Was industry let down by its image?
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Weight increases rejected: more stringent regulations on smoke and noise
by the Technical Editor • It may seem inconceivable that the Government decision not to increase commercial vehicle gross weights is based as heavily on the lobbying of the amenity societies as has been claimed in some quarters, yet the signs are that the "environmental" argument has been allowed to swamp the economic considerations. When the Minister for Transport Industries made his announcement in the Commons on December 16, he did so with phrases that would be quite at home in a statement from the amenity associations.
Mr Peyton, revealing that there would be no increase in the 32-ton permitted maximum, said he was primarily concerned that efforts should be made to reduce the noise, congestion and air pollution which goods vehicles caused; and to improve their ability to operate within the physical limitations of our roads system. He added that he shared the concern about the effects of heavy lorries on the 'environment, and he believed that the time had come for a major effort to curb a growing and undoubted nuisance. Strong words from a Minister, which should leave the road transport industry in no doubt about its image in the eyes of the present administration.
Two concessions The new proposals announced by the Minister, and circulated for comment by March 1, provide only two concessions for the industry: one will permit 200 bhp-plus vehicles an immediate maximum noise level of 92 dBA, while the other is described as a move "to permit marginal weight increases within the maximum of 32 tons, which could reduce the length of vehicle required to carry a given load". No one knows better than the operating industry of the need for maximum manoeuvrability on inadequate roads heavily congested and reduced in value by parked vehicles.
Strong, soundly based arguments were put forward by the industry for an increase in weight but there is now some indication that the case may not have been put with sufficient conviction. While there may well be, as some argue, benefits for operators and manufacturers in not having to cope with the problems of a new crop of vehicles (and some will welcome the chance to consolidate and improve existing machines), what is abundantly clear from the whole proceedings is that the road goods transport industry has failed to make any progress in gaining public support. If for no other reason than to correct the distorted public views of the effects which a weights increase would have, the RHA, FTA and SMMT should surely mount a joint publicity campaign to prepare for the next step.
Increases in maximum weights might well have been politically embarrassing for the Government in the present atmosphere, but they are wholly warranted; certainly within the next two or three years; there must be alignment with the general European standards that are imminent, and it would be ridiculous for British manufacturers to have to attempt to sell, in a Common Market, vehicles for weights exceeding those of their main home market but below those of their Continental competitors.
Operators generally may be little affected by the continuance of present weight limits, but UK international hauliers have a genuine grievance since they are competing with vehicles running at foreign weight limits. It is well known that outfits come from across the Channel at gross weights of 38 tons or thereabouts. They appear to be allowed to operate here at this weight without hindrance. It is interesting that none of the amenity societies have noticed this, or protested that these vehicles are having an effect on the environment. In the vast document of complaints about trucks, compiled by the Civic Trust, none of the "disturbances" are credited to foreign, heavy vehicles.
On looking closely at the noise and smoke regulation proposals, one finds little to support the Minister's impression of initiating a major "clean-up" campaign.
Take power-to-weight ratio, for instance. Every vehicle manufacturer in this country has already been working to a minimum of at least 6 bhp per ton. And although the regulations will base output on the BS AU141 figures in the "as installed" condition (with vehicle-type air filter, exhaust, radiator, fan and cab assembly and accessories such as generator and compressor fitted at minimum setting), and make one or two models marginal, the vast majority exceed 6 bhp per ton by a good margin. And all will exceed the figure by a fair amount if the trends towards higher output continue for the next 16 months before this particular regulation will take effect. It is surprising that the net rating has been chosen as the basis, for this can lead to complications through different outputs having to be quoted when a model has relatively minor changes of optional equipment such as a larger air cleaner or different generator. Using the gross rating would have meant very little difference in performance level.
In notes issued with the draft proposals it is stated that further studies are being undertaken to decide whether the imposition of a higher power-to-weight ratio would be economically justified at a later date. But 6 bhp at 32 tons calls for 192 bhp, and some of the new engines, such as the 8 LXB Gardner of 240 bhp, may be temporarily out on a limb.
In the case of noise, it should not be difficult to reduce the general level by 3 dBA or so. Developments revealed at Southampton University (page 13) showed a reduction of almost 9 dBA to be possible in at least one case, with fairly inexpensive alterations. And it has been decided to acknowledge the fact that the industry is having difficulty in attaining 89 dBA with high-output engines (which has been the requirement since April this year). by allowing them the previous limit of 92 dBA when the engine produces over 200 bhp—until 1973, when they will have to meet the 89 dBA figure.
It is difficult to assess the real effect of having engines meeting the BS AU141 standards in regard to smoke. Here again. some engines have already passed this type test and it is known thaf a number are currently being put through.'
Meanwhile, a lot of work is being done on modifying engines so that they comply completely. It should not be difficult for every engine currently offered to meet the standard well in advance of the planned introduction date of April 1972. It is debatable if this measure will make any significant difference to "pollution" from goods vehicles. British engine makers have for long worked to a tight limit and most of the "smokers" that get the industry a had name are usually in need of maintenance. Regulations already exist to overcome this problem. Enforcement is lacking, as is so often the case, and the latest plans do not offer any hope that greater enforcement will be possible on the 'road.
Deterioration The proposals state that it will be an offence, in the case of vehicles coming under the regulation requiring engines with BS AU141 certificates, to have fuel injection equipment or "other parts of the engine" altered in a way which will allow the emission of smoke. Operators will have to be careful here because replacement of air cleaners, exhaust systems and so on by incorrect units may tend to increase the smoke and this sort of thing will be illegal. But the DoE is realistic enough to accept that there can be some deterioration of engines from the as-new condition and they are developing practical methods of testing vehicles at testing stations and on roadside checks that will "allow for reasonable deterioration".
Amendments proposed to the plating requirements will bring in "locomotives and tractors", such as ballasted tractors used on indivisible loads. They also make it a requirement that the BS AU141 net output must be shown on the plate, together with a maximum gross train weight, for all goods vehicles whether they are designed for use with a trailer or not. But vehicles operating on a Special Types order will be exempt from the power-to-weight requirement.
There appears to be an anomaly in the proposals allowing existing vehicles with engines of more than 200 bhp a noise level of 92 dBA. Notes to the table state that this must be as measured under the installed condition of BS AU141. But the tables are relevant to vehicles on the `road now. How will the output be assessed, as these current vehicles are not to be required to have a BS AU141 rating, and virtually none of them will?
In commenting on the Minister's statement, the Society of Motor Manufacturers and Traders says that it appreciates the concern about environmental issues but there is no reason why higher-weight vehicles should create additional nuisance. The SMMT says it will continue discussions on the weight question because "it is essential on commercial grounds and because international harmonization of vehicle regulations makes it important that the UK should move to increase vehicle weights up to 38 tons. .. as soon as possible".
Worrying aspect Both the Freight Transport Association and the Road Haulage Association show disappointment at the decision not to increase weights. The RHA hopes that the decision is "merely a postponement of what will finally be seen as an inevitable change" and suggests that the amenity organizations should join forces with road transport operators in a positive campaign to promote road improvements. It sees the Minister's statement as a confession of the failure over many years to provide a proper road system.
The PTA sees the antipathy towards road transport as the most worrying aspect of the whole business. The Association is disturbed that the atmosphere against heavy lorries could have possible implications affecting the general scope of goods transport as well as possible trends in legislation and feels that the transport industry as a whole needs to do something about this situation as a matter of urgency.
Putting forward a view which must be held by many international hauliers, Brian Watts, of Wath-upon-Dearne, Yorks, has told CM that he is very concerned that British hauliers running to the Continent will continue to be up against unfair competition—limited to 32 tons for the whole of their journeys while Continental hauliers are able to run at up to 38 tons even in Britain. Mr Watts was not very pleased at the "ineffectual" performance put up by an RHA representative on television in an interview about the Minister's decision and felt like resigning from the RHA as a result. He managed to get on Yorkshire TV himself and when interviewed in a news programme put a reasoned case for higher weights.