Written evidence from Cadence Driver Development
(CMI 04)
1. The issues surrounding younger and less experienced
drivers are extremely complex and extend far beyond the question
of high insurance costs, which is the main focus for The Committee
at this time. Insurers in general, base their quotation premiums
on actuarial statistics and historical trends. We have had numerous
discussions with insurers on the subject of young drivers, in
particular cost-effective and workable proposals for reducing
the disproportionately high and socially unacceptable number of
incidents involving this category of risk.
2. Insurance costs have risen dramatically, particularly
for young drivers, as statistically, they are the group most likely
to be involved in an injury or fatal crash. These significant
rises are no doubt linked with the increase in the payouts awarded
through the "no win, no fee" culture, as insurers are
forced to cover their inflated costs in order to protect their
exposure to risk.
3. The focus of our submission is based on a lifetime
of experience, training and coaching drivers after they
have passed the DSA theory and practical tests. We all expect
young people to take personal responsibility seriously
but in order to develop safe attitude, firstly we have to nurture
a set of values and beliefs at the developmental stage and that
necessitates time. We must make every effort to guide them in
the most effective way so they can make sound judgements, in order
to reduce their own exposure to risk.
4. There are many professionals who would challenge
the veracity and completeness of the current standard. The DSA
considers the test fulfils the criteria of ensuring those who
pass are "careful and competent" drivers. Statistics
regrettably, provide us with contrary information. Statistics
have shown that young drivers have a disproportionately greater
likelihood of being involved in a crash than any other age group.
In particular, young male drivers are at considerably greater
risk of being killed or seriously injured in the first year of
driving unsupervised than any other group of drivers; they are
almost twice as likely to kill or injure their passengers - and
are penalised accordingly when applying for insurance cover.
5. We fully appreciate the political obstacles that
make it so difficult to create a more robust training and testing
schedule for novice drivers, particularly in a period of austerity
but despite the most recent changes to the driving test, we maintain
that we owe it to "the next generation" to offer them
complete solutions. We also have to balance the effects of governance
and state intervention with the cultural and societal benefits
of encouraging people to adopt safe strategies and cooperative
values, attitudes and behaviours through self-discipline and motivation
- and we appreciate the necessity of achieving a fine balance
in regulation that does not encourage an increase in unlicensed
driving.
6. Scientific research has provided evidence that
young drivers are rarely lacking in mechanical proficiency - they
often demonstrate remarkable reactive aptitude and could probably
outperform many a highly experienced and mature driver. Where
the knowledge and skills appear to be deficient is often down
to age - and in most situations it is the different rates at which
areas of cerebral development occur. Scientific studies have proved
that the frontal lobes are the last area of the brain to develop
- and in most cases do not reach fully functional maturity until
the age of 22-25 - and yet this is the area of the brain we rely
upon to make critical risk assessments and use for reasoning,
planning and problem-solving - all of which are highly desirable
qualities in the safe driver.
7. Additionally, research has revealed a tendency
for new drivers to "fixate" on a point close to the
vehicle, rather than scanning the distant, peripheral and rear
views. The fully developed frontal lobes are also used to control
emotional and impulsive behaviour. The typical teenager rarely
possesses a death wish, which culminates in the typical single
vehicle loss-of-control crash scenario; he actually has little
natural control at this period of his development. However, to
suggest that we do not allow people to drive until they are 25
would be foolish, impractical, unworkable and politically suicidal.
8. Young people perceive driving as the most effective
method of removing the parental shackles and gaining freedom.
It is understandable (although highly undesirable) that they wish
to gain their freedom in the shortest possible time at the least
cost, with little thought to the consequences of lack of experience
- but you cannot buy experience off a shelf. We are not suggesting
that we restrict young people's desires for independence. We should
encourage them to have healthy aspirations but they have to be
made aware that there is a direct correlation between responsibility
and independence. The ability to drive is not an automatic right
- it is a privilege that has to be earned and they have to be
accountable for their actions.
9. There is sufficient anecdotal evidence to conclude
that young drivers perceive the learning process as merely an
unavoidable means of achieving their goal. They actively seek
the cheapest novice instructor, rather than looking for one who
is a highly skilled teacher and mentor. Often, what the instructor
is forced to teach bears no relation to real-world driving but
the instructor is constrained by outmoded dogma in the modular
content and methodology. Because young drivers know no better,
they are often unaware that the mechanical skills of driving account
for only 20% of the driving process - and ignore the critical
80%, which forms the basis of sound reasoning and higher order
cognitive processing, a vital element in the progression towards
becoming a careful, competent and safe driver.
10. Many novices have voiced their opinion that the
Theory Test can be passed through guesswork and the Hazard Perception
Test is merely a road-related on-screen game. If the current teaching
and testing process was actually "fit for purpose",
there would be far fewer drivers taking further training - from
our experience of the training and coaching world, a great number
of drivers appreciate, often after a crash, that there is considerably
more to safe driving than mechanical skills and a small amount
of theory.
11. The most effective means of guaranteeing a sufficiently
effective practice period, would be to initiate a two-tiered
licensing system. Such a system would offer partial freedom
during the formative, experiential period. Our depth of research
and experience in the range of systems used in European and other
countries provides us with the understanding of how best to initiate
the most appropriate structure for the UK.
12. Keeping a firm guiding hand on these drivers
during the period of development of their risk-assessing skills
is critical and offers an acceptable solution to their welfare
and alleviates the need for raising the driving age, which is
politically controversial. It would be prudent to initiate a two-tier
programme of driving development to gain the full licence and
have an extended period of restricted driving to enable drivers
to consolidate their experience in "real world" conditions.
Those who break the terms and conditions of their restrictions
would run the risk of losing their privileges.
13. A two-tiered approach can be implemented at little
cost to central Government and has already been applied to motorcycle
training and testing.
14. The current elements of the driving test - the
Theory Test, Hazard Perception Test and the Practical Driving
Test (to be called Part A) would effectively remain unchanged.
However, instead of receiving a full licence that can last unchallenged
for the next fifty-three years, at this stage, the candidate would
instead receive a restricted licence, lasting for a period of
up to two years.
15. In the majority of instances, the restriction
would involve a two-year period during which:
- ¾ Drivers
would only be permitted to drive close family members or people
who have held a licence for a minimum of three years. This would
significantly reduce the peer pressure and risk-taking elements
and would greatly assist in learning how to manage distraction.
- ¾ Drivers
would be governed by a zero or lower-alcohol level < .03% in
line with the majority of all other nations. Recidivist drivers
would receive substantial bans.
- ¾ It
would be compulsory for drivers to display an "R" plate
(of equal dimensions to the present "L" plate) at the
front and rear of the vehicle they are driving at all times. (See
Northern Ireland regulations.) The means of attaching the plate
would be either magnetic or self-adhesive and should be removed
when full licence holders are driving the vehicle (in line with
current rules governing "L" plates). Use of "R",
denoting "Restricted" is less confusing than use of
unofficial green "L" plates or "P" plates,
which could denote either probationary or provisional. As technology
advances, the "R" plate could become driver-specific
and linked in with the ANPR/DVLA systems.
- ¾ Drivers
would be encouraged to gain experience in lower powered, unmodified
vehicles (max 1400cc) taking additional account of relevance of
power-to-weight ratio - they would be rewarded by receiving lower
premiums for this category. (Higher performance cars would not
be excluded but would carry the highest premiums to act as a disincentive).
- ¾ Drivers
receiving six penalty points would be required to re-take all
elements of Part A at their own cost (use of qualified instructors
mandatory) (an extension of the current six month period).
- ¾ Consideration
should be given to restricting the maximum legal speeds for new
drivers. Northern Ireland currently restricts new drivers to 45mph
for one year. Although controversial, by reducing their maximum
speeds for a specific period, we would be handing a lifeline to
new drivers, creating the opportunity for them to develop their
mental processing skills and buying them time and extra space
on the approach to each potentially hazardous situation that requires
intellectual evaluation.
- ¾ At
the end of the two-year period, drivers would be required to take
a "signing-off" extended test (1 hour) to demonstrate
their enhanced mental processing abilities. Using DSA examiners
would be impractical, as they are already overloaded. As an alternative,
suitably qualified advanced level driver trainer ADIs would be
invited to submit themselves for the newly-created rôle
of "Part B Examiner". They possess the additional skills
of instructing at higher speeds in more complex environments than
is required of the DSA examiner. This method of testing has no
financial implication to Government as the assessment process
for the advanced trainer would be self-funded.
- ¾ In
certain circumstances, those drivers who display the ability to
demonstrate a level of driving competency commensurate with an
"advanced driver" may opt to reduce their period of
restriction by taking additional (self-funded) coaching followed
by a comprehensive test (as above) - in the areas of concentration,
observation, deliberation, planning, scanning, anticipation, accurate
choice of suitable speed for the prevailing conditions and the
ability to create time and space in which to deal with the ever-changing
driving scenario. The ability to "fast-track" will appeal
to many young drivers and will provide an incentive to develop
their cognitive skills
- ¾ Apprenticeship
scheme employers could be encouraged to sponsor suitable candidates
- ¾ Motivated
parents could subsidise the costs of professional driver development
for their children
- ¾ A
limited amount of funding could be set aside from the Department
for Transport and the Department for Business, Innovation and
Skills to support lower-income families who are similarly motivated
(particularly useful for supporting young drivers in rural areas).
16. Consideration could also be given to restricting
driving during the hours of darkness that have been statistically
proven to have the highest crash incidence for younger drivers
(22.00-05.00hrs). We do however appreciate this element would
have a far greater social impact, particularly on country dwellers
who often have no alternative transport system and would not include
this element in the current submission.
17. There would be a specific fast-track mechanism
(similar to the motorcycle Direct Access scheme) for new drivers
over the age of 25. On production of a certificate of successful
completion of an approved advanced driving course operated by
post-test instructor/coaches, they could reduce the probationary
period and receive their full licence (Part B) after six months.
18. Similarly, those who have recently passed the
current test would have the opportunity of volunteering for inclusion
in the restricted scheme and would receive insurance cost incentives
to actively participate.
19. Professionals in the insurance industry with
whom we have collaborated, consider a two-tier system as a most
effective method of tackling the issues of reducing crash incidence.
They have cooperated with the DSA in the past by offering discounts
for new drivers who undertake the six hours of "Pass Plus"
but their statistics have shown this small amount of post-test
training as an ineffective tool and most companies will no longer
offer a discount to those who take the six modules.
20. We have conducted significant research into the
most effective structure and methodology of development within
the two-year restricted licence period, details of which fall
outside the scope of this submission. There will be a requirement
for closer collaboration between post-test driver trainers and
the insurance industry, based on encouragement and reward for
restricted licence holders, who actively work on developing their
higher order cognitive processing skills. It is entirely possible
to stimulate earlier development of the frontal lobes rather than
waiting for nature to take its course. The scheme will have significant
effects in the area of road safety; it will create a culture of
self-motivation.
21. In the short term, lower insurance premiums may
not correlate with actual costs to insurers and they may have
to underwrite some losses. However, in the long term there will
be benefit for all. Fewer crashes will result in fewer claims.
Fewer crashes will significantly reduce the related costs in emergency
and hospital services. Fewer crashes will have a significant social
effect and benefit.
22. Finally, in all other aspects of personal and
professional development, further training is almost always compulsory.
We willingly accept the need to learn more and broaden our skills
in order to become more knowledgeable and achieve promotion but
this culture does not extend to driving. By adopting a broader
and more challenging approach to unsupervised driving, we will
enhance the quality of life for all road users. This proposal
is supported by members of the insurance industry.
Cadence Driver Development - Qualifications, Experience
and Expertise
DSA Approved Driving Instructor (ADI) Highest Grade
Former Police Driving School Instructor
RoSPA Examiner
RoSPA Diploma
Under 17s Driver Workshops
Driver Rectification Consultant
Special Services Consultant
Motor Industry Research Consultant
Skid Prevention Consultant
CAA Instructor Examiner (multi-engine rating)
Author and Expert Advisor (motoring periodicals;
print and electronic media)
AIRSO (Association of Industrial Road Safety Officers)
member
REFERENCES AND
FURTHER READING:
Submission to New Zealand Government Road Safety
Strategy to 2020
EU Hermes Project
CIECA International Commission for Driver Testing
Scientific Research Projects - University of Nottingham;
University of Waikato
The Principles of Safe Driving (Cadence Driver Development)
©
The Common Sense Guide to Safe, Enjoyable Driving
(Cadence Driver Development) ©
Selected Published Articles on Improving Road Safety
(Cadence Driver Development) ©
November 2010
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