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Many operators will continue at 32 tons

5th February 1983
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Page 21, 5th February 1983 — Many operators will continue at 32 tons
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Which of the following most accurately describes the problem?

ROBIN WOOLCOCK, UK operations director of Leyland Vehicles, said that the weight increase has been the biggest thing that has ever happened to the UK transport operators' point of view.

He explained the three alternative combinations for running at 38 tonnes: 4x2 tractive unit plus tri-axle semi-trailer; 6x2 tractive unit plus tandem semi-trailer; and 6x4 tractive unit plus tandem semi-trailer.

Most of the vehicle manufacturers, he said, have decided that the ideal solution will be a twin-steer tractive unit with a close-coupled bogie. "The Chinese-six configuration has got so many problems that it will be of only marginal interest," he said.

Mr WooIcock admitted that Leyland was currently working on a 6x2 as being the lowest on cost and weight as well as being' the most compatible and having the best weight distribution.

Commenting on the three such vehicles seen at last year's motor show from Volvo, ERF and Mercedes-Benz, Mr Woolcock claimed that: "the cornpetition didn't get it right".

He went on to stress that such a vehicle must have a low kerb weight and quoted a likely 71/2 tonnes for the proposed Leyland twin steer which will be available by the end of this year. He stressed that this was a genuine kerb weight without "artificial aids" such as aluminium wheels.

Turning to possible problems over traction, Mr Woolcock said that air bags seem a complicated and expernsive solution to weight transfer difficulties. "We are looking for something lighter and simpler," he said.

Certain operators will opt for a 6x4 design for traction and stability and Mr Woolcock claimed that Leyland already has such a vehicle in the shape of the Scammell S26. "All this needs is for it to be Type Approved and have a Leyland name put on the front!"

Although 38 tonnes gcw becomes legal on May 1, Mr Woolcock claimed that many operators will continue at 32 tons. He suggested that 32-tonners run at their full weight for less than 20 per cent of the time.

Turning to the difficult subject of down-licensing, Mr Woolcock explained that if the operator has a vehicle which' has already had its annual inspection, it can be maintained at 32 tons, or alternatively the operator can have it uprated.

If, after May 1, the vehicle has not been plated, then it will have to be plated at the design weight and so the operator will be taxed on the basis of 38 tonnes. If the operator does not want to operate at the higher weight he must apply for an early Ministry inspection and have the vehicle replated.

However, Mr Woolcock emphasised, the Ministry must be informed before May 1. If the vehicle has not even been registered then this process can still be gone through by temporary registration.

With regard to Type Approval, this is not required for vehicles built before October 1 1982 said Mr Woolcock. If built after this date, and registered after April 1, Type Approval is required.

Mr Woolcock claimed that Leyland is currently contacting every Roadtrain operator who is potentially affected by Type Ap proval and giving them the necessary paperwork.

He explained how Leyland, as manufacturers, have to demonstrate for Type Approval purposes that vehicles have to have significant design differences to operate at different weights. This is a complicated exercise as it involves Leyland "going along to Swansea and demonstrating a difference in the brakes or the suspension."

Using the case of the suspension to illustrate the difficulty, Mr Woolcock said that with twintapered leaf suspension it was not exactly easy to take leaves out! He explained that it took 10 weeks of negotiation with Swan-, sea to differentiate between Roadtrains for operation at 32 tons and 38 tonnes gross.

In summing up, he emphasised that it is up to both manufacturers and operators to start an "aggressive campaign" on down-taxing. He urged the need to explain high costs and claimed that it‘will be possible to police a system of down taxing. "It is up to the industry to devise a system. The idea that it is not possible to police down-taxing is nonsense," he said.

Group managing director of Roadline UK, Steve Abel, asked about the official procedure for derating a 32-tonner to 30 or even 28 tons gross.

In reply, Mr Woolcock explained that it was essential to physically change the specification but stressed that this must be done on the advice of the manufacturer. If, for example, the brakes or the suspension are changed then the vehicle must then be submitted to the Ministry for replating.

According to Mr Woolcock, the current attitude at the Department of Transport is that down-taxing "will not happen", and he re-emphasised the need for operators to approach the Secretary of State on the subject.

Walter Batstone, National Freight Consortium, queried the down-rating of an existing tractive unit. "Surely down-rating can be done without affecting the safety of the vehicle?" l• asked.

Paul Wain, vehicle eng neering manager at Leylan backed up Robin Woolcoc when he said that the manufa turers have to make a physic change to the chassis which w satisfy the Ministry. He claime that Leyland has come up wii something which will limit operating capability as require but declined to say just what tit, "something" might be.

Mr Woolcock was asked ho to get to an operating-38-tonni if the vehicle in question had design capability of 38 tonne but was plated for 32. Mr Wayr said that from May 1 this wt• permissible if the design plal allowed 38 tonnes and the tyl specification was suitable. It wz then a case of writing to Swar sea with details of the vehicl and submitting it to a test sti tion.

The kerb weight of 71/2 tonne for the proposed Leyland 6x was challenged by Sta Thomas, transport service manager for Allied Brewerie: He suggested that this is rather large increase over a 4x2, whic could not be accounted fc merely by the presence of th extra axle.

Mr Woolcock replied that it i essential to compare like wit like in the case of a 4x2 tractiv unit. A high premium 4x2 cha: sis plated for 38 tonnes an ready for the road is rarely uncle 61/2 tonnes, giving a penalty c around 1,000kg for the twi steer.


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