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70TH ANNIVERSARY SPECIAL EDITION F O R A DVA N C E D D R I V E RS A N D R I D E RS

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S P R ING 2 0 2 6 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 CBE Chief Executive Officer Antony Kildare Marketing, Communications and Membership Director Kat Hyde Head of Membership Karolina Brzeska Council of Trustees Shona Johnstone (Chair), Nick Lomas (Vice Chair), Sarah Whiteside-Jones, Victoria Milford, Tom Kelman, Angela Bell, Mark Armitage, Rupert Newman, Mark Powell Registration England & Wales 562530 Registered Charity Number 249002 (England & Wales), SCO41201 (Scotland) PUBLISHED BY Our Media www.ourmedia.co.uk Editor Matt Rigby Art Editor Robin Coomber Production Editor Sarah Newman Senior Account Manager Joanne Robinson TO ADVERTISE Director of Commercial Partner Engagement & Growth Jamie Bolton (0117 300 8518; jamie.bolton@ourmedia.co.uk) Senior Sales Executive Kirsty Hibbert (0117 300 8101; kirsty.hibbert@ourmedia.co.uk)

Welcome to the first RoadSmart issue of 2026, and the first one in our 70th anniversary. I must admit, though, that I never expected us to be running a cover feature with the headline ‘how to be an advanced pedestrian’… but when you think about it, our road safety mission encompasses all users of the road, from trucks and other large commercial vehicles right down to pedestrians. And besides, to be a successful Advanced rider and driver, you have to consider any road situation from all possible angles. Richard Gladman shows us how to do just that on page 39. Pedestrian safety, though, is about so much more than a quirky headline, as Harriet Barnsley’s harrowing experience shows on page 42. Given the tragedy of the death of her friend and the struggles with her own injuries and trauma, the fact that she is able to tell her story, and to campaign with the aim that others shouldn’t suffer in the way she has, shows extraordinary fortitude. So our thanks go out to Harriet for sharing her ordeal. We would be remiss if we didn’t take a look at what more can be done to improve pedestrian safety, so we have looked into possibilities around urban planning, in-vehicle technology and what pedestrians themselves can do to stay safe. Our regular ‘Science of’ feature also takes a deep dive into pedestrian safety on page 19. Elsewhere in this issue – and to strike a slightly lighter note – we are looking at some iconic motorcycle road trips, including a visit to the excellent Bike Shed venues in London and LA… the last is perhaps one to save up for! As part of our 70th anniversary we have also been chatting to the lovely and irrepressible Rosalind Preston, who has been a member since day one. Now if that isn’t proof that we have been doing something worthwhile all these years, then I don’t know what is…

“OUR ROAD SAFETY MISSION ENCOMPASSES ALL USERS OF THE ROAD, FROM TRUCKS AND OTHER LARGE COMMERCIAL VEHICLES RIGHT DOWN TO PEDESTRIANS”

Our Media Limited is working to ensure that all of its paper comes from well-managed, FSC®-certified forests and other controlled sources. This magazine is printed on Forest Stewardship Council® (FSC®)-certified paper. This magazine can be recycled for use in newspapers and packaging. Please remove any wrapping and dispose of it at your local collection point.

Shona Johnstone Chair, IAM RoadSmart

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CON T EN T S IN TA K E

ON T HE R O A D

07 NEWS Updates from the IAM RoadSmart campaigns on headlight glare and mature driver eye tests, plus how we’re amplifying your voice

27 CULTURE RIDES A trio of thrilling and informative trips that explore iconic motorcycling routes and destinations, for two-wheelers and their riders

13 NIGEL MANSELL CBE INTERVIEW Our honorary President and F1 legend explains what makes him so passionate about road safety 17 INNOVATIONS How a collaboration between Suzuki and dairy farmers could see cow dung become a source of biogas for cars 19 THE SCIENCE OF PEDESTRIAN SAFETY The developments in technology that can offset the harm that increasingly heavy cars can do to pedestrians

22 17

IN S IDE R 55 GALLERY DocBike Next-Gen Riders hopes to better equip young learners to tackle the road safely 59 SHONA JOHNSTONE Our Chair is proud of the charity’s keen advocates and links to worthy causes

F E AT UR E S

52 IAM’S HISTORIC MILESTONES Looking at a selection of developments in Advanced motoring over the last 70 years

39 SKILLS REFRESHER: 360-DEGREE VIEW A pedestrian crossing scenario, as interpreted by different road users’ viewpoints 40 ASK THE EXPERTS Our team tackle all your road-based conundrums

22 THE GREAT DEBATE Do Fitness to Drive assessments promote road safety or restrict the freedom of older drivers? We look at both sides of the argument

42 WHY PEDESTRIAN SAFETY MATTERS Road safety advocate Harriet uses her lifechanging experience as a road traffic collision survivor to promote better driving

37 RICHARD GLADMAN Having regard for the safety of all road users as well as your own is the best road safety advice, says our Chief Examiner

60 LETTERS Members have their say 62 MEMBER PROFILE Rosalind Preston is about to celebrate her 70th year as an IAM RoadSmart member 66 IAM ROADSMART NEWS All the latest from within our community

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INTAKE News and views from the world of road safety

years

FI champion of safety shares the magic of driving Plus: Success for headlight glare campaign as the Government proposes changes to regulations p9 / SPRING 2026 / 7

IN TA K E COMME N T

BY THE TIME this magazine is printed, we expect that the Government will have published its long-awaited Road Safety Strategy – the first for more than a decade. NICK LYES However, at the Policy and time of writing, the Standards Government has yet Director to do so. Even so, we already know that at least two elements of it – proposals to tackle the increasingly challenging issue of headlight glare and a look into reforming the rules around mature drivers – have been partly driven by campaigning from IAM RoadSmart. When we choose policy platforms on which to campaign, it’s your voices we’re listening to. That’s why we’ve been championing the causes of mature driver safety and headlight glare, because those are the road safety subjects that are closest to the hearts of our members. And it’s great to see that some action is being taken as a result. You can take a look at our other policy and campaigning positions by visiting www.iamroadsmart.com/ about-us/our-policies and see what we’re working for, but if there’s a road safety matter that’s important to you, get in touch via www.iamroadsmart. com/contact-us Because campaigning for change can work – and we can all make a difference.

/ SPRING 2026

CA M PA I G N SU C C ESS

Eyesight tests in focus for mature drivers ANOTHER AREA where change is set to be implemented under the new road safety strategy is the rules and regulations surrounding older drivers. IAM RoadSmart is supportive of mandatory eye tests and this now looks likely to happen. Currently, drivers over 70 just need to selfdeclare that their eyesight meets the required standards (as well as disclosing any medical condition that may affect or impair driving ability). That makes the UK very much an outlier among European nations, as only two other countries operate on this voluntary basis. While it's great to see that the Government is taking seriously the issues of older drivers, we’re disappointed that it doesn’t seem likely that the mandatory renewable age will be raised. Many of today’s 70-year-olds are fitter than ever before. Available data shows no statistically significant spike in road traffic collisions attributed to those in the 70–75 bracket, but a gradual

increase between those aged 76 and 85 and a sharp increase therea%er. IAM RoadSmart’s Director of Policy and Standards, Nick Lyes, says: “The current requirement for mandatory renewal at 70 is out of step with what we know about older drivers and their competencies. Our recommendations provide an alternative that recognises the modern challenges of driving at an older age in the UK.”

“MANY OF TODAY'S 70-YEAR-OLDS ARE FITTER THAN EVER BEFORE. AVAILABLE DATA SHOWS NO SIGNIFICANT SPIKES IN COLLISIONS FOR THE 70–75 AGE BRACKET”

GET T Y

Policies that matter

IN TA K E

Below: (l to r) Rod Dennis, RAC; Baroness Hayter, then-Roads Minister Lilian Greenwood and Nicholas Lyes met to discuss headlight glare in 2025

CAMPA I G N SU C C E SS

IAM RoadSmart helps highlight headlight glare HEADLIGHT GLARE is a serious safety issue, particularly among older drivers. However, we’re pleased to report that the Government is taking action, following a concerted effort by a campaign spearheaded by Baroness Hayter of Kentish Town and a parliamentary working group including IAM RoadSmart, the College of Optometrists, Halfords, the RAC and the AA. As part of its new road safety strategy, the Government is to propose changes to international vehicle lighting regulations, as well as reviewing the UK’s own rules, some of which have been in place since the 1980s. Following pressure from IAM RoadSmart and others, the Government commissioned TRL to research the cause of headlight glare, and the results, published last November, reveal that the

problem seems to centre around the luminance of light units – which is the effectively the brightness of a given area, rather than their intensity from a single source point. There’s certainly a need for the issue to be sorted. A survey conducted by IAM RoadSmart in spring 2024 showed almost a third of drivers have reduced their night-time driving due to glare, and more than half say they’ve been dazzled by headlights at night. Action has now been promised, but as an organisation we will still keep pushing for regulatory change.

GET T Y

SUVs, which generally have higher-set headlamps than other types of car, can be more likely to dazzle road users

BEAT THE BRIGHTNESS

IAM ROADSMART SAYS: “This important research confirms that headlight glare is a major issue for drivers and something that should be taken seriously. While focus will be on amending international regulations of new vehicles, that doesn’t solve the issue with cars on the roads today. "The MOT test does allow for inspections of lights including intensity, but whether this provides adequate safeguards for other motorists is debatable. In the meantime, drivers should keep their headlights clean and check their headlight settings to avoid giving others an uncomfortable nighttime journey.”

Nick Lyes, IAM RoadSmart Policy and Standards Director

/ SPRING 2026 / 9

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GET T Y

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GET T Y

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Some fleet companies need to improve their policies to prioritise the safety of their drivers and riders

N E WS

Worrying trend for business fleet road safety NEW RESEARCH has revealed that 80% of business fleets don't have a road safety policy in place for their drivers. The IAM RoadSmart survey also revealed that 48% of firms don’t carry out regular vehicle safety checks, while over half (53%) don’t have a health and safety officer responsible for fleet risk management in place. Meanwhile, the survey of 2,010 adults in the UK also found that 65% of fleets don’t use telematics or GPS tracking systems, and a further 39% of professional drivers have never been offered driver or rider training or assessment. These statistics come at a time when figures from the latest government data show that the number of road traffic incidents where people were either killed or seriously injured (KSI) has effectively plateaued in recent years. The number remains around the 30,000 mark on an annual basis, equating to more than 80 casualties on the UK’s roads every single day.

Read more road-safety news at www.iamroadsmart.com or follow us on our social channels:

RESEARCH IN NUMBERS

48% >50% of business fleets don't carry out regular vehicle safety checks

of firms have no health and safety officer responsible for fleet risk

IAM ROADSMART’S VIEW “These findings are certainly alarming. While most businesses will take road safety seriously, it’s clear that some need to do significantly more to limit the risk that their drivers pose, both to their own safety and that of other road users.”

Nick Lyes, IAM RoadSmart Policy and Standards Director

@IAMRoadSmart

IAMRoadSmart

/ SPRING 2026 / 11

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PHOTOS STEVE SAYERS

NIGEL

MANSELL CBE !"##$%&'() talks impressive card tricks, life-saving reaction times and how to be brave with racing legend, road safety advocate and honorary IAM RoadSmart president, Nigel Mansell

WHEN I ARRIVE AT IAM ROADSMART HQ in Welwyn Garden City, one of the head office team bustles up to me: “I hope you don’t mind, but we’ve switched our schedule around a little – Nigel’s just going round meeting some of the team.” We had planned a meet-and-greet photo opportunity, but not until after the interview. Yet I can see that Nigel Mansell is enthusiastically touring the desks shaking hands with the staff. Even at a distance, it’s clear he’s genuinely engaged and interested in the goings-on at IAM RoadSmart HQ.

/ AUTUMN/WINTER / SPRING 2026 2024 / 13

IN TA K E

“THE REASON I’M HERE TODAY AND INVIGORATED WITH THE MISSION OF IAM ROADSMART IS BECAUSE I BELIEVE IN THE IDEA OF SELF-IMPROVEMENT” “I was going down the Stratford Road, in my Lotus [an Esprit Turbo, for the car nerds – Ed]. We were rounding a bend, and there was a car on our side of the road, which must have been doing an excess of 100 miles an hour. Now, if you freeze in that situation, you’re dead. The closing speed would have been about 150 miles an hour. And instinctively, I drove onto the wrong side of the road, up the verge, and he just missed our rear wing. “And I think that if any of us can impart some of our expertise in teaching others to be a safe driver or rider, it’s fantastic. “So the biggest single factor for me, the reason I’m still alive, here today and more invigorated now than I was even just two hours ago with the mission of IAM RoadSmart, is because I believe in that idea of self-improvement, I love it.”

Perhaps even more surprisingly, I discover he’s been in the office since 7.30 that morning – “It’s not the arrival time that’s the issue, it’s having to get up at half-past five to get here,” he says with a glint in his eye and the hint of a smile. He might be over 70, but he wears the 33 years since his Formula One World Championship win very lightly indeed, and the energy and dedication that was the hallmark of his racing career is still there in bucketloads. In fact, one of the things he’s been doing as he tours IAM RoadSmart HQ is wowing staff with some genuinely impressive card tricks. Following a major accident at Le Mans in 2010, Mansell suffered a severe head injury, and part of the rehabilitation process was learning card magic. Since then he’s carried on with the hobby and even joined the Magic Circle. He’s a man who doesn’t do things by halves. Mansell’s been involved with IAM RoadSmart for almost three decades, and honorary president since 2006, but what motivated him to join? One sobering incident presented itself in the 1980s:

14 /

/ SPRING 2026

AN AMAZING OPPORTUNITY “And it’s the power of knowledge, isn’t it? If you have the knowledge, you can make the right decisions. Be clever and learn by someone else’s experience. And that’s what, with IAM RoadSmart and various other things that I do, I find very rewarding. “The 70th anniversary is an amazing opportunity for IAM RoadSmart. What is the charity doing right? What’s it doing wrong? What could it be doing better? What’s it not doing at all? I think you need – and I’m going to invent a word here now – to unstagnate. “If we want to change we must enter territory where we feel uncomfortable. We’ve got to be brave. We get a good team around and we support one another like you’ve built here. I mean, it’s fantastic coming today and seeing the team. And you know, that enthusiasm, it’s contagious. In fact, I’m going all goose pimply because I’m passionate about it. “Plus, we have a vehicle in the 70th anniversary that we can use as a bigger drum to bang. IAM RoadSmart deserves more recognition and I’ll be pushing very hard to achieve that. I’m very excited for it.”

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Terms and Conditions: Prices are per person and based on 2 people sharing a Polar Inside cabin. Prices do not include the additional 5% discount. To claim your IAM RoadSmart discount, call us and quote ‘HRG-IAM’. For more information, please visit www.hurtigruten.com/en-gb/about-us/partnerships/iam-roadsmart. Single supplements will apply. Discount is only valid on the voyage portion of the trip. Prices are subject to availability, correct at the time of printing and may increase or be withdrawn without prior notice. See website for full T&Cs. Northern Lights Promise - visit hurtigruten.com/en-gb/offers/northern-lights-promise for full T&Cs. E&OE. Image: © Trym Ivar Bergsmo.

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IN TA K E

INNOVATIONS

The power of poop Move over EVs, cow dung could be the fuel of the future, says Paul Horrell

ILLUSTRATION JAMES CAREY

hat’s great about cow dung is that, like most organic waste, it can be turned into biogas, a fuel similar to natural gas. And India has the world’s largest population of cattle – around 200 million. It’s also the case that one-fifth of cars in India run on compressed natural gas. Furthermore, a dominant two-fifths of all the new cars sold in India come from Suzuki’s subsidiary, Maruti Suzuki. Combine these facts and you can see the potential for a forthcoming collaboration between Suzuki and Indian dairy farmers to build a new biogas facility. The pilot project has also secured backing from the United Nations Industrial Development Organization, and if successful will be scaled up and replicated using Japanese-developed technology. Not only will the facility provide income for the farmers and more rural jobs, but the fuel itself is close to carbon neutral as it’s mostly methane. The Suzuki innovation optimises a process that is already widespread. Around the world, bio-digesters – basically large airtight vessels that help remove CO2, sulphur compounds, nitrogen oxides and water

OUR VIEW

“Anything that reduces the carbon footprint of transport is a positive, especially if food crops aren’t compromised.” Nicholas Lyes, IAM RoadSmart Policy and Standards Director

vapour before the gas is burned – are fed by all sorts of organic material, including wood, straw and food waste. Biogas is also made from specially grown crops, including maize, but using land to grow fuel rather than food isn’t really a sustainable option long-term. Indeed, it’s hard to account for the exact reduction in CO2 by using biogas. Instead of using it as a fuel, cow dung can be spread on the ground as an excellent fertiliser and soil conditioner, encouraging biodiversity. Plus it’s locally produced, negating the carbon footprint of manufacturing and shipping artificial fertiliser. But if it’s left in the open air it releases methane and nitrogen oxide – an extremely aggressive greenhouse gas. That’s why it’s often best to capture the dung and its gases. The other downside to this process – and it’s a fairly significant one – is that there’s simply too little waste organic matter to fuel more than a tiny proportion of the world’s vehicles. Still, if cow poop can provide horsepower in areas of the world that would greatly benefit from both an economic and an environmental investment, then we’re all in. / SPRING 2026 / 17

Prioritising Your Health: Why private health insurance matters and how Cornmarket can help. When we think about safe and smart motoring, the focus naturally turns to skills, training, and vigilance on the road. But smart driving isn’t just about what happens behind the wheel — it’s also about ensuring you’re protected off the road, especially when it comes to your health. That’s where private health insurance comes in. Private health insurance offers the reassurance of faster consultations, access to specialist treatment, and greater choice in when and where you’re treated. For those juggling careers, family, and community commitments — or simply wanting peace of mind — it’s an investment in your health and your lifestyle. Recognising the unique needs of IAM RoadSmart members, Cornmarket Insurance Services are leveraging it trusted partnership with Howden Life & Health, to offer tailored support for members by utilising the FREE comparison tool which compares all plans from all of the health insurance providers in the UK’s. Whether you’re exploring private health cover for the first time or already have a policy in place, Howdens specialist team can help you review your options,

compare cover levels, and ensure you’re getting real value for money. Their dedicated advisors understand that no two people are the same — and neither are their health needs. That’s why they work to match members with plans that suit their lifestyle, budget, and medical priorities. IAM RoadSmart members can get a quote online or over the phone in minutes, making it easier for you to explore policies that may include: • Fast-tracked access to consultations, diagnostics, and treatment • Coverage for mental health support and outpatient care • Flexible options for individuals, couples, and families

Your health is your most important asset — and just like maintaining a wellserviced car or motorbike, it pays to look after it before something goes wrong. With Cornmarket and Howden Life & Health in your corner, IAM RoadSmart members can make informed decisions and access the care they need, when they need it. If you already have health insurance in place, it is always a good rule of thumb to renew your cover at your renewal date to ensure that you are getting the best value for your money. As a thank you for trusting us with your health, IAM RoadSmart members who buy a health insurance policy through Cornmarket can claim a £80 cashback after six consecutive months of cover on a new policy. Offer ends 31st March 2026.

• Competitive premiums with expert guidance every step of the way £250

Get £80 Cashback!* We’ve partnered with Howden Life & Health to give you access to every UK health insurance plan in one place, and if you buy your cover over the phone before 31st March 2026 you will receive £80 Cashback.*

Plus, you could WIN a Virgin Experience Days Gift card worth £250. Just get a quote before 31st March 2026.*

Call 0808 141 1244 and tell us you’re an IAM Roadsmart member to claim this offer *For T&Cs visit www.cornmarketinsurance.co.uk/health-insurance-cashback-terms-conditions/ 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 Health is provided by Howden Life & Health which is a trading name of Howden Employee Benefits and Wellbeing Limited registered in England and Wales under company number 2248238, whose registered office is at One Creechurch Place, London EC3A 5AF. 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 the FCA’s website 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.

THE

IN TA K E

SCIENCE OF PEDESTRIAN

GET T Y

High-tech braking technology and sophisticated collision analysis promise to offset the increasing weight of new cars WORDS DAVID MOT TON

SAFETY O

n the face of it, pedestrian safety is a battle we’re winning. From 2004 to 2023, pedestrian fatalities in Great Britain dropped by 40% from 671 to 405. Serious injuries also fell, even though the total distance walked increased by 19%, according to Department for Transport statistics. Look at the science behind the numbers, however, and there’s evidence that for each

two steps forward we’re taking a step back. When it comes to hit-and-runs, for example, the number of pedestrians killed or seriously injured by a driver who failed to stop at the scene has risen from 1,040 in 2015 to 1,211 in 2024. But some clever technology is working overtime to at least offset the effect of heavier, taller and quieter vehicles in collisions.

/ SPRING 2026 / 19

IN TA K E

RESEARCH IN NUMBERS In the past 20 years pedestrian fatalities have reduced, but changes to vehicle design still pose risks

404

DANGER

The number of pedestrian fatalities in Great Britain in 2023, down 40% from 2004

Electric and hybrid cars are more dangerous to pedestrians than petrol and diesel cars in urban areas

1,211

SUV=

HIT-AND-RUNS IN 2024

30% HIGHER FATALITY RISK

The number of pedestrians killed or seriously injured by a driver who failed to stop at the scene has risen from 1,040 in 2015 to 1,211 in 2024

SUVs are more dangerous than other types of car, with a 10cm higher bonnet increasing the risk of fatal injury to pedestrians and cyclists by 30%

20 /

/ SPRING 2026

made AEB obligatory here, too. Known as GSR2, these rules require that AEB systems support pedestrian detection as well as sensing motor vehicles. “AEB has been shown to reduce car-topedestrian collisions by around 30%,” says Yousif Al Ani, principal engineer at the risk intelligence organisation, Thatcham Research. “It also provides impact mitigation where a collision cannot be avoided, reducing the severity of injuries.” BIGGER BUT NOT BETTER While collision avoidance technology contributes to an improving picture for pedestrians, some studies suggest a more complex reality. There’s evidence that the weight and body type of new vehicles may be putting the brakes on pedestrian safety. Researchers at the Vias Institute in Belgium analysed collisions from 2017 to 2021. Vias found that an increase in vehicle mass of 300kg raised the risk of death among vulnerable road users by 30%. The same study found that SUVs were more dangerous to pedestrians and cyclists than other types of car, with a 10cm higher bonnet increasing the risk of fatal injury by 30%. And make no mistake, new cars are becoming heavier and taller. Autocar magazine compared the average weight of new cars in its weekly road tests in 2016 and 2023 and found an increase from 1,553kg to 1,943kg – that’s a rise of nearly 400kg. In 2016, Autocar tested 16 SUVs or crossovers, while in 2023, it tested 24.

Autonomous emergency braking, now compulsory on all new cars, senses when people are near

The higher average weight of new cars is partly due to increased sales of hybrids and electric vehicles, which are generally heavier than similar cars powered by an internal combustion engine. For example, the kerbweight of a petrol-powered Volkswagen Passat 1.5 TSI is 1,573kg, whereas the plug-in hybrid Passat weighs 1,846kg. QUIET KILLERS? As well as being heavier, electrified vehicles are quieter – another potential

GET T Y

PEDESTRIANS A PRIORITY The complex cause and effect of hundreds of collisions is difficult to unpack. However, the past 20 years or so have undoubtedly seen more emphasis on pedestrians and other vulnerable road users by the safety experts at Euro NCAP. What’s more, the widespread introduction of autonomous emergency braking (AEB) has made severe collisions less likely. Pedestrian safety has been part of Euro NCAP’s rating of new cars since 1997. The protocols have been updated several times since, including AEB systems with the ability to detect pedestrians since 2016. These sophisticated driver aids use sensors to detect people and vehicles, applying the brakes if a driver fails to react. Across Europe, AEB has been compulsory on new models since July 2022 and all new cars since 2024. Rather than developing GB-only variants, these European regulations have effectively

risk, especially for blind and partially sighted pedestrians. A study from the London School of Hygiene and Tropical Medicine (LSHTM) analysed collisions between 2013 and 2017 and found that electric and hybrid vehicles were three times as dangerous to pedestrians in urban areas as petrol and diesel cars. While these findings seem alarming, it’s important to note that since July 2019, all new electric vehicles have been fitted with an acoustic vehicle alerting system (AVAS). These make a sound to reduce the risks posed by quiet electric vehicles. The LSHTM team is now focusing on more recent data. “We plan to evaluate the effectiveness of the AVAS regulation

on reducing pedestrian injuries in Great Britain, and we hope to start this analysis next year,” says the report’s lead author, Professor Phil Edwards. Not everyone is convinced that AVAS does enough to mitigate the risk of quiet EVs to pedestrians. “Acoustic vehicle alerting systems should continue to sound at higher speeds,” says Richard Wevill, public relations officer at the Royal National Institute for the Blind (RNIB). At present, the noise cuts off at 12.4mph (20km/h) when a vehicle is moving forwards. “The need for AVAS to sound at higher speeds has already been acknowledged in the US, where they are required for speeds up to 18.6mph (30km/h).” The RNIB also wants AVAS retrofitted to older electric cars. It’s a good point. Because while we certainly should acknowledge the positive role modern technology plays in making pedestrians safer, to rest on those laurels risks bringing unintended new dangers into play.

As we transition to electrified vehicles, there’s little chance of the trend towards heavier and quieter cars being reversed. However, researchers at Coventry University believe we can do more to care for pedestrians, post-collision. Funded by the Road Safety Trust, the SENTINEL project promises tools to assess pedestrian injuries more quickly and more accurately. It aims to quantify the risk of serious soft tissue injuries rather than predicting from the incidence of broken bones. This makes the Coventry University project different from earlier research, explains principal investigator Dr Christophe Bastien. “The probability of skull fracture is not the same as the probability of head injury, and that’s something we cannot model. The solution is to study real-world collisions, and that’s what we’re doing.” Applications also include predicting which pedestrians will, despite appearing lightly injured, go on to have a serious or even fatal brain injury which only displays days or weeks after the collision. The SENTINEL project’s findings could also be used to improve car design, offsetting the higher weight of electric vehicles with front ends that keep pedestrians away from hard, unyielding parts. “With electric vehicles, there’s more scope to design the front end to make it pedestrian compliant,” says Dr Bastien.

GET T Y

“IF WE CAN’T AVOID ALL ROAD COLLISIONS, WE THEN NEED THE RIGHT COMPUTER TOOLS TO SAVE LIVES”

UNDERSTANDING PEDESTRIAN INJURIES

!"#$%&'%"'()*$%"$#"!"#$%&#'("&+,+-).'/" 0+1)("2$**$.")3"+"&$*$%).,"4$5%.+6)3*" 7)*8"*8%''"('9+('3"$#"':;'%)'.9'< / SPRING 2026 / 21

IN TA K E AL AMY

Women ve and older ha a casualty rate as high as for men aged 17-24

6.9

million drivers are over 70 years old YOUR VIEW

Where do you stand on the subject? Send a post to @IAMRoadSmart or visit facebook.com/iamroadsmart 22 /

/ SPRING 2026

LUKAS J We need to change the perspective a bit. Driving isn’t just about the freedom of being able to get around. That’s a by-product of being a ‘fit and proper’ person to drive. What about the person’s freedom who gets knocked down by an unsafe driver? Anyone of any age that doesn’t meet the requirements should lose their licence.

RENNY T Driving is a privilege that comes with a responsibility to be competent and capable. Too many drive when they aren’t able to control a vehicle safely. We see that across all ages and types of physical and mental characteristics.

IN TA K E THE GREAT DEBATE

Do Fitness to Drive Assessments promote road safety or do they restrict freedoms for older drivers?

As the UK Government prepares a radical shake-up of driving laws, we weigh up what the changes might mean for the older generation. Paul Horrell investigates, and two experts share their views

ver our decades-long driving career, we can plot a rough graph of driving safety and, hopefully, see a line that rises over time. This is a function of experience and polished skills, and perhaps the fact we leave behind our youthful lack of caution. We have control of that line. But there’s another line, where safety falls over time. That’s because as we age, our eyesight and perception becomes dulled, our reaction time increases, cognitive ability declines and physical frailty grips us. After the intersection of those two lines, safety begins to drop, if not necessarily that rapidly. It’s impossible to generalise as to when that decline becomes significant. Everyone is different. Eventually though, we need to give up driving for our safety and others’. Compared with most European countries, the UK’s system for doing this isn’t very vigorous – it’s largely a self-declaration to the DVLA. “That’s outdated,” says Roadsmart’s Policy and Standards Director, Nick Lyes. Although generalisations can’t determine whether any given individual should still be driving, we can look at averages to see the scope of the issue and where policies might have the most safety benefit. The most recent figures show that, per billion miles driven, driver casualty rates are relatively stable between ages 36 to 70, but they start to rise strikingly steeply after that, particularly for women. (Government statistics define an ‘older driver’ as someone over 70.) For the 76–80 group, it’s three times the rate as in the 41–45 group. After 86, the women’s casualty rate is as high as for men aged 17–24 – and

JOHN R There should be one standard which people of any age or disability either meet or don’t. Talk of age is irrelevant.

Older drivers often drive less than 2,000 miles a year, reducing the opportunity for practice

we know how much policy, campaigning and insurance initiatives have been directed at young men. It’s not just the per-mile casualty rates that are rising but the absolute numbers too. Because the population is ageing, over-70 drivers now number 6.3 million. Looking deeper into the statistics, older drivers often drive less than 2,000 miles a year, and that lack of practice is a significant risk factor. ‘Failure to look’ as a cause of collision is 38% higher among older drivers, and ‘failure to judge path or speed’ is 55% higher. And accidents where the driver fell ill are 4.5 times more likely among older drivers. Although most drivers stop voluntarily or at the behest of their families, sometimes there is o%cial intervention. If an incident leads the police to consider prosecuting an older

GRAHAM M It’s not simply about fitness to drive. It’s about being able to drive safely and responsibly, in control of a ton or more of speeding metal. All drivers should be reassessed regularly to ensure their skills and knowledge of the rules of the road are up to date. Checks should also be done on eyesight and cognition.

WILLIAM P If you choose to drive knowing that you’re not safe, then you’re no different than a loaded gun in the wrong hands. It’s only going to be a matter of time before you injure, kill and destroy lives. / SPRING 2026 / 23

IN TA K E

driver for careless or inconsiderate driving, then 22 police forces can now offer them a Fitness to Drive Assessment as an alternative. This looks at their individual needs, and in many cases finds them safe. The second outcome is they need extra support through training or medical treatment to continue driving safely. After that, they’re offered another course for free. But 30% of those who take a Fitness to Drive Assessment won’t be safe to continue, so the police inform the DVLA. Just 6% of those offered the assessment choose instead to go through prosecution. They might end up with points on their licences but no indication of whether they remain safe. Nick Lyes says eye tests are crucial: “We have to do something. Vision is the most important issue.” The UK Government is currently poised to

CHRIS P I suggest that all drivers attend ‘observation runs’ every five years and find out any bad habits that’ve crept in. I’ve been an IAM member for 27 years and am still learning. 24 /

/ SPRING 2026

introduce a new law requiring all over-70s to take and pass a mandatory eye test in order to renew their licence every three years. But Age UK says, “A regular eye test for drivers of all ages may be less open to the accusation of ageism.” If you have an eye test, it more or less has a yes-no result because the law lays down a vision standard – the numberplate test. Insulin-treated diabetes is also declarable, but doesn’t have to mean a driver is disqualified. Other conditions you must declare to the DVLA include dementia, Parkinson’s disease and chronic neurological conditions such as multiple sclerosis. But many people aren’t diagnosed in the early stages, so those conditions give rise to big grey areas in the self-reporting system. Nick Lyes recognises that the end of someone’s driving career can be di%cult

to face. It’s hard to recognise your own decline, and lose freedom. “It can lead to social isolation and loneliness,” he points out, especially in the countryside where there are few transport options. It can also turn other family members – even spouses who are elderly too – into chauffeurs. The end of driving needn’t be negative. The Older Drivers Forum has useful advice on car-free life. That includes an online cost calculator to show how selling the car and the end of vehicle-related bills can offset the cost of public transport or taxis. It can be hard to spot gradual changes in our abilities. Perhaps our frequent long-term passengers won’t notice either. So maybe the best pre-emptive step is to take a IAM RoadSmart Mature Driver Review (iamroadsmart.com/courses/ mature-driver-review). It’s tailored to the driver’s local roads and driving style; it’s not an exam, but rather aims to give the driver better skills and confidence to go on driving more safely for longer. So, do Fitness to Drive Assessments restrict the freedoms of older drivers?

MARK B As someone who drove professionally, I was reassessed every three years and I enjoyed the assurance that I was driving at the level I should be. I believe people should be reassessed but the logistics are huge – especially the aftermath of the majority failing and needing upskilling and retesting. The biggest problem in my opinion is not a lack of skills though, it’s behaviours and attitudes.

STEWART G Retest every 10 years. If you fail, you cannot drive until you pass. If you’re good enough, you have nothing to fear.

GET T Y

Just of those off ered a Fitness to Drive Assessment accept

IN TA K E THE GREAT DEBATE OLDER DRIVERS FORUM

YES:

BUT IT’S COMPLICATED

IAM RoadSmart members

“THE AGE OF 70 IS ONLY FOUR YEARS BEYOND STATE RETIREMENT AGE AND MANY 70-YEAR-OLDS ARE ACTIVE AND REASONABLY FIT”

John Watton, via Facebook The age of 70 isn’t really old these days. It’s only four years beyond state retirement age. Most 70-year-olds are active and many are reasonably fit. I passed my Advanced Driving test at 73 and took part in a Skills Day at Thruxton Circuit. I think there is definitely a case for medical professionals to be required to notify the DVLA if they advise a person of ANY age not to drive due to medical reasons (eyesight, dementia etc). Many elderly people become stubborn and refuse to accept their abilities have declined; these are the dangerous ones. A few may well even continue to drive after having their licence revoked. The competence of elderly people to drive can depend very much on circumstances – a 100-year-old who only uses their car occasionally to visit local shops in a 30mph zone and on roads they know well could be perfectly safe. And yet a slightly younger person of similar abilities choosing to use busy dual carriageways – a busy urban ring road for example – could become confused and perhaps cause an accident. The first driver might well have failed a Fitness to Drive Assessment, while the second one might have passed (or indeed both may have failed), but it would only be the driver that put themselves in harm’s way that would actually cause an issue. The drivers who are aware of their limitations are probably the safer ones.

IT’S NOT RESTRICTIVE

Rob Heard

Founder and chair of the Older Drivers Forum

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Graham Mylward, Consultant in Road Safety, via LinkedIn In my experience, many older drivers (with cognitive impairment) simply refuse to be assessed under the circumstances used at an assessment centre. What it needs is a process that enables assessment to be carried out in the driver’s own vehicle and on roads they have restricted themselves to.

NO:

Above: With age comes extensive driving experience, confidence in handling a range of road situations and tolerance

The police Fitness to Drive Assessment is an innovative and positive alternative to prosecuting cases of careless driving. Rather than taking a one-size-fits-all approach, it recognises that drivers differ in their needs and abilities, and it provides a fair way of addressing road safety concerns. By carefully evaluating performance, the assessment helps to identify three important groups: those whose driving careers are drawing to a natural close, those who simply need a few lessons or refreshers to get back to a safe standard and those who remain fully capable behind the wheel despite a recent incident. This layered approach is particularly valuable for older motorists. With age comes extensive driving experience, confidence in handling a wide range of road situations and a tolerance that often makes older drivers among the most considerate on the road. However, time inevitably affects the senses and abilities we rely on for safe driving. Sight, hearing, reaction time and the judgement of speed and distance may not be as sharp as they once were. The assessment recognises these changes in a constructive way, offering evidence-based feedback that respects the dignity of older drivers while ensuring safety for all road users. It also acknowledges another reality: fragility increases with age. Injuries sustained in collisions tend to be more serious, and recovery is often longer and more di%cult. By identifying those who may no longer be safe to drive, the assessment can prevent tragedies before they happen. Most importantly, the Fitness to Drive Assessment is about clarity, fairness and support. It gives drivers an opportunity to understand their current ability, provides pathways for improvement and, when necessary, offers a dignified way to step back from driving. This makes roads safer while treating individuals with compassion and respect, striking the right balance between independence and responsibility.

“MOST IMPORTANTLY, THE FITNESS TO DRIVE ASSESSMENT IS ABOUT CLARITY, FAIRNESS AND SUPPORT”

/ SPRING 2026 / 25

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“THE FAMOUS HIGHWAY 1 TAKES YOU UP TO MALIBU, WITH ATLANTIC WAVES BREAKING OVER YOUR LEFT SHOULDER” This issue we’re soaking up motorcycle culture with a trio of routes to ride

GET T Y

Highway 1 snaking along the Bodega Bay coastline in Sonoma County, California

/ SPRING 2026 / 27

GET T Y

Bixby Bridge in Big Sur, California. The bridge was built in 1932 and has become one of the most iconic structures on the California coast 28 /

/ XXXXXXXXXX 2025

S E D I R TO REM

FROM BIKE SHED TO BIKE SHED

You’ll have to rent a ride, but the southern California coast is worth it

R E B EM rs this e two-wheele th f o rn tu e It’s th trip expert, d a ro t n e id s issue as our re Berg, offers a trio of Detour’s Nik ycle lebrate motorc d e c t a th s te u ro d an orthern Irelan tic N , K U e th in culture e Atlan even across th RG / DE TO UR

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USA

ict is The LA Arts Distr me ho US ’s ed Sh e Bik

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at another illustrious biker haunt, the Ace Café. Located just off the North Circular Road near Wembley, it’s a straight shot across the centre of town on the A501/ A40 Euston/Marylebone Road, over the Westway above trendy Notting Hill and then a jink north to visit the café, famously home to the ton-up boys who raced through the 1950s. Today it’s a popular hangout for riders and drivers and, like the Bike Shed, has spawned international outlets as well. From the Ace follow the A406 to the M4 and onwards to the check-in desk at Heathrow. / SPRING 2025 / 29

THE BIKE SHED IMAGES ©K ANE LAYLAND

BE W O RD S NI K

ou’ll need to pack your passport for this two-part trip which begins in London and finishes in Los Angeles. The start and end are at the Bike Shed Motorcycle Club – the hottest spot for riders on both sides of The Pond. At each venue there’s a welcoming atmosphere, great food, gear to browse and buy and the occasional custom bike for sale. You can also get your hair cut or beard groomed at Bike Shed’s in-house barbershop, while US customers can even get inked at the tattoo parlour as well. In London you’ll find the original Bike Shed on Old Street in Shoreditch, and to get to its LA counterpart you’ll fly from either Heathrow or Gatwick airports. If you’re heading to Heathrow then you can take the opportunity to drop in

THE BIKE SHED IMAGES ©K ANE LAYLAND

The Ace Café on the fringes of London is a storied biker haunt

Ace Café

Bike Shed

Heathrow Airport Croydon Airport Visitor Centre

Highway 1 – or the Pacific Coast Highway – threads its way along the California coast

Box Hill

Gatwick Airport

30 /

/ SPRING 2026

Art Deco airport. Join the A23 here and head straight for your flight or loop anticlockwise around the M25 to the A24 and tackle Box Hill, where you’ll discover plenty of other two-wheeled enthusiasts, clad in leather or Lycra. Assuming you haven’t shipped your own motorcycle to Los Angeles, there are loads of companies that will rent you anything from a lightweight Triumph Scrambler to a heavy-duty Harley Davidson or BMW, including major hire firms such as Hertz. After clearing customs you’ll need to make sure you’re well rested and over the jet lag, so after a decent sleep start your journey with a ride over the Mulholland Highway. The famous Highway 1 takes you through Venice Beach, Santa Monica and up to Malibu, with the waves of the Atlantic Ocean breaking, !"#$"%&' style,

over your left shoulder. Turn right onto Malibu Canyon Road and you’ll join the road that the locals call The Snake for good reason – it’s a sinewy climb up into the mountains that has been known to bite, as a quick look at many YouTube videos will demonstrate. Ride with care though, and it’s one of the most rewarding routes in the region and a far cry from the multi-lane highways that dominate the LA area. Just before Malibu Lake, turn north onto Cornell Road and follow it to the 101 which takes you back east. The 134 to Glendale is next and then the 141 south will take you to the 5 that leads to Downtown. Along the way you could take a ()*)+,-.%'/0%,",1"02)-pause at Griffith Park Observatory before carrying on into the Arts District and finding the huge warehouse that contains LA’s Bike Shed.

GET T Y

Gatwick flyers also get to take a couple of interesting detours along the way. Cutting due south over Tower Bridge, through Bermondsey, Peckham, Dulwich and Crystal Palace will lead you to Croydon and London’s original

ALAMY

Bike Shed London’s parking is through the venue itself

ON T HE R O A D

MEET THE MAKERS

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Norton has been building motorbikes since 1902 – and is still going strong

Triumph Factory Visitor Experience BSA Guns National Motorcycle Norton Motorcycles Museum Hunt End Lane Towcester

Bletchley Park Former Vincent Works

1903. The ride between them is a short 19 miles up the A435. Head south on the A34 and you’ll soon reach Norton Motorcycles, still building bikes, including the legendary Commando and V4 superbikes, with more models arriving in 2026 and a promising future. Meanwhile, at Triumph in Hinckley, you can take a factory tour from Wednesdays to Sundays, with prices from £30 per person, and see where the iconic Bonneville and the rest of the range are built, as well as diving deeper into the company’s long history at its Visitor Experience centre. In between the two, you’ll find the exceptional National Motorcycle Museum, right next to the NEC. There are more than 1,000 bikes on display from 170 different British marques, many of which you might not have heard of. Adult entry is £17 at time of writing. From Norton to Triumph via the museum, the quickest route involves the M42, M6 and M69 but you can also take more adventurous B-roads via Nuneaton. The last stop on this historic ride is south via the A5 to Stevenage where Vincent once made the most famous (and fastest) motorcycle in the world – the Black Shadow. The old works are long gone, but maybe if you listen carefully, you might hear the echoes of the first motorcycle to reach 150 mph. / SPRING 2026 / 31

NORTON IMAGES ©HUF TON+CROW

he British motorcycle industry in its heyday was the envy of the world, with hundreds of thousands of two-wheelers produced every year. While these days it’s more like a cottage industry and our big brands are subsidiaries of multinational corporations, there’s still plenty to celebrate, past and present – as this mostly Midlands ride proves. Royal Enfield and Birmingham Small Arms (BSA) started their lives just a few miles apart, but both brands now manufacture many thousands of miles away in India. For Royal Enfield the story began in Hunt End Lane in Redditch back in 1891, while BSA moved into motorcycles in

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ON T HE R O A D Racers can exceed 200 mph at the North West 200 – our ride is rather more sedate

irst run in 1929, today the North West 200 is Ireland’s largest sporting event. Taking place each May, the race is based on the ‘Triangle’ road circuit linking Portrush, Portstewart and Coleraine on the north coast of Northern Ireland. The track is a tad under nine miles in length and the fastest ever rider, Glenn Irwin, covered the distance in just four minutes 16.737 seconds with an average speed of 124.779 mph in 2025. The start/finish line is on the A2 Ballyreagh Road just east of Portstewart, tracking

North Atlantic Ocean

Millbank Avenue

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Ballysally Roundabout

the coast towards Port Rush, taking in a fast right kink on Portstewart Road, followed by an easy left and right, before the tight left at Church and hairpin right at Metropole. On non-race days, this is a roundabout that takes you south on the A29 Coleraine Road and the fastest part of the circuit where riders regularly exceed 200 mph, despite chicanes at Magherabuouy and Mather’s. The name then changes to Atlantic Road and leads to Ballysally Roundabout where it’s a hard right, and then a very short straight to the right at University. Next is another unfeasibly fast section on Cromore Road, past Black Bridge and Station Corner onto Station Road and into the residential streets of Portstewart. The route heads over Mill Road Roundabout and then the tight right at York Corner which leads to the twisty Millbank Avenue and back onto Ballyreagh Road. Obviously, you’ll be travelling much slower, but then can enjoy the rugged coastal scenery, open countryside and tight confines of the urban streets that are a mere blur for the brave riders of the North West 200. Find more adventures in Nik’s new book, 3)%/04,5657,, 565,/8,%'),-/4+9:2,!)2%,(/"9,;4.<2, available from Amazon at £15.99. / SPRING 2026 / 33

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ON T HE R O A D VIEWPOINT

Richard Gladman Understanding the needs of other road users is the best road safety advice, says our Chief Examiner

O ILLUSTRATION DAVID MAHONEY

ur Skills Refresher feature in this issue is a little bit di!erent. As you’ll see when you turn to p39, we’re focusing on an apparently simple situation – a busy pedestrian crossing – that can quickly turn into a complicated one once you consider the circumstances of all participants involved. I’ve said it before, but I’ll say it again: the best road safety advice has always been ‘share nicely’, and the way to do that is to understand the needs of others. The hierarchy rules, H1 and H2, in the Highway Code remind us that those of us with the greatest chance of being hurt in a collision should be given the most consideration, ahead of those with the greatest risk of doing harm. But we still have to remember that the responsibility of ALL road users – including cyclists, pedestrians and horse riders – is to have regard for other road users’ safety, as well as our own. So what does this mean to an Advanced driver? Well, for a start, we can practise what we preach when we’re using the road in whatever form that might be. A lot of us are cyclists and pedestrians, so we need to think: how do we want to be treated? We are all trained as Advanced drivers and riders, but are we ‘advanced’ pedestrians or considerate cyclists? I’m probably preaching to the converted, but we must remember that all this discussion over hierarchies does not create a ‘right of way’ for more vulnerable road users. Because although it does at times give priority, we can’t assume that to be the case. Sometimes, for example, the practicalities of

FAIR SHARE ‘Shared use’ spaces are off-carriageway routes designed for both pedestrians and cyclists to connect communities and reduce congestion. They work well when mutual respect and awareness is shown, so keeping visible, moving in a predictable way and reporting hazards to local authorities can keep everyone moving in the right direction.

“WE STILL HAVE TO REMEMBER THAT THE RESPONSIBILITY OF ALL ROAD USERS IS TO HAVE REGARD FOR OTHER ROAD USERS’ SAFETY, AS WELL AS OUR OWN”

physics and real-world road conditions simply intervene. For example, if you’re on a pushbike or simply under the power of your own two feet you might well have right of way at a junction, but do be aware that the big lorry behind you might not have seen you, or may not be able to stop on a sixpence. The most sensible thing could well be to actually let that HGV go ahead of you so as not to risk an awkward meeting between it and the less robust human being. In doing so you’ll also create a stressfree environment for the rest of your ride or walk. When dealing with horse riders, we should remember that there are two brains at play – possibly working against each other (!). So if we can step to the side, let the rider pass and interact with a spirited ‘good morning’, then maybe all our days will be brighter. Similarly, a farmer going about his daily duties with a tractor and trailer on a narrow country road will be happy for me to pull my bike into a gateway to let them past. And remember that a car driver is instructed to stay at least 1.5 metres away, so they may have no chance of passing us on narrow lanes. While we are on the subject, we should also pay some mind to the road users outside of the Highway Code’s hierarchy – we share the countryside with its regular inhabitants, so let’s make sure we look after the rabbits, the hares, the pheasants and the deer. Not only will they cause damage, but you also won’t feel great if you accidentally hit them. Who would want to be the rabbit in the headlights? Unless of course it’s one of us, taking the proper due care while approaching. / SPRING 2026 / 37

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ON T HE R O A D SKILLS REFRESHER

The complexity of everyday scenarios Using five road users’ points of view, Richard Gladman breaks down the complex decision-making processes when approaching a pedestrian crossing

5 2 4 1. THE PEDESTRIAN

2. THE CAR DRIVER

3. THE HGV DRIVER

There’s busy traffic, with two lanes approaching from the left in this case, as we are crossing a dual carriageway. I know the traffic should stop when I’m at the zebra crossing, but that motorcyclist looks a bit unsteady… and is that pedal cycle filtering through? Can the HGV driver even see from up in that cab?

It looks like the pedestrian is approaching the crossing. If I stop, am I encouraging the pedestrian to walk straight out, but can the HGV beside me stop in time if I do? The pedal cyclist filtering down the middle could well struggle to stop on the slippery white paint, too. And where did that motorcyclist go? He was there a moment ago…

Is that a pedestrian approaching the crossing? Difficult to see from up here, but the car alongside me is slowing so I had better stop. Ooh, that bicycle is moving through between the traffic, I hope they’ve seen the pedestrian. Now, where did that motorcyclist go? I can’t see him down my nearside; he must still be behind me.

4. THE PEDAL CYCLIST

5. THE MOTORCYCLIST

I’m filtering though the traffic, but the road is a bit damp, and the paint and the crossing are slippery. Those are brake lights on the car – is he stopping? I don’t think I can. I can see the pedestrian, but I can’t stop before the crossing on these tyres in these conditions. Brakes off then – it’s the safest thing to do in the circumstances, as I will roll safely past the trouble.

I’ve seen the pedestrian from a long way away – everything is going to stop for them and I want no part of it. I am slowing way back here, watching the car behind me. They are reacting to my brake lights – good – let’s give it all a bit of space and keep myself and others safe.

The pedestrian realises they need to stay their side of the road, moves away from the crossing and the traffic resets until the next time. A short but complex interaction – and one that will be repeated countless times in countless variations up and down the country every single day.

/ SPRING 2026 / 39

ILLUSTRATIONS ROUGHCOLLIE

The outcome

ASK THE EXPERTS

licences when driving instructors only have auto electric cars to learn in, and those passing their tests will only be able to afford an older manual car?

This is a very interesting

A question, because we

know the proportion of automatic-only licences is increasing. As of 10 years ago, automatic tests only made up about 6% of licences, whereas they now make up 26%. However, this shows that they still remain in the minority. We would anticipate that the market would respond to these trends but there is always a lag in the second-hand car market. As it stands, those holding an 40 /

/ SPRING 2026

automatic-only licence will need to gain a manual licence, but we predict that there will continue to be demand for manual tests and therefore there will still be driving instructors providing the service for as long as it’s needed. In addition, it’s worth remembering that brand-new, manual petrol-powered cars are likely to be available for driving instructors to use until at least 2030 – and, with proper maintenance, they’ll be able to continue using them as long as there is the demand for them to do so. NL

was surprised when driving on the A361 at Q IWardington, Oxfordshire to suddenly go from

a 50mph limit straight into a 20mph limit with little, if any, warning. Where a speed limit drops so dramatically, I believe 100m ‘countdown’ markers should be compulsory to give advanced warning. Is this an issue IAM RoadSmart would support? long argued that staggered limit reductions are A We’ve preferable because they make braking far smoother.

However, this is why anticipation of approaching speed signs is important, so drivers can take early action. Government guidance to authorities states: “Occasionally, it may be appropriate to use a short length of 40mph or 50mph speed limit as a transition between a length of road subject to a national limit and another length on which a lower limit is in force, for example, on the outskirts of villages. However, the use of such transitional limits should be restricted to sections of road where immediate speed reduction would cause risks or is likely to be less effective.” NL

ALAMY

will happen Q What to manual driving

ALAMY

HAVE A QU ESTION ABOUT LIFE ON TH E ROAD ? OUR TE AM ARE HERE TO H ELP

ON T HE R O A D

This is a myth created by motorcyclists (at times me included). Of course, there will always be an argument that if you hear something coming you can react to it earlier, but the sound is exiting from the rear of the machine, not the front. A motorcycle should conform to suggested noise limits which are current at the time. An MOT test for a motorcycle includes an assessment of the noise and it must pass this test: “The exhaust system and silencer should be in such condition, or of such a type, that the noise emitted from the motorcycle is not clearly unreasonably above the level expected from a similar motorcycle with a standard silencer in average condition.” Even in these circumstances a motorcycle will be louder than a car. RG

ALAMY

If you have a question to put to our team, please get in touch. We’re all ears! roadsmart@iam.org.uk @IAMRoadSmart

QUICK FIXES Richard Gladman Chief Examiner

Nick Lyes Policy and Standards Director

What motorcycle gear offers the best protection for riders without compromising comfort and style? As a motorcyclist, function should definitely take priority over fashion but it’s possible to satisfy both. There are many motorcycle jeans available that have an AA rating; they conceal the armour in a fashionable way and have the required strength by using Kevlar in the denim. You can also have a hoodie with armour and protection rated to AA. You can look like you don’t care but still act responsibly! RG

Cruise control is designed to be used on roads that don’t have frequent stops and turns to deal with

can you explain what the difference Q Please is between adaptive cruise control and

cruise control?

The difference between the systems is essentially

A intelligence. A cruise control system will do its

best to keep the vehicle at the set speed whatever the prevailing conditions are around the vehicle. If you aren’t paying attention it will drive you into danger at the set speed. An adaptive system will monitor the traffic in front of your vehicle and adjust the speed to the traffic conditions in front of you; it’ll slow when required, speed up to the set speed when possible and maintain the gap set within the system between you and the vehicle in front. It will accelerate and decelerate when required and apply the brakes if it detects a need to slow quickly. As with all driver assistance systems, we should still be paying attention to what is happening on the road and adjust our speed accordingly. It is all too easy to let these systems take the strain and then find you are travelling behind an HGV at 50mph, as the driver assistance system has gently reduced speed to this point. RG

With all new cars now fitted with a sensitive advanced driver assistance system (ADAS), how frequently, when and how should they be recalibrated? There is no fixed requirement for calibration, though many garages will o!er it as an add-on or separate service. Recalibration of sensors is more urgent if the vehicle has been involved in a collision, or even a minor bump that might have ‘knocked’ the sensors out of place. NL / SPRING 2026 / 41

GET T Y

is this just a myth?

OUR EXPERTS

AL AMY

loud pipes safer Q Are for motorcyclists, or

Harriet’s road to recovery has been long, with over 70 hours of surgeries undergone to regain partial mobility

Pedestrian safety special

N A I R T S E D E P S A FETY I S T N E D I C C A NO Harriet Barnsley suffered life-changing injuries and her friend was killed when they were hit by a speeding, out-of-control car. Now a road safety advocate, Harriet tells her story of recovery and what she’s doing to campaign for change WORDS CAT DOW PHOTOGRAPHS JOBY SESSIONS ILLUSTRATIONS JAMES CAREY

/ SPRING 2026 / 43

here’s a 90% chance of fatality if a pedestrian is hit by a car travelling 40mph. In 2014, Harriet Barnsley and her oldest friend Beccy McManus were at a bus stop when they were hit by a car travelling 101mph in a 40mph-zone. Beccy died at the scene, while Harriet was left fighting for her life. The perpetrator – a drunk driver racing another car – served only four years of his eight-year sentence. He was released in 2019 and ran a red light in 2024, resulting in a re-arrest at which time he was also driving without insurance. Harriet struggles – with visible disbelief – to comprehend how someone is enabled to cause that amount of damage to another human. A decade on, her survival is nothing short of miraculous. The then21-year-old philosophy graduate suffered a subarachnoid haemorrhage, and breaks to a number of bones including C1, C2, C3 and C4 spinal fractures, her arm, wrist and collarbone. She endured a shattered-nowreconstructed right pelvis, a left leg broken in multiple places and a severed sciatic nerve, leaving her with persistent nerve pain in her legs – and a huge number of pills to take daily. “When I woke up from my [month-long] coma, I already had an idea of what to expect since my sister was born

Harriet uses social media to share her message as a road tra!c collision survivor – follow her on Instagram and TikTok @hazzzzab

44 /

/ SPRING 2026

Harriet and Beccy

disabled. Then I found out my friend had died, and well…” the now 32-year-old takes a breath, “it would be doubly insulting, not to appreciate surviving.” Miracles aside, more than a decade of hard graft – both physically and mentally – underpins Harriet’s road to recovery and regained partial mobility. The traumatic brain injury and grief suppression means she developed bipolar and psychosis. She suffers from chronic fatigue syndrome, she’s fought surgeons wanting to amputate her left leg (she kept it by agreeing to lose an infected toe bone), and she’s

Above Harriet has endured a great deal of physical and mental trauma to get where she is today

Pedestrian safety special Instead of dwelling on the driver who changed her life, Harriet focuses on what can be done to change behaviours

“I GOT BEHIND A PETITION TO DESCRIBE A CRASH AS A COLLISION NOT AN ACCIDENT – IT’S NOT AN ACCIDENT TO DRIVE LIKE THAT” faced two stints in a mental health facility, battling delusional hallucinations. In total, Harriet’s endured over 70 hours of surgeries. REFLECTION So how does she use her story to change the future? “Previously I got behind a petition to change legislation to describing a crash as a ‘collision’ rather than an ‘accident’ – clearly, it’s not an ‘accident’ to drive like that,” Harriet explains, “But when I tried to talk about my story at an early event, I burst out crying, explaining the loss of Rebecca.” Harriet turned to social media to get her message out at her own pace. “You can film and then cry, and then you can film again. Plus, you can convey it in the way you want.”

The e-scooter debate Rental trials of e-scooters are continuing for now, but issues surrounding pedestrian safety continue to blight their future on our roads E-scooters; a new quick, costeffective and environmentally friendly way to get about? Or, the latest scourge to clog the streets? Private use of them on public roads has been banned. Instead, there are around 35 officially sanctioned areas in England where the use of rented e-scooters – limited to 15.5mph – is permitted. Rolled out on a trial basis, e-scooter rules mean only those with provisional or full driving licences can hire them, you can’t be intoxicated by drink or drugs while using them and you must use

cycleways or roads. Those caught flouting the rules risk getting penalty points on their licence. It’s not just about pedestrian safety, either. One of the biggest concerns has been around their build quality. Like the recent proliferation of e-bikes, some e-scooters have questionable battery components, keeping the nation’s fire brigades busy. In the meantime, helmets and visible clothing are encouraged but not mandatory, and pedestrians are protected by a possibly too-difficult-to-enforce prohibition on pavement riding. / SPRING 2026 / 45

Making pedestrian safety a priority when designing urban environments is one way to reduce serious injury

“WE CAN’T SHAME EVERYONE INTO FOLLOWING THE RULES. IF PEOPLE BREAK THE RULES SLIGHTLY, THERE SHOULD BE A SPACE TO TALK ABOUT IT WITHOUT BEING SHOUTED AT” Posting to TikTok, Harriet wants to raise awareness of both psychosis and road safety, by inviting curiosity and sparking re%ection. “There needs to be a space for conversation – we can’t shame everyone into following the rules,” she acknowledges. “If loads of people break the rules slightly, there should be space to talk about that without getting shouted at.” The instant feedback on social media has garnered messages of kindness, sympathy, empathy, and in some cases, anger. While the outrage is quite 46 /

/ SPRING 2026

understandable – “hundreds of people responded saying [the driver] should be killed, or be in prison for life” – Harriet finds such reactions unhelpful. Instead, she’d prefer to focus discussion on the “actual practical things that we can do to stop these people”. SPEED-LIMITING TECH So what can be done? Suggestions include stopping driver violations, reshaping towns with a focus on safety and educating pedestrians to keep themselves safe.

West Bromwich MP Sarah Coombes has called in parliament for lifetime driving bans for those found guilty of killing or seriously maiming others, citing current punishments as inadequate, especially for reoffenders. Away from the stick, the carrot takes the form of innovative advanced driver assist systems (ADAS). These encourage drivers to be safer with alerts and interventions. Despite criticisms, they are already reducing road fatalities and serious collisions by as much as 25% globally. “Take autonomous emergency braking (AEB),” says IAM’s Chief Examiner Richard Gladman. “Initially it didn’t detect pedestrians. But now, car makers are combining sensors so cars’ systems can identify smaller objects.” When it comes to urban planning, Professor Geoff Vigar at Newcastle

Pedestrian safety special

violations. But as drivers must initiate the feature, its efficacy is yet to be fully realised. ‘WITH CAUSE’ RETESTING What about implementing physical barriers like those on London’s bridges after the terror attacks to protect pedestrians? “Realistically we couldn’t live where putting barriers all over the streets to protect pedestrians was the answer,” Gladman says, “It’s too expensive and would inhibit accessibility for others.”

“RETESTING OF ALL DRIVERS IS UNREALISITIC WITH A LARGE POPULATION. ‘WITH CAUSE’ RETESTING WOULD WORK THOUGH”

While it’s incumbent on pedestrians to take care – wear light clothing in dark environments; keep away from traffic where possible; and stay aware i.e. not looking down at mobile phones, especially when crossing the road – ultimately, they’re not the ones in charge of lethal weapons. Gladman would like to see retesting for drivers who violate road rules repeatedly. “Asking for additional retesting of all drivers in a society with an ageing population – especially with the current backlog – is unrealistic,” he says. “‘With cause’ retesting would work though.” That would mean disqualified drivers would need to resit their tests before being allowed out on the roads again. Harriet is impatient for driverless cars to become commonplace. After all, poor human decision-making lies at the heart of her grief and loss. And, if humans can’t consistently make good decisions on the road for the sake of safety, perhaps it’s time for computers to take over?

University’s School of Architecture, Planning and Landscape, says “the best way to make pedestrians safer is to have fewer (and smaller, lighter) vehicles on the roads, travelling slower i.e. [giving drivers time to] focus on road danger.” Vigar adds, “A whole range of interventions from Vision Zero (a global strategy to eliminate road fatalities and serious injuries), including a change in driver culture, better land use planning and maybe compulsory geofencing of vehicle speeds within an entire metro area, is required.” Since July 2024, speed-limiting tech has been on all new cars. When engaged, it means a car can travel above the speed limit for only a few seconds before applying the brakes autonomously. It’s meant to give the driver freedom to safely pass a slower road user, but prevent sustained speeding / SPRING 2026 / 47

Safety special FACTS & STATS

The history of UK safety campaigns The country has endeavoured to protect its pedestrians since the motor car was first introduced to our streets. Here we chart the key changes in the law to help keep us safe

EARLY 1900S 1934

1931

The Road Tra!c Act introduces Belisha beacons to signal a pedestrian crossing

1951

Belisha beacons are coupled with zebra crossings to make them much more effective 48 /

/ SPRING 2026

An early version of the Royal Society for the Prevention of Accidents (RoSPA) advises pedestrians to walk facing oncoming tra!c

The Highway Code is introduced, with guidance for keeping pedestrians safe

1942

The ‘Kerb Drill’, a precursor to the Green Cross Code, is introduced

1967

Norwich is the first city to pedestrianise a street, prompting other authorities to follow suit

1969

The first PELICON (pedestrian light-controlled) crossing is introduced, using tra!c lights to stop vehicles

1974 2000 Road safety is decentralised. Local authorities are given new responsibilities to encourage road safety

1992 The launch of the PUFFIN (pedestrian user-friendly intelligent) crossing, which uses infrared to detect people waiting to cross

The THINK! Campaign is launched, raising awareness for the safety of cyclists and motorbike riders, as well as pedestrians

2003

The use of hand-held mobile phones behind the wheel is made illegal

2022

Introduction of the ‘hierarchy of road users’, giving priority to more vulnerable road users

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years young

Matt Rigby looks back at seven decades of Advanced motoring milestones that have driven IAM RoadSmart to its current destination

n ‘honours degree for motorists’. This was the idea floated at the Savoy Hotel on 2 November 1954 by John Boyd Carpenter MP, Minster of Transport. He suggested in a speech that “higher standard of skill and proficiency on the part of the driver could help reduce the number of road accidents”. Nothing immediately came of the matter, but the idea of a new, higher standard of qualification clearly struck a chord with Stanley CH Roberts – the founder of the British School of Motoring. Discussions with the Ministry of Transport and the Royal Society for the Prevention of Accidents (otherwise known as RoSPA) amounted to very little, yet CH pressed ahead and in March 1956 the Institute of Advanced Motorists was registered. The official launch of the charity was on 25 June 1956 when Sheila Van Damm – a noted rally driver and the daughter of Windmill Theatre owner Vivian Van Damm – was passed by George Eyles, the first Chief Examiner. By the autumn of that year, examiners were carrying out some 400 tests each week across the UK. IAM RoadSmart was on its way.

Sheila Van Damm, far left, and her two co-drivers after winning the Monte Carlo Rally, Ladies Cup in 1955

TIMELINE Since IAM launched in 1956, the charity has celebrated several milestones. Here are just a handful… 52 /

/ SPRING 2026

1957 The first Group, NAG, is formed in Nottingham.

1959 The 10,000th person passes an Advanced test.

1967 The first Advanced Motoring manual is published.

In 2023, IAM RoadSmart introduced its first Ambassadors, Des Shillingford (above) and Ben Schooling (right)

1973 Research finds that Advanced drivers have a 50–75% lower collision rate than non-Advanced drivers.

1975 Government asks for the IAM’s advice on Highway Code and drinkdriving policies.

1980 The first motorcycle Group, KAMG, is formed in Kent.

1986 IAM Fleet Training formed in recognition of company car market growth.

I A M T UR N S 7 0 2000

1973 Above left A report showed how Advanced drivers are less likely to have a collision

A report by the Transport and Road Research Laboratory (now known as TRL) reveals that Advanced drivers have a 50-75% lower collision rate than drivers who have not taken the Advanced test

1975

Above right Jaguar saw the value in IAM courses, offering them to buyers Left IAM’s expertise was called upon by the Government in its review of The Highway Code Below left The top-selling Ford Escort, often used as a company car Below right Rebranding to IAM RoadSmart allowed the charity to bring all its activities under one name

1986

2016

2000 A partnership with Jaguar offered an IAM course to every new owner.

2001 Government laid down agreed minimum standards for providers of the Advanced test.

2005 IAM acquires fleet risk management provider Drive & Survive.

2012 Introduction of IMI qualification for Observers.

2016 IAM RoadSmart is born, bringing all its activities under one roof.

2019 The Manifesto for Better Drivers and Riders launches, focusing on post-test training.

2020 A study commissioned by IAM RoadSmart found that Advanced riders were involved in fewer collisions than non-Advanced riders.

2025 IAM RoadSmart launches its first road safety panel to address issues on UK roads. / SPRING 2026 / 53

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The very latest from IAM RoadSmart

A to B Generation

Young L-plate riders are among the most vulnerable road users, so DocBike Next-Gen Riders hopes to better equip them for safety / SPRING 2026 / 55

IN S IDE R THE PATIENT ON the floor winces as Dr Ian Mew straightens his arm and leans down hard with as much of his body weight as possible in order to better staunch the flow of blood. Fortunately, this is not a real-life emergency scene, but a demonstration, and the person lying prone on the floor is not a real patient but Adrian Oliver, a volunteer for the DocBike charity. Adrian’s pain is quite real, though. “Dr Ian’s technique is quite, er, interactive,” says Shaun Cronin with a mischievous grin. He’s Area Service Delivery Manager for IAM RoadSmart in the south of England, but here in his capacity – all on his own time – as one of the driving forces behind the DocBike Next-Gen Riders Initiative. Run as a pilot over three weekends in 2025, this free two-day course aims to give young riders basic bikehandling skills, rudimentary mechanical knowledge to ensure they’re ready and able to keep their bikes roadworthy and some extensive bikefocused first-aid training. Funded in part by the Dorset Police and Crime Commissioner and with support from various businesses who have lent either equipment or space to use, the course is taught by a phalanx of volunteer experts, giving their time and knowledge for free. The plan now is to expand the project beyond the south of England. Much will depend on buy-in from public bodies such as regional police and crime commissioners, but based on what we’ve seen from this pilot programme, it would be a shame not to see it spread across the UK. 56 /

/ SPRING 2026

First page Interactivity is a vital part of the two-day course, especially in the emergency first aid part. The young attendees get fully involved, playing both victim and first-aid giver Opposite page Classroom sessions are mixed with much more practical elements, with attendees learning from practice on volunteer ‘patients’ as well as sophisticated dummies This page The course also o!ers some surprising mythbusting advice, such as when to take a crash victim’s helmet o! and how to do so if you need to do it. Conventional wisdom often has it that one shouldn’t remove a helmet for fear of spinal injury... but if a patient isn’t breathing, as Dr Ian points out, there may well be no choice so it’s best to know how to do it! / SPRING 2026 / 57

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IN S IDE R VIEWPOINT

Shona Johnstone

ithout our wonderful band of volunteers, IAM RoadSmart would not exist. Speaking to Group Chairs over the past few months, I have been struck by how much you all give to the cause of road safety, whether in formal roles, such as Chairs, treasurers or secretaries, or by supporting Group activities, training as Observers and supporting courses for young riders and drivers. I was fortunate to be able to attend my local Network and Knowledge meeting in Bedfordshire in the autumn, and your enthusiasm and commitment shone through. You really do make a difference. Star power can be an amazing thing. Association with a celebrity can lift the standing of an organisation or a cause, increase its visibility in media, for fundraising or to make its voice reach further. Some celebrity associations can sometimes feel like lip service, so when you find a famous advocate for your cause who really believes in what you do, well, then that is really worth something. Which is why we are incredibly proud of our association with Nigel Mansell CBE, who has been honorary President of IAM RoadSmart since 2006. A lot has changed in those 20 years – including our name – but Nigel remains an irrepressibly enthusiastic advocate for the cause of Advanced riding and driving and for road safety in general, as you will see in our interview on p13.

DID YOU KNOW?

The IndyCar team that Nigel Mansell left Formula One for was Newman/Haas Racing, the Newman being none other than actor Paul Newman.

“THE SUCCESSFUL EXPANSION OF THIS YOUNG LEARNER RIDER COURSE WILL DEPEND ON VOLUNTEERS, SO KEEP AN EYE OUT FOR NEWS AS YOUR SUPPORT COULD REALLY HELP”

And, of course, the 20th anniversary of Nigel’s presidency coincides with us celebrating our 70th anniversary year, for which we have plenty of plans, the first fruits of which you will soon be seeing as you read this. Some of those plans will include Nigel acting as an advocate for what we do – helping us bang our drum a little bit louder, as he would no doubt say – and if he brings even a fraction of the dedication that made him back-to-back Formula One and IndyCar champion in 1992 and 1993, then we are fortunate indeed to have him fighting our corner. One of Nigel’s other roles is as the president of charity UK Youth and we are pretty sure he would approve heartily of another initiative we helped to pilot over last summer – DocBike Next-Gen Riders – which you may have already read about on the previous pages. This free course aims to educate young learner riders in basic bike handling, maintenance and first aid skills. Its future success will very much depend upon finding volunteers as committed as the current core crew that have delivered the Dorset-based courses for 2025. I wish the programme the very best of luck with its expansion plans, and do keep an eye out over the coming months if you fancy volunteering, as your support could potentially help make a course like this. I certainly know the potential is out there, because it’s exactly that sort of hard-working, selfless volunteering spirit that has made IAM RoadSmart such a force for good over the years. And I hope it will continue to do so for many years to come. / SPRING 2026 / 59

ILLUSTRATION DAVID MAHONEY

It’s our volunteering spirit that makes us a force for good, says IAM RoadSmart’s Chair

HAVEYOURSAY

S H A R E YOU R TH OUG H TS ON TH E DR IVING AND R IDING ISSUES THAT MAT TER

STAR LETTER

Thank you for Nick Lyes’ article on headlamp glare in the Autumn issue. I think much of the problem is the colour of modern headlights. White light is a mixture of colours, with blue the most dazzling and orange the kindest. The light from a filament bulb has more power from the red/orange end of the spectrum and is softer on the eyes, while Xenon and LED lamps are stronger in the blue end so are more dazzling. I think there’s also a problem with the optics of some headlamps. You can often find colour fringing at the edge of headlamp beams, where the white light is split into its composite colours, including blue. Drivers tend to be caught by the edges of the approaching headlight beams, and if their eyes get hit by the band of blue light, that can be very dazzling indeed. Thank you for pushing to get to the bottom of the cause of glare. The issue is quite technical and needs urgent investigation by people with appropriate technical knowledge. !"#$%&'($)*"%

WEIGHTY ISSUE On a recent holiday to Cornwall, two of the articles in the Autumn 2025 issue of RoadSmart were relevant to what we saw. Travelling the M5 and A30, it was amazing to see the number of small hatchbacks that were dangerously overloaded. Cars that were so stuffed it was impossible to see out of any of the rear windows. The other revelation was the cyclists, whose attitude towards other road users was appalling. On narrow Cornish roads we came across some riding two abreast, daring the driver to pass and holding up two fingers if one finally found an adequate straight road to drop into second gear and accelerate past. I have read that the Government is considering bringing in legislation to make it mandatory for all over 70 years old to have an eye test before renewing a licence. In my opinion this is not enough. I think that all licences should be reviewed every five years, and that drivers’ abilities should be tested for both awareness and attitude to driving. !*+,-%.'/$0*1''

WIN

£100 60 /

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

/ SPRING 2026

MoD and motorbikes

Last issue’s Star Letter (‘New Course Suggestions’) struck a massive chord. Nearly 10 years ago, in response to the statistically high incidence of KSIs in the armed services, I was asked by the then

AL AMY

Awareness and attitude test

ALAMY

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.

Blinded by the light

IN S IDE R 0300 303 1134

operations director to draft out a motorcycle modular training platform to address the issue that serving personnel often found themselves posted before completing the standard ARC course. The premise was to concentrate on the most enjoyable but also most life threatening areas – cornering and overtaking but also understanding the physics of machine control and its consequences. That largely completed platform is handed out to my Masters’ mentees. Our problem, then as now, has been an inability to penetrate the MoD. I never even received a reply to a letter to Grant Shapps MP, former SoS for Defence. My understanding is that every member of the armed services, through a mechanism called the Defence Gateway Learning Environment, has ‘Standard Learning Credits’ (expressed in terms of annual money). Interested personnel can obtain financial support (up to 80% of cost) to pursue accredited interests. The management of the system has (apparently) been outsourced. The impenetrable questions so far are: outsourced to whom? And how is contact at an appropriate level achieved? As the Star Letter and Chris Noble’s article (concerning the armed services) published in the Autumn/Winter 2023 issue point out, one size doesn’t fit all. If anyone can help put me in touch with an MOD contact, please contact me through IAM. 2.0-%.'/-3-,4(&"-&$

Practical provisional

The accident rates for newly qualified car drivers continues to remain high, which prompts me to ask: ‘Is the practical test fit for purpose?’ My answer is ‘No’, and it should be scrapped. I suggest that after passing the theory test, new car drivers receive a provisional licence for a one-year fixed term. This would allow them to drive unaccompanied, so without supervision, but they must

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@IAMRoadSmart

IAMRoadSmart

If new drivers had a provisional licence for a year before applying for a full licence it could lead to safer drivers

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

IN BRIEF Touchscreen trouble Your article on touchscreens in the Autumn 2025 issue of RoadSmart interested me, as with age and osteoarthritis in my hand joints I find it increasingly di!cult to use touchscreens. I no longer appear to have sensitive touch, so to learn that more car controls are moving over to touchscreens is worrying to me. John Hewett Part the pumps I’ve managed to wrongly fuel my car up twice now – first time by putting petrol into a diesel hatchback and more recently diesel into a petrol hatchback. I’ve been advised to fit adapters to prevent wrong fuel filling, but I really think diesel pumps need to be separate from petrol ones. Thankfully my other car, a Ford, has a safety feature to prevent wrong fuel filling! John A Crean

“OSTEOARTHRITIS IN MY HAND JOINTS MAKES TOUCHSCREENS HARD TO USE, SO THEIR INCREASING INCLUSION IS A WORRY” display ‘P’ plates, must be fully insured in their own name or be a named driver on their parent’s or guardian’s policy and must submit a recent eye test. After 12 months they’re then allowed to apply for a full licence without taking a test, providing they have no motoring convictions, have maintained full insurance and have a valid eye test. If they cannot comply then it’s back to square one. They need a new provisional licence, but this time must display ‘L’ plates, drive under suspension and take a new, more comprehensive test. Would it reduce accidents? I think so. New drivers want to stay safe and this provides the opportunity to gain experience (but not on motorways) and requires them to take responsibility for their own actions. A few would work around the rules by getting a provisional licence, paying for insurance and not driving for a year then applying for a full licence. But hopefully, more than 80% will receive a full licence without a test and the rest will need more training. Professional instructors would be more crucial, perhaps concentrating on IPSGA. A separate car licence for manual or automatic wouldn’t be needed but a valid eye test would be. Let’s see if other IAM members agree or disagree. 56-)'7*1,$%' IAM RoadSmart doesn’t support learners driving unaccompanied. It does support the principle of graduated licencing, however, it would be better to focus on improved skills development, whether that be a log book for the first 12 months or other methods. Restrictions may be useful, but we want to have safer drivers ultimately. Nick Lyes, Policy and Standards Director / SPRING 2026 / 61

IN S IDE R

“IF YOU START DRIVING WHEN YOU’RE YOUNG, YOU HAVE LOADS OF CONFIDENCE, BUT YOU’VE GOT TO KEEP AT IT, HAVEN’T YOU?”

62 /

/ SPRING 2026

MEMBER PROFILE

years

“I WAS ALWAYS A KEEN DRIVER, I WANTED TO DRIVE FROM THE SECOND I COULD” With 70 years of experience behind the wheel and tens of thousands of miles clocked up, Rosalind Preston OBE shares her two pence on what makes a good driver WORDS MAT T RIGBY PHOTOGRAPHY JOBY SESSIONS

S SEATBELT REMOVED FOR PHOTOGRAPHY PURPOSES

parky. !at’s the word that comes to mind in the first few minutes of meeting Rosalind Preston. Very together and self-assured, thoroughly charming, too. She’s barely ushered me and photographer Joby across the threshold of her impeccably elegant home when two cups of tea appear almost magically alongside a selection of pastries. Still, maybe that easy confidence – to be someone who knows her own mind – is what one needs to have the staying power to remain an active, fee-paying member of IAM RoadSmart since day one. Rosalind and her husband’s home itself, tucked away on a suburban close in an impossibly leafy corner of north London, is perhaps another example of knowing one’s own mind. !ey had it designed and built to their own specifications 60 years ago, and it’s suited them ever since. As a metaphor for taking an Advanced driving test early in life – educating yourself to as high a standard as possible so you’re ready for anything motoring throws at you – it seems rather apt. And Rosalind was certainly keen to get going and enjoy the freedom of the road. “I was always a keen driver, I wanted to drive from the second I could,” she says. “I took my test when I was 17 and one day old or something like that – and now you’re looking at somebody who’s coming up to

90 very quickly! And then out came this message about the Advanced Motorist. ‘!at’s what I’m going in for!’ I said to my father, priding myself on my driving.” After passing her ‘standard’ driving test first time, it wasn’t until two years later, in June 1956, that she became a fully-fledged IAM RoadSmart member. “I feel like I’ve been a member for about a hundred years now!” she jokes. Interestingly, Rosalind has never been a specific member of a Group, and in fact has never really been aware of the existence of specific regional Groups. Still, she doesn’t seem to mind too much. “I haven’t heard anything about them,” she tells me. “Mostly my fault, I suppose, because maybe I don’t read the newsletters properly. But I’ve certainly never been asked or approached about joining a Group. Mind you, I wouldn’t do so in any case, because I don’t need to join anything at this stage in my life!” She confesses she would like a little more in the way of merchandise from the membership. “I remember in the early days I had a lovely badge which fitted onto the front of the car, in the days when you had that sort of thing, but sadly that’s gone. I’ve got an older badge which I’ve stuck inside on the dash, but it’s hardly noticeable because it just works in the front. “I’ve got stickers on the car, but it would be nice to have something. When I said to / SPRING 2026 / 63

IN S IDE R

Rosalind is proud of her IAM membership, which she’s held since June 1956

my daughter that you were coming, she said, ‘My god, how amazing, it actually exists, it’s real.’ I said, ‘Yes, it bloody well is real; I haven’t been talking a load of fibs all these years!’” Now that we’ve confirmed IAM RoadSmart is indeed real, what are her views on what it takes to be an Advanced driver? “I’ve got lots of opinions about what makes a good driver. And I try to abide by them myself – though I’m not a priest about it! !e fact of the matter is, there are just three essential things. Firstly, concentration. If you don’t concentrate the whole time, then anything can happen, right? Second, consideration for other drivers is always a very good thing. Finally, anticipation. “I can remember my driving instructor at the British School of Motoring, and this is going back to year dot when I passed my driving test, he said to me, ‘When you see a bus at a stop, do you think that maybe a child might run out from behind that bus and come into 64 /

/ SPRING 2026

“I’VE GOT LOTS OF OPINIONS ABOUT WHAT MAKES A GOOD DRIVER. AND I TRY TO ABIDE BY THEM MYSELF ! THOUGH I’M NOT A PRIEST ABOUT IT!” the road, on the way home from school?’ I always kept that in my mind. Now I think about it at level crossings, like when you see shadows on the road. He gave me all sorts of tips like that. !is is what I’ve incorporated over the years.” Rosalind’s conviction behind the wheel came from plenty of time spent on the road when she was younger. Working for organisations such as the National Council of Women, she was accustomed to zipping up and down the country on a regular basis. “You can’t call it adventure. It was a tool, really,” she admits, classifying herself as a regular sort of driver. “I’m somebody who’s been driving a long time, now mainly local. Some of my

friends would never drive on a motorway. I say if you drive, you drive. !ey were always too scared. “But if you start driving when you’re young, you have loads of confidence, it builds up, but you’ve got to kind of keep at it, haven’t you? !at’s what I know more than anything. “I don’t drive at night, though. I’ve recently decided that my vision is not good enough in the dark. Otherwise, I’m totally fine.” And, after a lifetime on the roads, Rosalind very much is. Confident, but sensible. A fine advertisement for the virtues of Advanced driving standards and the attitudes that surround them. Even after 70 years.

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Plan your great rail adventure at railwaytouring.net or call 01553 661 500 The Railway Touring Company – The Old Stables, Estuary Road, King’s Lynn, Norfolk PE30 2HL Offer open to IAM RoadSmart members and up to three guests. Discount cannot be used in conjunction with any other offer or existing booking and is subject to availability. The Railway Touring Company’s standard conditions of booking and travel apply – see website for details. Code SUU or SUO must be quoted at time of booking. Images are for illustration purposes – coaches and locomotives may differ.

IN S IDE R

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

New website went live

Thanks to donations, two Young Driver and Rider Skills Days will be funded to pass on vital road safety skills

Playing your part gives us our heart YOUR FEEDBACK is vital in shaping both the present and the future of IAM RoadSmart, so we wanted to take this space to say thank you for your involvement at all levels. As well as giving your time as volunteers, and your money in donations, you’ve also been generous with your views and feedback. For example, to help shape our pieces on pedestrian safety for this issue of !"#$%&#'(, we got more than 750 responses from our opinion survey. We’ve also had approximately 1,300 responses on our Member Bene!ts survey, helping us improve the offers and tailor them to suit your interests. What’s more, we’ve had more than 40 members willing to share experiences with us, which you’ll be able to read about 66 /

/ SPRING 2026

On the 15th of October, IAM RoadSmart launched its brand-new website and live webchat feature – giving customers and members a faster, more personal way to connect with us. No bots here – just real people, ready to help in real time. To ensure we’re delivering a top-notch service, we added a short post-chat survey. Early feedback is in: 100% of users said their query was resolved, 91% loved the experience and 88% said they’ll use webchat again. With a 4.65-star rating so far, we’re off to a great start – and we’re just getting going!

– or view online – as we gear up to mark 70 years of IAM RoadSmart in 2026.

Big win for our Big Give BY THE TIME you read this, we’ll hopefully have hit our £21,500 target, by doubling the money already pledged thanks to the incredible generosity of our membership Groups, including the Altrincham Group of Advanced Motorists and Milton Keynes Advanced Motorists. The money raised will be enough to host two Young Driver and Rider Skills Days in 2026. This will give 17–26-year-olds the chance to take their car or motorcycle on track under the guidance of an experienced instructor. A huge thank you to everyone who pledged their support.

Give our podcast a spin By the time you read this, the !rst episode of )*+'+,-./0.120345.6#'7, the sci-! themed podcast that unlocks the motoring and road safety truths behind famous sci-! scenes, should be available on all major podcasting platforms. So, if you want to know how long before 8#9:.(".(*+.1;(;'+ becomes a reality – and the road safety implications if it does – search for )*+'+,-./0. 120345.6#'7 on your favourite podcast platform, or on YouTube.

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