Memorandum by the Institution of Mechanical
Engineers (RH 21)
1. INTRODUCTION
The Institution of Mechanical Engineers (ImechE)
is Britain's foremost professional body representing the interests
of 84,000 mechanical engineers. It is acknowledged as a world-class
body for the dissemination of professional knowledge and is recognised
as an authority on all mechanical engineering issues, including
their impact on society at large. Our Automobile Division is at
the forefront of issues relating to the impact of vehicle emissions
and road safety. ImechE is therefore a source of authoritative
opinion on the impact of the road haulage industry.
2. SUMMARY
2.1 The Road Haulage Industry cannot be
considered in isolation as many technologies and engineering developments
can be used to improve the environment and United Kingdom lifestyle.
2.2 Huge advances have been made with reducing
vehicle emissions and with supportive policies these could be
used within all types of transport systems and industries to enable
Great Britain to set the example and take the lead in demonstrating
a way ahead to the world. There is no simple answer but a combination
of all the advances could present workable solutions to effect
improvements.
2.3 The UK has engineers and scientists
who have the capability of devising and developing the most advanced
and innovative solutions to the very difficult problems that abound
with such an undertaking as restructuring the Road Haulage Industry.
These could potentially have a significant impact on British industry
with the sale of technology and equipment abroad.
2.4 The ImechE can offer the Committee help
in two areas.
2.4.1 First, to identify industries where
collaboration may be possible for an overall improvement of the
United Kingdom environment and lifestyle.
2.4.2 Second, to highlight those technologies
from the whole of industry, and particularly the Automotive Sector,
to make improvements to the environment in general. Thus any deliberations
cannot be restricted to the Road Haulage Industry as many technologies
and applications are interactive.
2.5 Currently, the Institution is preparing
a paper on Integrated Transport initiatives, which should be released
in mid-2000. We are happy to forward a copy of the paper to the
Committee if they would find it useful.
3. DISCUSSION
3.1 Huge progress has been made within the
Automotive Industry to ensure the by-products of the internal
combustion engine are more acceptable in the environment, for
example, the catalytic converter in vehicle exhausts, the lean
burn combustion systems and now the fuel cell or dual cycle powered
vehicle.
3.1.1. The development of plastics and all
types of materials in general have a profound effect on vehicle
performance and safety and must not be neglected. Whilst it is
accepted that much work has been done in the large vehicle industry,
there is considerable scope for technologies to be exchanged between
the large and small vehicle industries.
3.1.2. However, the work in the overall Automotive
Industry must be complimented by similar initiatives in related
industries. For example, the specifications for fuels is not closely
controlled and for automotive engineers to devise solutions to
further improve engine emissions, particularly the NO2
and particulate content, Government must ensure that fuel specifications
are consistent, controlled and similarly improved and developed
with time.
3.1.3. Additionally, the use of exhaust particulate
filters should be mandated initially for all diesel powered vehicles
but then, within a practical period, to all vehicles.
Powerplants in all transport applications have
become very reliable indeed and the life expectancy of new units
may be as long as 50 years, particularly in the rail industry.
One cannot segregate one transport system from another and currently
there is no policy or incentive (other than for Air Transport)
for updating and improving powerplants throughout their life cycle.
3.2.1. A Government initiative would be necessary
to provide suitable incentives for operators to update their powerplants
to meet modern requirements say every eight years; this would
have a beneficial effect on the environment and the most economical
use of resources.
3.2.2. Coupling vehicle/powerplant updating
with excise duty could be a practical method of inducement.
3.2.3. Removal of the excise duty completely
and having vehicle registration linked to insurance (displayed
on the vehicle as with many other countries) and recovering tax
entirely within the fuel costs may prove to be sufficient incentive
to operators. Moreover, this would encourage foreign operators
to use only their most economical, and thus environmentally friendly
vehicles, in the UK.
3.3 Many vehicles, other than those specifically
held for historic purposes, are frequently retained in service
well beyond the obsolescence point simply because they have no
apparent value and are too costly to replace.
3.3.1. This Institution strongly supports
an "economic scrapping policy" similar to the one being
proposed by the EEC but which is acceptable to both the users
and manufacturers. Also, current vehicles have little scrap value
but to preserve valuable natural resources a more rigorous and
economic recycling and disposal initiative is necessary.
3.4. The Road Haulage Industry is a very
heavy user of the major trunk road system particularly those direct
to ports of embarkation. Furthermore, over the years Government
legislation has allowed vehicles to use British roads with higher
gross weights, hence axle loads, which in many cases exceeds the
road build specification. The result has been considerable damage
to the major trunk road network, very high costs for road repair
and extensive disruption times to all road users during repair
periods.
3.5. The current Road Haulage system in
inherently flexible without undue constraints of timetables and
thus becomes an overall cost effective solution. With the rail
network in the Country, which has a potential to be expanded if
necessary, one can only suggest that more use be made of this
network particularly for the long distance freight work. Any anticipated
use of the rail network must be totally competitive and induce
the freight companies to change their working practices. A system
of Inter-City freight is more likely and the Intra-City deliveries
would utilise smaller vehicles.
3.5.1. It could be envisaged that either
the containerised freight is transported by itself to be picked
up and distributed by the Intra-City system or the large road
transport vehicles themselves use a "Motor Rail" principle
with "Drive on, Drive off" capability similar to the
one used by the Channel Tunnel. In other countries without the
rail infrastructure, "Road Trains" have proven to be
very economical indeed. There are many advantages with such a
rail integrated system but it would require major Governmental
influence on policy to effect. Removal of a good number of freight
vehicles from the roads would undoubtedly have an effect on the
road safety figures.
3.6. The waterways system that was once
a very practicable method of haulage must be considered to have
potential for use in the future particularly with the many types
of automated and robotic systems that are currently being proposed.
3.7. Application of technology developed
in the UK to all types of transport could have a significant effect
on British Industry. In taking the lead the UK would show Europe
and the rest of the world the way ahead which would undoubtedly
return some of the impetus that has been lost from the overall
Automotive Industry over recent years.
4. CONCLUSIONS
4.1 To radically change the Road Haulage
Industry is not easy and cannot be done in isolation. One thing
is certain however, that whatever is adopted must make the very
best use of the extensive and different types of transport infrastructure
that exists in this country. Any progress will require effort
and good will on all sides, massive investment and the will of
Government to provide coherent and consistent policies coupled
with good planning.
4.2. Above all the Industry must be convinced
of the benefits and that they are indeed being fairly treated
alongside their European competitors. There is a vital role for
the Professional Institutions to play in any decision making and
this work should commence now.
D H Atton
Manager, Aerospace and Automobile Divisions, IMechE
February 2000
| 
