Learning to Drive
[We need a movement like this here.]The Driving Standards Agency (DSA) is consulting on proposals to alter the Learning to Drive process.
CTC [the UK'S national cyclists’ organization] suggests that:
* more account be made in the driver learning process of cycle awareness, better explaining cyclists' rights and the reasons behind cyclists' road positioning.
* cycle awareness must also be part of the training process for accredited driving instructors and examiners.
* The theory and hazard perceptions of the test, now 5 years old, need to be used to explain to learner drivers the safety reasons behind rules and initiatives.
The proposals also suggest that 'pre-driver training' be introduced as a qualification for teenagers before they start on-road lessons. CTC suggests that National Standard Cycle Training (or Bikeability) level 3, designed to give young teenagers the skills to negotiate busy roads and junctions, fulfills many of the elements of pre-driver training admirably. More widespread application of cycle training amongst teenagers will help reduce collisions amongst this age group, keep them cycling, and turn them into better, more considerate drivers. CTC's response can be downloaded (Word, 102kb) here: <a href="http://www.ctc.org.uk/resources/Campaigns/0808_CTC_DSA_Learning-to-drive_con.doc">http://www.ctc.org.uk/resources/Campaigns/0808_CTC_DSA_Learning-to-drive_con.doc</a>;
<a href="http://www.ctc.org.uk/DesktopDefault.aspx?TabID=5129">http://www.ctc.org.uk/DesktopDefault.aspx?TabID=5129</a>;
Notes and highlights on the response:
6) One area where Britain remains worryingly further behind is in the realm of pedestrian and cycle casualties. Whereas Britain has the 5th lowest level of all road casualties per head of population in Europe, it has only the 9th lowest level when it comes to pedestrian fatalities and is similarly mediocre for cycling fatalities.
[Maryland is average for fatalities per mile driven and the 9th highest percentage of bicycle and pedestrian traffic fatalities.]
7. Since cyclists’ safety is mostly affected by the behaviour of other road users, it is vitally important if we are to support and promote the use of this sustainable, healthy mode we ensure that new drivers are aware of the impact of their behaviour on both the safety and comfort of cyclists.
8. We agree with the assessment in the consultation that there is a common misconception that the test is the end-point in the learning to drive experience. We also agree that the learning process and the test itself focuses too much on matters such as vehicle handling and not enough on attitudes to road use, rules and other road users, especially pedestrians and cyclists.
10. A new modular structure for driver training must introduce elements which explain why rules on road safety exist, not simply prepare candidates to complete a series of multiple choice theory tests. Explaining the safety reasons behind controversial policies – such as speed cameras – will help strengthen respect for road rules from newly qualified drivers.
11. Driver training needs to equip new drivers better with an awareness of cycling and how cyclists should be treated. Integrating cycle awareness and cycle training into the learning experience for examiners, instructors and trainee drivers will improve relations between road users and improve safety.
13. Despite publicity campaigns from Government and elsewhere, there remains a lack of awareness amongst drivers of the extent to which higher speeds increase the risk of killing someone. More drivers and would-be drivers need to be informed that the chance killing a pedestrian goes up by 5% for every extra 1mph.
14. There is similar lack of awareness that using a mobile is as dangerous as exceeding the drink-drive limit, and that this is as true for hands-free as for hand-held mobiles. These messages should be central not only to driver awareness campaigns but also to the training of novice drivers. People are more likely to adhere to speed limits and other laws if they understand the reasoning behind them.
15. Understanding the reasoning behind information also helps with learning. As stated in Annex A of the consultation, “many people do not understand or retain the knowledge learnt for the theory test”.
[The lack of informational drawings in the drivers' manuals is also note worthy]
23. We also know that drivers who cycle have a much better understanding than non-cyclists of what constitutes safe and responsible cycling, and, by extension, driving. Further research into the safety impacts of cycle training would therefore help identify its potential contribution to both cyclist and driver safety, and hence its possible role in either driver or pre-driver training programmes.
[It would be an interesting study, do cyclists make better drivers?]
26. Drivers who are disqualified should not only be offered re-education courses in driving (as set out in paragraphs 8.37 – 8.42), but should also be exposed to cycle training. A small minority of adult cyclists take it up as a result of being disqualified from driving. The option of cycle training must be offered at the time of disqualification.
[This is an interesting thought.]
27. The worrying levels of casualties from unlicensed drivers should not be seen as a reason to not to strengthen the driving test, instead greater emphasis should be placed on the traffic law enforcement.
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