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HOW PLATING WILL AFFECT THE TIPPER OPERATOR
Page 101
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of 15 tons (33,600 lb.), these will have a kerb weight of, say, 12,500 lb. and thus a payload of 21,100 lb. (9.42 tons). He will
require -9.2 vehicles, or, say, 11 tippers. Capital requirement is
then 11 X £2,750 (estimated cost of chassis plus 8 cu. yd. steel body) = £30,250 (less part-exchange allowance for his existing tippers).
There are yet other alternatives. But whichever way you look at it, many operators must make major decisions of this kind—and soon. .
Confusion on Regs.
It is very apparent that there is misunderstanding and confused thinking among operators about the new legislation which will be effective from January 11968.
There are two aspects of this new legislation to consider:1. Braking and 2. Plating.
Many people believe that these are separate aspects and have no interrelationship. This is not so. Let's take braking first.
The braking efficiencies required under the new legislation are stated as the minimum force required to be developed by the vehicle brakes and are expressed in terms of g retardation, g being a loss of speed of 32.2 ft. per second each second. A braking efficiency of 50 per cent, however, does not imply that the brakes are only "half efficient"---it identifies a retardation of 16.1 ft. per second per second.
Braking legislation is divided into two parts:—
(a) Regulations affecting "new vehicles". A "new vehicle" is one registered on or after January 1 1968 and will have to meet the following braking efficiencies: Service brake: 50 per cent efficiency (footbrake). Secondary brake: 25 per cent efficiency (footbrake—twostage type, or handbrake).
Parking brake: This must hold the vehicle on a 1 in 6.25 (16 per cent) gradient. Usually the parking brake is the handbrake. Articulated vehicles must possess a secondary brake operating on both tractive unit and trailer. The test speed, footbrake and lever efforts required to attain these efficiencies have not been specified. These are likely to be at the discretion of the individual Ministry inspector, but it is generally accepted that guide lines will be laid down by the Ministry.
(b) Regulations affecting "existing vehicles". An "existing vehicle" is one registered before January 1 1968. The main requirements of these regulations are:—
Service brake: 45 per cent efficiency, two-axled rigids. 40 per cent efficiency, artics and multiaxled rigids.
Secondary brake: 20 per cent efficiency, two-axled rigids. 15 per cent efficiency, artics and multiaxled rigids.
Parking brake performance is not specified.
A significant difference between the "existing vehicle" requirements and those for "new vehicles" (apart from the lower efficiencies demanded) is the omission of any gradient test requirement for the parking brake. Pedal and lever efforts are still not specified: nor is the test speed at which these efficiencies are to be met. However, as with the "new vehicles", Ministry inspectors are likely to be given broad guide lines to work to.
It is important for vehicle owners to appreciate that these "existing vehicle" braking standards will remain operative only for a limited time—about four years—but this is subject to confirmation by the Ministry of Transport. Vehicles which were registered prior to January 1 1968 and remain in operation beyond (it is generally This immediately raises the question of conversion kits. Most manufacturers will be able to provide the parts and information necessary for conversions. Some already offer this service. Operators should approach manufacturers through their local dealers for information on cost and availability.
I certainly recommend that owners look right now at their operating and replacement programmes with 1972 in mind and decide well in advance their policy over the next four years.
Many operators believe that the Code of Practice is an integral part of the new legislation. It is not. Code of Practice has no legal standing—it is a design guide to which manufacturers are expected to work, to ensure that future vehicles will comply with the "new vehicle" regulations.
Code of Practice states 60, 30 and 19 per cent efficiency for the service, secondary and parking brakes when the vehicle is new; additionally, test speeds, maximum pedal and lever efforts at these efficiencies are stated; and there are some other design criteria. Quite rightly, these figures are high. Trucks and tippers in the seventies must and will have much better brakes than those in common use in the past.
Generally, braking efficiencies for both "new" and "existing" vehicles are well within the designed capability of current vehicles, but there are three important qualifications. To meet these efficiencies, a vehicle must be maintained in good condition; it must incorporate the manufacturer's recommended components; and it must be operating within the manufacturer's published gross vehicle weight.
It is this last qualification that closely ties braking to plating. And it is this one that may catch some tipper operators on the hop— unless they start to take action in good time.
Plating also applies to "new" and "existing" vehicles.
1. Plating of "new vehicles" by manufacturers. This covers all vehicles built from January 1 1968 (and has been required since August 1964 on heavy vehicles built under the old regulation 71A, i.e. two-axled vehicles over 14 tons g.v.w.).
However, the manufacturers' plated weights for vehicles produced from January 1 1968 will not be legally enforceable until all commercial vehicles have been plated by the Ministry. This date has not been officially forecast but it is expected to be the end of 1969.
2. Plating of "existing vehicles". This also begins on January 1 1968, and plates will be affixed by staff at Ministry of Transport testing stations. All goods vehicles over 30 cwt. unladen weight registered or in operation before that date will be tested by age group, starting with the oldest. Generally, the Ministry will plate to manufacturers' published gross ratings.
The important difference between the plating of "new vehicles" and "existing vehicles" is that the plated weights for the latter will be legally enforceable immediately each age group is completed.
Where vehicles have been changed from makers' basic configuration by "outside" converters (6 X 2, 6 X 4, twin-steers, chassis extensions, etc.) the manufacturers will usually have co-operated to ensure that the finished product is acceptable. However, it will be the responsibility of the conversion company to remove the original plate and rep/ate with details relevant to the converted chassis. In most cases a converter and chassis manufacturer will agree a gross rating for a chassis in converted form.
Assuming eight years' average life for trucks, there will also be vehicles which, when presented for Ministry plating during 1968/9, will not meet the "existing vehicles" braking standards (45 per cent and 20 per cent) because of design limitations and yet in all other respects of condition and fitness will match test and inspection schedule.
Owners will be able to get these vehicles plated. The Ministry will agree with the manufacturer of example chassis a g.v.w. (lower than the manufacturer's published figure) at which such a vehicle will comply with the required braking efficiencies. This lower g.v.w. will then be regarded as the "norm" for all vehicles in that specification group and vehicles in it will be plated to that g.v.w.
To some extent the new legislation concerns every truck owner in this country, because it will fundamentally affect the day-to-day operation, operating costs, capital expenditure or profitability of a very large number of businesses—and tipping is one of them.