HSE report helps in dealing with rollaways
Handling & Storage Solutions summarises a key report by the Health & Safety Executive into preventing HGV rollaways.
A number of fatal or major vehicle incidents are reported to the Health and Safety Executive (HSE) and local authorities every year where heavy good vehicle (HGV) drivers have been injured during the coupling and/or uncoupling of the tractor and the trailer unit.
The stakeholders involved in HSE’s Logistics Strategy have identified this topic as a key issue for industry to resolve in order to reduce the number of injuries, fatalities and vehicle/property damage.
HSE commissioned the Health and Safety Laboratory (HSL) to conduct a study exploring the factors contributing to incidents during coupling and/or uncoupling of the tractor and trailer unit. It is envisaged that existing guidance on the topic will be updated by industry stakeholders using, among other sources, the evidence gathered from the study.
The aim of the research was to identify the direct and contributory factors to incidents occurring to HGV and shunter drivers during the coupling and/or uncoupling of the tractor and the trailer unit, and to suggest the most appropriate way to tackle this issue.
Key findings from the report are:
• Failure to apply the cab handbrake and/or trailer parking brake was identified as the primary reason contributing to Heavy Good Vehicle (HGV) runaway incidents.
• Technical failures, such as the trailer parking brake not being properly engaged due to an under-utilisation of the park valve, and/or the braking system not being correctly installed, were also acknowledged as potential factors contributing to runaway incidents.
• A combination of individual, job and organisational factors were identified as affecting drivers’ behaviours, and particularly the extent to which the cab handbrake and/or trailer parking brake would be applied.
• Distractions, complacency and the adoption of bad practices (e.g. relying on the emergency braking system), as well as a lack of technical knowledge and poor appreciation of risks (e.g. beliefs that the trailer parking brake is not necessary to prevent the cab-trailer configuration from moving) were perceived as contributing to failures in applying the cab handbrake and/or trailer parking brake.
• Job factors including i) being unable to locate the trailer parking brake when working with unfamiliar/hire trailers, and ii) difficulty in accessing the trailer parking brake due to loading bay design (e.g. as there is often limited space between parked trailers and/or between the loading bay aisles) were also identified as contributing factors.
A manufacturer interviewed as part of the study said: “I think some of the loading bays associated with regional distribution centres make it difficult for the driver to use his parking brake controls. There’s not a lot of gap between trailers when they’re parked on loading bays and sometimes there are other items of equipment between the aisles of loading bays or between the bays themselves that actually make it difficult for the driver to get down between the trailers to apply the brake.”
• Dropping and picking up trailers at ports were perceived as discouraging the use of the trailer parking brake (e.g. due to trailers being parked closely together).
• Organisational factors such as time pressures, insufficient driver training, and a lack of understanding of the correct coupling and uncoupling procedures were also perceived as contributing to the extent to which drivers will use the cab handbrake or trailer parking brake.
• Effective means of preventing vehicle runaways included i) interlocks that automatically apply the trailer parking brake when the red airlines are disconnected, ii) automatic site systems (e.g. ‘locking’ trailer wheels), and iii) loading bays that slope downwards toward the loading ramp.
• Cab alarms that remind drivers to apply the handbrake were also perceived as helpful in preventing vehicle runaways particularly where an electronic voice box is used and distinct sounds alert drivers to different situations (e.g. applying the handbrake vs. switching lights off).
• Additional control measures that could help prevent vehicle runaway incidents include: i) positioning of the trailer parking brake in a location that is more easily accessible to drivers (e.g. near the airlines), ii) supervision and monitoring to ensure that trailer parking brakes are applied, iii) provision of driver training and refreshers to raise awareness of the risks and reinforce the importance of following safe coupling/uncoupling procedures, and iv) promoting a positive safety culture by challenging unsafe coupling/uncoupling practices.
