App is
impossible. Why? None are available,
therefore many deaf learners will fail at
the first hurdle.
Deaf candidates are allowed to request
‘‘
From my experience I’ve yet
to meet an examiner who can
sign. Luckily, unlike on the
theory test, I can interpret for
my pupils... until, of course,
Covid came along, and ADIs
were no longer allowed to sit in
the back on a test
‘‘
an interpreter when sitting their theory
test however, interpreters (through no
fault of theirs) often do not show up.
This is a common issue throughout a
deaf person’s life, unfortunately.
The DVSA provides onscreen
interpreters. Many issues arise from this.
A question can be signed in English Sign
Language (remember, regional
differences exist within BSL) and the
answer can be signed in Welsh Sign
Language. With an interpreter not
showing or not booked in on time, the
pupil can be stressed and feeling
pressured into just trying the onscreen
interpreter and hoping for the best. This
normally results in a fail which then
dents confidence and adds additional
expense.
If the deaf pupil is successful in
passing their theory test, the next hurdle
is the practical test.
From my experience I’ve yet to meet
an examiner who can sign. Luckily,
unlike on the theory test, I can be there
to interpret. That was, of course, until
the Covid-19 pandemic. Since its arrival
in February 2020 ADIs have not been
allowed in the back of the car. For a deaf
candidate presenting for test this can be
a real barrier. I have had to prepare
sheets with all signs used by myself and
my pupil, giving a visual written
explanation to the examiner including
how directional signs work and where to
place them.
I am allowed to interpret the
declaration the candidate signs and the
‘tell me’ question. After that they are
completely on their own.
As prepared as any pupil can be for
test, it can still be an intimidating
experience – consider how it is for a deaf
pupil when full communication is
unavailable and they’re solely reliant on
a limited set of instructions. Not to
mention how the examiner may feel –
they are, after all, in unfamiliar territory
too, we must remember that.
When the pandemic hit the majority of
ADIs had to down tools for a large part of
a year.
This gave me time to re-evaluate what
I actually did, where I could take my
business and how to move it forward.
Teaching physical disabilities really
interested me and I looked into how this
could be achieved.
Continued on page 22
NEWSLINK n NOVEMBER 2021
21

Teaching pupils with disabilities
Breaking down the barriers
Continued from page 21
After many conversations with people
like John Rogers – one of the few ADI
disability specialists in the country, and
perhaps its leading advocate – I decided
to forge ahead. I was due a car change
and thought that an automatic would
soon be the way forward with hybrids,
EVs and governmental changes due by
2030. It seemed like an opportunity to
plan for the future.
The size and type of car was
important, not to mention the gadgets.
Anyone who knows me knows I love my
gadgets. I looked at Peugeot (having
previously taught in a 308 and liked it)
and tested the 3008 GT Line and was
very impressed. Hello, Tara Tank!
John kindly put me in touch with an
adaptations company, Adaptations
Installation Company (AIC) who fitted a
left foot accelerator and hand controls
with indicator switch, and Bever kindly
gifted me their Bever smart steer steering
control with Bluetooth controls for
indicators, wipers and lights. I had
graphics added by David at Foxsigns and
Tara was ready to go, but was I?
I had to learn how to use all these new
‘‘
Pupils are like sponges,
soaking up information and
keen to gain their licences and
find new-found freedom in
their lives. Many are amazed
at the different equipment
available to help them stay
independent...
‘‘
adaptations, but first, how do I drive an
automatic? 30 years’ experience with
manual, but first time in an Automatic.
Taking Tara off the car dealer forecourt,
my husband behind me in the manual.
New mantra .... no clutch, no clutch. I
certainly had a few comedic moments
until I got her into the driveway. Flipper
foot is not funny in an automatic.
Being amazed at how quickly a human
can adapt gave me confidence in getting
A car with
adaptations to
help disabled
drivers
used to the new controls. LFA was ok,
I’m ambidextrous, so this actually wasn’t
much of an issue. Hand controls? Well
you really just need confidence. Making
mistakes like braking too harshly, how to
ease and squeeze the levers, learning the
pressures required were all good practice
as I was going to have to explain it all to
pupils and clients at some point,
particularly those who have had to
change how they drive to maintain their
independence after a disability was
pushed upon them.
Pupils are like sponges, soaking up the
information and keen to gain their
licences and find new-found freedom in
their lives. Those who have had a
life-changing event resulting in a
disability have been amazed at the
different pieces of equipment available to
help keep them stay independent and
carry on their driving careers.
It’s so important for many reasons,
especially for their mental health. Having
their independence taken away can be
very detrimental, and being able to
provide a service where it’s possible to
regain their licence and be confident
once again out on the road using varying
pieces of kit installed in their car is
amazing, highly rewarding and very
emotional for them and for me.
As one client said to me recently ....
“I’ve driven a manual car for 50 years
but I’m now having to consider an
automatic fitted with hand controls and
a steering ball ... still it proves that old
adage, you can teach an old dog new
tricks!”
That certainly put a smile on my face!
That is what it is all about, it’s what I
do: helping people gain their licence and
independence, regardless of their abilities
or impairments. That is what I have a
genuine passion for.
Q&A with Fiona: see pg 36
22
NEWSLINK n NOVEMBER 2021

Deaf pupils on test: the rules
Newslink contacted the DVSA to clarify
the rules on deaf and hard of hearing
pupils taking their driving tests, both
theory and practical, and to ask if there
was any way their ability to access the
testing regime could be made easier.
Here is their reply.
Newslink: Are any driving examiners in
Great Britain proficient in British Sign
Language (BSL)? If not, has any facility
been considered to ensure one examiner
in any given area is BSL proficient
(perhaps one per city/region, so that deaf
candidates have the option of taking their
test with someone with BSL skills, albeit
knowing they will have to travel to his/
her DTC?
DVSA: BSL interpreters are allowed to
accompany candidates on their practical
driving test, including if the signer is also
the ADI. They must be over 16 years old.
The candidate can claim back the cost of
the interpreter’s fee after the test. The
need for a BSL interpreter should be
confirmed at the time of the test being
booked.
Tests are conducted by examiners who
are chosen at random and independently
for each candidate when the tests are
booked.
If there was a specific examiner
conducting BSL tests in a sector or area,
this would lead to candidates knowing
for certain who the driving examiner
conducting their test would be. This
would go against the policy of random
allocation of examiner resource.
Newslink: Third parties (instructors/
interpreters) are not yet allowed in the
back of a vehicle on a driving test for
Covid reasons; would it be possible to
create an exception to this ban in the
case of a deaf pupil taking a test, to help
with interpretation?
DVSA: The need for a BSL interpreter
should be confirmed at the time of the
test being booked.
Interpreters are currently allowed on
test but to stop the spread of COVID-19
they must adhere to the measures set
out in our standard operating procedure
for tests.
For all the latest news, see www.msagb.com
Newslink: On the theory test, BSL
signing is included. Are you aware that
regional variations exist within BSL (if
you like, the deaf community’s own
slang). Do you make provision for this in
the words/language used on the theory
test?
DVSA: Candidates arrange their own
interpreter and pay any fees that they
charge before applying to claim back the
cost of the interpreter’s fee after test.
• While the DVSA responses to our
questions are always appreciated, they
missed the point slightly on the last
question.
The point we were looking for
clarification on was the use of BSL within
the theory test software itself, rather than
a person acting as a physical BSL
interpreter.
However, the replies highlight some of
the difficulties deaf and hard of hearing
candidates have in accessing the L-test,
and MSA GB believes more could be
done to help the community
NEWSLINK n NOVEMBER 2021
23

News
While the UK left the European Union in January 2020, changes in legislation in the EU will continue to impact
on the UK for many years to come. News from Europe also highlights the direction of travel other legislative
assemblies and car manufacturers are heading in. In addition, UK road safety professionals continue to be
active members of a number of European road safety groups, including the European Transport Safety Council
(ETSC), which is why Newslink continues to monitor key legislation emerging across the Channel.
ETSC issues new call for EU to go further
in reducing young driver deaths
The ETSC has called on the European
Union to improve the safety of young
drivers through changes to driver
licensing, among other measures, as new
data show young road users, aged 15 to
30, have come to represent a quarter of
all road deaths.
In a report published at the end of
October, ETSC says that, in 2019, 5,182
young people were killed in road
collisions in the 25 EU countries for
which figures are available. Road deaths
among young people aged 15 to 30 in
the EU represent around a fifth of deaths
from all causes in that age group.
Around 40 per cent of road deaths in
the EU take place in collisions that
involve one or more young drivers or
powered two-wheeler riders. Those
overall numbers mask a huge gender
disparity. The report says that men
represent 81 per cent of all road deaths
among young people aged 15-30. Large
differences between male and female
road mortality remain even after taking
into consideration the fact that men drive
more than women. The authors say that,
while young people are a high-risk group
in themselves, most young people do not
deliberately drive unsafely. The risks
associated with young drivers and riders
stem from inexperience, immaturity and
lifestyle linked to their age and gender.
Data show that the younger a person
starts unrestricted solo driving, the more
likely it is that he or she will have a fatal
collision, particularly if under 18
years-old.
Graduated driving licence systems
have been assessed by a number of
studies that show a reduction in
collisions. Such systems put additional
restrictions on younger drivers during the
first years of driving, allowing them to
gain experience while reducing certain
high risk situations.
Young people, especially
men, are also overrepresented
when it comes
to road deaths linked to
drink-driving and drugs.
Enforcing and tightening
legal blood alcohol
concentration limits and
improved help for those
living with identified
alcohol and other drug
issues can therefore help
prevent these deaths.
The European Commission is currently
reviewing rules on driver licensing, with
an updated legal proposal expected in
the next 18 months. ETSC is also calling
for the European Commission to
recommend a drink-driving limit set
effectively at zero (enforced at 0.2 g/l
Blood Alcohol Concentration) – a
measure that is especially important for
younger drivers.
Regarding drug driving, ETSC would
also like to see a European-wide
zero-tolerance limit for illicit psychoactive
drugs. The full report can be downloaded
from https://www.etsc.eu/PinFlash41
Liverpool adopts ‘nudge’ crossing in bid to cut casualties
Liverpool City Council has launched
what is being described as the ‘UK’s
first nudge-behaviour trial’ for a new
style pedestrian crossing.
The eye-catching design has been
installed at two collision hot-spots, at
Hanover Street in the city centre and
the Old Swan area of Liverpool.
Liverpool has been chosen to host the
experiment, along with Hull, as it has
one of the UK’s highest rates of adult
deaths or serious injuries (KSIs) for
pedestrian collisions – at 99 per
100,000 people.
The Hanover Street location has seen
the introduction of what is known
locally as the ‘Compli Crossing’, which
is inspired by pop-art and features a
series of multi-coloured ‘nudges’.
The Hanover
Street crossing
The Old Swan site has a ‘faster
boarding’ system – intended to make
the crossing more noticeable to people
who are looking to get to where they
are going in the fastest, most direct way
possible. Crossing wait times have also
been reduced to give pedestrians
priority over cars.
Drinking and
driving still
adds
significant
numbers to
road death
casualty figures
The innovative designs have been
created by So-Mo, a behavioural
science company based in the North
West, following an in-depth study into
pedestrian behaviour in the urban
environment.
The experience of different road user
groups will be monitored throughout
the on-street trial, with specific
engagement sessions planned for
people with disabilities and neurological
conditions.
The trial will determine if the
interventions encourage pedestrians to
adopt ‘safe behaviours’, measured by
an increase in the number of crossings
made inside the crossing area, and an
increase in the number of pedestrians
using the crossing correctly
24
NEWSLINK n NOVEMBER 2021

Technical briefing
ESC: The
driver’s
Guardian Angel
A large number of accidents are the result of a loss of control in a bend taken too fast
or a need to take rapid evasive action. Most drivers find it difficult to recover from a
skid or spin. However, with Electronic Stability Control (ESC), wheel sensors detect
the beginning of a slide and small amounts of braking can be applied automatically
to individual wheels to regain stability. The risk of an accident is considerably lower
for cars fitted with Electronic Stability Control. However, ESC still relies on the car’s
basic braking system and tyres and isn’t a substitute for careful driving.
Do you explain how ESC works to your pupils – and do you think they understand
the processes involved? Tom Harrington looks at ESC – the driver’s ‘Guardian Angel’
First of all, what is Electronic Stability
Control (ESC)? Simply, it is an active
safety system that keeps drivers on the
intended path during sudden manoeuvres
and lessens the intensity from crashes
caused by a loss of control.
It may well be the Holy Grail of road
safety. So far, the ability to see round
corners has eluded the greatest
engineering brains. If we all knew about
the idiot trying to overtake just round the
next bend, or the obstacle in the road,
we would take evasive action before it
was too late. True, an experienced
motorist should be able to ‘read the
signs’ and recognise which conditions
carry greater inherent risk than others.
Sadly, though, the ability to pre-empt the
exact combination of circumstances
leading to a crash is, as yet, beyond the
minds of the car boffins.
Electronic Stability Control (ESC) was
mandatory for new passenger cars and
commercial vehicles from November
26
2011, and for all new vehicles from
November 2014. You can understand
why it is treated in the same regard as
seatbelts; research shows that skidding
is the main cause of accidents with fatal
results. “ESC can prevent up to 80 per
cent of skid-related accidents,” said Dr.
Werner Struth, President of the Chassis
System Control Division at Bosch.
He added: “After the seatbelt, the
system is therefore the most important
safety technology in the car”.
Bosch developed the Electronic
Stability Programme (ESP), and in 1995
it was the first company in the world to
put it into series production.
ESC Explained
Electronic Stability Control (ESC)
supports the driver in nearly all critical
driving situations. It comprises the
function of the anti-lock braking system
(ABS) and the traction control system
(TCS), but can also do considerably more
– it detects the vehicle skidding almost
instantly and actively counteracts it. This
considerably improves safety during
driving. Until now, ABS and TCS have
been able to provide effective support in
the case of speed alterations,
longitudinally to vehicle to vehicle
movement – ie, assisting vehicle braking
and acceleration. ESC goes beyond this
by supporting the driver in movement’s
transverse to the direction of travel. By
means of a steering-angle sensor, which
detects the position of the steering
wheel, the system determines the
direction of travel desired by the driver.
At the same time, sensors record the
vehicle’s rotary movement around its
vertical axis, as well as lateral
accelerations.
So, in its simplest terms, ESC works by
combining ABS with traction control,
detecting the presence of a skid and
working to counteract its debilitating
effects by returning control to the driver.
It allows drivers to effectively steer round
a potential collision in a crash situation.
And it really works.
Research from the Department for
Transport suggests that vehicles
equipped with ESC are 25pc less likely
to be involved in a fatal crash than those
without it. On current fatality figures, this
equates to 380 fatal crashes and a
reduction of injuries by 7,800.
It may be very effective, but public
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
awareness of the system has taken a
while to catch on. In a survey carried out
by Bosch, just one per cent of
respondents mentioned ESC when asked
to list active safety systems. However,
when ESC and its benefits were
explained, as many as 67 per cent said
they would consider it in their next
vehicle purchase.
Active safety at work
ESC consists of various sensors and
systems that enhance a car’s stability
and ensures better traction control and
anti-skid support when doing extreme
manoeuvres, such as over steering or
under steering. For example, if a wheel
that is spinning unusually faster than
normal is detected, this active safety
technology automatically activates the
brake on the very wheel or momentarily
decreases the engine power, helping it to
regain its traction. After the airbag is
deployed in a collision, if the system
determines that there is little or no pedal
movement from the driver, it considers
the vehicle’s speed and motion at that
moment before applying the brakes to
make sure the car safely stops.
According to Director General of FIA
Region I, Jacob Bangsgaard: “ESC is a
technology with a proven ability to
prevent a high number of fatalities and
accidents.”
There have been several studies which
have confirmed the significant
contribution ESC makes to road safety.
After evaluating almost one million
accidents involving personal injury,
Toyota came to the conclusion that the
standard use of ESC could reduce the
number of driving accidents by up to 50
per cent.
The claim supported the investigation
results of the RESIKO study of the
Central Association of the German
Insurance Industry (GDV) in 1998,
which proved that 25 per cent of
accidents could be attributed to skidding.
When considering fatal accidents, the
GDV went even further to state that 60
per cent of all fatal accidents could be
attributed to side-on impacts mainly
“A skid doesn’t just happen - it is caused or induced by
some action of the driver. The best way to avoid a skid is
not getting into it in the first instance. A skid will usually
occur when a driver is either changing speed or direction”
caused by skidding.
In addition, Daimler-Chrysler has
reported a 30 per cent reduction in
accidents since introducing ESC as
standard in all Mercedes-Benz vehicles
since 1999 and a report completed by
Volkswagen concluded that based on
their analysis of German accident data,
the installation of ESC as standard could
contribute to a 35 per cent drop in fatal
accidents.
A testing event organised by Bosch,
Roadsafe and Mercedes Benz at the skid
pan facilities of the Metropolitan Police’s
Driving School at Hendon demonstrated
the effectiveness of ESC.
Before attendees were allowed to
experience the benefits of ESC first -
hand, they were given a graphic
demonstration of the sort of road crash
the system can help prevent. The video
footage, taken from a CCTV camera in
Germany was so dramatic it was hard to
believe that it wasn’t computer enhanced
in some way. Sadly, for the particular
driver involved in the crash, that was not
the case.
Following the video and a short
presentation, attendees were taken out to
the skid pan facility where attendees
The end of the skid pan...?
When the new Hendon Police Academy was built, the much-loved skid pan
(as used in the research exercise mentioned in the main article) was made
redundant. With the advent of modern brake technology and ESC, it was felt
that the skid pan was unnecessary. However, those who experienced some
skid pan training there will always miss the ‘fun’ and valuable experience
they had while practising on it.
were able to witness drivers putting the
test cars through a series of demanding
exercises, both with and without ESC. A
series of cones were used to simulate a
potential crash scenario on a wet road
and the drivers performed an emergency
avoidance procedure at moderate speed
of around 40mph. The results were
predictable but startling nonetheless.
While ABS can control skidding in a
straight line very effectively, the car’s
traction control is required to maintain
the line on cornering by detecting which
wheel was losing traction.
Skid Prevention
No matter how good, how fast, how
expensive, how efficient or technologically
advanced your vehicle is, it’s you the
driver who determines whether it is a
safe means of transport or not. When a
driver experiences a skid he will usually
say it was a result of a wet road or
slippery conditions, but of course, this is
not true – though it may be a
contributing factor. A skid doesn’t just
happen - it is caused or induced by some
action of the driver. The best way to
avoid a skid is not getting into it in the
first instance. A skid will usually occur
when a driver is either changing speed or
direction.
The four principal causes of skidding
are:
• Excessive speed for the
circumstances
• Coarse steering in relation to a speed
which is not in itself excessive
• Fierce acceleration
• Sudden or harsh braking
Continued on page 28
NEWSLINK n NOVEMBER 2021
27

Technical briefing
The driver’s ‘Guardian Angel’
Continued from page 27
Do you give your pupils an ‘anti-skid’
lesson? It’s a good idea to have the
following list of the things most likely to
promote a skid - and how to reduce the
chances of skidding:
• Ensure your tyres are the correct
pressure
• Ensure your tyres have enough tread
depth
• Ensure your tyres are installed in the
correct rotational direction if they are
uni-directional
• Avoid fierce acceleration when
moving off
• Avoid excessive speed for the driving
conditions
• Avoid harsh or sudden braking
• Slow down before corners
• Maintain your brakes so that they
operate evenly (this prevents one wheel
locking before the others)
• Buy a vehicle with ABS and ESC.
Almost all cars have this, and many
motorbikes now come with ABS and
traction control
• Don’t make sudden movements on
the road
• Avoid driving through deep water
puddles which could cause aquaplaning.
Conclusion
As cars keep getting smarter,
automation is taking many tricky tasks
What’s in a name!
Ever been left confused by the
blizzard of acronyms surrounding
cars? That’s hardly surprising; the
manufacturers don’t help by adopting
their own names and initials for the
same piece of equipment. For
instance, all the names below have
the same meaning:
• ESP Electronic Stability
Programme
• ESC Electronic Stability Control
• VDC Vehicle Dynamic Control
• DSC Dynamic Stability Control
• VSA Vehicle Stability Assist
• ASC Active Stability Control
• DSTC Dynamic Stability and
Traction Control.
– from parallel parking to reverse parking
– out of the driver’s hands. However,
does modern vehicle technology
stretching from ABS to ESC
unintentionally provide motorists with a
false sense of security about their safety
behind the wheel?
While technology is helpful and takes
over some of the driver’s tasks, it’s the
driver who ultimately decides whether
his driving is safe or not.
However, ESC certainly helps those
drivers who may be about to skid. It is
an active safety system which can be
fitted to cars, buses, coaches and trucks.
It is an extension of antilock brake
technology, which has speed sensors and
independent braking for each wheel. It
aims to stabilise the vehicle and prevent
skidding under all driving conditions and
situations, within physical limits. It does
so by identifying a critical driving
situation and applying specific brake
pressure on one or more wheels, as
required. If necessary, the engine torque
is also adjusted automatically.
In the final analysis, it’s up to the
driver to drive according to the prevailing
road, weather and traffic conditions.
Also, bear in mind, no matter how good,
how fast or how expensive your vehicle,
it’s you the driver who determines
whether it is a safe means of transport.
No matter how well your vehicle is
equipped or how technologically
advanced your vehicle is, the best
defence against a skid is avoiding the
situation in the first place.
Take a few simple precautions, ie, fully
concentrate (be a ‘thinking’ driver)
observe (situational awareness) and
anticipate (try to foresee in advance) and
drive according to the road, weather and
traffic conditions. This and a little help
from your electronic ‘Guardian Angel’
should mean you arrive at your
destination safely and unscathed.
Mercedes Benz’s
giant skid pan in
Stuttgart -
Untertürkheim
– Daimler AG
Headquarters.
Germany is the
home of electronic
stability control,
as it was first
developed by
engineering giant
Bosch
28
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Call for members to volunteer help
to the West Midlands committee
Terry Pearce
MSA GB West Midlands
The West Midlands Training event and
AGM will be held via Zoom at 7.30pm on
Wednesday, 10th November. It will be
hosted by National Chairman Peter
Harvey MBE and our key guest speaker
will be John Sheridan from the DVSA.
Please contact info@msagb.com to
reserve your link.
It will be followed by the area AGM and
it is expected that there will be some
changes to the committee.
The West Midlands Chairman Geoff
Little had previously intimated to the
committee that, after holding the position
for about 30 years, he would be standing
down this year. Unfortunately, Geoff has
been unwell recently, so it is doubtful that
he will attend the AGM while he takes a
well-earned rest as he recuperates.
Our Deputy Chairman and Secretary
Ralph Walton is also standing down this
year. It may be the only remaining
member on the committee will be myself
as Treasurer and Editor and that will only
be for one more year as I will retiring at
next year’s AGM.
Every year we ask for new committee
members and as you will understand from
the above, this year it is more crucial than
ever that we have volunteers step forward
if we are to keep the area committee
going. If you are interested and would like
more information, please contact me. My
details are at the end of the article.
Taking its toll...
A friend of mine has received a letter
from Midland Expressway Limited stating
that they were recorded travelling on the
M6 Toll Motorway without paying. They
could see an attempt was made to make
a payment, however, the driver of the
vehicle had left the toll lane when the
barrier raised but was still on a red traffic
light, before the fee was taken.
Midland Expressway Limited was not
imposing a fine; they only wanted the toll
fee to be paid, plus £2.50 DVLA costs
which were incurred in order to get the
contact details. Inclusive of administrative
fees it was £9.50.
The M6 Toll operates on a traffic light
and barrier system. You may only leave
the lane and access the road when the
light turns green and the barrier lifts.
When I read this letter, I considered
their action unreasonable. The barrier
should not be activated if the light
remained on red, though Midland
Expressway Limited covered this potential
outcome by stating that the barrier has a
safety function whereby if a person or
vehicle gets too close it will automatically
rise. As the incident happened two
months previous there would not be any
dashcam footage to show what
happened.
It sounds harsh to say my friend had
driven through a red light but you can
understand why they would think it was
safe to go once the barrier was raised.
Let’s consider a different scenario: waiting
at a railway level crossing. When the train
goes past, I guess most of us are ready to
go as soon as the barrier has raised. That
is the signal that it is safe for us to
proceed even though the red light would
still be flashing.
I rarely travel on the M6 Toll but I will
be interested to have a look at the set-up
and how visible the green light is next
time I use this road.
CONTACT
To comment on this article, or provide
updates from your area, contact
Terry at terry@terrypearce.co.uk
Everyone should have a 2nd Chance
Fiona accepting the
voucher from Kathy
As reported in the October issue of Newslink, the Montrose Driving
Instructors Association held its annual ‘Sit your driving test for
charity’ event in September. Before the day members went round
various local businesses asking if they would like to donate to our
chosen charities. When we approached Kathy at the 2nd Chance
Tearoom in Inverkielor she agreed to donate a £25 voucher to use at
the tearoom to the participant who scored the fewest faults on test.
In addition, she put her name down to try the test and got her
regular customers to sponsor her, but with a caveat that if she
received more than four driving faults she would wear L-plates on
her uniform in the tearoom for a week. Initially she said eight driving
faults but a prominent local ADI said that she would do a lot better
than that and should reduce it to four. On the day she scored 7...
She is pictured handing the voucher to Fiona Thomson who was
collecting it on behalf of her work colleague Mark Conner, who won
the voucher for accumulating the least number of driving faults.
Mark, a police sergeant, scored two, the same as Chris Kirkton, but
Mark won the voucher through a tie break question.
Many thanks for your support, Kathy.
NEWSLINK n NOVEMBER 2021
29

News
L-test changes: it was ever thus...
Mike Yeomans continues his
look back at major changes
to the driving test, picking
up the story in 1967
1967: On May 10, The Road Safety
Act 1967 paved the way for regulations
covering the licensing and testing of HGV
drivers. The Driving and Motor Licences
Division began promoting safe driving
through film and TV ’shorts.
1968: The test fee was increased to
£1 and 15 shillings (£1.75p).
1969: Changes to the driving test from
2 June 1969 included:
• vehicles used must not have dual
accelerator control unless this had been
made inoperable
• a separate driving licence group for
automatic vehicles was introduced
• candidates were required to produce
their driving licence to the examiner at
the test and sign the examiner’s
attendance record – examiners could
refuse to conduct a test if these
requirements were not met
The Vehicle and Driver Licences Act
introduced new regulations from June 25
1969, including a licence fee increase
and the specification of vehicle groupings
for the purposes of driving tests. An
up-to-date scheme was introduced for
licensing and testing new lorry drivers on
4 August.
The first official driving manual was
published in November 1969. Called
‘Driving - the Ministry of Transport
Manual’, it was priced 12s 6d (62.5p).
1970: All driving instructors now had
to be officially registered. 3,500 people
were prosecuted for driving on a forged
licence or wrongfully attempting to obtain
a licence.
The new HGV test prompted a change
in PSV testing. Previously, vehicle
inspectors had carried out PSV driving
tests: this was taken over by HGV
qualified examiners.
1972: The demand for driving tests
rose by 20% in 1972, and 15% more in
the following year, leading to a huge
backlog of tests.
The minimum age for riders of
motorbikes over 50cc was raised from
16 to 17 from December 16, 1972.
1973: Computerised driving licences
were issued from March 1, 1973, with
green paper licences replacing the
old-style red booklets. A full licence was
still only valid for three years.
1975: Candidates no longer have to
demonstrate arm signals in the driving
test from May 1975.
1976: Full licences become valid until
the age of 70 from January 1976.
In July, the Stanmore examiner training
school was relocated to Cardington,
Bedfordshire. New L-test examiners had
to undergo four weeks of training.
1981: The government produced a
three-point package of changes:
• the maximum size of learner
machines was reduced to 125cc
• provisional motorcycling licence
entitlement was limited to two years
• a two-part motorcycle test was
introduced with the intention of reducing
accidents by steering learners to take
training with approved organisations on
suitable motorcycles. The first part of the
test included basic off-road control exercises
– usually conducted at LGV centres. The
second part included on-road riding.
1982: Provisional licences were extended
until the age of 70 from October.
1985: PSV driving tests became
compulsory in March. Previously, Traffic
Commissioners decided whether local
applicants took the test.
1988: Driving tests were now
A new test category was created
for a car with a large trailer
(B+E)... road safety reasons
cited for its introduction...
‘‘‘‘
conducted under the provisions of the
Road Traffic Act 1988.
1989: A new accompanied motorcycle
test was introduced on October 1.
Prompted by alarming accident figures,
the old-style ‘part 2’ motorcycle test,
where the examiner stood by the
roadside, was replaced by the new, more
demanding ‘pursuit test’. The examiner
now follows the candidate on a
motorcycle and maintains radio contact
during the test.
1990: The Driving Standards Agency
(DSA) was created as an executive
agency of the Department for Transport.
DVLC became an executive agency of
DfT and renamed the Driver and Vehicle
Licensing Agency (DVLA).
Provisional licence holders were
prevented from carrying pillion
passengers, even if the passenger is a full
licence holder. Compulsory basic training
(CBT) was introduced for all new learner
riders of motorcycles and mopeds.
From May 1, examiners gave
candidates a brief explanation of faults
committed during the L-test, plus advice
on areas for improvement.
Anyone accompanying a learner driver
from October 1990 must be at least 21
and must have held a driving licence for
a minimum of three years.
1995: The Pass Plus scheme was
introduced in November to help newly
qualified young drivers gain extra
valuable driving experience.
1996: A separate written theory test
was introduced on July 1, replacing
verbal questions on the Highway Code
during the L-test. The theory test pass
mark opens at 26/35 but was raised to
30/35 on 1 October.
1997: New licence categories added
and tests for learners aged over 21 years
riding larger motorcycles (Direct Access
Scheme) and small motorcycles.
New riders under 21 years restricted to
machines of 125cc while learning. Once
they pass the test, they were then
restricted to riding machines of 25kw
(33bhp) for two years.
New licence and test changes on
January 1, 1997 included:
• a new test category was created for a
car with large trailer (B+E)... road safety
reasons are cited for its introduction.
• licence categories and tests were
introduced for Direct Access and small
motorcycles.
30
NEWSLINK n NOVEMBER 2021

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• the written theory test was
introduced for LGV and PCV drivers.
Photographic ID was required for both
practical and theory tests from March 1.
From 1 June, if a new driver gained six
or more penalty points during the first
two years of driving, they lost their
licence and must retake both the theory
and practical driving test.
On September 29, 1997, waiting
times between tests were reintroduced
for unsuccessful candidates:
– for car drivers and motorcycle riders,
the minimum waits of 10 days between
tests of the same category
– for lorry and bus driver testing, a
minimum wait of three days between
tests of the same category
1999: From April 6, 1999, cars being
used for a driving test must have a front
passenger seat belt, head restraint and
rear-view mirror. Changes to the driving
test on May 4 included extending the
length of the test, randomising the
emergency stop and failing candidates
for committing 16 or more driving faults.
Photocard licences were introduced
from July 1.
2000: The touch-screen theory test
was introduced on January 4.
2001: Drivers getting a full car licence
from 1 February must now pass CBT
before being allowed to ride a moped.
Changes to the motorcycle training
regulations included reducing the
validity period for a CBT certificate from
3 to 2 years, removal of the ‘2 year on, 1
year off’ rule for provisional licence
holders, and drivers with a full car
licence needed to take CBT before being
able to ride a moped. Candidates could
book their theory test via the internet
from December 19.
2002: A hazard perception element
was introduced into the car and
motorcycle theory test.
2003: ‘Show me’ and ‘tell me’ vehicle
safety questions added to L-test on 1
September. Candidates could book their
practical test on the internet for the first
time from October 24.
2006: The enhanced rider scheme for
motorcyclists was launched in November.
2007: The register of post-test motorcycle
training (RPMT) was introduced in
February. The number of questions in car
and motorcycle theory test changed from
35 to 50 on September 3; the pass mark
was now 43.
2008: An assessment of eco-safe
driving was introduced in the driving test
in September 2008. The Driver Certificate
of Professional Competence (CPC) was
introduced for professional bus and
coach drivers on September 10.
2009: A new two-part modular
motorcycle test was introduced on April
27. It enabled the UK to comply with the
EU Second Directive requiring new and
more demanding manoeuvres to be
tested. Module 1 contains the specified
manoeuvres element of the test which is
conducted off-road. It includes exercises
designed to assess the rider’s ability to
control their machine safely, including
avoidance and emergency stop exercises.
Module 2 includes an eyesight test and
30 minutes of on-road riding, assessing
the rider’s ability to safely interact with
other road users. A new two-part
modular motorcycle test was introduced
on April 27. Driver CPC for lorry drivers
was introduced on September 10.
2010: From April 6, L-test candidates
have been encouraged to take their
instructor with them on their test.
‘Independent driving’ became part of
the practical driving test on October 4.
Candidates have to drive for 10 minutes
making their own decisions.
2013: New rules on motorcyclists
were introduced on January 19,
changing the motorcycles you can ride
and the age you have to be to ride them.
2014: DSA and the Vehicle and
Operator Services Agency (VOSA) merge
to create the Driver and Vehicle
Standards Agency (DVSA) on April 2.
DVSA is an executive agency of the
Department for Transport.
On 7 April, L-test candidates were
stopped from being able to use foreign
language voiceovers and interpreters on
their theory and practical driving tests.
The change was made to cut out the risk
of fraud, and to make sure that all drivers
can read road signs and fully understand
the rules of the road.
The ADI check test was replaced by
On 4 June, learner drivers were
allowed to take motorway driving
lessons for the first time. They
have to be with an ADI and
driving a car with dual controls.
the ADI standards check on April 7. A
new grading system was introduced.
2015: New computer-generated
imagery (CGI) clips replaced old, filmed
clips in the hazard perception part of the
theory test on January 12.
2017: The way the L-test works
changed on 4 December to include
following directions via sat nav, testing
different manoeuvres and answering a
‘show me’ safety question while driving.
Two of the three tests people take to
qualify as an ADI were improved on
December 23. The Part 2 (driving ability)
test changed to reflect the changes made
to the car driving test. The ADI Part 3
(instructional ability) test changed to
become a much more realistic
assessment of a trainee instructor’s
ability to teach a pupil.
2018: On June 4, learner drivers were
allowed to take motorway driving lessons
for the first time. They have to be with an
ADI and driving a car with dual controls.
The change in law was made to help
make sure more drivers know how to use
motorways safely.
From November 2018, the hazard
perception part of the theory test started
to include video clips to test a learner
driver’s ability to spot developing hazards
in different weather conditions.
2019 into 2020 and 2021 ... you can
write your own history because you’re
living it! It includes all the changes and
confusion, misinformation in social
media and anger when you think your
not heard by government.
The number of changes I’ve listed here
is a good reason why you should stick
with the guidance from MSA GB, let
them take the fight for you, they listen on
your behalf and will always get the best
that’s possible for its members.
NEWSLINK n NOVEMBER 2021
31

Area focus
‘When’s my test?’ looks like less of a
problem than ‘what should I wear?’
Mike Yeomans
MSA GB North East
Learner drivers across the UK are
‘haemorrhaging money’ as the ongoing
driving test backlog continues, according
to insurer Marmalade.
An article published online by Road
Safety GB submitted by Marmalade
insurance provider quoted: ‘Driving tests
resumed in April 2021 – but a backlog
still remains for those impacted by 15
months of suspensions and theory test
expirations caused by Covid-19.
‘A survey of more than 1,000 learners,
carried out by the learner and young
driver insurance provider, found that on
average, due to the backlog, learners are
buying eight extra lessons that aren’t
needed.
‘At the 2021 average of £31.15 per
lesson, that’s an added expense of
£249.20.
‘Meanwhile, almost a third (32%) of
learners estimate they’ll take an extra
10-19 lessons, which could cost
between £311.50 and £591.85.’
Marmalade added: ‘Our latest research
shows how the aftermath of the
pandemic continues to disrupt finances
for learners and their families...’
I am sure you are all very familiar with
the problem. In fact, some students are
cancelling lessons until nearer the test
date, assuming they have acquired a
date, that is.
The price of lessons and the cost of
running a car are the top reasons why
many young people have put the brakes
on learning to drive, according to a
survey by IAM RoadSmart.
The road safety charity says that while
passing the driving test was once seen as
a rite of passage for most youngsters, the
number of young people getting behind
the wheel is now declining.
Of the 1,000 young people (17-24
years) surveyed, cost concerns were
rated as the biggest reason for not
learning to drive.
Equal top concerns were the price of
lessons and the cost of running a car (29
Wear something comfortable but presentable... remember, first impressions count...
per cent), closely followed in second spot
by the cost of taking the driving test itself
(28 per cent).
No doubt the increase in numbers
going into higher education, and the rise
of cheap taxi-hailing mobile applications
have also fuelled the driving decline.
“Many young people lack the financial
confidence to commit to running a car,
especially when relatively cheap
alternative forms of travel are available.”
The survey also revealed that fear of
driving had put off 26 per cent of
respondents from learning to drive, with
longer waiting lists for tests only being an
issue for 20 per cent.
And yet before all the pandemic and
test delays the biggest worry, apart from
passing, is what shall I wear on the day?
I wonder how many ADIs give advice on
this subject.
‘What should I wear for my driving
test?’.
Realistically, they can wear whatever
they like for your test, but searching the
web and asking ADIs, the following
seemed a good guide to recommend
wearing something smart, tidy and
comfortable.
As always first impressions count, and
this is true even with the driving
examiner. Research has shown that the
way they look tends to have an impact
on the outcome of situations, so read
below if they want to find out how to
advise on making a great first
impression.
The dos and don’ts of what to wear to
your driving test
Do:
• Wear something comfortable
• Wear clean clothes
• Wear appropriate shoes
• Look presentable
• Consider personal hygiene, body
spray etc.
Don’t:
• Wear sandals or high heels
• Wear restrictive clothing
• Wear too many layers
• Have spicy food before the test
It is important that the candidate is
comfortable in whatever they choose to
wear for their driving test. They should
avoid wearing anything that restricts their
movement, such as a tight top or thick
jacket. They need to be able to freely
twist and move their body when driving,
especially when performing a manoeuvre
and the need to look around.
I can say the rules to be presentable
for the candidate should also apply to
ourselves as professional driver trainers!
CONTACT
To comment on this article, or provide
updates, contact Mike at
chair.ne@msagb.com
32
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Time to move on - into a
slower lane, perhaps
Guy Annan
MSA GB Western
Hi everyone. I’ve decided to step down
as Western Editor after my doctor and
my wife told me they thought I was
overdoing things. Something (well a few
things actually) had to give, and
contributing this column every month is
one of them.
Like all of us who are self employed, it
can be stressful enough but if you add
to that being chairman of this group and
secretary of that, juggling dates and
responsibilities, it can get a bit much.
I’m not as young as I once was so
having to write something every month
will be a weight off my mind. One of my
problems has always been that if I get
involved in an organisation, I like to give
it my all; I can’t sit at the back letting
others do all the work.
Before I go, here’s a thought. I expect
like me you occasionally get a student
who fails the test due to inappropriate
speed, where the speed limit has
reduced from, say 40mph to 30 but on
the sat nav it still records the original
(higher) speed.
Surely it begs the question, is the
equipment the DVSA uses fit for
purpose? In these litigious times, would
another industry dare use equipment
that gives false information?
Talking of giving false information, the
DVSA gave an old address of a theory
test centre to one of my students when
she was going to do her theory test. By
NEWSLINK n NOVEMBER 2021
sheer luck someone was at the old
address and was able to point her in the
right direction for the new theory test
centre.
When she got there she was amazed
it was in a Portacabin that rocked when
people entered it, so much so that it
affected the use of the mouse on the
hazard perception. Again, DVSA kit that
doesn’t appear fit for purpose.
There are other silly errors creeping in
elsewhere too. One of my instructors
had to do a Standards Check recently
but received no phone call prior to the
test as we’ve all been informed will
happen. When they questioned this fact
they were told “we’re not doing that
anymore.” Really? Anyway, I made a
small investigation by asking other
examiners and they couldn’t understand
it and said that it should have
happened.
Anyway the Standards Check was
successful so we let it lie. They say it
goes in 3’s don’t they.
Did you know…. the word SLOW
written on the road can be used as an
acronym, Speed Low Observe Warning.
When its written once there is a hazard,
twice in a row there has been a bad
accident and three times in a row
means there has been a fatal accident.
I wish you all well. Hey, let’s all be
careful out there.
CONTACT
To comment on this article, or provide
updates, contact Guy at g.annan@
alphadrivingtaunton.com
Reminder over
NW AGM
John Lomas
Editor, MSA North West
You should, by now, have received your
first email advising of the North West
AGM and training event on November 22,
starting at 7.30pm and running until
9pm. It will take place by Zoom.
If you haven’t received it check your
spam/trash bin in case it was put there by
your server. It came from chair.nw@
msagb.com and was sent on Saturday,
October 9 at around 16.10, so make sure
that that is a recognised address in your
email address book.
The time is approaching when I will
really struggle to get copy out on a regular
basis. You may have noticed I missed last
month, for instance.
So, we really do need someone to take
over the reins of North West editor to
pass on current news and views from the
working instructors in our region. Being a
widespread region it might even be
possible for three or four of you to
compile information and pass it on
through to one person to send on to the
editor/publisher. That central point could
be me initially if no one else wants to take
the helm. If you want to know more
about the role, get in touch at the address
below.
DVLA
I have just received a phone call from a
relative whose licence is due for renewal
this week; she is 76.
She has been waiting for a reminder
and, of course, they haven’t sent one out.
She has looked at online renewal but it
won’t do it for her because she doesn’t
have a passport. Even though her photo
doesn’t need renewing, it still asks for the
passport number.
I managed to find a PDF of the D1 form
online which can be filled in on the
computer and then printed out to use as
a postal application. I have also found, for
her, the Section 88 information about
driving while waiting for her licence to
come back which, if she is lucky, might
be sometime in the next six months.
They don’t make it easy for anyone that
doesn’t have the latest digital presence,
do they?
CONTACT
To comment on this article, or provide
updates, contact John at
johnstardriving@hotmail.com
33

Area Focus
DVSA needs to act as ‘out of region’
L-tests are becoming a big problem
Alex Brownlee
MSA GB Greater London
We tell our pupils what test centres we
would like them to go to and explain that
we know most of the routes they will
drive on. Some take this on board, some
don’t.
Because of Covid-19, pupils are
finding it difficult to book the test where
the instructor has asked them to, so they
book well out of the area; this is a very
big problem for the instructor.
In my article last month I mentioned
that the DVSA should inform us when a
candidate uses our ADI number to send
either an email or a text message. Why
can’t the DVSA have a system in place
so that if a pupil books a test out of our
area, using our ADI number, that booking
will be rejected as ‘out of our region’?
I can remember about 20 years ago
the DVSA had a waiting list of nine
months and the reason for this was there
were too many people booking a test out
of area and they didn’t have the
examiners to cope with the demand.
Pupils were not aware of the nationwide
problem and were trying to get short
cancellations anywhere, hoping the
instructor would take them there. In
North London they had nine test centres
then, but now there are only four; out of
region there are another four that are
within easy reach.
I had two pupils recently who booked
a test – one in Cambridge, the other in
Canterbury. I agreed to take them to the
test centres but I charged quite a bit of
money because of the time it took for
travelling there and back.
I am now getting phone calls from
pupils up north who have booked tests in
my area, asking if they can book me for
their test. When I ask them why can’t
your instructor take you here, all I get is
‘they don’t travel that far so I have to find
an instructor in the area to take me out.’
I have currently got a pupil who has
booked a test in Luton in a couple of
weeks. Again, to help out I’ve agreed to
take them to the test but again, I will
have to charge a lot more because of the
associated travel time. The other
problem he will have is, obviously, I’ve
34
The title of this petition is ‘PETITION FOR ADIS’
‘As ADIs we are asking the DVSA to notify us when an L-test is
booked which is linked to our ADI number, and allow us to specify
the local test centres at which our ADI numbers will be used.
We would also like the DVSA to supply us with an electronic report
on the result of the driving test, so we can keep a record of our
performance.’
If you support this, click HERE and send your thoughts to Alex
no idea about the routes he will be taken
on – and nor will he. I cannot take him
round to familiarise himself with the area
and so it will be up to him to pass his
test without that additional assistance.
I am going to start up a petition to
send to the DVSA (above) asking if they
could change their system so that they
recognise our ADI number and which
test centres we state should be used. I
would also like the DVSA to inform us
when a test has been booked using our
ADI number, giving us the date and time.
As I said last month, many pupils don’t
tell us this information; as they have
used our ADI number they assume that
information is fed back to us through the
DVSA’s system. It isn’t.
I will also be asking if they can send us
a report of the pupil’s results after the
test.
The proposed text of the petition is
published in the panel above. If you
decide to sign this petition, copy it, put
your ADI number and full name. This will
not be used for any other purpose.
If the DVSA takes up this idea, this will
mean we have to go into the DVSA
website and upgrade our information to
include what test centres we would like
our candidates to use.
Saying all this, I do want to emphasise
that these are my own thoughts and do
not reflect the policy of the MSA GB
whatsoever.
Thank you for reading my article.
Please do not hesitate and send me an
email if you think this is a good idea.
CONTACT
To comment on this article and the
petition, or provide updates, contact:
Alexander Brownlee
Editor MSA GB Greater London
Telephone 020 8350 0545
Mobile; 07836763603
msaeditorgreaterlondon@gmail.com
NEWSLINK n NOVEMBER 2021

Standards, standards, it’s
all about standards
For all the latest news, see www.msagb.com
Russell Jones
MSA GB East Midlands
Some months ago, I was asked to give
an assessment drive to a foreign licence
holder, who held a full licence issued by
their home country to drive automatic
cars. Her ‘sponsor’ had taken her out
numerous times and was not happy with
their standard of driving.
They had both decided that it would
be best if she drove her own automatic
car for remedial lessons with the aim to
take a driving test in the late summer.
The ‘sponsor’ had decided that 10
lessons ‘would be enough’ to reach the
necessary standard to pass the test,
which had already been booked.
He produced a large envelope full of
£50 notes and started to negotiate with
me as to what an acceptable sum would
be for me to provide the 10 lessons. I
declined to accept anything less than my
normal rate for such payment when paid
in advance.
I soon discovered the driver’s standard
of motoring was comparable to what I
had seen on videos of driving in
numerous ‘downtown’ areas in some
nations outside Europe. In other words,
horrendous. The lessons progressed
weekly, and it was quite apparent that
50 lessons would be a more realistic
figure to aim for to have her driving
safely.
During the lessons I advised that
postponing the driving test appointment
should be done soon, but that was not
an option acceptable to the sponsor.
A week before the scheduled test I
explained there were no circumstances
whatsoever that I would accompany her
to the appointment, and if she insisted
on going ahead, her friend would have to
take her to the venue, which was what
happened. Suffice to say, the examiner
conducted one of their shortest tests
ever, and enjoyed an extra-long tea
break. I had also arranged with a third
party to have the test monitored.
I expected a phone call from the
candidate soon afterwards, but it did not
happen, which made me suspicious and
thus I did not attempt to call them. A
little while later I took another learner on
a drive-by through the village and saw
green P plates on the miscreant’s car! It’s
likely that some of the neighbours will be
impressed with the ‘success’ of the ‘new
driver’ regularly passing by as they walk
along to the local shop, little knowing
that danger lurks nearby.
By the time this publication reaches
your inbox, an ‘official intervention’ with
unpleasant legal consequences will have
occurred. It’s good to have acquaintances
in the police force.
Unique refuelling success
All my learner drivers visit a petrol
station at least once during their course
of lessons and refill my car. In the first
instance I instruct them to put precisely
£15s worth of fuel into the tank, then
another quantity randomly chosen by
me. Rarely do they achieve the precise
figure I give them. Except Nathaniel! Very
recently I asked him to put £15-worth of
petrol in, then continue to £23, which he
succeeded in doing. I was so surprised
that I instructed him to continue to £29,
which he completed to perfection. A
unique hat-trick, in my experience.
Naturally, he was very chuffed with his
success, and rightly so, as the photo
shows. How many ADIs conduct such
driver education, I wonder?
Double standards
During a lesson some months ago my
driver asked, “Why are they doing that”?
She was referring to the ADI’s car
travelling ahead of us, which we had
seen mounting a high kerb footpath and
stop (recorded on my in-car camera).
Not only that, but the car was also
obstructing any traffic which might
emerge from the junction on the
nearside, because the rear of the car was
overhanging the kerb at the corner.
I asked her if she would park like that,
and she replied, ‘’Absolutely not’’.
Furthermore, the same car was seen by
me at a later date when it was
contravening box junction regulations.
I mention these transgressions only
because the ADI involved is currently
undergoing training to be a DVSA driving
examiner.
It begs the question, ‘Why is he
deemed suitable, (a fit and proper
person) to be put in a position to judge
others driving skills?’
Double standards of the worst kind,
and it’s completely unacceptable. The
DVSA really needs to overhaul its
recruiting process to ensure only good
people become driving examiners. It’s
only too keen to pontificate about the
standard of ADIs.
The man
with the
calmest
hands on
the
forecourt....
dead-eyed
Nat, as he’s
(possibly)
known to
his friends
NEWSLINK n NOVEMBER 2021
35

MSA GB Training events / AGMs
MSA GB Training events and AGMs 2021
Details for MSA GB’s annual series of autumn training events,
seminars and AGMs are rapidly being finalised, with key
information set out here. Some will be face-to-face events
while others will be held via Zoom. Each event will involve a
mixture of CPD training advice to improve you as an instructor
and business professional, detailed information on the latest
developments within the training and testing sector, as well as
suggestions for what to look out for in the future.
In addition each event will feature the area’s Annual General
Meeting, to elect representatives to run the committee for the
next 12 months. Anyone who is a full member of MSA GB can
put their name forward for election; simply advise your local
chair of your wish to be considered for a role.
We hope you can find time to join us at one of these events;
we’re sure you will come away thinking your time has been
well spent.
Scotland: DVSA Chief Executive in Q&A
Date: Monday, November 21
Time: 9.30-4pm
Venue: Castlecary House Hotel, Castlecary
Cost: Members £35, non-members £40
(£5 refunded if you join on the day
Have you booked yet?
MSA GB Scotland is holding its first face-to-face
meeting this year on November 21, and we are
looking forward to seeing you at the Castlecary House
Hotel. If you haven’t booked yet, now’s the time. We have
Loveday Ryder (pictured), CEO, and John Sheridan Policy
Manager, from the DVSA, Chief Inspector Mark Patterson
from Police Scotland, our friends from GoRoadie, MSA GB
National Chairman Peter Harvey and other speakers. We will
cover all the important topics, including Standards Check,
B+E, new digital licensing, electric vehicles and much more.
There will also be plenty time to ask questions.
With all the changes going on in the industry just now, this
event is not to be missed. Event doors open at 8.45am with
tea/coffee on arrival, we plan for a 9.30am start. The price
for the day as a member if you book in advance is £35.
Non-members are very welcome and your cost is £40.
However, if you decide to join MSA GB on the day,
we will refund the extra £5.
The ticket price includes your morning coffee,
two-course plated lunch, afternoon tea and any
paperwork that you may require on the day.
Some people have asked for a rate to stay
overnight at the hotel. We have arranged a special
rate of dinner, bed & breakfast at £100 per twin/
double room and £75 per single room. If you fancy
making a weekend of it, just call the hotel on 01324
840233.
The easiest way to book is to call MSA GB head office on
01625 664501, that way, you won’t have to find your
membership number (if you’re a member), we will sort that
for you. The phones are manned 9am until 5pm, Monday-
Friday, and there is a voicemail system if you wish to leave a
message; someone will ring you back during those times.
We really hope to see you there. It will be great to meet up
again in person – but we will, of course, abide by all Covid
restrictions that may be in place at the time of the event.
Eastern: Guest speakers to boost your business
Date: November 14
Time: from 6.30pm
How: Online
Cost: Free
Paul Harmes
I hope MSA GB members in the
Eastern area will be able to join me
at our regional meeting and AGM on
November 14. We’re holding the
event on Zoom, so all you need to do
is contact me and I’ll make sure you
are sent a link so you can access the
event.
As well as MSA GB National
Chairman Peter Harvey, who will
give us an update on all the latest
industry news, we have two guest
speakers with ways of helping your
grow your business.
The first will be Rita from Total
Drive, who will give us her insights
into the Total Drive app. Total Drive
is an award-winning management
system with smartphone apps for
driving schools and instructors that
provides a full diary, pupil progress,
reflective logs, finances, a filling last
minute gaps feature and much more.
Total Drive provides a 50% discount
on their Annual subscription to MSA
GB members.
I have been using this since April
and found it to be a lifesaver in my
own business, saving me time and
having countless pieces of paper
everywhere. You can look at it
yourself by clicking this link:
https://totaldrive.app/
signup/?ref=56960
Once you’ve filled in the form you
can evaluate the app for yourself
through a free 30-day trial.
Next up is Gary from TriCoaching.
He will deliver a presentation on goal
setting and risk management.
This is a vital aspect of your
lessons and is from many of the
award-winning courses on offer to us
all, from BTEC to train the trainer.
As part of TriCoaching’s new
relationship with MSA GB, it is
offering a 20% discount across the
board on all its training products and
courses, exclusively to members.
All this will be followed by the
MSA GB Eastern Annual General
Meeting. If there are any members
wishing to join the committee, please
make themselves known.
Interested? You should be. Book your
place by contacting me at
Paul Harmes
chair.oe@msagb.com
07743232864
36
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Western
Date: Monday, November 8
Time: 9.30-4pm
Venue: Oake Manor Golf Club,
nr.Taunton, Somerset, TA4 1BA
The MSA GB Western Area Conference will be
held at Oake Manor Golf Club, nr. Taunton,
Somerset, TA4 1BA on Monday, November 8.
Arrive from 9.30am, with tea/coffee
available, for a 10am start. Our first speaker
will be Darren Russel, ADI Enforcement
Manager - West Midlands, South West & South
Wales, who will be giving a presentation on his
work with the DVSA, followed by questions
from the floor.
After a tea/coffee break we will hear from
Mike Newman from Speed of Sight along with
a colleague. This should be a great
presentation; I had the pleasure of seeing Mike
at an MSA GB National Conference a few years
ago and was enthralled.
The Western Area AGM will be held at
12.30, to be conducted by MSA GB National
Chairman Peter Harvey MBE. If Peter is unable
to attend in person, he will be appearing via
Zoom.
After this we will break for a two-course
buffet lunch. There is a meat and vegetarian
option; please let the staff know on arrival your
preference, along with any allergies.
Following lunch Alan Hiscox of The British
Horse Society will deliver a presentation
entitled ‘Dead Slow.’
After a further refreshment break we will
hear an industry update by Peter Harvey who
will give us some clues as to the future
changes we can expect as well as answer any
questions you may have. A packed day, and
we’ll look to wrap up around 4pm.
This will be an opportunity to meet, mix and
converse with other ADIs, something we
haven’t been able to do for 20 months, see
some excellent speakers, and learn more about
the future of our industry. You will also be
issued with a CPD Certificate ... and all for just
£30!
Put the date in your diary now so you don’t
book any lessons or tests for that day, and I
look forward to seeing you there. Any queries,
please don’t hesitate to get in touch.
Arthur Mynott, Chairman,
MSA GB Western Area,
chair.ow@msagb.com
The Western
event will hear
a presentation
on horse/rider
safety from the
British Horse
Society
CPD Training events and AGMs
EAST MIDLANDS
Date: November 3 Time: from 7pm
How: Online
Key speakers: Russell Jones and Peter Harvey
Contact: Kate Fennelly to book your link via chair.em@msagb.
com
GREATER LONDON
Date: November 7 Time: from 4pm
How: Online
Key speakers: Janet Stewart, Tom Kwok and Peter Harvey
Contact: Tom Kwok to book your link via chair.gl@msagb.com
WESTERN
November 8 Time: 9.30-4pm
How: All day in person event at Oake Manor Golf Club, nr
Taunton,
Somerset TA4 1BA
Contact: Arthur Mynott to book your place via chair.ow@msagb.
com
(see left for further details)
WEST MIDLANDS
November 10 Time: from 7pm
How: Online
Key speakers: John Sheridan (DVSA) and Peter Harvey
Contact: info@msagb.com to book your link
EASTERN
Date: November 14 Time: from 6.30pm
How: Online
Key speakers: Paul Harmes and Peter Harvey
Contact: Paul Harmes at chair.oe@msagb.com for a joining link
SOUTH EAST
Date: November 15 Time: from 7pm
How: Live in-person event at Bannatynes Hotel, Hastings, Sussex
Key Speakers: British Horse Society and Peter Harvey
Contact: Fenella Wheeler via chair.se@msagb.com for more
details and to book
SCOTLAND
Date: November 21 Time: 9.30am-4pm
How: All-day in-person event, at Castlecary House Hotel,
Castlecary
Cost: Members £35, non-members £40
Key speakers: Loveday Ryder, John Sheridan, Chief Inspector
Mark Patterson
Call 01625 664501 or email chair.os@msagb.com to book your
place
(see facing page for details)
NORTH WEST
Date: November 22 Time: from 7pm
How: Online
Key Speakers: Graham Clayton and Peter Harvey
Contact: Graham Clayton via chair.nw@msagb.com to book your
link
• Regional AGMs will take place in all areas during the event
NEWSLINK n NOVEMBER 2021
37

Q&A with ...
As you will have read on pages 20-21, MSA GB member Fiona McMeekin is working to help disabled
pupils, particularly from the deaf community, overcome obstacles to gain their coveted driving licence.
We thought it would be interesting to learn a little more about her in this issue’s Q & A with... feature
Have a little patience, DVSA
When did you become an ADI, and
what made you enter the profession?
I qualified as an ADI on Friday 13th
May 2005. I had completed university
while my son was a baby and decided I
didn’t actually enjoy my course.
I love driving, spent most of my time in
the car and thought could I become a
driving instructor. So I did. Haven’t
looked back
What’s the best bit about the job?
Many will assume it’s seeing your
pupil pass their theory and practical
tests. For me it’s actually more than
getting them to test standard.
Hard to explain but many have other
issues that need to be dealt with
first, be it anxiety, overcoming
constant negativity in their lives
and helping to build self
esteem/belief.
Watching pupils who have
been accompanied to meet
me gradually make their own
way to me independently is a
great feeling. Sometimes it’s not only
about teaching someone to drive, it’s
about building their confidence.
Can do attitude instead of can’t do!
The worst?
Watching my deaf pupils struggle with
the theory test. Written English is often a
struggle for the deaf, mostly the
understanding and meaning of words, for
example ‘Gradient’. It’s not in BSL
(British Sign Language) so how do you
explain steep hills?
There are no Apps for the theory in
BSL.Yes, there is a Highway Code DVD
in BSL but that doesn’t help in the same
way a hearing person has access.
What is the best piece of advice you
were even given?
Grow eyes in the back of your
head, you’ll need them
What one piece of kit, other
than your car or phone, could
you not do without?
My glasses and a Costa
What needs fixing most
urgently in driving generally?
Road rage and aggression on the road.
The standard of driving has got worse
since coming out of lockdown. Everyone
is in a rush, no patience. It’s a very
intimidating atmosphere for learners.
What should the DVSA focus on?
Better understanding of dealing with
SEN, deaf and disabled candidates
(hidden and visible). Empathy is missing
sometimes.
Those pupils are perfectly capable of
passing a practical test just the same as
anyone else, however, how the examiner
presents themselves is very important.
Patience is key, asking what the
candidate needs or responds to is vital.
Examiners don’t always get this right.
Speak to the instructor, listen to the
instructor and try as best as they can to
implement what’s been discussed. If still
unsure, contact the instructor to seek
further clarification.
It’s vital to give ALL candidates an
equal chance. They are the customer,
DVSA in my opinion occasionally forgets
this. They have paid for a service and
should not be left feeling discriminated
against.
Fiona’s
tuition car...
powered not
by petrol or
diesel, but
Costa...
38
NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
‘‘ Madison’s
DVSA needs better
understanding of dealing
with SEN, deaf and disabled
candidates (hidden and
visible). Empathy is missing
sometimes...
‘‘
What’s the next big thing that’s going
to transform driver training/ testing.
Hmmm, quite a few things come to
mind. Looking at all the changes that
we have had in recent years,
independent drive, SatNav, Show me
questions on the move, manoeuvres
changing. It’s been a lot and now with
governmental changes in 2030 with the
move heading to EVs and hybrids, there
will be more. The training of pupils will
change and I presume the driving test
may need to be altered to accommodate
those changes.
Look at the tell me questions for
example. 10/15 years time pupils will
say “Dipstick? Oil? What?...” It’s all
changing.
Now there is talk of digital licences …
everything is going online. That’s
actually a scary thought.
Electric cars, yes or no and why?
Electric cars I’m in full agreement
with, however, they do have their own
issues.
The next generation is committed to
tackling climate change. They’re far
more clued up than we are or have ever
been. We (and last generations) created
it, they’ll be left to fix it and big changes
are coming. Glasgow is hosting COP26
this month, history will hopefully be
made if all agree to revise their NDCs
(nationally determined contributions)
keeping in line with a 1.5C target
(Global temperature levels). Emissions
must be reduced by 45 per cent by
2030, hence the Governments push for
EVs and Hybrids.
In saying this, though, EVs and
Hybrids do have their own pollution
issues. They don’t emit exhaust fumes
but they do use batteries which can
emit toxic fumes. Most electricity used
to power electric vehicles is generated
from non-renewable energy resources
which can have a negative impact on
both our health and the environment. It
can take up to 12 hours to charge
depending on battery size so while
savings are made on petrol and diesel
costs, we’ll see significant increases in
our electricity bills.
Think of our current predicament
regarding gas and electricity and you
have to wonder, how will all this play
out?
How can we improve driver testing and
training in one go?
Only allow ADIs to book tests with
minimum hours training set by DVSA ,
allow pupils to ask one question to the
examiner at the end of their test.
Who/what inspires you, drives you on?
My deaf pupils are one. They are just
amazing. So many barriers yet they
carry on.
In addition, my ADI friends. As one of
my friends said recently, ‘teamwork all
the way’. Everyone has been affected by
this pandemic, but in our industry we
were told this and that was happening
and we need to adapt, we don’t get
training for the changes, we don’t get
support. We have to “figure” things out.
No other industry works that way.
What keeps you awake at night?
Watson snoring. Just in case you were
wondering, that’s my dog
No one is the finished article. What do
you do to keep on top of the game?
Constant CPD. SC courses, BSL
courses, reading/ researching, talking to
people that have had years of experience
dealing with physical disabilities.
What’s the daftest/ most dangerous
thing that’s ever happened to you while
teaching.
Most scariest moment? Being driven
at a brick wall six months into the job.
Funniest? Signing ‘Risk’ to my pupil
on my Standards Check and she kept
giggling. The sign also means ‘Fetish’
with a different facial expression, so had
to hastily explain to my SE she wasn’t
laughing at ‘risk’, rather at it’s double
meaning.
When or where are you happiest?
Bar Vali, in Lanzarote, Mojito in hand.
If you had to pick one book/film/album
that inspires, entertains or moves you,
what would it be?
Oh now, that’s difficult. Probably a
book. Larry Hagman’s autobiography,
Hello Darlin’ had me laughing from start
to finish.
Michelle Obama’s autobiography
Becoming was very interesting.
first solo drive
in the dark
You never stop learning, says ROD
CAME, as my granddaughter,
Madison, who I taught to drive, found
out when she made her first solo
night-time drive...
I started to learn to drive before I was
17 by driving around my grandad’s
fields, then I went out on the road.
It was scary at first but after a few
lessons I started to get the hang of it.
After more than a year I passed my
driving test, in October 2021.
I go to school in Ashford and have
part-time job there but live in Brede,
about 25 miles away. I have often
driven from Ashford to Brede and the
other way by various different routes
which I have got to know quite well,
and in all different weather conditions.
Apparently, we have covered about
2,000 miles on lessons.
A week after passing my test I had
to drive home from work in the dark
– on my own. I’ve done it before, but
not by myself. Not to worry, it will be
OK.
I chose the easiest route, across
Romney Marsh to Rye and then to
Brede, a road I know well.
Going across the Marsh was all good,
the traffic was light but it was very dark
and raining hard. When I got to Rye the
road I wanted was closed, as it often is,
so I took a diversion into Deadman’s
Lane, which we have done before.
Deadman’s Lane is one-way and
very narrow, with only enough room to
pass pedestrians, there was a car in
front of me and two behind. A car
came in the wrong direction and
wouldn’t reverse, so we all had to
reverse up into the main road. It has
never happened to me before.
I went from Rye along the country
road to Broad Oak. Brede. It’s about six
miles long and roughly halfway I came
round a bend to find a deer standing in
the road. It was just standing there and
wouldn’t move. I’ve never seen one
before although my Nan has warned me
about them, and wild boar. Eventually it
sauntered off and I drove home. You
just couldn’t make it up. I was glad to
get home that night.
Grandad says you never stop learning,
I learned a lot on that drive I can tell you.
NEWSLINK n NOVEMBER 2021
39

Membership
Members’ discounts and benefits
MSA GB has organised a number of exclusive discounts and offers for members. More details can be found on our website at
www.msagb.com and click on the Member Discounts logo. To access these benefits, simply log in and click on the Member
discount logo, then click the link at the bottom of the page to allow you to obtain your special discounts.
Please note, non-members will be required to join the association first. Terms and conditions apply
Ford launches special offer
for MSA GB members
Some exciting news for members: Ford has partnered with
MSA GB to offer exclusive discounts on all car and
commercial Ford vehicles.
Take a look at the Ford website www.ford.co.uk for vehicle
and specification information.
For further information, to view frequently asked questions,
to request a quote and to access the member discount
codes, please go to the Members’ Benefits page on the MSA
GB website and follow the Ford link.
Please note these discounts are only available to MSA GB
members and their immediate family if they are members
who pay annually.
ACCOUNTANCY
MSA GB’s Recommended
Accountancy Service, FBTC
offers a specialist service for
driving instructors. It has been
established over 20 years ago and
covers the whole of the UK. The team takes
pride in providing unlimited advice and
support to ensure the completion of your tax
return is hassle free, giving you peace of mind.
MSA GB OFFER:: FBTC will prepare you for
Making Tax Digital and will be providing
HMRC compliant software to all clients very
soon. Join now to receive three months free.
ADVANCE DRIVING
AND RIDING
IAM RoadSmart, the UK’s
largest road safety charity, is
proud to partner with the
Motor Schools Association GB in
order to work together to make our roads
safer through driver skills and knowledge
development.
MSA GB OFFER:: Enjoy a 20% saving on our
Advanced Driver Course for members.
BOOKKEEPING
Easy-to-use bookkeeping & tax spreadsheets
designed specifically for driving instructors. It
will reduce the time you need to spend on
record-keeping. Simply enter details of your fee
income and expenses throughout the year and
your trading profit, tax & national insurance
liability are automatically calculated.
MSA GB OFFER:: We’re proud to offer all MSA
GB members 25% discount.
CAR AIR FRESHENERS / CANDLES
Mandles’ handmade scented collections use
quality ingredients to ensure
superior scent throw from all
its candles and diffusers.
Check our our website for
further details.
MSA GB OFFER:: Special discount
of 20% on all car air fresheners and refills.
CARD PAYMENTS
MSA GB and SumUp believe in
supporting motor vehicle
trainers of all shapes and sizes.
Together we are on a mission to
ease the operational workload of our members
by providing them with the ability to take card
payments on-the-go or in their respective
training centres. SumUp readers are durable
and user-friendly. Their paperless onboarding is
quick and efficient. Moreover, their offer comes
with no monthly subscription, no contractual
agreement, no support fees, no hidden fees
– just the one-off cost for the reader coupled
with lowest on the market transaction fee.
MSA GB OFFER:: We are offering MSA GB
members discounted 3G reader.
CPD & TRAINING
COURSES
As part of its new relationship
with MSA GB, Tri-Coaching is
delighted to offer a massive
20% discount across the board on all our
training products and courses, exclusively to
MSA GB Members.
MSA GB OFFER: 20% off all Tri-Coaching
courses.
DISABILITY AIDS
Driving shouldn’t just be a
privilege for people without
disabilities; it should be
accessible for all and there’s
never been an easier time to make
this the case! MSA GB members can take
advantage of BAS’s Driving Instructor
Packages which include a range of adaptations
at a discounted price, suitable for teaching
disabled learner drivers.
MSA GB OFFER: Special Driving Instructor
Packages for MSA GB members.
HEALTH / FINANCE COVER
The Motor Schools Association of Great Britain
has agreed with HMCA to offer discounted
rates for medical plans, dental plan, hospital
cash plans, personal accident
plan, travel plan, income
protection and vehicle
breakdown products.
MSA GB OFFER: HMCA only
offer medical plans to
membership groups and can offer up to a
40% discount off the underwriter’s standard
rates. This is a comprehensive plan which
provides generous cash benefits for surgery
and other charges.
To get the full story of
the discounts available,
see www.msagb.com
40 NEWSLINK n NOVEMBER 2021

For all the latest news, see www.msagb.com
Membership offer
Welcome new ADIs
PUPIL INSURANCE
Help your pupils private practice
by signing them up to
Collingwood’s instructor
affiliate programme.
MSA GB OFFER:: £50 for your
first referral and a chance to
win £100 of High Street vouchers!
PSYCHOLOGY TRAINING
Confident Drivers has the only
website created especially for
drivers offering eight different
psychological techniques
commonly used to reduce
stress and nerves.
MSA GB OFFER: One month free on a
monthly subscription plan using coupon code.
PUPIL SOURCING
Go Roadie provides students
when they need them, with
all the details you need
before you accept. Control
your own pricing, discounts
and set your availability to suit
you. Full diary? No cost!
MSA GB OFFER: Introductory offer of 50%
off the first three students they accept.
TYRES
VRedestein’s impressive range
of tyres includes the awardwinning
Quatrac 5 and the
new Quatrac Pro – offering
year-round safety and
performance.
MSA GB OFFER: 10% discount on
purchases across our tyre ranges.
To get the full story of
the discounts available,
see www.msagb.com
We’ve a special introductory offer for you!
Congratulations on passing your
Part 3 and becoming an ADI.
There’s an exciting career
open to you from today.
It’s one that is alive with
possibilities as you build
your skills, your client
base and your income.
But for all the excitement,
it can also be a
challenging profession. Who
can you turn to if you’re
struggling to get over key driver
training issues to a pupil? Where can you
go to soak up advice from more
experienced ADIs? Who will help you if
you are caught up in a dispute with the
DVSA? If the worst happens, who can
you turn to for help, advice and to fight
your corner?
The answer is the Motor Schools
Association of Great Britain – MSA GB
for short.
We are the most senior association
representing driving instructors in Great
Britain. Establised in 1935 when the
first driving test was introduced, MSA GB
has been working tirelessly ever since on
behalf of ordinary rank and file ADIs.
We represent your interests and your
views in the corridors of power, holding
regular meetings with senior officials
from the DVSA and the Department for
Transport to make sure the ADIs’ voice is
heard.
SPECIAL OFFER
We’d like you to join us
We’re there to support you every
step of the way. Our officebased
staff are there, five
days a week, from 9am-
5.30pm, ready to answer
your call and help you in
any way.
In addition our network of
experienced office holders
and regional officers can offer
advice over the phone or by email.
But membership of the MSA GB doesn’t
just mean we’re there for you if you’re in
trouble. We also offer a nationwide
network of regular meetings, seminars
and training events, an Annual
Conference, and a chance to participate
in MSA GB affairs through our
democratic structure
In addition, you’ll get a free link to our
membership magazine Newslink every
month, with all the latest news, views,
comment and advice you’ll need to
become a successful driving instructor.
You’ll also automatically receive
professional indemnity insurance worth
up to £5m and £10m public liability
insurance free of charge.
This is essential legal protection covering
you against legal claims ariving from your
tuition.
So join us today: No joining fee,
saving you £15 – all for just £70!
Join MSA GB today!
No joining fee, saving £15
includes Professional Indemnity and
Professional Liability insurance
Call 0800 0265986 quoting
discount code Newslink, or join
online at www.msagb.com
£70
Just for 12 months membership
NEWSLINK n NOVEMBER 2021 41