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.

Meet the Committee

 From the Chairman, March 2026

We've had quite a number of new members lately, so it's probably a good time to introduce the Committee. 

Phil Ralls - Honorary President 

I joined the Met.Police as a Constable in 1963 having been a Cadet for the previous 2 years. After 4 years 'on the beat' I transferred to Traffic Division during which time I attended Hendon Driving School for Standard, Intermediate and Advanced driving courses and qualified as a Class 1 driver. I  had attended a Lightweight Motor Cycle whilst I was a beat officer and on joining Traffic Division I attended an intermediate and later on an advanced motor cycle course.

In 1973 I transferred to West Mercia Police and after 3 months back on the beat I joined the Traffic Department at Hindlip Hall. Initially I worked on the Motorway but not long afterwards I filled a vacancy on the Motor Cycle section.

I joined the IAM in 1987 and volunteered as an Observer. In 1988 I became an Examiner and held that post until I retired in 2014.

Mike Kent – Chairman

I did my IAM test in 2022 after retiring from 50 years as a helicopter pilot. I learned to fly in the Royal Navy, then spent my civilian existence on North Sea Oil and Gas support, Air Ambulance and Police work. Having been deemed too old to continue at the sharp end aged 60, I spent the rest of my career as a CAA Approved Flight Instructor and Examiner - a role which has provided a seamless transition to that of Observer within WGAM. I count myself very fortunate to still be able to pass on skills and knowledge which hopefully goes some way to making the roads a safer place.

Peter McCree - Secretary

I left formal education to be an apprentice engineer. Completed that and decided sales was more my style as I would have a company car! Construction industry sales then the tool hire industry followed by a safety role in the trade association. A Department of Trade & Industry project travelling the world and ultimately ten years heading the trade association of Industrial & Commercial boiler manufacturers. In addition to my secretarial duties I Observe, and also coordinate the team of "blood runners" for Midlands Air Ambulance.

David Eastwood - Chief Observer

I have been an active member of the Group for over 25 years. I was Group Secretary for three years and, apart from a short break, Chief Observer for ten years. I joined the IAM in the mid 1980s, having trained with the Chorley Group in Lancashire. I moved to Worcester shortly after and joined our Group. From around 2000, I was able to devote more time to Group activities and became a Group Observer. During the mid 2000s, I became a Senior Observer and joined the committee. I became Group Secretary in the early 2010s and in the mid 2010s moved from Group Secretary and became Chief Observer.

Andy Wildman - Treasurer

I was born near Birmingham, moving to Worcester in 1982 & my working life was spent as an engineer in the West Midlands automotive manufacturing industry. I have maintained an interest in vehicle technology & general motoring driving issues, I joined WGAM in 2010 & passed my advanced test in 2011-courtesy of examiner Phil Ralls- our current President! I was appointed to the committee as Group Treasurer in 2014

Andrew Burnett

I became a WGAM committee member and trustee in 2024. Now retired, I was originally a GP and later an NHS consultant and then director of public health. I see enabling people to become advanced drivers a new and interesting aspect of this latter role: it’s about preventing avoidable risks. Now a magistrate, I also see many who’d benefit from improved driving skills; regrettably, it’s apparent a lot don’t learn from an initial judicial system encounter and end up with driving bans through the licence points totting process. I am thus keen to promote advanced driving as widely as possible.

Mark Garnett

I am only 60 but had a brain tumour last year since removed, and now suffer from reduced vision, so probably won’t be able to drive or observe again. My working life was spent in business systems for manufacturing companies. I wasn't particularly a car person until electric cars came along, and I’ve been driving electric since 2016, done around 140,000 miles and saved £18,000 in fuel after paying for the electricity. Advanced driving is a bit like owning your first Apple device. Everyone condemns it out of hand to begin with, but once you've tried it, it suddenly makes sense. 

Glen Hurst

I left school at 15 years of age and went to work on a structured apprenticeship at a well-known machine tool company, supplying machines to the car and automotive firms, both light and heavy engines and sent to firms in UK and Europe.

I have been lucky in as much that I’ve visited many different countries throughout the world, but always on business. I’ve done a lot of driving both on the left-hand side and right-hand side of the road. I worked it out, that I had driven on business, well over 1 1/2 million miles and a lot of that was either very early in the morning or late in the evening. There were several countries that I flatly refused to drive, namely, Tunisia, India, China, and Japan because they are all crazy!

MARK 2 TRIUMPH STAG REGISTRATION 25 TAG

 

Howard Allen talks about his car, a classic Triumph Stag. Howard is A National Observer with the Group and Masters Driver. 

There is nothing quite like the V8 burble from a Triumph Stag.

I purchased this car in 1995  from a garage in Bledlow Ridge Oxfordshire.

It had only covered 44,000 miles then, 3,000 of which had been covered by the owner over a period of 15 years. Even now it has covered only 85,000 miles 

Although registered in April 1974 it was actually built on 28th October 1973 qualifying it as an Historic Vehicle  and thus zero Vehicle Excise Duty and MOT Exempt, although I ensure it is tested every year.

It is an original Home Market model, finished in New White with Black Upholstery and Hood, and it was supplied with the following Factory Optional Equipment:- Heater, inertia Seatbelts, Overdrive, Tinted Laminated Windscreen, Hardtop, and 185x14 tyres.

A lot of criticism has been levied against the Stag for overheating and timing chain failure.There is nothing fundamentally wrong with the 3 litre V8 Triumph engine , it is in effect two Dolomite engines grafted together. Lack of maintenance procedures from the Manufacturer are  the main causes  for  such failures. Antifreeze should be used all year round to prevent corrosion of the Aluminium Heads and timing chains should be renewed every 25,  to 30,000 miles, otherwise they stretch or snap wrecking the engine.

My particular car has been on the back of a breakdown lorry four times, clutch slave cylinder, water pump, petrol pump and oil filter failures, nothing to do with the design of the engine.

The car is totally original except for normal running repairs, starter motor, steering rack etc, and other than minor paint touch ups the paintwork and interior trim  are as they came out of the factory.

Spares are readily available from a number of Specialist Firms and Classic car insurance on Agreed Valuation and restricted mileage basis can be as little as £125 per annum, fuel consumption is an unimpressive 21 mpg, but if you only do a couple of thousand miles a year it's not a great expense in the whole scheme of things.

Although the car does not get used during the Winter it has been taken abroad for classic car events and Club trips.

I purchased the interesting registration 25 TAG  at a DVLA auction in 2013, which is particularly appropriate for a Mark 2 Stag.

The Art of Mechanical Sympathy: Mastering the Manual Gearbox

 With thanks to Gordon Morrison for letting us use his original material

A hallmark of an advanced driver is the ability to maintain a vehicle as a stable platform. While we often focus on smooth steering and progressive braking, one of the most common sources of instability is the engine itself. 

Truly advanced driving requires "mechanical sympathy"—the art of managing engine momentum to ensure that gear changes do not unbalance the chassis.

Understanding Kinetic Energy and Balance

Every moving part in your engine has mass and momentum. When you change gear, you are essentially asking the vehicle to reconcile the difference between the engine’s rotational speed and the road wheels' speed. If these are not matched, the car will "lurch" or "squat," transferring weight and potentially reducing the tyre’s contact patch efficiency. We call this pitching, a fore-and-aft movement caused by sudden acceleration or engine braking. What we are looking for is stability, a balanced car that is distributing its weight evenly, providing maximum grip and passenger comfort.

The Upshift: Timing the Decay

When changing up (e.g., 3rd to 4th), the engine speed must drop to match the higher gear. The secret is timing. If you re-engage the clutch exactly as the revs naturally decay to the required RPM, the transition is seamless. Re-engaging too early forces the car to "drag" the engine down; waiting too long forces the car to "pull" the engine up. Both scenarios cause an avoidable longitudinal jolt.

The Downshift: The "Rev Match"

Downshifting is more complex because the engine speed must increase. By finishing your braking first, your right foot is freed to press the accelerator while the clutch is depressed. This raises the engine’s RPM to match the lower gear’s requirements. The Benefit is that you avoid using the clutch as a "brake" to drag the engine speed up. You avoid excessive "coasting" (travelling with the clutch depressed for extended periods) and ensure that the car remains balanced.

Why Synchromesh and Reve Matching Technology Isn't Enough

Manual gearboxes (apart from very old classics)  have synchromesh to prevent "crunching" gears, but they do not match engine speed to road speed—that is the driver’s job. Relying on a slow clutch release to mask a speed mismatch is a common habit that leads to instability and unnecessary wear. By mastering the rev-matched change, you gain the flexibility to select the correct gear at the precise moment it is needed, ensuring your progress remains swift, smooth, and unobtrusive. This is particularly important at speeds above about 20mph.

Some more recent manual cars will automatically rev match when the lower gear is engaged, but the timing of the gear change and lifting of the clutch is crucial for this feature to function properly.

Quick Reference: Managing Engine Momentum

To achieve a seamless transition, your goal is to synchronize the engine's revolutions per minute (RPM) with the vehicle's road speed for the gear you are selecting.

Experiences on the Roads of India

 The highlight of the recent Member’s meeting was a talk given by Committee member Andrew Burnett about his experiences on the roads of India. The overall impression was that all rules are open to interpretation, or simply ignored most of the time. The picture which sticks in my mind is that of a family of five - Mum, Dad, 2 kids and presumably Grandma - riding a relatively small motorbike without a single helmet between them!

 

Not quite five but you get the picture

Rural Road Safety Report & Code

 NFU Mutual  have recently produced a code for driving on rural roads. The Code follows a survey that they carried out a year or so ago. 

According to NFU Mutual, collisions on rural roads are around four times more likely to result in deaths than collisions on urban roads. In 2023 the 969 rural deaths corresponded to “an average of one in every 32 collisions” being fatal — versus one in every 122 on urban roads. This prompted NFU Mutual to publish a guidance code — the Code for Countryside Roads — targeting drivers, cyclists, horse-riders, walkers and other countryside road users. 

Graphics courtesy of NFU Mutual

The Code was developed in consultation with multiple partner organisations (farming unions, safety charities and user-groups, although I don’t know whether IAM RoadSmart were involved) and with feedback from 700+ members of the public. The guidance covers safe practices tailored to rural conditions — for drivers of cars, agricultural vehicles, cyclists, horse-riders, pedestrians/runners. 

Key recommendations are: plan your journey carefully, adapt to road and weather conditions (e.g. visibility, brakes, tyres), expect narrow/winding roads, respect slower traffic (e.g. tractors), watch out for vulnerable users, and avoid distractions (like adjusting sat-nav while driving). 

You can see the Code here: Code for Countryside Roads | NFU Mutual

First on the Scene - a Presentation by Peter Jones

This meeting was held in early February following several days of torrential rain and I really thought that we might struggle for attendees, however I am delighted to say that for our speaker’s talk we had a ‘full house’.

A number of Associates had joined IAM RoadSmart since our last meeting and those present were given a copy of their certificate and a group pen. 

Through a WGAM initiative, Paul Hatcher of Evesham First Responders was sponsored and duly gained a F1RST.

One of our group members, Peter Jones was the evening’s speaker and his subject was, “First on Scene”.  

Peter is and Advanced Clinical Practitioner and carries with him a substantial number of first aid items should they be required when he is out and about.  He is qualified and capable of using all the items in his kit therefore always stops at incidents to assist should he be required.  Peter stressed that a simple ‘First Aid’ kit is sufficient for most people and many cars are now supplied with one from new.

  

This is a key message that Peter was keen to introduce to us.  Are there enough people on the scene and are they coping with the emergency?   In which case it is best to continue on your journey.  The questions to ask yourself, if you believe otherwise are, is there someone taking charge, is the scene being kept safe and have the appropriate emergency services been called or if I stop am I going to take charge, assist in any way or just be a nuisance.

Peter described to us a simple method of removing a blocked airway, which I had never heard of and he also went through

DR ABC (D).

DR - Danger - Response.   A for airway.  B for breathing. C for Circulation. D for Disability.  He also explained that it is very helpful to be able to advise the emergency services what action you have taken.  SBAR - Situation - Background - Assessment - Recommendation.  (You may consider that your ability and knowledge may not be sufficient to provide any recommendations.)

One question asked of Peter was in the event you come across an incident in your vehicle where and how should you park?  Tess Cooper was able to answer that as an ex police officer and advised unlike the fire service, who tend to park beyond the scene, park your vehicle behind it at a facing outward angle with your headlights on, four way emergency indicators on and don’t forget to lock your vehicle.

Finally, Peter showed us an illustration of what he calls a Hospital Transfer Form which could be filled in should the patient be stabilised and there is a delay prior to the emergency services arriving on scene.

Peter McCree

Highway Code Changes - Scotland and a New Style Roundabout

 

Courtesy of Hemel Today

Motorists living in Scotland and driving within Scotland, should be aware of advisory rules, which in Scotland are now enforceable through criminal prosecution.

The rules refer to parking and waiting and relate to dropped kerbs and pavement parking.

Rule 243 Do not stop or park where the kerb has been lowered to assist wheelchair & mobility scooter users, except when forced to do so due to stationary traffic. - The Transport (Scotland) Act states you Must Not double park or park anywhere the kerb has been lowered to help pedestrians or cyclists. Exceptions are allowed in limited circumstances.

Rule 244 which bans pavement parking entirely in London, has been amended to add “or Scotland”.  Elsewhere in the UK, pavement parking remains a “should not” rule.  (Courtesy of FBHVC)

Another new roundabout to learn how you negotiate it!

A new “Dutch Style” roundabout has been installed in Boundary Way, Hemel Hempstead.  This reflects the mantra in the latest version of the Highway Code that motorists must give way to pedestrians and cyclists in this instance, on the way into and out of this roundabout.

As you approach the roundabout you have to give way to both cyclists, who have their own cycle lane and also pedestrians who have their own crossing, on the entry of the roundabout approach road.  When you wish to leave the roundabout, once again you must give way to cyclists and pedestrians at your chosen exit.

I think there is no doubt, if you happen to be in this area and approach that roundabout, be very cautious.  All those Dutch ideas of course are ways of slowing the traffic and saving lives.

(Courtesy of the ‘Volvo Driver’ August 2025)

Blue Badge Theft on the Rise – What Drivers Need to Know

Across the UK, thefts of disabled drivers’ Blue Badges have risen sharply in recent years, driven by the growing black market for permits that allow free parking and access to restricted zones. For many badge holders, losing a Blue Badge isn’t just an inconvenience – it can mean being unable to work, attend appointments, or even leave the house independently.
Thieves often target parked cars displaying the badge, particularly in city centres, hospitals, and transport hubs. A broken window and a stolen badge can happen in seconds. To reduce the risk, always remove your badge when you’re not parked in a disabled bay and never leave it visible overnight.
If your Blue Badge is stolen, report it immediately to the police (ask for a crime reference number) and contact your local council to request a replacement. Councils can usually issue a new badge within a few weeks.
You can also reduce your risk by parking in well-lit areas, using car parks with CCTV, and avoiding leaving valuables in sight. A simple precaution today can prevent significant disruption tomorrow — and help protect a vital mobility lifeline for disabled drivers.

How do you make sure that your electric car is actually running on renewable energy

 

or, When Is Your Electric Car Really Green?

Plugging in your electric car feels like the clean, modern choice — and it usually is. But the environmental impact of charging your EV depends less on which tariff you’re on and far more on when you charge. The electricity system has to keep supply and demand in balance every second of the day. Renewables like wind and solar are always used first because they’re the cheapest and cleanest sources available. However, they can’t be turned up or down instantly, so when demand changes — for instance, when millions of cars start charging — flexible gas turbines step in to fill the gap.

That means the extra electricity your car draws often comes from gas-fired generation, regardless of your “green” or “off-peak” tariff. Your supplier may match your usage with renewable certificates over the year, but in real time, your car might still be indirectly using gas power.

So how can you make your charging genuinely greener? The key is timing. Midday on sunny or windy days is often the cleanest time to charge, when renewable output is high and demand moderate. Overnight, especially on windy nights, can also be a good option: wind farms tend to keep running when demand is low, helping to cut the need for gas. Early evening (around 4–8 p.m.) is usually the dirtiest time to plug in, as demand peaks and gas plants ramp up to meet it.

If your charger or energy supplier offers “smart charging,” take advantage of it. Apps such as Octopus Intelligent, ev.energy, and Tesla’s scheduled charging can automatically choose the lowest-carbon and cheapest hours to charge your battery, saving you money while reducing your footprint. You can also check the live carbon intensity of the UK grid using the National Grid ESO “Carbon Intensity” app or website, which shows the best times of day to use electricity with the smallest environmental impact.

Finally, if you have solar panels at home, charging your EV in the middle of the day can make it genuinely zero-carbon. Even without solar, a little attention to timing goes a long way.

Your tariff sets the price, but the time you charge determines the carbon. Choose your hours wisely and your electric car will run on a much greater proportion of renewable power than gas.