The Carnage on Ghana Roads: ‘Na Who Cause Am’? Part VIII

Part VII scrutinised the contributions of driver fatigue, speed limits, load security and State responsibility to the carnage on Ghana roads.

This part will dedicate itself to a study of the latest articulator trucks braking systems, the Ghanaian position on articulator trucks braking systems, and the consequences of a malfunctioning or nonexistent truck brakes.

Latest articulator trucks use a combination of primary, secondary, and auxiliary braking systems to manage heavy loads on steep, and off-road terrain. These systems are designed for high heat dissipation and maximum safety.

First is the Service Brake (primary braking). The service brake is the main driver-operated system used to slow down or stop the truck.

Second is Oil-Cooled Wet Discs Brake. This is standard on most high-capacity articulator trucks. Multiple discs are submerged in oil to provide superior heat dissipation, reducing brake fade during long, downhill hauls.

In addition to the above is the Four-Corner/Six-Corner Wet Discs Brake. Modern articulator trucks manufacturers such as Volvo, typically have wet discs brake system on all axles for consistent stopping power in muddy or slippery conditions.

Another braking system is Retardation Systems. These act as auxiliary brakes to maintain controlled speeds on downhill slopes, reducing wear on the service braking system.

An additional braking system in most trucks is Automatic Retarder Control (ARC). This automatically modulates the retarding force without driver intervention to maintain a set-gear and speed.

Most trucks also come with a Hydraulic/Transmission Retarder. Using transmission oil, this provides high-performance retarding force. It is often integrated directly into the transmission, reducing speed without generating excessive heat in the wheels.

Another braking system is the Engine Compression Brake, commonly referred to as Jake Brake. This uses the engine’s compression to slow down the vehicle. It is mostly used as a secondary retarder.

Also fitted in most trucks is the Parking and Emergency Brake. This system is crucial for holding heavy loads on steep slopes.

Another important braking system is the Spring-Applied, Hydraulically Released (SAHR) Parking Brake. The brake is automatically applied by massive springs when hydraulic pressure is lost or the driver engages the parking lever, making it a fail-safe system.

Furthermore, an Automatic Parking Brake Activation is available in most trucks. This system automatically engages the parking brake (hand brake) if the driver opens the door, leaves the seat, or if the Transmission Control Module (TCM) detects a dangerous condition. The TCM is the computer that manages an automatic transmission operation, including gear shifting, pressure control, and torque converter lockup. It processes sensor data, i.e., speed and engine load to optimize performance and efficiency.

Also embedded in most trucks is the traditional Anti-lock Braking System (ABS). This prevents wheel lock-up during hard braking on loose surfaces (rough road) allowing the driver to maintain steering control.

The manufacturers of these vehicles knows the havoc that these vehicles can cause if not restrained properly, hence all the above braking systems to save lives.

What is the Ghana position? Most trucks in Ghana don’t have any of the above braking systems. The vehicles are imported into the country with the braking systems in perfect condition or requiring just some minor repairs. However, instead of maintaining the brakes, they are subsequently rendered dysfunctional. The illiterate roadside mechanics claim that functioning brakes on trucks, especially the trailer, leads to tyre blowouts, hence, the reason for the disconnections.

It is not surprising that these ignorant roadside mechanics are attributing the consequences of excessive load and poor-quality tyres to a truck’s braking system, since they lack technical knowledge of vehicles. And we the so-called educated people sit with our arms across our chests and license illiterates to maim and kill us on the roads with their highfalutin submissions!

We have a responsibility to make the laws and enforce them to the letter. Any transport operator who finds such laws too harsh and onerous, is at liberty to look for a livelihood in other sectors of the economy.

These ignorant mechanics advance a similar nonsensical view that switching on the vehicle headlights, the use of an in-car stereo and using the car cigarette lighter or USB to charge phones or other similar devices, drains the car battery. This is absurd!
So far as the vehicle alternator is in working order and charging the vehicle battery, any of the above activities does NOT in any way negatively impact the vehicle battery. When the alternator malfunctions, a battery warning light (usually a red symbol shaped like a battery on the dashboard) indicates that your vehicle’s charging system is malfunctioning and not producing enough voltage. You must seek assistance from an expert before your car battery runs out of power.

A vehicle, it is submitted, is made by an educated person, who is constantly conducting research to improve vehicle safety and performance, and thereby prevent needless accidents and deaths on the road, and not made by the illiterates wearing dirty clothes and reeking of fuel.

A defective braking system of an articulator truck (tractor and trailer) creates critical safety and mechanical consequences, often leading to severe and preventable accidents. The trailer’s braking system, which is crucial for handling up to 40 tonnes of combined weight, provides a significant portion of the total stopping power of an articulator truck.

Some of the consequences of a dysfunctional trailer brake are:
(a) High-Risk Safety Consequences: Without trailer brake, the tractor (unit/head) braking system must handle the entire load, which can almost double the stopping distance, making it impossible to stop in time to avoid hazards.

(b) Jackknife Accidents: This occurs when the trailer, which is not slowing down properly, pushes the truck from behind, causing the trailer to swing out to the side, potentially trapping other vehicles.

(c) T-Bone and Rear-End Crashes: The reduced braking ability makes it likely for the truck to crash into the rear of other vehicles at traffic lights, or through intersections, causing high-speed, high-impact collisions.

(d) Loss of Control: Inconsistent braking can cause the trailer to pull to one side, leading to erratic vehicle behaviour and potential loss of lane control.

Some mechanical consequences of brake failure include:
(i) Overheating and Brake Fade: With the trailer brakes not assisting, the tractor’s brakes are overworked, leading to rapid overheating of the brake discs, which causes brake fade; thus, a total loss of friction material (brake pad) efficacy.

(ii) Damaged Tyres: If brakes lock due to malfunction, or if the brake system ceases, it can cause flat spots on the tyres, leading to catastrophic tyre blowouts.

(iii) Structural Strain: Brake failure can cause increased wear and tear on the truck’s drivetrain and suspension.

Is the National Road Safety Authority (NRSA) waiting for all breadwinners of families to be killed on our deadly roads before it springs into action?

The UK Driver and Vehicle Standards Agency (DVSA), which plays a similar role like the NRSA, inspects commercial vehicles on the UK highways through targeted, intelligence-led roadside checks to ensure roadworthiness, driver compliance, and load safety.
Using Automatic Number Plate Recognition (ANPR) and the Operator Compliance Risk Score (OCRS), examiners stop vehicles to inspect mechanical parts, tachograph records, and cargo security.

With targeted stops, the DVSA officers use data from the OCRS system, which ranks operators based on previous infractions to focus on higher-risk vehicles.

In respect of ANPR Cameras, roadside cameras identify vehicles for potential, outstanding, or recurring issues.

When it comes to checkpoints, inspections take place at designated motorway service areas, laybys, or specifically designed roadside check sites.

Ghana can start with specifically designed roadside check sites to rein in the lawlessness perpetrated by most commercial vehicles on our roads, especially articulator trucks, since we are yet to catch up with ANPR and OCRS.
The NRSA may consider recruiting Automotive Technicians and provide them with training, equipment and deploy them across the country to ensure safety on our roads. This, it is hoped, will put the NRSA on course in its quest to satisfy the definition of the ‘safety’ in its name.

Part IX loading ……

Alhassan Salifu Bawah
(son of an upright peasant farmer)