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

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

4. 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

5. Why do HGVs have blind spots?

6. 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

7. How can we compare blind spot size between vehicle designs?

8. 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)

9. The use of Digital Human modelling software in the identification and quantification of blind spots
See here for Video

10. 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

11. Vehicle models
Standard cabs
Low entry cabs

12. 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

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

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

15. 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

16. 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?

17. 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

18. Unpacking the results
Key differences between vehicle designs

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

20. Key issues identified in the project

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

22. 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?

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

24. 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?

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

26. 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!

27. 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