IAM Advanced Driving Spring 2013 by IAM RoadSmart

ADVANCED DRIVING

GUY MARTIN

ROAD SAFETY

MAVERICK MOTORCYCLIST FORMER RACER JOHN ON CYCLING, RACING CLELAND’S YOUNG AND THE BIG BREW P14 DRIVER INVESTMENT P20

IAM POLICY IS THE MOTORWAY SPEED LIMIT OUT OF DATE? P26

THE INSTITUTE OF ADVANCED MOTORISTS MAGAZINE SPRING 2013

SPRING 2013

AGE V EXPERIENCE

IAM.ORG.UK

NEW IAM RESEARCH PITS OLD AND YOUNG DRIVERS AGAINST A SERIES OF REAL-WORLD TESTS. WHO WOULD YOU RATHER BE A PASSENGER WITH? THE ANTRIM COAST ROAD / 10 WAYS TO CUT THE COST OF MOTORING / MONITORING THE MOTORWAYS WITH THE HIGHWAYS AGENCY / CAR AND BIKE REVIEWS / BLACK BOX INSURANCE

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room

f back r 3seat drivers

sorry At large since mid March, the new Fiat 500L has all the style of the Fiat 500, but there’s lots more of it. So you get enough boot space for five large suitcases, and oh no, loads more room for back seat drivers. Then again you can always fold the seats down and carry something more likely to give you useful driving tips, like a plank of wood. Unleash those advanced driving skills in the new Fiat 500L at your local Fiat dealer now.

For exclusive offers for IAM members go to fiat.co.uk/IAM

fiat.co.uk Fiat, the car brand with the lowest average CO2 emissions in Europe.^ Fuel consumption figures for the Fiat 500L range in mpg (l/100km): Urban 34.0 (8.3) – 62.8 (4.5); Extra Urban 56.5 (5.0) – 76.3 (3.7); Combined 45.6 (6.2) – 70.6 (4.0). CO2 emissions 145 – 105 g/km. ^Source: JATO Dynamics. Based on volume-weighted average CO 2 emissions (g/km) of the best selling brands in Europe, 1st half year 2012.

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CONTENTS

HIGHWAYS AGENCY/CHARLOTTE STEEPLES/DIANESE

SPRING 2013

FEATURES

14 Q&A: GUY MARTIN Road racer, tea junkie, sidies star and supporter of Ride Out for Spinal Research 16 THE LITTLE BLACK BOX Drive safely, lower your premium. The growing trend of behaviour-based insurance schemes 20 RECRUITMENT DRIVE Former racer John Cleland is so passionate about young drivers signing up to Skill for Life that he’s paying for them 24 GREAT DRIVES For Angela Bell, there’s no better route for riders and drivers than the Antrim Coast Road 26 SHOULD 80 BE THE NEW 70? We cross the Channel to see how

the new higher speed limit is working in the Netherlands 30 THE AGE-OLD DEBATE We look at how the ageing process affects driver behaviour and whether it calls for age restrictions 36 SIMON BEST INTERVIEW The IAM’s CEO discusses the challenges of his first five years, and what he hopes for in the next five

41 AND THE WINNERS ARE… See how Toby Kay and Bill Storey topped the polls as 2012’s top motorcycle and car members 42 10 WAYS TO SAVE MONEY Think and act efficiently to make major savings on your motoring 44 SOCIAL MEDIA We’ve refreshed the IAM website and you can now catch up with the IAM on Facebook, Twitter and YouTube, too 46 A DAY IN THE LIFE We’re manning the CCTV with the Highways Agency’s regional control centre near Birmingham

REGULARS 5 CHAIRMAN’S WELCOME Alistair Cheyne on safeguarding road safety budgets

discount Volvos, touchscreen dashboards, and Mini takes to the skies 52 CAR REVIEWS

6 LETTERS AND EMAILS Views and opinion 7 SIMON BEST Our survey says: advanced riding increases enjoyment 10 NEWS IAM Surety takes top honours, member-

54 MOTORBIKE REVIEWS 56 Q&A 58 GROUP NEWS 62 MEMBER BENEFITS 66 PETER RODGER

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ALISTAIR CHEYNE WELCOME

CAMPAIGNS ARE A CUT TOO FAR

SPENDING ON ROAD SAFETY CAMPAIGNS HAS BEEN CUT DRAMATICALLY, BUT THE GOVERNMENT MUST PROTECT THESE BUDGETS TO SAVE LIVES, SAYS ALISTAIR CHEYNE

HERITAGE IMAGES

e can all remember the road safety adverts of our childhoods, whether it was squirrels, hedgehogs or the Green Cross Man. Since the 1960s, these public awareness programmes have made an important contribution to reducing the number of people killed on our roads. Figures unveiled in February following a Freedom of Information request from the IAM showed that spending on road safety campaigning had been cut by around 80 per cent in the past four years, from £19 million in 2008/2009 to just £3.57 million in 2012/2013. Two weeks later, the government announced that road safety TV adverts will no longer be shown in England. The human and social costs of road accidents are immeasurable, and with the price of each fatal casualty on the road estimated to be £1.7 million, it makes no financial sense to cut campaigns. The number of children killed on Britain’s roads rose last year, so there is still a need to show drivers and pedestrians how to use our roads safely. This is especially true

Patron HRH Prince Edward, Duke of Kent President Nigel Mansell CBE Vice-Presidents George Goldie OBE, David Kenworthy QPM DL, John Maxwell, Steven Norris, The Rt Hon Lord Redesdale, Michael Robotham OBE, Nick Ross, Joe Thomas MBE Chief Executive Simon Best Chief Examiner Peter Rodger Council Alistair Cheyne OBE (Chairman), Colin Skeen JP

campaign is a tiny price to pay to save a child’s life. The Department for Transport’s £3.57 million last year saw: £53,000 spent on cyclist safety £78,000 on child and teenager road safety £50,000 on research into young drivers £1.275 million on motorcycle campaigns; and £1.689 million on drinkdrive campaigns.

for children, who need targeted campaigns. To me, advertising on children’s television is the perfect way to get the right messages to the right audience in a way that children can engage with. The cost of an advertising

(Vice-Chairman), Simon McGuire (Honorary Treasurer), Dr PJP Holden, Derek McMullan, Catherine Lloyd, Michael Lyne, Prof W Angus Wallace Registered address IAM House, 510 Chiswick High Road, London W4 5RG Phone: 020 8996 9600 (24hr) Email: enquiries@iam.org.uk; iam.org.uk Registration England & Wales 562530 Registered Charity Number 249002

Right across the public sector, road safety is being cut too hard and too quickly, and, sadly, these campaign cuts are just another example of this. If the government is serious about saving lives, it must start protecting road safety budgets.

Alistair Cheyne OBE IAM Chairman advanceddriving@iam.org.uk

(England & Wales), SC041201 (Scotland)

Advanced Driving is the official magazine of the Institute of Advanced Motorists Ltd. Communications manager Ben Schofield Published by Think, The Pall Mall Deposit, 124-128 Barlby Road, London W10 6BL

Editor Tim Oldham Art director Dom Scott Senior sub-editor Gemma Dean Advertising Adam Lloyds (adam.lloyds@thinkpublishing.co.uk) Senior account manager Jackie Scully Managing director Polly Arnold Printed by Woodford Litho, Essex. Printed on UPM Finesse Silk. ISO 14001

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LETTERS

WRITE TO REPLY

YOUR LETTERS AND EMAILS ON YOUNG DRIVERS, PENALTIES, CYCLIST SAFETY AND MORE

I have become concerned by the STAR IAM’s negative attitude LETTER towards steps being taken by the government and the insurance industry to reduce casualties among young road users. In Simon Best’s column (page 7, Winter 2012), Simon laments the vulnerability of the young, but then says they need practice and more driving experience, not curfews and restrictions. The difficulty with this approach has always been that those being injured and killed are not those who will take part in post-test training such as the IAM course. It has long been recognised (at least by my IAM group) that those that take the course voluntarily are not those that need to – young males who think they are invulnerable – no matter how hard we try to attract them. Fatal accidents often involve youngsters in a car at night. Sometimes speed, drink or drugs are involved; other times it is just carelessness or recklessness. Unfortunately, the only way to save these lives has to be to protect them from themselves by some form of restriction.

Positive steps must be taken to protect vulnerable young drivers

That’s why, after many accidents involving youngsters in this area, the Inverness Group of Advanced Motorists has given its support to a safe driving campaign promoted by local MSP David Stewart. This includes a graduate licence scheme, which research has shown could save 22 lives in Scotland and £80 million in the Scottish economy every year. It is also clear from press reports that insurers are set to use black box technology to reduce claims and improve road safety by penalising

youngsters who drive at night or at speed, and I have no doubt that this will become standard practice in the future. Under 25 and want insurance? Then agree to have a black box in your car and comply with the rules, or face a hefty fine. I am concerned that unless the IAM embraces the change in insurance industry practice, the education mantra will become a voice of the past, and road safety will improve despite us, not because of us. Ian Donaldson, Inverness Group

I have spoken to a couple of driving instructors and they feel that the hazard perception part of the theory test has no real value to the learner, but it puts lots of money into the test centre’s coffers. Alan Stubbs

training and passed their test. The young man (‘Youth movement’, page 26, Winter 2012) who at 18 is training to be an observer is to be admired and encouraged. There is a question about whether there should be a minimum time of driving experience before anyone can be considered for observer training, but my admiration for these young people is huge and I do not want to discourage them in any way. Long may they prosper. Geoff Grenter

My teenage daughter has just passed her driving theory test, including the hazard perception section, on her third attempt. After the first two tests, she began to realise that the way to pass was to use theory test DVDs and try, try and try again to pass the hazard perception section by repetition and thus get into the mindset of the test setters. So the test turned into nothing more than an arcade game!

My congratulations to all the young people who have completed their advance

ALAMY

YOUNG DRIVERS

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LETTERS

SIMON SAYS…

PETER’S GOT A POINT

CEO SIMON BEST DISCUSSES THE IMPORTANCE OF EXTRA TRAINING

Peter Rodger correctly observes that issuing a fixed penalty notice (FPN) for a due care offence is potentially counterproductive. Some questions need to be satisfied. First, a constable without a driving licence may give an FPN to an experienced driver – what qualifications has the officer to make a judgement on the subject? Second, section 3 of the Road Traffic Act 1988 has a lot of case law attached to it, so is this class of offence suitable for the FPN procedure? Christopher F Palmer

et’s face it, advanced riding is fun. According to research carried out by the IAM late last year, there are many good reasons for becoming an advanced motorcyclist. Full details will be in the next edition of Advanced Driving, but I can give you some of the main findings. Ninety per cent of advanced motorcyclists say that Skill for Life had a permanent positive effect on them. An even more impressive figure is that 97 per cent think that taking the advanced test has helped to increase the enjoyment they get from their riding. Riders also say their safety, confidence and decisiveness improved with Skill for Life:

Peter Rodger hit the nail on the head when he said that the casualty figures for the roads are very low. Anti-car groups love to scare us into thinking that there’s carnage on the roads, but when you put the figures into context a very 94 per cent say it improved how they use road space; different picture appears. Put the 1,901 casualties in the context 94 per cent say their riding is smoother; of the millions of road journeys 90 per cent say their riding is more conscious Advanced Driving, IAM House, made every single day and it’s and less automatic; and 510 Chiswick High Road, London remarkably low. Then consider 61 per cent say that it helped them avoid W4 5RG; email: advanceddriving@ that 4,000 people are killed in an accident. iam.org.uk; Twitter: @iamgroup; their own homes from domestic Facebook: facebook.com/ accidents every single year. Those are the figures, but here’s what some of you skillforlife Where’s the outcry over that? actually said: “While I’m sure it has made me a more decisive and Strange that you are actually safer smoother rider, it has also enhanced my overall safety.” out there on those ‘dangerous’ roads than you are in your own home! “It’s rejuvenated the fun in riding by eradicating some Chris Burmajster bad habits and enabling my riding to flow again.” I know from personal experience that taking Skill for Life makes riding much more enjoyable. Now we have the evidence. POLICE POWERS Skill for Life isn’t just about road safety; it’s also about the I am a newly qualified advanced driver, sheer enjoyment of riding and driving. That’s a message we having recently retired from Sussex should all be stressing to potential new members. Police where I spent 35 years as both an officer and support staff member. I think the roll out of penalty notices by the police to cover careless driving offences is a major step forward. Penalty notices are already being used successfully for crimes such as shoplifting and public order offences. When the penalty notices are rolled out by a police area they come with clear prescriptive guidance from the Justice Department and are coupled with a force policy stipulating in what circumstances they can and cannot be used. Officers will receive instructions as to what the guidance states. The ease of use of such notices will encourage officers to bring more offenders to account for this low-level offence and, like speed cameras, the word will soon

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letters spread that motorists need to be careful… or else. John Arter

licence controls

It is absolute lunacy that you don’t have to be assessed fit to drive ever again after passing your test. There should be a mandatory assessment every five years and, if you fail, you should be given an improvement plan and timescale to achieve the correct level of competency. If not, you should lose the right to drive. This may sound harsh, but try to think of another example concerning something as potentially dangerous where once you get a licence you never lose it (under normal circumstances). Stuart Peplow

cyclist safety debate Two recent letters (page 6, Winter 2012) show the writers’ ignorance of issues facing cyclists. Barrie Anson seems to think that cycling proficiency courses are still being run, while Paul Woods is completely unaware that cycle

helmets are of use only for impacts equivalent to falling from a height of 1.5m. The manufacturers specifically exclude protection from impact with a motor vehicle from their attributes. To continue his logic, as the vast majority of deaths on our roads are caused by motorists, perhaps motorists are best off our roads in the interest of everyone’s safety. Chris Beazer (National Cycle Network)

ved concerns

I understand the government is thinking of changing the Vehicle Excise Duty (VED) ruling, and a multi-tier VED system is being investigated. This means that low-mileage drivers will be caught out, plus those who do not use motorways very often but need to very occasionally. It’s time we got rid of VED and just had an annual registration fee – say £10. The lost revenue could then be recouped by an overall tax increase of, say, 3p a litre on fuel. Increasing the fuel tax and basing it on fuel usage per driver would be a much fairer way of dealing with this. Why should drivers pay VED based on CO2 emissions? The government cannot prove if we produce more or less CO2 in a year because they do not know how many miles we cover, and especially how much fuel is used in the process. Chris Milner

eyes on the road

Getty Images

Am I the only one to complain about the driving habits shown on TV? Daily we see someone being interviewed while driving. They are invariably driving one-handed and drive while talking and looking at the camera in the front passenger seat. What bad examples to be giving the viewing public, and especially young people who may be watching. There is a serious road safety issue here. Stephen Hinchliffe

speed limit safety

makes me believe there is sufficient cause for concern to halt further introduction of 20mph zones until more rigorous data can be collected. My personal view is that this latest attempt to use lower speed limits rather than education results in more accidents due to two causes: first, because at speeds as low as 20mph drivers do not concentrate on the road as well as they do at 30mph, and second, because people are being told what speed to do they are not judging a safe speed for themselves. Andrew Dolphin

I have looked at the published accident statistics for 2011 and a quick analysis

lifetime achievement

I did my advanced driving course 20 years ago when I was 70. Brilliant! Now I’m 92 and have decided to stop driving. The decision was carefully made. I was still driving correctly, but would I ever forgive myself if I hurt somebody? I decided to end 73 years of happy motoring while I was still ahead and I write to thank you for training me, for all the pleasure your magazine has given me, and for helping me to give up. Rhoda Partridge

As a keen cyclist, as well as a senior observer with the IAM, I felt a lot of understanding for Barrie Anson’s comment about the problems of overtaking lines of cyclists. Perhaps we need to think about what makes this more challenging than overtaking a slow-moving car. I often lead groups of cyclists and try to split groups into six or seven riders to allow cars to move into the gaps if necessary. Unless the road is narrow, we also try to keep two abreast, which makes the overtake much shorter. Sadly this can result in aggression from motorists who don’t seem to recognise the benefits of this approach. Stephen Searby

continued development

The IAM’s proposal for amendments to new driver training would seem logical with emphasis placed on continued development. However, the IAM’s position is untenable when it claims to be the pinnacle of driving standards but has a poor strategy for improving its members’ skills. Why is it not advocating mandatory training for IAM members? Nick Doran

motorhome caution

Alistair Cheyne’s article about the number of older drivers (page 5, Winter 2012) struck a chord with me. At 59, I am in the group set to double the number of drivers over 70 in the next 20 years. I am also in a cohort of drivers whose age and wealth has allowed them to buy a motorhome. Increased size, extended wheel base, unfamiliar handling and reduced visibility make these vehicles different from a car, but they are so luxuriously appointed as to feel like driving one. Therein lies the risk. Motorhome magazines run articles on preparing for a journey, but the focus is on where to go and what to do when you get there. I have yet to read a good article about the skills needed to drive one. Stephen Cope

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NEWS

IAM CALLS FOR CYCLE SAFETY

NEWS STAY UP TO DATE WITH THE LATEST DEVELOPMENTS IN THE MOTORING WORLD

In January, the All Party Parliamentary Cycling Group’s ‘Get Britain Cycling’ inquiry held the second of six evidence sessions, focusing on the subject of safety. IAM director of policy Neil Greig gave evidence and focused on the need for road design to better serve the needs of cyclists and other vulnerable road users. He said: “The main reason that accidents happen is human error. We want roads designed to ensure mistakes don’t lead to fatalities.” The AA and the IAM both agreed that cyclist awareness is not sufficiently covered in the driving test. The full report will be published in April. For the latest on the enquiry, visit allpartycycling.org or follow @allpartycycling

MINI MAKES HISTORY IN SKI JUMP STUNT

No, you’re not imagining it, that special edition Mini is pulling a backlflip. The stunt was performed by extreme sportsman, freestyle skier and rally driver Guerlain Chicherit – it was the first such manoeuvre ever performed in a car. The jump can be seen in full at youtube.com/user/mini

Toll road queues in Britain can be easily bypassed with a pre-payment tag and free-flowing priority lane access, as M6 and Dartford River Crossing regulars know to their advantage. French motorway toll hold-ups – another notorious drag on journey times – can be avoided in the same way, now that France’s motorway operator has begun selling tags to British

ALAMY

TOLL YOU EARLIER

drivers. Previously they were available only to French bank account holders, but now you can buy the tag and pay the tolls by Direct Debit… albeit charged in fluctuating euros rather than sterling. Besides the time-saving, paying at French toll booths is always tricky for a single occupant in a right-hand drive car. More at the dedicated UK website saneftolling.co.uk

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HEY, GOOD LOOKING An increase in traffic isn’t usually a thing to celebrate – unless it’s web traffic. And thanks to a newly designed IAM website, there’s been a 30 per cent growth in visitors to iam.org.uk. The new site is packed with information for drivers, riders and cyclists, and boasts an IAM news feed plus quick links to the IAM’s Twitter, Facebook and YouTube pages.

See page 44 for more on the IAM’s social media.

IAM ANNUAL SUBS

BIG FINES FOR YOUTHFUL MUGSHOTS! It’s now 15 years since photocard driving licences were introduced, but it seems there’s a strain of Dorian Gray among Britain’s motorists. Two million have neglected to update their photos, something that’s legally required every 10 years, no matter how often you moisturise. The DVLA calculates that by the end of 2013 a further 2.6 million drivers could also be on the wrong side of the law unless they act promptly. The cost to do so is £20, against a maximum fine of £1,000, so best to check your wallet this very moment.

YOU WON’T BE IN HOCK, BUT TAKE IT ANYWAY The IAM is advising British drivers travelling to France to keep a self-breathalyser kit in the car, even though the risk of a fine for not doing so has been lifted. The French government made it a requirement to keep a breathalyser alongside the high-visibility vest and breakdown triangle in June, but a plan to fine drivers for forgetting has been dropped. Some 4,000 people die on French roads yearly, and the government is trying different methods to reduce that terrible tally.

DRIVING MISS BABY

At the Annual General Meeting on 21 November 2012, IAM members agreed to increase the annual membership fee to £34.50, with effect from 1 April 2013.

According to a recent report by Mothercare, over half of parents polled admitted that they use their cars once a week as a way of getting their babies to sleep. The study suggests that parents cover an average of more than 1,300 miles a year – with parents in London clocking up over 1,800 miles. Apart from the cost in time and fuel, you can’t help but feel that these are probably some of the most distracted and distressed drivers on the road, too.

This subscription is discounted to £32.00 for members who pay by Direct Debit. The votes on the resolution were: For: 993. Against: 475. Abstentions: 23.

BULLDOZERS REPELLED FROM MOTORING MONUMENTS

It’s one in the eye for developers seeking to raze Britain’s motoring heritage: the Department for Culture, Media & Sport and English Heritage have stepped in to protect 13 car-related buildings with Grade II listed status. Some, such as the 1909 building in Oxford where Morris Motors was founded, are obvious candidates. But there are also garages and petrol stations around the country – including a 1926 forecourt in East Sheen, Surrey, the first in Britain built along American lines – that might otherwise be demolished. The most spectacular candidate for protection is also, perhaps, the least obvious: the former ‘Pennine Tower’ restaurant at Forton services on the M6, a space-age relic from 1964, when motorway travel was hailed as glamorous.

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news

NEW PARTNER

The IAM and Volvo have formed a new partnership in which IAM members will be able to take advantage of special deals offered on models such as the Volvo V40. The V40 range is the safest car in its class, having achieved the highest score ever recorded by Euro NCAP in recent crash tests, thanks in part to pioneering technologies such as the world’s first pedestrian airbag and Volvo’s autonomous braking system, City Safety. See p62 for offer details.

I CAN SEE CLEARLY NOW

Rennie Ritchie, IAM staff examiner Over the past few months I’ve been road testing the Visorcat, a new British-made and designed gadget that fits over the left-hand glove to enable both wiping and cleaning. A reservoir of cleaning fluid leads to the sponge, which is covered by a protective flap, keeping the sponge moist and clean. When you wipe one way, the flap opens so the sponge can be used to clean. Wiping the other way, the twin wiper blades clear the residue. For anyone who rides year-round, the Visorcat is an essential and something I’ve come to rely on. The reservoir is refillable with visor-cleaning fluid, which usually lasts between fuel stops, depending on conditions. The sponge can be removed to rinse out the grime, and can be replaced when worn out; the wrist strap is designed so the product stays on the glove when the glove is removed, making it one less piece of kit to take off. It provides the rider with better vision, which of course leads to greater safety. IAM members can buy at a discounted price of £25.50 using the code IAM Likes. See visorcat.com

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LOVE THE ROAD

After combing through hundreds of photographs, the results are in. The winners of the inaugural IAM ‘Love the Road’ photography competition are as follows. Overall winner: Peter Lovatt (above). Category winners: Neal Silverwood (below left), Mr Capewell, Terry Knox, Thomas Hard, Peter Lovatt (again) and Mr Wilson (below right).

INDEPENDENT ACCLAIM FOR IAM SURETY The IAM’s car insurance partner, IAM Surety, has made a spectacular debut in Auto Express’s annual survey on car ownership services. The members-only policy swiped top honours in value-for-money among car insurance brands, and came second overall in the category. The weekly car magazine received 29,000 responses to its Driver Power 2012 survey into products from insurance companies, car dealers and breakdown services. It’s one of the few independent guides to customer satisfaction in owning and running a car. The magazine commented: “[It] claims 93 per cent of members will save if they switch from a rival – and the company is clearly delivering on this.”

A PRIZE LIKE NO OTHER

There were thousands of entries for the IAM Surety Family competition – but just one winner. So congratulations to IAM member Aaron Cosbey, from Bangor in Northern Ireland, who won IAM Surety’s prize of a five-day trip for two from London to Venice on board the luxurious Venice Simplon Orient-Express.

SHORT-SIGHTED SAFETY CUTS

AN APP ON WHEELS

Tesla has been turning heads since its first allelectric Roadster hit UK roads in 2009. Although the exterior of the Tesla Model S may not look as radical as the Roadster, the interior makes up for it. As soon as you open the door, the dash is dominated by a 17-inch touchscreen that makes an iPad look small. The most commonly used controls such as temperature and volume line the bottom of the screen for easy access. The screen controls many of the car’s functions, and you can access music, navigation and connected services. And, just like a smartphone, Tesla provides updates to your Model S. You’ll be notified on your touchscreen so you can install the update immediately, or schedule it to install at night. It’s already issued an update that allows the car to creep forward in traffic. With an electric motor there’s no need for this, but apparently some owners missed it.

Whitehall cost-cutters clearly believe road safety spending is an easy way to impress their political masters. An IAM investigation has uncovered the low priority government places on safety campaigns, despite the fact that every road death strips £1.7 million from the economy, totalling £3.2 billion annually. The IAM found spending on road safety campaigns collapsed from £19m in 2008/2009 to £4m in 2011/2012 – an 80 per cent cutback. “Road safety is being cut too hard and too quickly,” says IAM director of policy Neil Greig. He describes the £53,000 spent on national cycle safety publicity in the past financial year as “derisory” and the £78,000 for children’s safety campaigns as “virtually insignificant”. The figures reveal that a mere £50,000 was allocated to research into notoriously accident-prone young drivers. “If the government is serious about safety for these groups, these amounts must be increased,” Greig adds.

The latest THINK! campaign will show the ‘Consequences’ drinkdrive adverts. The campaign began in March when a £50,000 pint of beer was unveiled by road safety minister Stephen Hammond. The IAM calculated the personal cost of drink-driving as between £20,000 and £50,000, which covers the fines, legal costs, rise in insurance and possible job losses.

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INTERVIEW

GUY MARTIN COURTESY OF DAINESE – DAINESE.COM

ROAD RACER, ENGINE BUILDER, TEA JUNKIE AND SUPPORTER OF RIDE OUT FOR SPINAL RESEARCH WHAT PROJECTS ARE YOU WORKING ON? Well, trucks

at the moment. Trying to sort out a few MOTs and servicing. Have finished the [Scania] 143 500 so looking at a few other big ‘uns. Aside from that I have just finished the Strathpeffer 24-hour mountain bike endurance race and finished third in the solos. Tough. You’d think having done that I’d never get back on a pushbike again, but I’m cycling back to work. I’ve got a new TV series – this time I’ll really scare myself – say no more.

WILL YOU HAVE ANOTHER CRACK AT THE TT?

Yes, Tyco TAS Suzuki boys again. Good lads, spot on. I reckon we’ll be there. Got to win the Senior.

WHERE’S THE BEST PLACE YOU’VE RIDDEN AND WHY?

I love riding my mountain bike in Scotland. Not a care in the world up there, no one cares who you are, what you do – it’s all about pedalling. The Southern 100 is the best motorbike event.

WHAT’S IT LIKE HAVING MORE THAN 155,000 PEOPLE FOLLOW YOU ON FACEBOOK? At the truck yard, they treat

you the same whatever you do on the internet. Don’t get me wrong, the support is mega. I’m a bit embarrassed by it at events and I’ve always been honest and said that I don’t use the computer very much, if anything less now than I used to. There’s some right interesting stuff to learn, but I haven’t got time to go through all the rubbish to find it, so I’ve started to ask questions on my website for people to come back with answers. The people writing in are much cleverer than me. People think I love the past, but I’m a big fan of modern engineering, too.

SUM UP THE JOY OF RIDING A BIKE. I started racing

because I loved motorbikes and what made them tick. I built up the engines and then wanted to ride them flat-out to see how I could improve them. I still get like that now – if the bike’s working, then I’m happy.

HOW INVOLVED HAVE YOU BEEN IN TESTING DAINESE’S D-AIR JACKET (AN AIRBAG SYSTEM THAT DEPLOYS TO PROTECT THE RIDER)? They ran some data in my leathers to

get an idea of what the gear does on a bumpy road like the TT. I couldn’t run it at the TT as I leave the ground and bike such a lot that there was a small chance she’d go off. I’ve had a few offs in my time and I reckon that system is handy if you have one on the road. Dainese gear is great. They supply my leathers, boots, gloves – the lot. If I didn’t get given it I’d buy it anyway.

‘I had a big accident at the TT and broke the vertebrae in my back. I realised just how lucky I was not to be paralysed. Not every rider is as fortunate’ IT’S THE THIRD BIG BREW IN MAY. TELL US ABOUT YOUR SUPPORT FOR SPINAL RESEARCH. I first got involved in

2010 with the Fight Back appeal, which asked bikers to pledge their support to Spinal Research by either making a donation or organising an event. Soon afterwards, I had a big accident at the TT and broke the vertebrae in my back. I realised just how lucky I was not to be paralysed. Not every rider is as fortunate, which is why I support The Big Brew. Too many motorcyclists are paralysed every year and the money raised from The Big Brew helps fund research to find a repair.

HOW CAN IAM RIDERS GET INVOLVED? By organising

a Big Brew event, either as an individual or as part of your local group. You can organise various fundraising events, be it ride-outs, cake sales or poker runs. Register online at guymartinbigbrew.org and you’ll be sent a fundraising pack and support materials, plus your event will be advertised on the ‘In Your Area’ section, which will help generate publicity. As a reward for your fundraising efforts, the person who raises the most money and a friend will get the chance to join me at a race. You can also grow and show your support in The Big Brew’s Big Sideburns – a new sideburn-growing competition. IAM riders can get involved by growing or creating their own sidies, and the person with the best, as judged by me, will win a Focused Events UK track day at any of their 2013 events.

AND HOW DO YOU LIKE YOUR TEA? Yorkshire Gold, wet and warm.

Guy Martin’s Big Brew is on 3-6 May. See guymartinbigbrew.org or for more information on Spinal Research, go to spinal-research.org SPRING 2013 iam.org.uk | 15

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INSURANCE

THE LITTLE BLACK BOX

IT’S A SIMPLE PREMISE. DRIVE SAFELY, IMPROVE YOUR SCORE, LOWER YOUR INSURANCE PREMIUM. BLACK BOX TELEMATICS-BASED INSURANCE ANALYSES THE DRIVER SPECIFICALLY, AND NOT JUST AS A RISK-BAND STATISTIC. GILES CHAPMAN LOOKS AT THIS GROWING TREND TO IMPROVE BEHAVIOUR he average male driver in the UK today must fork out £869 a year for annual car insurance. A hefty premium, you will agree, and one sounding alien to most IAM members because, obviously and unfortunately, you are atypical of the country’s overcrowded driver gene pool. Factor in youth, though, and the figure goes haywire. A man aged between 17 and 20 will be charged an average of £3,635 for comprehensive cover. An unlucky postcode brings more shock: an 18-year-old in Manchester or Merseyside must pay an average of £5,530.

We can thank Confused.com for harvesting these figures in 2012. But there’s no confusion about the fact that you’ve got to pay insurance companies a lot of dosh to get them to take you on if you’re young, male and newly possessed of a driving licence.

COST CONTROL MEASURES

However, these quotes need not deter young drivers taking to the roads thanks to telematics technology and its take-up by insurance companies. Commonly referred to as a black box, it’s properly known as an event data recorder (EDR). The aim is to communicate to the brain via the medium of the wallet. And it could

be the best way yet devised to smarten up driver behaviour. The box itself, a computer about the size of a mobile phone, is installed in the car by a contractor working for the insurance company. There’s no damage and it uses less power than the car radio, so it can’t deplete the car battery. It’s positioned behind the dashboard or under the bonnet, and is usually only fitted once the installer has ticked off all the documents so that car and driver identity are confirmed. The initial premium will be broadly similar to policies from non-black box insurers. But when the insured person starts driving around, the EDR device

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begins to record patterns of behaviour. That includes cornering, braking, speed, acceleration, length of journey, type of road – motorways or urban streets – and the time of travel. If the car comes to a sudden halt after striking another object then that impact force is logged, too. The data is collected and sent via GPS to the insurance company, where it’s fed into its system and collated against what is already known about the driver’s personal status. Good driving, free from erratic behaviour patterns, is rewarded with credits that begin to lower the premium, while carelessness or even recklessness sees the insurance bill rising. The insured can be sent an email to let them know how they’re doing. Recently launched insurer Young Marmalade, for instance, uses colour-coded emails, green-orange-red, as alerts. “The first time, they get an email to say they are driving erratically,” says company co-founder Nick Moger. “If they ignore that they get another email to say they are on probation. And if they continue to drive badly we increase the premium by £250.”

HOW IT WORKS

Insurethebox analyses the data month by month and awards a points score out of 100. A 21-year-old driver regularly scoring between 80 and 90 could expect a reduction of up to 44 per cent at renewal, taking a £1,800 premium down to £1,000. Depending on the policy, a driver might also get marked down as riskier if they drive frequently between 11pm and 6am, or use roads known to be dangerous. This is, clearly, a policy drawback for any teenager diligently working night shifts in the countryside, but, then again, these witching hours – especially at weekends – are when 40 per cent of all serious or fatal road accidents occur, and when young male drivers are most often involved. Some policies specify a curfew; the EDR can detect if it’s broken and trigger the consequent penalty. The upshot is that the careful driver, using the car serenely and docilely outside rush hour and taking a taxi on Saturday nights out, is likely to see a big saving. As telematics-based insurance analyses the driver specifically, and not just as a risk-band statistic, the onus is on the individual to build up a good score. Co-operative Insurance says 31 per cent of 17-to-18-year-old men it insures with telematics earn a discount.

“WE KNOW YOUNG DRIVERS DRIVING WITH AN INSTRUCTOR HAVE AN EXTREMELY LOW RATE OF ACCIDENTS, BUT WHEN THEY PASS THE TEST THIS GOES THROUGH THE ROOF. SOMETHING HAPPENS WHEN THE DRIVER IS LEFT TO THEIR OWN DEVICES. THEY CAN GO ROUND CORNERS FASTER AND NO ONE CAN STOP THEM” RESULTS

Graeme Trudgill, of the British Insurance Brokers’ Association (BIBA), claims it is “the start of a whole new way of looking at car insurance, so you can expect more brands and more products from insurance brokers. We are definitely going to have more behaviour-based motor insurance in the future.” BIBA says that over the past two years, the number of telematics-based policies have quintupled to 180,000, routinely lowering premiums by 30 per cent. It expects the 500,000th to be taken out by 2014. Insurethebox alone has 50,000 customers using telematics for a distance-based policy, limiting annual mileage to 6,000. The further benefits are that such schemes are great levellers for men and women, now that the use of gender in assessing risk has been banned by the European Community. Drive carefully

and the insurance company rewards Martha as much as Arthur. And the data can be used as irrefutable claimsmanagement evidence in accidents to prove culpability, especially where there were no witnesses. You can see how telematics technology could become mandatory for all young drivers. After all, an 18-year-old is three times more likely to crash than a 48-year-old, and one in five young drivers has an accident in their first 12 months of being on the road. Iwan Parry, principal consultant at road research lab TRL, has worked for almost 20 years in road safety engineering, with 14 of those specifically on road traffic investigation. He’s an expert in both emerging technology and collision investigations, and has an accurate grasp of the young driver’s mindset. “We know young drivers driving with an instructor have an extremely low rate of

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INSURANCE accidents, but when they pass the test this goes through the roof,” says Parry. “Something happens when the driver is left to their own devices. They can go round corners faster and no one can stop them. “Young people generally have a different attitude towards risk and this can have a major effect on accident involvement – anticipation, awareness, control and skills. Then again, if a near-miss moment hasn’t been experienced yet, things are going to catch you out. At any one time, a young driver is learning and becoming safer, and the more experience you get, the more you develop safer behaviours.” There are some alarming verdicts of the insurance black box to be found from both young men and young women. One 17-year-old female driver quoted on the BBC News website said she thought it was “a good idea, but then there is also the pressure of having to drive well”. An 18-year-old man said: “I think there’s a stigma with it as well. A few of my friends are saying, ‘You’re going to drive like a granny’.” It seems the constant refrains about vigilance from their instructors have counted for very little once they have gained their motoring independence. “Are they under pressure? Well, a parent might perceive that as a good thing,” says Parry. “The moderating of the behaviour; slower driving; less collisions. Any behavioural change you can generate is good. But there are always steps that can be taken to give them the skills – they don’t have to learn the hard way and it’s better when the carrot is used, rather than the stick. It gets them thinking about how they are doing.” In the US, the National Highway Traffic Safety Administration last year signalled its intention to make the fitting of EDR black boxes a legal requirement in all new cars by September 2014, to capture information about the vehicle’s operating characteristics in the last, fateful few seconds before an accident. Lobbyists are currently seeking assurances that, first, citizens’ civil liberties will remain intact and, second, that the data the EDRs collect belongs to, and is accessible by, the car owner and not the government.

CITROËN C1: TELEMATICS AS STANDARD Citroën is the first manufacturer to offer a black box solution as standard on a new car. The Smartnav system, provided by Trafficmaster, allows Citroën to offer free insurance for the first year of ownership to all eligible drivers from 19 to 75 years of age when the car

is funded with certain finance packages. The Citroën insurance is free for qualifying young drivers subject to two years no-claims discount (NCD). But thanks to the telematics unit, Citroën offers discounted cover to drivers with zero or just one year’s NCD. For example, a 19-year-old

OTHER BENEFITS

Of course, such devices have already been fitted in many cars for some time, and are in more than 80 per cent of new cars today. Originally, they were merely to monitor deployment of airbags, but now they routinely record all manner of data about the car’s performance, emissions and dynamics. They have plenty of scope to be exploited for improving fuel consumption, tracking stolen vehicles and summoning emergency services; indeed, the EU has plans to oblige carmakers to include an emergency call button in all new cars from 2015 that will be activated by GPS EBD. All of which raises the question that, surely, the car already has a monitoring system that could, at the very least, be tapped into by telematics insurance equipment? Parry is cautious.

“THERE ARE ALWAYS STEPS THAT CAN BE TAKEN TO GIVE THEM THE SKILLS – THEY DON’T HAVE TO LEARN THE HARD WAY AND IT’S BETTER WHEN THE CARROT IS USED, RATHER THAN THE STICK”

with no NCD can insure a new C1 Connexion with Citroën Insurance for just £950. Renewal premiums will be based on the driving behaviour over the first 12 months of ownership. This means that good driving habits will be rewarded with lower insurance premiums in subsequent years.

“Manufacturers naturally want to protect the intellectual property in their products, and algorithms like this are a valuable part of it,” he says. Sharing it is not something carmakers are happy about doing at present. Besides, although the results of black box car insurance are encouraging – with Co-op’s policy resulting in a 20 per cent drop in claims, and damage costs lowered by a third – these are early days in terms of an improvement in overall accident statistics. “Telematics is a technology that’s developing,” says Parry. “Before it’s mandatory, you don’t want to roll out something that doesn’t then turn out to work, and it’s very difficult to say categorically that this does yet. As the data source improves, we can correlate things quite well, but to prove the benefit, the data needs to be analysed from an accident viewpoint against, for example, improvements caused by other factors. And accidents remain rare, random, multi-factor events.”

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IAM POLICY

THE YOUNG ONES

SCOTLAND IS FAST BECOMING A PLACE WHERE ADVANCED DRIVING IS REACHING A YOUNGER GENERATION, BUT THERE IS MORE WORK TO BE DONE AND JOHN CLELAND, FORMER BTCC COMPETITIOR, HAS A PLAN

data to the driver and their parents back in the showroom. “To be honest we were a bit surprised by just how many people came along on a wintry Sunday morning, so there must be an appetite for this,” says John. “Which makes me even more convinced that we need a formal programme in which we can not only attract these young drivers to further training, but keep them involved in the long term. There needs to be a structure so that they come back for refresher courses rather than passing their advanced test and leaving it at that.” It may have something to do with a racing driver’s commitment to constant improvement, but it’s just the sort of attitude that’s needed. John’s introduction to the IAM was the result of persistent work by Bill Allison, secretary of the IAM’s Borders Group of Advanced Motorists. Back in 2011, Bill was committed to getting more young drivers to sign up for Skill for Life and approached John for support. John readily admits that he took some convincing that the IAM was the most suitable

JASON BAXTER PHOTOGRAPHY

ohn Cleland has just got back from a week away and is clearly in the mood for getting things done. He was renowned as a feisty competitor in the British Touring Car Championship (BTCC) during the 1990s and retains a refreshingly robust approach. He’s the sort of person you want in your corner and, in the case of doing something for Scotland’s young drivers, he’s keen to get things moving. “If we have the opportunity to cut road deaths, cut government costs due to road accidents, and make youngsters safer and more confident drivers for just £139 a head, to me it’s a no-brainer,” says John from the office of his Volvo and Jaguar dealership in Galashiels. “We need to change the format of the driving test so that young people are taught how to drive rather than how to pass the test. If we can then inspire and educate these youngsters about driving, then the message will soon get to their friends. “At our event in January, we got more young drivers signing up for Skill for Life in a single day than some groups manage in a year, so we must have been doing something right. There were 36 youngsters going out for observed drives and 13 signed up. It’s terrific.” The event John is referring to is the re-launch of the Young Driver Support Programme, held as an open day at his dealership on 27 January. The former BTCC champion cleared his showroom to accommodate 130 parents and their sons and daughters, plus members of the police, road safety organisations, local IAM groups and current BTCC champion Gordon Shedden. He made four Volvos available for young drivers to take part in an observed run and assessment by IAM observers. What’s more, each car was fitted with black box technology in which a motion sensor picked up data such as cornering, acceleration, braking and speed while they were driving, and used sophisticated technology to display this

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John Cleland’s open day in January saw 36 young drivers take part in observed drives, and 13 signed up for Skill for Life

“IF WE HAVE THE OPPORTUNITY TO CUT ROAD DEATHS, CUT GOVERNMENT COSTS DUE TO ROAD ACCIDENTS, AND MAKE YOUNGSTERS SAFER AND MORE CONFIDENT DRIVERS FOR JUST £139 A HEAD, TO ME IT’S A NO-BRAINER” SPRING 2013 iam.org.uk | 21

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IAM POLICY

Some of the young drivers have even qualified as observers following their advanced driver training

“AT OUR EVENT IN JANUARY, WE GOT MORE YOUNG DRIVERS SIGNING UP FOR SKILL FOR LIFE IN A SINGLE DAY THAN SOME GROUPS MANAGE IN A YEAR, SO WE MUST HAVE BEEN DOING SOMETHING RIGHT” organisation to team up with. His immediate perception was of a rather stuffy organisation with no appeal to young drivers. He still believes a name change is in order – or at least “drop the institute”. Since then, 30 drivers have enrolled into the scheme, purchasing their Skill for Life packages and receiving a full refund from John on completion of the course and passing the test. It’s a generous offer, but John believes it’s worth every penny. He’s pushing hard to extend the project across Scotland, and the IAM is investing in the group network to contribute its experience and expertise. “When the scheme first started with the Borders Group in 2011, we needed to pull in support from surrounding groups so that we had the capability to provide observers for all the young drivers that were signing up,” says Pat Doughty, IAM’s operations director. “Now, we’ve got the observer capability and can support events like the open day in January. On that day, we had observers from local groups – even from Newcastle – driving up to help out so that we could do 36 assessed drives with young drivers.” Interestingly, the black box technology proved a big hit, and along with the observer’s assessment, the young drivers could review how well they scored according to the telematics.

“Actually, everyone scored 100 per cent on their drive,” says Pat. “Although they weren’t going to do anything silly with an observer sitting next to them. We’d sent out one of our drivers earlier in the day to provoke the system. They’d scored 73 per cent, so it was a good demonstration of how accurate the system is – even down to showing the driver on a Google map where they may have had particular issues.” So where to from here? Back with John, and there’s clearly some frustration with slow-moving bureaucracy. “I’ve approached people in the Scottish government, but have not got much response in terms of supporting this safety issue,” he says. “I said I’ve got a plan and a programme – why don’t you support this?” Meanwhile, the show goes on. Following the success of the Galashiels open day, John has convinced other dealerships of the value. “To be honest, John and the other dealers aren’t going to be selling any more cars as a result of this scheme,” says Pat. “Yes, it’s good PR for him, but John is passionate about road safety for young drivers. “We’re now organising an open day in Inverness with a dealership called Macrae and Dick, and we’re in talks with Allan McNish about another one at his BMW dealership in Dumfries.” Both locations are perfect. As John says, they’re areas with lots of rural roads – “exactly where these kids hurt themselves”. The great thing about the Young Driver Support Programme is that it’s got impetus. There are now 12 dealerships in Scotland interested in supporting the scheme. Some of the pioneering young drivers have even qualified as observers – something John is clearly pleased with. “If we are to bring younger drivers into the IAM and have them as observers, we have to have a younger feel about it. This way, we can make a real difference to road safety in Scotland.”

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A2 and Antrim Coast Road, Northern Ireland

IAN KERR

Angela Bell, Regional Groups Co-ordinator, Region 8 A favourite with bikers and car drivers alike, and a masterclass in what a road can be, the A2 runs more or less from the border at Newry right round the coast of Northern Ireland, to the border with Donegal. In places it’s hardly more than a single track, but this majestic road joins all five sea loughs – Carlingford, Strangford, Belfast, Larne and Foyle – and lives up to its description as one of the world’s great road journeys. From Newry the road passes through fishing villages and rounds the foot of the Mourne Mountains. It takes in the short car-ferry crossing from Strangford to Portaferry, where the tide in full flow is so strong that sailing boats get carried backwards. The road passes close to

Kirkistown race track and up the outside of the Ards Peninsula before turning to run the full length of the southern shore of Belfast Lough, passing George Best Belfast City Airport, the iconic cranes at Harland and Wolf, and the stunning new Titanic building before crossing the Lagan, cutting through the city centre and on out to the north shore. After Larne it heads for the breathtaking glens and Antrim coast-cutting tunnels through rock, with wonderful views out to sea. This rugged stretch round the top right-hand corner, Torr Head, has special memories for one of our local IAM members, Leslie Ashe. “The Antrim Coast is worldrenowned, but there is one particular stretch that I recommend,” he says. “The road from Cushendun to Ballycastle over Torr Head

offers a great drive and spectacular views across the North Channel with its treacherous current to Mull of Kintyre. It’s narrow, hilly, twisting and it became a classic special stage on the Circuit of Ireland and Ulster rallies. I always enjoy driving on it and would use this route rather than the main road for both the pleasure of the drive and the views. It holds many happy memories for me – from my childhood and, later, photographing rally cars.” From here, the road gives way to the world-renowned Causeway coast, before crossing the River Bann at Coleraine and passing close by City of Derry Airport as it ﬁnally bends in through [London]Derry and over the huge Foyle Bridge to meet the border with Donegal.

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GREAT DRIVES

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SPEED LIMITS

M11

80 80 80 80

M25

SPEED UP

M40

SPEED UP

JOINING THE FAST LANE?

80 M4

SPEED UP

M25

M20

80 M25

M26

IS THE CURRENT MOTORWAY SPEED LIMIT OUT OF DATE AND HOLDING BACK THE ECONOMY? AS THE GOVERNMENT DISCUSSES PROPOSALS TO RAISE THE SPEED LIMIT ON CERTAIN UK MOTORWAYS TO 80MPH, DAVID WILLIAMS TRAVELS TO THE NETHERLANDS TO SEE WHAT CAN BE LEARNED FROM THE RECENTLY INTRODUCED INCREASE IN THE DUTCH SPEED LIMIT

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M23

07/03/2013 15:47

SPEED LIMITS

SPEEDING UP

Just as in the UK – where motoring groups and a former transport secretary claimed “too-slow” motorway speed limits were hampering travel and economic development – Netherlands politicians said that as cars and roads were more safely engineered, the old speed limit was simply anachronistic. During a year-long trial on sections of motorway where motorists were allowed to drive at 80mph under close observation, government online polls revealed that 60 per cent of drivers welcomed the higher limit, with only 17 per cent objecting. Motorists said they were enjoying shorter journey times and higher levels of driver enjoyment. Even government research revealing that raising the limit would cause seven additional deaths and 34 extra injuries each year could not stand in the way. An ¤85 million compensation package was announced by the government, with ministers pledging to upgrade safety on the Netherlands’ 3,000 miles of motorway. Included in the works were improvements to shield motorists from objects such as bridge parapets, trees and other obstacles. The Dutch Ministry of Transport also directed engineers to lengthen slip roads, enabling motorists to reach higher speeds before joining the motorway, and they installed additional average-speed cameras. To ensure the country’s 11.3 million licence-holder motorists observed the new limit, a crackdown on speeding was announced. Previously, drivers were allowed to exceed the 120kph limit by 7kph. Now, they would be fined if they went over the new limit by 4kph.

ALAMY

e’re driving along the A7 north of Amsterdam towards Hoorn. The road is clear and we’re making good progress at a steady 130kph – almost 81mph. Six months ago, our speed would have been illegal, although we would have been unlucky to be pulled up by the police for exceeding the official 120kph (74mph) limit. But today is different. After months of intense debate, a trial in which motorists were allowed to travel faster on selected sections of motorway, and a costly programme of engineering improvements to key routes, we’re well within the law. Last autumn, the Netherlands government stripped away hundreds of 120kph speed limit signs and replaced them with new ones. In September, the country’s default motorway speed limit rose to a comparatively heady 130kph. The move was sanctioned by the government after pressure from motorists and politicians who said 120kph was unnecessarily restrictive – especially compared to neighbouring Germany, where some autobahn sections have no speed limit.

LAST AUTUMN, THE NETHERLANDS GOVERNMENT STRIPPED AWAY HUNDREDS OF 120KPH SPEED LIMIT SIGNS AND REPLACED THEM WITH NEW ONES. IN SEPTEMBER, THE COUNTRY’S DEFAULT MOTORWAY SPEED LIMIT ROSE TO A COMPARATIVELY HEADY 130KPH With the new measures in place, the Ministry of Transport announced that fatality rates would improve – falling by up to 11 a year – with 78 fewer injuries. So what can the UK – where motorists have long clamoured for higher motorway speed limits – learn from the Netherlands? Former transport secretary Philip Hammond said he wanted the UK to consider the economic benefits that could be created by shortening journey times. “I want to make sure that our motorway speed limit reflects the reality of modern vehicles and driving conditions, not those of 50 years ago,” he said, stating that the government would consult on the issue. Now, as the Department for Transport (DfT) continues its assessment into raising motorway speed limits and prepares to reveal its findings, I’m in the Netherlands with the IAM’s head of policy, Neil Greig, to see what the new era of travel is delivering.

IN PRACTICE

Compared to UK motorways, Dutch motorists are blessed with lower levels of congestion and, in places, there is clear evidence of the additional engineering measures that were introduced, with longer slip roads and miles of new crash barriers. It all looks pristine.

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But on some faster stretches we are surprised to see little or nothing in the way of run-off protection. The absence of crash barriers means that the first object motorists would encounter if they were to swerve off the road would be a row of trees. Motorists appear to have taken the new “130kph means 130kph” policy to heart; there are few, if any, signs of speeding above the limit, and the mood is calm; calmer than on our own M25 or M4. Only when we quiz individual motorists at motorway service stations do we find a few dissenting voices. While many applaud the scheme, others brand it a waste of money, a poor exchange for slightly faster journey times. Others say it is environmentally damaging. At the Hague headquarters of the ANWB (Royal Dutch Touring Club) – which originally warned the government that due to congestion and engineering difficulties, only 15 per cent of motorways were suitable for the higher limit – the mood darkens. It insists that with the scheme costing between ¤140m to ¤150m to implement, “just to allow drivers to go 10kph faster”, it has been a waste of money and was a vote-winner to keep motorists happy. “The only achievement is that if you drive from one end of the country to the other, you can save seven minutes,” says Ferry Smith, the ANWB’s head of public affairs, who says the initial 60 per cent satisfaction level has now fallen to just 35 per cent. “It was completely crazy, especially if you consider road safety. Seven extra deaths when we are trying to reduce fatalities from 700 a year to 450 is a high percentage. Why not just spend ¤85m improving roads anyway?” Smith contends that motorists were already travelling on motorways at 130kph and that most are not driving any faster now. “Motorists are not as happy as they thought they would be,” he concludes. Greig agrees. “They still drive on free-flowing motorways at much the same speed as before and they still sit in congestion on their equivalent of the M25. A move that politicians had hoped would be popular has been a damp squib. What it has also done is deliver a confusing mix of speed limits that seems to have every Dutch driver paying close attention to the new signs – a good thing, you might say.” A recent IAM poll of more than 2,000 people found that 70 per cent of motorists wanted motorway limits to be raised by 10mph. But the IAM estimates it would cost at least £500m to raise the limit, including new road signs, manpower, consultation and engineering.

HUMAN AND ENVIRONMENTAL COST

A DfT study, ‘An Evaluation of Options for Road Safety’, warns that even if compliance by motorists is improved, raising the motorway speed limit to

ALAMY

SPEED LIMITS

A DfT STUDY WARNS THAT EVEN IF COMPLIANCE BY MOTORISTS IS IMPROVED WITH MORE AVERAGE-SPEED CAMERAS, RAISING THE MOTORWAY LIMIT TO 80MPH IN THE UK WILL COST AN EXTRA 18 LIVES, 64 SERIOUS INJURIES AND 363 SLIGHT INJURIES A YEAR 80mph in the UK will cost an extra 18 lives, 64 serious injuries and 363 slight injuries a year. Take a decade-long view and the maths show that the higher limit would create 2.6 million extra tonnes of CO2, with motorists consuming 675 extra tonnes of diesel and 162 million extra tonnes of petrol. Ministers must now be asking themselves whether this is worth the time savings that drivers will make – four minutes for each hour spent on a motorway. IAM figures reveal that the higher limit would shorten the journey from London to Cardiff by 14 minutes, from Manchester to London by 21 minutes, and from London to Glasgow by 44 minutes. “Our trip to the Netherlands has shown that a blanket approach to raising the motorway speed limit is not the safest way forward,” says Greig. “We no longer detect enthusiasm at the DfT for increasing the limit, but if they do press ahead, the Dutch approach of selecting only those modern, well-designed motorways for an increase has much to commend it. The Dutch have also built up useful experience on the need for longer slip roads, new road markings and better signposting. “Increasing the limit may have been easy,” he continues, “but the reality is complex and it may be a while before it happens on a motorway near you.”

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MOTORWAY UPGRADE KIT

THE IAM ESTIMATES IT WOULD COST AT LEAST £500 MILLION TO RAISE THE LIMIT, INCLUDING NEW ROAD SIGNS, MANPOWER, CONSULTATION AND ENGINEERING

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RESEARCH

THE AGE-OLD DEBATE

ALTHOUGH ACCIDENT STATISTICS SHOW THAT OLDER DRIVERS TEND TO BE SAFER THAN YOUNGER ONES, THE IAM COMMISSIONED THE TRANSPORT RESEARCH LABORATORY TO LOOK AT HOW AGE AFFECTS DRIVER BEHAVIOUR. HERE ARE THE FINDINGS

DRIVING SIMULATOR TASKS

UK LICENCE HOLDERS OVER THE AGE OF 70 99 I 2 I LL 201 – 2.2 M ION 2 LL 203 – 3.9 MI LION 2 – 5 . 8 MI L 1

WILLIE RYAN

s life expectancy rises, the number of older people in the UK is set to rapidly increase. Over the past 20 years there has been a 72 per cent increase in the number of licence holders over the age of 70. A significant change has already taken place, but we can expect a more dramatic increase in older drivers as the baby boomer generation reaches retirement age and beyond. In 20 years, one in 10 people will be over 80 years old and the number of people over 100 will have increased by 475 per cent. As well as demographic changes, there are social factors behind the rise in older drivers. Levels of vehicle ownership rose dramatically over the past 50 years and a generation committed to their cars is now reaching retirement age. In 1975/1976 only 15 per cent of people over 70 years old had a driving licence; now almost 60 per cent do. This change has created a road safety debate, with some claiming that older drivers can no longer be safe after a certain age. There is currently no age limit for holding a driving licence, and drivers over 70 self-certify their fitness. This has led to calls for an age limit or compulsory re-testing. Previous research by the IAM found that older drivers are involved in a smaller number of accidents than drivers under the age of 60. People over 70 made up nine per cent of drivers, but six per cent of driver casualties. Drivers under 30, on the other hand, made up 20 per cent of drivers but 35 per cent of casualties. Studies show that the accident rate per mile is similar for older drivers and younger adults.

Contributory factors for accidents recorded by the police show clear differences between age groups. Although “failed to look properly” is the most common factor for all age groups, it is particularly high among drivers over 70 (30 per cent compared to 19 per cent for those aged below 69). Factors that can be associated with deteriorating physical and cognitive functioning are also more likely to feature in the accident reports for drivers over the age of 70. With a particular focus on why older drivers have more ‘failed to look’ crashes, the IAM commissioned the Transport Research Laboratory (TRL) to look at how the ageing process affects driver behaviour. They carried out a range of tests that went beyond simply looking at accident rates. The research team conducted a series of tests to compare the driving behaviour across the following age groups: 17 to 26, 34 to 55, 64 to 74, 75 and over.

The driving simulator at the TRL uses a real car surrounded by display screens and advanced sound, dynamics and motion cues to ensure that driving the simulator is a faithful representation of real driving. Participants completed six driving simulator tasks to replicate different real-life situations. The tests included: a pedestrian hazard, a crossroads with no vehicles, a braking vehicle ahead, an emerging hazard, a crossroads with vehicles and motorway driving.

SPEED WHEN APPROACHING HAZARDS

The results show some key differences between the ages, some of which suggest that older drivers are more cautious. For example, older participants tended to drive at slower speeds on all of the tasks. The older groups had the slowest average speed when approaching a potential hazard, such as negotiating a parked vehicle, and when driving down a rural road with an obscured view. Drivers over 75 drove at around 16mph when negotiating a parked vehicle, while drivers in the 34-to-55-year-old group drove at an average speed of 24mph, with some going over 30mph. Older drivers also tended to stay further behind the vehicle in front. On the motorway task, drivers in the 75+ age group kept around 120 metres distance, while the other age groups were more likely to keep around 60 to 80 metres.

BEHAVIOUR AT CROSSROADS

There were two simulator tasks involving crossroads – one with traffic and one

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DRIVING SIMULATOR TASKS: PARTICIPANTS COMPLETED THESE SIX DRIVING SIMULATOR TASKS REPLICATING DIFFERENT REAL-LIFE SITUATIONS. PEDESTRIAN HAZARD

▶ A person walks out from behind a parked vehicle ▶ Braking is required, but not an emergency response ▶ Participants are asked the colour of the person’s top

CROSSROADS NO VEHICLES Participants are required to continue straight ahead at a crossroads No other traffic is present during the crossing

BRAKING VEHICLE

EMERGING HAZARD

Participants travel behind a vehicle that brakes suddenly without warning

Participants drive on a country lane

A reaction is required, but not an emergency response

The roads become hedge-lined, with several obscured entrances A vehicle emerges from one of the entrances on the left

CROSSROADS WITH VEHICLES

MOTORWAY DRIVING

Participants are required to continue straight ahead at a crossroads

Participants drive on a motorway

Traffic is passing from the right Participants are asked to recall the colour of the last vehicle that passed before they proceeded

No hazards are presented, but there is traffic Researchers measured participants’ speed, their distance between vehicles and their lane choice

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RESEARCH NUMBER OF KILLED AND SERIOUSLY INJURED DRIVERS PER THOUSAND LICENCE HOLDERS 0.4 0.35

0.25

80 years old and over

70 to 79

‘PEOPLE OVER 70 MADE UP NINE PER CENT OF DRIVERS, BUT SIX PER CENT OF DRIVER CASUALTIES. DRIVERS UNDER 30, ON THE OTHER HAND, MADE UP 20 PER CENT OF DRIVERS BUT 35 PER CENT OF CASUALTIES’ CID OF AC ENTS 6% % OF DRI 9

UNDER 30

20%

DRIVERS OF

OVER 70

REACTION TIMES

S VER

OF ACCIDEN TS 35%

BRAKE REACTION TIMES Pedestrian walking out Braking vehicle Vehicle from side turning 4.5 4 Brake reaction time (seconds)

The driving simulator also measured reaction times by calculating the time between a hazard appearing and the driver pressing the brake pedal. It found that there are no significant age differences in reaction times for needing to brake when a vehicle suddenly emerges from a side turning, or needing to brake when a vehicle in front brakes unexpectedly on a motorway. Older drivers were slower to react to a pedestrian walking out from behind a parked vehicle. Participants aged 75+ took around one second longer to brake after the pedestrian walked out, creating a visible difference in reaction time. Although older drivers took around a second longer to react, their lower speeds meant they actually stopped further away from the pedestrian than drivers in the younger age groups.

60 to 69

50 to 59

.05

40 to 49

0.1

20 to 29

0.15

30 to 39

0.2 16-to-19-year-olds

Per thousand licence holders

0.3

without. On both tasks there were no visible age differences for driving speeds on approach to the crossroads, braking on the approach and accelerating away. The researchers measured participants’ visual activity. The different age groups had broadly similar visual behaviour when there was no other traffic, looking left and right a similar number of times. However, clear age differences emerge when there is traffic, with older drivers failing to look as many times as the younger age groups. Although all age groups significantly increase the number of glances they make to the right into oncoming traffic, older drivers do not increase the number of glances as dramatically. This potentially increases the risk of older drivers being involved in accidents where they fail to look. There are ways of preventing this issue from occurring. For example, a simple driver coaching session could help older drivers recognise when they are failing to look. Interestingly, there were no major age differences in how many times the drivers checked their rearview mirror on the approach to the crossroads. In all age groups, several participants failed to do so. However, older drivers were less likely to check their rearview mirror on the motorway. This again suggests that older drivers could benefit from coaching on how often to look.

3.5 3 2.5 2 1.5 1 .5 0

17-26-year-olds

34-55-year-olds 64-74-year-olds

75+ year-olds

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WILLIE RYAN

‘ON AVERAGE, THE OLDEST DRIVERS TOOK AROUND A SECOND LONGER TO PRESS THE BRAKE PEDAL WHEN A PERSON WALKED OUT INTO THE ROAD. HOWEVER, THEIR LOWER SPEEDS MORE THAN MITIGATED THIS AND THEY STOPPED AT A MUCH SAFER DISTANCE FROM THE PEDESTRIAN’ Drivers over 75 stopped an average of 20 metres away from the pedestrian, while 17-to-26-year-olds stopped an average of 13 metres away. These results suggest that an older driver’s slower reaction time is mitigated by driving at lower speeds.

VISUAL ABILITY

The research found a relationship between deteriorating vision and age. However, this does not translate into less safe driving as older drivers appear to compensate for reductions in visual acuity and reaction time through safer speed and distance choices. The eyesight of the participants in this study more than met the requirements to pass the UK driving test. The effect ageing has on visual ability is not clear, and some people will experience a greater decline in their sight than others, indicating a need for greater awareness on this issue. Opticians, doctors, friends and family all have a role to play in discussing how changes in sight may affect driving.

TRAINING IMPROVES SAFETY

Although health has an impact on driving, it is only one factor. The IAM believes that attitudes, awareness and skills play a bigger role in being a safe driver.

Drivers constantly make decisions on how fast to drive, when to pull out in front of other traffic and how close to travel behind other vehicles. Risk-taking behaviour leads to crashes, and the over-representation of young (particularly male) drivers in road accidents is related to their attitudes and lack of experience. TRL’s research found that older drivers are less likely to commit driving violations, and that they have safer attitudes on risky overtaking and close following. This is confirmed by their safer results in most of the driving simulator tasks.

Older drivers drove at slower speeds, particularly when negotiating a hazard. They drove at a greater distance behind the car in front and stopped a greater distance from traffic at crossroads. There were many areas where there were no age differences in driver behaviour, for example reaction times to a vehicle suddenly emerging from a side turning, and to a vehicle in front braking unexpectedly on a motorway. On average, the oldest drivers took around a second longer to press the brake pedal when a person walked out into the road. However, their lower speeds more than mitigated this and they stopped at a much safer distance from the pedestrian. A driver’s reaction times may decrease with age, but their knowledge about how to respond to the road environment clearly increases with experience. The key area the study identified for improvement was the amount of time older drivers spent looking right at crossroads. No results in the tests suggest that the older drivers were unable to increase the number and length of glances when negotiating traffic. Older drivers need to be made aware of this finding, and they would clearly benefit from coaching that focuses on when and how often to observe. The most practical finding of this study is that older drivers appear to have a skills gap when dealing with junctions. Voluntary driving assessment provides a clear solution to this problem and could help prevent older drivers being involved in “fail to look” crashes. The IAM would like to thank the FIA for part funding this project and TRL for their independent research.

IAM RECOMMENDATIONS Through partnership, research and sharing of information, the IAM believes that mobility can be enhanced without expensive restrictions that cannot be justified by crash statistics. Demographic change is imminent, but action now can ensure that we harness the abilities of

our most experienced drivers to deliver even safer roads in the future. In summary, the IAM wants to see: A government action plan for older drivers More car manufacturers considering older drivers in vehicle design Greater publicity to encourage health

professionals to discuss driving Better information for older drivers and their families Online self-assessment tools for older drivers Wider availability of voluntary on-road driving assessments Better partnership working at a local level

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LETTERS

FAMILY

WITH TWO MORE DOORS, A ROOMY CABIN AND EXTRA EQUIPMENT, THE 500L GIVES FIAT’S FAVOURITE ANOTHER STRING TO ITS BOW

PLANNING F

amilies have a habit of growing. The result sees a change in dynamics, attributes and strengths. It can even happen to cars. The latest example is the Fiat 500, whose family has just added another member. The all-new Fiat 500L is designed to appeal to a new audience by combining the unique personality, style and image of its smaller sibling with two more doors and added size, practicality and capability. The L in the new car’s name stands for “large”, and in more ways than one. The 500L might compete with cars in the mini multi-purpose vehicle class, but it brings some serious personality to a category that up until now has been more about practicality than character. It’s large in size, too. The 500L’s interior has the most space for a car of its size currently on sale. The result is it can easily accommodate five 2m-tall passengers with five suitcases inside its 4.1m-long body. It has a sizeable boot, too, which at 400 litres is some 20 litres larger than Volkswagen’s new Golf.

Fiat’s new addition can be enhanced by 140 accessories, including bike racks and storage holders

COMPARTMENTS

Proving that it’s not just big, but clever too, the 500L’s interior boasts 1,500 different configurations to meet a vast range of diverse requirements. The rear seat employs a Fold&Tumble function to give a flat load surface. And the cabin enjoys enough room to take a 2.4m-long object. The new Cargo Magic Space system allows the boot to be split into different sections. And there are 22 compartments of differing size in the cabin. The interior feels large, thanks to clever engineering that maximizes the amount of glass that can be used in the design. At 1.5sqm it also has the largest sunroof in its class. And a whole raft of safety features, some of which you’ll struggle to find on much bigger cars, have ensured that the 500L has scored a maximum five stars in the important Euro NCAP safety assessments. One of its safety innovations is the City Brake Control. This system has been designed to reduce the effects of low-speed collisions in traffic. Using laser impulses, the 500L can detect how far the car is from obstacles. If the on-board computer thinks the car is going to crash

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ADVERTISING FEATURE

THE RESULT IS IT CAN EASILY ACCOMMODATE FIVE 2M-TALL PASSENGERS WITH FIVE SUITCASES INSIDE ITS 4.1M-LONG BODY. IT HAS A SIZEABLE BOOT, TOO, WHICH AT 400 LITRES IS SOME 20 LITRES LARGER THAN VOLKSWAGEN’S NEW GOLF

FOR EXCLUSIVE IAM MEMBER OFFERS, GO TO FIAT.CO.UK/IAM at speeds between 3mph and 19mph, it automatically applies the brakes.

TECHNOLOGY Demonstrating Fiat’s drive to develop technology to improve owners’ quality of life, the 500L features an updated version of the Uconnect infotainment system, incorporating a 5” touch screen as standard on all trim levels. Uconnect allows media players and several phones to be connected simultaneously, by either USB ports, aux-in cables or Bluetooth, and controlled using voice, buttons or steeringwheel controls. Drivers who love music will be able to specify a BEATS Audio system, which has been designed to recreate the sound usually experienced by artists during studio recording sessions. Another large-car feature for luxury-loving owners will be a Lavazza coffee machine that uses the Italian firm’s A Modo Mio capsules to make authentic Italian espresso coffee. But the Fiat 500L isn’t just about being kind to its occupants; it’s about being kind to the environment, too. There’s a range of powerful yet economical engines, headlined by the latest 105hp version of the TwinAir Turbo. This award-winning engine combines Fiat’s ground-breaking MultiAir technology with turbo charging. The result is a two-cylinder with the driveability of a more powerful 120hp engine.

Yet thanks to an ECO mode, which limits power, it matches maximum efficiency with minimum emissions.

SAVINGS If owners want the same power but with even greater economy, there’s a new 1.6-litre MultiJet diesel. This 105hp engine has supreme pulling power, courtesy of 320Nm of torque. Like the smaller 1.3-litre MultiJet that’s also available, it has Start&Stop, an intelligent alternator and variable displacement oil pump, all designed to increase efficiency and reduce emissions. To enable 500L drivers to enjoy further fuel savings, this car is the first to boast the latest incarnation of Fiat’s multi-award-winning eco:Drive LIVE. It monitors driving style in real time and gives tips that have been proved to help drivers reduce fuel consumption and CO2 emissions by up to 16 per cent. If these features aren’t sufficient, the 500L has more accessories than any other Fiat, with 140 items designed to make life more enjoyable. Those aren’t the only extras. The Fiat 500 family will continue growing. Soon a 500L Trekking for off-roading will appear. And a 500L with a longer wheelbase, plus a sporty 500 coupe, won’t be far behind. Now the 500 family’s started growing, who knows when it’s going to stop?

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Toru pell riat evel quu hici est, teca omn

INTERVIEW

LEADING THE WAY

TIM OLDMAN MEETS IAM’S CEO, SIMON BEST, FOR A CHAT ABOUT HOW HE BECAME VITAL TO BRITAIN’S ROAD SAFETY AND WHAT CHANGES NEED TO BE MADE IN THE FUTURE demanding from a performance perspective, but they invest in training and have strong organisational principles.” Although the IAM had seen steady growth over the years, there was a clear mandate for a new structure – starting for Simon on 2 January 2008. “The IAM was an organisation that had grown very well, with over 100,000 members and a volunteer network of more than 200 groups. There were a lot of good ideas, but no organisational structure, no clarity on people’s roles, no leadership programme and little training.”

UPHILL STRUGGLE

It was a tough couple of years, with some difficult, sometimes unpopular, decisions. Of those, the decision to raise the price of IAM membership, just as the economy was spiralling down, caused plenty of ill-feeling. “When I joined, the cost of membership had stayed the same for around seven years,” says Simon. “Raising the price certainly cost us members, but it needed to be done to improve the financial situation. Other measures included reducing the head count at head office, creating one commercial training business out of the two we had, and closing a business in Ireland. We had to get the IAM on a sound financial footing and it took us two years to stem the losses.” Despite fears that the membership might drop significantly, it’s actually remained stable at around 100,000. The challenge now is to find ways of attracting more people to join. Yet, although the IAM is a strong brand, it’s associated with a certain

CHARLOTTE STEEPLES PHOTOGRAPHY

“It still amazes me just how many drivers you see who look completely bored and disconnected with what they’re doing,” says Simon Best, IAM chief executive. “The reality is that the vast majority of the 33 million licence holders in this country are pretty apathetic about their driving.” But this is far from a statement of surrender. Having just completed his fifth year at the helm of the IAM, Simon is looking at finding new ways in which to engage with UK drivers. “To be honest, this apathy isn’t helped by the government cutting its road safety campaigns spending by 80 per cent,” says Simon. “There’s a view that if the government isn’t bothered, then why should the average driver? And because the UK’s road safety record is so good, drivers don’t feel the need to do anything more to improve. But we’ve all had an experience with a poor driver, whether they were hogging the middle lane or driving too close. So, while the IAM has historically been about improving people’s skills, I think we stand more for being a positive influence on people’s driving behaviour. To do that, we need to develop and change our focus as an organisation.” Appointed as joint managing director in November 2007, Simon admits he found the IAM quite a culture shock from his previous employers. He’d spent 10 years looking after key accounts as corporate sales director at Lex Vehicle Leasing, before joining GE Capital Solutions where he was responsible for the BT business partnership. “GE is one of those companies you go to if you get the chance,” says Simon. “It’s

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“While the IAM has historically been about improving people’s skills, I think we stand more for being a positive influence on people’s driving behaviour”

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INTERVIEW

CHARLOTTE STEEPLES PHOTOGRAPHY

older age group. It’s also widely associated with steady, slow progress – neither of which is the case. And even the name is sometimes considered stuffy and unappealing – particularly to motorcyclists who might prefer to be known as advanced riders rather than advanced motorists. “We have to modernise, and we’ve done a lot to change our external perception through our PR team,” says Simon. “We’ve grown our media presence significantly and seen a 60 per cent growth in our media exposure to the public.”

MAKING A DIFFERENCE

Indeed, in a 2011 social impact report, it was found that the IAM made a £130 million contribution to society each year – set against turnover of £6 million per annum. Through advanced driving courses, commercial driver training, influential communications, and policy and research, the IAM saves lives. “One of our biggest changes has been to broaden our remit to influence at government, European and local level,” says Simon. That gets the IAM name to a wider audience. “Now you’ll see us in the news, on radio and on television. The audience that is listening to what we’re saying suddenly becomes significant. “And we’re putting investment into our online communications, too. Traffic on the IAM website has increased by 30 per cent since the refresh in December 2012. We have a growing audience on the IAM’s Twitter and Facebook pages. We gained around 45 per cent more Twitter followers in the first two months of 2013 and, although it’s still relatively small, it shows we’re putting out information that’s of interest to people,” he continues. When it comes to detailed information, the IAM has long had a good reputation for the quality of its policy and research work. However, these reports sometimes didn’t get the exposure they deserved. Simon sees this as another key area of change – to focus on a more robust, harder-hitting approach. “Previously, our academic reports were more of a ‘do with these what you will’ approach. Now, once we’ve highlighted an issue, we’ll lobby government to say what needs to change, or develop a product that helps to address the issue. So after our young driver report, we developed Momentum as part of what could be done.” And young drivers are still a key target.

“Having passed the test, young drivers start on a journey of continual learning. But that takes time and they don’t have enough of experiences such as driving at night, on motorways, in adverse weather and with passengers. All these real-life experiences aren’t considered in the driving test” LOOKING AHEAD

“The plan going into 2014 focuses on the young driver and the changes that need to be made to the driving test,” says Simon. “Having passed the test, young drivers start on a journey of continual learning. But that takes time and they don’t have enough of experiences such as driving at night, on motorways, in adverse weather and with passengers. All these real-life experiences aren’t considered in the driving test. We’re not saying they should be tested, but we need to provide a solution to support them in their learning.” Attracting younger drivers to the IAM remains a tricky proposition. There’s too much of a disconnect with the commonly held view of the IAM. Also, the prospect of spending months learning to be an advanced driver puts many people off. These days, training and education in all lines of work is being delivered in different formats – online courses, short seminars and one-hour modules that can be accessed on remote devices such laptops and tablet computers. “This is something we have to look at. The traditional view is that you can only learn by being in the car. For certain

things that’s true, but online assessments show that there are behavioural aspects that can be addressed. The acquisition of Professional Driver Services means we have software capabilities to develop that area further.” The recent launch of the IAM Confident modules is a case in point – providing wider access to continual learning. Open to members and non-members, the modules target specific areas of driving development – skills, experience and emotions – all in an accessible, short-course format. As for the advanced test, the aim of the Institute of the Motor Industryaccredited observer qualification is to bring greater consistency to Skill for Life delivery across the country. “The groups are our greatest assets,” says Simon. “This qualification is an externally recognised award and shows just how professional our people are. We will continue to support the groups – last year it was to the tune of £1 million.” The policies that affect motorists call for a wide-ranging brief for the CEO – one that brings him into contact with the Department for Transport, ministers, the Driving Standards Agency, approved

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IAM CONFIDENT THE IAM HAS CREATED AN ADAPTIVE PROGRAMME OF MODULES THAT TARGET SPECIFIC AREAS OF DRIVING DEVELOPMENT: SKILLS, EXPERIENCE AND EMOTIONS. IAM CONFIDENT DRIVING IS A FLEXIBLE SOLUTION, WHETHER YOU KNOW EXACTLY WHERE YOU WANT TO IMPROVE OR IF YOU’RE LOOKING FOR SOME GUIDANCE…

MOTORWAYS

Motorways make our journeys quicker and more convenient, but some people would rather avoid driving on a busy motorway. This two-part course incorporates a pre-drive discussion and an on-road observed drive. Before taking you on the motorway, the instructor explains the road signs, the responses needed and how they should be interpreted. You then explore the different scenarios that could occur and how you can adapt to them, before taking a practical session.

PARKING AND MANOEUVRING

A trip into town should be about enjoyment and convenience, but crowded roads, aggressive drivers and a lack of experience can see panic levels rising as you try to manoeuvre your car. This two-part course incorporates a pre-drive discussion designed to help you consider where and how you park, and to understand the law regarding parking. Instructors will also identify parking signs and explain complex parking restrictions to ensure you’re fully aware. This is followed by vehicle checks before your on-road practical session covering reverse bay-parking and techniques for parallel parking on the roadside.

LONE DRIVER

Having the right frame of mind is essential when you are behind the wheel, so concerns about driving alone can be a real problem. The IAM understands the challenges facing a lone driver and can identify the precautions that should be taken (both inside and outside the car) to help you become more confident. This presentation looks at when and where lone or vulnerable drivers are most at risk and explores ways to make those situations safe, including identifying various scams and how to recognise and deal with them. The module then describes some scenarios that could occur and how to keep safe.

TECHNOLOGY IN THE CAR

If you can’t tell your ABS from your GPS, ASC or PDC, don’t worry, you’re not alone. As vehicles continue to develop at an extraordinary rate, it becomes difficult to keep track of everything that your car can do or is trying to tell you. Even the most basic of models can have a bewildering number of buttons and lights. This presentation starts with the more usual features found on most vehicles and commonly checked during the cockpit check, and what to expect if warning lights come on. It then covers the more advanced features found on modern cars.

WINTER DRIVING

This presentation focuses on how you can prepare and maintain your vehicle to deal with the winter months. In addition, it demonstrates how you, as a driver, can educate yourself before you travel. This will ensure you will always be one step ahead of the weather – making you confident of an efficient, problem-free journey. The full course includes vehicle preparation for winter driving, vehicle checks, smart route planning, driving in winter sunlight, and how to handle floods and micro climates. For more information, call 020 8996 9600 or email iamconfident@iam.org.uk

driving instructors and other automotive, cycling and motorcycling groups. Even with a 5.30am start to the day, it’s a lot to pack in. But it’s only by involvement at this level that the IAM can influence and help shape policy.

RISING TO THE CHALLENGE

A case in point is the motorcycle industry. While the market for large sports bikes is contracting, the market for smaller, commuter bikes is increasing. This means that the IAM will need to consider how it might tailor the training it offers to riders on smaller bikes in commuter traffic. The IAM is also operating on a European level. It has been awarded research funding by the FIA, and Simon also recognises that issues affecting British motorists may be driven by EU laws. “The introduction of new motorcycle licence laws in January, for example, is a direct result of EU legislation,” says Simon. “It’s important that we see European best practice in operation and how we might incorporate it here. On the other hand, the IAM offers a lot of support and advice to the FIA. Neil Greig, the IAM’s director of policy and research, has led one of the FIA’s safety forums, while our older-driver research has been very influential.” Given the nature of his job, perhaps not surprisingly, Simon’s relaxation comes from physical activity. “I love getting out on my bike and, if I feel up to it, I’ll do the occasional duathlon,” says Simon. “Along with the London to Brighton bike ride, I’ll do two or three sportives around the country. I’d love to try one of the Tour de France routes one day, but that’ll take a lot of time and preparation.” He’s no stranger to that kind of programme, though. In 2006, he ran the London Marathon. Strangely, it wasn’t the race itself that was the challenge, but early morning mileage work in the winter.

WHAT DOES THE FUTURE HOLD?

“We’ve achieved a lot in the past five years,” says Simon. “Hopefully, it’s more relevant to today. But there’s still a huge amount to do. We don’t engage enough with young drivers, don’t do as much face to face with our membership as we should, and we need to increase our lobbying and policy work to encourage government to be proactive about road safety. It’s all part of a continuing programme to make sure we’re as relevant today as we can be.”

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IAM HEROES

AND THE AWARD GOES TO... AT THE FINALE OF THE ANNUAL CAR AND MOTORCYCLE GROUP CONFERENCES, THE IAM TRADITIONALLY HOLDS ITS VERY OWN OSCARS. OF THESE, THE PRESTIGIOUS INDIVIDUAL AWARDS ARE PRESENTED TO A CAR AND MOTORCYCLE GROUP MEMBER WHO HAS MADE A SIGNIFICANT CONTRIBUTION IN PROMOTING THE AIMS OF THE IAM

BILL STOREY WINNER: FRED WELCH ROSEBOWL

TOBY KAY WINNER: LORD STRATHCARRON TROPHY

For the motorcycle groups, the 2012 Lord Strathcarron Trophy was awarded to 21-year-old Toby Kay from Devon Advanced Motorcyclists (DAM). The award is a major achievement, particularly for someone who was only 20 at the time, and it demonstrates the huge admiration that Toby has from his colleagues. “Toby may not have even been born when some other candidates started their IAM career, but his selfless commitment to the work of the group made him a worthy candidate,” says DAM group secretary Andrew Harris. Toby started riding at the age of 16 on a 50cc scooter before passing his full bike test. After buying a BMW F650, he attended a BikeSafe day and signed up for Skill for Life in March 2010. Within four months, he’d passed in the top 50 category.

Now upgraded to a GS1200, Toby is in the third year of a degree at Plymouth University. “Despite the demands of his degree and a part-time job, Toby regularly helps with or attends the group rides, training seminars and promotional events,” says Andrew. “He also convinced our senior observer that he had the skills to be an effective observer.” Having completed his training, he’s now keen to promote the IAM to younger riders. In April 2011, Toby volunteered for the role of group vice chairman, and has shown great enthusiasm for the role, deputising for the chairman on many occasions. Toby’s aim is to help improve the standard and safety awareness of young riders in the area, and he administers a financial legacy bequeathed to DAM for that purpose.

In many ways, Bill’s contribution was summed up perfectly by Kevin Knight, chairman of Matlock Institute of Advanced Motorists. “Bill has done more to make our roads safer and boost the driving skills of motorists, both young and old, in this community than anyone we know.” Bill, a former Derbyshire police class 1 driver and motorcyclist, joined the IAM’s Sheffield group in 1985. He was instrumental in setting up the new Matlock group and has been a dedicated and influential member ever since. He has been the group secretary since 1990, and, as chief observer, has helped prepare more than 40 associate members for the advanced test. In 1991, Bill passed the police advanced motorcycle test and rode police bikes as part of his job. He arranged motorcycle safety events, and his enthusiasm led to the development of a successful motorcycle section in the group. Alongside his role as group secretary, Bill gives numerous presentations each year to such diverse organisations as local Women’s Institutes, car share schemes, the Rotary Club, St John Ambulance and mountain rescue organisations. Bill has recently formed a partnership with the District and County Council, which has resulted in local authorities supporting the group with financial subsidies that enable young drivers to take the Skill for Life programme for £19. Further liaison has resulted in subsidies for motorcyclists and drivers over 65.

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ECONOMICAL MOTORING

10 WAYS TO SAVE MONEY

FOLLOW THESE TOP TIPS TO FIND MORE PENNIES IN YOUR POCKET AND LESS CARBON IN THE AIR

BLOCK CHANGE

Modern engines deliver great pulling power from as low as below 2,000rpm, which means you can save on fuel in several ways. When starting off, change into second once your car has moved through its own length, then select the highest gear possible when cruising. Block-changing contributes to a calm and planned driving style. It saves money, too. Use acceleration sense or brakes to decrease speed, then select the right gear for the speed you are driving at. Block-changing means choosing and changing gear once, instead of working through all the gears. Missing unnecessary gears saves on fuel, as well as wear and tear.

FEELING THE PRESSURE

According to Goodyear, tyres account for up to 20 per cent of your vehicle’s fuel consumption. Choosing tyres with a high fuel efficiency rating will give you more miles and lower CO2 emissions. When tyres are under-inflated, their rolling resistance increases, which means they need more fuel. By ensuring your tyres are correctly inflated you will maximise your fuel economy. Excessive heat builds up inside under-inflated tyres, making them more likely to suffer blowouts. Equally, vehicle handling, cornering, acceleration and braking are all adversely affected. By running tyres below the recommended pressure, motorists can expect tyre life to be significantly reduced.

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ZERO FUEL USE

With the right driving techniques you can really start saving. Thanks to modern engine technology, overrun fuel cut-off interrupts the fuel supply to the engine, during which time you won’t use a single drop of fuel. The best time to apply this clever method is when you can also benefit from the braking effect of the engine – such as when coming to a stop or approaching a red traffic light.

COMBINE JOURNEYS – SAVE FUEL

Your engine uses most fuel when cold. So if you make short journeys with gaps in between, you’ll be using more fuel each time. Try combining those journeys into one. Your engine will be more likely to reach its operating temperature and will consume less fuel. The sooner the engine is well-lubricated the sooner it will produce lower emissions. This is important when starting from cold and on short journeys. So choose a low-viscosity oil.

COOL OFF THE AIR CON

SHARE YOUR DRIVING

OK, so we like driving, but if you make the same journey often it’s worth looking into a lift-sharing scheme. A growing number of companies arrange car-share schemes and as seven in 10 car journeys are made by just one person, joining a lift-share scheme makes financial sense. Liftshare.com, for example, matches people with similar journeys to reduce the costs of motoring.

ONLINE SAVINGS

Air conditioning makes driving more comfortable, but unfortunately it consumes a lot of fuel, particularly at low speeds. To lower and maintain the interior temperature at the height of summer, it uses up to 2 litres per 100km at low speeds. Air the car before you set off – and, at low speeds, keep the windows open.

The easiest way to find the cheapest forecourt locally is by using petrolprices.com. After registering, enter your postcode and tell it how far you’re willing to travel. It will list the day’s cheapest petrol stations in your chosen area. A quick check before you need to fill up should be enough to save you serious cash.

TAKE A LOAD OFF

Bike racks and roof boxes might be a pain to keep taking off when not in use but you’ll benefit from better fuel economy. They affect the smooth aerodynamics of your car and add weight. Every kilo of luggage costs you fuel, so while you’re at it, de-clutter the boot.

SUPERMARKET SWEEP

It might take a bit of planning, but make sure you make the most of petrol promotions run by supermarkets and credit cards. Supermarkets are usually cheap for fuel anyway, but keep an eye out for schemes that often come in the form of spend £50 and get 5p off per litre vouchers.

RECYCLE AND REUSE

COURTESY OF DIANESE

The IAM likes the scheme run by Dainese for their bike leathers. ‘Save your Skin and treat your leather to some Dainese TLC’ is designed to meet the needs of bikers who wish to regenerate their leathers. The service includes cleaning of the leather exterior and sanitisation of the interior, leather-nourishing treatment, and a review of safety stitching.

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SOCIAL MEDIA

IAM website www.iam.org.uk At the end of 2012, we gave the main IAM website a re-think and a refresh. Not only is it now loaded with all the information you’ll need about driver training, IAM research and the latest motoring news, you can also share your opinion on the monthly poll – which, recently, has covered issues such as young driver restrictions and toll roads. And, for members, you can access the IAM member discounts or join the conversations on our forum. Alongside the main IAM website, we’ve also created sister sites that are tailored as resources for driving advice. The

award-winning winter driving site (www.drivingadvice.org.uk) offers tips on coping in winter conditions. Here you’ll find advice on preparing your car, as well the IAM’s advice on the challenges of driving in everything from snow and ice to high winds. Better biking (www.betterbiking.org. uk) is the IAM’s microsite dedicated to bikers. Again, you’ll find handy hints, tips, riding advice and useful information on all things related to motorcycles, including all you need to know about touring in France, Spain, Germany and Italy.

t twitter.com/iamgroup

Words by Tanvir Nandra

Twitter allows anyone to speak directly to the IAM. We use Twitter to get our message out to more people. As a result, more people are becoming aware of our training, our lobbying and the things we offer. In just a few months, we’ve built up the number of people following the IAM to almost 4,000. We share news about motoring and cycling issues, and anything fun or interesting we’ve come across – yes, even the odd motoring trivia quiz. But the beauty of Twitter is that we can engage with people directly. In the past we’ve had queries about the Skill for Life course, people tweeting about how

they’re getting on with their training and others sharing their opinions on road safety issues. And by being active on Twitter, we can efficiently tackle any issues you might be having. Recently, we had a tweet from a biker having problems contacting his local group to start his training. In such a fast-paced environment, it’s important to get back to tweeters as soon as possible and we were able to sort out his problem. By remaining active on Twitter, we want to create a community. That way, we encourage people to take interest in what we do, and hopefully convert this interest into new members.

JOIN THE CONVERSATION FROM THE INFORMATION-PACKED PAGES OF OUR NEW WEBSITE TO THE ENTERTAINING CONVERSATIONS OF OUR GROWING COMMUNITY ON TWITTER AND FACEBOOK, THE IAM IS BUILDING RESPONSIVE AND PERSONAL RELATIONSHIPS ONLINE. WHETHER IT’S SHARING NEWS, COMPETITIONS, OUR LATEST RESEARCH OR RESPONDING TO YOUR QUESTIONS, SOCIAL MEDIA IS A PERFECT FIT FOR THE IAM AND ITS MEMBERS. WE LOOK FORWARD TO HEARING FROM YOU SOON… 44 | iam.org.uk SPRING 2013

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READ ONLINE

The IAM has expanded its social media presence through its website, Twitter, YouTube and Facebook. Join the IAM community today

w www.youtube.com/user/roadskillsuk

g www.facebook.com/skillforlife

This year, much of our focus will be on developing our YouTube channel. We’re always looking for new videos we can upload. As well as clips from the IAM Around British Isles Bike Tour from last summer, our latest videos show testimonials of people who have passed the Advanced Test. Get involved. Start by subscribing to our channel. Do you have any suggestions of videos we can post? Let us know: press.office@iam.org.uk

Hmm, how to find something to say about arguably the most talked about subject on the planet? On Facebook, members and non-members can interact with the IAM. Whether it’s a question about your membership or comments on our latest press release or road safety news, we welcome your views. We would love you to join our conversations. As well as driving tips, we’re having debates on road safety advertisements and trivia questions on Herbie. As well as the serious stuff, it’s a good chance to reminisce. We put up a post noting that children’s road safety advertisements were to be axed and it consequently spurred a conversation about RoSPA’s Tufty Club.

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LETTERS

A DAY IN THE LIFE

HIGHWAYS AGENCY CONTROL CENTRES COORDINATE OPERATIONS AND RESPOND TO EMERGENCY CALLS ACROSS THE COUNTRY. THE IAM JOINED BECKIE CLAYTOR (MORNING SHIFT) AND CHRIS BROWN (AFTERNOON) AT THE WEST MIDLANDS REGIONAL CONTROL CENTRE

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ON PATROL

5.45 The team arrive to start their early morning shift. First up, there’s a debrief from the night shift that covers ongoing incidents, weather forecasts and any upcoming events that may affect traffic.

6.00 Shift starts. It’s been a cold night, but the gritters have been out and there are no reported issues. However, the recent bad weather continues to affect the road surface. To protect contractors while they repair potholes, we’ll arrange for patrols to slow the traffic down in a series of rolling road blocks. This creates a gap in the traffic long enough for emergency action without the need to close the road. That will go on throughout the day as we receive calls from our patrols, the police and the public about new potholes. For serious issues, we’ll make immediate repairs as they can be dangerous – particularly for motorbikes.

HIGHWAYS AGENCY

6.45 On various sections of the West Midlands network, we’re able to operate hard shoulder running as part of managed motorways. Here, the hard shoulder is used as an additional live traffic lane to increase capacity, and is frequently used at rush hour. Signs mounted on gantries inform drivers of the mandatory speed limit and the availability of lanes. We monitor traffic flow using the CCTV camera network and MIDAS (motorway incident detection and automatic signalling). This is a network of sensors that measures traffic flow and sets variable speed limits automatically.

“TO PROTECT CONTRACTORS WHILE THEY REPAIR POTHOLES, WE’LL ARRANGE FOR PATROLS TO SLOW THE TRAFFIC DOWN IN A SERIES OF ROLLING ROAD BLOCKS”

9.15 A report of debris in a live lane on the M6. We deploy a traffic patrol to initiate a rolling closure while the metal pole is cleared. Debris is pretty common and ranges from tarpaulin to wood, cables and dead animals.

9.30 We close hard shoulder running for the morning. It’s been a relatively smooth rush hour with just a couple of road traffic collisions. During bad weather, we may have 10 or more.

10.00 Monitoring the CCTV cameras, we spot a motorist changing a tyre in lane 1 on a motorway slip road. We immediately set signals to warn other drivers about an

obstruction in that lane and despatch a traffic patrol.

11.30 More than half the incidents we deal with are breakdowns, and this time it’s a motorist who has run out of fuel in a live lane. Again, we set a signal for a lane 1 closure on the approaching gantry and a patrol goes to their aid. Sometimes they’ll need to cone off the approach, then clear the car to a safe location.

12.15 Our call handlers receive another report of debris from a member of the public. Call handlers deal with calls from roadside phones, motorway police, the AA and RAC patrols, as well as other drivers. They can arrange for emergency services to attend, or an incident support unit if there is a spillage that needs clearing.

13.30 Time to brief the afternoon shift about ongoing incidents.

14.00 Over to Chris Brown who will be on signals duty, as well as back-up for call handlers if needed.

14:00 We’re informed by the police of a collision involving a car and a heavy-goods vehicle at junction 9 on the M6. We despatch our traffic patrol to the scene and notify the ambulance service as there is a potential injury. We set a lane 1 closure signal ahead of the scene as the car is facing the wrong way in a live lane. In situations like this, the National Traffic Operations Centre is notified, as operators there will alert

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LETTERS

THE HIGHWAYS AGENCY The Highways Agency is responsible for operating, maintaining and improving the strategic road network in England – some 4,300 miles of motorways and significant A-roads. While the network represents just two per cent of all roads in England, it carries a third of all traffic by mileage – and two-thirds of all heavy-goods vehicle mileage. Keeping a constant eye on the network is the role of seven regional control centres and a national traffic operations centre, which work around the clock to provide drivers with

real-time information. This is done through electronic signs and signals, the Highways Agency website (highways.gov.uk), and by updating

the media and other websites for their traffic reports. In the control centres, traffic officers coordinate operations and respond to emergency calls from roadside telephones. They also monitor CCTV for any problems or vehicles in trouble. They set signals and messages on overhead signs to inform drivers of delays or diversions, and liaise with emergency services. The Highways Agency has set itself the challenging task of becoming “the world’s leading road operator” by 2015.

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ON PATROL

“WE’RE CONSTANTLY MONITORING THE CCTV CAMERAS OVER THE NETWORK AND THE SIGNAL SCREENS. I ALSO CHECK MIDAS AS IT WILL LET ME KNOW OF ANY SLOW-MOVING TRAFFIC”

radio stations and other media for traffic reports. Fortunately, there are no injuries. While the police manage the scene, our traffic officers manage the traffic. If needed, we could call in more support to reinforce the closure with cones, and even start re-directing the traffic off the motorway. In this case, it’s not needed. Once the police give the OK, we have the carriageway open again.

14.50 One of our patrols calls in tyre debris at junction 4 of the M6. There are 15 units on patrol in the West Midlands and they are given their routes by the radio despatchers in the control centre. Depending on the debris, we can either slow traffic to an appropriate speed with signals, or close the lane completely. This is just tyre rubber so motorists are slowed with signals. Metal, on the other hand, would mean closing the lane for safety.

15.23 There’s a breakdown in lane 2 on the southbound M6 at junction 10. We quickly spot it on a CCTV camera and set signals to close two lanes and slow traffic to an appropriate speed. Breakdowns in live lanes are our highest priority and patrols are at the scene to cone off lanes. The time from the moment it was reported to opening the carriageway again is 23 minutes.

HIGHWAYS AGENCY

16.50 A motorist calls from an emergency phone to say he’s had flat tyre and is on the hard shoulder. It’s a new car without a spare, but the tyre

is shredded so the repair kit is not sufficient. Even though it’s a very cold day, we advise the driver that everyone should leave the car and sit on the embankment. The hard shoulder is a dangerous place to sit in a stationary car. We send a traffic patrol that provides foil blankets for the passengers until the recovery vehicle arrives.

17.30 A call from a recovery vehicle that has spotted a breakdown on the hard shoulder. At this time of day, the hard shoulder is an additional live traffic lane, so signals are set to close the

lane until traffic officers arrive and get the car removed.

18:00 We’re at the peak of rush hour and typically get a few collisions as a result of the increased traffic. We’re constantly monitoring the CCTV cameras over the network and the signal screens. I also check MIDAS as it will let me know of any slow-moving traffic.

19:00 Once rush hour has finished, we start looking at how we

can assist in ongoing roadworks. We have details of the upcoming maintenance and infrastructure work to be carried out by contractors such as Amey, and we have details of when they will need lane closure signals and mandatory speed limits to be implemented. It’s a safety-critical role – not just for motorists but also for road workers.

21.30 Time to brief the night shift in this 24/7 operation.

MANAGED MOTORWAYS Managed motorways is a new technologydriven approach to make journeys more reliable by controlling traffic flows through the use of overhead gantries, lane-specific signals and driver information signs. A computer system calculates the most appropriate speed limit based on the volume of traffic. The first managed motorway began operating on the M42, J3a-J7, Birmingham, in 2006. Since then, personal injury accidents on that section

have reduced by 55 per cent, there have been no fatalities, and casualties have reduced by 61 per cent. It is now being rolled out across the country.

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Rockingham Motor Speedway, Three Sisters, Donington Park or Mallory Park. Whichever venue you choose, you’ll start with laps in an Alfa Romeo Giulietta, followed by drives in a Ferrari 360 and Fiat Abarth 500. To finish, there’s a session in a single-seater and two high-speed passenger laps in the Abarth 500.

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REVIEWS CARS

CARS

THE SEVENTH GENERATION GOLF PACKS A GREATVALUE PUNCH, WHILE THE JAGUAR’S MODEL LIVES UP TO THE EXPECTATIONS OF ITS BADGE. AND THE NEW FIESTA PROVES WHY IT CONTINUES TO BE A FIRM FAVOURITE

VOLKSWAGEN GOLF

Words by Andrew English

o here it is, the Golf mothership, now in its seventh incarnation and just on sale in the UK. What’s it like? I once asked then Volkswagen (VW) boss Bernd Pischetsrieder the same question about the Mark V Golf. He looked at me as if I was even more stupid than I am: “It’s like a Golf, of course.” And that’s pretty much what this version is like. VW design chief Walter de Silva has given it the group nose, with an interesting waistline that actually runs through the headlamps. The family resemblance is there, however. Gen-seven Golf is longer, wider and lower than its predecessor, with a longer wheelbase, which makes it roomier, and a bigger trunk. It is also 220lb lighter. The cabin presents almost all rivals, including the new Mercedes-Benz A-Class, with a problem. How does VW do this level of quality for the price? True, the design is staid and Germanic, but it works brilliantly, is supremely efficient and comfortable, and you simply won’t find

a better cabin in this class, not even with an Audi badge on it. There are also some brilliant extras such as the tow hitch, which deploys at the touch of a button. On the road, the new Golf rides well, with sophisticated body control that negotiates bumps and potholes smoothly and quietly. Body roll is well controlled, too, and the nose turns into corners accurately – there’s a torque vectoring system to reduce nose-on understeer. The suspension and tyres provide high levels of mechanical grip, and the steering is direct and well weighted. There’s an optional adaptive damping system, which gives sport, normal and eco modes, and also adjusts the weighting of the electronically assisted power steering and the throttle

response. VW has also fitted a multicollision brake system, which keeps the brakes applied if the airbags are deployed, to reduce the car’s residual kinetic energy and the severity of any subsequent tail-end shunts. Engines are a choice of 84bhp 1.2-litre and 138bhp 1.4-litre four-cylinder petrol and 1.6- and 2.0-litre turbodiesels. UK customers are most likely to choose the 1.4-litre petrol, which is gutsy and smooth, with much better performance and better fuel consumption than the 1.2-litre. With prices starting at £15,827, rising to £26,700, about £22,000 will see you in a 2.0-litre diesel five-door, with a half-decent spec. So, for the moment, the standard Golf does what it’s always done: rides well, feels neat and is awesomely efficient.

‘Gen-seven Golf is longer, wider and lower than its predecessor, with a longer wheelbase, which makes it roomier, and a bigger trunk. It is also 220lb lighter’

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REVIEWS

JAGUAR XF SPORTBRAKE

he best-loved version of the old Jaguar X-Type model was the 2001–2009 estate, which combined decent looks, powerful and economical diesels, and lots of space. Jaguar is hoping its bigger XF Sportbrake will recapture that love, although at prices starting at £32,000 and rising to £51,000, this is aimed at the Mercedes-Benz and BMW ownership classes rather than the upgrading Ford Mondeo owner. The cabin is quite lovely, with its swivelling facia ventilators and the gear-change capstan, which rises out of the centre console. The seats are comfortable, though, with lots of adjustment, and the rear seat accommodation is roomy. The boot space, at 560 litres with the seats up, is up to the class standards and the rear seats fold almost flat for those who carry grandfather clocks. Only diesel engines are offered and most UK sales will be of the 163bhp,

2.2-litre unit, delivering a top speed of 124mph, 0-62mph in 10.9sec, a combined fuel consumption of 55.4mpg and Band-E CO2 emissions of 135g/km. That car, in basic spec, costs £31,940; add another £4,500 and you get the 197bhp version, with much-improved performance, a better interior spec and the same fuel consumption and CO2 emissions. Both small diesels are paired with an eight-speed automatic transmission. The balance of ride and handling has been honed on UK roads, and that means a sporting bias to this rear-drive car, but excellent body control and a gentle approach to the kind of bumps that will shudder through rivals. It feels more sporting than it actually is, but when at most sensible speeds you’d want to drive an estate, this big cat fits the fairly stiff bill.

FORD FIESTA

ritain’s favourite car now comes with two keys – your key and “My Key”. Augmenting the standard ignition key is a second, programmable key, which will restrict the top speed and the peak volume of the stereo system. As you might have guessed, this is aimed at parents worried about their children driving their car. Also new is Ford’s SYNC, a voiceactivation system to access functions on your smartphone, including applications and music. There’s also an optional city braking system, which takes multiple images of the view ahead to determine if traffic is braking or stationary and, if so, applies the brakes. There is a bewildering range of engines, with six petrol units spanning just 40bhp and a couple of diesels. However, the three-cylinder, one-litre EcoBoost petrol engine is refined and surprisingly powerful, although it could do with another ratio in the five-speed gearbox. The Fiesta is nippy, agile and lots of fun on short runs, but long-term owners report that the ride is too lively and uncomfortable over long distances. Ford has tried to address that with slightly higher-profile tyres and remapped electronic steering. It’s helped, but only a bit. There’s plenty of competition out there this year: the VW Polo, Renault Clio, Kia Rio and Peugeot 208. If you value a better class of interior, or a slightly more measured approach to long journeys, go and try them. Bet you won’t, though – that’s why the Fiesta continues to dominate.

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REVIEWS BIKES

BIKES

Words by Roland Brown

ong-distance motorcycling has changed dramatically over the past couple of decades. Not so long ago, the typical bike for covering miles was a traditional tourer with an all-enveloping fairing, colour-matched hard luggage and tyres designed for life on the road. But recent years have seen the rise of the adventure bike, with its more modest wind protection, long-travel suspension, dual-purpose rubber and rugged, go-anywhere attitude. This issue, we’ve got impressive new machines of both types. The Long-time leader of the adventure brigade is BMW’s hugely successful R1200GS. The boxer is completely revamped for 2013, gaining a liquid-cooled engine for the first time. Meanwhile, Triumph, who successfully entered the big adventure class a year ago with the Tiger Explorer, has followed it with a traditional tourer, the Trophy, powered by the same 1215cc threecylinder engine.

BMW’S NEW R1200GS TAKES ON TRIUMPH’S TROPHY IN A BATTLE OF THE TOURERS

BMW R1200GS

t first glance it looks just like a GS. It has familiar, beaky adventure-bike styling and a pair of sticking out cylinders. But this BMW has so many new parts that it is effectively a new bike. The most significant engine change is not the liquid-cooling but the new “vertical flow” intake and exhaust layout, with intake above the cylinders and exhaust below (instead of behind and in front). The more efficient layout boosts performance throughout the range, to a 15bhp-higher maximum of 125bhp. That similar-looking chassis hides a multitude of changes, including a new tubular steel frame and a longer, single-sided swingarm that is now on the left. Suspension design incorporates BMW’s Telelever front and Paralever rear systems, as

before. But this GS has the option of semi-active suspension, tuneable at the press of a button. Another option is multiple engine modes: five of them, with rain, normal and dynamic for the road, plus two off-road enduro settings. The electronic wizardry (which also includes traction control) is welcome, but the new GS’s biggest asset is its livelier, more responsive engine. The BMW still has a boxer feel and plenty of torque from low revs. But it now responds quickly to the throttle — especially in dynamic mode — and is happier to rev, feeling smoother and more enthusiastic near the 9,000rpm redline. The riding position remains relaxed and roomy, with footrests slightly narrower and lower. The seat is unchanged in height and still quickly adjustable, now also for angle; even the pillion seat has

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BMW’s boxer has been revamped for 2013, while the Triumph’s new tourer has a threecylinder engine

TRIUMPH TROPHY

some forward and back adjustability. Despite being tall I was impressed by the protection from the screen, which can now be adjusted for height on the move by turning a knob with your left hand. Road-going handling is good, especially through bumpy bends, when the semiactive suspension gave a stable ride. At 238kg with fuel, this GS is 9kg heavier than the previous model, and perhaps felt slightly less agile. But its wider tyres gripped well, even when the superbly powerful, ABS-equipped brakes were used hard. Despite its size, the GS also proves a handy performer off-road, helped by its ABS and traction control, which have specific off-road settings. With improvements to performance, ergonomics and sophistication, the R1200GS has taken a step forward. The base price is almost unchanged at £11,395, but most buyers are likely to opt for the enduro or touring equipment models, which incorporate the riding modes, semi-active suspension and other options.

dventure bikes are fun and can be very practical, but the majority of owners never take their bikes off-road. And if you’re planning to stick to tarmac, in many ways a dedicated long-distance roadster makes more sense. This is traditional BMW territory, and Triumph’s latest Trophy is designed to grab a slice of that market. With its large, aerodynamic fairing, protective mirrors and electronically adjustable screen, the British triple even has a distinctly Teutonic appearance. Its engine is very much a Triumph, though. The DOHC, 12-valve triple unit is taken straight from the Tiger Explorer, although a new exhaust system trims a few horsepower to leave a maximum of 132bhp at 8,900rpm. The shaft-drive transmission system has a taller sixth gear, for more relaxed cruising. Predictably, the engine is just as impressive as in the Explorer, giving rapid straight-line performance, effortless top-gear overtaking ability and smooth, relaxed cruising at main-road speeds. The Triumph also has a pleasant three-cylinder character and is economical, averaging almost 50mpg to give a range of more than 200 miles from its generous 26-litre tank. And, crucially, the Trophy is comfortable enough to exploit that range.

The protection from the large fairing and electrically adjustable screen is outstanding, even managing to keep me dry in light rain. After a 400-mile ride from St Andrews in Scotland to Triumph’s factory at Hinckley in Leicestershire, I arrived without a hint of discomfort. I enjoyed the ride immensely, thanks to the Trophy’s excellent handling. For a big bike, weighing more than 300kg with fuel, it’s very agile, yet stable at high speeds. The more expensive SE model — which costs £14,299 to the standard bike’s £12,949 — incorporates Triumph’s first electronic suspension system, which gives pushbutton tuning to suit load and riding style. Other neat touches include the fairing’s automatically locking glove compartment. The large panniers are flexibly mounted and linked, enhancing aerodynamics and improving stability. Triumph has even refined the engine’s throttle response and cruise control since the Explorer’s launch, answering two complaints aimed at that bike. Fully equipped tourers, such as the Trophy, are specialised machines; for town use or commuting, a taller, lighter adventure bike has distinct advantages. But for long-distance road riding, the Trophy is hard to beat. It’s fast, efficient, fine-handling, comfortable and wellequipped. And proof that there’s plenty of life in the traditional touring bike format.

MODEL

BMW R1200GS

TRIUMPH TROPHY

Capacity Power Price

1170cc 125bhp @ 7,700rpm £11,395 (R1200GS E £12,435; TE £13,815)

1215cc 132bhp @ 8,900rpm £12,949 (Trophy SE £14,299)

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Q&A

ASK THE EXPERTS

ALAMY

MEMBERS’ QUERIES ON SLIPPERY SURFACES, SPEED CAMERAS, ROAD MARKINGS AND MORE

Could you explain the regulations for siting slippery road warning signs? They rarely seem to communicate useful information about road conditions. Stephen Serjeant

of skidding because of the road surface and are not primarily intended as a deterrent to excess speed, although you and I would probably take the hint and adjust our approach speed accordingly. Peter Rodger

Department for Transport (DfT) guidance on the use of hazard warning signs, including “slippery road” signs, is set out in the Traffic Signs Manual. Briefly, such signs should or may be used at locations where there is an increased risk of skidding from any cause (except frost or ice, which has its own warning sign) that may not be obvious to road users, especially those unfamiliar with the road. The decision to warn of a slippery road should take into account the “skid resistance” of the road, the type of road and traffic, as well as average vehicle speeds. Slippery road warning signs can be either permanent or temporary and are often used in connection with specific roadside operations that generate mud, wet concrete etc. However, it’s clear that slippery road signs relate to the likelihood

Do the so-called “average” speed cameras provide an average speed? The term “average” is defined by the Oxford English Dictionary (OED) as “calculated by adding several amounts together, finding a total, and dividing the total by the number of amounts”. The average speed cameras only measure time and distance; there are no measurements of speed, which would be needed to provide an average speed. If one fell foul of the cameras, could you argue in court that the calculation used to provide the prosecution is not an average speed? Paul Edwards

I’m going to have to disagree with the OED definition on which your question is based. The method described is one means of

calculating an average speed, but it isn’t the only one, and there is another that has been known for centuries and used to calculate average speeds of ships, railway trains and of course motor vehicles. The average speed of a body in motion is calculated by dividing the distance travelled by the time taken. Usually represented as S=D/T. Thus a vehicle travelling a distance of half-a-mile in one minute does so at an average speed of 30mph (1/2 mile x 1/60 of an hour = 60/2 = 30mph). This means of calculating average speed has been used in vehicle speed monitoring and enforcement, and has been accepted as evidence by the courts for more than 100 years. It was first used at the end of the 19th century, before any other means of calculating speed was available, and then took the form of two police officers stationed at either end of a measured stretch of road. After the development of the speedometer, time and distance enforcement was discontinued in favour of spot speed detection. However, in the late 1970s and early 1980s, average speed enforcement made a comeback in the guise of a visual average speed computer and recorder (VASCAR), a system that linked an inbuilt timing device to the police traffic car or bike milometer – not the speedometer – via a basic computer, and produced an average speed for the target vehicle. VASCAR was superseded by ProVida, which, although better known for providing a video recording of the alleged actual speed of the pursued vehicle, also provided an average speed from the moment it was activated to the moment it was turned off. Viewed in this light, average speed cameras are based on a formula that is neither new, nor radical, and has a long history of acceptance by the UK courts. Challenging the evidence of the average speed cameras on the grounds you suggest is doomed to failure. Kevin Delaney, head of road safety

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‘Research indicated a 6 per cent reduction in fatalities once all cars are equipped (with daytime running lights), and the European Commission decided this outweighed any drawbacks relating to visibility of cyclists and motorcyclists, and introduced the requirement for all new vehicles’

ⓠ

Has there been any research on the impact of roadside distractions such as the growing number of wind turbines? One alongside the M6 near Lancaster seems to be right over the motorway, but the highways authorities, seemingly under pressure to be supporting wind energy, deny any suggestion of distraction. Stephen Hinchliffe

ⓐ

In the absence of any legal or practical definition of “distraction”, the simple – but unsatisfactory – answer to your question is that a distraction is what someone in authority says it is, or isn’t, as the case may be. And you may well be right in suggesting that political correctness plays a significant part in that decision.

ⓐ

I can think of many explanations, and DfT guidance for the use of double white lines is sufficiently broad to allow latitude for those deciding on their use. However, the photo suggests that oncoming vehicles have a better view around their right-hand bend than oncoming traffic around their lefthander. If there is a history of collisions involving vehicles travelling around the right-hand bend crossing the centre of the road, the use of a solid line could be intended to reduce this while leaving traffic travelling in the opposite direction free to overtake. However, I would expect double white lines. My confusion is compounded by your observation that a similar section of road further back is marked with double white lines and I can think of no reason to justify the different approach. I suggest you contact the highway authority and ask them. Kevin Delaney

The Highways Agency and county councils have taken, and still do take, a robust approach to roadside advertising, demanding the removal of advertising on private land that is visible from the road on pain of prosecution. However, they seem content to permit product advertising on the approach to service areas. Furthermore, sculptures such as the Angel of the North are not only condoned, but welcomed as landmarks. It should come as no surprise that wind turbines situated alongside major roads are not considered a distraction, and if they do distract some drivers it is the drivers who are blamed. While there has been a good deal of academic research into aspects of driver distraction, most of it has concentrated on distractions arising either within the driver (alcohol, drugs etc) or within the

car (mobile phone, satnav), rather than external distractions. We take the view that there is a direct link between driver distraction and a lack of concentration on the core aspects of driving. Drivers who concentrate, anticipate and plan their driving are more likely to note and then dismiss distractions, concentrating on the task in hand. Greater concentration equals less distraction, even if a determined effort to ignore the distraction is required. Kevin Delaney

ⓠ

The new EU edict to force all new cars to have daytime running lights is badly thought out. Cyclists and motorcyclists used to have a light on in the daytime to be seen more easily; the new EU orders negate any benefit from this, making them more susceptible to not being seen. Also, manufacturers are putting large numbers of them in silly patterns and at high levels, and they do not switch off when sidelights are used at night, so they cause intense dazzle. Roger Mathews

ⓐ

The mandatory introduction of daytime running lights was opposed by the UK government, for the reasons you describe, among others. However, research indicated a 6 per cent reduction in fatalities once all cars are equipped, and the European Commission decided this outweighed any drawbacks relating to visibility of cyclists and motorcyclists, and introduced the requirement for all new vehicles. The regulations are very detailed and unless manufacturers adhere to them their cars will not be granted European Type Approval. The regulations cover angles of visibility and position. Regarding the height, the lights must be fitted no less than 250mm and no more than 1,500mm above the ground. Tim Shallcross, head of technical policy and advice

Spring 2013 iam.org.uk | 57

Alamy

ⓠ

I would be interested to know your opinion on the line markings on this section of the A414 in Harlow, Essex (pictured above). There is an arrow pointing to the left, and, according to rule 107 of the Highway Code, it indicates that you need to get back on to your side of the road. However, the white lines on the nearest side are broken. I would expect the line on the nearest side to be continuous. I understand that if the white lines are broken you can cross them if safe to do so. Knowing the road as I do, I am aware that the traffic coming up the hill in the opposite direction does not expect any traffic to be in the middle lane. There is a roundabout just below where this photograph is taken, leading to yet another roundabout, and the situation on that section is almost identical, but there are two continuous white lines on that section, which is how I would have expected the section in the photograph to be marked. Colin Ward

REGIONAL NEWS

WARRINGTON

We always like to hear about the positive experiences that Skill for Life inspires. Take Ali Boyle from Cheshire. “Having ridden bikes for more than 20 years, it’s only now that I feel I can really ride my bike – and really enjoy the experience. The skills that I have been taught by Gordon Blackshaw of the Warrington group mean that I’m in control and prepared for anything that may come my way. As such I can now relax and enjoy the freedom motorcycling gives you. “Gordon’s patient, humorous, yet strict approach has taken me from a nervous, wobbly rider to a confident, smooth, safe and secure advanced motorcyclist confident in her ability and control. “Friends who I’ve ridden with have commented on the difference in my riding style and positive attitude, so much so that they have started to look at the way they ride. I cannot thank the Warrington group enough and I’m recommending this experience to everyone that I meet.” Thanks, Ali

WIRRAL

On 25 November 2012 members of the Wirral Advanced Motorcyclists (WAM) presented a cheque to blind ex-soldier Billy Baxter at the Blind Veterans UK Llandudno Centre in north Wales in aid of his nominated charity. Billy’s blindness is a result of contracting a rare disease while on a tour of duty in Bosnia. He is currently a world land speed record holder for being the fastest blind rider on two wheels, with a speed of more than 160mph. He also gave a talk at WAM’s club night.

CHELTENHAM

Cotswold BMW and Cheltenham and Cotswolds Advanced Motorcyclists (CCAM) have recently agreed an exclusive new Skill for Life package. Each purchaser of a new, unregistered BMW motorcycle will be offered a subsidised Skill for Life and CCAM membership package for only £25 – saving £114 off the standard price. This arrangement has been put together by Andrew Pengelly, sales manager at Cotswold BMW Motorrad. It’s a great endorsement from BMW of CCAM’s ability to support and develop BMW customers and the vision to encourage customers into further training. CCAM will be organising events (such as slowriding training) in partnership with Cotswold Motorrad to encourage more of their existing customers to get involved.

YOUR LOCAL GROUPS

IAM NEWS FROM YOUR AREA, FROM SKILL FOR LIFE UPDATES, CHARITY WORK AND BIKER SAFETY INITIATIVES TO THE NATIONAL BIKESAFE SHOW AND YOUR ADVANCED DRIVING ACHIEVEMENTS

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LANCASHIRE

RideSafe BackSafe is a biker-friendly road safety initiative that focuses on the wellbeing of all moped, scooter and motorcycle riders in the north west (ridesafebacksafe.co.uk). Each year, local groups support IAM taster assessment days and the dates for this year are 27 April, 29 June and 14 September. Sessions take place at Hartwood Hall hotel on the A6 and consist of a morning classroom session followed by lunch and an accompanied ride in the afternoon. For more info, see the website or email info@ridesafebacksafe.co.uk

LEEDS

Married couple Helen Setnicka-Zambas and Marek Setnicka had one request for their advanced driver training with the Leeds group. They wanted to learn together. Not the usual approach, but observer Bob Page was happy to give it a try. With one driving for 45 minutes, then swapping over for the next 45-minute session, each could learn from the other. And it was clearly a method that worked. Helen and Mark took their test within two weeks of each other and both achieved a F1RST pass standard. To train and pass a couple in this way is unusual; for them both to achieve top marks is remarkable.

YORKSHIRE

The National BikeSafe motorcycle show arrives at Doncaster Racecourse on 8 and 9 June. With hundreds of stands, free assessed ride-outs with advanced police riders, stunt shows and motorbike rides for five-to-11-yearolds, it’s a great family day out. This year, Region 4 motorcycle groups will also have a stand at the show, so make sure you stop by. bikesafeshow.co.uk

YORK

There may be an age difference of more than 70 years, but Doug Petty and Lauren Pearse share a common achievement – they have both passed their advanced driving test with the York group. Doug actually passed his advanced driving test 30 years ago, but at the age of 89, successfully took it again. For Lauren, 18, advanced driving “not only gave me a great opportunity to lower my insurance premiums, but also gave me the confidence that I needed.’

IAM REGIONAL CO-ORDINATORS

The groups are divided into eight regions, each with regional group co-ordinators (RGCs) for both car and bike. For information about your local group, such as email, website and contact details, please go to iam.org.uk/ iamgroupsdirectory

REGION 1 South West England and South Wales CARS: Richard Furneaux  07837 008473  richard.furneauxRGC@iam.org.uk MOTORCYCLES: Tim Soper  01637 880770  tim.soperRGC@iam.org.uk REGION 2 South London and South East England REGIONAL MANAGER: Mark Trimmer  mark.trimmer@iam.org.uk REGION 3 Midlands and Mid Wales CARS: Phil Collins  07530 195607  phil.collinsRGC@iam.org.uk MOTORCYCLES: John Lickley  0121 323 2609  john.lickleyRGC@iam.org.uk REGION 4 North East England CARS: David Stringer  0113 350 8625  david.stringerRGC@iam.org.uk MOTORCYCLES: Malcolm Lonsdale  01670 791392  malcolm.lonsdaleRGC@iam.org.uk REGION 5 North West England and North Wales CARS AND MOTORCYCLES: Ian Marginson  01772 330163  ian.marginsonRGC@iam.org.uk REGION 6 Scotland CARS: Neil Warden  07775 420029  neil.wardenRGC@iam.org.uk MOTORCYCLES: David Coia  0141 772 6367  david.coiaRGC@iam.org.uk REGION 7 North London and Eastern England NORTH: Dave Shenton  0115 846 5870  dave.shenton@iam.org.uk SOUTH: Tony Clarke  01462 894624  tony.clarkeRGC@iam.org.uk REGION 8 Northern Ireland CARS AND MOTORCYCLES: Angela Bell  07743 815810  angela.bellRGC@iam.org.uk SUMMER 2012 iam.org.uk | 59

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27/9/12

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MEMBER BENEFITS

DEALS ON WHEELS

Great new discounts on the V40 and other models from Volvo. Find out more at iam.org.uk/volvo

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Terms and conditions and some restrictions apply to all these individual offers. Please see our website for details or ask for the conditions when calling about any offer or promotion. Details correct at the time of going to print, but may be subject to subsequent change. 62 | iam.org.uk SPRING 2013

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COMPETITIVE TRAVEL INSURANCE IAM Surety can offer competitive premiums for your travel insurance requirements without compromising the cover.

IAM SURETY MOTORCYCLE INSURANCE IAM Surety beat competitor bike quotes in nine out of ten cases*. IAM Surety offers members a tailored service and they have even formed their own IAM motorcycling group!

IAM SURETY CONTACT DETAILS Before your next insurance renewal date, obtain a quotation in advance by simply providing your details online at: www.iamsurety.com or call 028 9033 2111 *Based on insurance quotes for new policies by Adelaide Insurance Services to UK IAM members from January 2008 to November 2012 who met criteria. The IAM is an Introducer Appointed Representative (IAR) for Adelaide Insurance Services Ltd.

For more IAM member benefits, visit iam.org.uk/ members

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MEMBER BENEFITS

IN GEAR WEAR YOUR MEMBERSHIP BADGE WITH PRIDE

If you would like to suggest other items to carry the IAM logo just tell us. Email your suggestions to customercare @iam.org.uk

R82-83 Mugs Choice of ‘I AM hot…’ and ‘I AM not a mug’ with ‘I AM an advanced rider’ on the reverse £7

Books and DVDs A range of guides and training manuals. From £9.99

R90 Rider badge set £10

D30 Leather key fob

£6

D53 Member’s tie

£8

D55 Waterproof fleece

£29

D80b Polo shirt in black

£20

D80w White polo shirt

£20

P57 Golf umbrella

£15

D82/83 Branded mugs

£7

D84 Member’s badge set

£12

D88 Baseball cap

£8

P09 IAM satchel bag

£8

P21 Skill for Life gift course pack

£139

P22 Neck scarves (2)

£10

P23 IAM pen

£4

P25 TwoZero rider bag

£29

P26 TwoZero cycling bag

£29

DRIVER CLOTHING AND ACCESSORIES

D30

D53

D80b

D80w

P57

D84

D88

P09

P21

P23

P28

P65

P93

D55

D82

D83

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Many more items are available in our online shop iam.org.uk/membershop or call our new order hotline and order direct from the IAM on 020 8996 9758 Post and packing on all orders £3.50

D81 Teddy Bear 12” soft ‘I AM Cute’ teddy bear £12

D85 Safety kit In-car safety kit of four hi-vis vests and wind-up torch in a reflective bag £29

CAN BE ENGRAVED COMMERCIAL VEHICLE BADGES C27

RIDER CLOTHING AND ACCESSORIES

P62

R82 R83

P22

R22

R88

C31

P25

R80b

R90

C40 D40 R40

P26

R80w

R91

P28 Mouse mat

£6

P62 Hi-vis vest

£25

P65 Breathalyser (four units, NF approved)

£8

C27 Cloth badge (also red, green)

£5

C31 Lapel badge (also red, green)

£5

C40 D40 R40 Chrome car badge £30 (can be engraved for £10) P93 Ripper wallet

£9

R22 Neck scarves (2)

£10

R80b Polo top in black

£20

R80w Polo top in white

£20

R82/83 Branded mugs

£7

R88 Baseball cap

£8

R90 Rider badge set

£10

R91 Member’s rider set

£12

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CHIEF EXAMINER PETER RODGER

FROM THE DRIVING SEAT

PETER RODGER LOOKS BACK ON THE 50-YEAR HISTORY OF THE SEAT BELT AND HOW OTHER SAFETY SYSTEMS HAVE DEVELOPED, AND COMMENTS ON FUTURE LEGISLATION

DANIEL PULLEN PHOTOGRAPHY

he seat belt is having a bit of an anniversary this year. It rose to prominence in the early 1960s when it became a compulsory fitment to cars, but it was another 20 years before wearing one became a legal requirement. The simple seat belt is a straightforward device; it’s become more complex and effective, yet stayed familiar over the past 50 years. Since then, we’ve also had the development of a wide variety of airbags and side-impact protection devices that help absorb energy in a crash, rather than transferring the effects of it to their occupants. The next level of engineering to keep us alive has been the development of systems that help maintain control of the car. Substituting engineering and computer technology for human effort has given us traction control, ABS and electronic stability control systems. These intervene in the physical control of the car to help prevent a crash, supporting judgements made by the driver. The next step are those systems that intrude a bit further – emergency brake assist systems, adaptive cruise control, and systems that sense another vehicle in front and slow you down when you are failing to brake in time. These actually start to make judgements on behalf of the driver in an attempt to prevent the crash. The engineering is starting not to help the driver, but to substitute for them. There are, of course, plenty of other technological developments that have helped along the way, but this thread of change is worth considering. We are inclined to be very resistant to changes that directly affect how we do things. The seat belt requires some input from us (you have to put it on), and was seen

ALL CHANGE PLEASE

Technological developments are changing the way cars are driven

as restricting movement and possibly being a greater risk in some circumstances. Yet these other aspects of safety have been implemented with less resistance and more acceptance. It is likely that future changes will be more intrusive, will take more control of the machine from us, and will be more positive about preventing the impact happening. We have featured cars in previous issues of this magazine that drive themselves without any driver input. While that particular level of technology is probably not going to appear for a couple of years, some of the things that are will be about allowing the car to make judgements and act on them. Some of this is a challenge to our view that we should be in charge, that we should be the driver and that we should make the decisions. Accepting their value, while not losing sight of our responsibility, may be a difficult balance to strike. But it’s a challenge we must all rise to. And all that started with the simple seat belt – probably the most effective engineering safety measure of all, not only because of what it does physically, but because of the way it altered our mindset about safety systems.

The government is currently considering changes to the way it deals with the general public in terms of cars and bikes and licences. It has started to move driving tests away from its own offices and to operate them from other premises, such as colleges and car parts shops. How the Driving Standards Agency, operating those tests, and the DVLA relate to each other and to the Department for Transport itself is all part of that consideration. At the same time, there are possible changes to the law about emergency service driving, and we have recently learned of new driving licence entitlements that came from the Third EU Driving Licence Directive. From 19 January, for example, there is higher age limit for direct access (via practical and theory testing) to licences for the most powerful motorbikes. For most of us, the changes about what category of vehicle we can drive or ride when we pass the test, or which government department manages it are largely irrelevant. These things are not changing everyday life. But like the efforts of the food industry to deliver low-cost meals, there are risks in trying too hard to pare down the costs of complicated processes. We can reach the situation where everyone ignores what is going on and assumes that someone else is looking after it. So we need to keep an eye on what is being done, but without becoming obsessed with it. What matters is whether drivers are competent and capable; whether the systems deliver safety first and foremost. If they don’t do that, there isn’t much point in them being there.

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Travel insurance

INSTANT QUOTE & COVER now available online Do it yourself, it’s quick and easy. Visit www.adelaideinsurance.com/travel Competitive premiums without compromising the cover. Policy Options: ● Annual Multi-Trip Travel Policies or Single Trip ● Available to Individuals, Couples and Families ● Europe and Worldwide cover options ● Option to upgrade to Winter Sports available Acceptance criteria and terms and conditions apply. UK residents

Instant Travel Insurance adelaideinsurance.com/travel

Home & Contents insurance

FREE 24 hours a day PROTECTION… …with our home emergency assistance, including a team of contractors i.e.plumbers, electricians, builders etc.* Other providers charge £60 or more. Plus competitive premiums with excellent cover.

Register for a quote and SAVE: 028 9033 2111 (Calls may be recorded for our mutual protection) Register for a Quote: www.iamsurety.com E-mail: enquiries@iamsurety.com

IAM Surety vo insurer for V ted UK’s No.1 alue-for-Mon ey Adelaide Insurance Services, 1st Floor, Boucher Plaza, 4-6 Boucher Road, Belfast, BT12 6HR IAM Surety Home is available to UK IAM members who meet acceptance criteria. Benefits apply to RSA ClearChoice policy arranged via Adelaide Insurance Services and policy conditions apply. Certain postcodes excluded. *Up to £250 & terms and conditions apply.

Home Insurance from IAM Surety — officially appointed by the IAM 067_IAM_SPRING13.indd 67

IAM Surety is a trading brand of Adelaide Insurance Services Ltd.

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