Diary Of An ADI

A Driving Instructor's Blog

This is an old article from 2010, but it’s had a run of hits recently, and I have updated it.

Someone has found the blog several times on the search term “abandoned tests”. I’m not exactly sure what they were looking for, but here’s a bit of information that is probably relevant.

I’ve had several abandoned tests in my career as an ADI. No matter how you look at it, they are embarrassing for you and traumatic for your pupil. One of them was around 2006 – the candidate tried to drive into a No Entry street leading off a roundabout after being told to “follow the road”.

When I discussed it with him afterwards he said that all that was going through his mind was “go straight ahead unless told otherwise” and that he’d seen the signs, but that instruction just ended up taking precedence in his head. He had been one of those learners who takes things in very slowly, even though he was a very intelligent lad (very good at Maths, and went on to study it at University). Once he’d made the error, he just lost it and the examiner pulled him over and abandoned the test. I had to walk about ¾ mile to find him where the examiner had stopped the car. He passed his test soon afterwards.

Another one was in 2008. That pupil was extremely slow, and although he was up to test standard, I don’t think his mind was ever going to be able to stay there. He got the Bay Park exercise right at the start of his test, and finished just on the line (which isn’t an automatic fail). He leaned out the door and said to the examiner “have I failed?”, and the examiner replied “I’ll tell you at the end”. Unfortunately, his mind was so one-tracked he was still thinking about the Bay Park when he attempted to drive into the gate at the end of the Test Centre driveway. The examiner abandoned it there and then, less than 5 minutes in, and about 5 metres outside the test centre. I vividly remember the examiner asking “is he on anything?”

In another example from 2013, a very nervous pupil made a simple mistake – and one which might not have been a test fail in the first place – but then cracked up and couldn’t continue. She was hysterical from what the examiner told me. She passed easily the 2nd time (which I had expected her to do the 1st).

And my most recent one was earlier this year, with another nervous pupil who had found learning difficult. The test hit her so badly that she pretty much forgot how to drive (I was sitting in on that one). She’s taking lessons with me again right now.

Although you always blame yourself, you can’t control what a candidate does when they are out there with the examiner. It all depends on what kind of people they are. All the you can do is teach them as well as you possibly can.

In a nutshell, when an examiner abandons a test, he/she will leave the pupil with the car and inform you of the location when they get back to the centre. Sometimes (from what I’ve been told), he will walk back with the pupil and have a chat. If you’re sitting in, you can take the examiner back to the test centre. The examiner cannot supervise a learner due to insurance cover, which is why he cannot bring them back once the test is terminated and the candidate becomes a learner again. Having said that, the examiners up here will make every effort to take the test to its conclusion back at the centre, and they will even dissuade candidates from terminating tests as long as there is no danger to them or the public.

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OktoberfestA few years ago, on a now-defunct forum, one of the resident fossils took issue with comments I had made on the page where I provide the PST marking sheets for download. It was around the time DVSA (or DSA, as it then was) introduced CCL (client-centred learning) as part of the expected skills of an ADI. I had pointed out that since the Standards Check was going to be looking for evidence of CCL, and since learners were being taught using it, at some point the same approach would have to be used for ADI qualification on the Part2 and 3 tests.

My only point at the time was to indicate that once I had access to the necessary marking sheets for the new test, then I would make them available.

DVSA announced in 2016 that the Part 3 test would indeed be changing – an outcome so obvious that I can take no credit whatsoever for predicting it several years earlier. However, DVSA is not renowned for its efficiency or constancy, and although I cannot now recall the precise sequence of events (i.e. delays) to the change since its announcement, this latest email indicates that they still haven’t got the necessary Parliamentary approval, and the proposed start date of “late October” has been put back yet again.

No dates are given, but since any ADI with a test booked needs to be aware of what is happening, it would be logical to assume that the best-estimate start date for the new test has got to be at least as far away as the current longest waiting time between booking and taking a test. In other words, several months – and that’s several months from the date Parliamentary approval is gained, which may not be for several months in itself!

In short, don’t expect the new Part 3 testing regime to come into effect until 2018 (that’s my estimate). At least 2018 (that’s my cynicism).

Fair enough, I could be wrong, and they might get approval tomorrow, but I doubt it. Taking the Part 3 is stressful enough for people as it is. Knowing that the test was changing will have meant they will have been trained specifically for it, so to be told that it’s old-style PSTs is really going to screw them up.

On the one hand, it’s all the government’s fault for being so inefficient. But on the other hand, DVSA should not have announced a semi-specific start date before Parliamentary approval had been gained. It was obvious that it simply wasn’t going to happen to a fixed timescale.

It also makes me wonder when learners will finally be allowed on motorways. That also needs Parliamentary approval, and back in August it was expected “in 2018” (the ‘first half’ being implied). At this rate we’ll be lucky if it happens during the current government, which takes us right back to where we were before.

And these are the same twats trying to take us out of Europe. Make up a suitable sentence using the words “piss”, “up”, and “brewery”.

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White ElephantAn email alert from DVSA says that they are creating:

…a new team of dedicated Approved Driving Instructor (ADI) examiners, who’ll be conducting ADI qualifying tests and standards checks 5 days a week.

No dates or timings, no names, no locations. Just this email.

I’m not sure what to make of it just yet. Most of the stuff this “team” is going to do I could already obtain from my test centre if I simply phoned up (or went in) and asked. I don’t like being cynical towards DVSA, but this has all-cost-and-no-gain written all over it. And it uses the word “team”, which is never good.

We shall see.

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Horse's rear endI originally wrote this way back in 2010, and it was only a simple couple of paragraphs thrown out following a search term used to find the blog. Since then, I get periodic hits on the same search term: driving examiners are arseholes. I had another today.

Assuming that it’s a candidate who is searching, the lack of a question format suggests they are seeking like-minded people to rant with, rather than to actually ask if examiners are arseholes. The person using the term probably thinks they’ve been hard done by on their test after having failed, and is seeking to blame the examiner – quite possibly, in my own experience, in spite of ample evidence from their drive that the examiner was right.

On the other hand, it isn’t beyond the realms of possibility that it is an instructor who has taken exception to one of his pupils failing their test. I’ve seen more than one take to a forum to vent their anger at a test fail they disagreed with (at least two in the last month).

Examiners are not arseholes.

The purpose of the driving test is to ensure that a candidate meets the bare minimum requirement to be allowed out on the roads unsupervised. The pass ‘mark’ is actually quite low, which means that anything below it is going to result in a fail. That’s the way it is, and nothing the candidate or instructor can do is going to change it.

If you don’t check your mirrors a few times when you should have, you will accrue faults, but miss them one time too many and you will fail. You will fail if you miss the check even once if there is someone behind or alongside you. The same is true of blind spot checks, and observations at junctions. You will get away with poor checks up to a point, but if it’s obvious you have a problem in this area you will get a serious fault (and if there’s someone behind or coming towards you, you will fail immediately).

You’re expected to stop at amber or red traffic lights. If you could have done safely, but don’t, you will fail. Furthermore, you’re expected to understand how traffic lights work – green filter arrows, etc. – and if you sit there holding up traffic when you should be moving off, then you’ll fail for that, too. If you completely miss traffic lights, or drive in such a way that it looks like you have, you will fail.

If you don’t stay in lane – demonstrate good “lane discipline” – you will accrue faults. If you weave across lanes when someone is behind you, you will fail. If you don’t realise you are doing it – and let’s face facts here, if you knew, you wouldn’t be – you will fail. If you change lanes without checking your mirrors first, and signalling if necessary, you will fail.

If you pull out in front of someone, you will fail. If you did it because you thought you “could make it”, you have no excuse whatsoever. If you stall you will accrue faults, and one stall too many will result in a fail. If you cause a hold up by stalling even once, you will almost certainly fail for that alone.

If the speed limit is 30mph, it doesn’t mean you can drive at 40 and expect to get away with it. Anything illegal is a fail. And if the speed limit is 60mph and the road is clear, doing 30 is causing a hold up and you’ll fail for driving like that. You need to see the road signs, and be confident enough to drive according to what they tell you.

If you drive too fast for given situations, you are going to accrue faults. If you approach a junction or a bend too fast, or slow down too late, if the examiner uses the brake because you haven’t, you will fail. Even if you think you were going to brake, if you were too late you will fail. Harsh braking will accrue faults, and one time too many will get you a fail. Do it in front of someone and you’ll fail immediately.

If you don’t stop at a STOP junction – and I mean stop absolutely dead – you will fail. It is illegal not to stop at these, and slowing to a crawl, no matter how slow it is, is NOT stopping.

If you mangle the gears every time you change them, you will accrue faults. If you use the wrong gear you will accrue faults. Do it one time to many and you will fail. Do it once at the wrong time – going into 1st when you wanted 3rd in moving traffic, for example – and you will fail.

This list is by no means complete. But the bottom line is that if you do any of those things and fail your test, it is because of your poor driving skills – not because the examiner is an arsehole.

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Driver Location SignsI originally wrote this back in 2012, but it has had a run of hits lately so I thought I’d update it.

Although the official line suggests otherwise, I’m sure these signs were around long before I became a driving instructor, and their exact purpose was always a bit of a mystery to me.

You’ve probably seen them. You get them mainly on motorways and they consist of a rectangular sign with yellow writing. There is the name of the motorway, a letter (A, B, J, K, L, or M), and a number. On the M1, for example, if you’re heading one way the letter will be ‘B’, whereas heading the other way it will be ‘A’. The numbers change by 0.5 between each sign.

I had guessed that they had something to do with being able to pinpoint precise locations, and that the signs were 500m apart so the number therefore represented a distance in kilometres. I hadn’t seen them explained anywhere, but it wasn’t until I started teaching people to drive – especially on Pass Plus motorway lessons – that I bothered to find out more.  The trigger was a pupil who knew someone who was a paramedic, and who had been told that these signs “marked the distance to the end of the hard shoulder”.

That explanation didn’t make any sense. It was obviously wrong, since the signs appear even when there is no hard shoulder, and the numbers had no connection whatsoever with the end of it when there was.

Part of the difficulty in finding out what they were for was not knowing what they were called. They don’t appear in the current Highway Code, and Googling for “signs with yellow writing on motorways” or something similar didn’t help (certainly not at the time I became interested , anyway). I emailed the local Police traffic department and that was where I discovered they were called Driver Location Signs.

It turns out that they are “new signs on motorways” as of 2008. That still bugs me, because I’m damned sure they’ve been around longer than that, but maybe I’m imagining it. The Highways Agency has confirmed to me that they were “trialled as early as 2003”, but my memory says they were around even in the 90s. But that doesn’t matter.

Wikipedia covers them in more detail. The AA in slightly less detail. And this one is probably the most detailed.

They consist of three lines of text. The top line is the route name (e.g. M1, M6, M25, etc.). The second line is the carriageway identifier, A or B, and in spite of what The AA says they’re not necessarily London-centric (i.e. just think in terms of ‘A’ being the carriageway going in one direction, and ‘B’ the opposite carriageway going the other). If there are parallel but physically separated carriageways, those running with A are labelled ‘C’, and those running with B are labelled ‘D’. The letter ‘J’ denotes a slip road OFF carriageway A, and ‘K’ a slip road ON TO it. The letter ‘L’ is the slip road OFF carriageway B, and ‘M’ is the slip road ON TO it. Other letters can apparently be used at complex junctions. Finally, the third line shows the distance in kilometres from a known point (usually the start of the road), and is called “the chainage”.

The signs can only be a maximum distance of 500m apart, which is what they normally are, but if there is an obstruction they can be 400m or 300m apart (this explains why they don’t all end in 0.5 km). And they CAN be seen on some newer and very long dual carriageways. There’s a lot more to their placement, but this is a basic summary.

The AA likes to have them quoted when people report breakdowns. I have always assumed that they’re most useful to the emergency services.

There is a Highways Agency leaflet which explains them in simple terms, available to download from Greater Manchester Police.

Knowing what they are and how they work – and being able to explain it – is going to be important when we are eventually allowed to take learners on to motorways (in 2018, if that comes to pass).

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Note that the way the Part 3 is conducted and scored is going to change. At the moment, the official date for the change has been given only as “late October”, but I am writing this update in mid-October and nothing has been confirmed yet. DVSA has already said that Parliamentary approval is needed before the change can be introduced, and the way that often goes it might not be this October they were thinking of!

Update 1 November 2017: An email alert from DVSA advises that they STILL haven’t got Parliamentary approval and everything is still up in the air.

The new Part 3 marking sheet can be downloaded here.

The section below is the original article from January 2014, with the old PSTs linked to as a PDF file.


The blog gets a lot of hits from people looking for the PST (ADI 26) marking sheets used on the Part 3 ADI test. In fact, this file has been downloaded many hundreds of times, yet I think less than PDF Downloadhalf a dozen people have bothered to say thank you – even though I know that it is very difficult to get hold of these from anywhere else.

You can download them by clicking the PDF image on the left. The file contains all ten PSTs, and they’re full-sized, so you can print them out if you want to.

The PSTs are also given in the Driving Instructor’s Handbook, although much smaller. But you can see what’s on them at least – which is really all that matters.

Just one last word on the “thank you” thing. If you have anything like the same approach when you start teaching real pupils you may find you don’t stay in business very long.

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I will Google it before asking dumb questionsIt often amuses me the kinds of questions that get asked in Q&A columns in the media. Apart from the stupid ones along the lines of “does anyone else have a surname that rhymes with ‘spanner’, like mine does?” there are the ones that a child could answer simply by typing one sentence into Google – and yet the asker has wasted money on a stamp (there’s no way they’d have used email) and got themselves into print.

Readers who have been following the blog for a while will know that I am sometimes scathing with my comments about other instructors – the dickheads who try to do a manoeuvre 3 metres behind me on a 500 metre stretch of empty road, or who turn up in a small car park I’m using and take over with their own manoeuvre (until I explain a few things to them) get frequent mentions. I’ve not gone off on one for a while, but flicking through this month’s Intelligent Instructor magazine I had to shake my head when I read the Readers’ Questions section.

If you’re an ADI, there is absolutely no excuse for not knowing that the driving test is changing in December. Likewise, there’s no excuse for not being subscribed to DVSA announcements, nor of being aware of new posts to Despatch (DVSA’s blog).

So I was surprised to see someone asking what the changes to the Show Me/Tell Me questions are going to be.

For God’s sake! DVSA sent an email alert back in July explaining the changes in detail. They did a Despatch blog article covering the test changes, including the questions back in August, covering the wording the examiners will use. The Show Me/Tell Me questions are given in black and white in both of those. If you Google “show me tell me december 2017” four of the top seven hits are DVSA pages either as mentioned above, or informational videos on YouTube (I’m the seventh). Then there are dozens and dozens of other instructor sites which talk about it, and link to the DVSA articles. And DVSA even sent out a booklet to all instructors last month with all this in it.

I was similarly surprised to see someone else ask how the examiner will word the instruction to pull up on the right (one of the new “manoeuvres”).

DVSA covered that in August with their Despatch blog post. They also produced a YouTube video explaining it. And it was in the booklet, I think.

It’s funny, but sometimes when you’re on a lesson and your pupil comes to, say, a roundabout (which they’ve been struggling with). They’ll go through all the motions and negotiate it perfectly. You think you’ve cracked it, and you’ll say something encouraging like “that was great. Well done. I liked how you checked there was enough room to go with that car coming towards you.” And they say “what car?”

I can’t help get the same feeling when ADIs ask dumb questions like this. I mean, what the hell are they doing on their lessons if they don’t know this basic stuff?

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Reverse inequality where you least need itI saw a news item this week where a female teacher, Alice Mc Brearty, had had a sexual relationship with a 15-year old male pupil. The judge – another female, Sheelagh Canavan – said:

…[she had committed the] grossest breach of trust…

I accept he was consenting – what 15-year-old schoolboy would turn down such an attractive offer?

I accept you truly believed this was a great romance, you were in love with him and vice versa, and that age didn’t matter. But it did.

McBrearty was jailed for 16 months.

Now, cast your mind back. Not very far – just a few years. A male teacher, Jeremy Forrest, ran away to France with a 15-year old female pupil. The link I’ve given here deals with some of the aftermath, specifically that the girl he ran away with still has feelings for him and is likely to enter a relationship with him when he comes out of prison. Although Forrest was accused of “grooming”, the girl has said:

If anything, I groomed him.

Forrest is in the middle of a five and a half year sentence for his crime, and will have to spend the rest of his life on the sex offenders’ register (no mention is made of that in McBrearty’s case).

I am not questioning the crime. Both committed them. Nor am I questioning the moral issues around consent.

What I am questioning is the “equality” on display. McBrearty should have been dealt with in accordance with the precedent set for Forrest and locked up for the same period. Or Forrest should be released, having already served more time than McBrearty will have to. And who decides whether judges like Canavan should be allowed to get away with overtly discriminatory and sexist comments about schoolboys.

Remind me again who gets discriminated against where it matters?

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RobberThis article was originally published in 2013, but it’s been popular recently so I have updated it.

I’ve noticed that sometimes – and I stress sometimes – the petrol pumps at my local garages jump by 1p after I’ve finished filling my car. I usually notice it if I’m trying to put a round number of pounds worth of fuel in – so if I’m aiming for £40.00 I’ll just hit it, and when I get inside the amount payable is £40.01. Looking on the web, other people have noticed it too, and they are putting it down to some sort of scam. But is isn’t.

There is a simple explanation – given here by Leicester County Council Trading Standards. They say:

Q. When I put the petrol nozzle back the meter clocked up one penny when I was not delivering any fuel, is there a fault on the pump?

A. Sometimes the price advances when you close the nozzle and return it to storage. This can be caused by the hose swelling slightly which allows a fractional amount of fuel to pass through the meter. Because of the high price in petrol only a very small amount of fuel is needed for the price display to change by 1 penny therefore this problem is much more prevalent now than it used to be. One penny’s worth of fuel only equates to a very small amount and is well within the permitted tolerances of -0.5% and +1%. However if the price increases by more than 1 penny please let Consumer Direct know on 08454 04 05 06.

Those tolerances mean that for every 1,000mls (litre) of fuel you pump, you can legally get anywhere between 995mls and 1010mls. If fuel costs £1.20 per litre, that means you might get 0.6p less fuel than you paid for, or 1.2p more. On a full tank in a standard car, that works out at up to 24p less or 48p more fuel than you actually paid for, respectively. I stress again that this is perfectly legal, and is due to the reliability and accuracy of the pumps. Coventry Trading Standards explains it this way. As Trading Standards say, it is well within all the legal tolerances.

A tick over of 1p is insignificant within this legally acceptable range.

Most of the time it is perfectly possible to put an exact value of fuel in and it doesn’t click over. In fact, it happened more back in 2013 – when the price of fuel was up around £1.40 a litre – than it does in 2017 (I haven’t noticed it recently). And yet people are still convinced that there’s a small bloke wearing a striped jersey and a mask sitting inside the pump doing it on purpose. It isn’t a scam, and it isn’t deliberate. It’s just a combination of maths and science.

If you’re worried about it, don’t put piddling amounts in your tank – fill the damned thing up once a week instead of putting a tenner in every other day. One penny on a tank full is a lot less significant than it is on each of four lots of £10.00. And it means you won’t keep snarling up the forecourts for the rest of us as you pay for it on one of your bloody Visa cards.

And one more thing – a tip, really. You often find that the nozzle has got well over 1p of fuel sitting in it when you lift it out of the holster – so turn it upside down to drain it into your tank before you pull the trigger. And do the same thing before you put it back. That should be enough to stop all the sleepless nights you’re having over those pesky 1p muggings you reckon you’re getting – you’ll be getting someone else’s fuel for nothing!

It never happens when I put in 20 or 30 litres of fuel, instead of £20 or £30

Actually, it can. But because of the 0.9p or 0.7p they tag on to fuel prices, aiming for a specific price instead of a quantity puts you close to the tick over point, whereas aiming for a round volume probably puts you somewhere half way between two points. Pumping 20L at 119.9p per litre will give a nice round £23.98, whereas £20 works out at 16.6806L of fuel. That 0.6ml is going to get rounded up.

It’s definitely a scam

No it isn’t. Do you really think they designed them with a line in the software that says:

if (ran == 0) then price = price + 0.01;

The 1p is just an occasional rounding up. It is not a scam.

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