Loughborough University Design School Design Ergonomics Research Group Research Sponsored by Transport for London Dr Steve Summerskill amp Dr Russell Marshall Contents Background Blind spots in Heavy Goods and construction vehicles ID: 589202
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Modelling HGV blind spots
Loughborough University Design School: Design Ergonomics Research GroupResearch Sponsored by Transport for LondonDr. Steve Summerskill & Dr. Russell MarshallSlide3
Contents
Background – Blind spots in Heavy Goods and construction vehicles Aims and objectives of the project MethodologyResults for all vehicles
Discussion of results Slide4
Background
Why was this project funded by Transport for London? The research has been informed by concerns for the safety of vulnerable road users (VRUs) in
London and elsewhere in the UK and EU.
Recent research conducted by Loughborough highlighted that there has been a
general improvement
in road safety in the UK with casualties
falling 49%
between 2000 and 2012
Cyclist casualties have not followed the national trend. Data shows that over the same period the numbers of
cyclists killed or seriously injured have increased by
21%
nationally and in
Greater London by
59%.
A common factor in accidents involving cyclists and other VRUs is the overrepresentation of
Heavy Goods Vehilces (HGVs)
as the collision vehicle
Slide5
Why do HGVs have blind spots? Slide6
Background
Blind spots in Heavy Goods and construction vehiclesBlind spots in existing vehicles are caused by a number of factors
The structure of the vehicle, including mirror mounts, A-pillars and the vehicle body, can obstruct vision of vulnerable road users and other vehicles
Drivers view of the passenger window Slide7
How can we compare blind spot size between vehicle designs?Slide8
Background
Using Digital Human Software to simulate and quantify blind spotsThe Loughborough Design School (LDS) team used a method to visualise and quantify blind spots in a previous project for the UK Department for Transport (DfT)
This technique uses Digital Human Modelling software to visualise the volume of space that can be seen by a driver in the combination of
direct vision
(through windows) and
in-direct vision
(through mirrors) Slide9
The use of Digital Human modelling software in the identification and quantification of blind spots
See here for Video https://
youtu.be/9PaTwaxfa2ESlide10
In order to allow an understanding of the blind spot issue 19 vehicle configurations have been modelled;
The top selling vehicles in the UK based upon SMMT vehicle registration data including: DAF, SCANIA, Mercedes, Volvo and MANIn addition, four low entry cab vehicles have been selected from, Dennis, Mercedes, Scania and Volvo
TfL Project
Methodology Slide11
Vehicle models
Standard cabsLow entry cabsSlide12
TfL Project
Methodology for the simulation of Vulnerable Road Users
We have tested each vehicle design by seeing how far away simulated pedestrians and cyclists can be placed away from the vehicle and still hidden from the driver’s view Slide13
Results – Simulated vulnerable road users
What was the variability in blind spot size?Slide14
Results – How far away from the truck can cyclists to the near side be placed and be completely hidden from driver’s direct vision? Slide15
-1 = visible i.e. visible when directly adjacent to the cab side
Results – Obscuration of nearside cyclists: distance away from the side of the cab at which cyclists can be fully obscured Slide16
Results – How far away from the truck can pedestrians to the front of the vehicle placed and be completely hidden from driver’s direct vision? Slide17
Results – Obscuration of middle pedestrian: distance away from the front of the cab at which the pedestrian can be fully obscured
-1 = visible i.e. visible when directly adjacent to the cab side Smaller pedestrians could be hidden further away from the vehicle Slide18
Unpacking the results
Key differences between vehicle designsSlide19
Results – Driver’s eye height above the ground
The are a wide range of cab heights in the vehicle tested vehicles Slide20
Key issues identified in the project Slide21
Key issues
Low entry cabs provide much improved direct vision of vulnerable road users when compared to standard cabs Slide22
Key issues
The cabs of construction spec vehicles (N3G) are higher than distribution spec vehicles increasing the size of blind spots Should vehicles with specifications that suit quarries, with larger blind spots be allowed on the cities streets? Slide23
Key issues
The design of key features such as window shapes can affect the size of blind spotsSlide24
Key issues
Mirrors are supposed to address the blind spots identified and yet accidents are still happeningIs it reasonable to expect a driver to use six mirrors and look through three or more windows to work out if a VRU is close to the vehicle? Slide25
Key issues
Standards are required which compel vehicle designers to improve the ability to see VRUs directly through windowsSlide26
Extensive direct vision blind spots still exist
None of the cyclists shown are directly visible to the driver from the standard driver posture for this truckWe can do better!
Key issues Slide27
Summary and the future
The project has produced results which allow operators to distinguish between vehicle designs in terms of direct and indirect vision
The CLOCS programme has already had success in fostering the availability of improved vehicle specifications
that lower the vehicle cab height, and add additional windows
This work will progress with the definition of a new standard for
direct vision
from trucks
This
new standard
will initially be applied in
London
to support the use of vehicles with reduced blind spots
Subsequently this standard will be presented to the United Nations Economic Commission for Europe with the aim of full
European adoption