Phsychology plays a very big part in driving any sort of vehicle, be it a 1300kg car or a 120,000kg combination. As Alan Jones (the driver) once commented; some people just cannot and should not drive a motor vehicle, they do not have the ability to multi task. Driving requires the ability to multi task constantly to be safe.
Sounds like you've spent some time behind the wheel of multi combinations seagull as have I, and I still do regularly move empty and loaded B Double combinations locally and interstate if I have to.
I see many dopey non thinking truck drivers and many suicidal non thinking car drivers on nearly every outing. I too believe it should be mandatory for new drivers to spend a few hours in the cabin of a semi trailer to understand the dynamics and the issues faced every day by professional drivers. I use the word professional loosely only to describe those that eak a living out of truck driving.
I have operated double and triple road trains and they do require a respect and an understanding of certain dynamics. It is quite normal for a dog trailer to "wander". Correct and well maintained equipment should be utilised or the consequences can be deadly. The respect of other road users is high on the priority as many car drivers can be spooked by a large truck coming toward them, or more so looming in the mirrors. This can have serious consequences for both parties. When driving I watch the vehicle coming toward me very closely hoping the driver is firstly awake, and secondly is in control of his vehicle!
All drivers have different reaction times when faced with a decision, some make a right decision, some make a wrong decision, often the wrong decison has a lasting impact.
Many Insurance companies require all drivers to complete a Driver Declaration prior to being let loose in a heavy vehicle they insure, which should alert if there are any major issues with a driver's history. Good business practice suggests a driving test with either an existing respected and safe driver or the company trainer to ascertain whether a driver is competant and safe to take to the roads in charge of 40 tonnes plus of vehicle. Regular driver training is mandatory if the transport business largely self regulates, but the resistance from older drivers to new ideas is strong, and this creates difficulties as well.
The roads are an issue for sure, but the old adage applies, drive to the road conditions at all times.
The 12 hour work diary has merits, (or as said 14 hours if working under what they call AFM or BFM rules, these are self regulated Fatigue Management systems to allow marginally longer work hours.) but also deficiencies in that it dictates when a driver can drive, and when he has to rest...often he will have to drive when sleepy because his work diary says so, and have to try and sleep when wide awake!
Regarding the rail argument, product damage is a huge issue due to multi handling; initially onto the truck, then from the truck to the rail car, then from the rail car to the truck then delivery. Forget fresh produce as the damage can be significant so road transport is the only option from farm gate to market.
Many years ago I worked with a large company that did have a rail spur and loaded railway wagons for later pick up and dispatch intra and interstate. The damage to products and the zero care factor by forklift drivers and wagon loaders was astonishing. If something didn't fit, they would ram the object until the wagon door would close, and this included produce!
Over the years I've had quite a few "near misses", but for every save we should learn from it and try never to repeat.
