Slow car on slip road

[lyndon]

I was on a dual carriageway, approaching a slip road joining the carriageway. I was in lane 1, and there was heavy traffic in lane 2. The slip road appeared to be not at all busy, and there was nothing ahead of me in lane 1. I decided to stay in lane 1.

A car came down the slip road, drew ahead of me by maybe 20 yards. I eased off the accelerator to give him space to join. He slowed down, and remained on the slip road. He was going to run out of slip road soon.

At this point, I would have liked to flash my headlights, knowing that I meant nothing more than 'I am here', but also knowing that there was a fair chance that he would interpret it as 'come on in', so would be prepared for him to missinterpret my signal. In fact, let's be honest, I would be hoping he would miss interpret my signal.

How could I handle this developing hazard?

[ScoobyChris]

I think the problem surrounds the "unknown" and with that comes increased risk as the hazard gets closer and closer. So, flashing the headlights for either meaning will most likely get you a reaction (either his brake lights come on or he doesn't stop) and you can then deal with either of those cases more positively as the outcome is known.

FWIW, if I'm trying to influence someone to come out, I'll use a succession of short flashes and conversely if I'm trying to make someone stay put I'll use a longer single 3-4 second flash.

Chris

[MrToad]

Is this one of those circumstances where it might be possible to accelerate out of trouble?

If they're dawdling down the slip road, perhaps you could have created space behind you rather than in front.

[GS]

...........

A car came down the slip road, drew ahead of me by maybe 20 yards. I eased off the accelerator to give him space to join. He slowed down, and remained on the slip road. He was going to run out of slip road soon.

.....................

How could I handle this developing hazard?

Maybe if you had complied with the convention that he gives way to you and not the other way around this might not have happened?

[TripleS]

Is this one of those circumstances where it might be possible to accelerate out of trouble?

If they're dawdling down the slip road, perhaps you could have created space behind you rather than in front.

Yes, agreed. There was nothing in front in lane 1, so if it's clear that he's dawdling, boot it and let him get in behind you.

Best wishes all,
Dave - aided by not actually having to confront the problem at the time.

[fungus]

I find that there are quite a few drivers that seem reluctant to build up their speed on slip roads, and are content to drive along at 40-50 mph trying to join a dual carriageway where traffic is travelling at 65-70 mph, which is all well and good if vehicles in lane one can move to lane two.

An LGV driving neighbour of mine often complains about car drivers who dawdle on slip roads. As he said, he's limited to 56mph. A car could easily accelerate ahead of him if they got going instead of driving alongside of him.

Nigel ADI
IAM observer

[lyndon]

...........

A car came down the slip road, drew ahead of me by maybe 20 yards. I eased off the accelerator to give him space to join. He slowed down, and remained on the slip road. He was going to run out of slip road soon.

.....................

How could I handle this developing hazard?

Maybe if you had complied with the convention that he gives way to you and not the other way around this might not have happened?

I've always assumed that if the car on the slip road pulls ahead of me when I am in lane 1, he intends to pull in in front of me. So I tried to ensure that he could do that safely.

[Gareth]

I've always assumed that if the car on the slip road pulls ahead of me when I am in lane 1, he intends to pull in in front of me. So I tried to ensure that he could do that safely.

The problem, for which there is no easy solution, is that your perception of the relative positions is always going to better than that of the other driver, caused by the other driver needing to look in their side mirror and turn their head while maintaining course at a highish speed.

My suggestion is that if you can't ensure a huge clearance by easing off, then you really should be aiming to get ahead. To do this in a safe fashion requires early and accurate judgement. If you can't do that, you really need to plan on leaving lane 1 clear at the point of joining.

Of course if the other driver is a bit of a nonce, and slows down once they are well ahead, it doesn't leave you with many options.

[GS]

A car came down the slip road, drew ahead of me by maybe 20 yards. I eased off the accelerator to give him space to join. He slowed down, and remained on the slip road. He was going to run out of slip road soon.

How could I handle this developing hazard?

Some people have made comments about drivers 'dawdling' on slip roads. The way I read this, from what the OP posted above that was not the case here. The other driver arrived ahead of the OP at similar speeds then, when the OP slowed down to give him space, HE THEN SLOWED DOWN. This was a response to the OP slowing down. To me, this sounds as though the other driver was slowing to let the OP past for him then to join in behind the OP. In other words, to give way to the OP as per the Highway Code. By the OP slowing down this caused the other driver to also slow to let the OP pass him. If the OP had maintained speed the other driver would have been able to join behind the OP as per the HC.

Just a thought.

[ROG]

I've seen learner drivers being taught in this situation and it SEEMS that they are not taught to get up to the maximum safest/legal speed possible whilst leaving the option of adjusting by the use of the brakes.

To get up to the maximum safest/legal speed possible on a slip road whilst still leaving the option of stopping within that slip has one big advantage - Brake lights show other road users that the driver is slowing - there is no light option to show that the driver on the slip in increasing speed.

Maybe this is being taught to learners - can anyone confirm ?

[jont]

I've seen learner drivers being taught in this situation and it SEEMS that they are not taught to get up to the maximum safest/legal speed possible whilst leaving the option of adjusting by the use of the brakes.

To get up to the maximum safest/legal speed possible on a slip road whilst still leaving the option of stopping within that slip has one big advantage - Brake lights show other road users that the driver is slowing - there is no light option to show that the driver on the slip in increasing speed.

Maybe this is being taught to learners - can anyone confirm ?

I'm not sure about being taught not to get up to safe/legal speeds, but I do remember from the TV program Hugh was on that the "eco" DSA thinking seems to be to get into the highest gear as early as possible, which in most cars leaves you with very little acceleration/flexibility. I can certainly see this leading to panic in inexperienced drivers where your foot is on the accelerator as hard as possible and the car still isn't getting up to a sensible speed to join the M'way (and in those situations, panic probably precludes the thought that changing down might be a good idea). Quite how labouring the engine in 5th rather than using the natural power band and a lighter throttle for less time in say 3rd is "eco", I'm not quite sure

[Gareth]

Quite how labouring the engine in 5th rather than using the natural power band and a lighter throttle for less time in say 3rd is "eco", I'm not quite sure

I suspect a lack of imagination ... the aim should be to get into the highest gear that supports your desired cruising speed as soon as that speed is reached, but I expect it's poorly stated resulting in drivers changing up to the next gear as soon as possible for each upshift. Perhaps learners need to be taught to accelerate then block shift?

[Renny]

I agree with ScoobyChris, hold speed and long/constant main beam so they know you are there. Need to be prepared to sound horn and anticipate a need to slow down though..

Many drivers do not use the slip road as an acceleration lane to match speed with traffic in L1, then merge safely. Other frustrations are when they immediately move to the right lane on a 2-lane slip,in front of me, and fail to accelerate .

Many presume they have a right to merge at the slip, not give-way. It can be interesting when you are driving 44 tonnes at 56mph in L1 with no space in L2, especially given the huge blind spot down the n/s of an artic.

[waremark]

Quite how labouring the engine in 5th rather than using the natural power band and a lighter throttle for less time in say 3rd is "eco", I'm not quite sure

I suspect a lack of imagination ... the aim should be to get into the highest gear that supports your desired cruising speed as soon as that speed is reached, but I expect it's poorly stated resulting in drivers changing up to the next gear as soon as possible for each upshift. Perhaps learners need to be taught to accelerate then block shift?

I don't think you generally want to be in a cruising gear before entering the running lane, unless you have got a very torquey car.

Lane 1 tends to run at the speed of the heavies, or about an indicated 60.

Have recently been teaching the newly passed 17 year old to enter motorways in her 1.2 litre car. My advice to her was to accelerate firmly on the slip to 60 in 3rd, then change to 4th while still on the slip. This gives the maximum flexibility for adjusting speed to run alongside a gap in the Lane 1 traffic while still on the slip, before slipping (ha-ha) into the gap. The cruising gear would be 5th, but would give less flexibility for adjusting speed to match a gap. (Not relevant to the OP, but other advice is to make sure not to be alongside another joining vehicle at the end of the slip, and not to be in a lane which ends over a short distance).

By the way, I am surprised by the suggestion of being ready to stop before the end of the slip. Best practice for those re-joining from the hard shoulder is to build up speed on the hard shoulder before rejoining the running lane. If that is best practice when rejoining from the hard shoulder, then for those unable to join the running lane before the end of the slip it must be less bad to overrun onto the hard shoulder than to stop on the slip and try to join the running lane from a complete stop. This having been said, I cannot remember ever being unable to join the running lane before the end of the slip (but then I do drive rather flexible cars, which helps).

Also by the way, I find it more difficult to join an unlit motorway at night, because it can be awkward to work out which lane approaching headlights are in.

[waremark]

I have a very general answer to the OP. Communicate clearly. f you are giving way, be positive. If you are not giving way, be positive, eg by increasing speed slightly. I accept that how much to adjust your speed or the available gap is a matter of judgement. In this case communication broke down.