Transport_Engineer_September_2018.pdf

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IN THIS ISSUE
❱
Is it safe for
private sector
inspectors to
carry out MOTs?
❱
Future truck
dashboards:
Daimler’s vision
Features
September 2018
12
15
OVERLOADED
Should pallet weights be capped?
The Health and Safety Executive decided against setting a
maximum limit for single pallet tail-lift deliveries. So how heavy
is too heavy, and how can pallets weighing over one tonne be
managed safely? Chris Tindall reports
COVER STORY
Lifting standards
Too few vehicle examiners at the beck and call of the DVSA
has led to renewed calls by the road transport industry to
privatise testing. Kevin Swallow reports
ENFORCEMENT
What price privatisation?
Regulars
3
Comment
5
News
• Ocado receives hydrogen
delivery van
• Drive with caution: UK’s
deadliest roads mapped
• Snapshot of fleet risk
is taken by ProVision
• Government eyesight
campaign welcomed by
Vision Express
19
23
29
33
37
Seeing red
O licence compliance offences remain at a high level.
The enforcers are employing new ways to drive down
non-compliance. By Peter Shakespeare
Show news from MAN, Bosch, Knorr-Bremse, BPW,
Fontaine Fifth Wheel and others
Assuming we can find enough of them, what will tomorrow’s
truck drivers want from a next-generation dashboard display?
Brian Weatherley finds out
IAA preview
Inside information
42
Engineer to engineer
• Ocado boosts green
credentials with gas vans
• Crane operator weighs in
with roller brake tester, the
UK’s first in private hands
• HSS Hire sees swift results
with Wheely-Safe Light
• Callinan Coaches extends
tyre life by 20%
Out with gearsticks, in with connected smart transmissions
and predictive shifting, as automated manual units
conquer the CV world, reports Richard Simpson
TRANSMISSIONS
Changes for the better
Stop-start
Familiar on new cars and light commercials, engine stop-
start systems work reliably and seem to deliver worthwhile
fuel savings. So why are they virtually unknown in HGVs,
and unusual in PSVs? And what will happen to the few
such systems that are out there: will they be overtaken by
hybrid and electric driveline rivals? Toby Clark enquires
46
Technology update
• Akasol gears up for series
production of bus batteries
• ZF Aftermarket promotes
its high-tech side
40
48
Legal update
September 2018
www.transportengineer.org.uk
Modern 3.5-tonners are notoriously tight on payload.
That poses a challenge for tipper bodybuilders and their
customers. Fit too heavy a body and start adding ancillary
equipment such as bin lifts and waste cages, and you will be
able to carry next to nothing, reports Steve Banner
Chassis cabs
1
Published by
The Society of Operations Engineers
President
Howard Seymour
CEng CEnv FSOE FIPlant FIRTE
Chief Executive
Bruce McGill
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Email: soe@soe.org.uk
www.soe.org.uk
Editor
Will Dalrymple
Email: will.dalrymple@markallengroup.com
Contributing Editors
Steve Banner, John Challen,
Toby Clark, Laura Cork, Dan Gilkes,
Peter Shakespeare, Richard Simpson,
Kevin Swallow, Chris Tindall,
Brian Weatherley
Art Editor
Chris Charles
Production Manager
Nicki McKenna
Email: nicki.mckenna@markallengroup.com
Advertisement Manager
Craig Molloy
Email: craig.molloy@markallengroup.com
Tel: 01322 221144
Publisher
Jon Benson
Transport Engineer
is the official journal of the IRTE,
a professional sector of the SOE.
Produced on behalf of the IRTE by
MA Business
Hawley Mill, Hawley Road,
Dartford, Kent DA2 7TJ
Tel: 01322 221144
www.transportengineer.org.uk
Transport Engineer
is distributed free of charge to SOE members,
dependent on membership sector. For
non-members, the annual subscription rate
(12 issues) is £79.50 UK and EU, or £81.50
airmail outside EU. For other SOE members,
the discounted rate is £32.
Origination by
CC Media Group
Printed by
Pensord Press UK
ISSN
0020-3122
Some of the articles and guidance included in
Transport Engineer
may make a contribution
to your personal CPD requirements.
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This will explain how we process, use &
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Views expressed in
Transport Engineer
are
those of the writers and do not necessarily
reflect the views of The Society of Operations
Engineers or of MA Business.
© 2018 The Society of Operations Engineers
Uphill battle
P
ulling a heavy shopping trolley back to the car at the weekend, the
difficulty of compensating for even a slight gradient in the
forecourt tarmac always catches me by surprise. Although no
doubt I am a 98-pound weakling compared to our nation’s muscular
delivery drivers, the prospect of dropping off a heavy pallet on a steep
hill should scare them, too. It was just this kind of operation, tail-lifting a
1,100kg load of tiles in High Wycombe, that killed delivery driver Petru
Soimu Pop in 2016 (see also pp12-13). That terribly sad accident poses
lots of questions, about the management context of the delivery and of
the impromptu working site. Was the driver rushing because of pressure
to meet performance targets? Would he have had sufficient authority to
refuse the delivery on safety grounds? Was the tail-lift big enough? Had
the load been palletised securely?
Here’s the easiest question of the lot: how steep was the gradient?
Some basic science suggests that, assuming no friction, even a heavy
load won’t take much push/pull effort as long as the surface is perfectly
flat. But at the other extreme, lifting a load vertically would require
overcoming its entire weight. So it’s logical to think that the steeper the
gradient, the harder it will be to push a load. Mathematically speaking,
the push force required increases in proportion to the ‘sine’ (a geometric
function) of the angle of the so-called ‘inclined plane’, converted into
a percentage. For example, on a 1° slope, sine 1°=0.017, so the angle
adds a force of 1.7% of the weight of the load. At 5°, that works out to
be 10% of the load; at 10° the figure is 17%; and at 15°, the number is
26% (
https://is.gd/ivocow
plots these values as a curve).
HSE guidelines for push/pull are 200 Newtons (corresponding to
20kg) to start moving a load, and 100N (10kg) to continue moving it
(
https://is.gd/naqule
). Greater than that, and people should try to find a
way to reduce the force needed, it advises. Plugging those numbers
into the formula, starting a 100kg load on a 12° slope would exceed
the guideline (21kg). Starting to move a load ten times as heavy nearly
exceeds the guideline on only a 1° slope (17kg). Fleets doing heavy
pallet multi-drop distribution to residential addresses should consider
fitting inclinometers (tilt sensors) to the truck body, and teach drivers
how to use them, to help improve safety of these operations.
Will Dalrymple
Editor
September 2018
www.transportengineer.org.uk
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