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Crunching n tubers

8th January 2004, Page 24
8th January 2004
Page 24
Page 24, 8th January 2004 — Crunching n tubers
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Which of the following most accurately describes the problem?

In addition to CM'S survey of truck drivers, Volvo has researched truc

accidents. Brian 111/eatherley assesses the danger zones.

Since 1969 Volvo Trucks has run its own HGV Accident Research Team which, in the words of the Swedish truck maker is intended "to investigate accidents involving Volvo trucks, resulting in injuries to drivers or passengers — particular attention is also paid to accidents between trucks and cars".

During the past three decades it has profiled over 1,400 accidents and at the recent launch of its FH16 its published its latest findings on the most frequent types of accidents involving HGVs (no other vehicle involved; truck-to-truck; truckto-car; or truck-to-other road users) that have resulted in severe injury or death.

Each category makes interesting reading and, while based on a single manufacturer's own investigations, provides a strong indicator of where HGVs are most likely to be involved in an accident — and what hauliers should be looking for when analysing their own crash information.

For example, the most common "solo" truck accident involves a vehicle leaving the road, which begs the questions: did the drivers get it wrong on their speed or the severity of a bend or curve? Did they misjudge the slippery nature of the road surface or the way the load affected the truck? Or did they simply nod off due to long hours and insufficient breaks?

Fatality figures

Volvo's figures are mirrored by those from the Transport Research Laboratory (TRL) UK which reports that 39% of HGV occupant fatalities were involved in single-vehicle accidents, with 78% of those single-vehicle crashes being rollovers.

Somewhat worryingly. Volvo says: "The human factor is a contributory factor in about 90% of all traffic accidents, while environment [ie the quality of road surface, road alignment, weather, visibility etc] accounts for 30%.

Thus, if your truck is involved in an accident you must get a full written account of the incident from the driver as soon after the event as possible in order to consider what future risk management steps might be taken — and not just for insurance purposes.

Interestingly, Volvo reports that vehicle defects are a contributory reason behind little more than 10% of accidents. But as it points out: "An accident can be due to more than one factor."

The second most frequent HGV accident is one truck rear ending another;a finding also seconded by the TRL, which reports that "44% of HGV occupant fatalities occurred in collisions with other HGVs".

In those crashes the key questions would be: What was the gap between the vehicles? Did the lead truck stop suddenly or slow down to meet a stationary queue of traffic — and the ones behind simply not react quick enough?

If tail end shunts form a high proportion of your own figures then defensive driving training would seem an obvious step to reducing them, along with clear instructions for drivers not to tailgate, and to back off when another truck is struggling to get past on the limiter thereby creating a decent safety gap between the two vehicles

Defensive training

In truck-to-car accidents, head-on smashes are the most frequent type and it's hard not to sympathise with any HGV driver whose vehicle is struck by an oncoming car through no fault of his own.

However, defensive driver training teaches you to look for those situations developing, like when entering a long stretch of road after a series of bends which have forced a build up of vehicles behind you. With a straight road ahead it's tempting to relax —don't!

If you haven't looked at your accident record lately, do it now by comparing it with Volvo's data. Then show your drivers the chart on the opposite page and, if the process rings any bells with your own experience, it's time to take remedial action. •

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