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Commons to question 44-ton weight limit
Page 33
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from our political correspondent
• Mr. Marsh, Minister of Transport, will be asked to outline the Government's plans for raising the weight limit of lorries on British roads. when Parliament resumes next month.
Mr. Edward Taylor, a Conservative spokesman on transport. is planning to question Mr. Marsh about reports that an increase from the present 32 tons to 44 tons is contemplated.
Meanwhile, amenity societies are marshalling their arguments to oppose arty increase, let alone one to 44 tons, which would put Britain way ahead of the rest of Western Europe and the United States in the permitted weights league table.
Mr. Marsh and his advisers recognize that on economic grounds there is a case for higher capacity mad transport vehicles and have been reviewing the question of limits.
As a first step there has been a reexamination, using the latest scientific methods, of what bridges will bear, as this is the main limiting factor to any increase.
No formal report has yet been produced, but the studies carried out show that higher gross vehicle weights than those at present permitted are at any rate technically acceptable, subject to the design of the heavier vehicles being such that the bending movements exerted on bridge spans do not exceed certain criteria.
Manufacturers—and many operators— favour the 44-ton maximum because it would allow the largest standard containers to be carried, thus avoiding the time-consuming and costly necessity to break up loads.
According to Ministry sources no decision has been reached about a new limit. Nor will any figure be fixed until all the other implications of heavier vehicles have been studied and the usual process of consultation with all interested organizations has been carried out, The other implications include the possible effects on road safety and amenities arising out of noise and fumes.
From a technical point of view, as operators and manufacturers are well aware, the significant factor is axle weight rather than gross vehicle weight—the displacing of additional weight over more axles.
If a vehicle had a gross weight. say, of 38 tons, provided the maximum axle weight remained unaltered. the effect on a bridge would be no greater than that of a 32-tonner.
It could also be argued that higher gross weight limits could mean less wear and tear on roads because of the smaller number of largecapacity vehicles required to carry the same amount of traffic.
These somewhat esoteric arguments, however, are not likely to cut much ice with the amenity groups who are mainly concerned about the possible hazards to road safety from larger vehicles.
The Pedestrians Association for Road Safety has already been in touch with the Ministry to make representations against any increase in the permitted maximum.
The Noise Abatement Society also plans to make representations. Mr. John Connel. chairman of the Society. says: "We know that more damage has been caused to Britain's ancient buildings in the past 50 years than in the previous 1,000 years, and this is mostly due to traffic noise and particularly vibrations from heavy vehicles.
"The more powerful the engine, the more chance of noise and damage. I just cannot fathom why the Government is prepared to contemplate 40-ton vehicles to roam unhindered along our roads. The roads are just not good enough."
At least three British manufacturers—Guy. AEC and ER F—are reported to be planning lorries capable of hauling 42 and 44 tons, which will be exhibited at the Scottish Motor Show in Glasgow in November.
The road transport industry is pressing for a 44-ton limit for five-axled articulated lorries and for overall weight increases which would take an ordinary six-wheel lorry up to 24 tons and an eight-wheeler up to 30 tons, They would also like a slight length increase to 50ft to facilitate the carriage of 40ft-long containers.
The Society of Motor Manufacturers and Traders, which favours the new limits, maintains that heavier lorries will not mean more noise, fumes or danger.
They point out that the vehicles would have high safety and braking standards and could lessen the possibility of fumes which are generally caused by overloading.
In SM MT's view, power to weight ratios are not the best way of ensuring higher performance. Some engines with six or less horsepower per ton still have more pulling pofer because of special design techniques and the use of turbochargers.