Roadside Medical Emergencies

As advanced drivers there is an expectation that we will have at least a rudimentary knowledge of how to act in the event of a roadside medical emergency. But what knowledge or skill do we actually have and what should we have?

I am an IAM full member, having proudly passed my advanced test in 2021. By profession I am a registered nurse with the extra qualifications of Emergency Nurse Practitioner and Advanced Clinical Practitioner. This means I have specific skills and experience in emergency care but these days my job is more akin to a GP. I’ve also published a book on injury management, and crucially here, I’ve stopped to deliver emergency care at a fair few Road Traffic Collisions (RTCs) over the years. I’m not a paramedic and don’t carry their extensive kit but I do believe that I have made a significant difference to outcomes over the years, with one stark case in particular.

RTCs are often chaotic and unpredictable situations. There may be no casualties at all or there may be several in different states of trauma and distress. There is an old adage: “lead, follow or get out of the way” and I’m a great believer in that. Sometimes the situation needs someone to take charge. Sometimes the situation is being well-managed and our assistance in a given task is invaluable. Sometimes we need to realise that we are contributing to chaos and just get out of the way. We would hope that as advanced drivers who make decisions on how to act that we would know which of these three paths to take. In every RTC that I’ve attended I’ve taken the lead on assessing and treating casualties until I’ve been able to hand over to paramedics and I have to add that the police are always very grateful for my actions. I’ve also been grateful for those who help me along the way. As to the “or get out of the way…” rubberneckers are a bigger problem now than they’ve ever been and we need to assume that everything that we do at an incident is being filmed on a smartphone. 

How up to date is your first aid knowledge? You don’t need to know a lot in order to make a big difference, including saving lives. 

Do you know what’s in your first aid kit and how to use it? Is everything in date? Are you familiar with the “DR ABC”* approach? It’s easy, it’s logical and it works. And do you have a way of recording your actions for your own records for any future statements but also to help the police and ambulance?

In addition to this we all surely know how to call 999 but can you describe the location? what3words is an excellent tool for describing your location down to three square metres and the app is free to use.

www.what3words.com

It makes sense to have a degree of first aid or emergency incident training as part of our advanced driving. Courses are readily available and must surely enable us to be better contributors to overall road safety.

Peter Jones BN (Hons.) MSc RN (Adult) MIAM

Full Member, IAM

Author of Ninja Nurse: The Essential Guide to Injury Management in Martial Arts

*DR ABC is a simple memory aid used to guide what to check first when dealing with a casualty. It helps you prioritise life-threatening issues in the right order:

The RAF Falcons Parachute Team - A presentation by Liam Fox, Team Coach

Group Meeting September 2025

Following Chairman Mike Kent’s introduction, Liam informed us of how he arrived at the decision to become part of the display team.  Quite simply, it seemed the best option jumping out of a plane in good weather conditions and every year spending around ten weeks at work in either California or Dubai rather than suffering the weather in Scotland or Wales.

It takes seven years to go through all the systems to become an instructor so not an easy ride.

The RAF’s main customer is the army, however as many of us are aware, their numbers have reduced rapidly in the last five years.  Now with almost a third of their previous numbers and it seems unlikely to increase in the short term, we have a very small army. 

The RAF team consists of only 14 and therefore only 90 ‘squaddies’ per month are currently able to be trained.  The Airborne Delivery training takes place at RAF Brize Norton.  

As Liam says, “we are only bus conductors”.  Their responsibility is to get them safely out of the door!  The soldiers use large sturdy brown canopies and jump out at one thousand feet but as low as 450feet.  Maximum allowed wind speed is 13 knots whilst in training.  They are landing at 20 feet per second and despite all the training around 4% are injured.  If jumping from a higher height such as twelve thousand feet a larger canopy is used.  Liam says there is a tendency to freeze at the crucial time as the landing site approaches and their legs instead of being together ready to roll sideways the feet stay apart - oops!

(Liam did say the attrition rate in the US Army is nearer 20%.)

     

In addition the team works with the commandos to continually raise the commandos standard of competence.

The display team was formed in 1961 and their first displays were held in 1965.

The display team has a rolling three year programme and being team coach is their pinnacle year.

Back to training, having spent five weeks in California’s sunshine  practicing ‘freefall’, the team have, on return, to quickly adapt to landing in tricky conditions in a 75 X 75 yard area.

The team consists of ten ‘jumpers’ and there are three types of display. Jumping at seven thousand feet and two miles ‘high show’ from the display area, five thousand feet is the ‘mid show’ and finally when the cloud canopy is low, their display will be from two thousand five hundred feet when all they are able to achieve is a ‘stack’.  In other words, quickly out of the plane and form up one on top of the other before they have to quickly separate to land safely. Naturally the wind conditions determine whether or not the team is able to jump.  The maximum wind speed for their displays is 20knots.

Questions came thick and fast and having shown us how the backpack is carried and explained the different toggles and pull chords, Liam was asked whether he had ever suffered a malfunction in any of his three thousand jumps.  Much to our surprise the answer was yes, once when he believed he had not packed the parachute correctly.  Thankfully he was able to pull the emergency chord and landed safely.  Just penalised by having to pay the expert’s repacking charge, as they are not allowed to pack their own emergency chutes.  (The reserve is repacked every 6 months and after 500 descents it is replaced.)

Tandem jumps do take place when an important person such as a doctor or specialist has to be parachuted in and there is no time for training, or it would just be inappropriate to do so.

Finally Liam was asked the thorny question of the disappearance of the famous C17’s and their replacement the A400 built by a European conglomerate.  Nothing but trouble over reliability and the fact that the ‘jumpers’ were never asked about their requirements.

The Dornier is their reliable ‘fall back’ aircraft and for those unaware, it is a propeller powered plane with its wings above the fuselage.  Jumps do take place from Chinooks and Pumas.

Our Chairman, Mike Kent  thanked Liam for a fascinating presentation and, as a professional pilot, assured Liam that he had no intention of leaving a perfectly serviceable aircraft during his career.

The Shelsley Walsh Story - A presentation by Max Hunt

 Group Meeting - May 2025

Max Hunt gave a presentation on Shelsley Walsh, covering the history of the  tiny Parish, the Water Mill, which dates back to 1308 that has now been lovingly restored, the church and of course the world famous hill climb course.

St Andrew’s church has inside it a tomb. We were shown a photograph of it and it really looks like it is made of marble, however it is actually constructed in wood.  

The Manor House near the church has a strong connection with the gunpowder plot of 1605. Robert Catesby who was the ringleader met his co-conspirators there. Guy Fox of course was the ‘action man’ whose attempt fortunately failed.

The iron trade in Shelsley Walsh was very important and wood was gathered from the surrounding area within the parish and pig iron was brought up from the Forest of Dean. Shelsley Walsh had a forge and Mr Foley capitalised on that facility and as a result became a very rich man building the nearby Whitley Court. A colossal 30 tonnes of coal were burned each day to heat the house. 

Dudley’s mines supplied the coal via barges on the Severn, then by carts to a 1,500 tonne coal stack and on via an underground trolley system to the boiler room under the south portico.

He sold the court to Sir Herbert Smith in 1837 who installed electricity, cut staff levels and failed to maintain the fire hydrants with the result in 1937, while he and his family were away, a fire broke out and destroyed the central and eastern sections.  It was never rebuilt.  

By 1860 the mill with its overwater wheel was operational and thanks to the restoration work carried out by a small team of volunteers is once again operational and is the only water powered corn mill in Worcestershire.  Visit on a Tuesday to see it in action. On the 11th of January 1901, 50 in number ‘Midland Automobilists’ decided to compete with their vehicles along a stretch of road at Gorcott Hill.  None other than Herbert Austin was first away, at the wheel of his car and others then followed.

Next in 1905 they were offered Free use of the estate entitled Middle Hill in Broadway, however the cars made quite a mess of the twisting driveway and the competitors were later presented with a repair bill.

Soon after that on August 12th, Montague Taylor offered them the use of Shelsley Walsh.  To ensure no cars would be driven up the hill whilst a previous competitor was yet to complete the steep and twisty course, a multi bell system was used with the loudest being bell operated at the top. Males did not have this pleasure to themselves however as ladies were also seen at the wheel of their cars and it was reported that one Dorothy Levitt, a competitor in 1906, gave her fellow female motorists the advice that all you needed in your car was a revolver and a large hand held mirror.  (The revolver to ensure your safety on country roads and the mirror to see whether your competitors were gaining on you.)  Might this be the first use of ‘the rear view mirror’?

Shelsley Walsh as a competitive venue due to its steep and winding track, was becoming well known across the continent.  In1947 a young driver by the name of Stirling Moss applied to be a competitor but was turned down at his first attempt so popular was the venue. After his successes at other venues in 1948 he was on his second application, given a place to drive his Cooper 500 up the hill. 

On the 17th June 1932 Shelsley was so well known that the BBC transmitted an outside broadcast covering the action during the afternoon in between football matches and other events.  At the time the venue attracted many thousands of spectators who lined the length of the track. Some of the visitors we noticed in the photos we were shown were very close to the action even on bends and in those days a number of the cars had difficulty negotiating the top bend at speed. Suspension and brakes were not sophisticated in those days. 

Finally, Mike reminded members that our next meeting will be on Tuesday 2 September and it is our AGM, however we will also have a presentation by Liam Lyons who is a member of the RAF Falcons display team. Come and learn how to prepare for falling out of a perfectly serviceable aeroplane with nothing but a parachute on your back.

Peter McCree

Group Secretary 

Morgan Car Factory - a Group Visit

 Visit to the Morgan Car Factory

Mike Kent, Chairman

On the 26th June, 18 assorted volunteers and members visited the Morgan factory in Malvern for a guided tour of the facility. We were treated initially to a short video describing a brief history of the company, before our guide Nick led us off to see the manufacturing process.
Morgan currently produce three models. The Super 3, Plus 4 and Supersport. There is also a limited edition- the Midsummer - with the final few of the 50 being made about to leave the factory.
    
The Super 3 recently replaced the “3 Wheeler” - the most obvious difference being that the engine is no longer outside the car. The old V-Twin has been replaced by a 1500cc Ford engine as fitted to the Fiesta ST. Basic price is around £43k. The car shown below is a celebration of Donald Campbell’s Bluebird.
  
The most popular model is the Plus 4, which on the surface doesn’t seem to have changed much in the last 500 years! Powered by a 2 Litre BMW engine, you’ll be asked to part with around £76k before you start adding options, which can easily bump up the price by another £20k! The car below is race tuned.

The Plus 6 (basically a Plus 4 with a big engine) was going to be facelifted last year, but was becoming so different that Morgan decided to replace it with a completely new model - the Supersport. With a BMW 6 cylinder engine it’ll set you back £105k plus options. It’s the first Morgan to come with a boot.
The manufacturing process is similar for all models. Every car is made to order, and carries details of its final destination as it moves through the various workshops. A pre-built aluminium tub is married to an ash frame, before the mechanical bits and body panels are attached.

The car above is one of the final limited edition Midsummers. No advertised price for this as they were all very personalised, but £200k wouldn’t be too wide of the mark.
Finally, a shot of those who attended a very enjoyable visit.

Global Positioning Satellites (GPS) - a Presentation by Ciaran Murphy from QinetiQ

Ciaran Murphy, QinetiQ

Ciaran explained that GPS started following the launch of the Russian artificial satellite ‘Sputnik’ back in 1957.  To connect with us mortals on earth it gave out a regular signal and due to the ‘Doppler’ effect it was possible to learn its position above earth.  The wavelength or ‘signal’ is shorter and the frequency higher when close and longer and lower when further away.  Hence you are able to judge when emergency vehicles are coming closer to you.

GPS however really only came into effect in 1995.  It cost  the Americans $20bn to develop and their system costs $1bn to run every year.  In the first instance they thought that perhaps 10k ordinary people may find the technology useful.  Well here we are in the 21st Century and GPS is ubiquitous - where would we be without it.  Our phones, our cars and our lives rely on the technology.

To run the global navigation satellite system (GNSS) the Americans have GPS, the EU has Galileo, the Russians have Glonass and the Chinese have BeiDou (BDS).

There are three satellite orbits with the Low Earth Orbit being between 99-1,243 miles out and the furthest away being the Geostationary orbit at 22,236 miles.

Medium Earth Orbit (MEO) satellites represent only 10% of the satellites orbiting the earth, however they are the ones that are used almost exclusively for GPS and related services.  These orbit at 5,000miles (8,000km) to 12,500 miles (20,000km) out.  There are 31 of them however only 24 are needed to provide the service.

Ground stations correct the satellites position or time, to the nanosecond.  Correct time is the key to the positioning system.  Without the invention of the clock in the mid 1720’s by John Harrison none of this would have been possible.  ‘Time is of the essence’. 

How does this relate to me and my life?  Well, if you use a mobile phone for navigation or use satellite navigation in your car your position will be accurate to around 5 metres. There is also the Inertial Measurement Unit or (IMU) which enables your car’s position to be known through motion analysis when you are not able to receive a signal from a satellite. For example when you are driving through a tunnel.

Naturally there are threats to these systems and GPS ‘spoofing’ is the main one.  This is using a radio transmitter to interfere with the actual GPS signal being transmitted.  

In today’s world of most concern would be ‘spoofing’ autonomous vehicles however as safety is at the forefront the human behind the wheel currently has to be present to intervene.  With no driver present however, if there was ‘spoofing’, the car would stop if in danger though the route the car was programmed to take could be changed.  We are entering an era when there is much to be learned about our way forward with self-driving vehicles.

Once again we had an excellent attendance and Mike concluded the evening after Ciaran had answered the questions that were not company sensitive. He thanked Ciaran for his insight into the world of GPS.

Finally, Mike reminded members that our next meeting on Tuesday 20 May is a presentation by Max Hunt on Shelsley Walsh, the hill climb venue and its surrounding history.

Peter McCree

Group Secretary 

Times Past - Zip Merging

 "Zip" merging (alternate lane) at lane closures 

(updated October 2007)

The IAM campaigned for the new edition of the Highway Code to be amended to discourage wasted space by "zip-merging" (from alternate lanes) at lane closures for road works etc. The 2004 edition, Rule 262 stated "use your mirrors and get into the correct lane for your vehicle in good time…do not switch lanes to overtake queuing traffic". Unfortunately, upon seeing an advance warning sign of a lane closure, many drivers misinterpret "in good time" to mean "now" and immediately change lanes, so wasting a long stretch of empty lane before the taper of cones and making any tailback longer! Some drivers will stay longer in that lane, overtaking the queue, which can lead to resentment from others, and occasionally to the dangerous and obstructive practice of a vehicle straddling the white line to prevent this. A far more efficient method is, on seeing the sign, if we adjust our speed depending on traffic conditions and merge from each lane in turn on approaching the cones. In practice, this is likely to be earlier at faster speeds and close to the cones in stop-start conditions and will be fair to everyone.

Rule 134 Highway Code 2007 states: 

You should follow the signs and road markings and get into the lane as directed. 

In congested road conditions do not change lanes unnecessarily.

Merging in turn is recommended but only if safe and appropriate when vehicles are travelling at a very low speed. e.g. when approaching roadworks or a road traffic incident.

It is not recommended at high speed.

(Editor’s note: in the current edition of the Highway Code, the same rule number has the same advice:

You should follow the signs and road markings and get into the lane as directed. In congested road conditions do not change lanes unnecessarily. Merging in turn is recommended but only if safe and appropriate when vehicles are travelling at a very low speed, e.g. when approaching road works or a road traffic incident. It is not recommended at high speed.

Times Past - A History of Roadcraft

 Attention All Drivers!

       

… Roadcraft has been the Police Drivers bible for nearly 50 years (70 years as of now. ed). This posting describes the background to the production of the first edition in 1955 and a very brief update to the present day. There is of course a Motorcycle version, but that is not covered here. 

Where did Roadcraft come from?

Back in the 1930's, cars were still fairly rare on the roads of Britain (2.2 million vehicles registered vehicles on the road in 1930, compared to 26.4 million today). 

The accident rate however was pretty awful, with 7305 fatalities being recorded in 1930. Inexperienced drivers were taking up driving, having usually had no formal lessons and little idea of what to expect. It was in this era that the first Road Traffic Act (1930) was drafted, initially just to licence drivers according to criteria of a minimum age limit (17) and physical fitness. A test was put in place, but was initially only for disabled drivers. 

A second Road Traffic Act became law in 1934, this time requiring the new driver to undertake a practical test of ability. However, due to problems of finding suitable testers, the practical test did not actually become enforced until May 1935. 

Police drivers at this time were little different from the general public, with no special training being given. Unfortunately, this resulted in a rate of one accident for each 8,000 miles being recorded for the Metropolitan Police district. This was considered to be unacceptable and the Commissioner, Lord Trenchard, arranged for Sir Malcolm Campbell to test a number of police drivers in order to satisfy demands for action. In the event, the drivers put up a pretty good performance, coping well with heavy traffic and open-road conditions. It was acknowledged however that lack of experience and inadequate training were a handicap in raising the standard of police driving. Thus in 1934, the Metropolitan Driving School at Hendon was opened. 

The courses were arranged at two levels, 'Elementary Wing' and 'Advance Wing', and in 1937 the Commissioner appointed another racing driver, The Earl of Cottenham, to raise the 'advanced' driving standard to a new high. 

Lord Cottenham was born in 1903 and was educated at Charterhouse and University College London, where he studied Engineering. For a time he was a member of the Alvis racing team (1925-26), the Sunbeam team in 1926 and was later reserve driver to the Talbot team. During this time he gained a reputation as a gentleman racing driver, his valet often accompanying him to the car in order to provide the appropriate racing attire. 

The machines he raced included some powerful front-wheel drive cars; apparently his advice to other drivers on the preferred method of getting them round a corner was to 'boot it and steer'. 

He had also written three non-fiction books on motoring, 'Motoring without Fears' (1928), 'Motoring To-day and To-morrow' (1928) and 'Steering Wheel Papers' (1932). He served on the Roads and Road Transport Committee to the House of Lords and thus would have been an obvious choice to act as advisor to the Metropolitan Police Driving School. 

In 'Steering Wheel Papers', he sets out his 'Ten Commandments of Motoring' that subsequently appeared in Roadcraft (up to the 1977 edition). Otherwise, though there is little formal evidence in his books of 'The System' that appeared subsequently. 

Lord Cottenham's teaching at Hendon in 1937 laid out the system that by implementing a simple 'drill' or sequence of events, a driver would ensure that his/her vehicle was always in the right place, at the right speed and in the right gear. The training appeared to be successful, as the Metropolitan Police accident rate immediately improved to one accident per 27,000 miles driven. Lord Cottenham's time at Hendon ended in 1938, but his 'system' remains as the basis for Roadcraft today. 

Roadcraft-first draft

Other input to the School's syllabus came from SCH Davis and Sir Malcolm Campbell. During Lord Cottenham's time at the Driving School, all students, Elementary and Advanced, had the same curriculum. Each instructor had his own set of duplicated notes, which were copied out by hand by each student. 

A late version of these was written up as "Attention All Drivers!" by Jock Taylor, ex senior instructor at Hendon in 1954. Eventually, in 1955 these notes were formally compiled into the first version of Roadcraft and published by HMSO for sale to the general public. Later editions with amendments came out in 1960, 1968, 1977 and the current (most heavily revised) edition in 1994

Thanks to Tony Priest, Stockport Group for the research behind this item

Editor’s note: Since this  article was published, there have been further editions, the latest being the 2020 edition.