FleetWatch Online - 27-CSIR-Questions

(Top) A weigh-in-motion sensor on the N4, one of 24 installed by TRAC, pre-screens trucks before they reach the weighbridge, like this one at the Machado Load Control Centre (left), a fine example of the sophisticated engineering, aesthetic design and capital employed in the fight against overloaded vehicles.

The Council for Scientific and Industrial Research (CSIR) has for many years been an integral part of the team that sustains our national roads network. Paul Collings asked Roads Engineer at the CSIR, Michael Roux, about the latest developments in overload control

PC: What were the reasons behind reducing the 5% 'tolerance' on GCM to 2%?
MR: The primary reason for the review of the 5% tolerance is that on certain corridors (such as the N3) where overload control has increased significantly during the past 3 years, many transport operators are utilising the 5% tolerance on combination mass (2,8 tons in the case of a 56 ton vehicle combination) to increase their payload. This causes additional damage to the road that cannot be controlled. As a result of discussions between the DoT, SANRAL and the RFA during September 2002, it was decided that a national weighbridge survey be carried out in order to evaluate the variation of mass readings at weighbridges in the country. This survey was carried out during November and December 2002 and the principle findings were that the mass reading of combination mass varies by less than ±1 per cent, of axle units by ±3 per cent, and of steering axles by ±5 per cent. This excludes any humanitarian allowance for the operator in terms of incorrect payload or load distribution. These results were used as input for compiling recommendations for revised mass tolerances. At a meeting of the NOCTC held on 18 March 2003, it was recommended that the tolerance on permissible combination and vehicle masses be reduced from 5 to 2 per cent, while the tolerance on permissible axle and axle unit masses be retained at 5 per cent. These recommendations were approved by the RTMCC, COTO and MINCOM, following which a recommendation was made to the Technical Committee for Standards and Procedures for Traffic Control and Traffic Control Equipment (TCSP). The TCSP accepted these recommendations and accepted the revision to Part 29 of the Prosecution Manual on 16 September 2005.

PC: What does the implementation of the 2% limit entail as far as weighbridge upgrades/modifications is concerned?
MR: The change in the tolerance only required changes to the weighing software being used at weighbridges.

PC: Is the new limit being adhered to (since June 15) or are truckers falling foul of the 2% limit?
MR: It's a bit too soon to say and will need a bit more time to collect data.

PC: Who makes up the NOCTC?
MR: Representatives from the national and provincial Departments of Transport; the Metropolitan Municipalities, the toll road concessionaires; the Road Traffic Management Corporation; the Cross Border Road Transport Agency; CSIR and SABS.

PC: What are the proposed amendments to the RTA with regards to overloading?
MR: Consignor/consignee legislation; habitual overloaders; administrative fees based on road damage; provision for the confiscation of vehicle and/or load and the establishment of an overload control fund.

PC: What's the rationale behind the proposed 'fees' payable by overloaded truck owners?
MR: The fines imposed for overloading in South Africa, both by traffic officers for admission of guilt and by magistrates in a court of law remain, in most cases, unrealistically low compared with the damage done by the vehicle on the road and the higher profit made by the hauler in transporting a heavier load. With this in mind a need was identified for the introduction of some form of user charges or fees to recover costs from the operators of overloaded vehicles in order to carry out timeous road maintenance. The fines imposed are a penalty for transgressing the law, while the fees payable by the operators of overloaded vehicles would be to cover the cost of the damage done to the road infrastructure by these overloaded vehicles.

PC: Are policing authorities becoming more knowledgeable and adept at identifying and summonsing overloaders?
MR: It's difficult to give a general answer. It varies considerably from province to province and corridor (or area) to corridor (or area).

PC: Are the courts effectively prosecuting offenders?
MR: Again, a difficult question to answer generally. It depends to a large extent on the Public Prosecutor and the Magistrate at the individual courts i.e. to what extent there is an appreciation of the seriousness of the overloading offence.

PC: How can self-regulation initiatives like LAP be extended to the broader road freight industry and what benefits can be derived from such initiatives?
MR: LAP has been expanded into a Road Transport Management System (RTMS). RTMS is an industry-led self-regulation scheme that encourages consignees, consignors and transport operators engaged in the road logistics value chain to implement a vehicle management system that preserves road infrastructure, improves road safety and increases the productivity of the logistics value chain. RTMS will focus on load optimization; driver wellness; vehicle maintenance; and productivity. It is envisaged that by 2012 RTMS will be a national recognized self-regulating scheme for heavy-vehicle road transport, resulting in a safe, equitable and competitive heavy vehicle logistics value chain.

PC: What needs to be done to prevent overloaders from slipping by the weighbridges via alternative routes?
MR: Screening of vehicles on these alternative routes must be done. Depending on the traffic volumes on these alternative routes and the distance to the nearest weighbridge, screening can be visual, or can involve using portable weighing equipment. On routes carrying a high number of heavy vehicles, permanent screening devices such as high-speed weigh-in-motion scales can be installed.

PC: Where are the 'alternate route hotspots'?
MR: Alternative routes are present at most weighbridges, but the staff operating these weighbridges are aware of these alternative routes and do screen vehicles on these alternative routes.

	Heaven and hell – South Africa’s natural heritage needs to be preserved and this costs big money. Tourism is one obvious source of revenue, export by road is another. Both sectors require good roads to function properly. Overloaded vehicles make it increasingly difficult to sufficiently maintain roads, resulting in accidents, loss of productivity, death and economic collapse.