Driver who crashed car was not wearing glasses
Essex Police said the motorist, who it described as elderly, was stopped in Colchester on Wednesday after his Vauxhall car clipped a kerb and a bollard.
An eyesight test conducted at the roadside revealed that instead of being able to see 20m ahead (66ft), he could only see two metres (seven feet).
His car was seized under Section 165 of the Road Traffic Act and police said he was referred to the DVLA.
Essex Police said: "Your eyes are your best driving tool, regular check-ups help keep you, and everyone else, safe on the road.
"If you are prescribed contact lenses or glasses to assist you when driving please remember to wear them."
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44 minutes ago
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The seven significant traits of a sociopath and how to spot one in your life
Think sociopath and you'll probably conjure up a mental image of Patrick Bateman in American Psycho, or serial killer Ted Bundy, or even Jeffrey Skilling, the chief executive of Enron who manipulated one of the biggest corporate fraud scandals in America and notoriously showed no remorse during his trial (and conviction) in 2006. But the bigger picture is complex. The term 'sociopath', while often used in the vernacular, is not recognised as a diagnostic label by the ICD-11 (International Classification of Diseases 11th Revision), published by the World Health Organisation. It describes sociopathic traits as dissocial personality disorder. In psychology circles, it is also referred to as antisocial personality disorder (ASPD). Psychopathic traits also sit under this umbrella, and while they share similarities, psychopathy tends to play out in more severe actions and has a stronger genetic link. The NHS states: 'Antisocial personality disorder is a particularly challenging type of personality disorder characterised by impulsive, irresponsible and often criminal behaviour.' For those living with this condition, or others in relationships with them, the long-term outcome can feel bleak. Studies indicate that around 1 per cent of the UK population meets the criteria for ASPD and it is more prevalent in men (up to 4 per cent of all males). Even more disturbing is that 50-80 per cent of male prisoners show ASPD characteristics, as do a high number of chief executives in business. Yet experts agree that sociopathy sits on a spectrum. Patric Gagne, an author and therapist, calls herself a '21st-century sociopath'. She is a well-known advocate for those suffering from ASPD, with a PhD in clinical psychology. 'I am a mother and a wife, therapist, member of a country club and well-liked – yet also 'mostly immune to remorse and grief',' she says, adding that, contrary to society's expectations, 'You can be a sociopath and have a healthy relationship. You can be a sociopath and be educated.' Experts also believe that if a person is willing to recognise and understand their behaviour and work towards change, they have the chance of living a socially adaptive and meaningful life. Here are the typical tendencies of sociopaths to look out for… They ramp up the charisma for their own advantage A sociopath is often thinking: 'How can I work this opportunity for personal gain?' So, while they might present themselves as an affable raconteur, there is little sincerity in the seemingly charming words that fall from their mouth. Sumeet Grover, a British Association for Counselling and Psychotherapy-registered psychotherapist, says: 'Pulling you into their world gives them power and a sense of grandiosity. And it deflects what is really going on for them internally. Their sense of self – who I am as a person – is fragmented and so they don't feel in the same way as most people. They can be very charming, believable and relatable, while often lacking in a felt sense of empathy or remorse.' Grover goes on to explain that while the exact cause of ASPD, particularly sociopathy, isn't known, it is believed that genetics and environmental factors, including parenting styles, abuse and neglect, play a role. 'Specific behavioural traits can be seen in children as young as seven and this is called 'conduct disorder'. This might be when a young person has a history of being cruel to animals or vulnerable people, destructive at school or consistently involved in arson or theft. Research suggests that 40 per cent of males and 25 per cent of females with conduct disorder are likely to be diagnosed with ASPD in adulthood.' They rebel against authority (and never pay their parking fines) It's two-fingers-up to anyone who tries to tell them what to do or stands in their way of success. Sociopaths are masters of deceit and would rather suffer potential legal action than abide by the rules. Often they act irresponsibly without feelings of culpability, remorse or guilt. Because ASPD sits on a spectrum, some sufferers might commit monstrous acts, while others with low-level traits may veer more towards petty crimes like not paying overdue fines or shoplifting and, upon reflection, experience shame for their misdemeanours. Dr Lisa Orban, a clinical psychologist, believes these offenders could benefit from talking therapies such as cognitive behavioural therapy to manage compulsions and harmful thoughts, or acceptance and commitment therapy which focuses on handling unhelpful beliefs and feelings so they don't control someone's life. She stresses: 'The success of these treatments is dependent on the person's awareness of their actions and a commitment to behavioural change.' They will charm a crowd but lasting relationships can elude them While sociopaths can feel automatic emotions like anger, fear and sadness, it's more difficult for them to experience and understand learnt emotions like guilt, shame, affection and, particularly, empathy. Internally, they tend to believe everyone else on the planet is a loser, but externally they exploit their manipulative charm and lack of social anxiety to snare others. Their ability to 'mirror' the more positive behaviour of those around them reaps the attention (and adoration) they crave. But when it comes to building more lasting and loving connections, their 'performance' is revealed as being void of genuine feeling. Dr Tharaka Gunarathne, a clinical psychiatrist, adds: 'Someone with ASPD may form attachments, but these are often shallow and driven by personal gain rather than mutual care. The kind of love rooted in empathy, vulnerability and emotional reciprocity is typically impaired. This relates in part to how their brain is wired. The amygdala – which helps us read emotional cues – often shows reduced activity in people with ASPD, and its communication with the prefrontal cortex (our brain's control centre which helps us with moral judgment and long-term thinking) is often disrupted. So, while they might mimic the behaviours of love, the emotional depth behind those behaviours is usually limited.' They live life on the edge Studies show that because sociopaths have reduced amygdala activity in the brain, they often underestimate risk and experience a delayed response to fear. Danger becomes a means to feeling alive or empowered. In her memoir, Sociopath, Gagne writes about the risky behaviour she has displayed over the years: stealing cars and cruising around the late-night streets of Los Angeles, breaking into homes, attending the funerals of strangers… Her belief is that sociopaths find it impossible to feel in the same way as most people. Instead, they can experience apathy, or a lack of feeling, which can be a driver for certain destructive actions. In the book, Gagne's therapist explains: 'It is this lack of feeling, many researchers believe, that causes them (sociopaths) to behave aggressively and destructively. The sociopath's subconscious desire to feel is what forces him to act out.' Gagne adds: 'I was starting to understand why doing bad things made me feel… something. However brief, it connected me to the way I imagined everyone else felt all the time… And we weren't 'bad' or 'evil' or 'crazy', we just had a harder time with feelings. We acted out to fill a void.' They will be aware of your every move – and seek to dominate in relationships Very little escapes the laser focus of a sociopath. Their drive for control and power can trump any interest for a deep connection or intimate partnership. They often seek to dominate and dictate the situation and mood, with little or no concern for your needs or desires. It's not uncommon for a sociopath to engage in obsessive behaviour, even stalking someone who piques their curiosity. In extreme cases, their compulsion to control can resort into aggression and maybe violence. Dr Gunarathne acknowledges that those who are low on the spectrum may have more success with relationships, but he suggests: 'If you're with someone who fits this pattern, setting firm, non-negotiable boundaries in your own mind is essential. Don't get drawn into trying to 'fix' them – instead, focus on what you can control: your response, your limits and your network of friends who will support you. Seek professional advice if needed. Charm and confidence can be persuasive, but if the emotional cost to you is high, it's a sign to step back and reflect.' They won't say sorry To be able to apologise, or learn from mistakes, a person needs to care about the impact of their actions. Sociopaths might say sorry – especially if it serves a purpose or garners trust – but do they genuinely mean it? It's more likely they will see apologising as a sign of cowering down or a threat to their supremacy. They are more likely to push the blame on to others, making them believe everything is their fault. Dr Orban adds: 'Even though someone with ASPD may not feel remorse, they can still recognise right from wrong and read the reactions of others. Skills-based training that incorporates emotional intelligence, for example, can help improve social awareness, self-regulation and relationship management, even if the capacity for empathy is limited.' They manipulate the truth There is no one a sociopath likes better than number one. They consider themselves to be the top dog who exists in a dog-eat-dog environment and when necessary, they will obliterate everyone else to achieve their goals. And if that means twisting the truth in their favour, the facts will rapidly become blurred. Partners of sociopaths often confide they believe they are going mad because a sociopath has manipulated the truth to such extremes, they can't decipher what's real anymore. Dr Ute Liersch, a counselling psychologist at The Soke, a private mental health care centre in London, works with women who are trying to leave such toxic relationships. 'It is far from simple,' she says. 'Often they are undergoing the most brutal of divorces. And a manipulative person with ASPD will use their skills to get exactly what they want. Not only are these women doubting their experience, there is research data showing that when we live with a controlling partner, our brain function changes in the same way as if we were taking drugs. We can become addicted to that person, which makes it extremely hard to leave them. I see women managing excruciating symptoms of withdrawal. It can be a painful and debilitating separation.' Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more. Solve the daily Crossword
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an hour ago
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Ultimate off-road toy? Defender Octa vs Nomad and Mach-E Rally
The emergence of the dual-purpose, loose-surface-specialist, off-road performance car is one of the better reasons for enthusiastic drivers like us to be cheerful. From the Porsche 911 Dakar and Lamborghini Huracán Sterrato right the way through to the Ford Ranger Raptor and Bowler Bulldog, we've had quite a constant and varied supply of these lovably rogue and madcap mud-pluggers over the past 10 years of car industry history. And now, if you want to go fast and have fun on gravel and mud as well as on the road in 2025, you can do so in all kinds of different ways. Take, for example, the three fast off-roaders we have gathered at the Sweet Lamb Motorsport Complex in Wales for what should be a fantastic day of testing. They are, respectively, appealingly little, usably mid-sized and unapologetically large. Hobbyist, daily driver and indomitable do-it-all. We've got rear-engined rear-wheel drive, all-electric four-wheel drive and V8-engined, proper mechanical four-wheel drive on offer, to suit whatever your requirement. These cars are about as different from each other as anything you're likely to see sharing space in an Autocar comparison test. But all should be great fun on what is ostensibly a gravel rally stage that's ours for the day. At just 715kg, the Ariel Nomad 2 is the kind of flyweight thrill-seeker most would stick on a trailer to transport and use. One towed by something like the 2510kg Land Rover Defender Octa, quite possibly. Could the tow car actually be as much fun as what's towed? Could it get close? Let's see. At 2343kg, meanwhile, the Ford Mustang Mach-E Rally isn't far behind the range-topping Defender on kerb weight, although it comfortably beats it for torque-to-weight ratio and claimed on-asphalt 0-62mph sprinting – not least because it's electric. On wheel travel, any-surface traction and towing capacity? Not so much. Sweet Lamb's dark side So, we have spaceframe construction and motorsport-grade long-travel passive suspension here, up against just about the cleverest and most versatile interlinked active air suspension that a global car manufacturer can come up with. The niche-industry Nomad probably cost less to develop, from clean sheet to finished product, than JLR spent on the Octa's 6D Dynamics interlinked hydraulic damper system alone. Meanwhile, the Mach-E Rally is, on the face of it, just a £2250 option on an existing performance EV. Some retuned dampers, longer coil springs, white-faced alloy wheels, underbody protection panels and Michelin CrossClimate 2 all-season tyres. How serious could that be? Answers to all those questions and more will follow shortly after the nice man in the pick-up truck opens the gate on the steep, rutted and, in places, adversely cambered gravel playground. The bad news for the Defender, and to an extent the Mach-E, is that it's fairly narrow, perhaps twice the width of a Nomad as an average but at points an even tighter squeeze. The surface is sun-baked gravel and dirt, with plumes of drifting dust eddying up from it behind you as you drive, which the spring sunshine hits and beams through like rising flame. It's a 'loose' surface in quite unforgiving terms. The stones across it range in size from smaller than marbles to larger than cigarette packets – and, as stones do, they pile up on the outside of corners, making the grip ebb away just where you need it to come to your aid. There are, in places, channels, holes and gullies to drop wheels into on the inside of those same corners – and not all of them will help you. There's a tight hairpin bend with ruts deep enough to throw you offline and a roughly sheep-sized rock to stop you taking a wide line on entry. There are a couple of faster downhill, off-camber bends that will be unforgiving if you're too quick going in (and, sooner or later in cars like these, you're sure to be). There are sheer drops looming just beyond the margins of the 'road' in places. And there's a jump. Of course there is. It's going to be something of a leveller, this place. Commitment will be needed to get very far into fourth gear even on the quickest stretches, so I'm not sure how much use 626bhp will be to the Land Rover, or even 480bhp to the Ford. Accessible torque should go a long way, though, but only if it's matched by proper gravel traction and stopping power. Cars of many parts The Defender Octa is the kind of big, heavy car that can take some serious punishment. You arrive in it at a place like Sweet Lamb, with its tracks, fields, streams and climbs in every direction, with not a flicker of unease. That's partly because your journey has already been so remarkably pleasant. The Octa takes to on-road motorway and A-road miles with very little compromise whatsoever to its rolling refinement associated with its beefed-up running gear – and big-hitting overtaking pace when you need it. But it's also because this car's sheer rough-stuff capability is exceptional. We've had a dry winter, so it happens that the ford you have to cross to gain access to The Mile Loop is at a low level on the day of our test, and all three cars can cross it easily. But if it had been 18in deeper? The Defender – with its 1000mm wading depth – would simply have had the fun all to itself, and the Nomad might have ended up somewhere a lot farther downstream in the Wye Valley. Getting to where you want to be in order to enjoy yourself in fairly remote places like this, and carrying with you what you will need when you get there, is a significant part of the equation when assessing how much fun these cars can provide in the broadest of senses. And on all of that stuff, the Defender has a mighty head start when you stop to think about it. Are usability and capability – or, rather, the want of them – significant hurdles for the electric Ford? In some ways, I'd say so – but not all. The Mach-E GT wasn't the most efficient EV you could spend £70,000 on before Ford jacked up the ride height by 20mm and fitted those all-season tyres to it. As the Rally, it will do a little over 210 miles as a touring electric range, which meant it arrived at our Welsh rallying idyll with about 75% battery capacity showing, with the nearest rapid charger a good 25 miles away. Focuses the mind, that. I won't be ruining the verdict, however, to tell you that the Mach-E survives a fairly long day's off-road use, with a couple of leadfoots taking plenty of entertainment from it, and leaves at the end with more than enough range remaining to guarantee its onward progression. As a very basic test of the primary usability of an EV made with this sort of driving in mind, I reckon that's valid: and the Mach-E Rally passes it. But, at all points, we keep a wary eye on that range meter, in a way we simply don't need to with the fossil-fuelled alternatives, and perhaps have just a little less outright fun as a result. On a more normal day, of course, the Mach-E Rally is still a car you could get all manner of profitable, zero-emissions use out of. It's practical but not huge; fast, alternative and interesting to drive but not a six-figure buying prospect. Suited to the school run, supermarket shop, office commute and football practice. It has five doors, five usable seats and Ford-typical real-world appeal baked right in. Need we point out that the Nomad, er, doesn't? I doubt it, because it's the kind of car you take giant helpings of enjoyment from on the more limited occasions you have to drive it, not the other way around. The one with the green frame that Ariel brought to Sweet Lamb for us has Perspex side protection to stop the breeze billowing up your trouser legs so much, as well as a canvas roof as rain protection. You expect to finish driving it by removing so much dust from your various facial orifices, but it actually shelters you from all that fairly well. Hit a water splash in it at pace, though, and… you get wet. But generally, it doesn't throw enough dirt into the cockpit to make you wish you had packed ski goggles or to make it a mission to clean up afterwards. The Nomad may be the kind of car you would only really ever seek to have fun in, but what fun it is. You can have one with a rally-style hydraulic handbrake fitted if you want (as our test car has), in addition to the optional winch, roof-mounted headlights and gorgeous Öhlins TTX suspension – and, trust me, you should. Crunch time Onto the gravel we go, then. In descending order, 534lb ft of torque per tonne in the Ariel plays 271lb ft in the Ford and only 235lb ft in the Octa. Even there, you can start to see the enormous difference that the Nomad's lightness makes. But the proper all-terrain tyres of the Nomad and Octa will have an impact, too, versus the more road-intended rubber of the Mach-E, while peak torque at revs isn't the same thing as accessible torque right under your big toe, right at the wheel where you need it most. Is your idea of a fun gravel driving experience something pointy, drifty and responsive, which rotates freely as you turn it in and 'gas it up'? Whose cornering attitude can be adjusted with power as quickly and easily as a flick of your ankle and roll of your wrists? S omething that powers away from 50mph corners with a real surge of urgency and a carefree wiggle of its hips? Well, you might be surprised just how well the Mach-E Rally fits the bill. Being electric might actually make it more fun than it would otherwise be here. It's lively and responsive to the controls at speeds that don't make you fear for what's waiting on the other side of the grass verge. The bigger, more stable, more under-control-feeling Octa isn't quite so lively. That's partly a function of grip and partly of size. It has loads of grip on gravel, its Goodyear Wrangler Duratrac all-terrain tyres chewing through the surface scree and making it ready to pull bigger speeds than the confines of this circuit really allow something of its sheer size. It feels a bit like a monster truck on a Race of Champions stadium circuit. The Mach-E's all-season Michelins get to about 50mph, by contrast, and then start to skate around on the top layer of stones, their tread blocks failing to clear the rubble they're bombarded with, and allowing the chassis' naturally more expressive tendencies to start to become a liability. So driving the Ford on gravel is a kind of quick-quick-slow progression; you will have a blast, provided you don't go too fast. In the tighter bends, there's nothing the Defender's posh active suspension can really do, by comparison, about the more languid chassis responses of a bigger, taller, heavier car, but the Mach-E feels much lower, keener and more willing to be teased into a positive cornering attitude than the Land Rover, which only really wants to tuck its nose in under trail-braking (although it will certainly do it). Both cars are fun. The Defender is leagues tougher and more capable and would come into its own on a quicker, wider gravel track, I'd wager. But here and now and in a corner of the Powys countryside that seems to suit it peculiarly well, the Ford is actually the more addictive driver's car. And then you get into the Nomad and it's like you're in another place altogether and engaged in an interactive physical act of a different order of magnitude. The Octa ultimately goes perhaps 10-15% further than a regular Defender for entertainment factor but still trades squarely on its assured feel. It can only make so much room to really entertain you without the risk of bursting that safe, silver-lined bubble. The Mach-E goes further still, but its ultimate lack of grip, ground clearance and damping authority would make you fear for it if tougher, quicker surfaces and tests presented. But the Nomad simply yums it all up, lets you feel every little deflection and work for every correction, and puts itself on a different plane of motoring existence in the process. It is enormous, monumental fun. It's a test of nerve to begin with, though, and a huge change of tone. Because suddenly every channel, bump, ridge, rock and camber gets right through to your fingertips and backside. The Defender was filtering them out, mostly, although you didn't know it; the Ford only hinting at them. But the Nomad broadcasts them right into your forearms and shoulders. Lots of physical effort is involved in getting on its level and armfuls of corrective lock require plenty of fast dexterity. But it gives back what you put in and more, with its incredible, oh-so-faithful handling. On 16in wheels and chunkily sidewalled Yokohama all-terrain tyres, it finds plenty of grip and traction on the gravel but still demands a much closer watching brief before you can let all 382lb ft loose through the rear wheels without a bodily reaction. The steering communicates tirelessly, so you know without doubt when you're on a good line and, very clearly, when you're not. Get wide, get lazy, turn in in the wrong gear or fluff your lines with the pedals and you will have plenty to sort out. But drive well and you can take pretty much whatever line and angle through a third-gear, 50mph corner you want to and feel every move the chassis makes. And the most awe-inspiring move is when it takes to the air. The jump on the Mile Loop isn't a desperately quick one, but it is quite steep and severe. You wouldn't risk what damage the Defender's bulk could do to itself by jumping it there; even less the not-as-well-damped, shorter-travel Mach-E. But the Nomad takes it like some magic flying La-Z-Boy armchair. It vaults like a gazelle but, thanks to that Öhlins suspension and its modest weight, comes back down to earth in a more comfortable, matter-of-fact way than you would ever believe possible. And so you line it up again, just to check it wasn't a fluke. The same way you do once you've found the perfect line through that tricky off-camber corner. And you don't stop until you're blowing and grinning in gloriously equal measure. Cars this compelling may not play by the rules, but they're absolutely worth making room, time, occasion and effort for. The Nomad vividly proves that if you really want to have fun off road, committing fully and putting the effort in truly pays off – and it does it in singularly superb fashion. The Result 1st. Ariel Nomad 2 Has neither usability nor capability to worry about and feels superbly, vividly liberated as a result. Fun on the loose like just about nothing else. 2nd. Ford Mustang Mach-E Rally A simple, direct and surprisingly effective way to enjoy yourself on gravel, although it lacks some toughness, stamina and true capability. 3rd. Land Rover Defender Octa Would get you to almost anywhere there is fun to be had and with plenty of entertaining flourish. Needs a big canvas to really impress as a driver's car, though. ]]>
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an hour ago
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When racing got real: The nail-biting early days of British touring cars
Race fans loved watching familiar motors duke it out The British Touring Car Championship is famed for its thrilling, close-fought action – a spectacle it has been providing for an impressive seven decades. Britain's first proper touring car race occurred in 1952. The British Racing Drivers' Club had previously held a catch-all 'production car race' at its annual International Trophy meeting at Silverstone, but this time it decided to run two separate races for sports cars and touring cars. Autocar's sports editor, John Cooper (not that one), explained: 'No better way of assessing the relative performance capabilities of cars of any sort can be imagined than the straightforward one of racing them one against the other. 'Certain modifications are permitted, partly in the interests of safety and partly to render the task of the car's tuning and preparation somewhat easier than would otherwise be the case, but in all the essential features these cars are the same as those which are described in the catalogues, and which we could buy if they were not in short supply and if we had enough money.' Such racing predictably proved popular with British car makers, and the public loved it too. Hence it became a regular feature at Britain's multi-race club obvious next step was to create a championship, and it was the secretary of the British Racing and Sports Car Club, Ken Gregory, who made it happen. His plan was to run the British Saloon Car Championship on the same ticket as sports car and junior single-seater races. The premise remained as our man had described in 1952, and to balance the varying performance levels, cars would be divided into four classes – meaning a 0.9-litre Austin A35 had the same chance of glory as a 4.0-litre Jensen 541, even though they would never dice with one another on track. Gregory was also a director at Brands Hatch, so the Kent circuit staged a trial run on Boxing Day 1957 – and, this being a success, the host to the first points-scoring BSCC round in early April 1958. Enjoy full access to the complete Autocar archive at the In cold and dry weather, the first saloon race proved 'quite the most interesting of the afternoon', we reported. 'It was won almost as a foregone conclusion by Jack Sears, adding yet another victory to his string of successes with the Austin A105. But in the sub-1200cc class, tremendous battles were going on. For 11 laps, the A35s of George 'Doc' Shepherd and John Sprinzel circled as a pair, inches apart, until finally Sprinzel managed to overtake. 'There was a second race for cars up to 1600cc and over 3500cc. The [Mk1] Jaguar 3.4s, driven by Tommy Sopwith [son of the famous plane designer] and Gawaine Baillie, again took first and second with impressive ease.' Sprinzel and Sopwith won out again at Brands later that month, while Tommy Bridger made himself unpopular, you might assume, by topping the 1200-1600cc class in a German Borgward Isabella, 'making the most of its fine cornering'. Sprinzel made it a hat-trick as the BSCC headed to Mallory Park in Leicestershire in May, while Baillie benefited from Sopwith's car shedding a tyre – and Harold Grace 'had a spectacular escape when he inverted his Riley 1.5 in a ditch'. There was another Sprinzel and Sopwith show at Brands later that month, and again in June, albeit with the Jaguar man 'having to work very hard' to steal the lead from his team-mate on the last lap. Next up was Crystal Palace in Croydon, where for the first time all of the saloon classes shared a circuit. It was Sopwith again, while Shepherd 'went surprisingly fast' to finish sixth in his baby Austin. Three more Brands races would take the series to its conclusion, the first coming on an overcast August bank holiday. 'Staple fare is the sight of a brace or more of 3.4s in the lead, cornering on the door handles. This was no exception.' And nor was the September meet. So you'd assume Sopwith had the title all wrapped up – but, in fact, Sears had been quietly racking up wins for Austin in the class below, and the two not only arrived at the October meet with equal points but ended it level too. The solution? A head-to-head in identical Riley 1.5s, swapping seats between two heats. The crowd were 'amply rewarded for waiting to the end' in torrential rain as Sears prevailed by 1.6sec on aggregate. Sopwith was perhaps vindicated in feeling aggrieved by the system – but, being British, he gave Sears a congratulatory handshake anyway. ]]>
