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Load limits threaten heavy industry

23rd February 1968
Page 20
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Page 20, 23rd February 1968 — Load limits threaten heavy industry
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Which of the following most accurately describes the problem?

HIGHLY CRITICAL REPORT EXPLAINS WHY THE RAILWAYS CAN'T TAKE IT

• "Britain's inadequate and out-dated transport system is endangering the country's export trade in heavy capital plant as well as the progress of industrial development at home. Unless main traffic arteries capable of carrying single-unit loads of up to 300 tons are provided, and immediate steps taken to strengthen existing routes connecting the main manufacturing centres and the ports, Britain is in danger of losing its place as a leading industrial nation."

This unequivocal warning was given last week by representatives of Britain's heavy engineering industries—and it came at the moment when the Government's Transport Bill proposes swingeing new taxes onbigloads moving by road. Yet the report in which the warning is given also contains a table showing that Britain—birthplace of the railways —is just about at the bottom of the industrial league so far as the ability to move big loads by rail is concerned. Maximum permitted height on BR's gauge is 13ft 6in.—compared with 22ft in the USA, 21ft in Russia, 14ft Olin. throughout most of Europe, and over 15ft in Sweden, Poland and China. Only two Australian territories have a more restrictive height gauge than BR. And in permitted width the story is much the same.

The report, "Remove this transport barrier", has been published by the abnormal loads committee of the Conference of Heavy Engineering Industries, 8 Leicester Street, London, WC2 (price 1 gn). Its first chapter is headed "A great industry frustrated" and alleges that the centres of heavy engineering are becoming dangerously isolated because of insufficient capacity in the transport system for indivisible heavyweights moving to sites and ports. Not only are railway limits those of a century ago, but ports have not sufficient facilities, while motorways have bridges and flyovers too weak or too low to take the larger sizes of modern plant and machinery which now need to be carried.

The position is serious, says the report— which results from a survey inspired by the British Electrical and Allied Manufacturers Association in 1963, when the abnormal loads committee was formed. BEAMA is one of the six industrial members of the committee, to which Robert Wynn and Sons, Pickfords, BR and the UK Chamber of Shipping belong as carriers.

The joint study on which the report is based showed that technical developments in engineering plant, and in vehicles and vessels to carry it, had far outstripped the capacity of roads, railways and ports. Unless this situation is urgently remedied, challenges the report, Britain's heavy engineering centres will be unable to compete in world markets.

Technical development of large machinery in Britain is now virtually dictated by transport limitations "notwithstanding the ability and willingness of the heavy haulage industry to provide the necessary carrying facilities". And the report explains how the economies of large size, which can bring great operating benefits, and which UK firms are capable of offering, are being lost because of these limitations.

The report is not simply critical; it makes positive suggestions for improvement of the situation. Most vital is the designation and construction of main traffic arteries connecting North/South and East/West capable of

taking loads over 300 tons and up to 20ft wide, and/or 135ft long and/or 17ft 6in. high. Also urgent: elimination of bottlenecks on existing routes.

Continuing consultation between industry, specialist hauliers and the Ministry of Transport is called for in the design of new bridges or the reconstruction of old ones. The Ministry should "make more strenuous efforts" tp do this to provide the load capacities which industry requires, the report continues. It makes suggestions for temporary propping of inadequate bridges; for a minimum height limit of 20ft for new bridges on main highways; for street furniture designed with indivisible load movements in mind; for short-term parking in special motorway lay-bys; and for stronger lifting gear at ports.


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