Road Accidents Why Mechanical Failures Of Heavy Vehicles Will Continue

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SINCE 2019, there have been around 3,500 road accidents involving lorries, and the fatalities were 274 (2019), 226 (2020), 230 (2021), 232 (2022), 235 (2023), and 260 (2024), a total of 1,457 deaths. Another 473 victims suffered serious injuries and 1,076 endured minor injuries.
During the same period, there were 548 road accidents involving buses with 491 people injured, 153 fatally, 120 seriously, and 216 with minor injuries.
Recently, a tour bus went out of control and crashed into three vehicles. Tragically, seven people died and 33 others were injured.
Reports by the media explained that the accident happened after the front right tyre of a trailer was dislodged and lying on the middle lane.
The bus hit the tyre, went out of control, swerved into the opposite lane, and collided with another trailer, a car, and an MPV with a family of eight.

Contrary to popular belief, I think it was not a tyre. If it was, the bus would just roll over it and not lose control. This is because a tyre by itself is pliant.
Also, the tyre would have been punctured or broken into pieces if there was a blowout caused by a cut or overheating due to over-flexing.
It must have been an entire wheel which includes a steel rim, air valve and fully inflated tyre, making it rigid and heavy.
Over the years, I have written many articles to point out the difference between a wheel and a tyre, but many people still don’t get it and use it interchangeably.
When conducting training for taxi drivers, I declared that I did not know how to change a tyre (tayar) and they would stop laughing when I said I could easily change a wheel (roda). Without a tyre changer machine, many mechanics would not be able to change tyres using basic tools.
Similarly, narratives on improving road safety involving heavy vehicles have been too academic and generalised. Radical changes and real progress will start to take place when we get down to specifics. It is beyond who, what, when, where and why but more on how.
For example, it is easy to say that only qualified, well-trained, and physically fit drivers are allowed to operate heavy vehicles and identify measures such as mandatory refresher training, stringent medical check-ups, and psychological evaluations to address stress or fatigue.
The above has already been practised by large and responsible transport companies over the past decades. The problem lies with smaller operators that not only tend to cut corners but also compromise on the quality of their drivers and the maintenance of vehicles.
When a transport operator struggles to find drivers for their heavy vehicles, the overwhelming focus is to get the trucks or buses moving so that the goods or passengers reach their destinations as promised.
Other considerations will be secondary, such as inspecting the validity of the competent driving licence (CDL) to drive a heavy vehicle plus a ‘goods driving licence’ (GDL) to operate a truck or a ‘public service vehicle’ (PSV) licence to drive buses and handle passengers.
Without a central registry to keep track of heavy vehicle drivers’ records of previous employment, no one can find out for sure whether they have been suspended or summoned for driving offences, or found guilty by the court. Only their criminal records are kept by the police.
Hence, bad drivers are being circulated and will be in demand as long as there is a shortage. At the Malaysia Commercial Vehicle Expo 2024 on May 9, Transport Minister Anthony Loke confirmed there is a shortage, especially of adequately trained drivers who meet market demands.
Although the MyLesen programme was first introduced many years ago to subsidise the cost of obtaining a CDL to operate heavy vehicles, it has not succeeded in increasing the number of truck and bus drivers in the country to a satisfactory level.
Although income for trailer drivers can be RM10,000 a month or higher, many Malaysians are unable to cope with the tough demands of being constantly on the road.
It is easier to drive stage buses in the city but income is lower, and many prefer to work in Singapore for much higher pay.
The shortage will continue until the powers that be allow foreigners to drive commercial vehicles in Malaysia. This would be feasible if there is strict control, starting with proper training and then close monitoring of their driving behaviours such as using in-cabin cameras.
(Image: The Star)Meanwhile, the elephant in the room should be addressed by first differentiating between maintenance and repairs. All motor vehicles, whether for private or commercial use, come with a maintenance schedule prepared by the manufacturer.
If they are sent to the distributor’s or appointed service dealer’s workshop, then maintenance will be carried out according to the manufacturer’s specifications. This usually happens for the first few free servicing but rarely after that, especially when the warranty period is over.
However, the engine oil and filter will be changed at regular intervals, and so will the timing chain or belt as if used until broken could destroy the engine. Other components that need to be replaced could be spotted or recommended by competent mechanics.
The driver’s role is crucial. He must be able to feel or sense something is wrong when driving and get it checked before more damage is done or the vehicle goes out of control, such as the brakes are no longer as effective, or a front wheel feels loose and needs to be tightened.
All these are swiftly done when a transport company operates its garage or has appointed many workshops near routes where its fleet operates.
But most drivers do not have such options and will continue their journey, sometimes for several more days or weeks, before surrendering the vehicle to the company for repairs.
Road accidents due to mechanical failure will continue to recur if drivers carry on driving when mechanical faults must be fixed, hoping that nothing untoward will happen until they return to base.
Unfortunately, some end up losing the gamble and hundreds of lives are lost each year. 
YS Chan is master trainer for Mesra Malaysia and Travel and Tours Enhancement Course and an Asean Tourism Master Trainer. He is also a tourism and transport business consultant.
The views expressed are solely of the author and do not necessarily reflect those of MMKtT. 
- Focus Malaysia.

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