Sideguards - FTA warns operators on test requirements 12 July 2007

The Freight Transport Association has warned lorry operators to ensure that vehicles presented for the annual HGV test are fitted with sideguards which meet the full requirements of the regulations regarding fitment, condition and completeness. Although the regulations have not been amended, VOSA testers are to apply a stricter approach towards Construction and Use requirements for sideguards. There appears to be confusion in the industry as to the legal and annual test requirements for sideguards. In 2000 VOSA advised that vehicles with sideguards of an incorrect dimension should not be failed at annual test because of this. As a result it has become apparent that some vehicles have had sideguards fitted that do not fully comply with legislation. Recently VOSA has failed vehicles at annual test due to sideguards not being compliant. Because of the number of non-compliant vehicles encountered and representations made by FTA and other trade bodies, VOSA has decided to advise operators of non compliance in respect of sideguards which have parts missing or are of incorrect dimensions until 1 April 2008. This should give the industry time to resolve the situation and ensure that vehicles presented for test have sideguards that fully comply with the requirements. FTA's National Quality Manager, Paul Whitehead said, 'VOSA has highlighted that an increasing number of vehicles are being presented for test with sideguards which do not fully conform to the required regulations, usually the result of missing sections. This may result from equipment not supplied to the correct specification, having been supplied by the dealer incorrectly, or not picked up during routine inspection. 'Sideguards are an important piece of safety equipment and there can be no argument that they must meet the full regulations, to which there has been no recent amendment, only stricter enforcement. 'FTA advises lorry operators to ensure that vehicles comply with the regulations or they will undoubtedly fail at annual test. Indeed, the evidence suggests that sideguards will become as substantial a cause of test failure as headlight aim currently is, if vehicles fitted with them are not compliant.'

RHA experiences Longer Heavy Vehicles on the public highway 10 July 2007

Road Haulage Association Chief Executive Roger King recently attended a special meeting of the International Road Transport Union in Amsterdam to consider an EU view on the desirability of arriving at a common view on longer, heavier vehicles; the 25m/25m concept. "We received various presentations from the German, Dutch, Swedish and EC representatives and most constructive they were", said Roger King. "Again and again manouverability was cited as a cause for concern, along with weight problems for EU bridge infrastructure but the general concensus was that neither of these was a show stopper." One road haulier, currently operating trial vehicles in Holland presented figures which he believed demonstrated that operators have no fear in embracing the concept. Delegates also travelled to the Dutch auto industry test facility to see for themselves the wide variety of combinations permissible under the maximum length rule. “I went out on the main highway (driven of course) to judge for myself how these larger vehicles inter-act with other road users," continued Roger King. "I have to say I was very impressed at how trouble-free the whole exercise was. Of course, there are route limitations in the Dutch trial; speed is limited by law to 50mph and no overtaking is permitted other than for agricultural vehicles, but my driver assured me that none of this was a problem. "The clincher, he said, was the environmental benefit of two LHV trucks doing the work of three normal ones”. King’s conclusion was that the UK should follow Holland and a growing number of other EU countries and stage its own trials. “Otherwise," he concluded, "as our economy grows, more trucks will be needed and this will add to congestion. This technology could help alleviate this”.

FTA commissions research into safety of loads in Vans 10 July 2007

The Freight Transport Association has launched a major research project into the safe securing of loads and equipment in vans. A research contract has been placed with consultants TRL to establish best practice for load retention, taking into account reasonableness and practicality. The new best practice guide will also consider the typical forces experienced by the vehicle and its load, including racking, in the event of a collision. The need for the research to be carried out has emerged as it has become apparent that the long-standing code of practice issued by the Department for Transport (DfT) on safe loading can no longer be relied upon by operators as to what is a reasonable expectation of load retention performance. Currently, opinion amongst enforcement agencies varies between a load remaining in position and not moving in relation to the vehicle in any incident, irrespective of the severity and decelerations involved, and the current DfT guidance that loads should withstand forces of up to 1G, which is the current universally applied level. Operators are therefore in a legal limbo. As with all assessment of risk it is appropriate not only to consider the outcome of an incident but also the likelihood of that event taking place. TRL is in a unique position as it holds a wealth of data with regard to road traffic accidents within the UK, enabling it to identify the real risk by analysis of frequency and severity of incidents involving loads in accidents. By careful review of the real risk, along with the reasonableness and practicality of any solution, the research project will develop a best practice guide for operators and enforcement agencies, dealing for the first time with issues left unaddressed by current guidance. Announcing the project at a TRL demonstration day, Paul Wood, Managing Director of VLS Ltd and a member of FTA's Utilities Working Group said, 'Our goal is to make vehicles safer and stay one step ahead of the legislation. It is apparent that across the transport industry there is now little or no guidance as to the reasonable expectation of how loads and their associated stowage should perform in accidents. Whilst the incidence of injuries caused by loads in accidents is statistically very low, the consequence of trying to resolve this particularly difficult problem without guidance is giving grave concern to people charged with providing solutions. Against the background of zero injury expectation, irrespective of the incident, along with the imminent Corporate Manslaughter legislation, it is necessary for operators and enforcement agencies to establish a reliable, reasonable and above all practical guidance on these issues. 'The research that we have asked TRL to undertake will help establish what can be relied upon as good practice in load securing and vehicle construction. The results will be used to guide operators, like us, vehicle manufacturers and equipment suppliers. I am also sure that this guide will be welcomed by the enforcement agencies as the current uncertainty must make policing this issue very difficult indeed.' James Hookham, FTA Deputy Chief Executive said, 'The current uncertainty in the interpretation of the law on safe loading with regard to accidents could have practical implications for users of all types of vehicle - from the local jobbing builder to large national operators. This work, which is supported by FTA, will provide new best practice guidance to operators and enforcers to support safe and compliant operations.' Dr Mike Neale, TRL's Senior Research Engineer on the project, said, 'It is apparent, based on the information currently available, that there is a lack of reliable guidance on how to safely load light commercial vehicles, such as vans, for the crash situation. The best practice guide that we are developing with FTA will help to address this shortcoming, providing a valuable reference for fleet operators, racking suppliers and vehicle manufacturers. Ultimately it is hoped that the best practice guide will contribute to reducing road casualties.' The research project is expected to complete by the end of the year.