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Insurance boost for IAM bikers |
Saturday 6th May |
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The IAM's Annual Motorcycle Conference (Saturday 6 May) saw representatives
of more than 18,000 of the UK's top bike riders gather in Wolverhampton. The conference heard this year of a new insurance scheme that could mean major new savings for riders who take their advanced riding test. Northern Ireland-based insurance broker Adelaide and the IAM have worked together to develop Roadwise, which has given the benefits of advanced driver training and IAM membership to younger drivers in Northern Ireland. www.iam.org.uk (pdf) |
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Toot if you know when... |
Friday 5th May |
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When was the last time you sounded your horn? Many drivers rarely sound their horn at all, because they feel that it can be interpreted as being aggressive. The danger of this is that if an
emergency were to occur, they may have difficulty actually finding it. On the other hand, some drivers seldom go through the day without sounding theirs. Typical reasons drivers have for sounding the horn include, reminding the driver in front that the traffic lights have now changed to green and they should get moving or to blast someone for pulling out in front of them. In other words, for correcting another drivers mistakes. In fact, the whole purpose of the horn is to warn other road users of your presence. They may not have noticed you or simply cannot see you. Either way, this represents a risk. In the example above, where a driver pulls out in front of you, the horn should be sounded before the other driver pulls out (so that you can prevent it) rather than after they have pull out (as a rebuke). Ideally you should consider sounding your horn on approach to any hazard. This does not mean of course that you actually have to use it each time, just consider it. Generally speaking, the best time to sound your horn is after you have already adjusted your position and speed for the hazard. At this point the horn serves as a warning instrument when you have already minimised the risk (you still have other options available to you if necessary). This is preferable to sounding your horn and hoping the other driver reacts correctly. If they don't, you may not have enough time or space to stop. Sometimes children, the elderly or those with a hearing disability may not hear you at all. You should adjust the length of the horn note to suit the particular circumstances at the time. As a general rule, the closer you are to the hazard, the shorter the note to be used because you don't want to startle someone. On the other hand, if you are well back from the hazard or if there is less chance of the horn being heard because of background noise or at higher speeds, a longer note could be considered. In situations where you are not able to see other road users such on approach to blind bends or hump back bridges, a long horn note may be appropriate. Either way, the overall principle is that the other road user should have time to hear the horn, recognise the risk and have time to react. Use your horn as you would your own voice and you won't go too far wrong. www.iam.org.uk (pdf) |
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Accelerator Sense: A light right foot |
Friday 28th April |
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Fuel consumption and the environmental benefits of advanced driving techniques go hand in hand. Key to both is “acceleration sense”. One question you might ask yourself is: “What is the delay time between you lifting off the accelerator and applying the brake?”
Acceleration sense is about how you vary your foot pressure on the accelerator pedal so you don’t have to brake. Surprisingly to some, one of the pillars of fuel efficient driving is accelerating briskly to a safe cruising speed. A good test for fuel efficient driving is to imagine yourself somewhere that allows you to achieve an average speed between 30mph and 50mph, where you may need to brake regularly. Then increase that delay time: the longer you can avoid braking the more you are using the momentum you’ve built up. It means thinking a bit further ahead of where you are. Most drivers tend to go straight from accelerator to brake – and that is when fuel consumption suffers. Another example: imagine we are in town approaching a roundabout. Where do you want the vehicle ahead of you to be when you reach the next roundabout? The more skillful you become at timing, the more fuel efficient you will be. It’s much better if the vehicle ahead is moving into the roundabout when you arrive. And lastly, think long and hard about that overtake. Not only do you have to be entirely sure you can get past safely (important, to put it mildly) there is also the possibility that you are not gaining much in journey time. Advanced driving is all about thinking ahead, sometimes further than you can see. And it’s not fuel efficient driving if the driver you overtake is still right behind you when you reach the next urban area. www.iam.org.uk (pdf) |
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New IAM move offers |
Friday 21st April |
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A unique new service from the IAM, Britain’s leading dedicated road safety organisation, will be introduced next month (May) to offer Britain’s 30 million driving licence holders a chance to give their car driving skills an "MOT".
Called DriveCheck, the IAM initiative is an hour-long driving assessment, conducted by hand picked and trained observers from many of the IAM’s 200-plus groups. Full press release (pdf) |
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Driving Tip 15 - Heads Up for a safer journey |
Friday 21st April |
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We tend to call them headrests, but they have a proper title: head restraints.
And they have an important, if unglamorous, safety role – they protect the driver, and the passengers from a potentially nasty injury. The problem with calling them headrests is that it makes them sound like some sort of comfort zone for drivers. During the last 40 years a lot of work has been done to improve passive safety features in the car, from crumple zones to air bags. And if used properly, head restraints can be an important addition. But there’s the rub: quite often they are ignored. In a recent survey just six per cent of drivers were found to check their head restraint before beginning their journey, or demonstrate that they knew the correct position. We should take a moment before each journey to check that the top of the head restraint is level with the top of your head. Too high is as bad as too low. Encourage your passengers to do likewise. A correctly-positioned head restraint may save you, and them, nasty injuries. In the UK the single most common crash is the rear collision. Many rear impact accidents result in a neck or spinal injury. The head restraint plays a key role in protecting you from injuries, particularly whiplash. You also need to remember that head restraints can impair vision to the rear, and so should make sure when manoeuvring and reversing that they are not obstructing you. Not all head restraints are adjustable, but where they are, take care to ensure that they are placed high enough to stop the neck going backwards in the event of a collision. The head restraint should be level with the top of the head for maximum safety. Remember, it is there for your safety, not to help you nod off at the wheel! www.iam.org.uk (pdf) |
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Driving Tip 14 - When the Left Lane is the Right Lane |
Friday 14th April |
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A new scheme on the M62 has been announced, with a one-mile lane dedicated for use by High Occupancy Vehicle (HOVs).
The scheme means that you will only be able to use that particular lane if you have on board more than two people in your vehicle. The idea is to reduce congestion and needless car use by encouraging car sharing and this kind of initiative could start to make a difference. The Department for Transport hopes that such car sharing initiatives could produce a five per cent reduction in car use. Typically 84 per cent of traffic at this point has just one occupant. This initiative is good because it shows that the Highways Agency is prepared to think of new ways to maximise use of the network. There are some things though that drivers can do themselves to ease journeys. A key one is to use lane discipline on the motorway. A lot of tarmac is wasted as a result of "middle lane hogs" - those drivers who habitually use lane two or even three, when lane one is available to them. Quite often the so-called middle lane owners club are driving at speeds below the national limit - which would be fine if they moved over to the nearside lane. As it is, they tend to cause a mini tailback in their wake. Other drivers don’t "undertake" to get past them - and so have to wait for lane three in order that they can overtake them properly. This leads to the situation where lane one may be empty for approaching a mile, with vehicles bunching in lanes two, waiting to get into lane three. Worse still, it encourages "weaving" - cars changing lanes to get past the vehicle in lane two, then cutting into lane two or even one in order to "teach them a lesson". Part of the problem is the language: we still hear people talking about the "fast lane" and the "slow lane". In fact of course the same speed limits apply to all three lanes. The Highway Code is quite clear on this: you should use the left hand lane if the road ahead is clear. Better lane discipline will enable all road users to make good progress, particularly at peak times. www.iam.org.uk (pdf) |
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Driving Tip 13 - What to do when our roads go to pot |
Friday 7th April |
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There can be few motorists who haven’t come across a pothole at some point. For most of us, they are fortunately quite rare. And if we are in a car when we hit one, we normally get away with a bit of a bump and that is it.
However, it is a different story for motorcyclists and those on bicycles who have to negotiate these potentially treacherous hazards. According to a recent report, we are set for a growth in the number of potholes as a result of a back-log and under funding. Apparently more than 90 per cent of local authorities in England and Wales believe a short fall in funding will have a negative effect on the safety of road users. Delayed buses, damaged cars or worst still, upended two wheelers are the unintended consequences. It is now expected that visual defects such as cracking and deterioration will be addressed by a succession of “patch and mend” road works which will do little for congestion or road safety. But what can we, as individual motorists, do about potholes? If you do hit one accidentally, make a point of checking not just the outer tyre wall but the inner tyre wall, which may have been damaged as a result. Seeing a pothole ahead, you should use your hazard awareness and knowledge of the damaged road surface to position yourself in such a way that you can avoid hitting it. But only do so if you have good visibility behind and ahead; there is nothing to be gained by driving too close to an oncoming vehicle just to avoid a pothole. Or suddenly pulling out to avoid a hole, only to discover that there is a motorcyclist trying to get past you when you do so. Be particularly conscious of cyclists trying to get past a pothole and give them a suitably wide berth. They are entitled to a wobble and would appreciate not having a motorist attempting to overtake just as they negotiate a hole in the road. Wet weather makes potholes even more dangerous, because they are sometimes concealed by what looks like normal surface water. If you know that a local road has a pothole developing, even if it is not visible, try to use the centre of the carriageway until you are past it if it is safe to do so. Finally, always make a point of reporting a pothole to the local authority as an early repair could prevent a future accident. www.iam.org.uk (pdf) |
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Driving Tip 12 - Too tired to drive |
Friday 31st March |
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The clocks “going forward” this week might seem unconnected with driver safety but in fact there is a link. The whole daylight debate about single/double summer time has for sometime concerned road safety groups because of the potential risk to child pedestrian safety later in the year when the clocks “go back”.
Meanwhile, in spring, the lack of an hour’s sleep over the weekend could potentially leave us unaware that we are a bit more tired than usual before we set off on a long journey. Experts believe that on average we get two hours extra sleep at the weekends. A shorter night can lead to drowsiness the next afternoon. The IAM believes that up to one in five motorway crashes are fatigue related, although it is very hard to gather firm evidence: unlike drink driving, or driving under the influence of drugs, fatigue is more invidious and less detectable. Survivors are unlikely to admit to driving while tired. Because it is natural to get tired, there is a temptation to ignore what our body is telling us while we are at the wheel. Despite the yawns and the eyelids getting heavy, drivers are often intent on getting to their destination as soon as possible. The need to “crack on” could mean that drivers don’t take a proper break every two hours. Instead they might try turning up the radio or opening the window so they can keep going. These are however at best extremely short-term remedies. The fact of the matter is if you are tired, you need to have a rest and ideally a short nap. A 15 to 20 minute nap while you are parked somewhere safe, legal and convenient can really give you a boost, especially if you combine it with a high caffeine drink when you wake up. You will then be able to continue your journey relatively fresh and alert. In the longer term the new Road Safety Bill will make it easier for motorists to find French-style rest areas conveniently placed for drivers to take a break. But if you have to make a point of finding somewhere off your route to take a “power nap”, it is worth it. www.iam.org.uk (pdf) |
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Driving Tip 11 - Belt up in the back |
Friday 24th March |
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Plans to introduce mandatory child seats this year linked to the age of the children have served to
remind us how important it is that children have the appropriate restraint. Check that your car seat has been installed according to the manufacturer’s instructions. Then, each time the child is strapped in, check again that the seat belt securing the seat is still fastened and hasn’t been accidentally tampered with. A comfortable child is more likely to enjoy the trip, so it is worth checking that the shoulder belt of the seat should lie across the middle of the chest and shoulder, not the neck or throat. Never tuck the shoulder belt under the children’s arm or behind their back. Where you have a lap belt fitted, it should be low and snug across the thighs, not the stomach. Also try to ensure that your child is small enough to sit against the seat back with the legs bent at the knees and feet hanging down; they should be able to stay in this position comfortably throughout the trip. Consider using a booster seat where appropriate. Small babies should be placed in an appropriate size baby seat beginning with the first ride home from the hospital. Due to the risk of serious injuries, or even death, it is essential that the rear facing car safety seat is never used in the front seat of a car that has a passenger airbag. Generally the safest place for a child to be is in the back seat. Children should never be left alone in a car, whether they are in their car safety seats or not. Temperatures can reach deadly levels in minutes and children have died of heat stroke while locked in the car. Child locks on the rear doors are a good idea when the children are young and provide you with additional reassurance. www.iam.org.uk (pdf) |
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Most drivers blame others for incidents |
Wednesday 22nd March |
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Research shows most drivers blame others for incidents on the road
But motorists coached to higher standards than the basic driving test: * take more personal responsibility for on-the-road events * are better at cornering, gear changing and maintaining a safe distance * have 30 per cent more awareness of what's going on around them Motorists who rely on their basic L-test as a motoring "passport for life" are more likely to blame others when they are involved in incidents or minor accidents, according to a new study by Brunel University in West London. Full story at www.iam.org.uk |
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Driving Tip 10 - A turn for the worst |
Thursday 16th March |
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Have you ever found yourself braking in a bend simply because it was sharper than you originally thought? If you have then you should consider how you actually go about assessing the severity of bends, because if you get it wrong, the consequences are potentially serious.
It is not just novice drivers who get caught out on the bends though in the jargon, it is here that most single vehicle accidents take place. There are a number of clues we can take from the environment to help us. The most obvious are the road signs and markings, but there are other less obvious ones: the line of the trees, hedges, buildings, street lights or telegraph poles (although remember that sometimes telegraph poles run through fields, so dont follow them!). The actual width of the road can be a factor because the narrower it is, the less space you have to manoeuvre. Skid marks on the road are an indication of past mistakes. The position and speed of other traffic can also provide you with valuable information. Another particularly useful way of assessing a bend is to use the limit point analysis. The limit point is the furthest point which you can see, i.e. where the left and right hand sides of the road meet. To use this technique simply ask yourself is it getting further away? If it is and you can see further ahead, then your speed should be fine. On the other hand if it is getting closer, then you could continue to reduce speed until the limit point begins to move with you and your view opens up again. This technique takes a bit of practice but it will help you to link your speed with your range of vision and allow you to stop in the distance seen to be clear. www.iam.org.uk (pdf) |
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Driving Tip 9 - Respect the weather: dealing with the white stuff |
Friday 10th March |
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It seems odd writing about driving in snow in March, but as motorists in Cornwall and Scotland recently found out, an unseasonable snowfall can cause many driving problems.
It is perhaps because we are not geared up for snow that it always seems to catch us out. Respect the weather: if snow is forecast, before you set off, ask yourself if your journey is really necessary. If it is, ensure that you have plenty of fuel, and if you can, put a shovel and some matting in the boot. You may not need them, but together with a vacuum flask and a warm coat, they can make all the difference if you do get stuck A mobile phone and membership of a breakdown service are both godsends in bad weather conditions. If your journey has been delayed due to the snow, do not try to make up time by driving faster; find somewhere safe to pull over, ring ahead and then concentrate on driving safely. Except in extreme cases, motorways are kept free of snow and ice by gritter lorries. They same is not always true of slip roads and hard shoulders, while bridges are particularly susceptible to re-freezing after the initial snow has melted Drive on snow as it you are trying to walk on eggs without breaking them. Stay in as high a gear as possible as it will reduce the chances of accelerator movement leading to loss of traction. Pay close attention to the road surface. If you keep to the left hand lane when snow starts to settle, the weight of traffic will tend to clear the surface. Likewise avoid the right hand lane which will always be the first to become impassable. When snow or slush accumulates in ridges between lanes, avoid putting your wheels on these unless you absolutely have to. As a general rule, drop your speed and allow a greater stopping distance when the weather conditions are deteriorating. Aim to use your controls with extra smoothness when the road surface is slippery. www.iam.org.uk (pdf) |
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Driving Tip 8 - See and be seen |
Friday 3rd March |
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Despite the winter weather and the poor visibility we have to put up with, many drivers seem curiously reluctant to put their dipped headlights on.
Perhaps this is a hangover from the days when cars had only basic electronics: older drivers will remember that there was a risk that having too many electrical appliances on might prevent the battery charging and so lead to starting problems. But those days are fortunately long gone. The typical modern car is capable of running its headlights without a problem. So why the reluctance to light up? If visibility deteriorates for any reason - not just darkness, but that familiar winter drizzle - you shouldn't hesitate to put your dipped headlights on. A good rule of thumb is to make a point of turning on your headlights whenever you need to use your windscreen wipers. You may feel that you can still see well enough, so why bother? But what you can see is not the whole story: you should aim to see and be seen. Other road users may not have eyesight as good as yours. And in gloomy conditions, you need to look particularly carefully in your mirrors before changing lanes. It may be that the driver who hasn't "lit up" is attempting to overtake you. If the weather is foggy, by all means use your fog lights. But use your foglights sparingly. If you leave them on after the mist has disappeared, you are causing a major irritant for other drivers. Rear fog lights left on after they are needed when the mist has cleared are positively dangerous: they can also mask the visibility of brake lights and so lead to needless braking by the vehicles following. It may be that by 2012, as the result of a European initiative, vehicles will automatically have headlights on whenever they are in use. But until then, don't be dim - light up! www.iam.org.uk (pdf) |
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Driving Tip 7 - Don't take on that tailgater |
Friday 24th February |
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Drivers who “tailgate” – drive too close to the car in front – are a menace.
They probably don’t realise how intimidating their habit is. The most benign interpretation is that they are simply trying to indicate to the guy in front that they want to get past. That’s all very well, if the person in front has somewhere to go – but that isn’t always possible. Other lanes may be busy too, and it isn’t always an option to remove yourself instantly from the path of the tailgater. Yet statistics tell us the single most common crash in the UK is the classic rear end shunt. So what can we do to avoid it? The easiest thing to do is remove ourselves from the problem. Aim to change lanes on the motorway or dual carriageway, but only when it is safe to do so. Clearly indicate your intention to pull over. That way you can let the tailgater get past you, even if he or she is driving too fast for the conditions and/or breaking the speed limit. Don’t be tempted to impose the speed limit on somebody who is clearly hell bent on breaking it. And if you choose not to let the tailgater past, there is a danger that he will try to “undertake” you, posing an additional risk for other road users. We are often asked what can you do if you’re being tailgated in a 30mph zone on a single carriageway? Pulling over here may not be practical either. But do not be intimidated into speeding up just because somebody is right on your back bumper. Instead, create an additional stopping distance between you and the vehicle in front so that you when you do brake, you can do so smoothly. Think of yourself as adding a little “buffer” zone for the tailgater, whether he appreciates it or not. When the time comes to brake, you can do so gently, giving a clear signal of your intention via your stop lights. The more time your stop lights are on, the more time the tailgater has to register that and pull back. www.iam.org.uk (pdf) |
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Driving Tip 6 - How not to skid |
Friday 17th February |
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If you are still scraping ice from your windscreen in the morning, the potential danger of ice on the road remains. Ice makes driving particularly hazardous and many drivers are still caught out at this time of year because they fail to “read the road”. Bends, hills and parked vehicles are all suddenly more difficult to negotiate.
What causes a skid? Many people blame poor road conditions, but that isn’t true; a skid is almost always the result of a driver’s actions. If you have ever been in a skid, you will probably remember that you were either changing speed or direction - or both - just before you started skidding. You have a limited amount of tyre grip available and your vehicle will skid when one or more of the tyres loses normal grip on the road. Using the brakes, accelerator and steering applies a force that can cause a skid if it overcomes the force that keeps the tyres gripped on the road surface. And it takes much less force to break the grip of the tyres on a slippery road surface. The forces that can break the grip of the tyres on the road and cause a skid are: > excessive speed for the conditions > coarse steering combined with a speed that isn’t in itself excessive > braking suddenly, or harshly or > heavy acceleration Minimise the risk of skidding by taking note of the road and weather conditions. Motorcyclists do this automatically, but car drivers tend to just scrape the windscreen and then set off without acknowledging that the road surface may be less than perfect in places. When the roads are slippery, use the controls – brakes, steering, and accelerator gently, to avoid skidding: it’s far easier to avoid a skid than correct one. If you do start to skid, your first action should be to remove the cause. If excessive speed is the cause (it’s the most common one) take your foot off the accelerator and steer smoothly in the direction of the skid until the tyres regain their grip, then steer back onto your intended course. In icy or wet conditions, get into the habit of doubling your normal following distance. www.iam.org.uk (pdf) |
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Driving Tip 5 - Think once, think twice, think bike |
Friday 10th February |
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Ask most drivers if they feel safe in their car, and the answer is invariably yes. We are surrounded by metal, with all the latest technology built in to safeguard us if the worst happens.
Add the heater on icy days and our favourite CD and that sense of complacency is complete. Has that “safe” vehicle lulled us into a false sense of security? We should really drive as though that airbag was a metal spike, pointing out of the wheel at our chest. Then we would have a sense of vulnerability - which is how most motorcyclists feel, with good reason. The first three-year review of the Government's casualty reduction targets (in 2003) confirmed that motorcyclists continue to be disproportionately represented in casualty statistics. In fact, at that time biker casualty figures were the only ones going in the wrong direction. Despite a welcome drop in overall casualties in 2004 (compared to 2003) bikers - who represent just one per cent of road users - still accounted for 17% of fatalities. With 585 bikers killed and 6,063 seriously injured in 2004, there is no room for complacency - and bringing the figures down is a top priority for the DfT’s THINK! campaign. But the most recent figures show that 73 per cent of all crashes involving a two-wheeled motor vehicle also involved a car. The most common cause of motorcycle crashes is a 'right of way violation'. Data gathered by police investigators shows the majority of these incidents occur at T-junctions and it is usually the motorist - rather than the biker - who is at fault. There is a phrase used to sum these up: “Sorry Mate, I didn’t See You”. These SMIDSY crashes happen despite the fact the motorcyclist should be in clear view. Always take a second look at junctions before you pull out. Be aware of the so-called “A” posts on your vehicle. They divide the windscreen from the side window and can conceal an oncoming bike, although they are only narrow. That bike may or may not have its headlight on. But it is not as big as, or the same shape as, a bus or a car, and so it is very easy to miss it at first glance. As the old slogan used to put it: Think Once, Think Twice, Think Bike. www.iam.org.uk (pdf) |
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Driving Tip 4 - Under pressure? Don't ignore your tyres |
Friday 3rd February |
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We all know that tyres are among the most unfashionable items on the car. But that doesn’t mean that we should ignore them.
We do so at our peril. Those few square inches of rubber that keep us in contact with the road may only be the size of a credit card. But rain or shine, that is all that comes between the car and the tarmac. There’s an old saying: the brakes stop the wheels, but the tyres stop the car. It stands to reason that they can’t do that job properly if you ignore them. Yet a recent survey showed that is precisely what we do: seven per cent of motorists admit that they only check their tyre pressures and the tread depth once a year.* Under-inflated tyres wear far more quickly than they should. Tyre technology means that they are far better engineered than they need be. But that also means that they are expensive things to replace and why run the risk of a blowout in the meantime? Industry experts claim that a twenty per cent reduction in pressure can shorten a tyres useful life by up to 30 per cent. Tyre waste is a major environmental headache. And checking that the pressure is correct for the car (including the loading) can also make a considerable impact on your fuel bill over the course of the year. The extra drag of neglected tyres will mean that each fuel tank is three per cent less efficient. That wasted fuel means more CO2 in the atmosphere Don’t be tempted to add a few pounds per square inch. Over inflated tyres can cause poor vehicle handling, reduced stability in braking, cornering and reduced grip. The IAM recommends that you check your tyres for wear, damage and pressure at least once a month. If you pick up a nail, or damage the sidewall on a pothole or a kerb, you may be able to save the tyre before it’s ruined. * source: RAC Foundation www.iam.org.uk (pdf) |
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Driving Tip 3 - Brakes to slow, gears to go |
Friday 27th January |
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This week’s initiative to offer an advanced driving scheme to “white van man” was greeted by everybody – except, predictably, the people it was aimed at.
Nobody likes to be told that possibly they could improve their driving. And when the news broke, White Van Men took to the airwaves from their cabs to protest. They claimed they were being picked on – and that there are plenty of other drivers who are equally poor (mini cab drivers, 4 x 4 owners for example). But despite this initial hostile reaction to Transport Secretary Alistair Darling’s initiative, common sense tells us that there is some excellent thinking here. First of all, any driver education has to be welcome. There is no such thing as a perfect driver, and we can all gain from refreshing our skill at the wheel, without exception. Mr Darling has pledged a £1.3m fund for Safe and Fuel Efficient Drivers (SaFED). Saving up to £500 of diesel per vehicle should appeal to white van drivers, even if the road safety or environmental benefits don’t. Interestingly, one of the key course techniques is better use of gears. By avoiding over revving and missing out unnecessary gear changes, drivers can not only reduce fuel consumption, they can also cut down wear and tear on the transmission. Those of us taught to drive years ago were conditioned to move our way up and down the gear box systematically – 4, 3, 2 and 1. But that’s because vehicles in those days had inferior brakes and we needed to bring the cars to a halt by using the drag of the transmission. These days, we recommend “block changing”. Use the brakes to slow down, then, when the speed is right, choose the gear that is best for that speed. So you may move from fourth, say, straight to second, after you have finished braking. Brake pads are cheaper to replace than clutches. You can also block change to move up, skipping intermediate gears. So remember – “gears to go, brakes to slow”. www.iam.org.uk (pdf) |
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Driving Tip 2 - When backward is best |
Friday 20th January |
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In a car park, do you reverse into a parking space and drive out, or drive in and reverse out? The next time you are in a car park, have a look around and see how many people reverse into the space. You will probably find that most people actually drive in and reverse out. There is no doubt this may be safer/more convenient if the spaces are angled, when you have to load/unload items from the boot or if it would cause inconvenience to other road users.
On the other hand, reversing into the space provides you with several advantages. The first of these is that it is safer to reverse into somewhere you can see into (the parking space), rather than reverse out, into somewhere you can’t (the line of moving traffic). Many people find that it takes them a few minutes to settle into “driving mode” when they start their journey. Therefore it doesn’t make sense to undertake a potentially high risk manoeuvre such as reversing when you are not concentrating fully. It is also easier to control a car going forwards, rather than backwards when the car is first started and the automatic choke is activated. The reduction in wear and tear on you and the car is useful too – plus the fact you can pull away immediately while the engine is cold, rather than labour it doing a reversing manoeuvre. From a security point of view, reversing close to an object such as a wall can make it more difficult for thieves to access your boot. If you need to exit a parking space quickly for personal security, driving out provides you with better acceleration and improved vision. Over the next week why don’t you try reversing into a parking space? You may find it helpful if you have electric mirrors, to lower your left (nearside) mirror as this will provide you with a guide to your lateral position. Another option where all the spaces run in parallel rows is to line your car up with the space in front and reverse back in a straight line. This should automatically position you in the centre of the space. www.iam.org.uk (pdf) |
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Driving Tip 1 - Ice on the road |
Friday 13th January |
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The recent tragedy in North Wales that saw four cyclists killed, including a school boy, is a chilling reminder of the danger of ice on the roads at this time of year.
Every motorist should take heed of the fact that when driving conditions are poor, it is crucial we adjust our driving style and increase our hazard awareness. Anybody who has been on the wrong end of a skid knows just how terrifying it can be – and not just for the driver, but for passengers and other road users. Even on a fine day when the road surface seems normal, ice can remain where trees and walls shade the road, where gradients are not warmed by the sun, or where wind sweeps across an exposed hilltop or bridge or where cold air gets under a bridge. Black ice occurs in patches, so it is very easy to be lulled into a false sense of security after driving for some miles along a road that seems normal. The only advice must be to drive very cautiously when the temperature is low enough for black ice to be a risk. It is the driver’s responsibility to ensure that they’re travelling at an appropriate speed for these conditions. You need to be confident that you can stop in the distance you can see to be clear, bearing in mind that when you apply the brake pedal you are able to stop in that distance. We should anticipate the road surfaces and the effect that they can have on braking or steering. The question is to ask is this: dry, wet, ice or otherwise, can you honestly stop in the distance you can see to be clear? When roads are slippery, use the controls – brakes, steering, accelerator, and clutch – smoothly and gently to avoid going into a skid. www.iam.org.uk (pdf) |
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