Driver Risk Assessment Project in Scotland
An interesting and challenging project for Drivex on behalf of Blue Lamp Trust - Assessing exposure to Work-Related Road Risk (WRRR) for a client based in the far North of Scotland
The project was commisioned by Blue Lamp Trust for one of their clients who operate with sites across the U.K. This specialist assignment was entrusted to Steve at Drivex due to the challenging nature created by the remote location and the types of road journeys undertaken by the client's drivers.
Project Aim
- To assess the exposure to Work-Related Road Risk for one of the large estates in the far North of Scotland.
Project Objectives
- To assess a number of drivers in a variety of different vehicles
- To assess other factors that arise
Journeys
The road journeys made by the client's staff fall into one of the following categories and frequently involve towing trailers:
Local Journeys
This accounts for most of the journeys made by employees
Most of the roads are either single-track road with frequent passing places or good, single-carriageway road, predominantly National Speed Limit.
At the time of my visit traffic volume was light in comparison to normal U.K. standards. Traffic using the roads was varied in type ranging from pedestrians, cyclists and all types of motor vehicles from cars through to heavy articulated lorries. Most vehicles seem to be local drivers but tourist traffic is also present. Tourist traffic volumes increase dramatically through the spring and summer months.
Inverness
Journeys to Inverness seem to be quite frequent. The journey is approximately 160 miles return trip and takes about 4 hours in total. The journey is predominantly National Speed Limit, either single-track road with frequent passing places or single-carriageway road of varying width and quality. The route passes through several villages (all 30mph). One section of the A9 is National Speed Limit, dual-carriageway. The B9176 between Easter Fearn and Alness has a high incidence of serious pot holes. Inverness is normal city road and traffic conditions.
At the time of my visit traffic volume was light in comparison to normal U.K. standards. Traffic using the roads was varied ranging from pedestrians, cyclists and all types of motor vehicles from motorcycles, cars through to heavy articulated lorries. Most vehicles seem to be local drivers but tourist traffic is also present. Tourist traffic volumes increase dramatically through the spring and summer months.
Further Afield
There are some employee journeys further afield but these seem to be infrequent.
Vehicles
The on-road vehicles I observed on the estate fall in to the following types:
- Panel vans
- 4wd pick ups
Each vehicle is allocated a defect report sheet which covers a twelve month period. From observations made on my visit these appear to be completed as required. There is a policy of vehicle renewal once vehicles reach a specific age or mileage. There are good workshop facilities and fuel supplies on the estate.
The vehicles used for the driver assessments were:
- Ford Ranger crew cab coupled to twin axle goods trailer.
- Ford Transit Connect panel van (2270kgs MAM).
- VW Krafter panel van (3500kgs MAM).
- Ford Ranger crew cab (automatic).
MAM – Maximum Authorised Mass
One observation I did make on the latter three of the vehicles listed above was conflicting information regarding the towing capacity of the vehicles. Each vehicle had a speed limit and towing capacity guidance sticker on the driver’s side sun visor which included advice on maximum braked trailer weight. When compared to the weight plate of each vehicle there were noticeable differences, recorded as follows:
Ford Transit Connect panel van (2270kgs MAM).
Braked trailer weight according to sun visor sticker: 1200kgs.
Maximum trailer weight according to weight plate: 870kgs.
VW Krafter panel van (3500kgs MAM).
Braked trailer weight according to sun visor sticker: 3000kgs.
Maximum trailer weight according to weight plate: 2500kgs.
Ford Ranger crew cab (automatic).
Braked trailer weight according to sun visor sticker: 3500kgs.
Maximum trailer weight according to weight plate: 2800kgs.
Braked train weight according to sun visor sticker: 6770kgs.
Maximum train weight according to weight plate: 6000kgs.
Official Driver and Vehicle Standards Agency (DVSA) guidance states that, if the towing vehicle is not fully laden, any spare weight capacity can be used by the trailer, so long as the Maximum Train Weight and trailer MAM are not exceeded. Where the sum of the MAM of the towing vehicle and of the trailer added together exceed the maximum train weight of the towing vehicle, this is not a problem as long as the ‘actual’ weights of the vehicle and trailer (which may not be fully laden at the time) do not exceed the plated maximum train weight. Driving licence entitlement is calculated on potential weight - MAM - rather than actual weight. You are not allowed to exceed the entitlement to tow trailers given on your driving licence, even if the vehicle you are driving has the capability.
Although the DVSA guidance allows trailers heavier than the maximum braked trailer weight to be towed, clarification / authorisation from the vehicle manufacturer (e.g. vehicle handbook) should also be sought. Towing trailers beyond the maximum braked trailer weight requires the towing vehicle to be running ‘light’ which will inherently will decrease the stability of the combination.
Ultimately, the driver is responsible for the weight conformance of the vehicle they are driving on the road and any subsequent fine should their vehicle be found to be overweight. Where the journey being made is for an employer then the responsibility for vehicles being overweight would then also potentially fall on the employer but this would probably be outside the scope of Road Traffic or Vehicle Construction and Use Regulations and would more likely be a Health and Safety or Use of Equipment matter.
Drivers
On this visit a total of 10 drivers were assessed:
03.03.20 Driver 1 and Driver 2 Ford Ranger crew cab coupled to twin axle trailer.
04.03.20 Driver 3 and Driver 4 Ford Transit Connect panel van (2270kgs MAM).
Driver 5 and Driver 6 VW Krafter panel van (3500kgs MAM).
05.03.20 Driver 7 and Driver 8 Ford Transit Connect panel van (2270kgs MAM).
Driver 9 and Driver 10 Ford Ranger crew cab (automatic).
Geographical location and allotted time meant that only rural road driving could be covered in a meaningful way. Each session followed the following format:
- Each driver given an assessment drive of approximately 10 minutes.
- I drive for the same amount of time.
- Discuss / compare the assessment drives.
- I give a shorter demonstration drive with commentary.
- Each driver undertakes longer drives with coaching as required.
Informal discussions with the drivers indicate that the major perceived risks on the roads in the area are (in no particular order):
- Animals (predominantly deer and sheep).
- Tourists, particularly in motorhomes (stopping inconsiderately, travelling in convoy, increased journey time etc.).
- Driving on single track roads.
- Changing weather conditions.
- Poor road condition (potholes, crumbling verges etc.).
- Other drivers not knowing how to drive on single track roads
During the discussions at point 3 above (i.e. after the initial assessment drives and my initial drive), most of the drivers perceived that:
- I was driving slower during my initial drive than they were.
- They can drive faster because they ‘know the road’
In actual fact:
- I was driving at the prevailing speed limit wherever possible.
- No driver actually knows the road, they only know what the road was like the last time they were there. The drivers’ own list of major perceived risks above reinforces this, since five out of the six points listed are unpredictable in their behaviour.
The recognised method of assessing the correct speed on rural roads is by comparing the vehicle speed of approach to the point at which the road surface disappears from sight (limit point). In simple terms, if the vehicle is decreasing the gap to the limit point it is travelling too fast. Correct speed is achieved when the vehicle and the limit point are moving at the same speed. The use of this technique ensures that the vehicle can be brought to a stop in the distance the driver can see to be clear. The most common limit points on the roads used for the assessments were bends and crests, sometimes combined. With the exception of Driver 5, Driver 6 and Driver 7, all drivers showed a tendency, by varying degrees, to drive too fast for the conditions on their initial assessment drive. Only one of the drivers exceeded the speed limit, incorrectly believing national Speed Limit when towing a trailer was 55mph.
All drivers were given a briefing and demonstration of these techniques and with coaching all drivers demonstrated an ability to drive in this way.
The only other serious point raised with some drivers was the tendency to drive with only one hand on the steering wheel. The risks associated with this were discussed (i.e. lack of steering control in the event of a puncture, emergency braking or hitting a pothole, arm over the airbag etc.) and by means of coaching one-handed steering was largely eliminated.
By the end of each session, all drivers had driven to a ‘Low Risk’ status as measured by a predetermined criteria. Clearly, maintaining this low risk status for each driver means continuing to drive with the new techniques introduced, falling back into ‘old habits’ may raise their risk status.
Risk Status
In consideration of carrying out a risk assessment of the exposure to WRRR, the considerations are:
- What is the risk?
- Who or what is at risk?
- How likely is the risk?
- How can the risk be eliminated or reduced?
From my visit the following points stand out for consideration:
1. What is the risk?
- Vehicle collisions with other road users
- Vehicle collisions with animals
- Unsafe vehicles
- Tiredness
2. Who or what is at risk?
- Vehicle drivers
- Vehicle passengers
- Other road users
- Animals
- Company vehicles and trailers
- Vehicle loads
- The employer (financial)
- The employer (reputation)
3. How likely is the risk?
- In 2018, there were 1,784 people killed on the roads in Britain;
- In 2018, 25,511 people were seriously injured on the roads in Britain;
- In 2018, there was a total of 160,597 casualties of all severities in road traffic crashes;
- In 2018, the highest number of fatalities were car users, both drivers and passengers, who accounted for 44% of road deaths;
- In 2018, of the 1,784 road deaths, the majority (58%) occurred on rural roads.
Source: Dept. for Transport Reported road casualties in Great Britain: main results 2018.
From the journey descriptions made earlier, the vast majority of work journeys undertaken by staff take place on rural roads which nationally carry the highest percentage of road fatalities. However, the roads used most frequently by staff are considerably quieter and in more sparsely populated areas compared to most of the U.K. Also, the roads are predominantly very open with very few hedgerows, trees or buildings blocking long range vision. Blind crests seem to account for the highest risk point of potential collision on the single track roads. The risk likelihood of a collision with another vehicle or other road user is therefore much reduced even taking into account the potential for poor weather conditions and shorter daylight hours in winter.
Collisions with animals has a high risk potential. Deer and sheep roam free on many of the roads. During the driving assessments sessions there were two instances where hard braking was required to avoid deer.
Vehicle risk would appear to be low. The vehicles are all relatively new, serviced and maintained well, and replaced on a regular basis. Vehicle defect reporting procedures appear to be adhered to.
Communication availability appears to be good. Mobile phone coverage appears strong in most places (EE network at least) and two-way radio communication is also available.
Tiredness would only appear to be an issue on the (infrequent) longer journeys and advice on rest periods is contained in Section 3 of the Client's Driving at Work Policy.
4. How can the risk be eliminated or reduced?
Across the U.K. some 95% of road crashes are caused by drivers or other road users (i.e. people) so driver behaviour is the most likely cause of exposure to WRRR for any organisation. The results of the driver assessment sessions has been described above. Each driver who took part in the program received a copy of their Driver Assessment Report and a copy of each of these also has been left with the Estate Office. As previously mentioned, all drivers demonstrated an ability to drive to a good standard on the road and traffic conditions available for the assessments. All drivers achieved a Low Risk status by the end of their in-vehicle sessions. However, for their Low Risk status to remain valid then the drivers will need to continue to use the driving techniques that have been introduced.
One of the most effective and ways to monitor ongoing driver behaviour would be to install some form of in-vehicle tracking system. In this way real-time driving events such as harsh acceleration, cornering and braking can be highlighted and a comparison between driving styles of the different drivers obtained by the employer. In-vehicle tracking may also be of benefit in locating vehicles in instances of poor weather and emergency situations.
Where there is the potential for staff to be towing trailers above the vehicle’s maximum trailer weight capacity there needs to be the facility to make measurements of vehicle actual weight. In this way drivers will be able to correctly assess whether their vehicle has sufficient spare weight capacity to tow a heavier trailer. Another option would be to use a vehicle more capable of carrying bulkier, heavier weights such as a flatbed type of truck. Staff should be briefed on how to measure and assess the weight parameters of the vehicle and trailer combinations they are driving.
March 2020