I recently attended a road safety forum and came away with much uncertainty. Is there truly any focus on factors directly related to the road toll or is it a case of promoting consultation and keep doing the same thing?
I have seen similar situations with vehicle and maintenance standards, and it seems that the more things change, the more the outcomes remain the same.
With the current crisis with fuel availability and pricing, many operators will be feeling the pinch and looking for ways to reduce other costs. There is a saying in cost management, if you don’t measure it, you can’t improve it.
With respect to truck maintenance and defects, the NHVR report that some of the common defects include the following:
Tyres and wheel-tread: Missing wheel nuts, damaged rims. These are all generally readily visible in a pre-trip inspection. A tyre tread should not become non-legal during a single trip, but tread and sidewall damage can happen any time especially with potholes and road debris.
Steering and Suspension: This often requires two people to initiate whilst completing the inspection. If it requires two people for the workshop inspection, don’t expect a driver to be able to identify issues alone.
Body and chassis: With chassis cracks and loose bolts there are many tell-tale signs for both. Some designs may have inherent problems while other issues may be limited to specific types of operation. It is vital to know your fleet and operational situation and don’t ignore it. A small crack can progress at an alarming rate leading to a catastrophic failure. We’ve all heard the warranty guy say ‘never seen this before’!
Lights: LED lights have resulted in considerably fewer light issues. Remember if you voluntarily fit additional lights they must be functional to be roadworthy. Currently most lighting problems are centred on connectors and leads, so use quality components. Reflectors and visibility markings have an in-service life, so don’t forget to check during your general service inspections and then you can plan for replacement at the next inspection or service.
Brakes: First and foremost, the ABS, EBS, etc. won’t do anything if the foundation brake system is not maintained – brake pad/lining material and drum or disc in spec; brake actuators adjusted and set to OEM standards. Complete a roller brake test to NHVR-VSG 21 (Vehicle Standards Guide – National roller brake testing) after all brake component maintenance. If the roller brake test highlights any doubt, then delve deeper, there is probably an issue so you need to resolve it. Finally don’t forget check the EBS system for faults and address.
More on brakes: With electronic braking systems, the need for air brake response timing is all but history. But looking back on brake systems, there is much to reflect. Meeting the application and release timing for road trains was a challenge, and few (if any) off the shelf systems met the in-service requirements when coupled as multiple trailers.
Fortunately, combining some simple modifications (removing self-sealing couplings, replacing them with clear bore taps) and the addition of relay and/or a quick release valve, a typical road train triple of the day was able to meet the performance requirements. Self-sealing couplings have also been responsible for trailer roll aways, for example where initially the parking brake had not been applied and then when the coupling was disconnected the supply line then maintained pressure in the system.
Looking back about ten years ago, there was a period of uncertainty in parking combinations with new European R13-compliant prime movers where the trailers were either parked on air or not at all. Industry issued a safety bulletin that highlighted that it “is unsafe to park a trailer on air, even if the truck is compliant with the European UN ECE R13 brake regulation, because its brakes will release if air leaks from the service system.”
The UN ECE R13 brake regulation requires the service brakes only maintain air pressure/supply for 15 minutes, to allow the driver to fit wheel chocks. Now fitting wheel chocks might be OK for a single trailer, but fitting wheel chocks to a quad trailer combination could be introduced as a new Olympic sport.
The parking trailers either single or in combination is Australia is, I’d suggest, far more common than in Europe. FMVSS (USA – Federal Motor Vehicle Safety Standards) 121 mandates that air-braked trucks, buses, and trailers have parking brakes capable of holding the vehicle on a 20 per cent grade (more stringent that Australia – 18 per cent). These must be mechanical (usually spring-applied) and operate independently of the service brakes, holding the vehicle stationary even if all air pressure is lost.
There is certainly little future in changing the current approach to these safety standards in Australia. Prior to the mandating of spring brakes, in the early 1980’s, there were more than a few roll-aways, with varying outcomes. Let’s not allow industry to ever revisit that situation. Unfortunately, many of those currently overseeing rules and regulations don’t have appropriate experience and also lack the benefit of history.
To all workshop personnel, don’t let maintenance shortcuts, oversights and neglect creep in on your watch! You’re responsible and accountable.
With respect to drivers and driver training, I say to all workshop personnel, please be patient, technology is developing fast and it is difficult to keep abreast of all innovations. The workshop has an important role in liaising with driver training, be patient as years of knowledge need to be shared.
International harmonisation should not introduce impediments to a history of years of safe and productive operations, which is what often happens. Australian large combination vehicles are unique and therefore deserve more caution when considering adopting alternative vehicle standards. Australia is a world leader in large combination combinations, let’s keep it that way – safely.
