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Do You REALLY Understand Your Car?

Traditionally, the predominantly male operators of any form of transport craft confer a female personality to their vehicles. Down at a south coast yachting marina recently, I heard a proud owner boasting to a friend, saying “She’s truly beautiful”.

Pilots, including me, refer to their aircraft as “She”. “She flies nicely”, or “She doesn’t like being thrown about”, “She needs a touch of power when rounding out to land”.

Who could argue that She is beautiful. Supermarine Spitfire showing her elegance. Image courtesy Airwolfhound under CCA SA 2.0

It’s the same with cars, and it’s common to hear people, including women, referring to their cars as “She”. Before I get angry comments from my lady readers – yes, I am aware that many women own male cars, some that I know even name them.

The tradition of referring to a vessel as “She” goes back to ancient times. Nowadays, people may consider that this is somehow sexist, and objectifies women.

I prefer to believe that it’s more fundamental than that. Our early mariners were a superstitious bunch, and believed that the ship in which they sailed would offer protection and guidance, in much the same way that a mother or goddess would.

I refer to my aircraft as a “She”, as in my eyes she is elegant, pleasing to the eye, and demands to be treated with respect.

Today, there appears to be another reason.

Now, be honest. How many of you chaps out there believe that you don’t understand the woman in your life? How many long-suffering ladies out there are stupefied with their blokes’ methods and logic?

I have been happily with SWMBO for over three decades, but there are times when I am truly and utterly baffled by her. I know for sure that she experiences the same sense of bewilderment with my behaviour.

You may be wondering where this is going, but stay with me, dear reader.

If, like me, you own and operate, say, a five-year-old car, it will be fitted with some basic driver assistance systems. My car has rear parking sensors and steerable headlights. That’s it. Nothing fancy. It has standard Cruise Control, and an anti-lock braking system, like the one fitted to my previous 2002 Skoda Octavia.

If you decide to invest in a new car today, be prepared to be a little baffled by its behaviour and systems. (New cars are definitely female!).

In a previous article, I mentioned the Automated Driver Assistance Systems (ADAS) that are fitted to modern vehicles.

It’s likely your new pride and joy will be fitted with Adaptive Cruise Control, Lane Keeping Assistance, Blind Spot Monitoring, Autonomous Emergency Braking, Collision Avoidance Systems, Driver Alertness Monitoring, 360º Cameras and Intelligent Parking Aids.

To make the best use of these systems, drivers need to fully understand how they operate.

A few months ago, I decided to evaluate electric cars. I arranged to test drive cars provided by three of the main manufacturers, Kia, Nissan and MG.

Now, bearing in mind that all the vehicles I tested were fitted with some sophisticated systems, you would have thought that a full tutorial or some guidance would be offered by the salesmen before they let me loose on the road in one of their expensive cars.

Not quite.

All the dealers involved were more than happy to show me the boot space, and the clever stowages and storage areas, and gave me a very brief explanation of how to interpret the instruments and how to use the infotainment system, but not one discussed any elements of the ADAS in any real detail at all.

Luckily, I had conducted quite a bit of prior research, so I had a reasonable idea of how to change the level of regenerative braking, and how to use the different driving modes. However, there were many systems that, whilst I knew they were there, I had no idea how to configure them.

I have several friends who have recently purchased new cars, and when picking up their new vehicles, each one received no real training on how to use the systems correctly and effectively.

I have considered this, and it seems that this presents a bigger problem than I initially thought.

After collecting their new car from the dealer, proud owners will drive their new vehicle home, and maybe they will find the time to sit and wade through the Driver’s Handbook or Owner’s Manual. The onus is very much on them to gain understanding of the plethora of safety systems that their car is now loaded with.

More mature drivers, such as myself, will fall back on our “What’s to learn” mentality. We have grown up with cars fitted with few safety systems – maybe embryonic energy absorbing crumple zones, and collapsible steering columns. This is flawed thinking!


We had relatively unsophisticated in-car entertainment – maybe a push button radio, or a radio cassette player if we were driving a more luxurious model. I can remember being delighted with the fact that my first company car was fitted with a proper heated rear window and a fitted rear wash/wipe system.

Our cars were so simple that we just picked up the use of what systems we had as we drove. I think my biggest challenge was remembering on which side of the steering column the indicator control was located. The first few days of driving was always entertaining, with me switching the wipers on before making a turn!

So, for drivers of my generation, it is possible that we have a degree of complacency about the new systems, and maybe we don’t bother to sit down and read the book. (I do, but then I’m a bit geeky, having been a flight technical instructor for the past two decades!).

That may not be a good attitude to have these days.

In my world of professional aviation, we frequently refer to human factors, and even have training sessions on how simply being human affects the way in which a pilot interacts with an aeroplane.

There is a lot of automation on a modern aircraft flight deck. Autopilot, Auto Throttles, Flight Control Computers, Flight Management Computers, Automated Anti-Collision Systems, Ground Proximity Warning Systems, and Electronic Checklists and Diagnostics.

All of these systems must be understood, reacted to correctly, and effectively managed by the flight crew.

Despite high levels of safety-related automation, there are still incidents involving the crew falling asleep in flight, and flying past their destination. We still hear of aircraft being landed at the wrong airfields.

The same human factors will come into play in our increasingly automated cars.

There have been numerous reports of Tesla cars being involved in colliding with emergency vehicles whilst the Autopilot was engaged.

Most definitely human factors incidents, as the drivers simply assumed that the car was infallible, and therefore mentally disengaged and stopped supervising the on-board equipment.

A study by Massachusetts Institute of Technology (MIT) clearly showed that once drivers had engaged the Autopilot (or Adaptive Cruise Control) their focus of attention changed, and they spent much longer looking inside their cars, than paying attention to the road ahead.

Sometimes, drivers disengage to the point of falling asleep!

See this video of a Tesla driver, cruising and snoozing!

As a result, Nissan, at least, has incorporated what it calls an Intelligent Driver Alertness System. This system monitors the driver’s inputs to the steering wheel, and, using algorithms, it can predict the onset of tiredness and inattention. As arousal levels reduce, the chances of an accident increase, so the system suggests taking a break.

Screenshot of the Arousal Monitor. Wish my car would invite me for a coffee…

When I learned to drive, before making any manoeuvre, the mantra was “Mirror, Signal, Manoeuvre”. That has become ingrained behaviour, reinforced with 44 years of driving and in the region of 1.1 million miles travelled.

Wow! I have never worked that out before.

As a result, before lane changing, I always throw a quick glance in the door mirror. I have also ridden motorcycles for many years, so I can’t get out of the habit of looking over my shoulder as well.

If all is clear, I change lanes. Lots of people don’t do this and I have had to brake heavily to avoid being sideswiped on several occasions.

Interestingly, the Blind Spot Monitoring (BSM) systems being fitted to cars now are really good. You may be lucky enough to drive such a car, and, in many cases, the door mirror contains an indicator that turns amber when another vehicle intrudes into the safety zone, and turn red if a collision would result in the driver changing lanes.

Another piece of research studied the rates of lane-changing accidents across 26 US States. It found that accidents causing an injury were reduced by 23% in vehicles fitted with BSM systems.

If every US vehicle in 2015 had been fitted with BSM, it is estimated that 50,000 accidents and 16,000 injuries could have been avoided!

The other aspect of Blind Spot Monitoring is that used when parking or reversing. Now, I use all three mirrors, even though my car has a rudimentary parking aid that sounds a tone with increasing frequency as I reverse closer to a solid object – including a person, although I have never tried this.

Now, a further study has shown that the drivers of cars fitted with rear view cameras and sensors do not look to the sides of their vehicle before commencing reversing manoeuvres

Surprisingly, the use of rear-view monitoring cameras only reduced accidents involving “reversing into or over something” (maybe a person??) by 17%.

Still, a 17% reduction, is better than no reduction at all.

So, it all boils down to training and gaining an understanding of the equipment fitted to our cars.

I decided to check what the UK Driving Syllabus includes for cars and light vans (Class B Vehicles).

What I found was of interest.

As the document is undated, but is on the government’s assets publishing service site, as at October 2021, I assume it is a current piece of guidance.

I quickly reviewed it, and found two main concerns.

Firstly, it only mentions one Automatic Driver Assistance System, and that is Cruise Control.

Secondly, it focuses totally on driving a fossil fuel-powered vehicle.

Not a single mention of electric cars.

I do understand that they haven’t been around for very long – I mean, the Nissan Leaf has only been on the road since 2010, and what’s eleven years when you are setting the standards for people to learn to drive?

Sarcasm aside, there must be a need to teach new generations of drivers about the features, advantages and benefits of their vehicle’s on-board safety systems.

Maybe they should also be teaching students about the limitations of both those very same on-board systems, and their limitations as a human being.

You decide…

Go Well.

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The Internet of Things – Friend or Foe?

Who likes history? If you do, then I invite you to take a little journey with me…

Cast your mind back to the early 1990s.

If you were one of the 10% of the UK population that possessed a cell-phone at that time, then you may well have owned one of these – a Nokia 1610.

The Nokia 1610 Cellular Telephone

It was a simple device – able to make and receive telephone calls, and send and receive text (SMS) messages. I was using this model of phone back then, and at the time it was regarded as one of the top phones available.

It had a tiny screen by today’s standards, and was quite bulky. The antenna, whilst small, was still an intrusion, and would often malevolently jam the phone into my pocket.

In 1996, 27% of the UK population owned a PC (In 2017, 88% of us had a computer at home). Mine was a Packard Bell desktop system that I bought from the now-vanished Dixons.

Packard Bell – The workhorse for the British Public in the mid 1990s, Bought from Dixons, long since gone from our High Streets.

I can’t remember how much the system cost me, but I do remember that I was entitled to a Freeserve email account, which I used for a good few years before moving over to web-based systems such as Outlook, Google or more recently Imail.

My home set-up was ludicrously simple. No passwords, or hunting for that elusive Wi-Fi router.

Just plug the Modem into the network port on the PC, plug the other end into the phone line using an adapter, and the system was ready for use.

Old-School. A dial up modem – Looked cool with flashing lights and that wonderful connection sound

Getting onto the internet though, was a whole different matter. This was the heady days of Dial-Up Internet.

Simply open the web browser, and hit the connect button. The auto-dialler inside the PC would dial the number for the Internet Service Provider, and once connected, you would have been treated to the squeals and squawks of the computers setting up the connection.

Ahh, Yes, I remember something similar!


Once connected, the upload and download speeds were truly awful. I well remember downloading a detailed photograph. It appeared line by line, and eventually, after five minutes or so, I got bored with waiting and went downstairs to make a cup of tea. I came back twenty minutes later – and it was still not finished.

Today, with fibre broadband, images appear almost instantaneously!

The internet was pretty simple too. Basic browsers that contained a multitude of adverts, and rather unsophisticated email. Shopping online was in its infancy – eBay had only been started in 1995.

So, the interconnected world really consisted of a computer, hard wired to a modem, and the embryonic world wide web.

The only real risk attached to surfing the web, was that of unwittingly downloading malicious software (malware) or computer virus.

The first computer virus was designed in the early 1970s. It was created as part of a research programme conducted by BBN Technologies in the USA.

Researcher Bob Thomas designed the programme to be self-replicating and was targeted at DEC computers that shared the ARPANET network. This virus was called Creeper.

Bob and his team then designed a programme called Reaper which, once released into the ARPANET, hunted out the infected machines, and then killed the virus by deleting it.

Obviously, breaking into computers was seen as a target of opportunity to the less honest members of society, and viruses started appearing more frequently.

Some were just mischievous, such as the Elk Cloner virus (written by a ninth grader in a Pittsburgh High School in 1981) which upon its 50th opening would display a poem, the first line of which was “Elk Cloner: The program with a personality.”

Others were more malevolent, and were designed to either destroy records and data from the infected computer, steal personal data, record website access passwords and log keystrokes. Ransomware enables the attacker to hijack a computer, and then demand payment to unlock the machine.

The resulting loss of public confidence saw the arrival of cyber-security, specialist organisations that analysed the emerging viruses, worms, trojans and malware and wrote anti-virus software, which could be loaded onto a computer and which could then subsequently scan it for infection and quarantine any suspect viruses into a part of the disc not readily accessible by the user, or by the system.

Fast-forward to 2021.

The internet has evolved – and BOY has it developed! If you are privileged enough to live in a developed country, you may already be using fibre-optic broadband, offering speeds of up to 1 Gigabit per second.

According to recent UK survey Hyperoptic offer a 1GB service for an introductory offer of £45.00 per month!


This is jaw-droppingly fast. To put it into perspective, it would have taken about 3.5 days to download a 4K film (about 2GB) using a 56kbit dial up service.

My previous broadband was copper-wire based, and the fastest speed I ever achieved for a download was 8Mb/sec – and that same 4K film would have been delivered to me in 35 minutes.

My latest broadband is totally optical and is Fibre-to-the-Premises (FTTP) and my download speed is a minimum of 71Mb/sec – that 4K movie is now mine in about 4 minutes.

One of the major advantages of broadband, is that unlike a dial up service, the system is “always on”. The old modem has been replaced with a router, which essentially does the same job, but additionally acts as a network hub, through which multiple devices may be connected simultaneously.

BT Hub – A home router, Wi-Fi enabled, with 2GHz and 5GHz Channels

Whilst is it possible to connect equipment to the router using a network cable, most routers offer Wi-Fi connection, and this allows several Wi-Fi/internet-enabled devices to connect to the internet simultaneously.

With a sufficiently fast connection, it is possible for SWMBO to watch a movie on Netflix, whilst I catch up with a friend on a video call, or listen to the internet radio.

Why am I rambling on about this?

Well, technological advances never stop, and there is much publicity about the new 5G (5th generation communications network) which will increase the speed and capacity of the internet even further.

In my previous article, “Who is Driving YOUR Car?” I explored the embryonic Intelligent Transport System, which relies on internet-enabled vehicles and sensors in the fixed transport network, communicating with each other to provide optimised traffic flows and traffic safety management.

This is only made possible with 5G communications and ultra-fast internet systems, and the Internet of Things (IoT)

The Internet of Things is the medium through which our emerging “Smart Society” will operate.

In essence, the IoT consists of items that have the capability to connect to the internet, and communicate and exchange data with other similarly enabled things. These “things” may have sensors, software and other systems to support their intended purposes.

It could be a device as simple as a smart lightbulb that is able to be activated by a smart assistant such as Alexa or Siri, or from a suitably equipped smartphone – located perhaps many miles away.

Such items are already used in intelligent Building Management and Control systems, which employ an array of interconnected sensors to monitor heat and humidity, occupancy levels, lighting, lifts (Elevators for my US readers 😁) and security within a building.

Intelligent Healthcare uses the IoT to monitor medical data such as cardiac performance and blood pressure, or blood glucose levels. This enables improved management of an individual’s medical conditions. Significant research is being conducted in this area, and there are already several emerging disciplines and specialities.

The Internet of Things is also used in industry and manufacturing, to monitor and control processes – making use of internet-enabled sensors.

We are now seeing “Smart Homes” being built, which use the same type of Wi-Fi-connected IoT devices to control home environmental systems.

Smart Home hub

I imagine that a fair percentage of you may well be protecting your property with Closed Circuit TV Cameras. It’s probable that most of these cameras will be Wi-Fi-connected to your home broadband – and from there out onto the web.

A Wi-Fi enabled Internet CCTV Camera – A hackers back door into your systems? Photo ©Mark Charlwood

Maybe some of you will have an App on your smartphone or tablet that enables you to remotely view the camera feeds.

Smart speakers such as Amazon’s Alexa, Apple’s Homepod and Google’s Home are wirelessly connected to home networks, and are continuously monitoring their environment for their wake-up command (such as “Alexa”)

Smart doorbells enable us to see who is at the front door using integral video cameras and transmitting the footage over the internet via the home router and to an app on a smart phone.

Smart appliances, such as Samsung’s Smart Refrigerator now offer us the ability to manage our food.

Smart Fridge – Whatever Next?

An internal camera within the fridge compartment enables the user to view the contents by using a smart phone. The system will also monitor food expiry dates, without the door being opened, thus saving power.

Some models also enable groceries to be ordered via the fridge – a rather redundant feature in my opinion, as you can order your groceries online from your phone, tablet, laptop or PC.

Or, for the truly bold and adventurous – take a risk, and actually go into a shop and buy your groceries.

A large LCD screen is provided in order to display a family calendar, and if you really haven’t got enough tech in your home, it’s also fitted with a 5W Stereo sound system to play your favourite music tracks.

Poor Alexa… She may feel quite outranked by the domestic white goods!

Smart Washing machines are able to connect to the home network, and may be controlled remotely using an app, and are able to automatically sense loads, apply the correct dose of detergent, and add the optimal amount of water.

On some models, the best programme for the laundry load may be selected by filling in a few pieces of information on the app.

I’m sure it won’t be long before your garments will be fitted with a passive RFID tag, or a label barcode, and the machine will scan the items as they are loaded, and then set the correct wash programme.

Should an item that is not compatible with other items in the load be added inadvertently then the machine will inhibit the washing cycle from starting until the guilty culprit is removed.

No more business shirts stained girlie pink then!

Result!

As a society, we are all used to smart watches, and fitness trackers, (which all fall within the scope of wearable technology) and have become very complacent about the interconnectivity with our other tech.

And this is where the real problem lies…

Security MUST be one of your top priorities these days. I have removed my profile permanently from Facebook, as the platform discretely harvests everything I “like” and every comment I make. My preferences and personal data are then sold to other organisations, without my permission and regardless of the ethics involved.

Think about why Google and Facebook are free! There really is no such thing as a free lunch.

Most of you will already be protecting your data and PC behind an encrypted firewall, with passwords, multi-factor authentication, and PIN codes. In all probability, you will be paying for some kind of anti-virus protection which will (hopefully) prevent your data from being compromised.

The IoT makes this a lot more difficult.

The processing power inside some of the connected devices, and to an extent, their size may well prevent them from having all but the most basic of security protection – if any.

The CCTV you bought to protect your home may well be being used by the manufacturer, or a malicious hacker to access a backdoor into your router, from where it can monitor data passing up and down your comms link.


So, all of these innocent devices are hooked to the web via your router.

Lots of individuals I know never both changing the default password supplied with their devices, and will happily discuss bank details, finances, and other personal details within “earshot” of their smart speaker.

So, nasty hacker chap decides to wage an attack on his ex-employer. By harnessing the combined IoT devices of many households, and requiring all of them to connect simultaneously to the target company’s website will cause it to crash.

This is an extreme example of a Distributed Denial of Service Attack (DDoS), where innocent PCs and devices are hijacked to overload the target’s website.

Many large and respected companies have been attacked in this manner, despite having the financial clout and technical expertise to surround themselves with multiple layers of digital security.

In 2017, Google came under a sustained DDoS attack, originating from China, which, according to Google, lasted for up to six months.

In 2020, Amazon Web Services (AWB) was taken down for three days following a similar, yet more sophisticated attack.

Internet security expert Brian Krebs was attacked in 2016, when his website was assaulted by the Mirai botnet, executed by about 600,000 compromised and suborned Internet of Things – such as Internet CCTV cameras, home routers, and other simple IoT devices.

This may be the tip of the iceberg.

Cisco, the internet systems company predicted in its annual report (2018-2023) that sophisticated DDoS attacks will double from the 7.9 million in 2018 to 14.5 million in 2022.

Now the truly chilling bit…

In our increasingly technological world, we rely on the internet in so many ways – from grocery shopping to building control, from home banking to healthcare. Connected vehicles – not just cars, but ships, aircraft, tankers, trains.

As I have said, many of these devices are so simple and un-assuming, that we don’t regard them as a potential threat.

That simple fitness tracker that you wear all the time. The silly old fridge, just sitting there in your kitchen, keeping your food safe and edible. The CCTV that you use to monitor your car in the drive.

The ease and convenience with which you access your bank to pay a bill. The ability to have a video call with your dear old Mum from miles away.

And yet, in the stygian, gloomy murk of the deep, dark web, there lurk hackers, thieves, and criminals. Hackers who are willing to mount cyber-attacks from as little as 7.00 US$ per hour.

Foreign states, and terrorist organisations that are willing – and able – to hijack your IoT devices to wage an attack on society.

Imagine, if you dare – a world where the bad guys can hack into your car, and disable the brakes.

A world in which someone can access your pacemaker, and shut it down…unless you pay a ransom.

A world in which a hacker can eavesdrop on your home, and record everything that you say and do, and record everything about you?

It’s not as far-fetched and dystopian a reality as you think!

Go Well!

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Civil liberties Driving Electric Transport Mobile Communications Motorcycling Motoring Music Nostalgia Science Society Technology Transport Travel Vehicle Safety Vehicles

Who is Driving YOUR Car?

Those of you who are of a “certain age” may well remember the song Car 6-7, the lyrics of which tell the sad story of a taxi driver who has split up from his girlfriend, and is turning down a pick-up from control, as it’s the ex-girlfriend.

That was back in November 1978, and the old-fashioned two-way VHF radios used in taxi cabs have been largely been updated, and to a certain extent have been superseded by smart phones and booking software.

Typical 2-way VHF transceiver as used by mini-cab companies in the 1970s and 1980s

We have all become used to very sophisticated communications systems; Bluetooth earpieces and microphones, Wi-Fi internet connections, cordless phones and smart speakers such as Alexa.

Modern cars are no exceptions. My car has a Bluetooth system that will support two mobile phones; My 2013 motorcycle has the same. 

Very sophisticated.

Well, it was in 2017 when it rolled off the production line in Kvasiny in the Czech Republic.

Kvasiny in the Czech Republic – the home of the Skoda Yeti…

But things are changing fast, and we are now moving into the world of Intelligent Transport Systems (ITS).

ITS is a futuristic totally integrated transport system that uses an infrastructure of sensors, communications links, artificial intelligence and algorithms to monitor and manage traffic flow, safety and incidents. Data collected may also be used to help design safer and more efficient transport systems, which may be optimised for different conditions.

We are already using a very basic kind of ITS; We have CCTV cameras that remotely monitor our motorways and road networks. Automatic Number Plate Recognition (ANPR) cameras that are able to identify and trackthe driving behaviour of a specific vehicle, and monitor entry and exit times of vehicles using private car parking facilities.

ANPR and CCTV cameras…

We have under-road systems that monitor the volume and speed of traffic[1] – (You may have wondered about those geometric grids in each lane of the motorway placed at regular intervals?), speed-monitoring enforcement cameras mounted on overhead gantries, and Variable Message Signs (VMSs) 

All of these systems will look like they came out of the stone age when compared with what’s coming very soon.

Intelligent Transport Systems combine data that comes from a variety of sources. 

One of the sources of dynamic data are vehicles that are actually using the road network.

Cars have recently become a lot smarter. My ancient vehicle (4 years old) is just about capable of talking to my smart phone. 

New vehicles will be able to communicate on many different levels.

Imagine, if you will, a car that is able to independently communicate with other, similarly equipped vehicles.This is the most basic system, referred to as V2V

Cars are already fitted with Autonomous Driver Assistance Systems which include obstacle detection, autonomous emergency braking, lane departure warning systems, and adaptive cruise control. See my previous article entitled Autonomous Vehicle Safety Devices – Do you turn YOURS off? for details.

Maybe the car ahead detects an obstacle, and applies the emergency brakes. This information in instantaneously broadcast to all following vehicles, and this in turn allows them to begin braking – before a human driver is even aware that an emergency exists.

Vehicles may also be designed to interact with the infrastructure (traffic signals, traffic density and speed monitors, road condition sensors etc). This is known as V2I. 

A V2V/V2I equipped vehicle starts to lose traction on a wet road, and begins aquaplaning. A message is sent from the vehicle to other vehicles, and also to the fixed highway infrastructure. The infrastructure may then automatically activate warning signs and reduce speed limits accordingly.

This is not science fiction.  This is Science Fact.

Infrastructure sensors that continually monitor the depth of water on the road surface and the road surface temperature already exist, and are integrated into the ITS. 

The UK’s Vehicle and Operator Services Agency (VOSA) have been operating a sophisticated network of subsurface sensors that are capable of accurately detecting overloaded Heavy Goods Vehicles. This system is known as WIMS, short for Weight In Motion Sensors. This uses induction loops and special sensors to detect the weight being carried by each axle of the truck in question. When combined with ANPR cameras, the system will identify the vehicle, and also be able to calculate whether it is overloaded, and whether it is complying with the speed limit.

Other car communications systems enable the vehicle to exchange data with the wider internet of things, and may also inter-exchange with other transport modes. This is known as Vehicle to Cloud (V2C). This would enable a vehicle to be able to communicate with trains, aircraft ships and exchange other relevant data.

Lastly, cars will also be able to communicate with pedestrians. (V2P). This would allow vehicles to update pedestrians on their status, and speed of approach. Such information could be received by the pedestrian by using a smart phone. 

Cars, trucks, buses, motorcycles, farm vehicles and even bicycles will all become part of a communicating interactive network, and ultimately connected to the global internet of things.

Combine the automated on-board driver assistance systems with the benefits of a smart, thinking and proactive transport network, and road safety may show some dramatic improvements.

Currently in the UK, about 40% all vehicle accidents were as a direct result on a driver “failing to see” the other vehicle. 

In our brave new world, your car probably won’t let you pull out of that junction as its already identified an approaching car, assessed the risk, and calculated that there would be a collision! That’s assuming that both cars are V2V/V2I equipped.

Old duffers like me driving a 2017 model will still have to rely on the Mark I eyeball, and the basic training received nearly 45 years ago.

The old saying that the best safety device in a car was a well-trained driver may no longer be true.

Live Long and Prosper…


[1] MIDAS – Motorway Incident Detection and Auto-Signalling. An Induction loops system that senses a vehicles presence using magnetism.

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Climate change Driving English Culture Environment Motoring Society Transport Travel Vehicle Safety Vehicles

Staying Safe – Despite the Weather

I was mentally kicking myself. Just over a month previously, I had traded in my 4×4 SUV, replacing it with a 2WD Skoda Yeti. I had been pleased with the Kia Sportage, but despite my care in driving it, the fuel economy was not as good as I had been led to believe.

My Kia Sportage 2 4WD. Nice to drive, but too thirsty!

It was the 1st March 2018. At 1530, I left my office at Aviation House, heading for home. My route from Gatwick Airport was cross country. I could easily have driven home more quickly up the M23, M25 and A3, but at a cost of an extra eleven miles motoring.

Hardly fuel efficient!

Skoda Yeti… Workhorse, paractical and almost 60 miles to the gallon on DERV,

My normal route was a delight. Out through the village that shares my name, and then through Ifield and Rusper, to join the main A264 just east of Horsham.

I would then cut through the back lanes of Broadbridge Heath, and then head south west through Loxwood, and on through Haselemere and from there via Liphook to home.

Storm Emma decided to put paid to that little plan. The snow began to fall; small pellets that danced and pirouetted slowly through the sky until they smacked wetly on the car windscreen.

By the time I got to Loxwood, I was seriously considering the wisdom of my decision to trade the 4×4 in. It was now hurtling down heavily, a swirling white vortex pouring out of a grey and ominous looking cloud.

Traffic speed was decreasing to almost pedestrian speeds, and I was now having to concentrate hard to anticipate the erratic behaviour of other vehicles.

Haslemere was, by this time, totally gridlocked. The snow was now very deep, and it was almost dark.

Haslemere, in Surrey and traffic at a standstill.

I looked at my watch. 1830! I would normally have been home by 1700.

I was beginning to get worried. There were several routes that I could take to get out of Haslemere, but all required me to drive up steep hills, and looking at the developing chaos I had little confidence that I would make it up any of them.

Cars were slaloming down the slightest of inclines, and I witnessed many crashes, and the roadsides were now becoming strewn with crumpled cars,

At 2030, I had managed to travel about 2 miles, so I ended up making the decision to abort my journey, and park up and weather the storm. I knew the decision was correct when I witnessed a Police 4×4 pick-up truck struggling to climb the slight incline. Despite the four wheel drive, its wheels were still slipping.

Surrey Police Ford Ranger 4 x 4 pick up…

I now didn’t feel quite so bad. If a well-equipped emergency services 4×4 couldn’t make it out of the town, then even in my previous 4×4, I wouldn’t have either.

I found a grass verge sufficiently away from the kerb, and drove up and parked, backing up in such a way that a mature tree would offer some protection should someone lose control of their vehicle and depart the carriage way.

I gingerly opened the door into the maelstrom, and crunched my way to the tailgate. Opening it, I dragged out my thick government issue wet weather high viz jacket, and opened my car winter crate.

I decided when I first began commuting long distances across empty countryside to prepare for all eventualities, and so I had previously invested in a large plastic crate, into which I packed my emergency kit. Next to the crate were half a dozen blankets of the type that removal companies use to protect furniture.

A fold-up shovel, a set of jump leads, a pair of work gloves, half a dozen bottles of water, a pair of wellingtons, a torch, and some dried food in the form of energy bars, packs of nuts and chocolate.

Yes…. Lots of chocolate. You can never have too much chocolate in an emergency box.

I selected a handful of bars of chocolate, and a couple of bottles of water. Slamming the tailgate shut, I got back into the drivers seat, and started the engine.

I dialled up maximum heat from the climate control, and switched on the electrically heated seats. Reclining the seat back as far as it would go, I snugged up under the blankets and dozed off.

Haslemere snowed in. Photo Courtesy Ian Underwood.

The temperature outside continued to drop. and I eventually had to start the car every fifteen minutes and run the engine for a while to stay warm.

I slept very fitfully and was wide awake by 0530.

The storm had passed through, and I decided that I would attempt to get home.

I knew that as long as I could get the car moving and maintain a constant speed, I could probably get up the hill, from where I could make my way to the A3, which, I hoped would be open. I knew that once other cars started moving, my chances of a successful escape from Haslemere would revert back to zero.

Even genteel Haslemere loses it’s appeal to a cold and hungry driver.

Starting the car, I eased it into gear, and slowly, ever so slowly accelerated up to about twenty miles per hour. Every so often the wheels would spin, but the plucky little car continued up the hill which I crested without seeing another vehicle on the road.

I did see quite a lot in ditches though, inclding a single decker bus and a police car.

The A3 was closed northbound, but – joy of joys, it was still clear southbound.

Half an hour later I was at home. The first thing I did after having a hot shower and a cup of tea was to start researching for winter tyres.

I have to admit – I had never really considered using winter tyres. I had always thought that they were a hyped up fashion in the UK, as we don’t expereience the extremes of weather that are enjoyed by our continental neighbours.

If you are fortunate enough to live in the United Kingdom, then according to figures I dug out of the Meteorology Office, we only get to “enjoy” snow for 23.7 days per year, and it only lays around for an average of 15.6 days each year.

Winter Tyres – on a Steel Rim. Great for country lanes, potholes and freezing conditions. Image courtesy of FreeImages.co.uk

On this basis, I was started wondering if it would be worth it.

It seems that during the winter in the south east of England (The counties of Kent, Sussex, Surrey Buckinghamshire, Berkshire, Hampshire, Dorset and Wiltshire, and London) the winter temperatures sit at around 3℃ in London, down to -0.5℃ on the coast.

There is little difference between snow tyres and winter tyres. Winter tyres are optimised to perform at their best during all types of winter weather, including rain, sleet, snow, and slippery surfaces. Snow tyres may well have studs moulded into the tread to enable better grip in very hostile weather conditions.

Winter tyres are designed to offer their best performance when outside air temperatures are less than 7℃ (45℉) and have a tread design that includes deeper grooves or “sipes”

This makes them ideally suited for a typical British winter. Take November 2019, for example. According to Met Office figures, the average temperature this time last year was 5.3ºC – prime conditions for winter tyres.

Firstly, how can you recognise a winter tyre?

Winter tyres carry a mark on the sidewall which consists of three mountains with a snowflake. This “Three Peak Mountain Snowflake” symbol indicates that the tyre has undergone and passed a specific winter traction performance test.

My somewhat salty, muddy, winter tyre, clearly showing the winter tyre mark Photo Mark Charlwood

In order to perform well under the low temperature, wet and slippery conditions, winter tyres are constructed from carefully blended rubber compounds that are hydrophilic in nature.

These compounds contain more natural rubber, which stays softer at lower temperatures, and helps the tyre to become more “grippy” in wet conditions.

Winter tyres are also narrower than standard tyres; the width of the tread is narrower for the wheel diameter. This reduces the resistance of the tyre as it is driving through snow.

The tyre will also have a deep groove pattern, with many additional smaller grooves known as Sipes that are designed to cut through snow, and improve traction.

Deep grooved tread pattern, clearly showing the sipes and the extra blocks for exerting grip. Photo Mark Charlwood

Tests conducted by the British Tyre Manufacturers Association found that a car braking at 60mph on a wet road at 5 degrees Celsius stopped five metres shorter, equivalent to more than one car length, when fitted with winter weather tyres.

I could see the immediate and obvious benefits of fitting winter tyres.

I started by ringing round the local tyre dealers, to get costs. Most of the dealers were able to supply, at reasonable prices.

What I hadn’t bargained for was the extra costs involved. My normal “Summer” tyres were not worn out. I would need the tyres removed from my rims, and the winter tyres put on. Then, when I needed to change back to the summer tyres, I would need the dealer to remove the winter tyres, and refit them.

As they wouldn’t be fitting a new tyre, they would charge £20.00 +VAT per wheel to switch them. £80, twice a year! And I would have to store the tyres as well.

It was beginning to look costly.

Then I had a brainwave.

What if I bought some steel wheels and had the winter tyres fitted to them?

It would mean my nice Alloys wouldn’t be subjected to the rough conditions (salt, mud, and the risks of hitting potholes, or the verges) and I could change the wheels myself without incurring costs.

Solution found.

Now I hit a potential problem that had me scratching my head.

My car was originally fitted with 17 inch rims. All of the winter tyres quoted for my model of car were 16 inch rims, and a lot narrower.

Whilst Skoda Yetis may be bought new with 16 inch wheels, I was worried that the smaller size would mean the the tyre pressure monitoring system, stability control and anti skid systems would be compromised if I put smaller narrower tyres on.

A quick conversation with the service manager at the local Skoda dealer and I was happy. He explained that whilst the wheel rim was of a smaller diameter, the extra height of the tyre sidewall would ensure the onboard systems wouldn’t have any problems.

I eventually sourced a company on eBay that supplied me with four Continental winter tyres, ready-fitted onto steel rims. They arrived direct from Germany, and it took me about an hour to remove and refit all four wheels.

My experience is good. There is a definite improvement in the handling of the car during braking and cornering in slippery and wet conditions.

Some folk complain of the tyres being noisier than summer tyres, but I haven’t noticed this. The only thing that I do notice, is that the speedometer over reads by about 10% now compared with the GPS (An indicated 77 mph equates to 70 mph GPS true speed) and as a result, my sat nav system calculates my drive to work as 44 miles, but the car trip recorder shows 47 miles.

Not too much of an issue, but I have to remember to deduct 10% of the fuel computer’s range-to-empty figures!

It must be remembered that winter tyres should really only be fitted in about October, and removed in March. Winter tyre rubber compounds do not work well at average spring and summer temperatures, and in many cases, braking will be considerably poorer than those achieved using the original tyres.

Yes, they cost me about £500 to buy, but I am only wearing both sets of tyres out at half the rate, so it was a good investment.

I regard it as an extra piece of insurance.

Stay Safe!

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Was it That Long Ago?

Exactly 44 years ago today, I passed my driving test.

I was seventeen, and was being taught to drive by my Father. This was for two reasons. Firstly, in order to wean me off motorcycles, he offered to do it for free, and secondly, I had bought a car in which to learn. 

My first car was a twelve-year-old Morris 1100 saloon. It was, in many respects, a great car to learn to drive in.

Not my car – but the same model and colour

It was a simple machine, with no clever safety systems – apart from old fashioned lift latch buckle seat belts.

It didn’t even have any real “comfort” systems if you exclude the two-speed fan assisted heater.

Its front wheel drive made it easy to drive round the country lanes of Sussex where I grew up. 

The Morris 1100 was quite revolutionary when it rolled off the production line in 1965. It used the new space-saving BMC-designed Hydrolastic suspension system. 

To put it simply, this system replaced the springs and shock absorbers used in conventional cars with rubber bladders known as displacer units at each wheel.

The front and rear bladders on each side of the car were connected together with pipes and valves. When the front wheel encountered a bump in the road, it would force fluid from the front bladder to the rear bladder, which minimised the pitching of the car over bumpy roads.

It also had a brilliant side effect for a learner. It made hill starts really simple.

On a hill, with the parking brake applied, all one had to do was engage first gear, cover the brake pedal, and let the clutch up slowly. The vehicle would then gently rise up on the rear suspension. As soon as this happened, the handbrake could be removed without the car rolling backwards.

I must say it helped me considerably!

So, back to the point. 

I had applied for my provisional driving licence and got it back in time for my 17th birthday. I had to buy my very first driving insurance policy out of my meagre apprentice pay, so it was a third party only policy. 

The good old paper driving licence, showing provisional driving entitlements. Not mine though!

I guess this was a bit of a calculated risk. I assumed that it was a little unlikely to spontaneously combust, and any self-respecting car thief would be horrified to steal such a shabby looking car – especially one that had a slightly Miss Marple image.

For my first lesson, it was decided that we would leave the house very early to avoid traffic as much as possible. We agreed that we would use quiet country roads to start with and then progress to busier streets and towns. 

I jumped in the passenger seat, and we drove sedately to the south west edge of the town, heading for the village of Turners Hill. 

Dad pulled over onto a layby at the right, and we swapped seats. 

After 44 years, the lay-by is still the same…

Crunching the gears, I kangarooed off on the start of my driving adventures – and all without the aid of dual controls!

An hour of driving up to the village, turning around, and driving back to the layby resulted in me being able to change up and down the gearbox, and smoothly pull away.

So, it continued. Practicing reversing into a parking bay on the Imberhorne industrial estate, reversing around a corner, and three-point turns. Hill starts without the car rolling backwards and crushing the matchbox that my father had placed behind the rear wheel.

Eventually, after a few months, Dad pronounced me ready for test, and so I applied. Crawley was the closest test centre, so in preparation I regularly drove the family over to Crawley for Saturday shopping, and was reasonably familiar with the place.

I eventually got my test date, which was the 2nd of February 1977. This was a Wednesday, and Dad couldn’t get leave to get me to the test centre.

Luckily, one of my Air Cadet friends who had passed his test the previous summer offered to take me.

My test was as simple as my car.

Upon arrival, I reported to the receptionist, and she asked me to take a seat. In due course, I met my examiner; he looked a little like Sherlock Holmes, complete with a deerstalker hat.

Having checked my provisional driving licence and my insurance documents, he asked me to read a nearby car number plate, which I did with ease. Not sure I could do it today without my varifocals!

Without further conversation, we got into my car, and I drove around Crawley, following his directions. 

The emergency stop was for real, rather than him banging on the dashboard in accordance with his briefing.  I was “making good progress” and driving at just under the posted 30 MPH limit, when a car suddenly pulled out of a side junction.

I slammed the brakes on, and the car rapidly came to a stop, without me locking any of the wheels up and skidding on the cold damp tarmac.

The deceleration forces were impressive. His clipboard shot into the footwell, and he pitched forwards. “Oh god” I thought, please don’t let the examiner break his nose on my car”

Luckily, he didn’t. Leaning back into his seat, he turned and smiled at me. “That was very good. I shan’t be asking you to do a further emergency stop.”

Having completed all the required test items, we drove back to the test centre, and he fished a folder out of his battered briefcase.

Flipping through the folder, he randomly selected road signs and marking and asked me what they represented.

I obviously answered correctly, as he ponderously got out of the car and trudged back to the warmth of the test centre.

He gravely started filling out a document. Was it a failure or pass certificate? 

“Well done Mr. Charlwood. You have passed. Congratulations!”

So – I was one of the 40% of test applicants that passed their test first time!

I thanked him, and went to see Andy who was waiting patiently. “Well?” he enquired. “Am I driving back, or are you?”

“I am” I said proudly. We went to the car park, and ceremoniously ripped the L plates from my car, and I nonchalantly tossed them onto the back seat for disposal later.

We then drove to Brighton and back on the busy A23. 

Just because we could!

However, things are very different now. 

The driving test has metamorphosed into something much more complex. Hill starts and reversing round corners have been removed from the test, and navigating whilst driving using a GPS Satellite Navigation system has been included. 

The almost casual theory questions used by my examiner in his ring binder are gone – replaced by a formal theory test, which is computer based. 

The theory test also includes a hazard perception test, using 14 short video clips to establish whether the candidate has good recognition of developing hazards and risk assessment skills.

Bizarrely, (in my opinion) candidates may use vehicles that have hill start assistance systems.

In my world of professional aviation, skills tests are conducted using the equipment fitted to the aircraft, but candidates still have to demonstrate navigating or performing the required manoeuvres with the enhanced systems shut down, thus demonstrating that they can control their aircraft in all situations.

Having said that, my car is fitted with a hill start assist system and there is no means of disconnecting it. I guess thats the same in most current cars. Unless you know better?

I must add, somewhat smugly, that it never activates, because I was taught how to do a hill start using blended clutch and brake control.

The driving syllabus and the test upon which it is based unfortunately lags considerably behind the rapid development of Autonomous Driver Assistance Systems (ADAS).

To illustrate this, new drivers are not currently required to be taught the use of cruise control, or to recognise its limitations, and how to use it safely.

So, where do YOU place your feet when the cruise control is active and engaged?

I keep my foot over the accelerator. Some people I have driven with place both feet onto the floor.

I find this a little startling. 

Simple risk assessment shows that it is possible to lose spatial awareness of where the pedals are in relation to the drivers’ feet. In an emergency, do you really, instinctively, know where the brake pedal is?

New vehicles are loaded with ADAS, and whilst many younger drivers may not be able to afford new cars, they should still be aware of the types of systems available. New drivers may be renting cars to which these devices are fitted, or be given a company car which has many safety systems fitted as standard.

Statistics show clearly that the highest risk groups for accidents are very young drivers (17-21), and the elderly (80+) both of whom may not have sufficiently developed judgement to ensure their safety. 

Both groups are unlikely to be driving the latest cars which have the additional safety systems.

So maybe those that need a good understanding of ADAS and would benefit from the additional safety, are the drivers most unlikely to have a car fitted with it.

At some point the driving syllabus and the test will address these issues.

Until that time, all I can say is…

Drive defensively and learn as much as you can about the systems that YOUR car is fitted with.

Go well, and be safe!

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Driving education English Culture Motoring Science Technology Training Transport Vehicle Safety Vehicles

Autonomous Vehicle Safety Devices – Do you turn YOURS off?

If you drive a fairly recent car, it will, in all probability, have a number of added features to make driving not only a more enjoyable experience, but also a safer one.

When I started driving in the mid-1970s, driver safety systems – apart from the most basic, were virtually non-existent.

I started my driving career at the age of 16 with a 1965 Austin 1100.

Same colour, same condition – different registration! This is a 1966 model

Minimal controls, no radio to distract, and hydrolastic suspension, which for those of you that are not familiar with it, made performing hill starts a simple manoeuvre.

A four-speed gearbox, and a disproportionately large steering wheel by todays standards. (This was to compensate for the lack of any sort of power assisted steering).  

My parents believed this to be an ideal car for a learner.

But was it?

It had absolutely no safety features. Not even a collapsible steering column! In vehicles without such a device, in a frontal crash, the impact and subsequent deformation of the body shell and chassis could drive the steering column backward, in many cases impaling the driver to the seat.

Austin/Morris 1100. Simple, uncluttered, yet maybe deadly!

Interestingly, a patent was filed for a collapsible steering column way back in 1934, but it wasn’t until 1959 that Mercedes Benz fitted them to its MB W111 Fintail. We had to wait until 1968 before Ford fitted them as a standard item to all new cars.

My car did have one quite advanced feature – it was fitted with disc brakes on the front wheels, and drum brakes on the rear wheels, making it almost unique for a small, mass-produced car in the early sixties.

Let’s move on to crumple zones. My little car was built quite simply, and any energy created in a crash impact would be transmitted throughout the whole car until it dissipated. Modern cars are now designed with front and rear panels that deform in a controlled manner, spreading the loads and therefore dissipating the energy to survivable levels before it reaches the occupants.

Volvo introduced longitudinal steel bars to protect the occupants from side impacts, a system that Volvo imaginatively called SIPS, Side Impact Protection System. That was back in the early 1990s, and now all modern cars are built with a rigid passenger safety cell which, amongst other things, prevents the engine from being forced into the passenger compartment.

Losing control of a vehicle causes many accidents. The moment that wheels lock up under heavy braking, is the moment that the driver effectively becomes a passenger, and the skidding car has an uncontrollable trajectory, potentially leading to an impact.

The aviation industry has been using anti-lock brakes since the 1950s when Dunlop invented the Maxaret system, which was fitted to various aircraft types. By preventing the wheels locking up, aircraft landing distances could be reduced by up to 30%, and the use of the system extended the life of tyres considerably.

Vehicle engineers weren’t slow to recognise the opportunity to enhance car safety, and in 1966, the Jensen FF Interceptor became the first production car to be fitted with mechanical anti-lock brakes.

Jensen FF Interceptor – 4 Wheel Drive, and the first production car with Anti Lock Brakes

Modern systems are fully electronic, and are so sophisticated that they can work in conjunction with electronic stability systems to reduce brake pressure on one wheel, or even redistribute the brake effort from front to rear, or even side to side to ensure that the driver remains in control.

Other safety features are less glitzy, including the humble padded dashboard and flexible sun visors, to head restraints and laminated windscreens, but I am sure they have all made a positive contribution to reducing post-impact injuries.

Air Bags and Air Curtains, Seat belt pre-tensioners (to tighten the lap-strap within milliseconds of an impact being detected) and tyre pressure monitoring systems play a more active role in saving lives.

Air Bag Deploying during a Crash Test

Safety device development continues at high rate.

Due to the ever-increasing sophistication of vehicle on-board computer systems, and better understanding of accident causal factors, there are a now a complete suite of Advanced Driver Assistance Systems (ADAS) that are being fitted into new cars.

Lane Departure Systems that monitor the vehicles distance from lane markings warn the driver (and in some models will intervene to bring the car back into its own lane) of a deviation from the chosen lane.

Tesla instrument binnacle, showing lane departure system- Photo copyright Ian Maddox

Blind Spot Monitoring uses a system of sensors and cameras to detect vehicles in adjacent lanes and activates a warning – either in the external door mirrors or within the driver’s area of vision. Some of these monitors will also activate when the car is placed into reverse gear, and will warn of approaching vehicles or pedestrians. This enables cars to be safely reversed out of car parking spaces.

Blind Spot Monitoring System – Mirror mounted camera. Photo by Emancipator

Active Cruise Control (ACC) may be set up to automatically maintain a certain speed and distance from vehicles in front. and will automatically decelerate the car if the car in front slows down. If the spacing limit is breached, then the system will communicate with the braking system to apply the brakes. Drivers will also be warned by an audible alarm and a visual prompt to intervene and apply the brakes.

Adaptive Cruise Control Display. Image courtesy Audi AG

Driver Monitoring Systems can measure the level of arousal and alertness of the driver, using eye tracking technology, and driver steering inputs. If the driver begins to exhibit symptoms of drowsiness or incapacitation, the system will activate, generating a loud audible warning, and in some cases the seat or steering wheel may vibrate.

Should the driver not react to an obstacle under these circumstances, the car systems will intervene and take avoiding action.

Many accidents occur due to breaches of the speed limit, so ADAS provides another system – Intelligent Speed Adaption to assist in preventing a driver from exceeding speed limits.

These systems may either be active or passive in nature; passive ISA will simply warn of an exceedance, whilst active ISA will either exert a deceleration force against the accelerator pedal, or will reduce engine power and apply the brakes.

My current car was manufactured in 2017. It has standard cruise control, electronic stability control, ABS and is littered with airbags.

My only additional Driver Safety Systems are manually optimised…

I use the mark one eyeball and good driving practices that were ingrained in me during my driver training. Mirror Signal Manoeuvre when changing lanes or joining a motorway. A good habit picked up from being a motorcyclist – I actually turn my head and look over my shoulder when lane changing.

Despite all of these advanced safety systems being available, many people are ignorant of the systems fitted to their cars.

In part, this is due to sales staff at dealerships being either unwilling, or unable to explain satisfactorily how the systems work, the advantages and practical use of the systems, and the limitations of the systems when in everyday use.

Secondly, having checked the Driver Standards and Vehicle Agency website, and reviewed the UK Driving Test Syllabus, there appears to be nothing in the course to ensure that drivers have an understanding of integrated safety systems.

Unless Approved Driving Instructors teach the practicalities of Advanced Driving Assistance Systems, and their limitations, drivers will remain in ignorance of the benefits that these devices offer.

According to a recent survey conducted by Autoglass, 41% of drivers with ADAS equipped vehicles intentionally disabled safety devices such as Autonomous Emergency Braking and Lane Departure devices!

The survey further revealed that 24% of those drivers responded that they were not provided with any information about the importance of these features and how they work when they had the vehicle handed over to them.

55% were unaware that these safety-critical systems need to be re-claibrated following a replacement of windscreens of repair of panel damage.

67% stated that they believed that more education and training is needed before driving ADAS-equipped cars.

The best safety device in every vehicle is a well trained driver. A well trained driver would not disable safety systems designed to save lives.

Maybe its time to start the training?