Are you ready to drive?

Transcription

1 3 The Green Flag Report on Safe Driving PART THREE Are you ready to drive? DRIVING TUITION AND TESTING VEHICLE MAINTENANCE Brake the road safety charity CRASH PROTECTION In this report, Brake and Green Flag Motoring Assistance examine 789 drivers attitudes towards driving tuition and skills, vehicle maintenance, crash protection, and Government policies on road safety.

2 It is essential that all drivers are properly trained, appropriately restrained on every journey, and ensure their vehicle is is roadworthy. Yet the majority of respondents in this survey have not read the Highway Code since passing their test. Even greater numbers fail to carry out essential checks on their vehicle and lack the basic knowledge to ensure their vehicle is safe. A significant number fail to make sure both they and their passengers are belted up on on every journey. A vehicle that is is not not fit fit for for the the road, road, or that or that is is driven by someone who who is not is not properly trained, trained, can easily become a a lethal weapon. Drivers Drivers have have a responsibility to to protect themselves and other and other road users by making sure sure they they are are ready ready to drive to every time they get behind the wheel. About this report In this report, Brake and Green Flag Motoring Assistance examine 789 drivers and motorbike riders attitudes towards driving tuition and skills, vehicle maintenance, crash protection, and Government policies on road safety. This report includes advice for drivers, case studies and information on initiatives and legislation in the UK and abroad. This is the third in a series of eight reports that make up the Green Flag Report on Safe Driving 2004/5. The first part, Fit to Drive, was published in January 2004 and covered impairment (drink, drug and tired driving). The second part, Speed, was published in May Forthcoming reports include: Risk on the road; Driven to distraction; Road safety and the law; Young drivers; and Driving for work. This report, published in January 2005, is based on a survey carried out by Brake volunteers across the UK in June-October The volunteers questioned a cross-section of drivers and riders in a variety of locations, including: villages; town centres; motorway service stations; homes; workplaces; libraries; supermarkets; pubs; and doctors surgeries. Every effort was made to ensure that a wide variety of people responded. The sample group included drivers and riders of all types of vehicle, and people who drove mainly for work, as well as those who drove mainly in their free time. Brake thanks all volunteers who helped conduct the survey and collate the results. INTRODUCTION Mary Williams OBE, Brake s chief executive, says: All too many deaths and injuries on our roads involve young people. Just one in ten drivers are under 25 and yet more than a quarter of drivers who die fall within this age group. As well as frequently wasting their own lives, young drivers often kill and injure their young passengers and other innocent road users. More than half (54%) of car passengers killed or injured in 2002 were under 25. This survey reveals that many drivers are aware of the risks faced by young, inexperienced drivers, and the risks they pose to other road users. Unlike in many other countries such as Australia and the US, in the UK we place no restrictions on young or novice drivers, nor do we stipulate that learner drivers must complete a minimum amount of supervised driving with a qualified instructor. Yet the vast majority of respondents in this survey support these measures. Even among younger respondents, a large proportion agreed that restrictions should be placed on young drivers. This survey, like its predecessors on the topics of speeding and driver impairment, also shows a shocking complacency among drivers about many basic principles of safe driving. Although driving is the most dangerous activity that many of us do on a daily basis, a huge proportion of drivers and riders do not take simple steps to ensure they are ready to drive every time they get behind the wheel or on their motorbike. The majority of respondents have not read the Highway Code since passing their test, and many admit failing to carry out essential vehicle maintenance checks. In fact, not only were respondents complacent about vehicle maintenance, most also lacked the knowledge to carry out checks properly. Worn or damaged tyres can and do kill (as the case study on page 6 shows), yet less than a third of respondents knew the legal minimum for tyre tread depth. Vehicle maintenance, crash protection and driving tuition and testing are not topics that have grabbed the headlines recently in the same way as speed and drink-driving. With the exception of campaigns on belting up, they are also topics that have been largely ignored in Government road safety advertising. Yet, as this survey shows, they are issues that desperately need attention as many drivers are lacking basic skills and knowledge essential to safe driving. If we can properly educate drivers on these topics, we can empower them to really make a difference to the safety of our roads. Chris Moat, Green Flag Motoring Assistance s managing director, says: The lessons we learn when we first train for and (hopefully) pass the driving test should stay with us at each stage in our motoring life. However, as this survey shows, over time, people do begin to forget basic knowledge such as the Highway Code and many of us have a tendency to become complacent when it comes to general car maintenance so critical to safe driving. Clearly there is a major difference between learning to drive with an instructor in a controlled environment and actually motoring on our busy roads, with all the pressures and distractions faced today. So perhaps it s no surprise that in the survey people said there should be a minimum learning period for new drivers and, as in many other countries, we should have restrictions in place that protect the inexperienced driver and other road users. The Pass Plus course is one way in which new drivers in the UK can gain greater road craft and reinforce safe driving habits. Undertaking this type of training displays a level of maturity in young drivers and a degree of personal responsibility. Drivers taking action to be more proficient (and safer) is entirely in accord with Green Flag s approach to road safety and our support for Government targets to achieve reductions in road deaths and serious injuries. Instead of prescribing behaviour from a position of self-proclaimed authority, Green Flag focuses not on telling motorists what to do, but on gaining a greater insight into the reasons behind driver behaviours, seeking their opinions and looking at broader solutions that acknowledge the role of the car in our society. I hope that by supporting Brake in their work and helping to produce this report we are going some way to meet our aim of providing clear and practical advice on reducing the risk of injury or death for all road users. Brake the road safety charity

3 DRIVING TUITION AND TESTING What do you think of the current procedures for teaching and testing novice drivers? Figure 1: Should there be a minimum learning period for novice drivers? No 30% Did not answer 3% Q1: Do you think the current driving test is too easy? One in five respondents said they think the current driving test is too easy. 20% said the driving test was too easy 71% said the driving test was not too easy 8% did not answer THE FACTS CHANGES TO THE DRIVING TEST truck driving test introduced compulsory car driving test introduced six-month provisional licence introduced separate driving licence group for vehicles with automatic transmission introduced truck driving test becomes compulsory year-olds restricted to riding mopeds with maximum capacity of 50cc 'Compulsory Basic Training' for motorbikers introduced written theory tests, separate to the practical driving test, first introduced (35 multiple choice questions for car drivers, 25 for truck and bus drivers) practical test for car drivers extended to include driving on dual carriageways and on rural roads where possible. Theory tests for truck and bus drivers changed to cover hazard awareness, fuel economy and noise and exhaust pollution. Number of multiple-choice questions in theory test for truck and bus drivers changed from 25 to touch-screen computers introduced for theory tests hazard-spotting exercise introduced for car driver theory tests questions on vehicle safety topics such as checking oil, brakes and tyre tread depth added to the theory test for cars, trucks and buses. 6 Q2: Do you think novice drivers should be required to complete a minimum number of hours of supervised driving (e.g. 50 hours) over a minimum period (such as six months) before they can take their test? (This is the case in the USA.) At present, there is no minimum learning period for drivers in the UK, yet the vast majority of respondents more than twothirds are in favour of this. 67% said novice drivers should be required to complete a minimum learning period 30% said novice drivers should not be required to complete a minimum learning period Yes 67% THE FACTS LEARNING TO DRIVE AND RIDE Learners must: be aged at least 16 to ride a moped; 17 to drive a car, van, tractor or motorbike; and 21 to drive a truck (or 17 if driving for a company registered with the Government s Young Driver scheme), minibus or bus; 7 obtain a provisional licence; display L plates at the front and the back of any vehicle they drive; be supervised by someone over 21 who has held the relevant vehicle licence for at least three years. Learners do not have to take driving lessons from an approved instructor. Once a person has learnt to drive they must pass both a theory and a practical test to obtain their driving licence. Motorbike, scooter or moped riders must complete a Compulsory Basic Training course (CBT) before they ride on the road, which includes riding practice with a DSA approved instructor and advice on equipment and clothing. When this is completed successfully they are given a training certificate that is valid for two years. They must then take a theory and a practical test to obtain their licence. In other countries, learner drivers have to meet more stringent requirements: In Florida, under-18s must register with the Government as learner drivers for a minimum of a year before taking a driving test. 8 New York State learners must complete a classroom-based course at school or college, or at a state-approved driving school, before they take their test. This course lasts for a minimum of five hours and teaches learners about casualty statistics, road safety issues such as drink-driving and state road regulations. 9 New Zealand s graduated licence system involves a minimum of six months as a learner driver, followed by an 18-month period of restricted driving, which can be reduced to nine months if an approved course is taken. In the restricted period drivers must comply with a zero blood-alcohol level and not drive between 10pm and 5am or carry passengers without the supervision of a driver who has held a full licence for at least 2 years. The New Zealand government also encourages attendance at a training course for all first-time applicants under 25 by reducing the 18 month period of restricted driving to 12 months for attendees. 1 The history of road safety (Road Safety UK) 2 Learning to Drive Now and then A parents guide (Sandwell Traffic and Road Safety Section) 3 Tomorrow s Roads Safer for Everyone (DETR, 2000) 4 Learning to Drive Now and then A parents guide (Sandwell Traffic and Road Safety Section) 5 Tomorrow s Roads Safer for Everyone (DETR, 2000) 6 (Driving Standards Agency, 2004) 7 Drivers Information Page (DVLA, 2004) 8 (Florida Department of Highway Safety and Motor Vehicles, 2004) 9 (New York State Department of Motor Vehicles, 2004) 1

4 The Green Flag Report on Safe Driving 2004/5 PART THREE DRIVING TUITION Q3: Do you think novice drivers should be required to take lessons with a qualified driving instructor? An overwhelming majority - more than four-fifths - said novice drivers should be required to take lessons with a qualified driving instructor. 83% said novice drivers should be required to take lessons with a qualified driving instructor 15% said novice drivers should not be required to take lessons with a qualified driving instructor THE FACTS APPROVED DRIVING INSTRUCTORS Approved Driving Instructors (ADIs) are approved and registered with the Driving Standards Agency (DSA). Since 1970 it has been illegal to charge for driving instruction unless the instructor is an ADI. An ADI displays a green certificate on their windscreen. An ADI must have held a full driving licence for at least four years, and pass strict theory and driving tests. The standard of tuition they offer is regularly checked by supervising examiners from the DSA. age group (17-24 year-olds), nearly half (43%) thought restrictions should be imposed, compared with: 66% of year olds 72% of year olds 75% of year olds 80% of year olds 74% of year olds 88% of 75+ year olds THE FACTS YOUNG DRIVERS Young drivers are more likely to kill or injure themselves in a road crash than other drivers. Only one in ten drivers is aged under 25, but more than one in four drivers killed in a road crash is in this age group. 10 Dangerous behaviour by young drivers also causes the death and injury of their young passengers more than half (52%) of car passengers killed or injured in 2003 were under Young drivers are also more likely to take risks when driving. They are almost twice as likely as other drivers to say they drive after taking illegal drugs, talk on a mobile phone while driving, and not wear seat belts. 12 Colin O Connell, Chief Examiner of the Driving Instructors Association (DIA), says: Approved Driving Instructors (ADIs) work with learner drivers day-in and day-out, and so are in the best position to teach skills and prepare drivers for their test. They can also prepare students to be safer drivers as they are experienced in teaching them how to spot potential hazards. Learner drivers should get as much practice as they can, but they should be aware that requirements have probably changed since their parents took their tests. For this reason they should take the majority of their training with an ADI. Do you think there should be restrictions on young drivers? Q4: Do you think there should be any restrictions on young drivers? Young drivers are one of the most at-risk groups on our roads - one in ten drivers are under 25, but more than one in four drivers who die are under 25, often killing young passengers and other road users as well. 10 In many other countries, restrictions are placed on young or newly-qualified drivers, such as curfews and restrictions on carrying young passengers. More than two-thirds of respondents favour restrictions on young drivers. 69% said there should be restrictions on young drivers 29% said there should not be restrictions on young drivers Although older respondents were more likely to be in favour of restrictions on young drivers, a large proportion of young drivers themselves favour restrictions, suggesting that many young drivers acknowledge the risks they face on the roads and the risks they pose to others. Even among the youngest THE FACTS NOVICE DRIVER RESTRICTIONS In the UK, there are few restrictions once a driver has passed their test. The first two years after passing the test are considered a probationary period. During that time a driver s licence will be revoked if they acquire six or more penalty points. Some countries place restrictions on newly-qualified drivers through graduated licensing. These restrictions are removed as drivers gain experience. For example: on the Isle of Man, newly-qualified drivers must display red R ( restricted driver) plates for a year after passing a driving test, during which time a vehicle cannot be driven at more than 50mph; 13 in Victoria, Australia, drivers hold a probationary licence for three years after passing the driving test before receiving their full licence. During this time, there is a zero alcohol drink-drive limit; 14 in at least 25 US states, curfews have been introduced on young drivers, restricting driving at night. Drivers under the age of 18 in California must be accompanied by a licensed driver over 25 if they are driving between midnight and 5am for the first year after passing their test. They must also complete a minimum of 50 hours of supervised driving, including at least 10 hours at night before restrictions are lifted; 14 in California, USA, drivers under 18 must not carry passengers aged under 20 for the first six months after passing their test, unless they are accompanied by a licensed driver aged 25 or over; 14 in Maine, USA, drivers are banned from using mobile phones (hand-held and hands-free) while driving for 180 days after passing their test, or until they turn 18, whichever comes first; 15 in Ontario, Canada, new drivers must pass a second, more advanced, driving test in order to gain a full licence after gaining a restricted licence. 14 A Pass Plus course, devised by the Driving Standards Agency, is available for newly-qualified drivers in the UK, although it is not a legal requirement (see page 3 for more details). 10 Figures from the Transport Research & Statistics Department, Department for Transport Road Casualties Great Britain: Annual Report 2003 (Department for Transport, 2004) 12 The Green Flag Report on Safe Driving (Brake, 2001) 13 Isle of Man Highways Division website, Annex 5, Introducing a more structured approach to learning to drive - consultation (Department for Transport, 2000) 15 Maine state website,

5 AND TESTING Q5: If you answered yes to Q4, which of the following restrictions should apply to young drivers before they pass their test and for a stipulated period after passing their test? All restrictions listed below are used in other countries such as the USA. More than eight in ten respondents who agreed with restrictions said young drivers should have to display P plates after passing their test to show other road users that they are on probation. One-quarter said they should only be allowed to take one passenger. Of those who answered yes to Q4: 84% support a requirement to display P plates, to show a driver is on probation 34% support a curfew preventing young drivers from driving late at night 25% support a limit of one passenger (except family members) Q6: At what age should these restrictions be lifted? Nearly three-quarters of respondents (71%) who agreed with restrictions said restrictions should not be lifted until drivers are at least 21. Of those who answered yes to Q4: 4% said restrictions should be lifted at age 18 6% said restrictions should be lifted at age 19 15% said restrictions should be lifted at age 20 44% said restrictions should be lifted at age 21 26% said restrictions should be lifted at age 25 Figure 2: Age respondents thought young driver restrictions should be lifted Percentage CASE STUDY Age Gemma Butler, aged 17 Gemma Butler, 17, died when the car she was in crashed at high speed into railings. She was being given a lift home from her part-time job as a pub waitress. The 18- year-old driver was found guilty of causing death by dangerous driving and was sent to prison for three-and-a-half years. Do you think drivers should have to undertake further training and testing? THE FACTS PASS PLUS According to the Driving Standards Agency (DSA), one in three drivers is involved in a crash in their first two years of driving. 16 Pass Plus is a training course for new car drivers run by the DSA. It is delivered by driving instructors over a minimum of six hours of extra lessons. The course covers driving: in towns; in all weathers; on rural roads; at night; on dual carriageways; and on motorways. There is no test. Driving is assessed by an instructor as each module is undertaken. The course must be taken within a year of passing the driving test. Some insurance companies give discounts to drivers who pass the course. In , 15% of those who took the practical driving test went on to take Pass Plus. 17 For more information on Pass Plus, contact the DSA via its website ( or on Q7: Do you think Pass Plus (a course run by the Government which gives newly-qualified drivers extra training in difficult driving conditions such as at night, in bad weather and on motorways) should be compulsory? Pass Plus is not compulsory in the UK and less than one in six newly-qualified drivers take it. 17 Yet the vast majority of respondents - nearly four out of five - thought Pass Plus should be compulsory. 79% said Pass Plus should be compulsory 16% said Pass Plus should not be compulsory 5% did not answer Q8: Do you think all drivers should have to regularly pass an eyesight test? If so, how frequently? Two-thirds of respondents (66%) think drivers should have to pass an eyesight test at least every five years. 21% said drivers should have to pass one every 10 years 41% said drivers should have to pass one every five years 25% said drivers should have to pass one every two years 10% said drivers should not have to pass one Figure 3: Should drivers have a regular eyesight test? No 10% Did not answer 2% Yes, every two years 25% CASE STUDY Keith Hardman, aged 27 Keith Hardman, 27, was killed when a young car driver pulled out of a drive in Ormskirk, Lancashire, into Keith s motorbike on 29 May The driver, who had held her licence for less than a year, knocked Keith onto the other side of the road and into the path of an oncoming bus. Yes, every ten years 21% 16 Arrive Alive section, (DSA, 2004) 17 Annual Report and Accounts (DSA, 2004) Yes, every five years 41% 3

6 The Green Flag Report on Safe Driving 2004/5 PART THREE DRIVING TUITION AND TESTING THE FACTS EYESIGHT By law, drivers must be able to read a number plate at 20.5 metres, wearing glasses or lenses if needed. Drivers must be able to see clearly at night, and not suffer from blurred or tunnel vision. If a driver does not meet these requirements they are breaking the law and invalidating their insurance. It is a criminal offence not to notify the Driver and Vehicle Licensing Agency (DVLA) of an eyesight condition that could affect your driving, such as cataracts or glaucoma. Your eyesight can also be affected by tiredness and drinking alcohol (even amounts below the legal limit). Research conducted by Specsavers Opticians shows one in four drivers would fail an eye test. 18 Q10: Have you received any practical driver training (driving with an advanced driving instructor next to you) since passing your driving test? Advanced driver training can help drivers develop their skills and hazard awareness, significantly reducing their chance of being involved in a crash. Yet less than a quarter of respondents (23%) have received any additional training since passing their driving test. 75% have not received additional training 23% have received additional training ADVICE FOR DRIVERS - EYESIGHT Get your eyes tested at least every two years, or sooner if you notice a deterioration, especially if you are over 50. Eyesight can deteriorate without you knowing it. If you wear glasses or lenses, never drive without them. Keep a spare pair of glasses or lenses in your vehicle if you are prone to forget. If you wear glasses, ask your optician about anti-reflection coatings, which can help cut down glare when driving at night. Q11: If no, do you think the standard of your driving would benefit from more training? More than half of respondents who have not received additional training feel that their driving would benefit from it, suggesting that a large number of respondents do not feel entirely confident about their ability to drive safely. 54% thought their driving would benefit from additional training 44% did not think their driving would benefit from additional training Q9: Do you think all drivers should be required to re-take their driving test on a regular basis? Nearly half (47%) of respondents said drivers should have to re-take their driving test at least every 10 years. 34% said drivers should have to re-take their test every 10 years 11% said drivers should have to re-take their test every five years 2% said drivers should have to re-take their test every two years 51% said drivers should not have to re-take their test Figure 4: Should drivers have to re-take the driving test on a regular basis? No 51% Did not answer 2% Every ten years 34% THE FACTS ADVANCED DRIVER TRAINING Once a driver has passed their driving test, they can continue their training, and be further assessed, through an advanced driver training programme. For example, the Institute of Advanced Motorists offers an advanced driving test, covering different road types, such as rural roads and motorways, and looking for skills such as observation and co-ordination. According to the Royal Society for the Prevention of Accidents, drivers are 20% less likely to be in a crash if they have been trained to advanced standard. 19 Training can make driving less stressful and reduce the wear and tear on a vehicle through improved driver skills. It may also lower insurance premiums. Many fleet managers assess and further train their drivers to ensure they are not putting themselves and other road users at risk. This is good practice. A variety of courses for fleet drivers, on topics such as parking and manoeuvring, the use of ABS brakes, and becoming familiar with foreign roads, are available. A list of advanced trainers is provided in a free information sheet produced by the Fleet Safety Forum, a division of Brake. Hiring a driver assessor and trainer can be ordered by calling Every five years 11% Every two years 2% 4 18 Research by ACCESS Omnibus Surveys in 2002, as quoted on 19 Advanced test section, (RoSPA, 2004)

7 VEHICLE MAINTENANCE Have you read the Highway Code since passing your test? Q12: The Highway Code is regularly updated. Have you read the Highway Code since passing your test? The Highway Code is the Government s official guidance on using the roads. It helps all road users drivers, pedestrians, cyclists and horseriders improve their safety and abide by the law. It is regularly updated to include changes in the law and yet more than half of respondents have not read the Highway Code since they passed their test. 57% have not read the Highway Code since they passed their test 41% have read the Highway Code since they passed their test THE FACTS THE HIGHWAY CODE The latest edition of the Highway Code was published in May 2004 and is strongly recommended by the Department for Transport. It is regularly updated to cover changes in the law such as the law banning the use of hand-held mobile phones while driving, introduced in December The Highway Code is available from most bookshops, including The Stationery Office online bookshop, for 1.49 (+p&p). An interactive version on CD-ROM is available for 6.99 (+ 1.50p&p) by calling Brake on How often do you check your vehicle s windows and mirrors? Q14: How often, on average, do you check, before driving off, that all your vehicle s windows and mirrors are completely clean and clear? Having clean, clear windows and mirrors is essential for safe driving. Yet nearly one in five respondents say they rarely or never check. Only a third of respondents check their windows and mirrors are clean and clear before every journey. 35% check windows and mirrors every time 35% check windows and mirrors most times 9% check windows and mirrors about half the time 14% rarely check windows and mirrors 5% never check windows and mirrors Figure 6: Frequency respondents checked windows and mirrors Rarely 14% Never 5% Did not answer 2% Every time 35% How often do you drive? About half the time 9% Most times 35% Q13: How often, on average, do you drive? More than seven in ten respondents drive every day and only one in ten drive once or twice a week or less. 71% drive every day 18% drive nearly every day 7% drive once or twice a week 1% drive once or twice a month 1% drive less than once a month 1% did not answer THE FACTS WINDOWS AND MIRRORS The Vehicle and Operator Services Agency (VOSA) publishes the results of MOT tests. Of vehicles tested at MOT stations in 2003/4, an unclear driver s view was given as the reason for failing 5% of cars and 6% of vans. 20 ADVICE FOR DRIVERS WINDOWS AND MIRRORS Clear windows and mirrors of dirt, fog and ice before driving and do not put stickers on the windows. The windscreen washer bottle needs to be kept topped up. A car can fail its MOT if the washer bottle is empty. Figure 5: How often people drive Once a week, check the wiper blades (front and rear) for cuts and tears, and have them replaced if they look worn or are not clearing the screen well. Percentage every day nearly every day once or twice a week once or twice a month less than once a month If you are thinking about modifying your car, be aware that tinted windows can be a safety hazard and that there is a legal limit on the amount of tinting allowed. Tinted glass restricts vision, particularly at night, which could prevent a driver seeing pedestrians or other road users. The windscreen must allow at least 75% of light to be transmitted through it, and light transmitted through the front side windows must be at least 70%. VOSA has equipment which can test the amount of light Effectiveness Report 2003/4, (VOSA, 2004) 21 Tinted windows Your questions answered (VOSA, 2004) 5

8 The Green Flag Report on Safe Driving 2004/5 PART THREE VEHICLE MAINT How often do you check your vehicle s tyres? Q15: How frequently do you check that all your vehicle s tyres have legal tread depth, the right tyre pressure and there are no worrying cracks or bulges? Tyres are a vehicle s only point of contact with the road. Poorly maintained tyres can lead to increased fuel consumption and fatal crashes. Yet only three in ten respondents perform a tyre check on their vehicle at least once a fortnight. Nearly one in ten only check their tyres every six months or less often and almost one in sixteen never check at all. 4% check before every journey 28% check between once a week and once a fortnight 32% check between once a month and once every three months 9% check between once every six months and once a year 6% never check 20% rely on someone else to check their tyres for them Figure 7: Frequency respondents checked their tyres Rely on someone else 20% Never 6% Once every 6 months/ once a year 9% Did not answer 2% Before every journey 4% Once a week/ once a fortnight 28% Once a month/ once every 3 months 32% THE FACTS TYRES Before setting off on each journey, check all tyres for cuts, cracks, bulges or other damage. If you find any, consult your garage immediately. Check tyre pressure weekly, when the tyres are cold, at a garage or using a hand-held tyre pressure gauge. Incorrectly-inflated tyres wear out more quickly and lead to higher fuel consumption. The correct pressure will be written in a vehicle s handbook and sometimes on the inside of a vehicle s door. At least once a month, check the tyre tread. The legal minimum is 1mm for motorbikes and commercial vehicles and 1.6mm for cars and vans, but any tyre less than 3mm may be dangerous in wet or icy conditions. Car tyres have tread wear indicator bars to help you check tread against the legal minimum. Never buy part-worn or second-hand tyres. CASE STUDY Simon Scotton, aged 24 Simon Scotton, 24, died when the minibus he and his friends had hired crashed on the A41 Berkhamsted bypass in Hertfordshire on 21 July The crash happened when a faulty tyre blew, causing the minibus to overturn. The driver of the minibus, Zafar Aqbal, was sentenced to 21 months for causing death by dangerous driving and bus owner Mohammed Yaqoob was found guilty of manslaughter and jailed for four years. Aqbal admitted he had not checked the tyres on the day of the crash. BBC online, 4 June 2004 Q16: If you answered above that you rely on someone else to check your tyres for you, how frequently does this person do this for you? One in five respondents said they relied on someone else to check their tyres and these respondents were much less likely to have their tyres checked on a weekly or fortnightly basis. A third of respondents who relied on someone else only had their tyres checked every six months or less often. 2% said before every journey 14% said between once a week and once a fortnight 49% said between once a month and once every three months 33% said between once every six months and once a year THE FACTS TYRES Incorrectly inflated tyres, bald tyres and damaged tyres are dangerous, and it is vital that routine checks and maintenance are carried out. Badly maintained tyres can lead to fatal crashes. A driver can be fined 2,500 for each tyre found to be illegal on their vehicle. How often do you check your vehicle s oil and water? Q17: How frequently do you check that your vehicle s oil and water levels are correct? Only a quarter of respondents (27%) check their oil and water levels at least once a fortnight. 5% check before every journey 22% check between once a week and once a fortnight 39% check between once a month and once every three months 7% check between once every six months and once a year 3% never check 20% rely on someone else to check their oil and water levels for them 6

9 NANCE Figure 8: Frequency respondents check their oil and water levels Rely on someone else 20% Never 3% Once every 6 months/ once a year 7% Did not answer 3% Before every journey 5% Q18: If you answered that you rely on someone else to check your oil and water levels for you, how frequently does this person do this for you? Similarly to those who rely on others to check their tyres, respondents who rely on others to check their oil and water levels (20%) tend to have them checked less often than those who do it themselves. 0% said before every journey 17% said between once a week and once a fortnight 53% said between once a month and once every three months 28% said between once every six months and once a year ADVICE FOR DRIVERS - OIL AND WATER CHECKS Look underneath the vehicle before setting off on every journey, to check for oil and water leaks. Once a week, when the engine is cold and the vehicle is parked on level ground, check the engine oil level. The level should be between the maximum and minimum level indicators. Overfilling the engine oil can also cause problems. The water levels in the battery also need to be checked weekly. This can be done by removing the screw tops on the battery and making sure the electrodes are covered with water. Some batteries are sealed and can be checked by looking at the coloured indicator on the top of the battery. Check the vehicle s handbook for a guide on what the colours mean. How often do you check your vehicle s lights and indicators? Q19: How frequently do you check that all your lights and indicators are working properly? (e.g. by asking someone to stand outside your vehicle while you turn the lights on and off, or by reflecting your lights onto a surface you can see) Faulty lights and indicators can be lethal. Only one quarter of respondents said they check their lights and indicators at least once a fortnight and almost one in eight never check at all. 5% check before every journey 23% check between once a week and once a fortnight Once a week/ once a fortnight 23% Once a month/ once every 3 months 39% 8% check before every journey 17% check between once a week and once a fortnight 29% check between once a month and once every three months 14% check between once every six months and once a year 12% never check 16% said they rely on someone else to check their lights and indicators for them Figure 9: Frequency respondents check lights and indicators Percentage Before every journey Between once a week or once a fortnight Between once a month or once every 3 months Between once every 6 months and once a year Never check Rely on someone else Did not answer Q20: If you answered above that you rely on someone else to check your lights and indicators for you, how frequently does this person do this for you? Those who rely on others to check their lights tend to have them checked less often. 0% said before every journey 12% said between once a week and once a fortnight 41% said between once a month and once every three months 44% said between once every six months and once a year ADVICE FOR DRIVERS - LIGHTS AND INDICATOR CHECKS Check your lights are clean and bulbs have not blown at least once a week, with the help of a friend if necessary or by shining your lights against a wall at night. Check lenses are not faded, smashed or cracked. If they are, they should be replaced as soon as possible. Carry spare fuses and bulbs in the vehicle in case one blows while on a journey. 7

10 The Green Flag Report on Safe Driving 2004/5 PART THREE VEHICLE MAINTE Checking for yourself The vast majority of respondents who said they rely on others to carry out maintenance checks were women. Drivers who rely on others to check tyres, oil, water, lights and indicators are putting both themselves and others at risk. The results of this survey consistently show that reliance on others means checks tend to be carried out much less often. This suggests that many women drivers need to take responsibility for vehicle maintenance, as they are clearly being let down by those they rely upon, with possibly fatal consequences. Checks on tyres: only 10% of drivers who rely on others to check their tyres have them checked at least once a week, compared to 21% of drivers who check their tyres themselves. 85% of those who rely on others to check tyres are women. Checks on oil and water: only 11% of drivers who rely on others to check their oil and water levels have them checked at least once a week, compared to 23% of drivers who check their oil and water levels themselves. 83% of those who rely on others to check oil and water are women. Checks on lights and indicators: only 7% of drivers who rely on others to check their lights and indicators have them checked at least once a week, compared to 23% of drivers who check their lights and indicators themselves. 76% of those who rely on others to check lights and indicators are women. How often do you have your vehicle s brakes checked? Q21: How often do you get your brakes checked by a qualified mechanic? Brakes in good working order are essential to the safety of vehicles. More than half of respondents rely on their annual service to get their brakes checked, despite the fact that brakes can deteriorate within a year. 5% get their brakes checked every month or two 21% get their brakes checked every three to six months 57% rely on their annual service prior to their MOT to get their brakes checked 5% rely on their MOT to get their brakes checked 8% said they, or someone in their family, has mechanical knowledge and regularly checks the brakes Figure 10: Frequency respondents get their brakes checked by a qualified mechanic Me/Someone in my family checks 8% Rely on MOT 5% Did not answer 3% Every month or two 5% Every three to six months 21% Q22: If you answered that you rely on an annual service, do you know the percentage of wear on your brake pads (sometimes called linings on large vehicles) at the time of your last service? It essential that drivers check with their garage at annual service how long it will take their brake pads to wear down. It may be the case that brakes are in a good enough condition to pass the MOT, but will not last for a full year and could become dangerously worn before the next service. Yet only a quarter of respondents knew the percentage of wear on their brake pads at the time of their last service. This means that three-quarters of respondents could not be sure that their brakes were in a safe condition. 24% knew the percentage of wear 70% did not know the percentage of wear 6% did not answer Figure 11: Percentage of respondents who knew the percentage of wear on their brake pads at the time of their last service Did not know percentage wear 70% Did not answer 6% Knew percentage wear 24% Q23: If your brakes were checked today by a qualified mechanic, are you confident that they would be found to be in good working order? Although most respondents said they relied on their annual service to check their brakes, and the vast majority of those did not know how worn their brakes were, more than eight out of ten respondents said that they were confident their brakes were in good working order. This shows a shocking complacency among respondents about one of the most important safety-critical components on a vehicle. More than one in seven admitted they were not confident their brakes were in good working order. 83% were confident their brakes were in good working order 15% were not confident Figure 12: Percentage of respondents confident their brakes were in good working order Not confident 15% Did not answer 2% Confident 83% Rely on annual service pre-mot 57% 8

11 ANCE THE FACTS BRAKES Of all vehicles tested at MoT stations in 2003/4, 5.7% of motorbikes, 11.1% of cars and small vans, 14.9% of large vans, 7.7% of buses and coaches, 29.2% of trucks and 37.6% of truck trailers failed due to a problem with their brakes. In roadside spot checks and fleet checks carried out by the Vehicle and Operator Services Agency, 7.8% of prohibition notices for trucks, 24% of notices for truck trailers and 4.7% of notices for bus and coaches were for brake problems. 22 ADVICE FOR DRIVERS - BRAKES Before setting off on a journey, check the brakes appear to be working properly. Drive forward at a slow speed for a short distance, on a flat surface, then apply the brakes firmly when there is no-one behind the vehicle. If you have any passengers, check they are belted up and warn them that you are going to check the brakes first. Do not drive a vehicle if a brake problem is suspected. Always use expert mechanics and garages to get your brakes checked. When your vehicle is serviced, ask your garage about the state of safety-critical components such as brakes. For example, if your garage notices your brakes are slightly worn, but not worn out, they may not mention it to you even if your brakes are unlikely to last until the next service. If possible, use a modern vehicle, as modern braking systems are more effective and less likely to fail. b) your oil or water levels were wrong? 9% said yes c) you had one or more broken lights and it was dark? 10% said yes d) you had one or more broken indicators? 3% said yes e) your brakes were in poor working order? 4% said yes f) your windows or mirrors were not clean or clear? 27% said yes What is the minimum legal tyre tread depth? Many respondents were not only complacent about frequently checking and maintaining their tyres, but also lacking the knowledge which would allow them to carry out proper checks in the first place. Less than a third (31%) knew the minimum legal tyre tread depth. Q25: What do you think is the minimum legal tyre tread depth for the vehicle you drive most often? a) car and van drivers only 32% correctly identified the minimum depth as 1.6mm CASE STUDY Dennis Pretlove, aged 66 Dennis was killed on 22 November 1995 when his car was hit by a truck with defective brakes. He was taking two children to school when the crash happened at Newlands Corner, Surrey. He was killed instantly and one of the children was badly injured, as was the driver in the car behind. The grief felt by Dennis s wife Angela, and other members of his family, is immense. Have you ever driven knowing there was a problem with your vehicle? As well as most respondents admitting to infrequently checking safety-critical components on their vehicle, a huge proportion (46%) admitted being willing to drive even when they knew there was a potentially dangerous mechanical problem. Q24: Within the past 12 months, have you driven, even once, when you knew that: a) your tyres were defective (with worn tread, the wrong pressure, or cracks or bulges)? 11% said yes b) truck and bus drivers only 25% correctly identified the minimum depth as 1mm c) motorbike and moped riders none correctly identified the minimum depth as 1mm Figure 13: Percentage of different groups of drivers/riders who correctly identified the minimum legal tyre tread depth for the vehicle they drive most often Percentage Car/van drivers Truck/bus drivers 22 Effectiveness Report 2003/4, (VOSA,2004) Motorbike/moped drivers Correct Incorrect 9

12 The Green Flag Report on Safe Driving 2004/5 PART THREE CRASH PROTECT How often do you check your head restraints? Q26: How frequently do you check, before driving off, that your head restraint and those of any passengers are properly adjusted for safety? Properly positioned head restraints can save you from crippling whiplash injuries and even a broken neck in a crash, by preventing your head from flying backwards. Yet only one in eight respondents check their head restraints before every journey and nearly a third never check at all. 13% check every time 14% check most times 7% check about half the time 30% rarely check 31% never check 2% do not have head restraints ADVICE FOR DRIVERS - HEAD RESTRAINTS Head restraints should be immediately behind (ideally touching) the head, with the top of the restraint level with the top of the head. Check the positioning of all vehicle occupants head restraints before setting off on every journey. Check vehicles head restraint ratings when buying a new vehicle. Thatcham, an independent research centre, tests and rates the effectiveness of head restraints in cars at preventing whiplash and includes ratings on their website, Do you and your passengers always wear a seat belt? Q28: Within the past 12 months, have you always belted up? About one in eight respondents (12%) fail to belt up on every journey. Q27: What is the correct height for a head restraint? Nearly two-thirds of respondents (65%) did not know the correct height for their head restraint. Even among respondents who checked their head restraint before every journey, the majority (56%) did not know how the restraint should be positioned for safety. This means that only 6% of all respondents checked their head restraint before every journey and knew the correct position. 35% said the top of the head restraint should be level with the top of the head 23% said the top of the head restraint should be level with the top of the ears 7% said the top of the head restraint should be level with the neck 30% did not know 5% did not answer 85% always belt up 9% belt up most of the time 2% only occasionally belt up 1% never belt up Figure 14: Frequency that respondents belt up Never 1% Did not answer 3% Occasionally 2% Mostly 9% Always 85% THE FACTS HEAD RESTRAINTS Correctly-positioned head restraints help prevent whiplash by stopping vehicle occupants heads moving backwards violently in a crash. According to insurance claims data, whiplash affects approximately 250,000 people a year. 23 Q29: If you don t belt up, why not? Wearing a seatbelt can save your life, no matter what the length of your journey. Yet the most common reason for not belting up is only making a short journey. Of the 12% of respondents who said they do not always belt up: 41% said they don t belt up on short journeys 14% said they don t belt up because seat belts are uncomfortable 8% said they thought they shouldn t have to belt up 5% said they didn t need to because they drive carefully 5% said they don t belt up because seat belts crease their clothes 24% gave another reason for not belting up Some respondents gave more than one reason for not belting up. The correct head restraint position. Source: Hall J, Whiplash 2003 Conference, Bath (Association of British Insurers, ABI Initiatives, Lyons Davidson Solicitors, 2003)

13 ION Q30: When you drive with adult passengers do you ensure they belt up? Unrestrained back seat passengers risk killing both themselves in a crash and anyone sitting in front by slamming into the back of their head. It is therefore essential for safety that drivers check all passengers are belted up front and back before every journey, yet more than a quarter (26%) of respondents do not always do so. 71% always check before setting off, and will not set off before everyone is belted up 22% sometimes check and sometimes ask adult passengers to belt up, but not always 4% know adult passengers don t belt up in their vehicle and they don t ask them to Figure 15: Frequency that respondents ensure adult passengers belt up Never 4% Did not answer 3% Q31: Within the past 12 months, have you carried children as passengers? 39% frequently carried children as passengers 32% occasionally carried children as passengers 26% have not carried children as passengers Q32: If you answered yes to the previous question, have the children always worn a seat belt, or been buckled up in a child seat appropriate for their weight and height? 95% said their child passengers have always been properly restrained 2% said their child passengers have not always been properly restrained 2% said they were not sure if their child passengers were always properly restrained Sometimes 22% Always 71% 1% did not answer THE FACTS SEAT BELTS Seat belts reduce the chance of serious injury or death in a crash by preventing people being thrown out of their seat on impact. The Department for Transport (DfT) estimates that wearing seat belts in front seats saves more than 2,200 lives a year. 24 Seat belts in the back of vehicles are also vital as well as the risk to themselves, unbelted passengers in the back can be thrown forwards and kill a person in front. The law on seat belts in cars states they must be worn in the front and, if available, in the back of the vehicle. The rules for other vehicles are slightly different and details are available from or the Royal Society for the Prevention of Accidents at However, given the importance of seat belts in saving lives it makes sense to go further than legal requirements and wear them at all times. Drivers are obliged to ensure passengers younger than 14 belt up, and could be fined up to 500 if children are unbelted. CASE STUDY Karen Thomason, age 31 Karen died on 10 December 1986 following a crash on London s north circular road near Edmonton. She suffered severe head injuries when the driver of a van crashed through the central reservation, throwing Karen, a passenger in the van, head-first through the windscreen. She was not wearing a seat belt. She had two children, Nicola and Steven, who were 12 and five when she died. THE FACTS CHILD RESTRAINTS Child restraints include baby seats, child seats, booster seats and booster cushions. These significantly reduce the risk of death or injury to children in a crash by keeping them in their seats. The law says that children must be restrained in the front seat and if under three years old this must be in a child restraint. Other children must use the appropriate restraint if available in the front or back of the vehicle. ADVICE FOR DRIVERS - CHILD RESTRAINTS Ensure children are always restrained in a special restraint (either a child seat or booster seat) that is appropriate for their size and weight until they are about 150cm (5ft) tall (usually when a child is about age 11). Until then, an adult belt will not fit properly. Ensure child restraints fit your vehicle properly and always carefully follow the manufacturer s fitting instructions. Use a child restraint with the BS Kitemark or United Nations E mark, and never buy one second-hand. Further information on fitting and using child restraints is available from road safety officers, who can be contacted through local councils, or from and 24 Seat Belts: Seat Belts and Child Restraints, (Department for Transport, 2002) 11

14 The Green Flag Report on Safe Driving 2004/5 PART THREE CRASH PROTECTION CASE STUDY Adam Barnes, 8 months Eight-month old Adam Barnes was thrown through the window of his grandmother s car when it was in a crash in Leeds in June He flew through the rear passenger side window and stopped breathing. Although he was revived, he needed treatment for a variety of injuries including a fractured skull and a broken leg. He was not restrained in a child seat. CASE STUDY Daniel Sheward, 7 months Yorkshire Post, 13 June 2003 Seven-month-old Daniel Sheward died of a serious head injury following a road crash in Worcestershire on 26 May His head hit the dashboard of the car when it crashed with a minibus whose brakes had locked. The coroner in the case said the death would have been very unlikely if the baby seat in which Daniel was travelling had been fitted correctly. BBC News online, 3 May 2001 What would make you take more care on the road? Q33: Which of the following would persuade you personally to take more care on the road? More than half of respondents said more visible traffic police would persuade them to take more care on the roads. This suggests that a reverse in the current trend of falling numbers of traffic police could be effective in saving lives on the roads. Nearly four in ten said tougher penalties for traffic offences would be effective. 53% said more visible traffic police 38% said tougher penalties for traffic offences 33% said more Government advertising on road safety 22% said more enforcement cameras 11% did not answer What penalty would you give the driver of a badly maintained vehicle who killed someone? Q34: Thinking theoretically, if you had to decide how the legal system should punish a driver whose vehicle was so badly maintained that they killed someone, what penalty would you give them? Nearly a quarter of respondents would give a driver who killed due to a poorly-maintained vehicle more than 15 years in jail. Nearly two-thirds said the driver should be given at least five years in jail. Just 3% thought they should just get a fine and no jail term, yet frequently drivers and operators of faulty vehicles that kill get away with just this. 3% said no jail term - just a fine 5% said up to six months in jail 9% said six months to two years in jail 15% said two to five years in jail 23% said five to 10 years in jail 17% said 10 to 15 years in jail 23% said more than 15 years in jail 5% did not answer Respondents were adamant that a driver who kills due to a faulty vehicle should go to jail. Yet even among the respondents who said such a driver should get more than 15 years in jail, close to half (45%) admitted consciously putting lives at risk themselves by driving when they knew something was wrong with their vehicle. 12

15 GOVERNMENT Recommendations for Government action Brake, with Green Flag Motoring Assistance s support, is forwarding this report to Government with the following recommendations for action by the Department for Transport, the Home Office and the Health and Safety Executive to tackle deaths and injuries caused by young and novice drivers, poor vehicle maintenance and not belting up. For further explanation of any of these policy points, contact Brake. Teaching and testing novice drivers The Government should: Introduce a requirement for all trainee drivers to have a stipulated amount of basic training from a qualified DSA-registered instructor (similar to the CBT which motorbikers are required to take). Review driver theory tests, and ensure they include more questions on road safety awareness, such as risks faced and casualty levels on UK roads, and more challenging questions on key safety topics, including speed, drink and drugged driving, tiredness and child seats. Review practical driving tests, particularly tests for large vehicles, to ensure they reflect the complexity of the job of driving these vehicles. Introduce a graduated driving licence, including a post-test period lasting a year, during which newly-qualified drivers are not allowed to carry more than one passenger, drive at night or on motorways, or drive vehicles with high-capacity engines, without supervision from a qualified driving instructor, and must display a P plate. Introduce a requirement during the one-year probationary period to take Pass Plus. Require a regular re-test for drivers/riders, at a frequency determined through public consultation, but no less than every ten years. Vehicle maintenance The Government should: Fund year-round media campaigns, especially national prime-time TV and radio advertising, on the importance of vehicle maintenance. Review minimum standards within the annual tests for vehicles, to analyse if they are adequate or should be raised. Review safety standards of all basic components, most notably the durability of a) wheel fixings (loose wheels, particularly off commercial vehicles and vans, kill about 10 people a year when they fly off, and there are self-fixing wheel nuts on the market to prevent this happening) and b) older designs of braking systems on some large vehicles (which are in many cases being superseded by electronic disc brakes by many vehicle manufacturers). Following this review, designs deemed potentially dangerous unless unreasonable maintenance schedules are followed, should be banned. Review vehicle safety devices which are claimed to enhance safety levels of vehicles. Beneficial devices should then be stipulated as original equipment by law, on vehicles that would benefit from them. Devices which should be examined include: retarder brakes; reversing devices; conspicuity aids (side and rear); anti-glare windscreens; additional mirrors to tackle blind spots; and additional lights, to name a few. Increase maximum penalties for construction and use offences relating to safety critical components such as worn brakes and tyres. Ensure that the Crown Prosecution Service can easily bring dangerous driving, and permitting dangerous driving, traffic offences against company directors, mechanics and drivers whose actions have directly led to defective vehicles killing and causing injuries. There should also be a review of penalties for convicted individuals to include lengthy prison sentences. Ban the sale and use of all sub-standard spare parts, particularly brake components and other safety critical components. Introduce statutory qualifications for mechanics, to licence them to maintain particular types of vehicles (similar to statutory qualifications for aviation mechanics). Make it an offence to carry out mechanical work on automotive vehicles while unqualified, with a serious penalty for abuse of this law. Introduce a requirement for trailers and large vehicle bodies to meet safety regulations, to be registered and pass an annual test. Require police forces to carry out random vehicle safety checks, particularly in the late autumn and winter, at a level stipulated by the Home Office annually according to compliance levels. Review numbers of VOSA-employed vehicle examiners conducting roadside and on-site checks of large vehicles, in the context of current levels of non-compliance with vehicle regulations, and increase numbers of examiners and stipulated numbers of checks accordingly. Belting up The Government should: Fund year-round media campaigns, especially national prime-time TV and radio advertising, to achieve a 100% belt up rate, with targeted campaigns on the topics of child seats as well as rear and front seat belt wearing, and also aimed at specific high-risk groups, such as truck, van and taxi drivers and passengers. Require taxis to display conspicuous reminders to buckle up it s the law and a recorded voice in taxis reminding passengers to belt up, as in New York. Require taxis to carry baby and child seats, to allow families with young children to use taxis safely. Increase routine enforcement checks by all police forces on seat-belt wearing compliance. Require parents to use new, and appropriately-sized, child seats for children (at present there is no requirement for children of any age to be in a child seat if they are sitting in the rear of a vehicle and there is no available child seat in the vehicle). Consult on the viability of requiring vehicle manufacturers to install devices to prevent their vehicles from starting until the driver is appropriately restrained. Scrap exemptions from seat belt wearing, including those for taxi drivers and delivery drivers. Introduce tough penalties for vehicle owners whose seat belts do not work. Increase fines for non-compliance with seat belt wearing regulations. 13

16 The Green Flag Report on Safe Driving 2004/5 PART THREE For more advice on safe driving, visit Green Flag s website, For advice on safe driving, general information on road safety and details of road safety campaigns and events, including Road Safety Week, call Brake on , brake@brake.org.uk, or visit or For more information on Government campaigns on safe driving, visit the Department for Transport s Think! website, Are you ready to drive? Brake the road safety charity This report was produced by Brake, the road safety charity (charity no ), with assistance from Green Flag Motoring Assistance Brake, January 2005 Research and production: Cathy Keeler, Jools Townsend, Alex McMillan.