Diary Of An ADI

I saw some interesting comments recently which claimed that people can “do two totally different tasks at once”. It was part of a discussion about teaching techniques (as usual, the DSA was cast in the role of villain by one of them, but that’s another story).

When I’m teaching pupils, and particularly at the beginning of their training, absolutely the worst thing they can try to do is more than one thing at once. That’s because no one can do two or more things simultaneously – it just looks like they can once they become better at certain aspects of driving.

People mistakenly believe that “multitasking” means doing different things at the same time. When you analyse any such situation, it doesn’t mean that at all.

A good example is computer multitasking. Admittedly, with modern multi-core processors it IS possible for computers to perform tasks simultaneously – because the cores can behave as separate computers. However, the original multitasking approach was that the CPU would time-share and would cycle through various tasks a bit at a time. It did it quickly and efficiently, so that over a typical period of a few seconds it would appear to have simultaneously carried out several major tasks to completion. But in reality it had done them in small steps, dovetailing each step from one task with those from other tasks, creating an impression of having done several things at once.

Mind you, computers don’t have to think about what to do or how to do it. Humans – particularly new drivers – do. So when a pupil is steering round a corner, then decides to try to change gear or cancel the indicator, something usually has to give – and the steering is usually it!

This is one reason why novices often steer badly on bends and corners – they are trying to do several things simultaneously when they can’t yet do any of them properly! I often find that those who have simply been allowed to “drive” without any proper tuition or correction are the worst ones for it, and the longer they’ve been allowed to get away with it the harder it can be to break them of the habit.

This issue of multitasking comes into play when teaching manoeuvres, for example. Think of the stages involved in the first part of a turn in the road:

• select gear
• gas/bite
• check it’s safe
• respond if it isn’t
• handbrake off
• control speed
• full lock
• check it’s still safe
• respond appropriately
• watch the kerb
• control speed
• straighten and stop
• handbrake
• select reverse

Many pupils will start overlapping these when they first try it, and as soon as they take the handbrake off, if they move too fast they simply stop steering. Likewise when they look around, if they’re still steering at the time their hands just freeze.

I do a simple demonstration using a pen. I start the car moving slowly, pick up a pen, then do various things like removing the cap, replacing it, putting it on the dashboard, reading the writing on it, etc. All the time the car is moving at an absolute crawl.

Then I get the pupil to do it. Usually, the car speeds up and they can’t manipulate the pen.

I then explain how I am cheating. Whereas they are trying to control the car and the pen at the same time, what I do is as follows:

• set the speed
• pick up the pen
• control the speed
• remove the cap
• control the speed
• put the cap back on
• control the speed
• read some text
• control the speed
• put the pen on the dash
• control the speed
• and so on

This is proper multitasking, the way humans have to do it. It also illustrates why the MSM routine has to be done in plenty of time in order to prevent a new driver from changing gear when they should be concentrating on steering, or from looking in the mirrors when they should be slowing down.

Of course, as people get better some things can be done without thinking (cancelling indicators, for example). But while such things need conscious thought it is vital to keep them separate – particularly since the indicators are self-cancelling, and avoiding collisions is of much higher priority than unnecessarily cancelling a signal.

Multitasking in humans is an illusion created by doing single small tasks – each part of larger, more complex tasks – in an efficiently structured way. MSM is a prime example.

What is interesting is how you can see this potential for multitasking confusion spill over with certain pupils. You occasionally get one whose brain seems to be on fire, and the simple act of changing gear can result in attempts to signal, pull on the handbrake, reach for things which aren’t there, and so on. They’re all different, and finding ways to deal with the problem is what makes this job so interesting.

Another interesting aspect is how the old adage about women being better at multitasking doesn’t apply to driving in this respect. Women are better at juggling many things in their heads, whereas men tend to want to focus on single tasks. It’s why women can often be frustrating to men when they keep changing subjects, for example. In driving, everyone has the same problems with multitasking, with some – from both sexes – handling it better than others.

Jumping between tasks without completing the previous one can be a hindrance. Perhaps this is partly why men tend to pass in fewer lessons and have higher pass rates in the driving test.

Fantastic news!!!!

Rush will be touring the UK in May, 2013, with their Clockwork Angels Tour. It’ll be just two years since they were last here by that time!

You can see more information on the Rush website. but arena dates are as follows:

• 22 May – Manchester MEN
• 24 May – London O2
• 26 May – Birmingham LG
• 28 May – Sheffield Motorpoint
• 30 May – Glasgow SECC

It was just announced (8.45am) on Planet Rock, but isn’t even in their news section yet! Note that there is no Newcastle event this time (at the moment, anyway) – which is a surprise, as the Geordies gave one of the best receptions on the Time Machine Tour last year. The 2013 tour also covers several European dates.

Tickets go on presale this Thursday.

I’m going to do the grand circuit again and go to all of them. Already spoken to my ticket guy and he’s on the case.

Well done Matt, who passed with just 3 driver faults on Wednesday this week.

I could have killed him, as the faults were all for the same thing! Anyone learning should be aware of how closely they pass parked cars and other obstacles – examiners quite rightly take this very seriously.

He’s a really good driver. He managed to go from zero to pass in just 27 hours, and without the benefit of any private practice until a few weeks before his test. In all honesty, he would probably have still passed without it, but any extra practice is always good if it’s quality practice.

The DSA has come up trumps with this reminder to cyclists about how THEY should behave on the roads.

Rule 66

You should

• keep both hands on the handlebars except when signalling or changing gear
• keep both feet on the pedals
• never ride more than two abreast, and ride in single file on narrow or busy roads and when riding round bends
• not ride close behind another vehicle
• not carry anything which will affect your balance or may get tangled up with your wheels or chain
• be considerate of other road users, particularly blind and partially sighted pedestrians. Let them know you are there when necessary, for example, by ringing your bell if you have one. It is recommended that a bell be fitted

Read all the rules for cyclists (59-82)

It’s almost laughable in some respects. You could probably count on the fingers of one hand the number of cyclists who are even aware that there are rules they’re supposed to follow, let alone be prepared to abide by them.

The Spandex boys – the ones who think they’re athletes, but aren’t – are the worst offenders. This year already seems much worse than usual. The Olympics has got them all worked up, I guess.

I get a lot of hits from people searching for “overall stopping distance”, or something similar. Someone even asked it for motorbikes recently.

There’s not really a lot to say about them other than to reproduce the Highway Code chart.

This one (I made myself) is in metres – the numbers are easier to remember that way.

For motorbikes, the Highway Code says:

126

Stopping Distances

Drive at a speed that will allow you to stop well within the distance you can see to be clear. You should

• leave enough space between you and the vehicle in front so that you can pull up safely if it suddenly slows down or stops. The safe rule is never to get closer than the overall stopping distance (see Typical Stopping Distances [chart above])
• allow at least a two-second gap between you and the vehicle in front on roads carrying faster-moving traffic and in tunnels where visibility is reduced. The gap should be at least doubled on wet roads and increased still further on icy roads
• remember, large vehicles and motorcycles need a greater distance to stop. If driving a large vehicle in a tunnel, you should allow a four-second gap between you and the vehicle in front

If you have to stop in a tunnel, leave at least a 5-metre gap between you and the vehicle in front.

There are no official stopping distances specifically for motorcycles (that I’m aware of, anyway). Also remember that stopping distance depends on external factors and any chart is only ever going to be for guidance.

There is a way to calculate overall stopping distance using mental arithmetic, but it only works in feet. All you do is square the speed you’re doing in mph, divide by 20, then add the mph you had at the start.

So at 20mph, you get 20 x 20 = 400; divide that by 20 = 20; add 20 to that = 40 feet.

Or at 70mph, you get 70 x 70 =4,900; divide it by 20 = 245; add 70 to it = 315 feet.

The only problem is that you can’t calculate the thinking and braking distances, and you need another equation for that. Also bear in mind that the Highway Code only shows these in metres anyway, so if you need to know for your Theory Test it starts to get messy.

In metres, the chart above is quite easy to remember. Speed limit goes up in 10mph steps, thinking distance starts at 6m and goes up in 3m steps, so just memorise one of the other sets of numbers and you can work out the one that’s missing.

Personally, I think knowing the numerical values throughout your driving career is not really that helpful. I doubt that many drivers could instantly tell you what the braking distance at 60mph is (instructors included) without having to think about it. Knowing the numbers will not automatically make you a safer driver or better able to handle an emergency situation (though I fully accept that learning it once should increase awareness of the issue).

Safe following distance and the 2-second rule is of far greater practical application in day-to-day driving.

I mentioned these a few months ago, but I saw something this week that made me laugh.

Reference points – when established BY the driver FOR the driver – can be very useful. In fact, everyone uses them one way or another no matter how much they might try to deny it.

But I had to laugh the other day when I saw this on someone’s fence when I was on my way to pick a pupil up for a lesson.

From what I can gather, the woman’s husband put it there so that she doesn’t reverse into the garage when she parks on their driveway.

On the one hand, it is a good idea. But it fails miserably when you consider what might happen if the woman were to drive into her driveway forwards. It would need another sign to cover that eventuality.

And it still doesn’t allow for the different seating positions of a 5’ woman compared with a 6’ 3” man, or the variation that would be introduced by distance from the fence.

As long as the stopping position wasn’t right up to the garage door then they’d probably get away with it, but it does illustrate the dangers of over-egging the reference point concept.

To be honest, all the husband had to do was put a small mark on the fence and say “don’t go further back than this”. He could even have said “don’t go past this wood knot”. But I have to admire his more verbose approach to the situation.

Another one of the DSA’s timely reminders about parts of the Highway Code, this time concerning roundabouts.

Rule 186

Signals and position

When taking the first exit to the left, unless signs or markings indicate otherwise

• signal left and approach in the left-hand lane
• keep to the left on the roundabout and continue signalling left to leave

When taking an exit to the right or going full circle, unless signs or markings indicate otherwise

• signal right and approach in the right-hand lane
• keep to the right on the roundabout until you need to change lanes to exit the roundabout
• signal left after you have passed the exit before the one you want

When taking any intermediate exit, unless signs or markings indicate otherwise

• select the appropriate lane on approach to the roundabout
• you should not normally need to signal on approach
• stay in this lane until you need to alter course to exit the roundabout
• signal left after you have passed the exit before the one you want

When there are more than three lanes at the entrance to a roundabout, use the most appropriate lane on approach and through it.

Read all the rules about roundabouts (184-190)

As I’ve mentioned previously, it’s a great idea to circulate this kind of information. Whether it works or not is another matter entirely – the understanding of roundabouts among the general public (including many of those who think they’re “advanced” drivers and can therefore drive around them any way they feel like) is appalling.

Another alert from the DSA urges all ADIs to check their online details.

The link contains all ADIs need in order to register with the DSA’s online service and start using it.

An email alert from the DSA advises people who have their tests booked May 10 to attend as normal.

PCS – the union involved – is obviously still determined to show the public what a bunch of prats it really is, whilst remaining under the impression that people are still mentally stuck in the Dark Ages with it, and are actually impressed by the idea of a strike.

As I’ve said before, not all examiners are in the union, and not all those who are get involved in strike action anyway.

If you’re worried, rearrange your test.

Why are the DSA on strike on May 10?

It isn’t specifically the DSA who are striking. It is various government bodies who are refusing to accept the government’s pension offer. Pensions are the latest tool in the armoury of those who prefer striking to working for a living.

The union involved claims it wants the government to “come to the negotiating table”. In plain English, this just means that they will not be happy until they get exactly what THEY want.

It isn’t just PCS either. The police are complaining about their pensions and are organising demonstrations. Unions involved cover the civil service, universities, schools, colleges, and the NHS.

The government has already made improved offers as a result of last year’s strikes, but as the union says, “these are not enough”. They demand a “fair settlement”. As I say, this amounts to EVERYTHING they are demanding, and nothing less will do.

Don’t forget that the tanker drivers are complaining about similar issues, which prompted the panic buying fiasco a few weeks ago. Pensions is the current hot topic.

I mentioned in Punitive Pettiness #1 that I often use industrial estates for lessons in the evenings when there’s no one around. Colwick MPTC (the driving test centre) is on one of these, and about ½ mile away is Colwick Quays Business Park.

I’ve been using this area for years at nights and weekends. It is usually dead out of business hours – apart from the occasional lorry doing a sleepover, or dog walkers taking their mutts to foul the wasteland round the back.

To be honest, I also think I provide a service, because when I’m there on a lesson I am a deterrent to anyone thinking of breaking into any of the units, the majority of which appear to be vacant anyway.

I cause absolutely no inconvenience whatsoever to the businesses or any of their employees. However, it is obvious that my mere presence is a problem to someone somewhere.

Colwick Quays has been there for years. In all that time it has not changed (other than for businesses which have gone bankrupt vacating various units from time to time. The picture below shows what the entrance looked like up until Friday of this week.

This one shows what it’s like now, with the shiny new barrier.

Maybe it’s just my suspicious mind, but I’m convinced that simply because someone resented the presence of the occasional learner down there the cost associated with installing this barrier – a barrier which has been totally unnecessary since the place was built – is considered a worthwhile expense. Looking at the huge gaps, it’s hardly going to stop any footpads (or dog walkers). It’s specifically designed to stop “unauthorised” vehicles (i.e. learners).

I’m sure the businesses down that way will now prosper dramatically now that they have this shiny new barrier in place, and that it will result in enormous profits for them that they’ve been missing out on over the years.

The owners of the business park have tried to victimise driving instructors previously. They weren’t too eager to target anyone else – just instructors, and that’s in spite of the DSA being tenants on the land. Naturally, the end to private clamping no doubt put a damper on their source of satisfaction.

Mind you, although this particular location has typically been free from learners, over recent months a few more instructors have found it. I know of at least one who has been stupid enough to use the car parks back there during working hours when the tenants are actually using them. Prat!

As I’ve said before, some instructors are an olive short of a pizza. Their stupidity just plays into the hands of those petty-minded idiots who recoil at the idea of learners being allowed on the roads.