Someone found the blog today with the search term “how far from the kerb can you park?” I’m not sure what the context was for the question, but this is what I tell my own pupils.
To be completely legal, you should park within 19” (48cm) of the kerb – I round this up to half a metre when I’m being metric. Finding a definitive source of any actual distance is a nightmare, but my understanding is that many local authorities started to follow what London has always adhered to (PCN Contravention code 26). However, I point out that whatever the Law does or doesn’t say, half a metre is a bloody long way – it’s almost the middle of the road – and you’d have to be a complete idiot to think that parking that far from the kerb is acceptable.
In practice, you should park within about 30cm of the kerb. More than that and it starts to look bad, maybe even interfering with other road users. If you are on your driving test, parking wider than this could start to attract driver faults. You do not have to be the full half a metre away before you can get a serious fault.
Can I get a parking ticket if I park too far from the kerb?
Apparently, you can. I wrote about it ages ago, when traffic wardens in Wales were issued with tape measures to check for violations. I’ve never met anyone who has been ticketed for doing it, although I’ve seen hundreds who perhaps should have been.
What is the official legal distance you are allowed?
I don’t know. I’ll be damned if I can find any clear reference, but some local authorities have been policing a distance of 18″ (45cm) after following London’s lead.
Just face facts. If you’re more than 45cm – half a metre – into the road, you’ve effectively stopped in the place where all the other traffic drives. You are way too far away from the kerb, no matter whether you’re male, female, or a blue badge holder. Somewhere or other in all that, you are doing something wrong, so why not just learn to do it properly instead of arseing about trying to find loopholes?
Which Law am I breaking?
I have no idea. Parking tickets are enforced by the local authority, whereas criminal offences are obviously covered by UK Law. If you get a ticket for parking in the middle of the road, your best bet is to accept you did it, pay the fine, and learn to park properly. Because if it turns out you’d parked dangerously once you’d kicked up a stink, you might find it much more expensive to deal with in more ways than one.
I noticed an FAQ on the Intelligent Instructor website just now, where an ADI was asking for advice on how to plan ahead for the winter and Christmas periods.
The answer includes the following:
Think of clever ways of increasing your short term income. … I know an instructor who made over £1000 on Christmas Eve just by advertising his ‘Looking for a last-minute gift?’ marketing ploy!
Whoa! Hold on a minute, here. Until someone has actually taken a lesson – notwithstanding any last-minute cancellation policies you might have in place – the money is theirs, and not yours. In fact, instructors taking huge wads of cash for future lessons then spending it is one of the most common reasons for them to start cancelling lessons, or becoming uncontactable, leading to pupil complaints.
Any ADIs reading this should remember: if you take a block booking payment, the money is not yours until the pupil has taken the lessons. You’re holding it in trust. If they pay you, for example, £700 for 30 hours of lessons – as one of mine did the other day (in cash) when they took up an offer I do – that money effectively comes to you in £23 portions as they take each lesson hour. It most definitely does not belong to you immediately they hand it over. If they only take one hour a week, you only get £23 a week from the pot. If they request a refund at any time, you are duty bound to give it to them minus whatever lessons they have taken, and in the worst case scenario you might have to refund them the entire £700 – which could be fun if you’ve already spent it on Christmas, as suggested by someone in that Q&A, and are asked to refund early in the New Year because they’re strapped for cash and want to postpone lessons for a while.
The same goes for gift vouchers or any other promotion. You can’t take money from people unless you are prepared to refund it in the event of unforeseen circumstances (add the condition “non-refundable” at your peril). Refuse once, and you and your business will probably never recover from the negative press you’d get.
I make it absolutely clear to all my pupils from Day One that any block payment money remains their property until they’ve had the lessons, and that I will refund any outstanding amount immediately upon request. I’ve already pointed out that they might have cash flow issues, but it’s also common for pupils to pay for blocks of lessons, and then move away from the area – especially if they’re students. Whenever that happens to me, I refund in cash, or by bank or PayPal transfer. In one odd case, I did it with postal orders, because I don’t use cheques, and the pupil was a nutcase who wouldn’t give me their bank account details. I wasn’t about to shove £140 in cash through their letterbox, so I shoved postal orders through, instead.
It’s essential to be able to cover whatever money you’re holding in trust at any one time.
Over the years, I’ve picked up a fair number of pupils who have written off fairly substantial sums to other instructors when block bookings have gone wrong. The local franchises around here all seem to wash their hands of whatever their instructors get up to when it goes tits up. Nearly all my affected pupils have had the old “I can’t fit you in” ploy played on them, or the instructor has simply gone AWOL. One recent case – where the franchise refused to do anything – was when an instructor “retired” owing the pupil money.
My opinion of many ADIs is such that I don’t think they should be given such misleading advice about taking money for block bookings, because it’s just asking for trouble. In my experience, far too many pocket the cash and then avoid giving the lessons, so this could be one temptation too far.
I first published this back in 2012 after someone had found the blog on precisely that search term!
Passing the driving test is a skills-based event, so probability doesn’t come into it – not in any way that could be manipulated or measured, anyway. But I had another one recently come to the blog via the term “the probability that a person passes their driving test is 75%”.
The problem here is that people get probability and statistics mixed up – and they don’t understand either.
Every test centre has a pass rate. These are all statistics – measurements of what has actually taken place – and any given test centre might have a pass rate anywhere from under 30% all the way up to 80% or more. Why is this?
Take Mallaig in Scotland, for example. It is a tiny fishing village in the middle of nowhere. It has something like 10km of roads in total, no dual carriageways, one roundabout, a total population of about 1,000, and is 140 miles away from the nearest motorway (it’s actually only a few miles north west from the place where Connor MacLeod was born in Highlander). In the business year 2017/18 a total of 21 tests were conducted at the test centre there, with a pass rate of 71%. In contrast, Nottingham has three test centres, and between them there were over 20,000 tests conducted during the same period, with a pass rate of about 45%. Nottingham has a population of over a quarter of a million, lots of dual carriageways and complex roundabout systems, a busy city centre, and protracted rush hours vying with overrunning roadworks and ever-changing road restrictions. Similarly, Bradford’s three test centres conducted around 15,000 tests, even though it has a slightly larger population than Nottingham and similar types of roads. However, one of its test centres had a pass rate of just 37% in the same period.
In 2012, Bradford – well, one of the test centres there – was highlighted as having the worst pass rate in the country at less than 30%. Bradford’s problem at that location is that there’s a high sub-population of non-UK nationals. As unpalatable as it might be to the politically correct mob, non-UK provisional licence holders have a tendency to want to go to test before they’re ready, and they will often do it in their own cars without ever having had any formal training in the UK. And they do it again, and again, and again, test after test, with no training in between tries. All large cities have this problem one way or another.
I’ve got just such a pupil right now. There is no way I would ever let him go to test using my car the way his driving is, and I have told him he needs more lessons before he tries again. But he won’t listen, and keeps going in his own car after taking a single hour with me each time. It’s hard to put this into words, but he hasn’t got a bloody clue how to do even the simplest of roundabouts, and when he encounters one with lanes marked on it the lines may as well not be there. In fact, in his head, they aren’t there. As soon as he realises it’s a roundabout he panics and – poof! – the lanes just vanish as far as he’s concerned. He is in his 30s and has driven for many years in one of those places where you are “able to drive” if you can put your head down and accelerate into heavy traffic and weave around hundreds of others all doing the same. It’s also one of those places where the men will never admit that they can’t do something, even when it is completely obvious to everyone – including them – that they can’t. He simply cannot get it into his head that he hasn’t got a cat in hell’s chance of passing his test until he sorts this out. But he’s got another one booked even now.
DVSA actually publishes pass rate data by ethnicity – something which surprises me, given the risks of misinterpreting the data to suit personal agendas – and if you look at the lowest rated Bradford test centre, the pass rate among those identifying as Asian or British Asian and Black or British Black is 34.5% whereas among those identifying as White it is 47%. You have the same skew in Nottingham under those same headings, and pretty much everywhere else. It’s a big difference, and although the data don’t go into finer detail, I would lay money that it is the non-British element within those groups which is pulling the figures down. Where the ratio of non-UK to UK is higher in any given community, the overall pass rate in the location covered by that test centre is so much lower.
Non-British Asian/Black people taking tests tend to be older, have families to support, have low-paid jobs (carers or security, for example), are desperate to get a licence to improve their prospects, and are isolated from their larger family and have no financial backup beyond their wages. They also tend to have many years’ previous experience of driving – albeit badly – and believe they are capable of passing the test over here. Habits are deeply ingrained. Whites tend to be 17-24 year olds who are only learning to drive because its the next thing they need to do in their lives, who haven’t driven much before (if at all) and so don’t have habits to break, who probably won’t get a car for the next year or two anyway, and who can often sponge off mummy and daddy for the lesson fees. It’s not a clear cut division, but it is the tendency nonetheless. And that affects the statistics.
You can already see how complicated this is. A test centre’s pass rate is meaningless except for comparing that centre’s performance over time, and it has no clear bearing on the rates from other centres in other parts of the country because other factors are involved. For example, Bradford’s apparent “improvement” since 2012 is highly likely to have been a deliberate manipulation to make it look better following the bad press it received back then. As an illustration, Mallaig’s pass rate could go up to 90% or fall to 20%, but that would not affect Nottingham’s statistics unless the change were the result of something which affected everyone in the UK, and in a quantifiable manner. I mean, imagine DVSA adding a motorway element to the test. Mallaig’s nearest motorway is further away than London is from Nottingham, so they couldn’t possibly do it, but test centres like Nottingham Watnall and Chilwell – which are both right next to the M1 – would see it affect on their pass rates.
Statistics are a statement of what did happen. They are not probabilities – a prediction of what will happen.
If someone takes a driving test having never driven before, and never having had any lessons, they will fail – no matter what their test centre’s pass rate is. Statistically, the centre could have a 100% pass rate, but someone who can’t drive has a 0% probability of passing. It follows logically that even if someone has had lessons, unless they’ve had enough to make them good enough they will still fail. Only when they have had enough training to make it possible for them to pass a test does probability enter into the equation – but even then it is still not something you can assign a definite number to, because so much depends on nerves, road conditions, events on the day, and so on.
All you can say is that if a candidate can drive to an acceptable standard, and doesn’t do anything stupid on their test (for whatever reason), there is a high probability of them passing. That probability is much higher than the pass rate at the test centre they’re using, but definitely much less than 100%.
If they can’t drive to an acceptable standard, the probability of them passing is close to 0%.
DVSA is not looking for perfect drivers who don’t make any mistakes. The criterion they are using is that the test candidate should be safe enough to drive unsupervised so that they can then gain more and more experience over time.
What are the chances of passing a driving test?
If you can’t drive, they’re approximately zero – you have no chance whatsoever. If you’re a good driver, your chances are very high. It’s that simple.
So my chances are better if I take one or two lessons?
If you can’t drive well enough to pass the test during those lessons, your chances of passing a real one are still almost zero.
Take the parallel park exercise as an example. If you can’t do it during lessons, you’re not going to be able to do it on the test. The same goes for every other aspect of driving that might result in a serious fault on test if you don’t do it properly.
What are the chances of passing my driving test after failing the first time?
Your chances of passing have nothing to do with your previous attempts. If you can drive without your instructor intervening on lessons, you’ll probably pass your test. If you can’t, then you will probably fail it.
Too many people go for their test before they are ready – especially when they’re desperate for a UK drivers licence. Some think they’re ready, some want to be ready, and some just don’t want to (or can’t) spend any more money. Then they fail.
If you’re not ready you will fail. Even if your dream came true and you scraped a pass, you’d be dangerous on the roads.
Yes, but what are my chances of passing second time?
Exactly the same as they were the first time if you still can’t drive properly.
I can drive, so why did I fail?
Assuming that you really can drive, it might just have been a bit of bad luck on the day – some other road user doing something you didn’t expect, or that you’d never had to deal with before. It happens.
However, a lot of learners mistakenly believe that they are better than they are. Many take their tests based on how many hours of lessons they’ve had (in turn, based on how much they could afford). The risk of failing is much higher if you approach your test that way.
What is the best time of year to take your driving test?
There isn’t one, any more than there’s a “best time of day” to take it. If you can drive – and don’t make any serious mistakes – you will pass, whether it’s at Christmas or in summer, morning or afternoon.
What are the statistics that somebody will pass their driving test 2nd time?
That term has been used to find this article. If you can’t drive properly, your “chances” are exactly the same as they were the first time. Passing the test is about ability, not chance.
What are the chances of passing the driving test third time?
That term has been used to find this article. The simple answer is that your chances of passing your test are the same every time you take it if you assume that your ability remains constant. If you get better at driving, your chances increase, but they only become “good” once you can drive well.
The likelihood of passing your driving test is based on your ability, not probability. People who fail at their first attempt are usually better prepared for the second. However, some people are simply not prepared at all and are just gambling on scraping through every time.
If the probability of passing your test is 75%, what is the probability of passing in under four attempts?
Someone found the blog on that search term. I suspect it is a maths question rather than a driving one, but I will answer it as though it were the latter.
Passing your test is not based on probability. If you can’t drive, then you have no chance of passing, and the probability is effectively zero. As your driving ability improves, so does the probability that you will pass. However, it is impossible to put a number to driving ability such that the probability of passing can be calculated, and even if you could, you’d then have to factor in other equally unmeasurable numerical representations of any number of unpredictable events on the day of your test which could shift your chances of passing either up or down the scale.
Just for the record, and as I’ve just explained, the probability of passing your test is not 75% in the first place. And whatever the outcome of your first attempt, that has no measurable bearing on what happens on subsequent tests. It is quite possible to only just fail one test, then fail miserably on one or more of your following attempts.
Generally, most people do improve between tests, but so many other variables are involved that general improvement in the candidate’s ability might not show up as a reduction in driver faults. I’ve seen people fail with perhaps two faults – one of which is a serious – and then pass their next attempt with maybe 9 driver faults.
Does everyone have the same chance of passing their test?
Everyone has the same opportunity to pass – they’re all being tested to the same standard. However, everyone is different, with different abilities, and success in the test is governed by ability.
Since I’ve been doing this job I have encountered people who, quite frankly, should be prevented by Law from ever going near a car. Frighteningly, I know of at least three of them who have passed their tests – one of those has had numerous minor accidents related to emerging without looking properly, and another did so much damage to her car in the fortnight she owned it by keep reversing into her gate post (three times that I know of) that she has given up driving and got rid of the car.
Aren’t you at fault for teaching these people to drive?
Believe me, I think about that all the time. I wish that we were allowed to tell people that they should give up the idea of driving. I have my own way of dealing with it – but I know that they just go and find someone who will carry on teaching them, and they take test after test until they pass.
I had a guy a couple of years ago who failed five tests with me (he’d failed several before). He refused to do more than a single one hour lesson before each attempt because he’d already “spent enough”. He argued that he failed on something different every time, and so all he had to do was not make that same mistake again and he’d be all right. He wouldn’t accept my explanation that his “different” mistakes were due to the same underlying issue, which if dealt with would increase the likelihood of him passing. That was in January 2014, and it was the last I saw of him. Well, until November 2014, that is, when I saw him coming out of the test centre as I was going in with a huge grin on his face. While he was with me, he spent £230 on lessons and £310 on tests over three months – pro rata, he would have spent a further £500-£800 in tests by the time I saw him nine months later in November.
This is how these people are. You can’t tell them directly that they can’t drive. And even if you did, someone would still teach them.
The new test has done away with the Turn In The Road (aka “three-point turn”) and Reversing Into A Corner. These have been replaced with Forward Bay Parking and Stopping On The Right. The Reverse Bay Park and Parallel Park manoeuvres are still tested.
At the time of the original article, some test centres didn’t ask candidates to do a reverse bay park simply because they didn’t have a car park to do it in. It was no secret that in those areas a fair number of ADIs didn’t bother teaching it (virtually no one taught it in Nottingham before Colwick Test Centre opened – the first TC in Nottingham to have a car park big enough to do it).
Since December 2017, there are now two bay park manoeuvres – the original reverse one, and one which involves driving in forwards, then reversing out again. A reader informed me several months ago that the reverse park is always done at the TC, whereas the forward park can be done at various locations outside (supermarkets, council parks, etc.). I wasn’t aware of that, and had assumed that they could both be done anywhere.
Many drivers are terrified of any sort of parking and spend a large part of their driving lifetimes avoiding doing it. So it must be a bit of a bugger now that all the test manoeuvres are parking manoeuvres. It’s actually quite funny (and sad), sometimes, if I’m in Morrisons’ car park in the mornings. You can watch mainly older drivers, some of whom clearly have trouble walking, parking as far away as it is possible to be from the store entrance – even though there are spaces very close to it – solely because they want to stay away from other cars.
Bays can be laid out in a rectangular pattern, diagonally (often called “herringbone”), and in regularly or haphazardly arranged linear blocks. I’m sure there are other types, but these are the most common ones.
Reverse Bay Parking
If you get this one, it will be either right at the start, or right at the end of your test in the TC car park. The examiner will not tell you which bay he wants you to reverse into, from which side to do it, or in which direction you should be pointing. He will just expect you to do whatever you normally do and finish inside a bay. He doesn’t care what method you use, and within reason you do not need to be exactly in the centre of the bay or precisely straight. You can even be parked on one of the lines, and it still isn’t a fail.
So what counts as a fault? DT1 – the examiners’ SOP – says that faults are:
- poor co-ordination of controls
- ending up straddling two bays
- unnecessary shunting forwards and backwards
- turning the steering wheel the wrong way
- no blind spot checks
- relying too much or entirely on the mirrors
- ineffective observation
- looking but not reacting to other vehicles or pedestrians
- waiting too long for other users in the car park
Basically, faffing around and causing hold ups, and not looking for/reacting to people who you might be holding up or are likely to reverse into.
So how do you do it? There isn’t a “best way”, but there are several alternatives, all of which have their place at one time or another. Some pupils can handle one way better than the others.
My preferred method for beginners is to start in a fixed position at right angles to the bay you want to park in, and about a car’s width away from the end of the bays (the orange car in the diagram). The fixed point in question is usually relative to the third line away from your target bay, though I did once show someone how to do it in an 18’ minibus and that involved the fourth line – it’s just a case of knowing where to start from.
Put full lock on and reverse until you are at 90º to your original position. Use your wing mirrors to determine when you’re parallel with the bay lines. Then straighten up and reverse into the bay.
The method works just as well where the bays are in a herringbone pattern, although you have to angle the car as shown.
Success with this depends entirely on being able to start from exactly the same position relative to your target bay every time you do it. You need to find a reference point on your car, and line it up with the third (or whatever) line away from your target bay.
I prefer this method because a) it requires the smallest amount of space, b) anyone can do it, and c) you can put it into written words and follow it prescriptively.
An alternative way is to simply turn away from your target bay as you approach it – possibly even driving into another bay opposite if it is vacant – then reverse back in a straight line. This is fine if you have enough room, and if you don’t have to correct your position too much.
The most flexible method is simply to use your mirrors to aim into your target bay – possibly with a little forward/backward shuffling if space is tight. The problem with this method is that it is almost impossible to put into simple words because there are so many variables, and since many learners steer the wrong way when reversing, the complexity just makes things worse.
Whatever method you use, make sure you look around for pedestrians and other traffic before you start reversing, during any pause, and when there is something that needs an eye kept on it (i.e. people walking in your direction – at some stage you may have to wait for them to pass). My preferred method is broken down into three distinct stages, and pausing at the end of each one gives a window in which to look around. If you try to bay park in a single movement, be very careful not to miss your safety checks – you will fail if you miss them, especially if there is something you should be dealing with.
Forward Bay Parking
Driving forwards into a bay is as easy as reversing into one. You just steer in a different place. You also need to start further away from the ends of the bays so that as the car swings in it doesn’t cut too far into neighbouring bays. The examiner will be marking using the same criteria quoted from DT1 above. So don’t faff around, and keep a look out for anything that might need dealing with.
My preferred method involves lining up a specific point on the car with the nearest line of the bay you want to drive into at a right angle to it. Put full lock on and move forward until you are at 90º from your starting position. Straighten up and drive into the bay. However, this is only half of the manoeuvre, and you will now be asked to reverse out – which must be done safely and without excessively encroaching on the neighbouring bays.
Reverse out of the bay in a straight line until the ends of the bays are at roughly the same position as your reference point for driving in. Put full lock on in whichever direction you need to leave the car park, and carefully drive away.
Again, my method involves fixed stops, and these act as trigger points for looking all around – and especially behind you. Look before you move. At every stop. The forward bay park manoeuvre takes longer than the reverse, so more safety checks will be needed for that reason alone. You are also much more likely to be reversing towards or crossing the paths other vehicles or pedestrians because of your wider start position.
There is no reason why you can’t just drive into a bay in one single movement, but like I said earlier, if you miss any safety checks – and especially if you don’t see something you should have – you will fail.
Are there any other ways to bay park?
The fixed position method for reverse bay parking has two major drawbacks in the real world, 1) you have to have at least two more lines lines beyond your target bay otherwise you can’t do it, and 2) the bays have to be a standard size. So if you want to get into an end bay or one that’s been over- or undersized by whoever painted it, you’ve got to choose another way.
The 90º method is certainly the easiest. It works in the real world, but you must have room or else you simply can’t do it. It is perfect for use on the test because it works reliably and is easy to teach to a point where the learner can do it by themselves. Note that the size of the bays is irrelevant when forward bay parking.
The mirrors method requires good reversing skills, which many learners simply don’t have – nor do they have the financial resources or desire to part with such resources in order to acquire such skills , particularly if it turns out they have a problem.
I show all these methods to my own pupils, but in almost all cases it is the 90º one that we go with. I explain that they will have plenty of time to practice the other ways once they’ve passed. Being brutally honest, taking two minutes to park in Asda once they’ve passed is only going to annoy a few drivers (and maybe give them a bit of a giggle), whereas taking two minutes over it on your test could lead to a fail. So it makes sense to focus on a method that works rather than one that they have got the next 40 years to perfect.
Which method should I use on my test?
It’s up to you. However, I always explain to my pupils that although I am teaching them to be good drivers for the rest of their lives, we mustn’t forget that I am also teaching them to pass their tests in the most cost-effective time frame for them (and no matter what they might claim, all ADIs are teaching their pupils to “pass the test” – it’s what they are paid to do!) This is not the same as only teaching the bare minimum to pass.
To that end, the 90º method is usually the best option for me and them, because it works every time as long as you get one simple reference position right, and it also works in real life.
I remember my own examiner telling me when I’d passed my driving test that it was only the start, and that I’d be learning for the rest of my life. She was right. And that is just as true now as it was then. If you can park reasonably well, you’re going to be fine – you don’t need a PhD in the subject.
Will the car park be empty when I have to do it?
Assume not. In the TC car park, it usually is substantially empty, but I’ve been there and seen tests having to do it when the park is full up with cars and vans, and it is far too common that some prat of a driving instructor (are you listening, SAM?) has yet again ignored the TC manager’s requests to stay out and gone there to practice (or pretend to need the toilet) as tests are coming back.
Supermarket and council car parks are unlikely to be empty, or to remain so while you’re in them. You may have to park next to another car, or even between two of them.
Can I open the door to check my alignment?
Yes. In all honesty, you shouldn’t need to – but, yes.
How does the examiner know I’m inside the bay?
Some will get out and walk around the car at the end of the manoeuvre (usually, if you’re not straight or are displaced to one side). Others will open their door and take a look – with practice, you can easily tell if the car is in and if it’s straight just by looking at the position of the bay lines next to you, and examiners are good at this. Some will just lean forward and glance in the left wing mirror (that’s how I do it).
How does my instructor know I’m inside the bay?
Same as the above. If we’re not straight or not in a bay, I will often get the pupil to get out and walk round the car and see for themselves.
Will I fail if I’m on a line or not centralised?
No. Finishing on a line or very close to one is not an automatic fail – the examiners’ DT1 document used to state that, and I am not aware that the criteria have changed. You should always aim to finish dead centre at the first attempt, of course, and you are allowed to correct yourself. But take this example.
A while back, one of my pupils hated the reverse bay park manoeuvre, even though as far as I was concerned she was very good at it. Of course, this was the manoeuvre she got on her test. It was at the end as she came back to the test centre, and I was watching from behind a hedge so she couldn’t see me.
She reversed back and was cleanly inside the bay, but for some reason she decided she needed to fix it. She drove forward, then reversed back into almost the exact same position. She tried again, and once more ended up in the same position. Then she had another try and this time ended up diagonally across the other side and with her rear nearside wheel half way inside the neighbouring bay. I saw the wipers settle and knew that she’d turned off the ignition, so I walked over thinking “damn, she’s failed”. As I approached the car, the passenger window was open and the examiner said “just a minute DOAADI, we haven’t finished yet”. I walked on and stood somewhere behind. The examiner said something to my pupil, who then tried adjusting it one more time. She finished not quite straight, but just inside. And she passed.
So never assume anything.
Do they do the bay park manoeuvre at Watnall?
Both forward and reverse bay parking can be conducted on tests at all the Nottingham test centres.
Updated 4 April 2014 in accordance with the latest DL25 format on sheets my pupils are currently receiving. Note that this is slightly different to the DL25 sheet on the GOV.UK website.
Minor update 30 July 2017 advising of impending changes to the test from 4 December 2017. Note that even as of July 2018 the linked document is still not updated to reflect the new test which came in in December 2017
A lot of people find this site using search terms like “driving test report explained” or “what are S and D on the test report”. I’ve explained everything below. This is taken from the sheet you get whether you pass or fail your test, which is officially known as the DL25. The explanation sheet you receive tells you what the examiner was looking for, and why he or she marked you as they did.
I always give out copies to – or at least run through certain sections with – my pupils.
1(a). Eyesight Test
At the start of the test the examiner asked you to read a vehicle registration number. If you do not meet the eyesight standard then your test will not go ahead. If you need glasses or contact lenses to make sure you can read the number you must wear them whenever you drive or ride.
If you can’t read the number plate of a car the driving examiner (DE) chooses outside the test centre then you can’t take the test, i.e. you “fail” immediately.
2. Controlled Stop
You may have been asked to show you were able to stop your vehicle in good time and under full control, as if in an emergency situation. Remember, when driving in wet or icy weather conditions, it will take you longer to stop safely.
One in every three tests gets a full-blown emergency stop, and you will need to be able to do it the way your instructor taught you. In addition, the DE will ask you to pull over and move off again several times during your test, and at least one of these may involve stopping behind another parked vehicle or obstruction, and then moving off again.
3, 4, 5 and 6 Reversing and turn in road exercises
Depending on the test you took, you may have been asked to complete one or more slow speed manoeuvring exercises. You needed to show you were able to keep control of your vehicle. This needed to be done whilst taking effective observations and acting correctly on what you saw.
This covers all of the manoeuvres, although you will only be asked to do one of them during a normal test. The manoeuvres are:
- turn in the road (not tested since December 2017)
- left corner reverse (not tested since December 2017)
- right corner reverse ((not tested since December 2017)
- stop/reverse/move away from the right (since December 2017)
- forward bay park/reverse out (since December 2017)
- reverse bay park
- parallel park
It is/was very rare for someone taking the test in a car to be asked to do the right corner reverse (it is/was usually vans which get that one) – but you could have been asked to do it (that came straight from my local test centre manager). Likewise, some test centres don’t have parking bays and therefore don’t usually ask candidates to reverse bay park, but that doesn’t mean they never will (forward bay park is done away from the test centre in a supermarket or council car park). Your instructor should have at least run through any questionable manoeuvres with you because you’ll need to know how to do them once you’re driving on your own.
For all the manoeuvres you must be in control of the car (e.g. no stalling, not too fast or too slow, and not too jumpy). You must also be safe (e.g. looking for other road users before and during movement, and dealing with them appropriately).
7. Vehicle Checks
It is important that the vehicle is in good working order before you start the engine. The examiner asked you some safety questions of a ‘show me / tell me’ nature. You needed to show a basic knowledge of the checks you should make on a regular basis. These include checks on oil and water levels and tyre pressure and tread depth.
This refers to the show-me-tell-me questions. Make sure you can answer them for the car you take your test in – for example, knowing how to check the oil using the dipstick is one thing, but being able to identify where it is another matter entirely.
Note that from 4 December 2017 one of the questions will be asked while you are actually driving. I’ll update this article nearer the time.
These checks are simple but important. Before you started the engine, you needed to make sure that your seat was adjusted correctly to allow you to reach all your driving controls with ease. This is because an incorrect seat position can affect your ability to take observations and keep proper control of the vehicle.
I don’t think I’ve ever had a pupil who was asked to go through the cockpit drill on their test. However, I have heard stories of candidates being asked to do it, so make sure you know how to adjust your seat and mirrors properly.
Throughout the test you needed to show you can use all the controls smoothly and at the correct time. This means less wear and tear on your vehicle and a smoother ride for your passengers.
This covers use of the clutch, brake, and gas pedals as well as the steering and other controls. Make sure you can use them properly.
13 Move off
You needed to show that you can move away on the level, on a slope and at an angle safely, under full control, taking effective observation. Move off only when it is safe to do so.
This covers moving off in control (e.g. without stalling) and safely (e.g. looking all around, including your blind spots, and signalling if necessary). Examiners tend to be quite relaxed about signalling when it isn’t strictly necessary, but they will pick up on not checking your mirrors and blind spots – so even if you signal correctly, if you don’t check properly you could be faulted for it. This is a common cause of failing the test.
14 Use of mirrors – rear observation
You should have used the mirrors safely and effectively acting correctly upon what you saw. Where mirrors are not enough, for example to cover ‘blind spots’, then you must take effective rear observation. You must always check this carefully before signalling, changing direction or changing speed. You needed to demonstrate you can use the Mirror – Signal – Manoeuvre (MSM) routine effectively.
This relates to using the mirror-signal-manoeuvre (MSM) routine properly in all situations. It is another common reason for failing your test – particularly if you encroach on the lane next to you at multi-lane junctions and on roundabouts.
Check your mirrors (and blind spots, if relevant) before you change lanes or position (e.g. when passing parked cars or other obstructions). Make sure you look properly and don’t just go through a robotic routine – it is surprising how many times I see learners apparently look somewhere and yet fail to actually see the lorry or car coming straight towards us.
You should only use the signals shown in the Highway Code. On test you should have signalled clearly to let others know what you intend to do. This is particularly important if it would help other road users or pedestrians. You should have always signalled in good time and ensured that the signal had been switched off after the manoeuvre had been completed. You should not beckon to pedestrians to cross the road.
Forgetting to signal is a common fault – especially during the independent driving section of the test. Forgetting to cancel a signal is also common. Make sure you don’t signal too early or too late, and don’t signal to overtake every obstruction.
You should have given parked vehicles and other obstructions enough space to pass safely. You needed to watch out for changing situations such as pedestrians walking out from between parked cars, doors opening and vehicles trying to move off. You should have been prepared to slow down or stop if needed.
Although it seems to vary depending on where you are, most DEs are very strict when it comes to passing parked vehicles. One common problem is when the candidate slows down for an obstruction on their side to let an oncoming vehicle through, and gets too close to the obstruction. As they steer out they often “shave” the obstruction (i.e. get close to it). Going too fast for the situation is also marked quite harshly.
Response to signs and signals
You needed to show that you can react correctly to all traffic signs, road markings, traffic lights and pedestrian crossings. You should have obeyed signals given by police officers, traffic wardens, Highways Agency officers and school crossing patrols. You should watch out for signals given by other road users and carry on only when you are happy it is safe.
Be ready for traffic lights changing if they have been on one phase for a long time (going through an amber when there was time to stop is a common fault). Watch out for pedestrian crossings, and look for pedestrians standing near them – they will have pushed the button, so the lights could change at any moment. Look for school crossing patrols (be aware of the time of day), and don’t miss speed limit changes or other relevant signs. Read the road ahead by seeing what is happening and predicting what might happen next.
18 Use of speed
You should have made safe and reasonable progress along the road. You needed to keep in mind the road, traffic and weather conditions, road signs and speed limits. You needed to show confidence based on sound judgement. Remember, at all times you should have been able to stop within the distance you can see to be clear.
Don’t go too fast, and don’t go too slow. Don’t take chances. Plan ahead.
19. Following distance
You should have always kept a safe distance between you and the vehicle in front. You should be able to stop safely, well within the distance you can see to be clear. You should leave extra distance in wet or slippery conditions. Leave enough space when you are stopped in traffic queues.
A lot of people are caught out by getting too close to the car in front – either when driving or when stopping at lights.
20. Maintain progress
On test you needed to show that you can drive at a realistic speed appropriate to the road and traffic conditions. You needed to approach all hazards at a safe, controlled speed, without being over cautious or slowing or stopping other road users. You should always be ready to move away from junctions as soon as it is safe and correct to do so. Driving too slowly can frustrate other drivers which creates danger for yourself and others.
I once had a pupil who was a great driver, but who collapsed mentally whenever she took her test. One day, just as we were going off to a test, her mum came out to give her a pep talk: “Now don’t forget what we told you, Jane. Drive everywhere slowly”. I could have screamed. Less than 90 seconds after driving away she tried to merge with a busy 50mph dual carriageway (where most people do 60mph) at just under 30mph!
Don’t hold other people up, and don’t drive differently to the way you do on your lessons.
21. Junctions including roundabouts
The examiner would have looked for correct use of the Mirror – Signal – Manoeuvre MSM procedure. The examiner was also looking for correct positioning and approach speed at junctions and roundabouts. This is because these skills are essential for dealing with these hazards safely. Turning right across busy roads/dual carriageways is particularly dangerous. To drive safely and pass your test you must be confident that you can judge the speed and distance of oncoming traffic safely. You also need to look out for other road users emerging and turning at junctions and be ready to alter your course or stop. Be extra watchful in poor light or bad weather conditions for the more vulnerable road user, such as cyclists and motorcyclists.
This is self-explanatory. Inappropriate speed is the learner driver’s worst enemy in many situations – if you can’t do the damned things at the best of times, why should attempting a junction at Mach 3 make it go any better? Think and plan ahead – and make sure you know how to handle situations in the first place before you take your test.
Your examiner will have assessed your judgment skills throughout the test. You will have needed to show sound judgment when overtaking, meeting or crossing the path of other road users. You should have only done this when it was safe and legal. You should have made your intentions clear and been sure that you understood the intentions of other road users.
Again, speed comes into this for many learners. If you see a car coming towards you and there is a narrow gap that only one of you can get through, do not try and plough through – even if you technically have right of way (i.e. the obstruction is on the other side of the road). The Golden Rule as far as I’m concerned is don’t trust anyone else out there (and especially not if you’re in a car with L plates on it). Check your mirrors, slow down, and watch the other driver carefully… and remember that for most people who mess this up, it isn’t that they have deliberately decided to take the other car on – it’s just that they haven’t thought anything at all!
You should have positioned your car in a safe position; normally this would be keeping well to the left of the road. You needed to keep clear of parked vehicles and be positioned correctly for the direction that you intend to take. You needed to look for and be guided by road signs and markings. Other road users may judge your intentions by where you are positioned so be aware of where you are at all times.
Don’t weave all over the road, and stay in lane (unless you are deliberately changing lanes for some reason). And watch the kerb, especially on bends (and when looking at the speedometer, and when checking mirrors, and when changing gear, and… you get the idea). Don’t get distracted by looking at or dealing with one thing for too long.
24. Pedestrian crossings
You should have been able to identify the different types of pedestrian crossing and take the correct action. You needed to monitor your speed and time your approach to crossings so that you can stop safely if you need to do so. You should have paid
particular attention where crossings were partly hidden by queuing or parked vehicles. You should also show consideration for elderly or infirm pedestrians who are trying to cross the road.
Self-explanatory. Look and plan well ahead and watch for pedestrians pushing buttons.
25 Position / normal stops
You should have chosen a safe, legal and convenient place to stop, close to the edge of the road, where you will not block the road and create a hazard. You should know how and where to stop without causing inconvenience or danger to other road users.
Self-explanatory. Don’t stop in driveways, opposite junctions, too far from the kerb, and so on. The examiner will ask you to pull over and drive off again several times, and they will be looking for mirror checks, signals, and your choice of location.
26. Awareness and planning
You must be aware of other road users at all times. Your examiner is looking to see that you plan ahead to judge what other road users are going to do. This will allow you to predict how their actions will affect you and react in good time. You needed to anticipate road and traffic conditions, and act in good time, rather than reacting to them at the last moment. You should have taken particular care to consider the actions of the more vulnerable groups of road users such as pedestrians, cyclists, other motorcyclists and horse riders.
Look and plan ahead and always assume the worst. Cyclists in particular are likely to change position or direction without warning.
27. Ancillary controls
You needed to show that you can operate all of your vehicle’s controls safely and effectively. The examiner was looking to see that whilst on the move you kept proper control of your vehicle whilst using secondary controls. These include demisters, heating controls, indicators and windscreen wipers.
If it rains, make sure you know how to use the wipers and washers. If it’s cold, make sure you know how to demist the windows inside. If it gets dark, make sure you know how (and when) to turn on the lights.
Eco Safe Driving
You should drive in an ‘eco friendly manner’, considering your impact on the environment. Plan well ahead and choose appropriate gears, avoid heavy braking and over revving of the engine, particularly when stopped or moving off. If you have to stop for a long period such as at road works or railway crossings, consider stopping the engine to reduce pollution and save fuel. The examiner will assess this on your test; however this assessment will not affect the overall result of the test. If there are areas that need improvement you will receive appropriate feedback at the end of the test.
As it says, you can’t fail for this (not yet, anyway), but driving in an eco-friendly way will save you money in the long run.
So how does the examiner mark you? If you look at the driving test report itself, you can see columns with “S” and “D” over them – that’s for “serious” and “dangerous” faults, and you are not allowed to get any of those (you’ll notice that the eyesight check only has a box under “S” – if you can’t read the number plate the DE points out to you then the test doesn’t go ahead and you effectively fail there and then).
You can get up to 15 driver faults (often called “minors”) and still pass – but you need to understand that there is no way any DE is going to let someone get all 15 in a single category. So if you stall the car once when moving off, you might get a single driver fault. Do it two or three times when you move off and you are sailing close to the wind. Do it more times than that and it will more than likely become a “serious”. However, it is quite possible to stall just once – in the wrong place at the wrong time – and end up with a “serious” or “dangerous” fault for it. Likewise, you could stall several times, each time in a different situation, and get away with much more.
What is the difference between a driver fault, a “serious” fault, and a “dangerous” fault? There’s no definitive answer, but an example would be moving away safely: if you don’t check over your right shoulder and no one is there (and you only do it once), that might be a driver fault. If you don’t do it and someone is coming (or if you do it repeatedly), that would be “serious”. And if you don’t do it but whoever is coming is close enough for you to cause a problem, that would be “dangerous”.
It is amazing how many people go to test without knowing the basics, and yet are fully clued up on how many faults they can “get away” with! Don’t rush going to test. Failing is not nice. Passing first time is – and it gives you great street cred!
What do the “S” and “D/C” boxes mean at the top of the form?
I believe that the “S” box is ticked if the car used for the test is a driving school car (as opposed to a private vehicle), and the “D/C” box is ticked if the car has dual controls fitted.
What does “DF” mean?
It stands for “driver fault”. A driver fault is what most people refer to as a “minor” fault. You can get up to 15 driver faults, but no “serious” (S) or “dangerous” (D) faults.
What do “R” and “C” mean under Reverse Parking?
“R” means you did it on a road somewhere (i.e. it was a parallel park), and “C” means it was done in a car park (i.e. you reversed into a bay).
Where is “dry steering” marked?
It isn’t. Dry steering isn’t marked anywhere because it isn’t a fault. As long as you’re in control you can steer pretty much any way you want.
What does ETA mean?
It means “examiner took action” and it can be marked under V (“verbal”, meaning the examiner said something like “STOP”) or P (“physical”, meaning the examiner used the dual controls or grabbed the steering wheel). You can assume that this is always a serious fault.
When marked – for example, if the examiner used the dual controls – many learners argue that they were “going to stop, but the examiner got there first”. My explanation to them is always that if the examiner had to do it, then they were too late and so they don’t have a valid argument. The examiner is not going to wait and see if you cause a pile-up before deciding you were at fault. He will let the situation go so far, then he will step in whether you like it or not.
I did my first motorway lesson this morning and everything went completely according to plan. The pupil said it was the best lesson he’d ever had.
Ironically, the only thing that I’ve had any negative thoughts about concerning lessons on motorways is if any pupil should panic and slam the brakes on. So as we left the M1 at Junction 23 to go through Loughborough, we were turning right at the roundabout, and who should try to overtake dangerously on the merge on to the A512?
Yes,a black Toyota Corolla, registration number KM05 PWX – driven by some stupid bitch who shouldn’t be on the road. It wouldn’t have surprised me if she had her kids in the car, either (all five of them, no doubt). You can see how far over she is in the photo – it was a single lane at this point. And she was speeding, too, once she got past us.
Of course, my pupil duly obliged by braking, but fortunately not too hard, since there were cars behind us.
Nothing directly to do with doing lessons on motorways, but just typical of the twats who infest the roads these days.
I’ve said it before, but this is about 50 years late. But better late than never.
As of today, 4 June 2018, learner drivers will be allowed on motorways as long as they’re with a fully-qualified instructor and in a car with dual controls fitted.
The Highway Code has also changed with effect from today. Specifically, Rule 253. This paragraph has been added:
From 4 June 2018 provisional licence holders may drive on the motorway if they are accompanied by an approved driving instructor and are driving a car displaying red L plates (D plates in Wales), that’s fitted with dual controls.
Apparently, learners are still not allowed on certain roads – designated “special roads”. Motorways were specifically designated “special roads” until today, but the Law has changed on that. So the big question has to be: what other “special roads are there?”
I have to be honest and say that until I saw this email from DVSA, I had no idea that there was a third category of non-private carriageway beyond normal roads and motorways. After looking it up, it would appear that I wasn’t alone, and a FOI enquiry was made on the subject in 2016 by someone.
It would seem that there is only one “special road” in the whole of the UK. Highways England – and even they had to look into it – responded to the FOI request with:
From the information that we hold, the only non-motorway special road that has been identified is the A282 in Essex and Kent, between M25 junction 30 and south of M25 junction 1b. This section of road includes the Dartford – Thurrock River Crossing.
Why does this country have to be so f—ing stupid? But anyway, the fact remains that as of today (4 June), learners can be taken on any road in the whole of the UK – except for the f—ing A282 in Essex and Kent (unless another one crawls out of the woodwork).
Jesus H Christ.
Update: A reader informs me that there is a stretch of the A55 in North Wales which is also classed as a “special road” (and maybe part of the A1 ‘oop north’). I’ve actually driven on that when visiting Llandudno one time before I became an instructor.
Ahhh. Llandudno. Every other shop is a Mobility shop. And (some) people drive around with wheelchairs on the rhino horns on the back of their cars. I’m not making that up. Much. And you’ll get tarred and feathered if you pronounce “Llandudno” the way it’s spelled while you’re there.
I recently saw a forum post from someone who has failed their driving test five times, and who says that the whole test business is too stressful and that they’re ready to give up. The poster says that they fret over the test for weeks beforehand, and that the repeated failures are affecting them deeply.
Many years ago – and I’d not been an instructor for very long – one of my then pupils (let’s call her Clare), who had previously failed two tests, told me she’d been to her doctor and he’d prescribed beta-blockers. I knew what they were normally used for and asked her if she was OK. She told me they weren’t for her heart, and that her doctor had prescribed them to help her with her driving nerves.
Being a naïve new instructor, I’d simply assumed that everyone would be like me, and that “getting butterflies” was par for the course. For most people it is par for the course, but over the years I’ve discovered that a fair number of pupils get it so bad that they are physically sick on test day – literally vomiting – and that is not normal. I’ve had others who start shaking when we arrive at the test centre (or who just break down) and can’t go through with it. And I’ve had a couple who, after committing a non-serious fault (the examiner told me that) while out on their test, suffer a break down and can’t continue. This is not “butterflies”, and anyone who dismisses it merely as “test day nerves” is talking out of their backside.
The effect on Clare was dramatic. She was already a good driver, but she improved even more as a result of a growing confidence. Previously – and I hadn’t cottoned on – she’d been a bag of nerves on her tests, but after she started taking the tablets she passed on her next attempt. From then on, if I ever suspected someone was suffering from crippling nerves, I would advise them to speak to their GP. If beta-blockers were prescribed to them, there was a marked effect every time – with some bordering on the miraculous. I can only remember one person out of many dozens for whom they seemingly did nothing.
Although beta-blockers are intended to treat heart conditions associated with angina and heart attacks, doctors often prescribe them “off-label” (i.e. not for their licensed purpose) for anxiety. The one they usually prescribe is propanolol. When I read up on the subject it turned out that actors and musicians commonly use them to ward off the effects of stage fright or the jitters when playing instruments. They’re banned in athletics because they give archers and marksmen an unfair advantage (steadier hands than without them) in competition.
Beta-blockers are a prescription-only medicine, and should only be taken if specifically prescribed to you by your doctor for this specific purpose. You must not get them from someone else, as there might be a medical reason you can’t have them, and the dosage might be different. One pupil wasn’t allowed them when she was in the early stages of pregnancy, for example, and was prescribed a lower dose while she was breastfeeding. Another had problems with his blood pressure and wasn’t given them. Another was already taking medication for anxiety and the doctor switched her to beta-blockers instead (which also helped as she was less tired with them), but another was already on anxiety medication and wasn’t given them because her existing medication was stronger. Only your GP knows your medical history and is able to make the call on whether you can have them or not.
Beta-blockers are not “zonk-out” pills. No one knows the precise mechanism by which they can be used to treat anxiety, but one way of looking at it is to consider what someone is like when they get anxious or nervous. Terms like “jangling nerves” sum it up. When I’m explaining it to pupils, I use the example of static hiss on a radio – I switch to an area on the AM band where there is just static and turn the volume down; then I start talking gently and calmly and explain this is how your nerves normally are, but when they get overactive (I turn up the volume gradually to demonstrate “nerves” taking over) my normal voice is gradually lost; eventually it is drowned out completely. That’s what happens to pupils’ concentration if the nerves are hissing or jangling too loudly.
Beta-blockers reduce or even eliminate that static. They control the “nerves”.
Concentration and awareness of what is happening all around is vital when driving. “Nerves” act like a distraction, negatively impacting concentration and so reducing awareness. In the early stages of learning a certain level of anxiety and nerves is completely normal, and that’s why beginners often make mistakes. It’s later on – in cases where the jangling nerves don’t go away – that people can become discouraged.
One method I use to find out what’s happening with established pupils is to do some scaling to find out what they’re feeling. When I’m scaling pupils, I’ll set up the scale with something like this as we’re sitting parked up in a quiet location:
Imagine you have an inner pressure dial that goes from 0 to 100. Imagine now that you’re sitting at home, feet up, watching TV with a can of beer or a cup of tea. That’s ‘0’ on the dial. Then imagine you have an important job interview tomorrow, and you’ve got to do a presentation to a room full of people you don’t know. You’ve not been well, so you haven’t prepared for it properly, and getting the job depends on how well the presentation goes. That’s ‘100’ on the dial. Now, on that same scale of 0 to 100, what is the dial reading right now?
Most pupils will say something like ‘10’ or ‘20’. A fair number will say maybe ‘30’ or ‘40’. But every now and then, someone will come out with ‘70’ or more – and when that pupil has had maybe 20 or 30 lessons… well, that’s when my beta-blocker stories get an airing.
One of the best stories concerns the pupil who was initially breastfeeding. She’d been taking lessons for a long time before she came to me and wasn’t getting anywhere. She turned out to be one of those people who isn’t a natural driver, and she was going to find things difficult no matter who she was learning with, and no matter how many lessons she’d had previously. It didn’t matter what we covered on a lesson, or how much progress appeared to have been made, because by the next lesson she’d be doing things exactly the way she always did. Every stop was likely to throw me through the windscreen if I wasn’t ready for it, and she was like a cat on hot bricks with every action or movement. Driving in a straight line was fine as long as we didn’t have to stop – if we did, you could see the wheels in her head start to go round, the possibilities start to multiply, and chances were she’d try and turn left or right instead for no reason whatsoever. She was like a guitar string that had been tightened to breaking point when she was in the driver’s seat, and some days were especially bad. I saw her walking down the street a couple of times, and she was always in a massive hurry and looking flustered.
I’d already talked to her about beta-blockers, and when she’d gone to see the doctor – not her regular GP, who was away – she’d been told she couldn’t have them because she was breastfeeding, so we soldiered on for a month or two more. But then she went back to her GP – this time, her regular one – and asked again about using beta-blockers. He told her she could have them, but at a reduced dose.
The effect was astounding. All of a sudden, she was actually learning things, and they were sticking between lessons. If you represent the process of learning to drive on a 0-100 scale, she was at about 10-20% and getting no higher. Beta-blockers suddenly allowed this to climb to 40-50% over a couple of months. Then, disaster! She fell pregnant again and had to stop taking them.
The remarkable thing was that her driving stabilised where it had got to – it didn’t fall back – and we were in a much better position to move forward. Unfortunately, she then had a few family crises all in quick succession and had to put her lessons on hold.
The way I describe it, she was initially enclosed in a shell created by her “nerves”, and nothing new could get through – it was just deflected. Then, with the beta-blockers, the shell was cracked open and information was able to get through so that learning took place. When she stopped the medication, the shell closed up again, but what had previously got through stayed there.
Many of the others have marvelled at “how calm” they feel when they start taking them. One of my current pupils has gone from being stuck on a low plateau since she started last year to being likely taking her test in the summer – and it was definitely down to the beta-blockers.
You see, some pupils don’t like the idea of “relying” on medicine. But as the first example shows, you don’t have to. The medicine appears to allow confidence to develop, and that brings the overall “nerves” down so that the medicine isn’t needed permanently.
So, in a nutshell, if you really are having a problem with anxiety or “nerves” when you’re driving, a trip to your GP might be worth considering.
Last December (2017), the driving test was changed to include use of a satnav, and two of the harder manoeuvres were replaced with two that my cat could do. From June 2018, learners will – at long last – be allowed to take lessons on motorways (with an instructor, and not with mum, dad, or best mate Kyle/Kylie).
A couple of weeks ago, I asked a new pupil if they knew about the changes, and they came out with something about “graduated licences”. I pointed out that graduated licences (GLs) have been talked about for almost as long as learners being allowed on motorways has (30 years at least), and although they are a good idea, their introduction is not going to happen in the near future.
I picked up this month’s copy of Intelligent Instructor and saw that Northern Ireland is to introduce such a scheme, and DfT is going to monitor the success of this with a view to introducing a scheme for the rest of the UK. It is worth pointing out that the scheme in NI is set for launch “in 2019/20”. Allowing for a suitable monitoring period, followed by consultation, then the likely changes in the Law, any similar scheme in the UK is unlikely to be seen before 2025. And even that is if there’s a highly favourable following wind (i.e. the same government and no other unrelated problems rearing their heads).
For a start off, IAM is involved, and it is already opposed to night-time curfews – which would be one of the most obvious things to include in any GL system). Then there is some nonsense about post-test training involving parents, when the parents are some of the worst offenders out there. And Theresa May’s hold on power is tenuous at best, so she’s unlikely to risk bringing in anything that loses votes.
The learners-on-motorways saga picked up steam almost ten years ago, but it’s taken until now – with several government changes and other delays along the way – to come to anything. Now, we have Brexit hanging over us like a skip load of manure ready to fall.
Don’t hold your breath.
A reminder from DVSA that there are now less than 50 days before learners are going to be allowed on motorways when accompanied by a fully-qualified ADI. That means no PDIs and no mum, dad, or best mate Kyle/Kylie.
I hope to God no ADI goes out there and screws it up for everyone else – allowing learners on motorways is decades overdue.