I often get visitors to the blog who are looking for test route information. Test routes are no longer published for Nottingham, or anywhere else – they stopped publishing them in 2010!
If you’re an instructor, it isn’t difficult to work out where the examiners go. To begin with, anywhere near the test centre is bound to be on most of the routes. If you know the examiners to look at, you’ll see them from time to time as you conduct your lessons, so you can add that location to your memory bank. You can also ask your pupils where they went after their tests – some of them will be able to give you some details, though many won’t. If they fail their test, find out where the mistakes occurred – the examiner will be more than happy to tell you – and if it crops up more than once, modify your lesson structure and deal with it going forward. If you’re desperate to know the exact routes you can sit in on tests and learn that way. If you know what you’re doing, you can log the routes for reference using a tracking device.
I currently use a ProPod tracker from Trackershop). It’s a small device the size of a matchbox, which I keep in the car, and I can use my phone, a laptop/PC, or a tablet to both watch where the pupil is when they’re on test (so I know when they’re nearly back), and to log test routes so I know where they’ve been. If I ever had to find a pupil after an abandoned test, I’d know exactly where they were (that’s not happened yet). Click on any of these three images to see a bigger one.
The Trackershop cloud service keeps journey history permanently (as long as you have an active account), and you can download and edit data as necessary. The main console lets you view real time position (the pointer moves as often as every 5 seconds depending on what you set it to), and history data for any range you choose. You can download an Excel file, which contains map coordinates and addresses of locations, and a KML file which can be viewed in Google Earth or any other navigation software which recognises that tracking file format.
Of course, you can get apps for your phone which will log routes, but that means leaving your phone in the car.
Finally, there’s the good old dashcam, which lets you see routes, and – if it’s a decent dashcam – the supplied software will log and plot GPS data on a map (NextBase dashcams do this if you use their software).
Having said all that, conducting your lessons only on test routes is rather foolish. Apart from the fact that you’re cheating your pupils by not teaching them to drive properly, examiners can change routes or mix and match from several routes any time they need to. Pupils who try to memorise test routes are far more likely to fail because they’re prioritising the wrong things – worrying about forgetting the route instead of thinking about driving properly. Considering that there are dozens of official routes at any large test centre, it would require a considerable feat of memory to store all of them, and then to be able to recall just one as needed. Based on my own experience, many pupils have difficulty recognising a street we’ve been on a hundred times before, so memorising 20 or more complete routes is more or less impossible.
It is important for an ADI to have some knowledge of test routes, though, so that special features can be covered. Every town or test centre has these – the tricky roundabout with the one-way street and No Entry sign, the unusually steep hill that can only be negotiated in second gear (and which may require a hill start if some jackass in a van doesn’t give way coming down it), the STOP junction immediately after an emerge on to a busy road with a bend, and so on. It doesn’t matter how good someone is at dealing with roundabouts, if they come face to face with ones like the Nottingham Knight or Nuthall roundabouts up my way, without prior practice there’s a high probability they’ll get it wrong. Someone’s first practical experience of such a roundabout shouldn’t be on their driving test, and a good instructor will make sure that it isn’t.
I remember when I first became an ADI. Back then, test routes were published as tables in Word format, and I downloaded them all – 18 just for West Bridgford, if I remember correctly. The list of directions were cryptic unless you knew all the roads roads by name and/or number, which I didn’t at that time. I made a single half-hearted attempt to plot a route for a lesson before giving up – there just wasn’t time – and I quickly realised that it was pointless anyway. These days, my pupils get to drive all over – sometimes on test route roads, sometimes not.
Hanging around test areas like a bad smell also gets you a bad reputation. You get in the way of real tests, and you end up struggling with all the other morons trying to do the same (I’ve noticed it’s often the cheapo instructors who do it, and they don’t give a damn about anyone else).
Where can I download test routes?
You can’t. Not unless some ADI has recorded them and is publishing them independently.
Why don’t you provide your test route data?
A point of principle. DVSA stopped publishing them because instructors were trying to teach only the test routes. I know full well that that’s why people want the information, and I’m not going to go against DVSA. My logged routes are for my own use – I don’t stick to test routes on lessons, but I want to know where the routes are so I can deal with any weird stuff.
Should I pay for downloadable test routes?
My advice would be no. DVSA stopped publishing them for a reason, and if some smart aleck is trying to profit from selling them then he or she is behaving in an unprofessional manner. If you buy into that then you’re not much better. There’s a good chance you’re being sold old routes, anyway.
How do I know the routes I’ve bought are correct and up to date?
You don’t – and they’re probably not. They might be totally imaginary, or simply cobbled together to be reasonably close to actual routes in order that the unprofessional person selling them has some justification for the price they charged you. They may even just be the original ones that they stopped publishing in 2010 and which are almost certainly out of date. As I said above, routes change with time.
A desire to obtain detailed test routes for use on lessons seems to be something newly-qualified ADIs attach high importance to. Trust me: don’t waste your money. If you really want them, record them yourself. But don’t waste time building lessons around them.
Is it possible to record test routes?
Yes. There are free and paid for apps available for both Android and iPhone which use GPS to record journeys. Similarly, there are numerous GPS tracker devices available which do the same (I use a Pro Pod tracker). If you use a phone app, you have to leave your phone in the car, which raises various problems if it is paired with your in-car audio system, plus you can’t play Angry Birds at the test centre if you’re not sitting in.
Sometimes, it can be surprising how many times you do the same roundabout in a single day – or even on the same lesson if a pupil is struggling with it and you need to keep trying it.
What is interesting from my logged routes is how they change over time. Sometimes, tests follow precisely the same route as previous ones, but other times new sub-sections of route are added (I suspect this happens when existing routes get clogged with instructors). Knowing where a pupil went on their specific test is useful if they fail and you need to identify exactly what went wrong, and where.
You can also record routes using dashcams. As well as my tracker, I also have a dashcam recording all the time. On more than one occasion I have been able to show a pupil exactly where and why they failed, even though they had no idea what the examiner was talking about in the debrief.
Do I need to know the test routes for my test?
No. The examiner will give you directions as necessary, or ask you to follow the satnav or road signs. However, if there are one or two awkward features – big roundabouts, steep hills, or so on – then your instructor should know about them and make sure you know how to handle them well before your test.
People fail tests because they can’t drive properly far more frequently than they do because they couldn’t recall a memorised route. However, not driving properly becomes much more likely when your brain is scrambling around thinking “now, what is it I have to do here?”
How many test routes are there?
It varies from test centre to test centre, but there could be 10, 20, or more. You couldn’t possibly memorise all of them – and to be honest, even if you drove down your own street on your test the chances are that you might not notice! You will be nervous, and you will be concentrating. The last thing you want is to have to try and remember a detailed list of directions, then to start fretting if you think you might have forgotten something.
Original article published in 2008. Updated August 2016, and June 2018.
The topic keeps coming back because it is relevant to all learner drivers. When I wrote the original story, DVSA – or DSA, as it was then – had just updated its Internal Guidance Document (DT1) to say:
To ensure uniformity, when conducting car or vocational tests and ADI qualifying examinations, only assess the candidate’s ability to control the vehicle and do not consider it as a fault if, for example, they do not hold the steering wheel at ten to two or quarter to three or if they cross their hands when turning the steering wheel. The assessment should be based on whether the steering is smooth, safe and under control.
The part I’ve highlighted was an addition, and in previous versions of DT1 the steering technique was not mentioned. Even so, no examiners round my way ever failed people for “crossing their hands”. You see, all DVSA was doing with this update was making sure that its examiners were clear on the subject (hence the phrase “[ensuring] uniformity”). Reading between the lines, it seems that there had been complaints about one or two examiners around the country who had been faulting candidates unnecessarily. Reading even deeper, I would surmise that these were ex-ADIs who had carried their ideas about “crossing hands” and “holding the steering wheel properly” across with them when they gave up teaching.
The bottom line is that as long as steering is under control it doesn’t matter how a pupil does it. They can steer with one hand, with their palm, use hand over hand… it simply doesn’t matter. And it hasn’t mattered – not officially, anyway – for a very long time. I emphasise again that the change to DT1 was a clarification and not a major change in policy.
A lot of ADIs and PDIs get hung up on this whole business of “crossing your hands”. Two versions ago, Driving: The Essential Skills (TES) said:
Turning – When turning the steering wheel, avoid crossing your hands. Except at low speeds, this can reduce your control and can cause an accident. Feed the rim of the steering wheel through your hands. Vary your hand movements according to the amount of lock you want.
This is called the pull-push technique.
TES was not saying that you shouldn’t cross your hands. It just quite correctly pointed out that the rapid steering action that a hand-over-hand method can lead to might give rise to a loss of control at higher speeds. But there is a huge difference in the effect produced by whipping the steering round quickly as you’re turning into a road at 20-30mph compared with the same action at 5-10mph.
The only type of “crossing hands” that ends up being wrong in almost all circumstances is the one where pupils grip the steering wheel tightly and turn from their shoulders, keeping their hands in a fixed place on the steering wheel. This nearly always results in insufficient lock to get round the corner, resulting in wide turns, or possibly over-steering if the pupil suddenly panics and shifts their grip to get the car round. Just about every learner does it like this on their first lesson.
The last two versions of TES (most recently, 2015) have merely said:
- place your hands on the steering wheel in a position that’s comfortable and which gives you full control
- keep your movements steady and smooth
- turn the steering wheel to turn a corner at the correct time
Personally, I rue the loss of the extra detail in the version before this. I see it as a dumbing down exercise, and far too many people are ready to believe that it’s some sort of admission that the “pull-push” method was bad, when it most definitely wasn’t. The pull-push technique – where steering is achieved by alternately pulling the wheel down with one hand, then changing grip and pushing it with the other – certainly isn’t the only way to steer, and people who can already drive shouldn’t be forced to use it. But for most beginners, who have not yet developed a suitable technique, it should definitely be a starting point for them. It requires hand coordination which, in turn, becomes a foundation for good car control.
A good analogy would be with a professional footballer. He can play “keepy up” for hours on end because it is an important basic control skill – but you will rarely see him do it on the field. However, the coordination required to do it enables him to do other things during matches that he would otherwise struggle with.
It’s the same with steering. Being able to use pull-push properly is an important foundation skill that drivers should possess, even if they end up rarely using it in favour of a more chav-like style. Once beginners can do pull-push, they can steer easily without going wide on bends and corners. They are less likely to over-steer into kerbs, and are more confident as a result, being able to adjust their steering in a controlled manner. A major drawback to hand-over-hand steering for beginners who know no other way is that they can easily panic and over steer.
The new wording in TES could actually be taken as a mandate for teaching poor steering methods by some instructors, because it’s easier for them and easier for their pupils. Some people are already under the mistaken impression that it’s “coaching” to let people develop bad habits in preference to teaching them properly.
Incidentally, when someone pull-pushes the steering in one direction, the natural return action frequently involves push-pull. They’re not two separate methods like some people seem to believe. It doesn’t matter whether you pull first, or push.
Why shouldn’t I turn (dry steer) the wheel when the car isn’t moving?
Moving the wheel when the car is stationary is called “dry steering”. There’s no rule or law which says you mustn’t do it, and examiners do not mark you on it. I have much less of an issue with it than I once did when doing manoeuvres. However, it can bad practice for several reasons:
- it can damage your tyres
- it can damage your steering mechanism
- it can damage the road surface
Scrunching your tyres over gravel instead of rolling over the road surface leads to more wear. Doing it on glass or nails can give you a puncture. The extra strain involved when dry steering leads to more wear in the steering mechanism of your car. And scrunching your tyres on tarmac in hot weather can chew up the surface, which holds water in winter, and which can cause cracks if the water freezes – leading finally to potholes. You’ll get some smart arses telling you they’ve never come across an example where dry steering has caused actual damage, but the reality is that every time someone has to replace a tyre, dry steering could have contributed to its overall wear and tear.
Replacing a tyre is going to cost you a few tens of pounds at the very least. Fixing worn out steering will cost hundreds of pounds. Potholes can cause hundred of pounds worth of damage to your car – plus you pay taxes for them to be (eventually) filled in, so it makes sense not to contribute to their formation. However, your car is not going to spontaneously fall apart in the middle of the road if you dry steer occasionally, so don’t worry about it too much.
Except where pupils have a genuine problem and need to dry steer, as the default steering method in all situations it is an excuse for laziness and bad driving practices. Dry steering should be discouraged for most drivers, most of the time.
I find that many pupils can’t control the car and steer at the same time, and they need to dry-steer
That’s fair enough, but make sure you’re not just looking for an easy way out. In all the years I have been teaching, the number of pupils who couldn’t be taught to control the car at low-speed and steer pull-push at the same time, and so have had to resort to dry steering, have been relatively few. The vast majority of learners have initial problems with just about every aspect of driving, but that doesn’t mean they should be taught a dumbed down approach at the first opportunity. In my own experience, based on the observed skills of pupils I’ve picked up from other instructors, that is exactly what seems to be happening. Dry steering is seen as an easy way out.
Some people can’t do manoeuvres without dry steering
Yes, I agree, but it can usually be overcome. Having said that, as time has gone by, I have less of an issue with dry steering than I once did during manoeuvres. The real problem for most is to do with multi-tasking.
Multi-tasking doesn’t mean doing two things at the same time. The human brain can’t handle that. What it does mean is carrying out several tasks concurrently. I know that sounds confusing, but let me explain.
Think of a plate-spinning act – the thing where some guy spins plates on the ends of sticks and keeps them all going without any falling off. He starts with one plate, sets it spinning, then uses the time before it starts to wind down to set another going. Now, he goes back to the first and gives it a boost, then he sets a third plate going. He can now go back and boost the second, and maybe the first again. Then he spins up a fourth plate. And so on, until he has many plates all spinning. All he has to do is give each plate a boost as necessary. This is proper multi-tasking – the plate spinner does one thing at a time, following a sequence.
Let’s apply all this to the turn in the road (TIR). In the worst case, a pupil will start moving without having a clue what they’re going to do next – and the car just moves off along the kerb as their brain tries to figure out what’s going on, and what they should do next. Not quite as bad, but still very messy, is the case where the pupil tries to get the car moving, control the speed, and steer all at once. What usually happens is that the car lurches (perhaps stalls), which distracts them from steering. Then, if they try to steer, their foot comes up off the clutch and the car accelerates, which distracts them again and the steering stops. By this time, they’re almost at the opposite kerbside with very little steering applied.
TIR (assuming we’re doing it as a three-point turn) can be broken into three identical stages, each looking a bit like this:
- select gear
- find the bite
- look around
- release hand brake
- control speed
- get full lock on
- control speed again
- look around
- control speed
- watch the kerb
- control the speed
If we apply the plate spinner approach, where controlling the speed is the same as giving a plate a boost, we have a nice structure that can be followed in a steady sequence. As long as the car’s speed is kept low, everything else just happens.
My instructor is teaching me to dry steer
As I said earlier, you won’t fail for doing it on your test, and I now have much less of an issue with dry steering on manoeuvres than I used to. However, it is bad practice to do it when you definitely don’t need to. It can damage your tyres and other things and it is something you need to avoid whenever you can. If you’re parked in a tight space, the only way you’re ever going to get out is by dry steering.
I can’t master “pull-push” steering
If you can steer safely and in control, it doesn’t matter how you do it. Even using the palm of one hand and driving like the chavs do is perfectly acceptable… as long as you’re in control. However, if you are a beginner and you don’t already have a suitable way of steering, pull-push is a good technique to master. You can easily practice it at home using a book or dinner plate as a dummy steering wheel.
If you want to steer left, move your left hand to the top of the wheel (or dinner plate), grip, and pull the wheel down until your hand is at the bottom. Move your right hand to the bottom, grip, let go with your left hand, then push the wheel/plate up. To continue steering, move your left hand to the top again, change grip, and repeat – although you’ll probably have full-lock on before you complete the third movement.
To steer right, start by moving your right hand to the top of the wheel and pull down, etc.
Using pull-push means you always have more steering available to you. Using big turns is good for getting full-lock quickly, but you can use small shuffles for more precise steering as needed.
Get the dinner plate out and make sure you can do it.
Do you have to use “push-pull”?
It’s actually called pull-push, but whatever you call it the answer is “no”. As far as I am aware, you have never HAD to do it that way – you’re probably confused about being told that by your own instructor, or by someone else whose instructor told them. The examiner doesn’t care how you steer as long as you’re in control.
That’s not to say that you can literally steer anyway you like, though. Pull-push (or something very similar to it) done properly is definitely the best way – especially for learners.
What about “palming”?
This is what I refer to as “chav steering” – it’s where someone uses the palm of one hand to rotate the wheel, and it is the favoured method of people who are trying to cultivate an image.
I often pick up pupils who use it, and I don’t immediately try to change them unless there is a problem with control. I’m perfectly happy for them to use it when they’re doing manoeuvres because of the low speeds involved. However, if they try it when turning into a road or round a sharp bend, if my guts flip even a small amount as a result of the change in momentum then I’m right on it, and they will learn how to steer using pull-push.
Palming to steer at normal speeds and in normal situations is pretty much pointless because you simply don’t need to steer that quickly. Beyond that, it comes back to that thing about image again – which is fine for an established driver (where you’d call it a habit), but not for an inexperienced beginner who just wants to look “cool”. Steering too quickly adds an additional sideways component to the forces acting on the car, and that increases the risk of a skid or spin-out, and palming can easily lead to that. And remember that this kind of accident is common among younger inexperienced drivers.
Is it OK to teach learners to “palm” the wheel?
Well, if they remain in control when they are steering then there is no fault for the examiner to mark. However, if they steer too quickly when turning left or right into side roads or bends then there most definitely is a control issue and the examiner might well mark it. With an inexperienced driver, showing them how to palm the wheel is a pointless additional risk.
A decent instructor should not be teaching palming as a preferred steering method for beginners. There’s too much that can go wrong with it. For established drivers the risks need to be assessed and dealt with honestly. Quite simply, too many ADIs steer like that themselves and this is why they teach it. It is bad practice, though – much like dry steering.
They used to fail people for “crossing hands” when steering
I’m going to stick my neck out here. But…
No. They. Bloody. Well. Didn ‘t.
Stop keep repeating things you heard as if they were fact without knowing what you’re talking about. Crossing hands has not been an issue in itself for the 40 years I’ve been driving. The only time it is a problem is when the learner grips the wheel and turns from the shoulders. At some point, the arms cross and they can’t steer any more – even though the corner probably needs at least another half turn of the wheel. That will be marked under steering control.
Hand over hand steering – where the hands do cross over each other – is perfectly OK. It’s actually better in some cases. This has always been the case.
If crossing the hands has ever been worthy of a fail in its own right, it must date from so long ago that the people who keep going on about it probably weren’t even born, so it’s about as relevant as marauding dinosaurs. I mean, they used to have more rules for horse-drawn carriages than self-propelled ones in the Highway Code, but no one worries about what the sign of waving a whip over your head means.
The whole issue of “not crossing hands” comes from people who have misunderstood what their instructors told them. Indeed, some instructors so obviously misunderstand the issue even now that it is easy to see how this nonsense is perpetuated.
How do you teach a pupil to steer properly?
It isn’t rocket science, so don’t let your pupils think it is. Remember that as long as they are in control it doesn’t matter how they steer. Having said that, if they have not driven properly before it is a good idea to teach them how to use the pull-push method first (and to avoid dry-steering), and then let them develop their own style from there. Pull-push requires fundamental skills that they can use in their own style. Let them practice with a large book or diary – if you have a dummy steering wheel, so much the better.
Once they know the principle of steering, the next step is putting it into practice. For most new drivers that’s not a problem and just getting out on the road is enough for them to hone their skills. However, some new drivers need a bit of extra help with knowing how much to steer and when, and finding an empty car park which is big enough to drive around in a figure of eight pattern is great for practising this.
How do I correct someone’s steering while they’re driving?
This is an actual search term used to find the blog. It might be necessary for an instructor to position the car correctly for a learner simply by holding the steering wheel and steering slightly from the passenger seat. The pupil can then zero in on their position relative to the kerb or white lines and learn from that.
How many turns is full lock?
It varies from car to car. In my Ford Focus it is currently just over 1¼ turns either way, but in the previous model it was just under 1½ turns. One of my pupils has a car where it is nearly 2 whole turns.
Is full lock the same as one complete turn?
Read the previous answer. Full lock is when the steering wheel won’t turn any further. It will go “clunk” against the end stop.
One turn is one turn. If full lock is more than one turn, then no, full lock and one turn are not the same.
How much do I need to steer?
Don’t get bogged down counting quarters or halves of turns of the wheel (except perhaps during some manoeuvres). Steer as much as you need to by watching where you’re going and making the car go there.
If you get muddled when it comes to straightening the wheels after having turned to full lock, it can sometimes be useful to count your hand movements needed to get full lock in the first place, then count the same number of hand movements back. Obviously this depends on having a reliable technique – it won’t work if you use hand-over-hand one way, and tiny little shuffles going the other.
I steer too much on bends. Is this wrong?
The clue is in the question. Too much of anything is likely to be wrong.
If you steer “too much” on bends you are liable to clip the kerb or put too much sideways force on the car, which could lead to you spinning out or losing control (among other possible bad outcomes). So, yes. It is dangerous – and wrong.
What are typical steering mistakes made by learners?
In my experience, the following are all high on the list:
- looking at the steering wheel
- looking too close to the front of the car
- looking at the kerb
- not looking ahead
- being distracted by other things
- gripping the wheel too tightly
- not moving their hands when steering
- steering too much or too quickly
- steering too little or too slowly
The list is really endless, but not all learners make all these mistakes. Most pupils who have problems tend to specialise in one particular fault.
Remember that it is important to identify the precise cause of the fault. Someone might not steer enough going round a corner, but it could be simply that they were trying to change gear or cancel the indicator. In some cases, though, question them and you may well find it was because they were thinking about a mistake they made earlier. The trick is to dig the real fault out.
My pupil keeps moving the steering wheel all the time, even on straight roads
It’s probably because they’re not looking far enough ahead. Think about it: your hands will follow your eyes without you being aware of it, and this means that if you watched a video of yourself driving on a straight road, your hands would be making small corrections the whole time. Learners tend to look much closer to the front of the car, and as a result their adjustments are more frequent, and of greater magnitude. Get them to look a couple of hundred metres further on – point out various things for them to look at – and there’s a good chance their steering will become very smooth.
My pupil keeps taking one hand off the steering wheel
If they’re in control it doesn’t matter. They should try to keep two hands on the wheel, but dropping to one hand now and then isn’t a problem. It can even be a good exercise to get them to steer with one hand – their road position often improves dramatically, because they are concentrating more.
How can I practice steering?
Well, first of all, don’t over think the subject. I don’t think I’ve ever come across a pupil who couldn’t steer within a few minutes – and certainly not within 20 minutes or so – so you shouldn’t worry too much about it.
Occasionally, I do get people who have an initial problem with pull-push steering if they’ve never done it before. What I do in those cases is whip out my diary, which is A4-sized, and get them to pull-push-pull one way, then the other. I demonstrate it first, of course. Once they’ve done the correct hand movements once, it’s no problem after that (it’s a bit like those Chinese puzzles you get, where once you know the secret you can do it with your eyes shut). In the past, I’ve had pupils who have practiced at home using a dinner plate (and even one of those kiddies toy steering wheels would do it – as long as you lock yourself in somewhere with the curtains drawn so no one will laugh at you!)
As I said previously, once people have the ability to do pull-push, I let them develop their own method from it.
This question crops up repeatedly. It’s often the first question a pupil asks when they get in the car for the first time.
The official DVSA statistics say that the typical learner takes around 45 hours of lessons with an instructor, and 20 or more hours of private practice before they pass their test. As soon as this is mentioned, people who haven’t got a clue what statistics are start trotting out the usual crap and accuse DVSA of interfering in their job.
Look. There was a study a few years ago which asked a lot of new drivers how many hours they had had, and the result was an average of 45 hours plus at least 20 hours of private practice. You can’t alter the fact that that’s what happened: those drivers did have an average of 45 hours plus 20 hours of private practice prior to passing. Just because the word “statistics” is used, and you don’t understand them, doesn’t change that. It’s what did happen.
Try to understand what the word “average” means. If you have 100 people, and each one of them took between 20 and 100 hours to pass their tests, if you add up all the hours then divide by 100 you get “an average” number of hours. It doesn’t mean that every person took “the average”. It just means that was the middle-ish amount of hours taken. In the case of the DVSA study, that average number of hours turned out to be 45. This is a lot more reliable than saying how long it took your last pupil, who did it in less.
Of course, if each one of those hundred people took a different number of hours, ranging from 1 to 100, then the average wouldn’t tell you much. However, the likelihood – indeed, the reality – is that the majority of people would be clustered somewhere in the middle, with only outliers stretching off towards the extremities. It would be called “a distribution” – in statistical terms, a “normal distribution” – and if you plotted the numbers on a graph it would look something like the one shown above. This is a powerful and very useful tool, and it remains such even if you haven’t got a clue what it means. The DVSA study showed that 45 hours was the average that most people were clustered around.
When a new pupil gets in the car and asks how many hours they’ll need before you’ve even seen them drive, you need your head examining if you quote them a specific figure, and especially if it is from your last model pupil. However, explaining the above statistic in suitable terms will give them a rough idea, and illustrate clearly that they’re almost certainly not going to be ready by next Friday if they’ve never driven before.
I’ve mentioned before that the fastest learner I ever had went from zero to pass in 14½ hours over a couple of months. He was exceptional, though, and it is worth also noting that he must have done at least five times that number of hours as private practice. I rarely come across anyone as dedicated as he was. Some years before him, another pupil managed the same in 17½ hours. She, too, did a lot of private practice when she went home between terms, though she took over a year to learn. Then there was another one, who did it in 23 hours. He was unusual inasmuch as he didn’t do any private practice at all. I’ve had a fair number manage it between 25 and 30 hours, and a huge number between 30 and 50 hours. These are first time passes I’m referring to, and some did private practice, whereas some didn’t.
At the other end of the scale, I taught one woman for over 100 hours until I finally persuaded her to switch to automatic (I’d been trying that since around the 40 hour mark). She never had a test with me, and she then took at least another 100 hours of automatic lessons, and finally passed on her seventh attempt. She’s since given up driving, after wrecking her car bit by bit over the course of the first fortnight she had it.
Another took 160 hours and three attempts before passing (his brother tells me he has had numerous minor bumps). More recently, another passed on his fourth attempt after 133 hours over more than three years. I’ve had a few I can recall with around 60 or 70 hours, and not all of them had issues like those others. One in particular nearly passed with a single driver fault on his first test – until he nudged the barrier at the Colwick Test Centre when he parked at the end – and then took a further 7 attempts (if I recall) to pass, with regular lessons in between. He was a good driver, but the number of hours he took was disproportionately high.
I’ve never bothered to sit down and work it out properly, but my average is somewhere between 25 and 45 hours. That’s the range most of my pupils are in. The overall skew is towards the lower end of the range, since those taking a large number of lessons are fewer than those who manage the much shorter numbers. It’s statistics again.
With all that in mind, when anyone asks, I simply tell them that the national average is apparently 45 hours with as much private practice as possible, but that I’ve had people do it in as little as under 20 hours, and as much as 200 – though those were exceptional cases. I explain that everyone is different, and you only know how many hours it will take after you’ve taken them. I explain that it is best to think in the 30-40 hour range to begin with – but if we can do it quicker, we will. I tell them that it is impossible to predict how many hours they will need at the outset, but we’ll get a better idea as their lessons progress.
If they don’t like that they can go elsewhere. Only a few ever have, but they were exclusively non-UK drivers who wanted to take a test immediately.
An email alert from DVSA advises that they are introducing 23 new CGI clips to the Theory Test, which feature adverse weather and lighting conditions.
These are effective immediately for car tests, and will be introduced for the other tests at a later date.
I would assume that the various apps will also include test samples in the near future.
If you follow the link in that email, you can see samples of the clips. I think they look excellent – although I’m not sure I would drive quite so fast as that car in the snow clip is doing (you’d definitely skid in those conditions if you braked hard for a deer).
My only other comment is that I wish we got snow like that when it does snow. My experience is more on the lines of horrible slushy stuff that leaves black crap all over your car. Those clips are very realistic otherwise, though.
A DVSA email alert advises that DVSA is running a trial where they will send text messages to candidates in the run up to their tests offering advice on how to be prepared, not to take their test before they’re ready, and how to stay safe once they’ve passed. The trial will run between now and March 2019.
Not all candidates will receive the texts, as it is a trial. Instructors are advised to reassure pupils who receive such messages that there is no cause for concern. Also, instructors who book tests on their pupils’ behalf might receive the messages instead. I stress again, it is a trial.
Now, there are two ways this can go out here in Instructor Land. One, on my side of the tracks, it seems like a reasonable idea which can’t do any harm, and which in no way interferes with my job. Or two, on the side where all the smack head anarchists live, it is obviously a DVSA conspiracy whose only purpose is to spy on ADIs and deliberately poke their noses into our job.
Let’s see what happens.
It’s funny, but I keep seeing instructors claiming on forums and social media that they all still teach turn in the road (TIR) and reversing around a corner (RRC). I mean, 99% of them are all doing it, same as they ever were.
For anyone who doesn’t know, DVSA stopped testing these manoeuvres in December 2017.
Before then, instructors would be queuing up to use corners that the examiners used. There’d sometimes be three or more cars waiting to muscle their way in (I’ve written several times about how I’d “had words” with the prats who’d tried it when I was somewhere with a pupil and they’d got in my way). A lot of them would spend a full hour there, boring their pupils witless with try after try. Right now, the only time there are any problems is in car parks used by examiners for bay parking. All the old, favourite corners and quiet roads for turning have tumbleweed blowing across them.
So I’m wondering where they’re doing these manoeuvres now, because it sure as hell isn’t in the places I go – and I travel significant distances with my pupils. I reckon I’ve seen two cars having a go in the last year – and they were private runners or PDIs by the look of them. There must be some mythical place out there, like the “elephants’ graveyard”, where all these instructors are when they reckon they’re still covering them.
I show my pupils how to do those old manoeuvres once or twice, so if something happens on their test (or once they’ve passed) and they have to turn around they’ll at least be able to physically do it (and that has happened a couple of times on tests). I bring it in sneakily, by wanting to turn round and go back the way we came for some reason, pointing out afterwards that “that used to be on the test”. That way, they realise what they’d use it for without worrying about the finer details too much, and it means they can’t accuse me of teaching them things “they don’t need”. But there’s no point spending hours on it so they can do the original ultra-polished pre-2018 test version.
What annoys me, though, is that DVSA took TIR and RRC out of the test in the first place. It was bloody obvious that instructors would gradually stop teaching them, even if they were “still on the syllabus and should be taught”, as DVSA stated. Pupils – and especially their parents – are highly likely to object to paying for lessons if they’re being taught stuff they don’t “need”, in their eyes. Christ, before any bay parking was included on tests up here, no one taught it at all. TIR and RRC are no different to that now.
What makes it all the more annoying is that it wouldn’t have cost DVSA a penny, or caused them any extra work, to keep both on the test as possible manoeuvres that could be requested, along with the newer ones. That way, instructors would have had to teach them – and pupils would have had to accept that. It would also have resulted in better trained drivers. I’d like to think DVSA will come to its senses and bring them back, because if they leave it too long it will be a major problem, since ADIs won’t remember* how to teach them properly.
Unfortunately, as with most large organisations, logic is not DVSA’s strongest point.
* You think I’m kidding? When they first introduced bay parking at one of the then two test centres in Nottingham, 80% of ADIs boycotted that one and went to the other. They didn’t know how to teach it. Several retired because of it.
In this months issue of Intelligent Instructor magazine, there is an article from the RAC, the heading of which suggests that motorists could face being fined and getting points on their licences if they stop inside the cycle forward area (advanced stop lines) at traffic lights. The full RAC news release is here.
I’m absolutely in favour of that, because the number of drivers who ignore them totally – especially taxis, Audis, BMWs, motorcyclists, and other crap drivers – drives me mad. They’re there for a reason, and shouldn’t be ignored.
However, there are no links whatsoever indicating where this has come from, or how reliable it is, and the only quoted source appears to be “Olympic cyclist Sir Chris Hoy”. On top of that, motorists can already be fined for stopping in the box (see later). So you have as much balance as you’d have trying to place a rock on a tightrope. Consequently, I did a bit of Googling, and immediately came up with this article in The Sun (a UK tabloid, registered at the Post Office as a comic). This one is much more interesting.
In this article, dated only a couple of days ago (and more recent than the RAC story, which is from last week), it seems that cyclists could find themselves being fined up to £1,000 if they go over the second (stop) line. And as we all know, most of them do (the ones that don’t use the pavement at the last minute instead, then skip back on to the road once they get across the pedestrian crossings). To be fair, there are no absolute links in this article, either, though they do quote rather more balanced sources than the RAC does.
The thing is, drivers can already be fined and get points on their licence for stopping after the 1st line – and that’s official, from the police. So is the fact that cyclists can already be fined for crossing the 2nd line. It isn’t actually illegal for a motor vehicle to stop in the cycle area unless you do it after the light has changed to red – it’s not illegal if the light changes as you are passing through the box. Of course, the problem with that is that it has to be witnessed by a policeman or caught on camera.
It would appear that the only thing changing is the price list. I cannot see how they could possibly make it completely illegal for a motorist to stop in the cycle area, since there are sometimes extenuating circumstances. The one that jumps instantly to mind is on someone’s driving test – they haven’t seen a red light, the examiner uses the dual controls, and they stop in the box. It happens – it actually happened to one of mine less than a month ago – and the only alternatives would be to shoot the red and either get a prosecution notice or collide with someone, or brake so hard someone goes into the back. DVSA would love having to deal with the fallout from those.
You will also note that the cycle forward area is only for pedal cycles. Motorcycles and motor scooters are classed as motor vehicles along with cars, buses, vans, lorries, etc., and are not supposed to use them. I don’t need to point out that motorcycles and scooters routinely weave past and stop in them.
The only changes that I definitely think should be made are that cyclists get fined the same as motorists for not complying with the rules, and that enforcement is equally distributed. If the fine is increased from the current £50 for cyclists and £100 for motorists to the suggested “up to” £1,000 for everyone, and cyclists get nailed as readily as motorists, then good. And tough.
An email alert from DVSA advises that from 10 October 2018, the timings of driving tests will be changing for one day each week so that examiners can receive appropriate training and development. Timings on other days will remain unaltered.
It is absolutely no problem, though that hasn’t stopped the usual culprits demanding to know why we – instructors – weren’t consulted over it.
The simple answer is that it’s none of our sodding business what times the tests go out, especially if the changes are only likely to amount to a “13.22” test instead of a “13.35” one. It’s not like they’re adding one at 2am or anything. As long as we know the test time in advance – which we do, from the moment it is booked – that’s all we need.
It appears (and I’m reading between the lines here) that the day on which timings are changed will be different from centre to centre. I’m sure – if I try real hard – I could twist that into being inconvenient for me. In reality it isn’t, though.
I would imagine that already-booked tests will not be affected – or, if they are, candidates will be made aware of any timing changes.
You may have heard about a problem with Ford’s Ecoboost petrol engines, where cars are apparently overheating, failing, and sometimes even catching fire.
The situation is a little confusing, as it appears to be due to more than one problem. For the 1.0 litre engine, the issue is simply overheating, and only Focuses produced between October 2011 and October 2013 are affected, and this amounts to nearly 45,000 vehicles, of which 96% have already been repaired. For the 1.6 litre size, C-Max, Fiesta, Focus ST, and Kuga models produced between 2010 and January 2018 are affected. A safety recall for the 15,000 vehicles involved was issued in January for this, and it is more serious.
All the 1.6 litre cars are subject to safety recalls if they haven’t already been fixed due to the seriousness of the problem. As I understand it, the 1.0 litre issue isn’t specifically a safety recall, and involves replacing some hoses, but it needs fixing all the same. In the case of the larger engine, the head can rupture and possibly result in fires.
Ford is going to cover the entire cost of any repairs, and also refund anyone who has already paid for the work.
Since a safety recall is involved, any instructors using cars in the groups affected will most likely need to prove that remedial work has been carried out if they are using them to take pupils to test. Don’t be surprised if you’re asked for it, and don’t be surprised if the test doesn’t go out if you don’t have it.
I updated this again. I’m still getting hits on the same search terms so I thought I’d give examples when I get them:
- 13/10/2015 – “bribe driving examiner uk”
- 14/03/2016 – “how to tell if your driving examner is corputed [sic]”
- 26/03/2017 – “driving test how does bribe work woth instructors [sic]”
- 26/03/2017 – “bribing driving examiner”
- 28/03/2017 – “how much to bribe a driving examiner”
- 12/12/2017 – “have someone else do my driving test”
- 15/01/2019 – “can i bribe my driving examiner”
I wrote this article back in 2011, but I’m still getting people finding the blog on the search term “how do I bribe driving examiner” or something equally lacking in good English and grammar.
Look. If you are so stupid that you don’t know how to do this, ask yourself if you really should be driving a car unsupervised. Because you really shouldn’t. But since you obviously are that stupid, it means handing over money in return for a favour – in this case, a test pass even if you are a crap driver.
The simple fact that you’ve typed the question into a search engine means it can be traced back to you, and for all you know the agencies could be looking for people just like you. So well done for flagging yourself up to them as a cheat and a liar (and hope they go easy on you because you’re an idiot).
It’s hard to fathom how weak-minded someone needs to be to consider a criminal act such as this as a viable way to get what they want.
Bribery of driving examiners has less than a 0.1% chance of succeeding. However, the risk of jail (or deportation if you’re not from the UK) if you try it is so high, it is pretty much guaranteed. It’s far easier – and cheaper – to learn to drive properly and to take and pass your driving test legitimately. Just look at some of the idiots who have been prosecuted – two morons in this story, lots of them in this one, two more here.
One thing that’s becoming apparent is that the people most likely to consider paying someone else to do their test for them are usually from countries where fraud and corruption is a part of the political constitution. It’s also apparent that those most likely to take money from these idiots and then to try to impersonate them (even though they look nothing like them) come from those same communities!
Let’s try this in big red letters to see if it helps some of the stupid ones out there understand it better:
IT IS EASIER AND CHEAPER TO PASS YOUR TEST LEGITIMATELY THAN IT IS TO TRY AND BRIBE THE EXAMINER OR TO PAY SOMEONE TO IMPERSONATE YOU.
IN YOUR OWN COUNTRY – WHETHER IT IS IN THE EAST OR THE WEST – YOU MAY WELL FIND THAT EVERY ASPECT OF GOVERNMENT IS CORRUPT, AND EVERYTHING CAN BE OBTAINED IF YOU PAY THE RIGHT MONEY TO THE RIGHT PEOPLE. IN THE UK IT IS THE EXACT OPPOSITE. THEREFORE YOU ARE TAKING A HUGE RISK.
YOU ARE PROBABLY DESPERATE TO DRIVE SO THAT YOU CAN GET A JOB. IF YOU GET CAUGHT TRYING TO CHEAT YOU’LL BE LUCKY IF YOU EVER WORK AGAIN IN THE UK.
EVEN IF YOU FOUND A CORRUPT EXAMINER (HIGHLY UNLIKELY IN THE UK), AND ASSUMING THAT YOU GOT AWAY WITH IT (EVEN LESS LIKELY), THERE IS A GOOD CHANCE YOU WILL END UP KILLING SOMEONE BECAUSE YOU STILL CAN’T DRIVE.
How can I tell if my examiner is corrupt?
Or, as it was asked to find the blog, “how to tell if your driving examner [sic] is corputed [sic]”.
Ask him. If you end up in handcuffs in the back of a police van, then he obviously wasn’t. Or you didn’t offer him enough.
It’s cheaper to learn to drive properly, you idiot.
Can I get done trying to bribe an examiner?
Or more accurately, “can I get done tryong [sic] to bribe a [sic] examiner”?
Does bribing the driving examiner work?
Or, as was asked to find the blog, “does bribimg [sic] driving examiner work”?
Is it easier if I get someone to take the test for me?
If you get away with it, and if the person you choose is any good at driving, yes – but only in the sense that you won’t have to bother learning to drive properly. However, it will mean that you are still a crap driver and you may well end up killing someone. Paying someone to take the test for you is more expensive than learning properly. Your chances of successfully gaining a licence this way in the UK are almost zero, and even if you did initially get away with it, at some point they will catch the person you paid, trace all those he worked for, discover you were one of them, and take your false licence away. You will then be fined, perhaps imprisoned, or even deported if you are not a UK citizen.
If you’re still so stupid you want to try it, go ahead. And watch me laugh when you get caught.
Some idiot found the blog today on the search term “have someone else do my driving test”. Sorry, mate, but unless you get real you’ll be a loser until the day you die.
How could they catch me?
Look. This is the UK, and they take fraud very seriously. There is a special Fraud & Integrity department at DVSA which specifically looks for and investigates cases of bribery.
In any situation involving deception, you have the best chance of getting away with it if you are the only one involved, and the only one who is aware of it. By paying someone to take your test for you, or by trying to bribe an examiner, you are automatically increasing the number of people who know. You can control what’s inside your own head, but you can’t control others, and those other people – the test sitter or the examiner – are going to be involved with many like you also using their dishonest services. You can’t control any of those other people, and all it takes is for one of them to get caught, and the entire fraudulent network is immediately identifiable. Something as simple as someone being pulled over by the police for driving erratically could be enough to spark an investigation. The Fraud & Integrity group could even set up sting operations. Anyone an examiner has tested is known by name, and can be traced through their licence.
You would always be living in hope you don’t get found out. But eventually, you would be.