‘Sorry I Can't Come to Work:' Woman's Boyfriend Parks Her Car. Then She Realizes That He Cranked the Parking Brake Way Too Hard
That's what happened to this woman who was stuck in her car because of a simple thing her boyfriend did.
Why Would He Do This?
In the viral TikTok, which has more than 10.2 million views, content creator Milly (@millyclare1xo) shared what happened after her boyfriend drove her car.
Milly is in her car, seemingly about to go to work, when she notices she can't move her vehicle. Her boyfriend put the hand brake up, and it's stuck in position.
'Sorry I can't come to work my boyfriend put my hand brake up,' Milly said in the on-screen caption.
Throughout the video, you can see that she's using all of her physical power to put the brake back in position, but it's futile.
'Literally, oh my God,' Milly says as she pouts at the camera, on the verge of giving up.
While Milly never posted a follow-up video updating viewers on her situation, we think it's safe to say that she eventually figured it out or got some help.
Why Did She Turn Off the Comments?
In a follow-up
video
, Milly shared that the comment section was so full of mansplainers (if you don't know what that is, ask a dude to tell you) who assumed she knew nothing about cars.
'I obviously know how to use a handbrake, I've been driving 3 years, I just couldn't lift it at that height, what aren't people understanding?' Milly said in the on-screen caption.
'State of these comments... and [they] wonder why there's a male loneliness epidemic,' one viewer
responded
to the original video.
What Is a Handbrake?
The handbrake—also known as the parking brake, emergency brake, or e-brake—is a secondary braking system used primarily to keep your vehicle stationary when parked,
Driving Tests
explained.
While traditionally operated by a mechanical lever between the front seats, newer cars often feature electronic versions controlled by a button or switch. Some models also use a pedal to engage the handbrake, typically located on the far left of the driver's footwell.
Mechanical handbrakes are gradually being phased out in favor of electronic ones, which offer more cabin space and fewer sharp edges.
Regardless of type, the handbrake acts on the rear wheels of the vehicle and operates independently from the main hydraulic foot brake.
When to use your handbrake
Despite the name, the handbrake isn't just for emergencies. You're meant to use it regularly, especially when parked. According to
The Driving Test
, here's when it matters most:
When parking:
For both automatic and manual cars, the handbrake helps secure your vehicle in place, especially on hills. In automatics, you're supposed to apply the handbrake before shifting into Park, which keeps the car's weight off the transmission. In manuals, pair it with gear selection: reverse for downhill, first for uphill, neutral on flat ground.
On a hill in traffic:
In stop-start traffic while driving a manual, the handbrake keeps your car from rolling backward and frees up your feet to use the clutch and gas without panicking.
While waiting at an intersection:
A courtesy move. If someone rear-ends you while your foot's on the brake, the car may lurch forward. With the handbrake on, you reduce the chance of hitting the car in front. Bonus: your brake lights won't be blinding the driver behind you at night.
In an emergency:
If your main brakes fail (a rare but real possibility), the handbrake can act as backup. Just don't expect miracles; handbrakes only apply force to the rear wheels and are significantly weaker than foot brakes.
Motor1
reached out to Milly for comment via TikTok direct message and comment.
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The UK motor finance industry is facing fresh disruption after the Financial Conduct Authority (FCA) confirmed plans to launch a consultation into a redress scheme that could cost lenders and brokers as much as £18 billion. The announcement — following a Supreme Court ruling last Friday — reintroduces significant financial and operational uncertainty for motor finance providers. While the FCA said most drivers would receive no more than £950 each, the total cost to the industry is now estimated at between £9 billion and £18 billion. Paul Hollick, Chair of the Association of Fleet Professionals (AFP), said: 'We've gone from a situation on Friday where the Supreme Court verdicts suggested the worst risks for the motor finance sector had been removed, to one on Monday morning where the FCA's intervention has reintroduced the possibility of quite widespread reparations.' The FCA's move relates to discretionary commission arrangements (DCAs), which allowed dealers to set interest rates on car finance agreements and pocket the difference as commission — often without the customer's knowledge. These practices were banned in 2021, but many were in place across millions of loans issued between 2007 and 2021. FCA Chief Executive Nikhil Rathi said: 'It is clear that some firms have broken the law and our rules. It's fair for their customers to be compensated.' He added that the FCA aims to build a scheme that is 'fair and easy to participate in,' with no need for consumers to use a lawyer or claims management company (CMC). 'If you do, it will cost you a significant chunk of any money you get,' he warned. Industry pushback However, several industry figures questioned the FCA's legal and practical basis for retrospective compensation — particularly when many firms operated within then-accepted frameworks. Paul Bennett, a consultant with Madox Square Advisory, was cited on LinkedIn as saying: 'This statement leaves me somewhat perplexed because, until discretionary charges were banned in 2021, financiers in concert with their introducers operated within the law. As such, how can firms be penalised in 2025 for what was accepted business practice until 2021?' Stephen Haddrill, Director General of the Finance & Leasing Association (FLA), expressed concern over the FCA's intention to look as far back as 2007. 'We have concerns about whether it is possible to have a fair redress scheme that goes back to 2007 when firms have not been required to hold such dated information, and the evidence base will be patchy at best.' Speaking to BBC Radio 4's Today programme, he added: 'I just think that is completely impractical. It is not just firms that don't have the details about contracts back then, customers don't either.' Dealers urged to review historical agreements Jonathan Butler, legal counsel at the Vehicle Remarketing Association (VRA) and partner at Geldards, said: 'We shouldn't lose sight of the fact that this is good news for dealers and lenders' given that the exposure is far less than the £44 billion feared. However, he warned of extensive preparatory work ahead. 'Dealers and lenders are now in a position where they can start to calculate their exposure. They should be tracking down all relevant paperwork dating back to the 2007 cut-off point,' Butler said. He also flagged potential legal minefields in legacy dealer agreements: 'Dealers need to read their old contracts with motor finance providers to check there is no form of indemnity in place that protects the lender in the event of claims of the type now envisaged. These did sometimes exist and, if enforced, may cause issues.' Butler added that the redress scheme could be hampered by evidentiary complexity: 'The Johnson-type threshold is actually a value judgment... These are highly fact sensitive matters and not questions that... could be easily answered using anything other than an arbitrary and automated process. It needs qualified people to make assessments... that is potentially an enormous task.' CMC industry faces collapse The FCA's announcement is also likely to have a profound effect on the claims management sector, which had anticipated a much wider liability ruling from the Supreme Court. John Perez, Partner and Head of Finance Litigation at DWF, said: 'The CMC industry that has emerged in pursuing these claims on mass will likely now collapse.' He explained that under the ruling, 'any continuing claims will all be fact dependant on the nature of the individual transactions,' meaning the days of high-volume, generic CMC-driven claims are effectively over. Perez noted the court's ruling in Canada Square v Johnson clarified that 'no disclosure of commission or partial disclosure of commission will not in itself render the relationship unfair.' Instead, courts must evaluate multiple factors — including the size of the commission relative to the total credit cost (as in the Johnson case, where it was 55%) and whether the dealer made misleading representations. He suggested the FCA may borrow from the approach taken in the PPI and Plevin redress schemes, potentially setting a commission threshold — such as 50% of the total charge for credit — above which redress would be automatic. Retail perspective: fairness and stability needed Sue Robinson, Chief Executive of the National Franchised Dealers Association (NFDA), welcomed the Supreme Court's judgment and its recognition of the sector's submissions. 'As the consumer facing part of the sector, NFDA want to see the regulator act fairly to ensure that UK consumers receive a satisfactory result. This has been achieved today,' she said. Robinson emphasised the importance of a stable retail environment, noting that 'automotive retail accounts for approximately 78% of the broader automotive workforce.' "Sector shaken as FCA opens consultation into £18bn scheme" was originally created and published by Motor Finance Online, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
