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SPRING 2022

SPEED LIMITERS DEBATED ATED Observing the speed d limit: a job for the e driver or the car?

THE SCIENCE OF SOUND How what you hear affects how you drive

CROSSING CONTINENTS Great European road trips that will take your breath away

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W ELCOME S P R ING 2 0 2 2 HOW TO GET IN TOUCH IAM RoadSmart 1 Albany Place, Hyde Way, Welwyn Garden City, Hertfordshire AL7 3BT Phone: 0300 303 1134 Email: roadsmart@iam.org.uk Web: www.iamroadsmart.com Patron HRH Prince Edward, Duke of Kent President Nigel Mansell Vice Presidents Sir Peter Bottomley, Steven Norris, Nick Ross Chief Executive Officer Tony Greenidge Head of DRA Strategic Analysis & Membership Engagement Jags Ladwa Council of Trustees Stuart Donald QPM (Chair), Jeff Willcocks (Vice Chair), Tony Cearns, Elizabeth Coyle-Camp, John Jenkins, Samantha Kane, Nick Lomas, Dr Brad Poulson, Nick Stein Registration England & Wales 562530 Registered Charity Number 249002 (England & Wales), SCO41201 (Scotland) PUBLISHED BY Immediate Media Co. www.imcontent.co.uk Editor Matt Rigby Account Manager Katy Hewett Design Director Will Slater Editorial Director Dan Linstead Art Editor Robin Coomber Production Editor Charlotte Martyn Cover illustration James Carey TO ADVERTISE Head of Commercial & Partnerships Jamie Bolton (0117 300 8518; jamie.bolton@immediate.co.uk)

With a new year under our belts and a new season on the way, I’m very pleased to welcome you to the Spring 2022 issue of RoadSmart. With wintry weather receding (I hope), now is the time to start thinking about the joys of motoring in the warmer, lighter months. So whether you’re recommissioning your bike after its winter hibernation, or you’re planning for road trips to your favourite motoring events, we hope you’re eagerly anticipating a spring and summer of safe and satisfying driving and riding. We’re looking forward in a different way in this issue, too, as we take a look at the future of roads themselves. With the government set to spend almost £25bn between now and 2025 on strategic road infrastructure projects, we talk to the people involved in one of the country’s biggest-ever highway upgrade projects to find out exactly what it entails and explore the issues facing the future of road construction. Find out more on p38. You’ll find roads of a slightly different type on p22. We’re dreaming of foreign travel and have served up a tantalising trio of European routes to inspire you to explore. Let us tempt you to go on the trail of Spanish spaghetti westerns in Europe’s only desert, explore Italy’s supercar valley or discover the iconic tracks of French motor racing history. Of course, part of the appeal of a road trip is the mood boost you get from being out on the road, driving or riding with friends. And good mental health is every bit as important as safe riding on the road, which is why we’re working with Mental Health Motorbike to help promote wellbeing and safety in the biking community. Meet some of the Mental Health Motorbike team on p46. And finally, this is the last issue of RoadSmart where you’ll find me welcoming you to the magazine. I’m standing down as CEO of IAM RoadSmart at the end of March, and while I’m sad to be leaving, I’m incredibly proud of what the organisation has achieved over the last few years – and confident that it will go from strength to strength. See p54 for more.

“PART OF THE APPEAL OF A ROAD TRIP IS THE MOOD BOOST YOU GET FROM BEING OUT ON THE ROAD, DRIVING OR RIDING WITH FRIENDS”

Tony Greenidge Chief Executive, IAM RoadSmart

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CON T EN T S IN TA K E

07 NEWS The latest motoring issues, from the updated Highway Code to insurance regulation and e-scooter incidents 11 INNOVATIONS V2L charging will allow electric vehicles to use their batteries to power more than just the engine. We find out more about this new technology 12 THE GREAT DEBATE Intelligent speed assistance will enable vehicles to adhere to speed limits automatically. Is this thee start of a road safety revolution or the end of driver control? 17 THE SCIENCE OF SOUND Whether you’re listening to music, talking to a passenger or even travelling in silence, the noises around you can affect your performance on the road

22 CONTINENTAL DRIVES Dream of getting away with our guide to the best routes for motoring aficionados in France, Spain and Italy 31 SKILLS REFRESHER: ROADWORKS Negotiate narrow lanes and hold-ups safely 32 ASK THE EXPERTS Your questions answered by our panel 34 GEAR GUIDE: VEHICLE SECURITY Keep your car or bike safe and sound

35 RICHARD GLADMAN Never stop learning, says our Head of Driving and Riding Standards

IN S IDE R 51 GALLERY Out and about at Motorcycle Live 54 TONY GREENIDGE We can adapt to change, says our CEO

F E AT UR E S

55 IAM ROADSMART NEWS The latest news from the organisation

38 THE WAY FORWARD We talk to some of the people behind the most ambitious road-building project in recent history, and discover some of the challenges facing road construction in future 46 THE NEW SUPPORT RIDERS The open road can be a great place to unwind and improve your wellbeing. We meet Mental Health Motorbike, the charity offering extra support to riders around the country

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INTAKE

News and views from the world of road safety

The science of sound: how noise affects your motoring Plus: will cars that regulate vehicle speed create safer roads or lead to a loss of driver control? p12. / SPRING 2022 / 7

IN TA K E

/ SPRING 2022

Total ban on in-car use of mobiles NEW LAWS are now in force to prevent the use of mobile devices in vehicles. Previously, it was illegal to text or call from a handheld device while driving, apart from in an emergency. Now police can prosecute drivers who use a phone to take photos or videos, scroll through playlists or play games. The regulations also apply even when the vehicle isn’t moving, including at traffic lights and in jams. In addition to making an emergency call, the only exception is for using a phone to make a payment for services such as tolls and drive-through restaurants. Drivers may continue using a device ‘hands-free’ while driving, such as a sat-nav, provided it’s in a cradle, but must ensure they aren’t distracted. “By making it easier to prosecute people using their phone at the wheel, we are ensuring the law is brought into the 21st century,” said Transport Secretary Grant Shapps.

STAY SWITCHED ON

GET T Y

IAM ROADSMART is urging its members and all road users to familiarise themselves with the updated Highway Code, which came into effect in January after a government consultation. “For many drivers and riders, the last time they read the Highway Code may well have been when they were taking their test,” says Neil Greig, Director of Policy and Research at IAM RoadSmart. “The new rules proposed by the Department of Transport (DfT) have now been ratified by parliament and are legally binding. It’s vital that all road users – not just drivers and motorcyclists but scooter riders, cyclists, horse riders and pedestrians – study the document and make sure they’re familiar with, and adhere to, the new rules.” More than 125 new or amended rules have been introduced to establish a hierarchy of road users. The DfT states that this will ensure “that those road users who can do the greatest harm have the greatest responsibility to reduce the danger or threat they may pose to others.” The revised Code also clarifies existing rules on pedestrian priority on pavements, and informs drivers and riders that they should give way to pedestrians crossing or waiting to cross the road. A third key aim of the changes is to establish guidance on safe passing distances and speeds when overtaking cyclists or horse riders and ensuring that they have priority at junctions when travelling straight ahead. While placing greater responsibility on drivers and motorcyclists for the safety of cyclists, the Code also reminds cyclists that they should give way to pedestrians on shareduse cycle tracks and refrain from riding on pavements. “While it is useful to provide a synopsis, we urge all road users to obtain a copy of the revised Highway Code, which they can download at www.gov.uk/ guidance/the-highway-code, and study it in detail,” concludes Neil.

GET T Y

Updated Highway Code now in force

IAM ROADSMART has canvassed more than 1,000 motorists on driving in the dark. This follows many councils turning off street lighting to save money and cut emissions, as figures reveal 102 deaths and 849 serious injuries on unlit roads from 2016 to 2020. Most respondents agreed switching off street lights affects safety. Lack of visibility, colliding with pedestrians and risk of vehicle breakdown were significant concerns. “Motorists should slow down on unlit roads in built-up areas, raise awareness of poorly lit routes and plan journeys carefully,” advises Neil Greig, IAM RoadSmart’s Director of Policy and Research.

£200 and six points on their licence is the penalty drivers will pay if caught using a mobile device when driving

Lower speeds and more caution should be used on unlit roads.

IN TA K E

882 ACCIDENTS During 12 months from June 2020, e-scooters were involved in 882 accidents, resulting in 931 casualties, of which 732 were e-scooter users. Three e-scooter users were killed, and estimates indicate that 253 users received severe injuries and 675 slight injuries. In addition, 37 pedestrians were seriously hurt and 94 slightly injured. £1,000 FINES Firefighters in London have tackled 50 fires involving e-scooters, including one on a train. As a result, Transport for London has banned the devices from buses, trains, trams and tubes. Anyone who fails to comply could face a £1,000 fine and be banned from travelling on the network. 3,637 CONFISCATIONS It remains illegal to use privately purchased e-scooters on public roads, and London police have seized 3,637 of them. “Some people may be unfamiliar with the rules around e-scooters, which we’re working hard to address,” said commander Kyle Gordon, in charge of roads policing with the Metropolitan police.

GET T Y

E SCOOTER ISSUES MOUNT

Insurance rules to stop renewal price hike NEW LEGISLATION is now in force to end the practice of insurance companies charging existing customers more for insurance coverage than new customers. The rules, which apply to car, bike, van and house insurance, are designed to end the so-called ‘loyalty premium’. This ‘premium’ has seen customers who remain with the same company face an increase in the cost of their policies every year. In contrast, new customers have benefited from substantial discounts offered to entice them to join the company. The tactic has resulted in existing customers paying up to one and a half times as much as

new customers. While the rule change should be good news for those who opt to remain with the same company as policy prices level out, it will make it more difficult for those who prefer to shop around in search of discounts. Following November’s collapse of MCE Insurance Company (MCE), one of the UK’s largest motorbike insurers, some 105,000 customers will have to find new insurance cover after the full term of their existing policies expires. However, the broker wing of MCE, MCE Insurance Ltd, has not gone into administration and customers can renew through it or seek a new deal elsewhere.

Carmakers battle supply issues UK CAR production hit a perfect storm as 2021 ended. In October, just 64,729 vehicles were built, representing a year-on-year decline of 41.4% and the worst October for the industry since 1956. While the ongoing global semiconductor (or ‘chip’) shortage was the primary cause, the closure of the Honda factory in Swindon was also a contributory factor. “These figures are extremely worrying and show how badly the global semiconductor shortage

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is hitting UK car manufacturers and their suppliers,” said Mike Hawes, Chief Executive of the Society of Motor Manufacturers and Traders. The problem extends far beyond the UK, though, and affects the entire global automotive industry as it attempts to recover from Covid-19. Customers face delays of more than a year for certain models, with some cars being delivered with missing features. Seasoned industry observers predict the semiconductor issue could continue into 2023. @IAMRoadSmart

IAMRoadSmart / SPRING 2022 / 9

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Looking for a unique experience for yourself or to give to a loved one? Try something different with an experience from Red Letter Days, which we’re offering to you with an exciting 20% discount. Red Letter Days is the original pioneer of experience gifts, and has over 6,000 gifts and experience days available to book. From indulgent food and drink experiences and one-of-a-kind days out nationwide to adrenaline-fuelled skydiving, zorbing, zip lining or bungee jumping, there really is something for everyone. As an IAM RoadSmart member, you’ll definitely want to check out the dedicated driving experiences section, which is packed full of amazing things to try on two and four wheels. Test out a supercar, go off-road in a tank, ride quad bikes or get behind the wheel of a 4x4. Young drivers can also test out a range of driving experiences, including taking a sports car out for a drive, outdoor karting and rally driving.

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IN TA K E

V2L charging could be a boon for people such as photographers whose job would benefit from a fully powered mobile ‘office’.

INNOVATIONS

The car with charge to spare Hyundai’s V2L battery technology has uses beyond your car, finds Paul Horrell n electric car has a very large battery. So large that it could power things other than the car. This is known as ‘vehicle to load’, or V2L charging. The car acts as a large mobile generator, using stored electrical energy rather than diesel or petrol. And it can power all sorts: laptops, fridges, even other electric cars. Of course, you can power a 240V appliance from any car using an inverter plugged into the 12V socket. That’s handy for small things like lights or laptops. But a combustion car’s 12V battery can’t provide the sort of energy we’re talking about. The Hyundai Ioniq 5’s battery and motor system run at 800V DC. Most electric cars are 400V, but the higher voltage means the same power has half the current, so its internal wiring can be thinner and lighter. It also opens the way for ultra-rapid replenishing of the battery when 800V chargers come on stream – 10% to 80% in under 20 minutes. Most roadside rapid chargers run at 400V, so the Hyundai has an integrated charging unit that can step 400V DC to 800V DC, and also steps down the 800V to 12V DC for the normal electric systems like lights and wipers. The same system – Hyundai calls

ILLUSTRATION JAMES CAREY

OUR VIEW “The fact that V2L technology means you can help a stranded motorist with a drained EV battery has obvious safety benefits. It might be a shock to the system for some, but in the same way we’ve learned to maximise fuel efficiency, we’re all going to have to find ways to get the most out of our vehicle batteries in future” Neil Greig, IAM RoadSmart Director of Policy and Research

it the Integrated Charging Control Unit or ICCU – also converts AC to DC, for accepting household or 7kW power to charge the big battery. (Most EVs have a separate unit for this.) And, most unusually, the ICCU can convert DC to AC. Thanks to this ability to convert multiple voltages, it can deliver 240V AC external power. There’s a socket under the back seat for in-car appliances, and an adapter plugs into the external charge socket. It’ll do 3.6kW/16 amps – that could power a serious camp kitchen or, say, your ‘home’ office. The Ioniq 5 has up to a 73kWh battery, giving you up to 20 hours’ power. Obviously, exhausting the battery in a remote location isn’t a great idea, so you can set a minimum charge when the supply shuts off. Other uses include charging another EV: donating a stranded car an emergency 10 miles of power to get them to the next charge station takes less than an hour. And in a power cut you could run a lead from the car to your house. More significant, as a renewables-dependent grid is adapted to take incoming power, cars could draw charge when it’s abundant and cheap (a windy night, say) and sell it back during the day when it’s more valuable. / SPRING 2022 / 11

IN TA K E THE GREAT DEBATE

Should intelligent speed assistance automatically limit your speed? As the technology in our cars becomes more advanced, have we reached the point where vehicles could prevent motorists from breaking the law? Is this the end of driver responsibility? Or just the start of safer roads? Paul Horrell finds out more and two motoring experts share their views.

Would you want your car to limit its own speed, or would you rather stay in complete control?

YOUR VIEW Where do you stand on the subject? Send a tweet to @IAMRoadSmart or visit facebook.com/iamroadsmart 12 /

/ SPRING 2022

MIKE M If this actually happens and the vehicle overrides my input, then when I enter the M67 coming from the M60 I would be doing 40mph for about a mile as that’s what my Focus informs me that the limit is, even though it’s the national speed limit. It’s done this quite a few times entering a motorway, which is pretty dangerous when entering a live lane with traffic being controlled this way.

IAN F I don’t see that breaking a 70mph limit on a motorway or dual carriageway is comparable with breaking a 30mph limit in town. Totally different hazards and conditions.

IN TA K E or years, indeed decades, some road safety researchers have advocated automated systems that control a car’s speed so it conforms to the prevailing limit. This was generally known as ‘intelligent speed adaptation’ or ISA. Finally, from July, ISA is being mandated on new cars. But ISA now stands for ‘intelligent speed assistance’. Drivers are advised of the limit and warned when they exceed it. But most vehicles don’t actually set the upper speed threshold. Some safety advocates argue that assistance is not as good as adaptation. Compulsory fitting of ISA is part of the EU’s General Safety Regulation, or GSR. From July, cars newly coming onto the market must have it. From 2024 it must

lane-keeping assistance, and to trigger autonomous emergency braking. In fact, the regulations permit ‘technology-neutral’ detection of the current speed limit. Some systems use satellite navigation data in addition to the camera detection of signs. And some add live updates, so the satnav is aware of temporary limits caused by roadworks. The regulation requires that an example of the car can detect the limit with 90% accuracy over a 400km (250 mile) test route. That potential inaccuracy was one reason the European car industry body ACEA objected to including ISA in the GSR when it was being drafted in 2018. The ‘assistance’ part of the system can also take several forms. Most cars always

“WE SUPPORT ADVISORY SYSTEMS BUT NOT MANDATORY ONES. THE DRIVER MUST HAVE CONTROL” be present on all new cars. The GSR is actually one of the biggest changes in vehicle regulation the world has seen. It brings in advanced autonomous emergency braking (AEB) to protect against crashes not just with other vehicles but pedestrians and cyclists. Lane-keeping assistance is also part of the package. It adds driver attention and distraction detection, as well as reversing safety systems. Almost all ISA systems use a camera to detect road signs, but that doesn’t mean ISA should pose a big extra expense to car buyers. The same camera and imageprocessing system is also used by the

MICHAEL H I have the option to set my speed limit on the cruise control. I use it a lot and can’t see why it can’t be integrated with the GPS and limit the speed as set.

show the current limit in the instrument cluster or head-up display. When a driver is breaking that limit, there’s a visual warning – the display might flash or go red. This might trigger a beep or buzzer, or a vibration of the accelerator pedal, which might also push back lightly to bring the car back to the limit. The manufacturer has the choice of

LESLIE B There are many situations where conditions mean the posted limit is too fast. So how do authorities hold the driver accountable after an incident when ‘the computer said yes’?

Motorway signs will need to work properly for in-car cameras to pick up speed restrictions.

adding the haptic and throttling functions. And the driver is always able to override the system temporarily by pressing the accelerator as usual. The driver can also switch off the systems, but they must default to being on again the next time the car is started. Research by Professor Oliver Carsten of Leeds University put drivers in a simulator where they ‘drove’ a route with a range of speed limits, using various ISA systems. All systems emerged as equally effective at bringing the drivers into compliance. But, in the main, drivers found the auditory warning annoying, making them more likely to switch it off, though they were satisfied with the system where the accelerator became unresponsive at the speed limit (an ‘adaptive’ system), rating it the least stressful of all the options. Britain’s TRL did much of the work leading to the GSR. David Hynd, chief scientist, recalls, “We looked at 50 potential measures to improve road safety across Europe, and whittled those down to three packages that gave the best costbenefit ratio for society. The EU voted for the biggest package.”

JENNY F Given that our Audi regularly wants to dial 999 on long stretches of straight motorway because there is little steering input, or that crossing the lane dividers without indicating causes auto braking, I am not convinced about tech. Welcome to the world of today’s expensive cars – they think they are better drivers than the actual driver. / SPRING 2022 / 13

IN TA K E THE GREAT DEBATE

NO: Colin Grover

YES: David Ward

Principal engineer for ADAS and automated driving, Thatcham

President, Towards Zero Foundation

We do all we can to promote vehicle safety at Thatcham. Compliance with speed limits undoubtedly promotes better safety on the road. Lower energy in crashes – ie, ones that happen at slower speeds – leads to better outcomes. But there are difficult challenges that must be overcome before a car can systematically and reliably recognise speed limits and then automatically apply them. We have a complex road network. A vehicle might see a sign on an adjacent road. What’s more, there are contextual limits, too – for example, those that depend on the vehicle class, or road lighting. Then there’s the fact that the national speed limit sign means different things on single and dual carriageways and for different vehicle classes. Many camera systems also can’t read the overhead signs on a motorway because these displays are a pulsing or scrolling light matrix. So we would say that the move from intelligent speed adaptation to intelligent speed assistance isn’t a watering-down, it’s a recognition of those challenges. Systems need to be accurate. Customers also say they prefer a warning rather than to be forced to adopt a certain speed: they don’t like the car to do something for them. You also have to consider consistency – drivers want the controls in their car to do the same thing in every context. Speed should also always remain the responsibility of the driver. For example, near a busy school at leaving time or in bad weather, an appropriate speed is most likely to be below the posted limit. You still have to steer, and still be aware of the conditions around you – there’s an implicit risk in fully relinquishing control. It’s worth noting, too, that some systems already do the job of ISA. Adaptive cruise control can be set to the limit, and also protects your gap with the vehicle ahead. At Thatcham, we set the ABI (Association of British Insurers) ratings, and we give a lower rating for a car fitted with AEB. We are looking to do that for ISA.

“SPEED IS STILL THE RESPONSIBILITY OF THE DRIVER. YOU STILL HAVE TO STEER, AND STILL BE AWARE”

14 /

/ SPRING 2022

I am massively in favour of ISA. It’s long overdue. It should be on by default and not an advisory system. In other words, the system should control the on-board computer so as not to exceed the speed limit. In an emergency, of course, the driver should be able to override it, perhaps with a double-tap of the accelerator. The car industry lobbied against ISA. And when they lost the battle they used classic ‘deny, deflect, delay’ tactics. The attempt by the industry to remove ISA from the GSR was reprehensible and absurd. They exaggerated the number of errors an ISA system would have. Then they introduced the acoustic warning device, when there is no evidence of its effectiveness. You cannot have autonomous vehicles, which the industry wants to sell, unless you have ISA working very well. It’s important that a controlling system is also applied to vans. The number of vans on our roads is increasing, and they are disproportionately involved in fatalities. In my car I’ve retrofitted a controlling ISA system called SpeedIQ, made by Sturdy. It’s designed for fleets, and uses maps and GPS. I’m hugely impressed. It has made me a more relaxed driver. And there are fuel savings, so it’s a green system as well as a safety system. ISA also goes very well with electric vehicles where you’re stretching the range by driving gently. Since Brexit the UK government has consulted on keeping the GSR for cars sold in Britain. It has bottled out of saying ‘we will keep the whole package’. But you can’t cherry-pick. It is a combination of benefits: if a vehicle is going more slowly because of ISA, then the autonomous emergency braking and pedestrian protection will work better. It’s good that if evidence shows it’s working, there is the possibility that the ISA legislation will be toughened up in future.

“IT HAS MADE ME A MORE RELAXED DRIVER. AND THERE ARE FUEL SAVINGS, SO IT’S A GREEN SYSTEM AS WELL AS A SAFETY SYSTEM”

IN TA K E ISA now stands for ‘intelligent speed assistance’ rather than ‘adaptation’, but does this remove the suggestion that the car is in control?

THE IAM ROADSMART VIEW

“A SMALL PROPORTION OF VEHICLES WITH INTELLIGENT SPEED ASSISTANCE WILL HAVE A CALMING EFFECT ON OTHER VEHICLES” Overall, the GSR package will, according to TRL’s analysis, save 25,000 lives across the EU (including Britain, which was then a member). “We were careful not to double-count possible benefits,” explains David. “For example, ISA might slow the car down to avoid an accident, and AEB could also help avoid the accident, but we were careful to count this only once.” Some cars already have AEB and ISA, and this figure is the total after they

PHIL O No way! Visible and audible warning on the dashboard, maybe. But not to override driver input. We need harsher penalties and better education and training for drivers!

were subtracted from the analysis. Also, it’s expected to avoid 140,000 serious casualties, another huge human and financial cost. Part of the benefit, especially in urban driving, is that a relatively small proportion of vehicles with ISA will have a calming effect on the rest, blocking drivers that would otherwise go faster. ISA is included in the Euro NCAP safety ratings, so a car can’t be rated five-star without it. The system is also marketed as a way for drivers to avoid costly fines and licence points for a moment’s inattention. But there’s a wrinkle. Post-Brexit, the government has consulted on whether cars sold in Britain will need to adopt the full GSR systems. This is partly because it might inhibit trade deals with other markets such as the US. Yet Northern Ireland remains in the single market, so cars sold there will meet EU rules and will definitely have it.

It’s significant the system has changed d from ‘adaptation’ to ‘assistance’. A lot of people see adaptive systems as taking control. The research is pretty clear that ISA has positive impacts. Our members are very speed aware, but even the best make mistakes, and something that helps a driver stay within the limit might save a licence or a life. More than half of drivers speed in 30mph zones, and more again in 20mph zones. Urban speeds need to fall to encourage more walking and cycling. On rural roads the limit is 60mph yet the average speed is just 51mph. Most fatal crashes are linked to conditions and bad bends. Enhanced ISA that highlights local dangers would be an even greater contribution. More studies are needed on driver behaviour in ISA-controlled cars. Do drivers keep their foot on the accelerator, knowing that they can’t exceed the limit? Do they rely on the ISA and fail to drop their speed when conditions require? Our position is simple: we support advisory systems but not mandatory ones. The driver must have control. Neil Greig, Director of Policy and Research, IAM RoadSmart

RUPERT P The technology to support this is not yet adequate. Map data is often missing or incorrect. And the cameras fitted to vehicles to read speed signs are often misled by signs that have been turned round, signs in side roads, signs partially hidden behind hedges etc. The widespread roll-out of ISA depends on better data and technology if it is to avoid chaos on our roads.

TIM C I don’t think the new technology is about helping you to avoid speeding fines – it’s about preventing so many drivers regularly breaking the speed limits. / SPRING 2022 / 15

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IN TA K E

What impact does noise have on your concentration and awareness of the road? We look at how engine noise, external noise, music and conversation affect you as a rider or driver WORDS JHENI OSMAN ILLUSTRATIONS CHRIS STOCKER

e’ve all been there: your passenger cranks up the radio and you can’t hear yourself think, let alone concentrate on the road. Pop star Zara Larsson tweeted a few years ago that “80% of the fights me and mom is having is about the volume in the car “cause she can’t see where she drives if it’s too loud” like.... what???” And while there’s little evidence

for loud music affecting vision, studies show that it can be a distraction. Indeed, Rule 148 of the Highway Code advises avoiding distractions such as listening to loud music when driving or riding. The type of music you choose on the road also affects driving, and it’s bad news for metalheads. Listening to thrash metal such as Slayer or Anthrax makes you a worse driver. In 2019, Auto Express and IAM RoadSmart combined forces / SPRING 2022 / 17

IN TA K E to investigate how different music genres affect driving ability. While doing laps of the Austrian Grand Prix track, the Red Bull Ring, on a simulator, a driver listened to thrash metal, hip-hop, classical and pop at full volume. The driver was 14 seconds slower than a control lap when listening to metal (and his throttle movements were more fraught), 12 seconds slower with classical, two seconds slower with pop, and just one second slower with hip-hop. Other research also shows the type of music affects a driver’s performance. Over the last decade, Professor Warren Brodsky, director of music psychology at Ben-Gurion University in Beersheba, Israel, has led various studies on how music affects driving performance. One study found that drivers who were exposed to aggressive music with violent lyrics tended to drive faster and exceed speed limits more often. Another study with novice drivers found that while listening to their preferred music put them in a good mood, it also seemed to distract them, so they made more errors and drove more aggressively. But listening to music designed to enhance perception did improve behaviour and safety. THE ART OF CONVERSATION Chatting can also distract drivers. Many of us will remember a moment where we’ve been deep in conversation with a passenger and missed an exit. Talking on a mobile phone is even worse. Even if the driver is watching the road, their

Research in China has found that the noise of driving through a tunnel makes it more difficult to concentrate.

18 /

/ SPRING 2022

brain will be processing visual imagery from the phone conversation, rather than processing stimuli from the world around them. This increases the risk of ‘inattentional blindness’, causing ‘looked but failed to see’ errors. “Phone-using drivers are able to cope as long as nothing unexpected happens. But, if it does – such as a pedestrian stepping off the pavement – they come unstuck,” says Dr Graham Hole, honorary senior lecturer in psychology at the University of Sussex, whose research focuses on how distractions affect driving performance. “Hands-free can be equally distracting.” Interestingly, a study in 2014, led by Dr John Gaspar from the University of Iowa, found that people on a video call with someone driving tailor their conversation according to the traffic situation, unlike a person on an audio call who cannot see the driver’s surroundings. Collision rates were lower when the driver was on a video call than an audio call. A SMOOTH, QUIET RIDE Moving vehicles generate noise – and the faster they go, the more they make. Our ears can cope with around 85db for eight hours before hearing loss starts. So if the driver of an average car that generates 70db of noise turns up their music too loud, they’ll be at risk of doing long-term damage. Engineers are constantly trying to devise better ways to minimise in-car noise. Manufacturers use insulation, dampening, padding, good-quality glass

RESEARCH IN NUMBERS You might be surprised by just how much the sounds around you can affect your driving or riding

14 15 seconds is how much longer it took a driver to react on a virtual Grand Prix lap when listening to thrash metal music.

minutes behind the wheel is all it takes for a driver to start feeling sleepy due to the vehicle’s natural vibrations.

16%

100

This is how much more time it takes the average driver to react when driving tired.

Taking a break every 100 miles (or two hours) will help keep fatigue at bay.

Since 2019, all electric cars have had to include a sound generator for moving at slow speeds, to increase safety for pedestrians.

DEAFNESS AND DRIVING Yes, deaf people are legally allowed to drive in the UK. You don’t need to tell the DVLA if you’re deaf for a car or motorbike licence, but you do if you have a bus, coach or lorry licence (by filling out an AUD1 form). Remember, if you don’t tell the DVLA about a medical condition that affects your driving, you can be fined up to £1,000, and prosecuted if there’s an accident as a result. Hearing loss affects about nine million people in the UK and research shows that they don’t have more accidents. Deaf drivers tend to use their other senses more, relying on visual cues and the ‘feel’ of the vehicle. But to help deaf people with driving there are all sorts of devices, such as clipon mirrors to give a wider view and special in-car tech that alerts them to emergency vehicle sirens. When learning to drive, deaf people could consider an instructor with experience in deafness, who can use sign language and explain instructions with diagrams or demonstrations. Learn more: www.gov.uk/deafness-and-driving

and choose the best tyre for performance to cut down on vehicle noise, vibration and harshness (NVH). Research by the US National Institute for Occupational Safety and Health shows that excessive ambient noise increases stress, which is known to cause fatigue. Research also shows that the gentle, rocking vibrations of vehicles make people sleepy, which affects their alertness. Some car manufacturers have incorporated noise-cancelling tech into the design process to counter this problem. For example, some cars in the Jaguar range now feature a device that measures wheel vibrations and plays back noise cancellation through in-car speakers. But, while research suggests a quieter, more tranquil driving experience keeps you more alert, the pitch of road noise can affect how sleepy you feel. Research in 2015 at the Swedish National Road and Transport Research Institute showed that low-pitched road noise makes drivers slow down and can cause sleepiness, whereas drivers stay more alert with a higher

pitched ‘hum’. Low-frequency sound also causes drivers to cross lanes more at night than high-frequency sound. REV IT UP Electric vehicle motors have few moving parts and so make far less noise than

“GETTING THE IN CAR AND EXTERNAL SOUNDSCAPE JUST RIGHT IS CRUCIAL TO GOOD VEHICLE DESIGN” vehicles with an internal combustion engine. But silent electric vehicles could be history soon. Since 2019, all electric car manufacturers have had to install an acoustic sound system in new types of electric car to warn other road users of their presence and improve road safety.

The sound generator produces a level of noise on a par with a conventional engine when the vehicle is moving slowly, at 20km/h (12.4mph), or reversing. Mitsubishi, Nissan and Toyota had all developed a sound generator of some sort for their electric cars prior to 2019, but now all manufacturers have had to follow suit. Some manufacturers have fitted a sound generator that can be temporarily deactivated by the driver if necessary, while the likes of Vauxhall have chosen to reduce car loudness as speed increases away from the 20km/h threshold. From noisy electric cars to noisecancelling tech, all this research shows how getting the in-car and external soundscape just right is crucial to good vehicle design. Rarely do we consider how noise affects driving performance, yet the science of sound is key to road safety. Jheni Osman is an award-winning science writer, author and broadcaster. See more of her work at www.jheniosman.co.uk, and follow her on social media @jheniosman / SPRING 2022 / 19

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ON THE ROAD Taking your journey to the next level

“THESE ROUTES ALL HAVE SOMETHING IN COMMON: FANTASTIC ROADS THAT WILL MAKE MARVELLOUS MEMORIES”

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Navigate Europe’s hairpins, autoroutes and pitstops to discover iconic supercars, classic circuits and stunning scenery

Please ensure you take note of any current Covid-19 restrictions at the time of your drive, and only make the trip if it’s safe and legal to do so.

/ SPRING 2022 / 21

ROAD TRIPS DEMANDING DRIVES

CONTINENTAL ONTINENTAL

CLASSICS WORDS NIK BERG / DETOUR-ROADTRIPS.COM

Spring into action with these three European road trips that offer everything from cities to scenery

he Omi Omicron icron Covid-19 Covvid 19 variant variiant might miight have sunk su unk many people’s dreams of a winter getaway, but it’s still possible to plan a European excursion for this spring or summer. Perhaps you’d like to follow in the wheeltracks of motoring pioneers by visiting the classic race circuits of La Belle France, lust after the legends of Italy’s supercar valley, or maybe take the road less travelled in the Spanish desert? Each route may have a distinctly different theme, but they all have something in common: fantastic roads that will make marvellous memories.

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/ SPRING 2022

ON T HE R O A D The former pit complex at Reims has long been all but abandoned, but it’s been treated to a fresh coat of paint in recent years.

he French are the original motor racers. When Le Petit Journal staged its Horseless Carriages contest in July 1894, running from Paris to Rouen, it was the world’s first automobile competition. The annals of automotive history have ever since been filled with the daring d a exploits of heroic drivers on the streets and circuits of France. This route is a celebration of gallic guts and glory and it begins, like most British visits to France by car, in Calais. Off the ferry or Eurostar we have two racy spots in close proximity, so resist the autoroute and take the D940 south instead. Meandering along the coast, with open fields to your left, you’ll soon find yourself at St Martin-Boulogne, which held road races from 1911–1928 on a course that varied between 23 and 32 miles. The near-triangular route along the D341 to Desvres, then up the D127 to Alincthun and a hard left back down the N42 saw Malcolm Campbell achieve a record lap where he averaged 78.177mph in his 1928 Delage. Little remains of the action that took place on these country roads. The same is definitely not true just 20 miles south on the beach of Le Touquet, where, since 1975 – apart from the interruption of Covid – hundreds of motorcyclists gather every February for a gruelling enduro race across the sands. It’s an awesome sight and sound to behold. The remainder of your pitstops are more spread out, so it’s time to hit the Saint-Martin- Calais Boulogne Alincthun Le Touquet Desvres

“YOU CAN FOLLOW IN THE WHEELTRACKS OF MOTORING PIONEERS BY VISITING THE CLASSIC RACE CIRCUITS OF LA BELLE FRANCE”

ReimsGueux Bugatti

France

Pau

/ SPRING 2022 / 23

DEMANDING DRIVES péage. Take the A16, A29, then A26 south-eastwards and in under three hours you’ll need to get your camera ready for the obligatory shot of the pit lane at Reims. The track last held a Grand Prix in 1966, when Sir Jack Brabham set a new lap record, averaging 138mph on this rapid road circuit. It’s still possible to follow most of the route, if you head south-east on the D27, turning right onto the D26 at the roundabout that was once turn one, Calvaire. The almost 90-degree right-hander, named Annie Busquet, comes up quickly, as does the left kink at Brettelle Nord. Virage Muizon is another roundabout; turn right onto the long straight, through La Garenne to a third roundabout, previously known as Virage Thillois, and you’re on the home straight for a photo finish beside the longabandoned pit buildings. Paris has been the start and finish for many a race and rally, with long-haul routes going as far as Dakar

The normally peaceful sands of Le Touquet host thrilling motorbike races every February.

and Beijing, but this road trip bypasses the capital as you take the A4, A10 and A11 autoroutes to the home of the most famous endurance race in the world: the 24 hours of Le Mans. The majority of the modern Le Mans circuit is purpose built. Known as the Bugatti circuit, it crams 14 corners into 2.6 miles. However, it’s the full 8.5-mile layout where the highest speeds are achieved. This is where the circuit opens up onto the public roads of Hunaudières, Mulsanne and Arnage villages. Obviously, the road sections are closed during testing and racing, but the rest of the year you can

follow the D323, D338, D140 and D139 and imagine hurtling down these narrow roads at three times the legal limit. It’s over 400 miles to Pau so as you head south following the A28 and A10, you may wish to break your journey. As it happens, you’ll pass through Bordeaux, a rather nice place to unwind (or stock up at the local vineyards). Heading further south on the A62, A65 you could make a quick cheese stop at Roquefort before you reach the picturesque town of Pau, with the Pyrénées looming over it. Pau has hosted motor racing since 1900 on a 1.7-mile circuit that weaves through the streets. Jim Clark was the most successful driver here, winning Formula Two races four times. These days it’s Formula Three that turns in the fastest laps, while the annual Historic Grand Prix is not unlike a Gallic Goodwood Revival, with races for classic Formula and touring cars. It’s a delightful drive through the town, following the river down Avenue Gaston Lacoste, cutting right to Avenue Napoleon Bonaparte, passing the grand Palais Beaumont and skirting the park. It’s almost like a mini Monte Carlo, but you won’t find any superyachts bobbing along the Ruisseau de l’Ousse and the palais is a conference centre, not a casino. Monte Carlo itself is a full day’s drive along the coast, and a whole adventure in itself, so we’ll leave that for another time.

Left Large sections of the track for the iconic 24 Hours of Le Mans are public roads throughout most of the year. 24 /

/ SPRING 2022

ON T HE R O A D

SUPERCAR VALLEY, ITALY

ake a deep breath because you’ll soon have it taken away as you tour the Modena region. Within Wiithiin just a few short miles are the homes of Ferrari, Ferrarii, Lamborghini, Maserati, Pagani and Ducati. Start on the Via Paolo Ferrari in Modena itself, at the museum dedicated to the power of the Prancing Horse. It’s easy to spend hours drooling over the Ferraris, but what’s most fascinating is the story of Enzo Ferrari himself and how his sometimes ruthless determination built the world’s best-known sports car brand. The Maserati factory is next door and you can book an hour-long tour for 45 before getting behind the wheel to explore a little further afield. If you fancy sampling some of the local produce, Modena is full of companies willing to rent you a Ferrari or MUDETEC Museo Delle Tecnologie

Enzo Ferrari Museum

Italy

Maserati S.p.a.

Above Borgo Panigale, Bologna, is the home of the Ducati Museum.

Pagani Automobili S.P.A. Ristorante Circuito Montana di Fiorano

Ferrari Factory

Right Don’t miss seeing fabulous Ferraris Ferrari is at tthe iiconic carmaker’s museum.

Museo Ducati

Lamborghini – at a price. Follow the SP255 east out of town and soon you’ll be passing the vineyards known for Modena’s scrumptious balsamic vinegar. The road is pretty straight, punctuated only by gentle curves and the occasional roundabout, as it leads you to the gates of Lamborghini. Explore the Museo Delle Tecnologie, take a factory tour or do both and discover what makes Ferrari’s biggest rival tick. Ducati’s home is a straight shot south for half an hour on the SP68, on the outskirts of Bologna, and two-wheel enthusiasts are welcome to tour the museum and factory. Next up is Pagani, maker of pure automotive art. It’s a short run up the SS9, and you can explore Horacio Pagani’s wonders in a small museum or be guided on a tour of the workshops. By now you’re almost at the doorstep of the Ferrari factory. Swing by the Fiorano circuit to see if you can spy anything exciting on test, or book in for a tour of the plant. After these supercar sensations you’ll be starving, and the only answer to that is a visit to Ristorante Montana. It’s the unofficial Ferrari canteen where designers, engineers and world champions enjoy fresh pasta and other local fare at prices that don’t require deep pockets. / SPRING 2022 / 25

I MAGE CARL BOVI S

MARTIN HUGHES-GAMES NATURAL HISTORY BROADCASTER AND WRITER

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ON T HE R O A D

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lmeria is home to Europe’s only desert and, thanks to filmmakers such as Sergio Leone and his Fistful of Dollars, is known as the home of the Spaghetti Western. The film sets at Texas Hollywood, Mini Hollywood and Western Leone are an interesting detour, but it’s the spaghetti road of Puerto de Velefique that appeals most to drivers. It’s known as the Spanish Stelvio Pass thanks to its sequence of 20 switchbacks that climb to a height of 1,820m in just 7.5 miles. The route begins in Bacares, an ancient, rustic former mining village where you can still find the

Above Puerto de Velefique will be a test of even the most accomplished driver’s abilities.

remains of the opencast smelters that were used to forge some of the best iron in Spain. As testament to long-lost wealth, Bacares boasts a castle and a church with the most stunning interior, with Mudejar coffered ceilings. Leaving the awesome architecture behind, you’re quickly climbing higher on the beautifully smooth AL-3102, motoring from hairpin to hairpin, giving your car and your arms a good workout. For most of the year the temperatures are searing but, if you can see through the heat haze, you should be able to make out the nearby vineyards and the desert plain of Tabernas. This route is popular with masochistic men and women in lycra who seek to test their fitness against the mountain on bicycles, so watch out for them grinding their way up and be even more wary when they’re flying back down again.

Velefique

Spain Bacares

/ SPRING 2022 / 27

Great offers for IAM RoadSmart members

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Smooth sailing to dream drives Uncrowded and spectacular, western France and northern Spain offer some of Europe’s most rewarding driving holidays. And with Brittany Ferries you can get there in style

here’s nothing like the thrill of the open road – especially when that road is winding through snow-capped mountains, or along a wild coastline of cliffs and secluded beaches. After two years of UK holidays, many of us are keen to find exhilarating new driving destinations or rediscover old haunts. And satisfying that wanderlust is as simple as boarding a ferry to northern Spain or France, where Advanced Drivers and Riders can enjoy some of the world’s most scenic roads.

28 /

/ SPRING 2022

Celebrating its 50th anniversary in 2022, Brittany Ferries has a unique range of routes to transport you and your vehicle to the Continent. Sailing from Portsmouth, Plymouth and Poole, their ferries can carry you directly to popular travel regions such as Normandy, Brittany and the Basque Country. So where to explore on your self-drive adventure? Unspoiled Spain Brittany Ferries is the only company with direct routes from the UK to

northern Spain, a verdant, characterful region that’s a far cry from the tourist hotspots of the south. The countryside inland from the ports of Santander and Bilbao is breathtaking, with routes that unfurl between rolling hills or soaring peaks. In the valleys, you’ll cruise between fields of sunflowers, pausing at tiny medieval villages to take in the serenity, while an appealing blend of time-warp fishing villages, wavebattered cliffs and vast stretches of sand will lure you towards the

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Left Northern Spain has plenty of charming, quiet seaside towns and villages to explore. Right Enjoy the sand between your toes on Brittany’s beautiful beaches.

too, including á la carte restaurants and more casual eating options influenced by local chefs and cuisines.

seashore. There are some wonderful places to rest your head, too, including Spain’s famous network of paradores – luxurious hotels in converted castles, convents and other heritage buildings.

iSTOCK

Brittany and beyond In north-west France, the star attraction is the glorious coastline, where painters such as Gaugin and Monet found inspiration in picturesque fishing villages. Head away from the sea and you’ll find Brittany’s most mysterious places, where tiny lanes cut through beautiful moorlands dotted with standing stones. Or explore sleepy Normandy, whose treelined roads take you past orchards, meadows and ruined abbeys. Again, there’s a tantalising array of accommodation, from fairytale châteaux to idyllic country inns where old-fashioned hospitality comes as standard. As for dining, both northern Spain and north-west France are rightly proud of their distinctive cuisine, focused around local ingredients such as fresh seafood and delicious apples. At Brittany Ferries, considerable thought has gone into making your trip more of a cruise than a crossing, from streamlined check-ins and flexible tickets to the upgraded facilities on its new ships, with their spacious decks and generous cabins. You’ll enjoy delicious food on board

The Brittany Ferries difference Food has always been at the heart of the Brittany Ferries story – the company was founded in 1972 to help Breton farmers avoid the trek to Calais to transport their produce across the Channel. It soon began to carry passengers eager to discover this part of France by car or motorbike, and the route map grew to include Ireland and northern Spain. Now, in 2022, the company is rolling out a new fleet (see right), and adding to its repertoire of sail-and-stay holidays, cottages, hotels, chalet camping, and car and motorbike tours. So on two wheels or four, make this your year to explore new horizons again. Explore Brittany Ferries’ routes at brittany-ferries.com/roadsmart – and start dreaming of the open road.

New ships powered by LNG Passengers heading to Spain will enjoy added comfort and updated facilities, from extra-large and cosy bunks to meal-inclusive ticketing, on Brittany Ferries’ brand new vessels. Designed to showcase the best of Spain, from its food to its art, the first two have already joined the fleet: Galicia, introduced in 2020, and Salamanca, a fresh arrival for spring 2022. The latter is also a milestone in another way, as it’s the first ship in British, French or Spanish waters to be powered by LNG – liquefied natural gas – a far cleaner, greener alternative to oil. That same technology will also drive Santoña, which will make its debut in 2023.

For more information visit brittanyferries com roadsmart or

SPRING 2022 /

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ON T HE R O A D SKILLS REFRESHER

Rules for roadworks

1. ON THE MOTORWAY

2. NEIGHBOURING NARROW LANES

3. BREAKDOWNS AND INCIDENTS

Motorway roadworks are one of the most common challenges we encounter. The reduced speed limit is there for your protection, as lanes are often narrower. Remember, too, that the separation gap on a fastflowing road can’t be ignored because the traffic is bunching up: at 50mph the gap should be at least 44 metres, or about 10 car lengths. If the speed limit is reducing in front of you, show your brake lights early.

In a narrow lane, the last place you want to be is alongside an articulated vehicle. Not only are you potentially in a blind spot, but any curve in the road could mean its course changes and it could move into your lane. If you’re already at the speed limit, slow down to create a space alongside – this will allow you to create a safety gap, and then you can match your speed to maintain it.

Should you break down in roadworks the safest place to be is most likely in your car. Make sure you’ve activated your hazard lights and call for help by dialling 999. Major roadworks often have dedicated numbers for breakdown help, so call those if possible. If you can get out of the vehicle safely, leave the hazard lights on and don’t lock it, then get to an area of safety behind the barrier and wait for help.

4. RURAL ROADWORKS

5. TEMPORARY LIGHTS

6. GIVE WAY

On a country road, be particularly alert when passing roadworks to avoid incidents or injury to those working on the road. Workers will have their concentration elsewhere and may inadvertently step out of their work area. They may be wearing ear defenders or operating loud machinery, so a horn note may be ineffective. Keep your speed slow and always be prepared to stop.

When approaching roadworks with temporary traffic lights on red, slow the traffic behind you with early brake lights. If there’s no traffic behind, keep the brake lights on until there is a car behind you. If the obstruction is just out of a bend, position yourself to be seen before the bend and bridge the gap (if you’re the first vehicle, the lights may not change until you activate their sensors, so this may not be possible).

Roadworks aren’t always protected by traffic lights or signs. In which case, the courteous thing to do is give way if the obstruction is on your side of the road. If you can time your arrival well, you can expect some co-operation from oncoming traffic if you’re well into the gap before they arrive. If there’s a likelihood of workers or machinery reducing the gap, try not to share it with oncoming traffic. / SPRING 2022 / 31

ILLUSTRATION ROUGHCOLLIE

Negotiating the maze of roadworks on our highways can be challenging. Richard Gladman has some advice to help make navigating them a little bit easier

ASKTHEEXPERTS What is the legal standing of temporary traffic lights when work has finished but the lights remain? In the village where I live, long tailbacks were caused when temporary lights were left in place after the work was completed. Sitting at a red light, drivers could see 300 metres beyond the opposing lights and, if the road was free of traffic, some would cross the red light. Do temporary traffic lights have the same legal standing as permanent ones, or do rules similar to double white lines apply, where it’s permissable to cross them if it’s safe to do so?

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Temporary lights do have the same legal standing if they are correctly placed and conform to the schedule contained within The Traffic Signs Regulations and General Directions 2016. The same exemptions apply as for normal traffic lights: police, fire, ambulance and other nominated services may treat them as a Give Way. The penalty for an offence would be identical to that for fixed traffic lights. Many temporary lights are left in place to facilitate safe pedestrian access, but best practice should see them removed over a weekend. Unfortunately, councils often lack the resources to check works are being undertaken to the right standard. RG

Above Temporary traffic lights should be treated the same as fixed lights.

During lockdown, there was a growth in articles online suggesting you shouldn’t leave fuel in your car for long periods when it’s not in use, as it deteriorates and can damage your engine. Is that true?

Generally, it takes six months for petrol to deteriorate, which can lead to poor starting and possibly rough running. However, on any modern cars (say, 2000 onwards) the system is sealed pretty well, so evaporation is limited. If your tank is two-thirds full or under, topping it up will almost certainly solve any problems. Diesel isn’t prone to evaporation, but can be struck by ‘diesel bug’, a microbial infection. The fuel is usually fine for up to a year, but if the car hasn’t been run for six months and proves sluggish, get the fuel filter changed. If there’s any gel-like slime, it can be treated with an anti-bacterial additive. A good garage will offer this, or about £10–15 will buy enough for five cars. TS

GET T Y

HAVE A QUESTION ABOUT LIFE ON THE ROA D ? OUR TE AM ARE HERE TO H ELP

ON T HE R O A D OUR PANEL OF EXPERTS If you have a question to put to our panel of IAM RoadSmart experts, then please get in touch. We’re all ears! roadsmart@iam.org.uk @IAMRoadSmart

Richard Gladman Head of Driving and Riding Standards

On some urban roads, there are white cycle symbols painted on the surface. I take these as warnings to motorists that they need to be aware of the possible presence of cyclists. On one occasion, in a queue at traffic lights, a cyclist attempted to pass me on the inside and, because there was insufficient room, shouted that I was in a cycle lane, even though there were no lane markings, as such. Who has priority?

Rebecca Ashton Head of Policy and Research

Tim Shallcross Head of Technical Policy

Neil Greig Director of Policy and Research

It’s not uncommon in my part of the world (West Sussex) to see warning signs for wild animals, wild horses or ponies, with a plate giving the duration of the risk (eg, 1 mile). But where the signs have no accompanying plate, what is the duration of the associated risk? Is it the

I’m frequently finding that a car driver is tailgating my vehicle, both while driving my car or riding my motorcycle. What is the recommendation to address this? This can be unnerving. The best advice is to let the driver past, but this isn’t always possible, so carefully manage the gap in front of you in order to share safe stopping distance with the vehicle behind. Don’t slow to an artificial speed, but maintain a sensible distance from the vehicle in front. Don’t be forced to go faster. RG As it is illegal to reverse onto a major road, is it an offence if I stop to allow a driver to reverse from a parking space onto a major road? It’s not illegal to reverse onto a major road, though the Highway Code does advise us not to. Best practice is to reverse into a space and drive out, but this isn’t always practical. You certainly wouldn’t commit an offence by stopping to allow the vehicle to reverse, if you had plenty of time to stop safely. Many would applaud you for it. RG

GET T Y

It’s hard to be absolutely sure from your description, but if there were no solid white lines along the road then it was probably a recommended route without an advisory cycle lane. Drivers are asked to keep a look-out for cyclists on such routes but there are no further traffic regulations in place. The most common location for cycle symbols is usually in advanced stop line boxes. These help cyclists get into the safest position at junctions and it is an offence to enter them. NG

QUICK FIXES

immediate area? As far as you can see? Or a legally specified default distance? The signs are generally used where horses, farm animals or wild animals are regularly taken or ridden along or across a road and where visibility is poor. The distance plate is included if a warning is valid over a known distance. The traffic signs manual advises that if it’s valid over a considerable distance, it should be repeated. It also states that animals often wander onto the highway in particular areas, so signs should be erected accordingly. I’d suggest that, without a plate, it is the immediate area of the sign. The sign will often only be placed to indicate that the activity is likely in an area of poor visibility; if visibility is good there would be no requirement for the sign. RG

Above Signs that warn about animals in the road apply only to the immediate area if there’s no additional plate stating the distance.

/ SPRING 2022 / 33

THANK YOU

GET THE GEAR

Vehicle security From traditional locks to high-tech trackers, keep your car or bike safe with this selection of gadgets that won’t break the bank

to everyone who took part in our member survey of security products. Almost a third of respondents use a steering lock, while just under half have a dashcam.

GPS TRACKER

STEERING LOCK

FARADAY BAG

The Amatrac AM-T22 fits into your car’s onboard diagnostics port (where your garage plugs in a laptop for a service), usually found beneath the dashboard. Its ultra-slim 17mm profile minimises the chances of it being found by a thief or accidentally dislodged by you. Download the free app, install your SIM and the T22 provides round-the-clock live vehicle monitoring, including anti-theft alerts. From £49.99; www.amacam.net

The last word in physical security for your car, Disklok’s heavy-duty steering locks are an industry-leading deterrent against private and light commercial vehicle theft. Made from reinforced steel and covering the entire wheel, the Thatchamapproved Disklok’s USP is that it will spin around when in place, meaning thieves can’t even attempt to steer the car and risk damaging its steering, like with some other steering locks. From £130; www.disklokuk.co.uk

These are becoming a must-have in the fight against vehicle theft involving smart keys and phones. Thieves use devices to ‘copy’ the electronic identity of a key fob to fool your car’s security. But if your fob or phone is in one of these lined bags, it won’t be possible to copy its data. The Disklabs Phone Shield (PS1) has been designed primarily to protect devices such as phones, but it protects key fobs just as effectively. From £30.99; https://faradaybag.com

DASH CAMS

GROUND ANCHOR

BRAKE DISC LOCKS

The Viofo A119 V3 offers crystal clear footage thanks to its highly detailed camera and topquality lens. It might not directly prevent theft, but it will record any attempted break-in. A sharpeyed car thief will know this and may not try if they spot one. It’s easy to install and operate, its 140-degree viewing angle gives broad coverage, and the auto stop/start means it won’t use loads of memory. From £94.95; www.viofouk.co.uk

A ground anchor is one of the simplest and most reliable domestic solutions for improving the security of your bike, anchoring it securely into the ground or to a wall. Oxford’s Beast is made of hardened steel and has been designed to be fixed to concrete floors and brick walls alike. Compatible with all Oxford chains, the 4kg Beast is as robust as it is discreet. From £99.99; www.oxfordproducts.com

Another solid and ingenious solution from industry stalwarts Oxford is an alarmed lock that attaches to your bike’s brake disc, making it theoretically impossible to steal. It’s made of forged stainless steel and features a beefy 14mm T-locking pin. Its rechargeable lithium-ion battery powers an ear-piercing 110db motion-activated alarm should someone attempt to take your bike. From £79.99; www.oxfordproducts.com

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These products are not endorsed by IAM RoadSmart, and the prices shown are the recommended retail price, not member-exclusive deals.

WORDS MAT T MASTER

ON T HE R O A D VIEWPOINT

Richard Gladman “Every day is an opportunity to learn,” says our Head of Driving and Riding Standards

W ILLUSTRATION DAVID MAHONEY PHOTO ALEX TAPLEY

ith the worst of winter (hopefully) behind us, we can now look forward to a spring and summer of driving and riding, doing what we do best: helping make drivers and riders safer. The recent Skills Day Plus that IAM RoadSmart organised with BMW reminded me that however competent and capable you might be, there is always another level to strive for. It also reinforced the point that what we teach on our skills days is eminently transferrable and relevant for the road. Witnessing instructors Colin and Stephen in their element reminded me that Colin had given an excellent performance on his advanced driving test without displaying any of his undoubted vehicle-handling skills. But what if it had all gone wrong? I’m confident that if there was a way of avoiding an incident just through an understanding of what a vehicle could do at the absolute limit – and then having the ability to make that happen – Colin would have been more than up to the task, thanks to his skill set. To really drive home the importance of what you can learn on a skills day, here’s a story told to me by an IAM RoadSmart member. Having attended a motorcycle skills day – and thoroughly enjoyed exploring the limits of his machine and the application of IPSGA in the controlled environment of the circuit – our man was riding home when he was confronted with a vehicle that had pulled out in front of him. In what must have been a moment of sheer panic, the motorist that had pulled out in front of him then

SHARPEN UP If you’re committed to becoming the best possible rider or driver you can be, a skills day is the perfect opportunity to develop your car- or bike-handling abilities. As I’ve shown on this very page, those skills will save lives. You can book your place online: www.iamroadsmart. com/events/skillsdays

“IF YOU’VE EVER CONSIDERED BECOMING AN OBSERVER, THEN PLEASE MAKE 2022 THE START OF YOUR JOURNEY TO HELPING OTHERS ACHIEVE THEIR ADVANCED QUALIFICATION”

stopped the car, right in the middle of the road and effectively blocking the way ahead. Fortunately, no one was hurt and no body panels were dented, because our chap managed to come to a stop in time. He is certain that without the skills learned that very day, his braking would not have stopped him in time. He reckons it was only the confidence to brake firmly, together with his nowintuitive counter-steering abilities, that averted a nasty incident. This is a fantastic confirmation of the relevance of the skills development sessions, and it’s great to be able to recount such a tale, where an accident has been avoided directly thanks to what we do. While I’ve got you, here’s just a little reminder that we are here to answer your queries. If you’ve got a question and the answer isn’t available on our website or to be found in this magazine, I am always up for a chat about driving and riding. So get in touch: it’s our aim to equip drivers and riders with the necessary skills to stay safe, enjoy their own driving and riding, and to hopefully stay involved with us and to share their experiences. Every day presents an opportunity to learn, and the conversations I have with you, our members, contribute very much towards that. The ADC or ARC logbooks are a useful signpost to advanced performance, but the real directions come from our observers. If you’ve ever considered becoming an observer, then please make 2022 the start of your journey to helping others achieve their Advanced qualification. Get in touch with your local group and join in. I guarantee that if you found it rewarding to achieve your own qualification, you’ll find it even more amazing when your first associate achieves theirs. / SPRING 2022 / 35

Getting the best insurance policy for your money Picking an insurance policy can seem like choosing between cost and cover, but at Cornmarket we believe you can have peace of mind for a fair price

o one wants to pay an extortionate price for their car insurance. But a cheap policy could result in higher costs down the line. To find the level of cover best suited to you, it’s important to understand your own needs. Will you really drive 10,000 miles a year, or would 8,000 be sufficient? Will a £500 voluntary excess be affordable if you made a claim? Would you be better getting a learner driver policy online to run alongside your own insurance

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/ SPRING 2022

instead of putting your 18-year-old on the policy? There are many ways to save money while remaining covered for all eventualities. Before you sacrifice your insurance needs in favour of the cheapest policy, there are plenty of things to think about… Excesses: Maybe you’ve never been in an accident and are happy having a £500 voluntary excess. Or maybe it’s the only way to make your premium

affordable. Either way, be cautious. Consider the compulsory excess that goes with it, then make sure the resulting premium reduction is worthwhile. Premiums may decrease significantly when you add a £250 voluntary excess, but increasing it to £350 may only see a reduction of a few pounds. You don’t want to save money on a policy now only to pay more if you make a claim. Type of cover and vehicle use: Typically, there’s little price difference between

A D V E R T I S E M E N T F E AT UR E

OPTIONAL EXTRAS Optional extras are often the first thing to be dropped when you’re looking for a low price, but they’ll save you money – and headaches – if you ever find you need them. Price comparison websites will treat windscreen cover, courtesy cars and personal accident cover as optional extras, but at IAM Cornmarket we include them as standard within all our policies. There are two optional extras we should all consider: Motor legal cover: This is one product everyone needs, and the price does reflect the quality of cover you get. The £5 legal covers are unlikely to offer the same protection as those that are more expensive. Or if they do, the limits on cover are considerably lower than that of one costing £30 or more.

overestimated and decide to lower it mid-term, the reduction may not be equivalent to the savings from setting lower mileage initially. Protecting your no-claims bonus: When you’ve spent years building up a no claims bonus (NCB), why wouldn’t you protect it? Insurers have a cap on the amount of claim-free years you’ll receive a discount for, but don’t think of NCB protection as an unnecessary expense. If you claim, your insurance premium will increase, but with a protected NCB the percentage increase will be less.

WHAT IS PRICE MATCH? Breakdown cover: A breakdown is stressful, especially when you consider the potential costs of having your vehicle recovered and repaired. There are various levels of cover, and it doesn’t have to be expensive if you choose the right product. Do you need assistance if your vehicle won’t start at home? Would you want your vehicle to be brought home if you broke down on the road? Are you going to need cover for a trip to Europe? Weigh up the options and make an informed choice before you buy the lowest level of breakdown cover or rule it out entirely.

comprehensive and third-party cover. Also, the way you use your car (for leisure or commuting) isn’t going to have a big effect on your premium. It’s only when you add business use that you’ll see a greater difference in price. Only choose it if you’ll need your car for work, otherwise it’s an unnecessary expense. Mileage: Make sure you accurately predict your annual mileage at the beginning of the policy year, as an underestimation will result in an additional fee if you need to increase it. Similarly, if you realise you’ve

Cornmarket will endeavour to match – or beat – the best price you’ve found for your insurance, subject to our underwriter’s acceptance criteria. All you need to do is send us evidence of that price and we’ll take care of the rest. By doing this, we can offer the best price for a level of cover that’s often higher than can be found on the open market. Our policies also include benefits for IAM RoadSmart Observers and those who take part in skills days. Meanwhile, you’ll receive a specialised service delivered by IAM RoadSmart members for IAM RoadSmart members.

value your loyalty just as much as you value our service.

PEACE OF MIND WITH CORNMARKET IAM Cornmarket offers preferential car, home and motorcycle premiums for IAM RoadSmart members. We also make charitable contributions to IAM RoadSmart; by insuring with us you’re helping support the advancement of UK road safety. For extra peace of mind, IAM RoadSmart members and their partner/spouse can fix the price of their car insurance for three years. You can also rest assured that you’re buying cover from a trusted partner who’s been looking after the needs of IAM RoadSmart members for over 15 years. Cornmarket are rated as excellent on Trustpilot. For more information call our team of car insurance experts on 028 9044 5066.

Callum Skeffington, Customer Support Advisor, Cornmarket Insurance Services

RENEWING YOUR POLICY WITH US? Every renewal invitation we process compares the existing insurer’s renewal quotation with the prices of the other insurers on our panel. If we find a more competitive price for you, we’ll offer this to you as our suggested renewal price. However, as with new policies, we acknowledge you may find better prices from insurers that we don’t have access to. That’s why we aim to invite renewals early, encourage you to compare, and discuss with us. We will always review the quotation where necessary, because we

Cornmarket Insurance Services Ltd is a wholly owned subsidiary of Cornmarket Group Financial Services Ltd. Cornmarket Group Financial Services Ltd is a member of the Irish Life Group Ltd. which is part of the Great-West Lifeco Group of companies. Cornmarket Insurance Services Ltd is authorised and regulated by the Financial Conduct Authority (FCA) registration number 308099. You may check this on the Financial Services Register by visiting www.fca.org.uk or by contacting the FCA on 0800 111 6768. Cornmarket Insurance Services, registered in Northern Ireland, company number NI030039. Registered Office: First Floor, Boucher Plaza, 4-6 Boucher Road, Belfast, BT12 6HR.

/ SPRING 2022 / 37

The future of our roads

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THE

FUTURE OF OUR ROADS

THE WAY FORWARD As the government undertakes one of its biggest-ever road upgrade programmes, we talk to those involved to find out if the project is on track, and explore some of the issues facing road construction in the future

WORDS ANGUS FRAZER ILLUSTRATIONS JAMES CAREY

o quote American actor Lily Tomlin, “the road to success is always under construction.” Yet conductor Colin Davis also warned that “the road to success and the road to failure are almost exactly the same.” Neither wore a hard hat to work or operated a jackhammer, yet their words can be taken as inspiration – and caution – for the people who will fund, plan, build and monitor the roads at the heart of one of the UK’s most extensive infrastructure investment programmes in years.

The government’s Road Investment Strategy 2 (RIS2) focuses on the Strategic Road Network (SRN) in England: 4,300 miles of motorways and A-roads. RIS2 was launched in 2020 with a £27bn budget and a 2025 deadline. National Highways, formerly Highways England, will deliver the scheme on behalf of the Department of Transport (DfT). (Wales, Scotland and Northern Ireland have their own plans and responsibilities.) Secretary of State for Transport Grant Shapps says the goal of RIS2 is “to create a road network that is safe, reliable and efficient for everyone.” He believes that “by acting today we can be more confident of seizing the opportunities of tomorrow to the benefit of road users, taxpayers and the country as a whole.” Not everyone sees this investment as an opportunity, though. The Transport Action Network believes RIS2 will harm the climate and took the government to

/ SPRING 2022 / 39

The future of our roads the High Court in June 2021 to stop the scheme, although the case was dismissed. “Of course, some still say that we shouldn’t be investing in a road network on environmental grounds – but I firmly believe they’re wrong,” says National Highways CEO Nick Harris. “We’re moving to a world of electric and hydrogen vehicles and a future with connected and autonomous vehicles. They’ll need efficient, well-maintained networks to run on. Our road network carries around two-thirds of all freight each day and more than three times as many people as rail. But it’s not a choice between rail or road; the truth is we need investment in both.” Underinvestment in both road and rail has been seen as a chronic problem in the UK for decades. Much of our primary road infrastructure was built in the 1960s and 1970s. The need to maintain, repair and upgrade the SRN accounts for approximately half of National Highways’ budget. In fact, only one RIS2 project, the Lower Thames Crossing, could be described as a completely new road, says Harris.

“THE GOVERNMENT WILL HAVE TO THINK ABOUT HOW IT CHARGES PEOPLE FOR USING THE NATIONAL NETWORK OF ROADS” Brexit, the pandemic and the recession have all affected RIS2. In October 2021, the chancellor reduced National Highways’ funding for the project from £27.4bn to £24bn. However, Elliot Shaw, National Highways’ executive director of strategy and planning, doesn’t see the cut as an insurmountable problem. “There was a relatively small number of schemes that basically got delayed going through the planning process, particularly the Lower Thames Crossing and the A303 Stonehenge. These will now be moved into RIS3, which will run from 2025 to 2030.”

GOING FORWARD The danger is that if the economy doesn’t recover at a sufficient pace, the chancellor may claw back further funding from RIS2. There’s also concern within the transport sector over how roads will be paid for in future. Funding for RIS2 is directly linked to the money that road users pay. For the first time since 1926, a new National Roads Fund (NRF) will dedicate a sum equal to all receipts from vehicle excise duty for use on the nation’s most strategically important roads. Currently, owners of electric vehicles (EVs) don’t pay fuel or road tax. The number of EVs will increase ahead of the 2030 ban on sales of new cars powered solely by an internal combustion engine. This will leave a sizeable gap in the chancellor’s finances unless new revenue-generating measures are introduced. “The government will have to think about how it charges people for using the national network of roads,” says Rupert Lugg, a director of legal firm Burgess Salmon, which advises on 40 /

/ SPRING 2022

Above While fully autonomous roadbuilding vehicles aren’t likely to be in use any time soon, experts believe a partial move towards human- and AI-operated machines may be possible.

Plastic’s fantastic More extreme weather – with higher and lower temperatures and a greater risk of flooding – is placing our roads under greater strain than ever before. UK start-up Roadfill believes it can help address this by using recycled plastic waste to significantly reduce the amount of bitumen traditionally mixed with asphalt to create road surfaces. The company claims its Roadworx material delivers greater durability and flexibility, resulting in fewer cracks and greater resistance to stress from extreme temperatures. During wildfires in Greece, roads laid with Roadworx remained intact, while others melted.

THE

FUTURE OF OUR ROADS

project delivery. “It will have to decide how it raises revenue for maintenance and for new capital projects. There may be a case for the use of vehicle telematics so that effectively you ‘pay as you go’ for road use.” Such a move could enable highway operators to use data to control the behaviour of road users, as with trains, charging more for travel at peak times to reduce congestion. Richard Cuerden, director of TRL Academy, also believes that road-use pricing will become a necessity: “The only way I see us meeting the targets we’ve set ourselves is to fundamentally change the way that we move people around and change the way we pay for it.” He’s adamant that the country needs to take a more holistic approach to mobility planning. The current way of doing things is, he says, flawed, with interested parties operating in individual silos. “We’ve been very good at dealing with issues in their separate paths. But we need to bring everyone, from road planners to vehicle engineers, together at a much earlier stage,” he explains. “Lots of very good things are happening, but we’re not moving

quickly enough for our targets of net zero carbon by 2050 and zero road fatalities by 2040.” It’s vital to look at the big picture and engage in long-term, joined-up strategies. However, such concerns may not always be at the forefront of drivers’ minds. “Road users want National Highways to focus on the basics of delivering them a safe, smooth journey,” says Guy Dangerfield, head of strategy at Transport Focus, an independent watchdog for transport users funded by the DfT. “Literally smooth in terms of improving the quality of the road surface. Smooth also in the sense of being hassle-free – in particular, reliable journey times, good information and well-executed roadworks.”

SCIENTIFIC APPROACH National Highways faces internal challenges, not least attempting to decommission all its fossil-fuelled vehicles by 2030. It’s one thing changing the family hatchback to an EV, but harder to replace a 13,300kg roller or a 16,145kg asphalt paver. / SPRING 2022 / 41

THE

FUTURE OF OUR ROADS

Hydrogen might be an answer, but such machines are too heavy to be powered effectively by today’s tech. “One solution might be smaller vehicles,” suggests Dr Ianto Guy, a TRL vehicle safety technology consultant who works with National Highways. “The problem you then have is that you need more of them, so you need more people to drive them.” Could automation be the answer? There are already ‘smart factories’ where robots outnumber humans. While

this can work in a controlled indoor environment, Ianto isn’t convinced it would be viable. Remote-controlled machines might be an alternative but, again, Ianto isn’t so sure. “An experienced excavator operator is like an artisan,” he says. “It’s a highly skilled job. One solution might be a combination of human operators and AI technology. The machine could use digital 3D modelling to dig a hole. But you’d still have an operator in the cabin to deal with the challenges of a construction site.”

A BRIGHT FUTURE

What lies beneath The remains of a Roman fort, a submerged graveyard and a network of gas pipes are just some of the many hidden challenges road constructors can encounter. And as no national database of buried infrastructure exists, hazards can often be discovered late in the day, forcing projects to be halted and potentially rerouted at great expense. Ground-penetrating radar, such as that manufactured by Leica Geosystems, enables surveyors to ‘see’ below the surface to a depth of up to five metres using handheld and vehicle-mounted devices.

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Digital and AI technology clearly have increasing roles to play, from gathering data to helping human controllers manage traffic flow. A study by the Science and Technology Facilities Council in Daresbury has used AI to predict the location of archaeological sites by comparing the topography of a proposed road route where such areas were found previously. Ianto muses on where such technology may lead: “Will AI decide where a road needs to go, plan it, then build it? I’m not sure that’s the future we want.” Despite the challenges, Richard Cuerden thinks we can build a road to success. “The UK can lead the way,” he says. “Suppose we invest and make sure we’ve got the skills and the capabilities. Then we can make our roads greener, safer and better for society. I believe that you can invest and build your way through a problem. It will be expensive to create low-carbon, safer roads, but by doing it at scale we can find savings. And if we do that, we can become experts and grow an industry that becomes selfsustaining and one we can export around the world.” Next Month: In Part Two of our ‘Future of our Roads’ series, we look at the challenges facing urban road development.

ON T HE R O A D FACTS & STATS

The knowledge Boost your brain with these road network facts

UK ROAD DATES

300BC

4,300 MILES is the distance covered by the Strategic Road Network (SRN), which equates to 2% of England’s roads by land.

7% 4,000,000+

increase in vans on the road since the pandemic.

vehicles use the SRN every day, equating to one third of all traffic and over two thirds of all freight.

60%% of highways workforce is due to retire from the industry in next 10 years.

The Romans build what will become the Great North Road – the main highway between England and Scotland from medieval times until the 20th century.

£3. 4 BILLION 1913 Work begins on classifying of the UK’s roads.

In the 2021 autumn budget the funding for RIS2 was reduced by 12.4% from £27.4bn to £24bn.

1958 33% LOWER The first motorway opens as the Preston Bypass, which is now part of the M6.

2050

1958

The M1 opens and is later finished in four stages. It connects London to Leeds over 193 miles.

1986 The final section of the 117-mile M25 is opened by PM Margaret Thatcher.

2026 Originally planned for completion by 2025 within RIS2, the Lower Thames Crossing is now scheduled for RIS3.

In 2020–21, traffic on the SRN was 33% lower than in 2019–20,

National highways aims to decommission all fossil fuel vehicles on its fleet by 2030 and become carbon neutral by 2050.

2.6 MILES will make the proposed Lower Thames Crossing the longest road tunnel in the UK. The route will also incorporate 14.3 miles of new road and around 50 new bridges and viaducts. 22,000 people will work on the Lower Thames Crossing.

500

WASTE TYRES

can be recycled and used to create 1km of highway. / SPRING 2022 / 43

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Enjoy a lifetime of holidays in beautiful places

Le Manoir du Hilguy, Brittany

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THE NEW SUP

eadspace is a precious commodity in our increasingly hectic lives, but one that’s vital for our mental health. And there are few better ways to appreciate that than on a motorcycle. On two wheels, you can enjoy your relationship with your environment, and savour the journey rather than fixate on the destination, giving you a positive distraction from stresses past, present or future.

For all its diverse tribes, m motorcycling also opens the door to a broad and th eenthusiastic community, aand a ready support network of like-minded men and o women looking out for one w aanother. Whether you rride a sports bike or scrambler, a cruiser or custom café racer, if you spot another biker in bother, you’ll stop and offer a helping hand. Mental Health Motorbike (MHM) is a new charity created to channel that spirit into areas off the bike as well as on it, through training mental health first aiders to help riders through difficult times. It aims to get mental health first aiders into bike shops and biker cafés around the UK, as well as creating a network of peer supporters. Long-term, it hopes to run wellbeing activities to bring its members together. We met up with MHM founder Paul Oxborough, co-founder (and mental health first 46 /

/ SPRING 2022

Mental health

PORT RIDERS IAM RoadSmart and charity Mental Health Motorbike are working together to improve wellbeing and safety within the motorcycling community WORDS DAN TRENT PHOTOGRAPHS PHIL RUSSELL

Andy Elwood, Paul Oxborough and Mark JJ Johnson at a Mental Health Motorbike meet in Matlock Bath. Andy and Paul are the charity’s co-founders.

Mental Health Motorbike and IAM RoadSmart: working together The collaboration between Mental Health Motorbike and IAM RoadSmart is a perfect fit: both rely on a network of local groups that generate a positive sense of purpose from learning new skills on the way to becoming a safe and responsible rider. It represents a two-way street of expertise, with MHM’s mental health first aiders providing training for IAM RoadSmart observers as they

work towards their Advanced test. A presentation by MHM’s Paul Oxborough to IAM RoadSmart Solent helped kickstart the partnership, which Paul – working towards his Advanced test – sees as beneficial to all. “The relationship we have is about creating safer riders and not preaching to people but getting them to maybe think more carefully about the personal

protection equipment they’re wearing, or the way they’re riding.” The structure of IAM RoadSmart training gives them something to work towards within a group of like-minded people able to look out for each other – the perfect environment for someone trained in mental health first aid to identify those who might need a little extra support.

/ SPRING 2022 / 47

Mental health what’s going on in my head,” he says on his Instagram feed (@SimMaineyAuto), where he posts inspirational images of his trips. “Getting on my bike, spending time on the move and concentrating on nothing but the act of riding has helped me manage some of the static in my brain. It’s also taken me to some amazing places and brought back a sense of adventure that I was starting to lose.”

MINDFUL RIDING

Above Biker cafés aid trainer) Andy Elwood and clubs he was running. provide the perfect others involved with the charity “In the youth club we’d always place to break the at a popular bikers’ café in the given him support,” reflects ice and talk. picturesque Peak District town Paul, “but towards the end of Matlock Bath to find out more. of his life we’d lost touch and it wasn’t A biker for 30 years, Paul’s first until the funeral and talking with his experience of motorcycling came at family we realised we had to do a young age through a friend with a something to stop anyone else having motorbike and the private land to enjoy to go through the same thing.” That it. The experience stuck with him, as did ‘something’ turned out to be combining the support he got through the local youth his professional skills and his enduring club, and he’s taken this into his working love of motorcycling to help riders life as a youth and community worker. struggling through hard times. The inspiration for MHM was the Photographer and journalist Sim tragic death of Dale Caffrey, who Mainey is typical of riders who have, took his own life, and whom Paul had first through lockdown, appreciated met aged 11 as a member of one of the the release of getting out on two wheels. “Like a lot of people I’ve been struggling a bit with

“I’VE SAVED MORE LIVES AS A MENTAL HEALTH FIRST AIDER THAN I EVER HAVE IN MY CAREER AS A PARAMEDIC” 48 /

/ SPRING 2022

Sim’s experience mirrors that of many motorcyclists, be they returning to riding or buying a bike for the first time in later years. It’s a demographic many might affectionately describe as ‘mid-life crisis riders’, the description used in jest but reflecting a very real issue among men of a certain age who make up a significant proportion of those taking their own lives each year. Identifying those who might be struggling and helping them find a route through their problems is the job of MHM’s mental health first aiders. But what exactly does that entail? Following a career as a military and civilian paramedic, MHM’s Andy Elwood is a qualified trainer in mental health first aid. “Fundamentally it’s similar to physical first aid and about stabilising the patient until a trained health care professional can take over,” he says. “Arriving on the scene as a paramedic the patient was always in better shape if they’d had

even a small intervention from someone with some first aid training – and it’s the same thing in mental health terms. Indeed, I think I’ve probably saved more lives as a mental health first aider than I ever have in my career as a paramedic.” Formed in Australia in 2000, MHFA International oversees mental health first aid training, which is now delivered by licensed bodies across the world and, in the UK, managed by MHFA England. Through its accredited courses it delivers mental health first aid training in schools, universities and workplaces. Andy is one of those trainers and, through MHM, equips people within the motorcycling community (including IAM RoadSmart observers) with the skills they need to enact those timely interventions he mentions. The community spirit within motorcycling is, says Andy, the key to unlocking these discussions people may never have had before. “The first part of our toolkit is the approach we make, and

Mental health on four wheels The ‘safe space’ created at a Mental Health Motorbike event is just as applicable to those on four wheels. This has been seized upon by popular driver and rider meeting spot Caffeine & Machine in Stratford Upon Avon, which created ‘I Love You, Man’ discussion evenings. Journalist Alex Goy writes about motoring and mental health and has spoken at these evenings, the idea being that attendees then feel confident to share their own experiences. “The events are designed to bring the car community together, not to talk about epic drives and shiny toys, but to talk about their mental health,” explains Alex. “The idea is to show the audience that everyone, no matter their success, job or whatever, has faced struggles, and that it’s okay to not be okay.” It’s something Caffeine & Machine cofounder Phil McGovern feels he has a personal stake in. “I built Caffeine & Machine for a reason: I was lonely,” he admits. “Then I found I was in front of it, when it’s full of hundreds of people… and I’m not talking to any of them.” As Phil, the other attendees and the beneficiaries of MHM will attest, it’s good to talk, with a shared love of driving or riding being the perfect ice-breaker for much deeper conversations.

that’s about building safety and trust,” he explains. “You wouldn’t go past a biker who had broken down because you feel that common bond so, to an extent, that trust is already there. People see the Mental Health Motorbike sticker on the bike, ask ‘What’s that about, then?’ and straight away that breaks down barriers. If they’ve never engaged before, you can talk to them compassionately. It’s like you’ve given people an emergency exit they never thought was there.” Paul agrees, and the simple act of having an MHM presence somewhere bikers congregate encourages that vital first approach. “Anywhere you park the bike it breaks the ice very quickly,” he says. “And whether it’s somewhere like the café here or at an event, we’re talking very quickly with people – the support can simply last as long as it takes to drink a cup of tea, or we have people hanging out with us all day. “We always want to give our members something to aim for,” he continues, “and a lot of it is about how you’re going to get through this on an hour-to-hour basis, over the next week and beyond. Advanced riding and driving becomes something long-term but, by being part of a group, you’re breaking down the social isolation at the heart of a lot of mental health problems.” And it all starts

with a ride on a motorbike and a sociable cup of tea. Thanks to Paul Oxborough, Andy Elwood, Stephen Carr, Sim Mainey and Alex Goy. You can find out more about Mental Health Motorbike at mhmotorbike.com

Above Mental Health Motorbike supports all riders, regardless of their age, gender or choice of bike! / SPRING 2022 / 49

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The very latest from IAM RoadSmart

Getting back on our bikes Motorcyle Live returned in 2021 after a year off, and IAM RoadSmart was there… / SPRING 2022 / 51

IN S IDE R ONE OF the great joys of motorcycling is the sense of community. Whether you’re joining a ride or offering a friendly ear to another biker (see our Mental Health Motorbike feature on p46), we all enjoy getting together. December’s Motorcycle Live event, held again after a year off due to the pandemic, was a great opportunity for bikers to reconnect. Across nine days at the NEC Birmingham, thousands of people were able to see the latest bikes, watch demonstrations and treat themselves to new kit. And IAM RoadSmart was there to enjoy it all with them. If you have an event coming up that you would like to see featured here, email us at roadsmart@iam.org.uk

52 /

/ SPRING 2022

First page Manufacturers brought their 2022 models to the show, giving many people a first chance to see them up close. Opposite page There were plenty of opportunities to see bikes in action, as well as talks from a range of high-profile bikers. This page More than 66,000 visitors attended the show – including some very young riders! – and the IAM RoadSmart stand promoted our message of safer riding and driving.

/ SPRING 2022 / 53

VIEWPOINT

Tony Greenidge

ow time flies when you’re having fun! It only seems like yesterday that I took on this role, and yet I’ll be leaving IAM RoadSmart at the end of March, so this edition of the magazine will be my last as Chief Executive Officer. The chance to lead our iconic organisation has been a highlight of my career, and I would like to take this opportunity to say a very big – and very personal – thank you to all staff, active volunteers and members for your support. Especially during the difficulties of the past two years, dominated as they have been by the pandemic. Our organisation is built on several core elements and I am fiercely proud of every one of them. First and foremost, we provide drivers and riders with the opportunity to improve their skills and for them to have that recognised through a formal qualification. This journey of personal development doesn’t just stop there, though: it can be enhanced with progression to the Masters, the highest civilian IAM RoadSmart qualification available. Whatever changes and challenges lie ahead, I am confident that there will still be a need for our range of post-licence-acquisition training programmes. Our other activities include the training of business drivers, rehabilitation of drink-drive offenders, liaising with key government working parties and lobbying for change. Through all these, we should recognise the fact that everything we do combines to make a tangible difference to everyday safety out there on the UK’s roads. Every member, every volunteer and every

DID YOU KNOW? Studies have shown that volunteering can boost your sense of wellbeing. What better reason could you have for offering some time or expertise to your local IAM RoadSmart group?

“SOME ELEMENTS OF WHAT WE HAVE DONE IN THE PAST MAY CHANGE, BUT FOR MANY OF US THE PURSUIT OF EXCELLENCE, IN OUR CAPABILITY AND BEHAVIOUR, IS IN OUR DNA” 54 /

/ SPRING 2022

employee should rightly feel a real sense of pride in the work that we do. When you consider that 90% of road collisions are caused by human error, the difference we can make to road safety is very real indeed. So, what about the future? Well, given the value of our heritage, our knowledge of best practice for driving and riding, and the commitment of our members, volunteers and employees, we are well positioned to adapt to and embrace change. And that’s true for whatever form that change takes, whether it’s new technology, climate change, legislation, mobility issues or road design, we are prepared for it. Some elements of what we have done in the past may well need to change, but for many of us the pursuit of excellence, in terms of our driving and riding capability and in terms of our behaviour, is in our DNA. We will adapt accordingly and I am quite confident that each of us will find new and innovative ways to achieve our personal goals of being the very best we can be. I am delighted to be in a position to hand over the reins to a new Chief Executive Offier at an exciting phase in our history. Our new CEO will be all set to implement a brand-new strategic plan and I am very confident that this will see our wonderful organisation go from strength to strength. As I leave the office for the final time, I will undoubtedly take a little time to reflect on everything that I have learned during my time here at IAM RoadSmart, and to leave the building happy in the knowledge that the organisation is looking forward to a great future. My last journey home from work will be a happier one – and a safer one – as a result.

ILLUSTRATION DAVID MAHONEY

“We’re well positioned to adapt to change,” says IAM RoadSmart’s CEO

IN S IDE R

I A M ROA DSM A R T NE W S The latest updates, initiatives and information from IAM RoadSmart

Our work with TyreSafe has helped raise awareness of safe driving in the winter months.

Recognition for dedication THE IAM ROADSMART AGM in December provided the perfect opportunity to thank two long-standing IAM RoadSmart supporters for their outstanding contribution. Racing legend Paddy Hopkirk MBE, pictured here being presented with his certificate from our chairman, Stuart Donald, has been an Ambassador for many years. Retired Chair Derek McMullan was also presented with a certificate for his significant contribution, dedication and commitment to the charity. We thank both for many years of service and support.

Partnerships spread the IAM RoadSmart message OVER THE PAST few months, IAM RoadSmart has been developing partnerships with a range of companies to promote road safety and share advice from IAM RoadSmart’s experts. At the end of 2021, we worked with CarGurus on the top 10 used family cars, supporting them with hints and tips from Rebecca Ashton, IAM RoadSmart Head of Policy & Research, on travelling with children. We also partnered with Halfords to raise awareness

of car warning lights. Halfords created Christmas jumpers to highlight what various warning lights mean and why they shouldn’t be ignored. We’ve begun 2022 by collaborating with TyreSafe, highlighting the importance of driving safely in winter weather conditions. The winter driving tips also included advice on storing and caring for your motorbike, which may have gone into hibernation for the colder months.

CELEBRATING YOUR STORIES This year we’re celebrating IAM RoadSmart members who’ve been with us for many years by publishing their stories on our website. We’re delighted to share experiences from bike and car members of 25, 40 and 50 years’ membership. Read their stories on www.iamroadsmart.com/media-policy/news-and-insights, and submit your own story at press.office@iam.org.uk.

DON’T MISS OUT! Skills Day tickets now on sale with limited availability. Check out our website for dates and venues in 2022: www.iamroadsmart.com/events

THANKS FOR YOUR FEEDBACK Thank you to all members who take part in our regular surveys via the newsletter. In a recent poll, 86% of respondents voted in favour of manual driving tests, for instance. Your feedback is always gratefully received – it helps us raise our profile and drive awareness of road safety in the press and on social media.

/ SPRING 2022 / 55

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HAVEYOURSAY S H A R E YOU R THOUGHTS ON THE DR IVI NG AND R IDING ISSUES THAT MAT TER

STAR LETTER

Views expressed on the Have Your Say pages are those of individual correspondents and not IAM RoadSmart. IAM RoadSmart reserves the right to edit letters for length and clarity.

How far will AI go? Your informative article on automated lane-keeping systems (AKLS) in the Autumn/Winter edition of RoadSmart raised several questions. Firstly, these systems will be allowed on motorways because “motorway traffic is by definition one way, and also excludes vulnerable road users.” Are motorcyclists not vulnerable road users? Speaking of which, how will these systems react when motorcycles are filtering through low-speed jams? Will they be banned from filtering so ‘drivers’ can concentrate on their emails while the ALKS controls the car? Also, will ALKS spot that a vehicle in front, in a different lane, is indicating to pull in front and react accordingly to allow the vehicle to move over safely? Finally, how will ALKS react if the vehicle is cut up by another vehicle? Will it brake suddenly? If so, will it take into account the proximity of the following vehicle? I read an article a few years ago about the levels of automation. My understanding at the time was that systems that took responsibility away from the driver some of the time should be avoided as the handover between automation and human would be high risk. The ideal was that we moved to full automation (ie, with no steering wheel). Pete Constant

WIN £100 60 /

Our Star Letter wins a £100 voucher to spend on IAM RoadSmart merchandise and courses

/ SPRING 2022

Below Has a lack of road maintenance resulted in rural roads becoming narrower?

I’m concerned about an aspect of road maintenance. The roads near where I live are getting narrower! I’m referring to unclassified rural roads with verges and no kerbs. Sediment forms at the road edges, and each spring new plants grow so that the verges become wider and the roads get narrower. In some instances, repairs and resurfacing have taken place to the edge of the exposed road, but haven’t continued to the now buried old tarmac. I’m prepared to raise this matter with my local authority but I’d like to know if there is an official maintained surface width for each road. I consider this to be a road safety issue, especially for walkers and cyclists who now experience vehicles passing more closely than in the past. I first noticed this problem a few years ago, and assumed that the authorities would sort it out. Unfortunately, it’s got worse over time, and has been exacerbated by the increased width of modern tractors and other vehicles. Howard Prestage

ALAMY

GET T Y

Shrinking roads

IN S IDE R

GET IN TOUCH

RoadSmart Magazine, 1 Albany Place, Hyde Way, Welwyn Garden City, Hertfordshire AL7 3BT 0300 303 1134

roadsmart@iam.org.uk

@IAMRoadSmart

Left Whether they’re chosen for comfort, convenience or a range of other reasons, trikes are becoming increasingly popular.

AL AMY

IN BRIEF Flying blind

“THE RULES AROUND CYCLISTS ARE WOEFUL IN THE HIGHWAY CODE. I’D URGE ALL MOTORISTS TO BE RESPECTFUL” The freedom of three wheels I’ve been a motorcyclist for almost 50 years, and have been a motorcycle instructor and a Part 1 examiner, a CBT instructor, an IAM RoadSmart Observer and have passed Advanced tests for car and motorcycle. Being of short stature and having had some surgery, I struggle with the weight of decent-sized machines, so some years ago I invested in a Goldwing trike and now own a Can Am Spyder RT, both of which are great fun. Unfortunately some of my motorcycling brethren see me as some inferior sort of rider. I’m frequently asked ‘Is it because you can’t ride a motorcycle?’, and other put-downs. I still ride twowheeled motorcycles but prefer the trike for long distances or touring. However, I have noticed more motorcyclists nodding or waving as we pass, so there’s hope yet. This brings me to my question: the three-wheeled market is growing. Depending on when you got your car licence, you could ride a trike with no training whatsoever. So does IAM RoadSmart have any plans to include a trike test with associated training to bring this growing and often untrained group of riders into the fold, to boost competence and safety? It may also change how us three-wheeled riders are viewed. Dave White

IAM RoadSmart response: We do have plans to develop a bespoke training course and test for a trike. Though this will need some consideration as it combines elements from both our motorcycle and car training.

I love a numbers list, especially the one in the Autumn/Winter 2021 issue of RoadSmart: 16 seconds to look at a touchscreen! At 70mph that’s around 1,600 feet. Imagine driving on a motorway at 70mph for 16 seconds with your eyes shut. Scary stuff! Has the time come to fit an interlock to these screens that stops them operating when the vehicle is moving, unless the front passenger seat is occupied and the seatbelt clipped in? Mike Provan No smoke without fire I don’t know whether Douglas Wragg’s letter (RoadSmart, Autumn/ Winter 2021) is a leg-pull, but if not he seems to think that steam engines are some sort of miraculous perpetual motion machine. He is overlooking that steam engines of any sort are heat engines requiring the burning of fuel and therefore produce gaseous emissions. They may be able to recycle the working fluid, by condensing the steam, but not the exhaust gases. Geoffrey Crabb

IAMRoadSmart

Sharing is caring I was very disappointed with Nigel Griffiths’ attitude towards cyclists (RoadSmart, Autumn/Winter 2021). I would like to highlight two points. Cycle paths that aren’t part of the actual road are invariably unfit for purpose if a cyclist wishes to travel at a decent speed – say, 10mph or above. The surface is frequently uneven, will probably be shared with pedestrians, and the cyclist must give way to side roads and driveways (travelling on the actual road would grant priority to the cyclist). Mr Griffiths and those who share his views must remember that cycle paths are optional and cyclists who wish to enjoy the freedom of the road at a good pace are free to do so on the road itself. Also, cyclists are allowed to cycle two abreast. Although they should cycle in single file in some situations, riding two abreast should make no difference when it comes to overtaking – the overtaking vehicle should use the opposite lane anyway to give the cyclist maximum room, so the overtaker should wait until there are no oncoming vehicles to make the overtake safe and courteous. In that case, it should be easier to overtake a large group of cyclists if they’re cycling two abreast as the length of the overtake will be shorter. The rules around cyclists are pretty woeful in the Highway Code, but I would urge all motorists to please be respectful, patient and remember that we’re just as entitled to use the road as you are! Ella Deighton

New readers welcome! My husband receives RoadSmart magazine and I’ve never really taken much notice of it. The Autumn/Winter issue was delivered and, as I’d finished my usual magazines, I decided to flick through it and found myself reading out a lot of the content to my husband. I was enthralled as it was so different from the other magazines I normally read. As a driver, passenger, pillion and pedestrian, I found it very engaging and / SPRING 2022 / 61

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IN S IDE R

GET IN TOUCH

RoadSmart Magazine, 1 Albany Place, Hyde Way, Welwyn Garden City, Hertfordshire AL7 3BT 0300 303 1134

roadsmart@iam.org.uk

@IAMRoadSmart

Left As EVs become more popular, is it time to rethink attitudes towards automatic gearboxes?

IN BRIEF

GET T Y

Beam me up

“I THOUGHT THAT AUTOMATIC GEARBOXES WEREN’T FOR ‘REAL DRIVERS’, BUT SUCH DRIVING AIDS CAN BE LIBERATING” there was so much information and useful advice. I particularly enjoyed reading about the potential new technology on adaptive headlights. I also liked the Road Trip section, as we are planning to buy a Goldwing and do some serious travelling. I shall be reading all the RoadSmart issues that come through now, from beginning to end, and making a folder on road trips for our forthcoming travels. Laura Smith

Time for a change of gear? I learned to drive in a Morris Minor in the early 1960s. How cars have improved since then: power steering, satellite navigation, cruise control, automatic wipers, self-dipping headlights, parking assistance and so on. Until I spent a period working in Texas at the end of the 20th century, I’d always thought that automatic gearboxes weren’t for ‘real drivers’. After all, if you passed your test in an automatic you still weren’t allowed to drive a ‘real car’. But the automatic car that I had to use in the US taught me that such driving aids can be liberating. After that, I always bought automatic cars in the UK. Indeed, my first car with a DSG box showed that it could change gear better than I could in an ‘old-fashioned’ vehicle. Roll on the continued development of driver-assistance tools. Though I would probably prefer not to see the widespread introduction of self-driving cars in my lifetime.

In the Autumn/Winter issue, the article ‘Lighting the way forward’ mentions cars aiming their beams around corners. I remember Citroën fitted its 1950s Monte Carlo rally cars with headlights that turned in the direction the front wheels were going, but when the drivers did a ‘Paddy Hopkirk’ turn the lights were facing the wrong direction, and they were scrapped! So how will modern cars overcome that problem? Bernard Urben

F O R A DVA N C E D D R I V E RS A N D R I D E RS

IAMRoadSmart

The move to electric cars will further accelerate the demise of the manual gear change. Yet in RoadSmart I still see references to IPSGA! Surely it’s time to ditch it – perhaps replace it with IPSA? Iain Oldcorn

IAM RoadSmart response: As you learned to drive in the 1960s we’re sure you’ll remember the system pre-IPSGA. And while we may have to change the acronym the ethos will stay the same: an ordered system designed to negotiate a hazard safely.

Mirror, mirror... Who decided that large commercial vehicles don’t need mirrors? Since I was taught to drive/ride, in 1961, I have sought to check two things using other vehicles’ mirrors: is it right- or left-hand drive, and, especially at junctions and roundabouts, where is the driver looking? It’s all very well these vehicles having cameras, but I have no view into the cab to get the information I need. Surely in the interest of us all, mirrors are essential. If there are no mirrors, there should be a warning on the rear of the vehicle. John Graves

AU T U M N / W I N T E R 2 0 2 1

Difficult dashboards

13 DEALS AND DISCOUUN TS TO DISCOUNTS MAXIMISE YOUR MEMBERSHIP

THE SCIENCE OF SIGHT How vision works when you’re on the road

SELF DRIVING DEBATE Autonomous cars: are we moving too fast?

MOVIE ROAD TRIPS Ride or drive the UK’s most cinematic routes

N I G HT STA R S

FRO M DAR K, G IN THE LOC K RAC ERS DRI VIN -TH E-C S FOR ROU ND TOP TIP RS TO DO CTO

FLY ING

Nocturnal testing After reading the feature about drivers and riders who are out at night (Autumn/Winter 2021), my question is: what about Advanced tests in the dark as an add-on to the regular tests? Driving in the dark is significantly different from in the daylight. We can’t assume that someone with an Advanced test is as good as they ought to be in the dark. Keith Arksey

Remember ergonomics? This was a brief period when cars had differently shaped knobs, sliders and dials to control all the functions that are nowadays controlled by the central touchscreen via multiple submenus. The value of ergonomic controls was that the driver could quickly learn by touch which one did what, without taking their eyes off the road, which is impossible with a computer screen. I’m surprised IAM RoadSmart hasn’t taken a strong stand against this lazy, money-saving trend in car design. It might look good, but a dynamic moving object in traffic requires constant attention from the driver, who cannot glance at the dashboard for more than a second. Paul McKay

IAM RoadSmart response: We agree entirely, Paul. See our leading research on the RoadSmart website: bit.ly/RSinfotainment / SPRING 2022 / 63

IN S IDE R

MEMBER PROFILE

“BEING A BLOOD BIKER IS MY WAY TO HELP PAY SOMETHING BACK” Motorcyclists around the UK are the backbone of the life-saving blood bike network. For IAM RoadSmart member Graham Bryson, his journeys are a way to say ‘thank you’… WORDS MAT T MASTER PHOTOGRAPHS JOBY SESSIONS

hree years ago, after almost a decade in the saddle, IAM RoadSmart member Graham Bryson decided it was time to refine his riding skills. Following a chance encounter with an instructor at his local bike shop in Merseyside, the retired Royal Engineer applied for the IAM RoadSmart Advanced Motorcyle qualification, a decision that would set him on a life-changing journey. Based at Wirral Advanced Motorcyclists, Graham was observed during his training by volunteers for the Merseyside and Cheshire Blood Bikes, a charity that delivers blood around the clock between hospitals and laboratories in the north-west. Following six weekends of intensive training and self-imposed high-mileage practice, Graham was deemed ready to take his advanced test. But while waiting for a slot, he was diagnosed with prostate cancer. “I travelled home feeling a bit down but with the mindset that it would not knock me down,” Graham says. “I put the diagnosis to the back of my mind, as taking this test meant a lot to me. I’d worked so hard to reach that stage.” Graham was so inspired by the work of his mentors on the course that he joined the Merseyside and Cheshire Blood Bikes shortly after passing and, in his own words, has never looked back. He began treatment for his prostate cancer not long after, undergoing radiotherapy and hormone treatment at the Clatterbridge

T 64 /

/ SPRING 2022

During his cancer treatment, Graham found himself transporting blood samples for fellow patients.

Cancer Centre, where staff were frequently surprised to see one of their patients return hours after treatment to pick up someone else’s blood samples. Following a positive prognosis and with regular check-ups, Graham is now three years into his role as a blood biker and meeting head-on the enormous challenges that the pandemic has caused for healthcare services. As a blood biker, Graham was already used to answering around three call-outs on a night shift, often doing sample runs to and from Clatterbridge for fast lab analysis. But with the arrival of Covid-19, the nearby Bromborough micro labs started testing for the virus and Graham went from sleeping in bed with one eye open to sleeping on the couch, unsure whether to bother taking off his boots. “During each night shift I’ve been riding 100 to 150 miles locally with up to 13 call-outs,” Graham says. “I often leave

the house on a call and return five hours later as I’ll be diverted on different callouts while riding between hospitals, labs and Clatterbridge Cancer Centre.” The Merseyside and Cheshire Blood Bikes regularly link up with other blood bike groups to get samples to other parts of the country, at no cost to the NHS. It’s a heroic effort on the part of all the volunteers involved and, bearing in mind the physical and mental demands of riding hundreds of miles throughout the night, there are measures in place to ensure every rider’s safety. “A controller tracks you on the system to make sure your journey is a safe one and knows exactly where you are,” Graham explains. “And we report in on a WhatsApp group as a secondary measure when the package is picked up, dropped off and we’re home safe.” Graham is now an eager advocate for the charity, keen to explain the importance not only of blood bikers but the controllers, management, fundraisers and speaker teams who keep this complex and vital service running effectively. “Being a blood biker is a way to help pay something back for the treatment I received,” Graham says, “and thanking all the staff who looked after me. If blood bikes are needed, I will do as much as I possibly can. You can read more about Graham’s inspiring story on the IAM RoadSmart blog: bit.ly/IAMbloodbiker

/ SPRING 2022 / 65

IN S IDE R

MY OTHER CAR IS…

…a Caterham Seven Some cars work their way into your life, like Andy Couchman’s 1988 Caterham Seven, which he built from the ground up PHOTOGRAPHS JOBY SESSIONS

he plan was to keep it for a few years. That was three decades ago. The car is now firmly part of the Couchman family. “It’s been driven by four generations,” says Andy. “My grandson Rafe was two when we pushed it along while he steered.” As is often the case with cars you build yourself, Andy has a close bond with the Seven. “The most valuable part of it to me is the little aluminium gearknob,” he recalls. “My dad designed that and started making it just before he died, in 1992. I completed it on his old lathe, so he’s been with me on every single gear change.” ‘Little Whizzer’, as his daughters named it, is no garage queen, though. “It’s covered more than 60,000 miles, and has been as far as the Pagani and Ferrari factories in Italy. It’s hardly concours, but

T 66 /

/ SPRING 2022

I’ve tinkered with it over the years. With 170bhp and weighing just 500kg it’s pretty brisk. On cold days it’ll take your breath away – literally. Driving without the doors on at over 40mph, the wind turbulence means you can’t breathe properly. I thought there was something wrong with my lungs when I found that out!” Andy’s Caterham Seven still has the old Ford Crossflow engine, Escort four-speed gearbox and Morris Ital back axle, but the engine now has fuel injection, all-steel internals and an alloy head, while the rear axle has a limitedslip differential.

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