Modelling HGV blind spots Loughborough University Design School: Design Ergonomics Research Group Research Sponsored by Transport for London Dr. Steve Summerskill & Dr. Russell Marshall

Contents Background – Blind spots in Heavy Goods and construction vehicles Aims and objectives of the project Methodology Results for all vehicles Discussion of results

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

Why do HGVs have blind spots?

Background Blind spots in Heavy Goods and construction vehicles Blind 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

How can we compare blind spot size between vehicle designs?

Background Using Digital Human Software to simulate and quantify blind spots The 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)

The use of Digital Human modelling software in the identification and quantification of blind spots See here for Video https://youtu.be/9PaTwaxfa2E

TfL Project Methodology 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 MAN In addition, four low entry cab vehicles have been selected from, Dennis, Mercedes, Scania and Volvo

Vehicle models Standard cabs Low entry cabs

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

Results – Simulated vulnerable road users What was the variability in blind spot size?

Results – How far away from the truck can cyclists to the near side be placed and be completely hidden from driver’s direct vision?

Results – Obscuration of nearside cyclists: distance away from the side of the cab at which cyclists can be fully obscured -1 = visible i.e. visible when directly adjacent to the cab side

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?

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

Unpacking the results Key differences between vehicle designs

Results – Driver’s eye height above the ground The are a wide range of cab heights in the vehicle tested vehicles

Key issues identified in the project

Key issues Low entry cabs provide much improved direct vision of vulnerable road users when compared to standard cabs

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?

Key issues The design of key features such as window shapes can affect the size of blind spots

Key issues Mirrors are supposed to address the blind spots identified and yet accidents are still happening Is 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?

Key issues Standards are required which compel vehicle designers to improve the ability to see VRUs directly through windows

Key issues 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 truck We can do better!

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