the nodding donkey:
We live. We die.Should have prayed harder…
migght have saved them. Lets all pray for them now…
praying dosen’t work.
Bluey Circles:
it is all very sad, but the report that it is the drivers 3 year old son (probably a big day out with dad in a big truck) is just totally heartbreaking.
I stand corrected,i read it was a little girl in the hgv
bazza123:
the nodding donkey:
We live. We die.Should have prayed harder…
migght have saved them. Lets all pray for them now…
Well that must rank as the most insensitive comment ever published on TNUK.
Fair enough if you don’t want to write RIP etc but for [zb] sake show a little sensitivity why don’t you?
I know you’re trolling but I had to respond
the only reason you must think that’s the most insensitive post on here is because mine usually get removed before you get to see them… 
I wonder if fires are more likely since common-rail systems became more widely used? They run at 25000 psi or more so any rupture due to impact will lead to a spray of fuel, parts of turbo and exhaust may be hot enough to ignite it. Not to mention the electrical systems, now more complex than years ago.
Buckstones:
I wonder if fires are more likely since common-rail systems became more widely used? They run at 25000 psi or more so any rupture due to impact will lead to a spray of fuel, parts of turbo and exhaust may be hot enough to ignite it. Not to mention the electrical systems, now more complex than years ago.
I think people have a false sense of security regarding diesel v petrol.Diesel fuel is very similar to kerosene jet fuel with a resulting similar ability to ignite and burn after a serious impact that ruptures fuel lines and tanks just as in the case of aircraft.At the types of pressures in question there should really at a minimum be things like inertia switching that shuts down fuel pumps in the event of an impact and pressure activated shut off valves at numerous points in the fuel lines which close in the event of any loss of pressure in the system.Which while probably not activating in time to stop the initial spray and ignition would probably stop any continuing pumping and/or fuel loss feeding the resulting fire.
That’s what I was getting at Carryfast, the late great Colin Chapman invented the collapsing fuel tanks for F1 following the horrific deaths of John Taylor and Lorenzo Bandini so in light that was pushing 50 years ago, surely fires should be an elimininated risk nowadays?
dieseldog999:
bazza123:
the nodding donkey:
We live. We die.Should have prayed harder…
migght have saved them. Lets all pray for them now…
Well that must rank as the most insensitive comment ever published on TNUK.
Fair enough if you don’t want to write RIP etc but for [zb] sake show a little sensitivity why don’t you?
I know you’re trolling but I had to respond
the only reason you must think that’s the most insensitive post on here is because mine usually get removed before you get to see them…
Wardaddy:
Damoq I agree, in the pursuit of pleasing the tree huggers, they’ve increased the risk of all Euro 6 drivers burning to death. I’ll keep my Euro 5 truck, thanks.
In truth the ever increasing euro standards are about reducing the impact on our health rather than appeasing the ‘tree huggers’ egr, add blue, dpf, all have a tendency to increase green house gases but lower the pollutants that cause health problems.
However … I think you do have a point regarding DPFs and fire. Diesel auto-ignites at about 250c, now many upper exhaust parts are often around the 300c mark, but as they do not have great bulk they will cool very rapidly, unlike the colossal DPFs, their huge mass will be sitting at 300-350c for quite some time, fuel from a ruptured diesel tank is far more likely to ignite on contact.