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Copyright © 1999 FleetWatch magazine and FleetWatch On-Line. No part of this publication may be reproduced without the prior written permission from the publishers. Views published are not necessarily those of the publishers. |
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October
1999
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In line with FleetWatch's policy not to react on emotional gut-feel, we asked our correspondent on legislation, Jack Webster, to give us his thoughts on the validity of some of the reasons given for the recent spate of accidents and to extend this to other suggestions being made as possible solutions. In his opinion, it all boils down to a lack of enforcement. The recent spate of accidents involving long-distance coaches is cause for grave concern not only because of the tragic death and injury to so many but also because of the announcements made on radio, television and print media as to the causes of the accidents. The most frequently heard reason - and this has historically been the case in many bus and truck accidents - is attributed to the fact that "the brakes failed". The publication of these reports to the South African and overseas public can only make those who are technically uninformed believe that the vehicles used by South African coach operators are unsafe and the brakes are faulty. Such is not the case. South African coach operators use relatively modern vehicles with anti-lock, fail-safe brakes in which the brakes are automatically applied if there is a failure in the air system. One report had the driver claiming that the fault "brake light" came on! If this were true, the brake system would automatically apply the brakes What can happen when operating in mountainous terrain and when descending long steep gradients where extended periods of application of the service brakes is used, is that the brakes can become overheated thus creating 'brake fade'. To counter such a condition, coaches are equipped with retarders which operate completely independent of the service brakes and can keep a vehicle under control even without the brakes. I would submit that one of the most frequent causes of accidents which is seldom admitted is driver fatigue, the effect and consequence of which is not understood or appreciated by most people. Fatigue affects even persons who are otherwise fit and alert and their reaction time is extended due to fatigue. One does not need to be a mathematician to calculate that at 120 km/h a vehicle travels: 120 x 1 000 = 33 metres every second 60 x 60 The theoretical stopping distance for a heavy vehicle from an initial speed of 120 km/h is 144 metres. Therefore, for every second the driver's reaction time is extended as a result of fatigue, 33 metres must be added to the stopping distance and the vehicle now travels 177 metres before stopping. Due to the recent spate of tragic accidents, there are some people advocating the compulsory fitting of tachographs and on-board computers to monitor driving hours. Yes, they will record driving time, road speed etc for a particular trip but they will not record the total driving time of a driver who changes vehicles; nor will they record the hours a driver works over a period of several weeks without a "day off'. The problem is management and control of drivers. In terms of Section 74 of the Road Traffic Act and Regulation 406A, the operator of every goods vehicle having a GVM of over 3 500 kg must be registered but there is no such requirement for the registration of a bus/coach operator. In terms of Section 78(c), an operator of a goods vehicle is responsible for controlling the drivers in his employ and in terms of Section 79, if it is found that the operator has failed to control his drivers, the provincial MEC has the administrative power to suspend or even cancel his operator card. There is no such administrative sanction in the case of bus/coach operators as there is no provision for the registration of bus/coach operators. Lack of discipline A typical example of lack of discipline of drivers is the attitude of both operators and drivers towards "speeding" - a major cause of accidents. The present maximum general speed limit for a bus or coach is 120 km/h and yet private motorists have reported following coaches travelling on freeways and main national roads at up to 150 km/h and even 160 km/h The new Minister of Transport, Dullah Omar, has decided to reduce the speed limit for buses and coaches to 100 km/h. The idea may be good but what purpose will it serve unless it is enforced, and enforcement is a major problem! The maximum speed for goods vehicles is 80 km/h but speed checking devices are usually set for 120 km/h to monitor motor cars. Goods vehicles are therefore not picked up in "speed traps". Now we are to have another general speed differential. It is respectfully submitted that the present legislation is adequate - if only it was applied and rigidly enforced with habitual transgressors severely dealt with by the suspension and even cancellation of professional driving permits and drivers' licences. Alternative Articles |
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Present
Legislation is Adequate