In a typical year more than 900 tractors, telehandlers and other self-propelled farm machines are likely to be involved in road accidents, not to mention a further 1000 cars, vans, motorbikes and trucks.

These new startling figures come from the Department for Transport (DfT), which also estimates that on average eight farmers and 11 other road users will die each year as a result of such accidents.

On top of that, 1200 casualties are caused, resulting in more than 5000 working days being lost. In fact the total cost to the agricultural industry, says NFU Mutual, is £60m.

• Why are the numbers of accidents increasing?
• Are farm vehicles themselves the main cause of these accidents?
• It’s not all the fault of farmers, surely?
• Is the design of farm machinery part of the problem?
• What about other road users’ behaviour?
• How do we improve things?
• Is there a training issue here, too?
• Are there insurance benefits?
• Does this mean we need an MOT for tractors?

Why are the numbers of accidents increasing? There are two sides to it. As increasing numbers of farmers operate from more than one site, the amount of time farm vehicles spend on the road is growing. Tractors are now transporting heavier loads over greater distances and at increased speeds. More work is also done by contractors and machinery rings, who need to travel from farm to farm.

But more cars, vans, lorries and motorbikes are using country roads, too. And their speeds have risen steadily, increasing both the likelihood of such accidents and their severity. Any set of roads which is shared by one set of vehicles travelling at 20-25mph and another averaging 60-70mph is bound to lead to problems.

Speed limits for tractors (currently 20mph) haven’t changed for decades, whereas most new tractors are capable of 25 or 30mph. While raising the speed limits for tractors might be counter-productive, the law is in need of a change.

Are farm vehicles themselves the main cause of these accidents? In some cases, yes. Analysis of road accident data by the DfT and NFU suggests that the causes of accidents involving agricultural vehicles are different from those that involve other types of vehicle.

While most non-agricultural road accidents are caused by excessive speed and inattention, farm vehicle accidents are often caused by non-working or mud-obscured indicators, defective rear lighting, incorrect mirror adjustment and worn or poorly adjusted brakes.

The Health and Safety Executive (HSE) and VOSA (a testing and law enforcement service) believe that the long hours that farmers work, lack of time and increased pressure during busy periods, defective vehicles and a failure to maintain equipment to legal standards often contribute to road accidents.

Police investigation reports from the south west of England, for example, show that agricultural machinery defects were the main cause of 4.5% of the 400 accidents investigated involving farm vehicles.

It’s not all the fault of farmers, surely? No, some of the blame can be laid at the door of the environment that farmers and contractors often have to work in. Wet and muddy conditions mean that indicators and lights quickly become dirty. Dust tends to gravitate to both the inside and outside of cab glass and constant vibration takes its toll of light fittings.

Is the design of farm machinery part of the problem? It’s a contributory factor. Most farm machinery is designed to work in a field, so making it safe on the road inevitably involves compromises. A mounted plough will always want to swing out when you turn, for instance, while a combine header trailer will always do its best to cut the corner just when you least want it to.

Indicators and stop lights are generally smaller than the sort fitted to cars and lorries, too. They are often positioned higher up, making it harder for car drivers and motorcyclists to see them and slowing their reaction time.

Protection of rear lights could be better, too, as these often become damaged. Muckspreader lights that get damaged by flying debris are a good example.

Moreover, loads and attachments on the front or rear of the tractor can obscure the indicators, either completely or just as the tractor turns.

And finally, those multi-pin connectors that connect the tractor and trailer’s electrics need to be more robust. Anyone got any ideas for a better design?

What about other road users’ behaviour? It’s true that a proportion of accidents are caused by other road users’ unfamiliarity with the speeds and dimensions of agricultural machinery. They often assume that tractors are slower than they in fact are and will frequently overtake on the basis of a flawed time-and-distance calculation.

They can often be taken by surprise, when a farmer starts to indicate right to turn into a field gateway. Equally, they can become understandably frustrated behind a slow tractor and will often risk overtaking in dangerous circumstances or ignore the tractor’s indicators in the belief that this big, slow vehicle will not make any sudden manoeuvres.

How do we improve things? Basically, everyone needs to do their bit. Farmers and contractors need to attach more importance to maintaining lights, mirrors and brakes on road-going farm vehicles. They also need to be ultra-careful when turning right into a field gateway, as this is the point at which many accidents occur.

Other road users need to appreciate that the speed difference between their car and the tractor in front means they have to take special care and manufacturers must think about road use when designing machinery.

Is there a training issue here, too? Almost certainly. The skills needed to drive a car are somewhat different from those required to weave a tractor and implement along Britain’s chaotic and congested roads. Training courses are available, but they cost an average of £200 per person. Should some department of government not consider subsidising them?

Are there insurance benefits? Correctly maintained equipment not only reduces the risk of accidents occurring, it also helps ensure that claims will not be rejected by an insurance company that has spotted a defect on your tractor. NFU Mutual is just one insurance company that offers reductions in rates for a farm that has effective lighting on all its equipment.

The HSE, too, has said that if an accident is investigated, it is likely to act more leniently if the vehicle involved has been regularly checked over and maintained.

Does this mean we need an MOT for tractors? This is a controversial area. Many in the industry, including the NFU, say they would prefer a vehicle maintenance scheme to an MOT-type test. An MOT certificate is simply proof that the vehicle was safe at the time of annual testing, they point out, which is not the same as keeping it regularly maintained throughout the year.

The industry, in conjunction with the HSE, has now produced a Farm Vehicle Health Check Scheme. This code of practice, supported by BAGMA, NFU, HSE and others, that gives practical guidance to farmers to ensure machinery is safe and meets regulation on farm. It includes self-audit sheets.

“Allowing tractors to travel on the road with inexperienced drivers, at high speeds with heavy loads for unregulated hours and distances needs greater control,” says the HSE’s Tony Mitchell.

Do you know your road law? Test yourself with this short quiz (Answers are at the bottom of this page)

1. What is the maximum speed a tractor with a 40kph (25mph) gearbox can travel on the road?
2. Can a 17-year-old who has passed his car test take a tractor and trailer on the road?
3. Are you allowed to take a tractor with a 3.6m wide implement on the road
4. What’s the maximum trailer gross weight (ie trailer + load) you can take on the road
5. Can a tractor go on a motorway?

10 Tips for making your trips safer

• Keep windows, indicators and mirrors clean. Sounds obvious, but a lot of drivers don’t.
• Use a checklist to carry out regular inspections of vehicles that use the road. If you have staff, nominate someone to do this.
• Keep a good selection of bulbs, mirrors, light lenses and any other parts which frequently get damaged. Avoid that frantic search for a new bulb as the corn-cart driver is champing at the bit to head back to the field.
• If you are often away, ensure drivers have access to a spare parts list for all equipment and know where to order them.
• Adjust trailer braking so that it works in conjunction with the tractor’s brakes. Too little trailer braking puts the tractor brakes under strain, too much makes the trailer brakes lock up.
• Fit decent lighting boards to any equipment that does not already have lighting or where the tractor lights are obscured by an implement.
• Ensure the amber flashing beacon is (a) working and (b) clean. If it’s a long, tall trailer that makes it difficult for following cars to see the tractor roof beacon, fit a second one to the back of the trailer. Consider adding reflective chevrons or marker plates to make yourself more conspicuous.
• If you have a field entrance that’s particularly dangerous to use, consider cutting back vegetation, widening it or even moving it to somewhere safer.
• When towing heavy equipment consider adding a failsafe by attaching metal cable to the frame of the tractor and towbar of the trailer/implement.
• If particular roads or entrances are heavily used by agricultural traffic, you can apply to the council to have either permanent or temporary warning signs put up.

Answers to the quiz 1. 32kph (20mph) 2. Yes 3. Yes, but you must have given the police 24 hours’ notification (or have dispensation), have marker boards and an escort vehicle 4. Usually 18,290kg, though it depends on the configuration of the trailer and the manufacturer’s spec. 5. Generally no, but if you have a 40kph box or above, are taxed as a commercial (rather than agricultural) vehicle and running on white diesel you can.

Answers supplied by agricultural transport consultant Mike Braithwaite.