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TC 21-

TRAINING PROGRAM FOR

WHEELED VEHICLE

ACCIDENT AVOIDANCE

DISTRIBUTION RESTRICTIONS: Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF THE ARMY

Change 1 Headquarters Department of the Army Washington, DC, 25 April 2003

Training Program For Wheeled Vehicle Accident Avoidance

1. Change TC 21-305, 19 Aug 96, as follows:

Remove Old Insert New

Chapter 3 Chapter 3

2. File this transmittal sheet in front of the publication.

DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.

By Order of the Secretary of the Army:

ERIC K. SHINSEKI

General, United States Army Chief of Staff

Official:

JOEL B. HUDSON

Administrative Assistant to the Secretary of the Army 0310001

DISTRIBUTION:

Active Army, Army National Guard, and US Army Reserve: To be distributed in accordance with the initial distribution number 114975, requirements for TC 21-305.

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ii

PREFACE

This TC provides a standardized training program for wheeled vehicle accident avoidance according to AR 385-55. It provides basic knowledge and motivational training in the safe operation of all wheeled vehicles to include POVs as well as AMVs. It does not include any theater-unique requirements.

Instructions in this TC will help the wheeled vehicle driver maintain a high degree of driver proficiency. The contents are not restricted to any particular vehicle. It is a guide to normal, everyday driving and driving under difficult conditions. The lesson content for this training program is arranged sequentially at Chapter 4. The lesson content consists of lesson outlines, transparencies, and handouts.

In addition to the training required by AR 385-55, this program may also be used for sustainment training. When used for sustainment training, commanders have the flexibility to choose and arrange training material based on the unit’s mission, driver behavior, and/or accident history. When this product is used for remedial training, the unit should focus on the task errors involved and use that portion of this TC for retraining. All training should be annotated on DA Form 348 (Equipment Operator’s Qualification Record) according to AR 600-55.

The proponent of this publication is the US Army Transportation School. Submit changes for improving this publication on DA Form 2028 (Recommended Changes to Publications and Blank Forms) and forward it to Commandant, US Army Transportation School, ATTN: ATSP-TDX, Fort Eustis, Virginia 23604-5389.

The US Army’s environmental strategy into the 21st century defines the Army’s leadership commitment and philosophy for meeting present and future environmental challenges. It provides a framework to ensure that environmental stewardship ethic governs all Army activities. The Army’s environmental vision is to be a national leader in environmental and natural resource stewardship for present and future generations, as an integral part of all Army missions. The Army’s environmental vision statement communicates the Army’s commitment to the environment.

Unless this publication states otherwise, masculine nouns and pronouns do not refer exclusively to men.

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CHAPTER 1

ADMINISTRATIVE DATA

1. Student Requirements: Notebook and pencil or pen.
2. Instructor Requirements:

AR 385-55.

AR 600-55.

DA Pamphlet 738-750. FM 21-305. Vehicle operator’s manual or owner’s manual. All HN or local directives and regulations.

3. Training Facilities: Classroom.
4. Training Aids and Devices:

Overhead projector. Projection screen. Transparencies (paper copies included in this TC). Television monitor. Videocassette player. TF (VT) 20-6371, Army Driver Improvement Program Number 6 - Randy Baker Driving Professionally (PIN: 706080DA). (Running time 13 minutes, 1988).

5. Additional Training Aids and Devices: The following videos may also be used to enhance training:

TVT 20-867, Are Your Tires Safe? - An Operators Guide To Tire Inspection (PIN: 504501DA). (Running time 25 minutes, 1989). AFIF 427, Safety In The Streets (PIN: 504377DA). (Running time 17 minutes, 1991). (NO IDENTIFICATION NUMBER ASSIGNED), Safety, Make Winter Driving Safer, (PIN: 604891). (Running time 12 minutes, 1985). TVT 20-1029, The Aftermath, (PIN: 805696). (Running time 21 minutes, 1993).

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CHAPTER 3

RISK MANAGEMENT

3-1. WHEELED VEHICLE RISK. More than tanks, aircraft, training, weapons, and war, AMV and POV accidents continue to be the major killer of soldiers. Despite seatbelts, airbags, anti-lock brakes, built-in steel reinforcement and shock absorbing bumpers, and dozens of other innovations that have attempted to make driving safer since the automobile and truck were invented, the undeclared war rages on. Losers do not get a chance to fight again another day.

EMERGENCY ROLLOVER PROCEDURES

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WARNING

Army tactical wheeled vehicles are not designed with rollover protection as a primary requirement. At the first sign of a vehicle rollover, occupants should immediately brace for impact. As a precaution, ensure all loose items and equipment, which can cause severe injury or death, are firmly secured prior to movement.

A. PREVENTIVE MEASURES

(1) Driver Training. Start by training your drivers in the six important factors that can affect vehicle stability. These four factors are:

(a) Vehicle Center of Gravity. The height of a vehicle's center of gravity and the length of the wheelbase determine the vehicle's stability.

(b) Load Security. Improperly secured loads can change a vehicle's center of gravity and its stability. Bulk tank trucks are inherently less secure because fluids can surge when trucks brake or go around curves, thereby altering the center of gravity. Also, a vehicle loaded with containers will have a higher center of gravity. Additionally, it is important that payloads are secured as closely as possible to the lateral centerline of the truck or trailer bed. If the payload is not centered properly, the vehicle stability will not be equivalent when turning to both the right and left. See Figures: 1-1, and 1-.

(c) Radius of Curves and Slope of Roadways. These are important because they generate a centrifugal force that acts sideways on the vehicle, thereby decreasing vehicle stability.

(d) Vehicle Speed. This is probably the most important factor contributing to vehicle instability because it magnifies problems presented by the other three factors. As the vehicle's speed increases, the centrifugal force, or sideways force increases. Faster speeds also result in decreased driver response times. Speed is the factor over which the driver can exercise the most control. When maneuvering through curves or sudden traffic situations, a vehicle with a high center of gravity can easily turn over. Speed is even more important when the movement of the liquid is "in phase" with the vehicle's maneuver. If the liquid is on one side during the first curve, then shifts to the other side during the next curve, the liquid is positioned to shift back to the first side with four times the side force it had during the initial curve. Sudden vehicle manuvers are especially risky because the combination of speed and load shift makes the vehicle unstable.

(e) Trailer Towing. Vehicles towing trailers are much more prone to rollover,

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Figure: 1-

(2) Risk Management Control Mesures. Every driver can take eight basic steps to prevent or reduce the potential for rollovers.

NOTE: Commanders should include safety tips in initial and sustainment tactical wheeled vehicle operator training.

(a) Adjust the vehicle speed to allow a "Speed Cushion" for maneuvering (at least 10 MPH below the posted speed limit is recommended when approaching a curve).

(b) Slow down and downshift early. Do not shift in the curve.

(c) Observe speed limit and check speedometer to ensure that your vehicle is below the posted speed.

(d) Do not rely on a "seat of the pants" sense to judge speed and vehicle maneuverability. New suspensions and chassis set-ups give a false sense of control.

(e) Slowly accelerate out of the curve.

(f) Maintain a "Space Cushion" (distance between your vehicle and other traffic) so that you have a safe maneuvering speed to compensate for errors in judgement, weather, road conditions, and poor driving by other motorists.

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(g) Avoid the temptation to brake hard if the rear of the vehicle or trailer “slides out”. Instead, if there is clearance, attempt to apply steady throttle, allowing the vehicle to straighten itself. Braking will accelerate the skid, contributing to loss of control and rollover.

(h) Risk Management Procedures. Personnel are required to wear seatbelts. All US Army personnel should follow unit standard operating procedures/tactical standard operating procedures and be in proper uniform when operating or riding as a passenger in military vehicles. It is recommended when operating tactical military vehicles in off- road conditions during field training, driver’s training, and tactical operations that the kelvar helmet be worn at all times with chin stap properly secured.

While taking a curve at almost 70 mph, the driver of an M998 lost control. The vehicle flipped and ejected its three unbelted occupants. One was killed and the others seriously injured.

B. ROLLOVER PROCEDURES

NOTE: The driver and passengers MUST wear seat belts (if equipped). The senior occupant is responsible for ensuring all personnel, riding in or on a vehicle, are wearing seatbelts (if equipped) and that all required equipment inside the vehicle is properly stored and secured. The senior occupant must ensure that all personnel are checked for injuries and injured personnel are given emergency first aid as needed. All sensitive items are to be secured, and the accident reported immediately. The first soldier to notice vehicle beginning to rollover should shout “ROLLOVER!”

(1) When rollover is imminent the driver performs the following:

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(f) Check for fire and fuel leaks or spills.

(g) Attempt to contain fire and /or fuel leaks/spills.

(h) Account for occupants and sensitive items.

(i) Seek medical attention, as needed.

(j) Radio for help.

The 5-ton driver was following too close behind another vehicle when he lost control and hit a utility pole. The passenger was killed.

(4) When the vehicle is stabilized the passenger(s) perform the following:

(a) Check for injuries.

(b) Exit the vehicle.

(c) Account for personnel and sensitive items.

(d) Seek medical attention, as required.

(e) Assist the driver.

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WARNING

Never attempt to leap from a rolling vehicle, it may rollover you. Ensure that the vehicle has stopped its roll before moving. Upon complete evacuation of all personnel, vehicle should be inspected for fire hazards such as leaking oil, fuel, and hydraulic fluid. Use the portable fire extinguisher when inspecting vehicle for leaks in case of fire, which could cause injury or death. If hazardous/explosive materials are involved, driver should take actions according to the DD Form 836 accompanying load. Notify emergency response personnel and remain at evacuation distance while securing accident site.

3-2. LEADER ACTIONS: There are many good programs leaders can establish to reduce accident risk. Designated-driver programs and unit on-the-spot safety inspections are good starting points.

A. Commanders should:

• Know their soldiers.
• Require disciplined, legal behavior.
• Conduct individual soldier risk assessments (see format on page 3-10).
• Provide incentives for safe performance.
• Provide accident avoidance and remedial driver training programs.
• Hold subordinate leaders accountable for leader intervention.

B. Squad leaders and Platoon Sergeants are the first line of defense. They should:

• Know their soldiers’ driving habits.
• Ensure that deficiencies identified in vehicle inspections are corrected and then re-inspect.
• Recommend when driving privileges should be revoked.
• Counsel individuals on the repercussions of unsafe driving.
• Conduct periodic tail gate safety briefings to small groups.
• Encourage soldiers to look out for each other.

3-3. POV ACCIDENTS. The most common victim is a 19 to 24 year old male, in the rank of Private through Sergeant, who is driving between 2200 Friday and 0730 Monday. An Army Safety Center study shows that many soldiers have a low ability to recognize hazards. They also underestimate their personal risk and overestimate their driving

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b. Tie-in. At various times, you will need to decide whether you are fit to continue driving. You may also have to decide if it is safe to ride with another driver. To make the right decisions, you need to understand conditions that affect driving abilities. In some cases, there are ways to offset these effects. Sometimes the wisest decision is to postpone driving.

c. Lesson Objective.

ACTION: After this lesson the student will know the procedures to stay alert and fit to drive.

CONDITIONS: Given instruction in a classroom.

STANDARD: Correctly answer verbal questions when called upon.

d. Procedures.

(1) Explanation.

(2) Summary.

2. EXPLANATION.

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a. Be Ready to Drive.

(1) Get enough sleep. Leaving on a long trip when you are already tired is dangerous. If you have a long trip scheduled, ensure that you get enough sleep before you depart. Most people require 7 to 8 hours of sleep every 24 hours.

(2) Schedule trips safely. Your body gets accustomed to sleeping during certain hours. If you are driving during those hours, you will be less alert. If possible, try to schedule trips for the hours you are normally awake. Many vehicle accidents occur between midnight and 6 o’clock in the morning. Tired drivers can easily fall asleep at these times, especially if they do not regularly drive at those hours. Trying to complete a long trip at these hours can be very dangerous.

(3) Avoid medication. Many medicines can make you sleepy. Avoid driving if you are taking medication with a label warning against operating vehicles or machinery. The most common medicine of this type is an ordinary cold pill. If you have to make a long trip, drive with a cold. You are better off suffering from the cold than from the effects of the medicine.

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(4) Keep cool. If the vehicle’s interior is too hot, you can get sleepy. Keep the window or vent cracked or use the air conditioner, if you have one. Also, when the temperature outside is cold, do not have the heater control set too high. Again, this can make you drowsy.

(5) Take breaks. Short breaks can keep you alert. The time to take them is before you feel really drowsy or tired. Stop often. It may help to walk around or do some physical exercises.

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b. Alertness.

(1) Do not “push on”. When you are sleepy, trying to “push on” is far more dangerous than most drivers think. It is a major cause of fatal accidents.

(2) Stop to sleep. When your body needs sleep, sleep is the only thing that will work. If you have to make a stop anyway, make it whenever you feel the first signs of sleepiness, even if it is earlier than you planned. By getting up a little earlier the next day, you can keep on schedule without the danger of driving while you are not alert.

(3) Take regular rest stops. Even if you are not tired, take regular rest stops. Switch off with another driver every hour or so. Stop for coffee or a soft drink every 100 miles or every two hours.

(4) Take a nap. If you cannot stop for the night, at least pull off the road and take a nap. A nap as short as a half-hour will do more to overcome fatigue than a half-hour coffee stop.

(5) Avoid drugs. There are no drugs that can overcome being tired. While they may keep you awake for a while, they will not make you alert. Eventually, you will be even more tired than if you had not taken them. Sleep is the only thing that can overcome fatigue.

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c. Alcohol and Driving.

(1) Drinking and driving-a serious problem. Drinking alcohol and then driving is a very serious problem. People who drink alcohol are involved in traffic accidents resulting in over 16,000 deaths and 300, injuries each year. Over 40 percent of all traffic fatalities are alcohol related. You should know: