lelgian lauliers grow
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HE BELGIAN road transport idustry has released new gures setting out the changes the hire or reward sector from 370 to 1980.
With a licensing system which ivides operations into 25km idius "P" licence holders and lose who have the national "V" or Vervoer — plate, the amber of P-type operators has 3Ived while V-licensed )mpanies fell by only 11 per mt.
The decade, however, brought significant trend towards rger firms. In 1970 more than per cent of the V-licensees vned only one vehicle and ere were only 252 companies th more than 21 vehicles. By 1980 the total number 'of ,mpanies in V-haulage )erations had declined to 330, but the size of vehicle ets had generally risen. The imber of companies operating or more vehicles had in fact ore than doubled to 527. Over the same period the mbined fleet strength of !Igian P and V-licence ierators rose from 36,467 to ,000 vehicles with an average 6.5 vehicles per company ainst the 3.1 units of 1970. Vehicles used by V-licence !Iders increased by 71 per cent im a total of 31,338 in 1970 to ,622 in 1980. Articulation is )re popular with an increase over 100 per cent in the mber of tractive units — to 470— and of 120 per cent in semi-trailer park to 19,170. kverage payload capacity of licles in V-licence use rose m 11.5 tonnes in 1970 to 15.4 Ines in 1980 while the shift yards larger operating fleets !ant that carrying capacity per :erprise increased by over 120 cent to 91.2 tonnes each.
Tough new tanker rules
AFTER a disastrous road tanker explosion in Spain, with much loss of life, several years ago, many European countries tightened up legislation for carrying hazardous loads as well as the qualifications of drivers in charge of such loads.
From September 1 all German drivers of vehicles carrying hazardous or corrosive loads must possess a certificate confirming that they have attended a special familiarisation course.
Around 20,000 drivers have passed through these courses of up to 32 hours of practical and theoretical instruction.
To enable drivers to maintain up-to-date knowledge of new chemicals, improved methods of handling and new techniques of dealing with emergencies the law requires refresher courses at five-yearly intervals.
Particular attention is also given to vehicle maintenance, mechanical fitness and the daily check list for tanker drivers which includes safety equipment and its proper use.
In Belgium new rules for tanker operations now include a requirement for hazardous loads to be routed via motorways wherever possible. At the same time a number of normal loads have been banned to vehicles in this type of operation.
Scottish built ishmlines'
THE FIRST Volvo eight-wheelers to Swiss "narrow gauge" dimensions — of 2.3m wide — (CM, February 28) ordered from the Irvine plant in Scotland, have now been delivered to several customers.
To comply with national C and U regulations, the braking equipment of the TD 120 Gengined (227kW) CH 230 8x4 chassis includes a Telma retarder.
Based on F 12 chassis engineering, the Swiss "slimline" eight-wheeler has an F 7 cab modified to meet the width limit and raised about 20cm to accept the larger power unit. One of the new 8x4s has been fitted with a Liebherr HTM 803 hydraulic truck mixer with a capacity of 8cum.
With a separate mixer engine and hydraulically operated Theam belt conveyor, the truck mixer superstructure adds 5,150kg to the chassis/cab weight of 9,950kg. Although plated to work at an all-up weight of 32 tonnes, the unit is limited under Swiss max gvw rules to 28 tonnes. Aluminium fuel tanks with a capacity of 340 litres are fitted, while in keeping with Swiss practice wheels are Trilex pattern equipment with Tublex rims to take 11 R 22.5 tyres.
While legislation is being prepared in Switzerland to permit general operation of standard 2.5m-wide commercial vehicles, except on a few restricted roads (this is not, however, expected to come effective for a year or two) Sweden has eased vehicle widths to 2.6m. Trailer builders are already offering to convert existing units to take advantage of the new dimension.
Extra width buses on show
THE FIRST buses with 2.6m wide bodywork are being built after a Scania prototype with Finnishmade Ajokki bodywork was shown at the Swedish bus operators' conference at Lulea. The three-door vehicles for service in Linkoping remind me of the German S 80 (VaV Mk II) design and use stainless steel panels to resist corrosion. Ten centimetres may not sound much of a gain but the extra width helps interior layout and is particularly welcome in the driving compartment.
It is surprising, therefore, that the bodybuilder has resorted to a clumsy arrangement of the wheel-arch seats which have a. squab kicked up at an awkward angle to allow for the reduced legroom.