Eighteen New Safety Systems Heading for New Cars

In July the Department for Transport published its response to January’s consultation on making a package of safety technologies compulsory for new vehicles in Great Britain. The answer is that it’s going ahead. All 18 technologies will be required on new mass-produced cars, vans, lorries and buses approved under the GB type approval scheme.

Most of these systems are already required in the EU, and in Northern Ireland. The UK helped write the rules but left the EU before they took effect, so they never applied here. The government wants to cut collisions and casualties, bring GB into line with Northern Ireland and Europe so manufacturers aren’t building two specifications, and reduce trade friction.

The 18 technologies

Watching the driver:

1. Advanced distraction warning: spots when your attention leaves the road

2. Drowsiness and attention warning

3. Intelligent speed assistance: tells you the limit and warns when you exceed it

Seeing other road users (aimed mainly at lorries and buses):

4. Blind spot information system

5. Moving off information system: warns of pedestrians or cyclists close in front when pulling away

6. Direct vision: cab design that lets lorry drivers see more directly

7. Reversing motion awareness

Stepping in when things go wrong:

8. Emergency braking for vehicles

9. Emergency braking for pedestrians

10. Emergency braking for cyclists

11. Emergency lane keeping

12. Emergency stop signal: brake lights flash under hard braking

Protecting people in a crash:

13. Frontal full-width impact standards

14. Frontal offset impact standards

15. Pole side impact standards

16. Pedestrian windscreen impact standards

Keeping an eye on the vehicle:

17. Tyre pressure monitoring

18. Event data recorder

The legislation hasn’t been made yet, so there are no fixed dates. The clock starts when the law comes into force:

• Newly approved models: 12 months later
• All newly registered cars and other complete vehicles: 24 months later (36 months for direct vision and data recorders)
• Vehicles built in stages, such as converted vans: 36 months later (48 months for direct vision and data recorders)

In practice many new cars already have most of these, because manufacturers build to EU standards anyway.

What it means for us

Support in the consultation was broad, but weakest for intelligent speed assistance and emergency lane keeping. Respondents worried about false alerts on rural roads with faded markings, drivers switching systems off in irritation, and over-reliance on automation.

None of this replaces what Roadcraft and the Associate Logbook teaches. Observation, anticipation and planning happen in your head, not in a sensor, and the Highway Code is clear that driver assistance systems don’t reduce your responsibility for controlling the vehicle. Treat these systems as a safety net rather than a co-driver. If you’re buying a new car, spend some time learning what each system does and doesn’t do.

The full government response is on

 GOV.UK:  https://www.gov.uk/government/consultations/mandating-vehicle-safety-technologies-in-gb-type-approval/outcome/mandating-vehicle-safety-technologies-in-gb-type-approval-government-response#consultation-feedback-summary-of-responses or search “Mandating vehicle safety technologies in GB type approval”.

IAM RoadSmart also has a Guide to ADAS (advanced driver assistance systems) here:   https://www.gov.uk/government/consultations/mandating-vehicle-safety-technologies-in-gb-type-approval/outcome/mandating-vehicle-safety-technologies-in-gb-type-approval-government-response#consultation-feedback-summary-of-responses

Group Visit to the British Motor Museum, Gaydon

On Thursday 10th September, around twenty members and guests went to the British Motor Museum at Gaydon, home to the world’s largest collection of historic British cars. Several of us shared cars, so the day was sociable before we’d seen a single exhibit.

The bacon and sausage barm cakes and the tea and coffee went down very well on arrival, and set us up for the morning. We then split into small groups for two guided tours, one of the main museum and one of the Collection. The guides were very interesting. They knew their subject, kept it entertaining and gave us plenty of useful detail on the history of Jaguar Land Rover and the companies that came before it. Afterwards, everyone was free to look around at their own pace.

A good time was had by all. Our thanks go to Mike Kent for organising the day. The photos below give a flavour of it.

RTC Scene Safety and CPR Application

 WGAM Meeting Report - 13th October 2026

Tess Cooper, an Examiner with IAM RoadSmart who previously served as a Sergeant and a Fast Response driver with West Midlands Police, discussed whether it is wise to stop at a road collision and, if you do, some of the many hazards you may not be aware of, which could make you a victim yourself.

Don’t stop on a motorway. Dial 999 and give your location as clearly as you can. If you know an EV is involved, tell them so that the fire service is aware. A modern phone may be able to provide your location. Position your vehicle so that it partially blocks the scene. Think about what may be lying on the ground or still in the air. Before leaving your vehicle, put on suitable protection: hi-vis, gloves, mask and any other protective clothing, and take a fire extinguisher. Dial 999 and ask for an ambulance unless you can be absolutely sure there are no casualties. The call handler is mirrored by a dispatcher, and they will talk you through triage. Keep your phone on speaker and do not hang up. Be as accurate as possible when giving the location of the collision. Put on your hazard lights, lock your vehicle and secure the key. Silent casualties are the ones most likely to need urgent attention. Do not put a casualty in your car. If a vehicle or a person does a ‘runner’, photograph them and the car. Stop anyone smoking. The police are likely to arrive first. Keep well clear as they approach, because they are unlikely to be driving slowly.

If you help seriously injured casualties and you are not a qualified first aider, you may have nightmares afterwards. If so, see your GP for help and guidance.

Paul Hatcher of the Vale of Evesham Community First Responders (VCFR) was our co-presenter. He began by explaining that volunteer first responders are trained to Level 3 by the NHS. When they are on duty, First Responders (FRs) are sent to Category 1 or 2 emergencies if an ambulance will take longer than ten minutes to reach the scene.

The idea of FRs started around 30 years ago. At that time training was very basic, and individuals used their own vehicles when on duty. With a growing population and rocketing demand on the emergency services, it was clearly time to provide proper training and the consumables needed to do the work. There are currently 600 FR volunteers in the West Midlands.

The Vale of Evesham Community First Responders (VCFR) is a fully registered charity, so it has to raise its own funds to pay for everything it needs. That includes defibrillators, vehicles, fuel, and servicing and maintaining those vehicles. To give an idea of the demand on its services, VCFR has attended 270 emergency (999) calls in the last three years.

Paul thought it important to explain that heart attacks and cardiac arrests are two very different things, and that it matters to be able to tell them apart.

A heart attack is the death of part of the heart muscle, and it causes pain. In women this can be back pain or pain between the shoulder blades; in men it is more often in the chest and down the left arm. Other symptoms can include clamminess, sweating, nausea, a raised heart rate and sometimes breathlessness. It is sometimes described as ‘anguish of the soul’: a sense of impending doom, a fear of dying. If you see these symptoms in someone, or have them yourself, dial 999, keep warm and do not eat anything. Tell the ambulance service it is breathlessness and chest pain.

Cardiac arrest: no breathing and no pulse. It may have been caused by an electric shock, so make sure the supply is isolated before you approach the patient.

Once that has been dealt with, open the person’s eyes and touch them to see if they react. Give their earlobe or the back of their neck a hard pinch. Check their breathing. Tilt the head back and look into the mouth to make sure the airway is clear. Shout for help, then dial 999 and ask for an ambulance, explaining the situation and the location. Stay on speakerphone.

The ambulance service will help by giving you the location of the nearest defibrillator and the code to unlock it. Send someone to fetch it and ask them to bring everything in the cabinet. If you are alone, it is better to start cardiopulmonary resuscitation (CPR), even if the defibrillator is very close.

To carry out CPR, kneel at right angles to the patient. The patient must be on a hard surface and below you, because you will be using gravity to help, and CPR is very tiring. Find the centre of the chest, between the nipples. Interlock the fingers of both hands and, using the heel of the lower hand, form a rigid triangle between your straight arms and your body. Press the chest down by 5 to 6 cm, which will be enough to break ribs. This is life or death, so don’t worry about causing injury. Aim for 120 compressions a minute; to help you keep the rhythm, use a song such as ‘Stayin’ Alive’. If other people arrive to help after you’ve sent someone for the defibrillator, show them how to take over from you, as this work is tiring in the extreme.

When the defibrillator arrives, if the patient is still not conscious and not breathing, use it. (While you are doing CPR, the patient may seem to make noises. This is air being forced out of the chest. You will be very aware when they become conscious.)

To use the defibrillator, uncover the patient’s chest and remove any metal jewellery and, if the patient is female, her bra, as any underwiring could cause a problem when the shock is given. Also check for patches on the body and remove them, as certain types of medical patch can explode. Place one pad below the right collarbone and the other on the left side, below the armpit. Make sure everyone, including you, is standing clear. Switch the device on and it will tell you what is about to happen. After the shock, go back to chest compressions. Don’t disconnect the machine, as it may advise further shocks.

For adults, pinching the nose and giving rescue breaths is no longer considered appropriate unless the patient is a close family member, in which case, tilt the head back slightly and pinch the nose when doing so. (If the patient is a child, do give 5 small breaths to every 30 compressions.)

A note passed on from Tess: if you are worried that you might be sued at some point after helping someone, the SARAH Act became law in England and Wales in 2015. The Social Action, Responsibility and Heroism Act 2015 protects people who help others. Nobody has been successfully sued for reasonably giving first aid in good faith.

There is no doubt in my mind that our two presenters gave everyone who attended excellent advice and guidance on what to do if you unexpectedly come across an emergency.

Peter McCree

Mirror, Signal, Manaaaaaaaaaaargh!

A couple of weeks ago, driving from Hereford towards Worcester, I joined a line of traffic behind a large,

slow HGV at the bottom of Fromes Hill. One of the vehicles was a towed caravan, so the overtaking procession took some time when we reached the dual lane section. I was about half way up the hill when it was my turn, and on completion I had a brief conversation with myself as to whether it was worth overtaking anyone else, or, with the 40mph limit looming around the bend, should I just bite the bullet and slot in?

I decided on the latter course of action, reinforced by the fact that a black Audi was flying up the hill behind me, and I didn’t really want to keep him behind me. He must have decided to do what he did at the same time that I indicated and began to move to the left. What happened next you can see on the video.

For those who haven’t come across it, Operation Snap is a National initiative giving drivers the opportunity to submit dashcam footage to their local police force. I’m no snitch, but people such as the Audi driver need to be reminded of their responsibilities to other road users. Within an hour of uploading the video via a simple to use process, I received confirmation that action would be taken. I will not hear anything else unless I am required to be a witness in court - something you have to agree in advance.

A salutary lesson in the use of mirrors, I’m sure you’ll agree.

Mike Kent

 

Navigating the Twilight Shift: Managing Wildlife Hazards on the Road

As advanced motorists, we train ourselves to anticipate human hazards—pedestrians at junctions, emerging vehicles, or distracted drivers. However, one of the most unpredictable risks on UK roads comes from wildlife. There is a strong biological reason why your chances of encountering animals spike dramatically during the early morning and late evening.

Understanding Crepuscular Behaviour

While we tend to categorise animals as either active by day (diurnal) or night (nocturnal), many of the UK's largest wildlife species, particularly deer, are crepuscular. This means they are naturally most active during twilight—the transition periods of dawn and dusk.

During these shoulder hours, cooler temperatures create comfortable conditions for foraging, and the dim light offers natural camouflage from predators. Consequently, animals routinely move between their bedding areas and feeding grounds during these precise windows.

The Conflict with Commuter Traffic

The primary danger arises because these peak wildlife activity times overlap directly with our morning and evening rush hours.

Furthermore, roadside verges often attract animals. Rainwater runoff from the tarmac keeps the grass greener and more succulent than deeper woodland forage, drawing hungry animals right to the edge of the carriageway.

When you introduce headlights into this mix, the risk intensifies. Many animals possess a reflective layer behind the retina called the tapetum lucidum, which amplifies low light to aid their vision. A sudden blast of full-beam headlights can temporarily blind them, causing them to freeze directly in your path rather than flee.

Practical Defensive Driving Strategies

Applying the principles of good observation and anticipation allows you to mitigate these risks effectively:

Look for eye shine: Keep your scanning wide, checking the verges for the distinct reflective glimmer of animal eyes capturing your headlights.

Remember the "plus one" rule: Deer rarely travel alone. If you see one animal cross the road ahead, immediately assume there is a second or third following close behind. Slow down and wait.

Brake, don't swerve: If a collision is imminent, the safest course of action is to brake firmly in a straight line while maintaining control of your steering. Swerving at speed into oncoming traffic or a roadside tree frequently results in a far more severe incident than striking the animal.

By understanding the natural routines of rural wildlife and adjusting your speed to match the limit of your vision, you can ensure that a twilight drive remains safe and controlled.

Blue Lights and Red Lights: What is the Correct Call?

We have all experienced that sudden spike in adrenaline: you are sitting stationary at a red traffic light, sandwiched in by other cars, when a police car appears in your rear-view mirror with its blue lights flashing and sirens wailing. The sirens change tone, clearly indicating that the officer wants to get through.

This scenario frequently sparks debate among motorists—and even among experienced observers. Should you cross the solid white stop line into the red-lit junction to clear a path, or should you stay put?

The Emergency Driver’s View: What Should They Do?

According to Roadcraft: The Police Driver’s Handbook, emergency vehicle operators are trained to manage the psychological pressure their presence creates. When an emergency driver encounters a closed junction or a queue where motorists have no legal or safe options to move aside, the standard procedure is to de-escalate.

Best practice dictates that the police driver should drop back, turn off the sirens (and sometimes the blue lights), and wait for the traffic lights to change naturally. Emergency training dictates that arriving at an incident must never be bought at the cost of causing a fresh collision. Pushing untrained drivers into a live, red-lit junction straddling lanes compromises everyone's safety.

The Motorist’s View: What Must You Do?

The statutory reality for civilian drivers is absolute. Rule 219 of the Highway Code states that you should take appropriate action to let emergency vehicles pass, but explicitly adds that you must do so while complying with all traffic signs.

Ordinary motorists do not possess a statutory exemption to contravene a red traffic light, cross a solid white stop line, or enter a bus lane to clear a path. Doing so is a strict liability offence. If the junction is equipped with an automated enforcement camera, it will trigger, and the courts rarely waive the resulting Fixed Penalty Notice just because you were giving way to a siren.

The only exception to this rule is if a police officer in uniform explicitly and physically signals you forward across the line. A siren or a vague hand gesture from behind a police windscreen does not legally override the red light.

The Advanced Driving Takeaway

As advanced drivers, our priority is always safety and legality over courtesy. If you find yourself in this tight spot during a drive, the correct course of action is to stay calm, keep your vehicle secured, and remain behind the stop line. The emergency driver will adapt their strategy and wait for the lights to turn green.

In summary:

*** Sources: The Highway Code (Rule 219), Roadcraft: The Police Driver’s Handbook.

Group Social Evening​, 12th May 2026 – a great success

Over 40 members and guests turned out for last month’s social evening at Woodgreen Evangelical​ Church, and by all accounts it was one of the better attended events the group has put on. The light​ buffet went down well, there was plenty of time to chat, and the evening had a relaxed, sociable feel that​ made a nice change from our usual format.

The evening opened with the presentation of certificates by our Area Service Delivery Manager, Dave Cox to members who have recently​ passed their​ advanced test. 

Tom Humpage (left) with John Staveley, his Observer (right)

Chris Cutting (centre) with his Observer Huw Roberts(left)

Barnaby Humpage, presented by Dave Cox

Paul Darby (centre) with his Observer John Staveley (left)

Many congratulations to all of them — qualifying as an​ advanced driver takes real commitment, and it was good to mark that achievement in front of the group.​ 

We were also pleased to welcome two IAM RoadSmart Area Service Delivery Managers on the night,​ Dave Cox and Scott Evans. 

Scott gave a short presentation on current IAM RoadSmart initiatives and​ spoke about the value of local groups like ours in delivering on ​ AM RoadSmart’s wider aims — a useful​ reminder of how the work we do locally fits into the bigger picture.

No social evening would be complete without the quiz, and Andrew Burnett’s “not too serious” team quiz​ lived up to its billing — competitive enough to be fun, with no shortage of debate over a few of the​ answers. The winning team went home with model Minis as their prize, which seemed to go down rather​ well.

Overall it was a thoroughly enjoyable evening. Our thanks go to everyone who helped with the​ organisation, especially with the buffet and quiz and to all who pitched in on the evening or simply turned​ up and joined in. If this is the kind of format members would like to see more of, do let ​us know.