South Meath Driving School

Drivers of all shapes and makes, of the adequate genre and inadequate genius have one common denominator when it comes to the driving test – they believe that it fails them, and not that they fail it, when they fail it. For those who do not come up to the mark when the bar is raised, when a little perspiration is evident, there’s the Post Mortem without the Pathologist. Well, it’s what we all do every day in our lives, whether related to important matters or just the weather. ‘Why’ is the question. In the case of Cormac Reilly, last Sunday’s referee in the Kildare – Dublin match, he’s around somewhere listening to all the comments and getting feedback on why he gave the infamous free; there’s the T.V. and Press analysis, not to mention the tried and trusted interpretations of the multitudes who change wine into water at their beloved hostelry .

In a driving test situation, the tester is rarely confronted over his or her marking or Test Report. They will state that they are not permitted to discuss the reason they applied a particular fault in Grade 1, 2 or 3. However, they may give feedback on some aspects of the test, if requested. This is in the form of being merely told that the marking system is explained on the back of the Report Sheet – that’s the colourful sheet outlining the various faults and grades applied to any particular test. An example of a fault may be given by a tester but, they won’t refer to the fault(s) incurred by the driver who may have failed. Any applicant who fails a test may appeal the matter to the District Court which may allow or reject the appeal. If allowed, the applicant is merely permitted to re-sit the test free of charge; however, the Court has not the power to order the grant of a Certificate of Competency in the case.

Interpreting the Driver Report Form is another day’s work. For example, under the heading ‘Take Proper Observation,’ there are seven sub-headings for scrutiny. We’ll take the one ‘turning left.’ So, a fault will be incurred if a driver doesn’t take adequate observation before and while turning left (into a junction.) This is where the ambitious and well-trained driver fouls up on test day and wonders aloud where this fault came from. Firstly, the correct position on the left has to be taken up, then there should be a check on the rear (internal) and left wing mirrors and, while more likely in 2^nd gear’s speed, look into the junction before and while entering it. Reason being,  there could be a cyclist, for instance, moving up on the inside and intending to proceed straight on; (should the driver not have observed him, there could be a little impact and the one who’s insured more often than not  pays the piper.)  Then, there could be an obstruction within the mouth of the junction – say, a pedestrian moving across. Hence, the reason for the mirrors and observation.

The applicant will often believe that he or she complied with the correct steps and wonders again and again where the fault could have come from. The tester doesn’t require X-ray eyes to see if the turn was done safely and adequately. It will all be quite obvious. This is how well a driver has to interpret this one manoeuvre that, in itself, appears simple and puerile. There are about one hundred such ‘faults’ to be negotiated in the pressurised half hour that is the driving test. And, in looking further at the same ‘turning left,’ there are other considerations to boot. At no. 11 paragraph comes the headline, ‘Maintain reasonable progress and avoid undue hesitancy when,’ you guessed it, ‘turning left.’ So, not only have you to take good observation before and while entering the junction – and you can only do that by being in a low gear – you must also get on with the job at a reasonable pace. It does appear slightly contradictory. And, just in case you thought there was no more to ‘turning left,’ there’s further headlines for consumption by the hard pressed applicant; under further headings he must, ‘position the vehicle correctly and in good time;’ ‘give correct signals in good time,’ ‘adjust speed to suit/on approach,’ and ‘yield right of way as required.’

Those manoeuvres may seem simplistic to the regular or even average driver who never had an accident, drives ten miles every day and is aged over 50. Yes they would say it’s a ‘cake walk.’ The real problem that I see with such a turning is the cyclist moving up on the inside or the pedestrian moving across an obscured junction, suddenly. It is very hard on an inexperienced driver to impose all those technicalities. That’s why this new system has come into operation, to give such driver more time to learn and practise. So why then does the more seasoned driver have a problem with those technicalities, one might ask. It may be that they acquire habits which are fairly safe and they get by having the odd scare or close call, or indeed, no such close calls at all.

The RSA’s reply to all who whinge about the high standard of the test and the likes of those nit-picking sub-headings, is that there were 212 deaths on our roads last year and many more times that in serious injury. Safety requires a higher level of awareness to danger that lurks within every junction, especially when you can’t see into it.

The Road Safety Authority reports that Ireland’s efforts to improve road safety have been acknowledged once again at European level. The European Transport Safety Council (ETSC) has recently published a report comparing EU Member States’ progress in reducing deaths and injury among pedestrians, cyclists and motorcyclists over the past decade.

Wednesday, May the 11^th marked the launch of UN ‘Decade of Action for Road Safety.’

At least 15,300 pedestrians, cyclists and motorcyclists were killed in the EU in 2009 and, unbelievably, since 2001 that figure reached a total of 169,000.

Research highlights Ireland’s success in achieving a significant reduction in vulnerable road user deaths. In the period ’01 to ’10, recorded deaths of pedal cyclists and motorcyclists have dropped 75% and 66% respectively. Last year fatalities among motorcyclists fell by 32% compared to the previous year. In the last decade pedestrian deaths fell by 54%.

According to the ETSC, progress in reducing pedestrian deaths in Ireland and the Czech Republic and, to a lesser extent, France and Britain, has been helped by a reduction of mean speed on urban roads.

The report states, ‘In Ireland, drivers have slowed down markedly in cities. But, the mean speed is still 54kph with 53% of vehicles exceeding the limit. In residential areas, the mean speed is now 35kph with only 4% of vehicles exceeding 50kph, suggesting that there is scope to follow many other European cities by reducing the speed limit to 30kph.’

In relation to motorcycle safety, the report says that Ireland and some other European countries achieved better average reductions in both the numbers killed and seriously injured motorcyclists since 2001.

However, a RSA  officer states that caution must continue to be exercised bearing in mind that so far this year seven motorcyclists have been killed, nearly doubling up on the same period last year. A motorcyclist, like the pedal cyclist or pedestrian, is that much more vulnerable than occupants of a car. Therefore, the proper personal protection equipment should be worn – head to toe. While initial basic training for novice bikers was introduced in December, there are many who have not received any training and this is the chance to change that: experience is not a guardian angel in itself. Too many motorcyclists want to put on a display of driving, whether through noisy exhausts or just plain speed. It’s seldom that a biker will stay behind a car that is keeping the speed limit; then, if there are a few of those chaps driving in unison, each appears to be putting on a performance to outdo his friend in a circus act, like lifting the front wheel. That’s fine on the right stage, but it sends out a very poor message to other road users, especially youngsters.

The RSA are also appealing to pedestrians who have had a night out on the town to keep off the public road, organise a lift, whether with a friend or by taxi in advance. A person in an inebriated state who walks out of a public house exacerbates his or her condition on clashing with the fresh air, then with a ‘One and a One’ as the Dubliner calls it, from the takeaway, sleepiness sets in and the width of the road suddenly becomes more important than the length of it. Dark clothes or a lack of visibility often spells the death knell for such pedestrian who may even fall asleep on the roadway, not giving some unfortunate driver a half chance of seeing them. People complain that taxis are, too often, not available at weekends especially around pub closing time. Yet, it’s usually the same people who find themselves in the same situation time and time again, whether through thoughtlessness or just lack of a little planning.

If the ‘Holy Hour’ was one time between 2pm and 4pm, then the unholiest hours must be from 12mn to 3.00am for that is when most incidents and accidents occur – without any great surprise. It should be avoided.

After school hours is another time of creeping danger. When droves of teenagers head for a bus stop the footpath reverts to a very narrow line. The chat chat is intense, mobile phones are busy and the banter is electric; as far as most of them are concerned the motorcar might as well never have been invented as a body is shoved outwards or the group just occupy half a traffic lane. Students, you are mere pedestrians and vulnerable. Spare a thought for the dangers lurking.

Motorists, keep a look out for those more vulnerable travellers, the biker, the cycler and the pedestrian especially at those unearthly times. An ambulance may be in greater need somewhere else – keep it there.

When a vehicle was involved in a collision, it used be termed a traffic accident. Of late that was modified to ‘a crash.’ The Road Traffic Act refers to it as ‘an occurrence.’ Call it what you may, no one wants to be involved in it. Incorrect! That’s not always the case, to which I will allude, post.

There are certain obligations on any driver who becomes involved in a crash. Primarily, stop the vehicle and keep it at the scene. Switch off the engine in case of fire. Give appropriate information to the other party if there is no Garda present. That amounts to name and address, Insurance Company details and car registration, make owner and driver. Otherwise report the occurrence at the nearest Garda Station within a reasonable length of time. Call the emergency services at 999 or 112, if necessary.

Items which every motorist should carry include advance warning sign (the reflective triangle,) high visibility jacket, a torch and first aid kit. Use hazard warning lights and take photographs of scene. Upgraded mobile phones have a camera facility. If you, the driver, do not know how to use it, ring some five year old child and they will instruct you.

Don’t imperil yourself at an accident scene, especially at night; warn oncoming traffic and get other motorists to assist. Any accident can be traumatic for driver or passenger and the less said in the immediate aftermath, the better. In a state of shock, say little and say it well.

What then if another driver deliberately collides with your vehicle? This can happen in many ways, the more common being where you – an innocent motorist – are driving behind a vehicle which suddenly, and without any apparent reason, brakes severely and gets ‘rear-ended’ by you. There will be a few willing passengers accompanying such driver, all of whom get hauled off to hospital by ambulance, collars carefully fixed around their necks. It isn’t medical treatment that’s foremost in their minds, but they must go through the motions until the time is ripe to visit a solicitor.

Then there’s the instance where you, an unsuspecting driver, have stopped your car along the road or kerb. As you sit there, a car overtakes you, pulls in, in front of you and slams back – in reverse – into your car. This driver then claims that you ran into their car and is accompanied by a few passengers who shout in agreement.

Such instances of fraudulent claims were very common in the 1980s. Only after repeated claims by select individuals and thorough investigations into their character and background, plus an adjustment in the legislation, whereby it became a criminal offence to pursue a false claim, did such claims become few in the modern era. A prime example was the claim brought by three youths against Supermacs restaurant in Galway for negligence when one of them slipped on the toilet floor because it was wet. The case was before the Circuit Court when the owner, Pat McDonagh, informed his own lawyer that he had video evidence of the youths spilling water from the wash basin in the toilet onto the floor and then one of them tumbles and gets carted off to hospital. The lawyer advised him to just withdraw the case and not mention the video evidence. The brave McDonagh refused to do this, and instead withdrew his lawyer’s services. The claimant was informed and he withdrew his claim. When the case was called, McDonagh gave evidence of the facts and he wondered, in a subsequent Late Late Show presentation with Pat Kenny who the biggest fraudster was. It highlighted the prime value of CCTV in such premises and left would- be fraudsters in a ‘planning’ dilemma for the future: ‘might Big Brother be watching my preparations?’

What then of the unfortunate motorist who falls victim to such a scammer? Ensure that the Gardai investigate and make it known immediately the fact that it is a set up. I’ve heard of such instance recently and that the Garda who visited the scene suggested that the matter be left to the insurance companies to sort out. I doubt if that is true in the light of the allegation by the victim. There is another recourse, such as the Garda Ombudsman or the local Superintendent should a victim encounter such a stance by the investigating Garda. It might be difficult to know who to believe, but a scratch of the surface should unearth more of the truth quickly.

In the unlikely instance of you becoming a victim to such circumstances, don’t move your vehicle, note details of the other persons vehicle and what they allege; take photographs, call the Gardai, phone a friend or, should you have learned to drive with your’s truly, here, give me a ring and I’d be only too willing to assist.

It just might be true, what they say – accidents don’t happen, they are made, sometimes.

The present Essential Driver Training (EDT) programme goes some way in meeting the demands of a learner preparing for life in the driving lane. However, with a mere twelve compulsory lessons, it falls far short of the Australian or Continental standard, which, in the main, imposes thirty or more such lessons plus ongoing  practice sessions. It was a missed opportunity by our Transport  Department to bring us up to a level that now appears beyond the horizon should the current adopted system remain in place for the long term. We are told it is subject to review in a year or two – why should there be such need so soon after implementation and the years of research used before implementation? The answer lies in its basic groundwork. Its concept lacks substance. The fatal accident statistics remain damning in that the category age of 17 to 25 for young men shows no sign of abating.

It was upon those aforementioned countries and others that the Road Safety Authority based its interpretation of the current adopted standard, the Theory Test, NCT, Graduated driving Licence, practice and the driving test. For now, we play with the hand which we are dealt and await further change.

Opportunity for the student  plays a large part in this EDT programme. That means access to a car, having insurance under the Road Traffic Act and the availability of a sponsor, like a parent or friend, for plenty of practice thus allowing the learner to gain the essential hours of experience in all the aspects of good driving –  better observational skills, consideration for other road users, appreciating a high standard of safety, exercising self control and the dangers associated with risk taking and aggressive driving.

Having acquired those skills and experience, together with a study of the Rules of the Road, the time comes for getting to the driving test as it now stands and won’t change much in the near future. With notice of the test comes a sheet titled ‘Final Checks for your Driving Test.’ There’s two full pages of suggestions for preparation and they should be analysed carefully, especially with regard to Learner Permit, the vehicle and discs displayed on the windscreen. There’s a cursive check done on the vehicle by the tester for roadworthiness, maintenance levels and compliance with the law. This includes brake lights, indicators, ‘L’ plates, amber lenses being amber and not a faded white etc. With all of those in order, the engine is started up by the student with a view to getting on the road – but not just yet. Should a ‘systems warning light’ appear on the panel, the test is cancelled. Just like that. This warning light can be simple or serious, from windscreen washer being too low to alternator failure. As far as the tester is concerned it’s black and white: the test is cancelled without argument. Harsh words. There’s no comeback for the poor student, except through a renewed application and pay for same again.

While the technicality of such a mechanical problem is acceptable, what of a brake light or indicator bulb blowing during the half hour warm up practice before the test. There’s no opportunity allowed for repairs. A whole day has been taken off work for the test and even the experience of it, win lose or draw, is also lost. A brand new car can suffer such technical failure as a blown bulb. So, isn’t it cruel treatment in the light of all the preparation? The applicant is blameless in such instance, yet the same result stands. I will put this proposition to the RSA and see what is their response. Pit such instance against that of a tester falling ill; the applicant is merely told the test is cancelled and will be given a new date in due course – yes, go home, with the good news that you haven’t failed or lost your application fee, but you must get another day off work when notification arrives again. Meanwhile, there’s more preparation in the form of fine tuning with a driving instructor and the small headache that goes with the day itself.

Of course there’s other areas of this test which fall far short of the finished article. Now you must know about motorway driving, getting on and off the motorway, dealing with the woefully different speed aspects, correct lane positioning, tolls etc. But, it’s all a bit like the advertisement for Harp lager some years ago with Sally O’Brien and the way she might look at you and how that thirsty man would love to quench his thirst ‘if he had a pint of Harp.’ A learner is not allowed drive on the motorway even while under instruction with a driving instructor. Then, a few hours later, that 17 year old passes his test and is permitted to negotiate the spider’s web that is the motorway, alone.

On our regional roads and narrow country roads where most fatal crashes occur, there is no test. How many can change a wheel or drive in adverse weather conditions? Those challenges remain excluded from our revamped test. No matter, there will be another review down the road or is it just a further kicking of the can?

Then there’s the Test Report Form – next,  I’ll look at aspects of the marking system and some of its technicalities.