by ChrisGD4 » Wed Oct 22, 2014 3:47 pm
Having read all the comments about roundabout approaches under the above heading, I would like to add a few comments, which may help to cement together the principles involved. The method I teach comes from many years of teaching high-speed pursuit driving at Hendon and passed on to me by John Miles and others. Principle, ‘plan to stop but look to go’, a phrase now picked up by many of the advanced driving groups, but rarely do I see it applied correctly. Objective, have the ability to stop at the ‘give way’ line smoothly without a jolt and throwing the passengers about. Braking hard to stop behind the line is something we have all witnessed and is caused by the driver ‘planning to go and hoping not to stop’. We also want to keep the vehicle moving and avoid stopping at the ‘give way’ line where possible. At the approach, the driver shuts off the accelerator when we have sufficient momentum to get us to the give way line, and then, allow the vehicle to decelerate, then, without urgency the foot brake is gently applied, becoming progressively more firm. There is no guesswork with how much brake to apply; the driver should feel comfortable he/she has the ability to stop without drama at the give way line, treat the give way line as a RED traffic light! Armed with knowledge the vehicle will stop if required the driver starts looking into the roundabout for traffic movement and assesses the view to the right, remembering ‘vision before decision’. The later the vision, the later the decision, and the more the vehicle will slow down. If vision is good and no traffic, the decision to go and take a gear, can be made quite early, when speed is higher – but the driver will have to assess curvature of the entry into the roundabout before releasing the brake – the choice of gear may be second or third dependent of the safe entry speed chosen. If, on the approach, the driver spots another vehicle entering from the right or in circuit, extra brake should be applied so we can make an appointment with a space and have a clear entry path into the roundabout without having to stop. If vision to the right is poor, the decision to go may not be taken until almost at the line, when speed is down to ‘snails pace’. If at the final stages of approach, a gap to enter does not present itself – the vehicle will stop without extra braking, because we planned it that way from the outset. Once perfected the driver has time (no rush or panic) to make the final decision – do I go or do I stop? Both are easily achieved (without last minute braking).
It all sounds quite simple but it takes a lot of practice to get it right EVERYTIME, each approach will be different with regards to approach speed, traffic movement and view into the roundabout. The skills involved are excellent use of the controls, excellent judgement of speed and distance(timing) and excellent observation skills. It is a method that works at all approach speeds - high speed, I have approached at 140MPH in pursuit and at lower speed driving a 58 foot long artic with a police JCB on the low loader. Remember, the approach speed is of the driver’s choosing - be it 30MPH or 70 MPH. Whatever speed, this method works very well and has the benefit of not frightening the life out of the passengers or, having a jolting, firm stop. I am not saying this is the only method of approach – but it is the only one I teach based on Roadcraft principles.
I do not subscribe to using acceleration sense to the detriment of making safe and appropriate progress. Equally, I am not impressed with ‘comfort braking’ and the constant unnecessary touching of the brake pedal. A balance has to be drawn – a skill in itself!
Chris Gilbert