If one were to broadly classify the evolution of technology in the tyre industry, of course with the exception of the Stone Age version often seen in cartoons with a club wielding cave man, they could broadly be classified into three categories – bias, radial tyres and tubeless radial tyres.

Radial tyre that is commonly used in passenger cars and increasingly in commercial vehicles have reached the present zenith in a way quite unique to itself – and is worth a brief look into, to understand how some technologies have had to take the tough ride before gaining general public acceptance. In its initial days in the US, radial tyre technology was very nearly dumped by the then pundits of the automobile industry as a virtual non starter and a gimmick holding no promise, not destined to make any progress worth investing time and money in.

The early sixties saw the US tyre industry embroiled in a controversy over an improvement based on an otherwise technically sound engineering improvement – to reduce the conventional 4 ply structure to a 2 ply structure – in effect reducing the side wall thickness. In the earlier bias ply tyre, the fibers (rayon initially and then substituted with nylon and subsequently polyester) were strung from one bead to the other bead across the periphery of the tyre, with both the start and finish at the same angle. This arrangement was easy to manufacture and served the purpose of softening the rough ride of cars.

But they were not easy on the steering wheel and when they did turn, they tended to turn all at once. These tyres couldn’t be left standing for long at one position and they stretched with age. They were not good at retaining air pressure and were prone to ‘squirm’ – the result of the tyre’s original shape resisting the flat surface of the road. These tyres could hardly cross the 25,000 km mark due to the heat that tyres generated at high speed – tyre change every year was an expense that owners had come to accept.

The concept of radial tyres was introduced in 1914, though it never took off as a viable product until much later. The two Englishmen who patented their development – Gray and Sloper crossed cables radially in a marked deviation to convention in their effort to stiffen the sidewalls. Bonding rubber to steel was a technique yet to be developed and their idea stalled for want of process expertise.

Michelin, however kept the idea alive, developing their own rubber encapsulated steel cords placed radially on the tyre, achieving lesser rolling resistance and operating temperatures. Michelin got a patent for their variant of radial tyres, after running an extra steel belt lengthwise along its circumference giving their tyres directional ease and stability. More importantly, it more than doubled the life of the treads in comparison. The radial cords made the side walls more flexible making the ride more comfortable and was not acting against the surface of the road as the conventional tyres. The rigid steel belts along the treads improved the mileage and performance of the tyre. European automakers were quick to take up on this significant development.

American tyre manufacturers kept a wary eye out for this development, but busied themselves with improving the bias tyre’s design to respond to the market requirement of low profile tyres – about two thirds height to width ratio – enhancing traction, bigger wheels and presented a road hugging design. It also threw up the possibility to reduce weight and friction. A thinner side wall was a logical step towards this. But what the industry did not foresee was a spate of quality issues serious enough to catch the attention of the Senate.

It was at this point in time that some pioneers with prior exposure to radial tyres, introduced the radial tyres to American cars. They were subject to a lot of flak, but their belief and perseverance born out of their personal conviction on the future of this technology finally bore fruit. But the car designers found that the cars had to be re-designed to adapt to the radial tyres, since the seeming ‘harsh driving’ experienced when using radial tyres was because the precise handling afforded by radial tyres were throwing up the inherent weakness of the American auto engineering. What was required was to undo the adaptations made earlier to suit the bias ply tyres. The tight steering required by bias tyres was done away with since radial needed much lesser steering input. The vibrations of the rear tyre had to be isolated and bushings were added to cushion the jolts taken by radial tyres on rough patches.

Even as late as in 1970, the trade watchers had written off the possibility of radial tyres outdoing belted bias tyres. What had swung the history in favor of radials was an agreement between Ford and Michelin in 1968 to release Ford’s Lincoln Continental Mark III with radial tyres as standard, following an aggressive pricing strategy by Michelin. What followed was a desperate scram by other manufacturers to adapt to the new technology, over which Michelin had established firm but fiercely guarded expertise. Tales abound about several acts of industrial espionage to acquire this much coveted process knowledge and the efforts by Michelin to counter all such moves.

In 1973, 11 percent of GM cars and 26 percent of Fords were being equipped with radials Two years later, it was 86 and 90 percent.

There were savings of about 3 kgs per tyre and an unprecedented quantum jump in the tread life, allowing huge cost savings as well as safeguarding environmental interests and fuel conservation. In the mid 90’s it was estimated that one years new cars in the US saved more than 75 million litres of petrol just from the radials’ reduced friction. Most producers at that time however grossly underestimated the demand pull that introduction of radial tyres created.

Can we draw parallels to similar innovations taking place in today’s market, which have the potential to create more than just a ripple of passing interest but are yet to make their impressions felt in the industry? To help you decide, we recapitulate the factors that inspired the switch to radial tyres:

Longer tread life: Managed largely by reduction in operating temperature.

Fuel savings: Direct saving due to reduction in rolling resistance and indirect savings by way of reduced fuel at manufacturing stage.

Better steering quality: Mechanically stable side wall profile and a strong layer under the tread.

One such change quietly taking its place in the markets worldwide is the use of nitrogen in tyres in the place of normal air. All the arguments favoring and against this practice notwithstanding, the following points are worth spending a few moments over:

Compressed air normally available in India and elsewhere almost always has moisture and in cases where the dehumidification in the line is not carried out, actually sprays a fine mist of water along with air. It is an established fact that moisture with oxygen and aided by heat speeds up the ageing process of rubber.

Further the same moisture in the air corrodes the wheel surface in contact with it (more acute in the case of tubeless tyres) releasing fine rust particles into the tyre cavity. Fine rust particles are known to get caught in the valve seating during pressure measurement using a guage, while sucking in a small quantity of air to measure. Leakage that gets initiated at this point is slow but sure to gradually reduce pressure in the tyre and that too in an unbalanced manner across the vehicle.

Different pressures in different tyres of a moving vehicle are bound to end up with the owner forced to spending more on fuel.

When we realize that the repercussions of this discussion revolves around an industry which is responsible for 5% of the nations GDP, even a fraction of a percentage saved in fuel will have a huge cascading effect in the net fuel import bill of the nation.

If the field studies are any indication, savings in the range of 20% to 25% on tyre life have been reported with the use of nitrogen in tyres. Factor in the truth that tyre bills account for 5% of the operational expenses of a transporter, and we are probably sitting on a potential savings of few billions of rupees if the application is adapted extensively in India.

The best part of the attraction of such a technology, especially for a developing economy like India, is that the running costs of a nitrogen gas generator is practically negligible in comparison to the potential savings that its use is bound to fetch to the user. We at KKTC feel that the time is just ripe for India to be embracing extensively the use of nitrogen, as was the case in the US during the late sixties with respect to the acceptance of radial tyres. Shouldn’t we be creating history now and not having to repent later when it may be too late to correct things. We invite you to think over this – the beneficiary is convincingly the entire nation and we owe it to this great country at this stage.

Snippets

Automobile tyre – How many of us, including some who claim to have a strong technical bend of mind, have paused to give the functioning of the innocuous car tyre of our daily use a second thought? How is it that a tyre filled to 28 psi, when fitted to a car weighing nearly a ton of weight still maintains the same pressure of 28 psi? The answer lies in the very complex engineering roles that the materials have been designed to perform. The air inside a tyre is not intended to carry load; but acts as a tensioning member. The numerous fibers that constitute the ply act like cables in a suspension bridge and carry the load of the vehicle; the role of air is only to keep these load bearing fibers in tension.

Market Watch

India – The Dream Destination for Auto Majors – The big daddies of haulage are all in the country with their own plans of establishing their presence, in scales and functions reflecting individual organization’s business conservativeness or bullish outlook. Hino is known to have closed in on Panipat to start manufacturing their hugely successful range of medium heavy vehicles. Scania with L & T, AMW by themselves, Mercedes enhancing their presence with the addition of buses and haulers are all at various stages of project implementation – some to cater to the Indian population while others hope to leverage export benefits in addition to sales to the local market.

From a country having less than 10 automobile manufacturers enjoying a virtual monopoly twenty odd years ago to the present age where close to 50 world class manufacturers are vying for the attention of this huge populace, making world premiers in India and in some cases even before the models are debuted in Europe, we sure have come a long way. The healthy fall out of this development is that other industries connected to this have also been active to keep pace. Trailer market in India grew at a rate of 40% from 32,000 units to 45,000 units in 2006 – 07. Consumerism driven retail boom and shopping malls have contributed to the need to have special purpose vehicles like refrigerated containers as well as a massive requirement for the one tonne delivery vehicles to cater to the ‘last mile delivery’.

That the customers in India are a growingly discerning lot is a healthy development, with in depth knowledge and exposure to technologies available world wide. He is also willing to pay a premium for a perceived extra feature as long as it delivers tangible value for money or maybe even if it fetches him a tag of exclusivity. Turf wars over possible intellectual rights infringement between Indian companies in the auto industry was unheard of till this month. UB baron taking over a F1 team has had the entire world sit up and take notice of a ‘no more quiet’ revolution happening.

In the immediate future, be prepared to see the onslaught of major technological improvements in the heavy commercial vehicle segment. Air suspension, ABS system, modular ………………, automatic tyre inflations systems etc. are all bound to change the way that we earlier were used to transporting goods from point A to point B. And all this makes for interesting reading as the moghuls of transport industry slug it out.

Fuwa, the parent company of Australian subsidiary Fuwa K-hitch, has recently partnered with US company, Trax Mechanical Systems. all axle components For Trax will now be manuFactured in the new state-oF-the-art Fuwa Factory in Taishan, China, before assembly is carried out at the new Trax plant in north america.

Trax Mechanical Systems is led by president and CEO, Sergio Carvalho. Trax will now supply steer, trailer and drive axles; air suspensions; brakes; and trailer landing gear to both OEMs and to the aftermarket. The new Traxium line of axles and landing gear was launched for the first time at this year’s Mid America Trucking Show in Louisville. These axles will be available in a full variety of specs for both standard and heavy-duty applications; and extended service brakes and e-coated brake shoes will be fitted as standard.

In February, Trax opened a new 100,000 square foot factory in Louisville, Kentucky – its first North American plant. It is here that all final axle assembly will take place, as well as brake shoe remanufacturing. Although axle components will be manufactured in Fuwa’s new Taishan Business Park, axles will be made to suit all North American standards by a team that is largely American.

Located an hour out of Hong Kong, the Taishan facility is nearing completion. It will be the largest axle manufacturing plant in the world and will help double Fuwa’s current manufacturing capacity. Fuwa has invested Euro 150 million in this new state-of-the-art facility that will feature 12 separate factories stretching for more than 1.5km and will include the most modern gear cutting equipment with lapping and grinding capabilities and the latest generation carburizing furnaces combined with the most up to date manufacturing and audit processes available. Currently, Fuwa manufactures between 500,000- 600,000 axles a year. The Taishan facility will allow the company to manufacture approximately 600,000 more axles per annum. It will be the launching pad to Fuwa’s move into truck systems including front steer axles, drive axles, drive suspensions as well as new semi trailer running gear products for the European and Australian markets.

Fuwa is already a dominant player in traileraxle manufacturing. In China, Fuwa already has a 70 percent market share of the trailer axle market and this recent expansion is set to make this share climb even further. As well as its position in China, Fuwa also has a strong market presence in Australia, South- east Asia, South America and South Africa. Approximately 30 percent of the total sales from Fuwa are currently derived from exports, however Fuwa hopes to increase the share of exports to over 50 percent to help further its position as a global player. Australia’s Fuwa K-Hitch has also been making a splash over the past few months. At this year’s International Truck, Trailer & Equipment Show in March, Fuwa K-Hitch showcased a wide range of new releases including heavy-duty 150mm unitised axles, pusher and tag axle suspension, KT250T suspension, and a new Weweller heavy-duty suspension. Fuwa K-Hitch has indicated that more new releases are set to follow in coming months for trailers and trucks, as well as the afterm

The practice of inflating tires with nitrogen has been around for a long time. Because of the benefits of nitrogen over air, is has been commonly used in tires on aerospace vehicles, commercial and military aircraft, racecars and off-road equipment.

With advances in technology and the expanding commercial infrastructure of nitrogen availability, nitrogen inflation is a growing trend in the transportation industry.

This article by the Tire Retread Information Bureau (TRIB), provides a primer and overview of nitrogen inflation, and discusses how it helps optimize tire costs while providing environmental benefits.

TRIB is a non-profit, member-supported industry association dedicated to the recycling of tires through retreading and repairing, and to promoting proper tire maintenance for all tires.

By far, the single most critical factor for maximizing tire life and minimizing the chance of catastrophic tire failure is maintaining the proper inflation pressure for a given tire size and load. Properly inflated tires not only last longer, but also are safer.

One way to help maintain proper tire inflation is to fill tires with nitrogen instead of compressed air. Nitrogen allows a tire to retain more of its original properties.

Among the benefits of nitrogen inflation: less inflation pressure loss for a more stable, consistent tire pressure; cooler running tires; longer tread life; less oxidation of tire components, and reduced rim and wheel corrosion. The result is increased tire life, improved fuel economy, reduced tire aging and a more durable casing for improved retreadability.

While the trend toward nitrogen inflation is relatively “new” to the truck and bus tire market, it has been long used in tires on Formula One, Indy, Le Mans and NASCAR racecars; commercial and military aircraft; military vehicles; heavy off-road construction equipment, and the Space Shuttle. The Moon Buggy had its tires inflated with nitrogen. Also, the Tour de France bikes use nitrogen in their tires. Nitrogen is environmentally safe and non-combustible.

A reason for the slow growth of nitrogen tire inflation in on-highway transportation has been the availability of nitrogen. However, more and more nitrogen filling facilities are appearing nationwide as on-site nitrogen generators have become more affordable and as more manufacturers of nitrogen generators have entered the marketplace.

THE SCIENCE

Over time the pressurized air inside a tire slowly migrates and permeates its way into and through the tire. Air contains moisture. So in addition to reducing the tire’s inflation pressure, the oxygen and moisture in the air reacts with the rubber compounds in the tire, causing them to break down and lose their strength and durability. A chart is available illustrating that nitrogen is the slowest of all gases to flow through a permeable barrier such as a tire. For a copy of the chart please contact us at the number or email address shown below.

An underinflated tire is much more prone to premature failures. That’s because when underinflated, as a tire rolls, it flexes more than it was designed to. This flexing bends the tire’s rubber and steel (used within the rubber to provide additional operating characteristics) and generates heat. Heat is a tire’s worst enemy and accelerates tire wear dramatically. There is a direct correlation between how much a tire is underinflated and how much faster it wears.

Since air, which contains oxygen, is not an inert gas, it is affected by changes in temperature, which affects the rate of air loss from a tire. The air inside a tire expands when heated and contracts when cooled. More air is lost in hot weather. The consensus is that for every 10-degree Fahrenheit change in temperature, there will be a one psi (pound per square inch) change in the pressure of a tire. Nitrogen will not fluctuate as much. Being an inert gas – not readily changed by chemical reaction, nitrogen provides constant pressure and is less susceptible to accelerated diffusion caused by changing temperatures.

Nitrogen inflation minimizes moisture and oxygen in a tire so there is less rubber degradation and no corrosive properties as found in compressed air. A reduction in rubber oxidation slows a tire’s “aging,” improving the casing’s structural durability, lengthening its useful life and yielding a higher proportion of retreadable casings that can survive more retread cycles. All of this helps lower operating costs. Some fleet managers, who had been dead set against retreads, are now willing to use retreads with nitrogen inflation.

Because nitrogen molecules are slightly larger and less permeable than oxygen and all the other gases in air, it migrates considerably slower through a tire. It might take a truck or bus tire inflated with nitrogen about three months to lose two psi, whereas even a well-maintained tire inflated with compressed air will lose, on average, about two psi per month.

INFLATION CHECKS

Just because nitrogen provides consistent inflation pressure over longer periods, that doesn’t mean there is no longer a need to regularly and properly check tire pressure. Tires still need to be checked using a calibrated tire gauge and when a tire is “cold” – meaning when a tire is at approximately the same temperature as the surrounding air, typically before a vehicle has been driven, or driven less than one mile.

Kicking or thumping a tire cannot accurately estimate inflation pressure. Trying to determine if a tire needs air by thumping it is as effective as trying to determine if a vehicle’s engine needs oil by thumping on its hood.

Regardless of what is inside a tire – air or nitrogen, properly maintaining tires maximizes tire life and fuel economy, and provides improved handling, traction, braking and load-carrying capability. By being more fuel efficient, less fuel is consumed, which decreases petroleum fuel demand and reduces emissions and pollution.

ENVIRONMENTAL BENEFITS

Nitrogen can provide stronger casings for more retreadability, and retreaded tires actively contribute to helping conserve valuable finite natural resources and reduce solid waste disposal problems. Every retread produced means one less new tire, which minimizes the number of new tires that need to be produced annually.
Production of new truck and bus tires consumes large amounts of energy and materials that impact the environment. Truck and bus tires are basically petrochemical products. It takes 22 gallons of oil to manufacture one new tire. Most of that oil is used in the tire casing, which is reused in the retreading process, where only approximately 7 gallons of oil is required to retread that same tire. So each time a tire is retreaded, approximately 15 gallons of oil are saved.

Retreading conserves hundreds of millions of gallons of oil every year, which in today’s oil-scarce world is extremely important. And because retreading requires less rubber, fewer rubber trees are “tapped,” which helps preserve the natural environment and reduces the loss of natural habitat.

To make the crude rubber used to manufacture tire, workers known as “tappers” make a shallow cut in the trunk of rubber trees and insert a “tap” – actually as small spout – with a cup underneath. Latex containing rubber drips into the cup. The latex is collected and processed into crude rubber.

By extending the useful life of a tire, retreading offers additional environmental benefits. Every tire retreaded is a tire that does not need to be disposed of.

Because every reputable truck and bus tire manufacturer designs and engineers its tires for several retreading lives, only one worn tire casing requires disposal instead of many. The natural resources that are saved and the positive impact on the environment are multiplied.

So are the cost benefits to users of retreaded tries. For most commercial vehicle fleets, tires represent the third largest item in their operating budget after labor and fuel costs. Retreading can cut tire costs in half and sometimes even more.

MIXING NITROGEN & AIR

There is some confusion about what happens when nitrogen and air are mixed inside a tire. By way of example: when a nitrogen-inflated tire needs some additional pressure and nitrogen is not available.

Normal air is about 78% nitrogen; so adding compressed air will simply drop the nitrogen purity. There shouldn’t be any adverse affects on the tire or vehicle handling, provided the pressure is kept at the proper level.

The manufacturers of nitrogen inflation system advise that any tire containing both nitrogen and air be purged and then re-inflated with the proper amount of nitrogen as soon as possible. The same procedure holds true in the event that a tire would need to be replaced and nitrogen is not available.

In a situation where a nitrogen-inflated steer tire has been repaired and refilled with air, some nitrogen inflation system manufacturers recommend that the nitrogen be let out of the other steer tire and re-filled with air.

The reason, they explain, is that an air-filled tire will heat up and expand, whereas the tire with nitrogen will not, possibly causing a slight pull to the side with the nitrogen-inflated tire. With air in both steer tires, the air pressure will expand relatively equally, so there shouldn’t be any steering issues.

Here again, as soon as possible, the air should be purged from both steer tires and properly re-inflated with nitrogen. There is a small controversy over this point. There are some in the field who believe the effect of topping up nitrogen filled tire with air has too small an effect in handling terms to require such action.

This realization only happened as this time it was attack on country’s high profile areas – TAJ, OBEROI. Had it happened in local trains or other public places as in past public outcry would have made it an inquiry commission and take it as most common incidence. Media this time made it BIG STORY and matter came to highlight.

Sumitra started in the year 2000 with sole aim- LET US TRANSPORT ATLEAST HAZARDOUS GASES AND CHEMICALS IN GOOD FAITH.

Can we not equate High Risk Transportation Equipments posing high risks on road as INDIAN “Terrorists” created by INDIAN moving all times on Road and posing similar hazards which can result in mass destructions? Only difference since it will not create hazard in HIGH PROFILE PLACES but only on roads so can be ignored as mere road accident.

Current levels of safety in Hazardous Gases and Chemical Transportation businesses exists only in Licenses granted to such Motor Vehicles which are stamped and signed based on responsible documentation by many Agencies and Unsafe Practices being adopted by Industrials Manufacturers well and hard negotiated by semi illiterate Transporters who command prices and buy for themselves bundle of problems but they get personal Economical Gains and are well protected by established documentation.

What is the risk involved with “Fears” if-

New Tankers are still being manufactured with Stability Ratio (on paper even less than One) but New proposals need to submit “calculations” of less than 0.90. Old Drawings are not withdrawn.

Our own Public Sector Oil Companies very well know the Safety Risks but inform what can they do? As it is well documented and Licensed Vehicle duly stamped by Petroleum and Explosives Safety Organization and Motor Vehicle Department has duly registered and granted Road Worthiness Fitness Certificate.

OISD has designed Refineries to be most safe but what about Outside Equipments entering there?

Then how to overcome these situations? NEED FOR FIXING : SAFE PRACTICES.

Let us Transport Atleast Hazardous Gases/Chemicals in Good Faith!

So far Transport Trade gained so much knowledge from each other that it was difficult to judge whether trailer manufacturer is expert or trailer user i.e. transporter.

Trailer Manufacturing Industry is dominated by Manufacturers from Un-organized Sector. Slogan – You paid the money Trailer is yours and Money is mine.

But changing phase of Industry is giving birth to New Age Organized Trailer Industry.

Brands like DLT, RSB, Gorica, Mamutt, ANG, STOKOTA, and CIMC-KKTC are emerging with organized phase of Trailer Industry.

Everyone has different strategy but same aim- to pick up share from unorganized sector.

ANG and RSB are more or less competing with their products with unorganized sector and product quality and prices nearing unorganized sector. In the process these manufacturers can only be termed close to mass producing “un”-Organized” Trailer Manufacturers and who claim that they have Better Products also but since market does not want them so they are offering what is sellable and claim at least “they have abolished waiting period from market for procuring trailers.”

Popularly known TATA-DLT is Sri Lanka based Trailer manufacturer who has tied with TATA INTERNATIONAL and set up their manufacturing facilities at Pune which gives advantage to Customers for Single Billing & Single Source Funding arrangement to Customers for Fully Built Vehicle Sale. Of course gives added trust of TATA BRAND to customer when buying Trailer and one need to premium for this.

On similar ground Stokota aligned with Automotive Manufacturers Ltd. (Ashok Leyland Dealer for Western Region). ANG also announced such alignment with Ashok Leyland which fizzled out and now ANG. Even here ANG is getting confused whether to promote Trailer Parts business or fully built Trailer business. RSB also is trying to graduate from Trailer Axle manufacturing business to fully built Trailer manufacturing business.

Mammut and Gorica are Middle East based Trailer Manufacturing companies who are sincerely expanding their Market base from Middle East to Asian Countries specially India. These Middle East based companies came to India with Investment Capabilities of Middle East Countries’ Promoters. Investing and Expanding to emerging Indian Markets. These Middle East Companies gave tough competition to European Manufacturers in Middle East Countries but in India Tables as reversed as Indian Market is already Low Value and Low Price Market.

CIMC largest Trailer manufacturer from China have made arrangements with KKTC Autotech and CIMC is TS16949 compliant company and one of the largest producer of trailers in the World and is offering World Class Trailers definitely at 5-7% premium over Un ”Organized” Sector Prices which is termed by CIMC as Money Making Machine rather Trailer in general terms if compared with local Trailers.

Why CIMC Trailers when there many ME TOO are available CIMC-KKTC Trailers is aiming at Broad Market Product Range prospects by offering many class of Special Purpose Vehicles manufacturer as they call themselves. KKTC informs that they aim at Broad Product Mix Manufacturers offering – General Cargo Trailers, Transit Mixers, Fuel Tankers (be it MS/Stainless Steel /Aluminum) and even for LPG, CNG High Pressure/Cryogenic Tanker Trailer applications.

CIMC – KKTC has introduced After Sale Service Mobile Workshops spread all over the country and even offer Trailers with Annual Maintenance Contract for as low Rs.0.10 per KM where you will get all possible services in case of any breakdown.

CIMC KKTC also plans to launch their series of products like –Insulated Bodies for carrying Perishable Goods , Car Carrier Trailers and even Truck/Trailer mounted Concrete Pumps.

Out of All CIMC seems to take lead in Broad Product Mix.

Only time will tell how much organized is Organized Industry and how much Indian Transporters shall get in return. But all depends on Market Growth Levels.

Till the happy Dreaming! But so far everyone is looking down but hope to be up in the sky.

It is learnt that KKTC Autotech (I) Limited working closely with CIMC Vehicle Group Co. Ltd (CIMC) after getting their workshop approved from Department of Explosive, Nagpur and has approached Department with designs to type approve their proposal to allow Higher Capacity LPG Road Tankers which presently is restricted to 18 MT capacity only.

Transport Equipments available to LPG Transport Industry are guided by restriction imposed by PESO (Petroleum & Explosive Safety Organization) previously called Office of The Chief Controller of Explosives, Nagpur.

PESO (CCOE) vide its letter ref PV(T) G/IV/97 dated 12.10.1998 had restricted maximum capacity of Mobile Pressure vessels to 40000 Liters WC or 18 MT whichever was lower.

Intent of such restriction; arose due to prevailing road conditions and type and size of Tractors available at that point of time i.e. 1998. Since many Fabricators of Pressure Vessel had different ideas about different Capacities and there was always pressing view to limit the hazard on Road due to transportation of compressed & liquefied Gases; Department of Explosive had to standardize the size of Tankers and restricted their capacities to 18 MT for LPG and 40000 Liters for Propane/Ammonia.

Factually in the year 1998 virtually there were no Tractors available which could haul more than 35.2 GVW with rear two or more Axles Semi Trailers. Therefore need to restrict 2 Axle Tanker Trailers was justified and LPG Mobile Tankers of 18 MT capacity was restricted with available 35.2 MT Haulage Tractors most possible combination.

In the year 2000-01 M/s VOLVO introduced Higher Capacity Tractor with GCW 40.2 MT and with this Tractor PESO formally allowed an in principle approval to transport 21 MT or so capacity of LPG Mobile Tanker which was possible with 3 Axles Semi-Trailer Combination as per Motor Vehicle Act . But commercially price of Volvo Tractor was so high that made them unviable proposition and these did not come into existence.

Higher Capacity Tanker Trailers i.e. more than 18 MT or 40000 Liters W.C. was acceptable to Department of Explosives even at that time as Water Capacity/Pay Load was/is not restricted by any Act of Parliament, Design Code and or SMPV(U)Rules governing control of Design of Mobile Pressure Vessels. In fact whole word is working with 40.2/44.2/49 MT GVW combinations. Even Motor Vehicle Act which governs proposals allowed it then and even now. It was only this Departmental Circular dated 19/10/1998 as stated above which was guideline to restrict capacities since there were no Prime Movers Tractors more than 35.2 MT Capacity available at that time. Need to limit capacity was felt by Department as many fabricators were making designs with different Water Capacities on one pretext or other and so this Circular was made and capacity of Mobile Tanker was restricted.

It was informed that KKTC made presentation to PESO that in the year 2008-09 (Only Last Year) particularly Jan-March 2008 TATA, ASHOK LEYLAND, AMW, EICHER have introduced many Higher Capacity versions of Prime Mover Tractors to haul 40.2 MT / 49.2 MT GCW with Rear 3 Axle Semi Trailers. Prices of these vehicles are affordable and commercially viable. General Cargo Trailers and other Liquid Tanker Trailers which are not governed by PESO are successfully running on Indian Roads everywhere with these Tractors. It makes very fit case to allow Higher Capacity LPG Tankers also.

Road Conditions all over the country are far more improved with Highways and Roads and even Expressway are far better now in the year 2009 in comparison to 1998.

Technically speaking Multi Axle Vehicles are design wise more beneficial to Roads from point of view of Load Distribution on Axles and therefore Multi Axles vehicles are safer for Roads as it exerts lower loads on roads per Axle. In case of two Axles Trailers where it is 9.5 MT per Axle for 3 Axles combination it becomes 8 MT per Axle.

KKTC further claims that their proposal offers more efficient and most cost effective solutions to the country. Market demands and Industrialization can not be expanded or grown or STIMULATED (particularly in this recessionary markets) without our adopting to modern technologies and bringing in innovative and most economical and improved methods of Transportation. KKTC feels that their proposal is of similar kind.

KKTC proposal considers every aspect “especially “SAFETY FIRST” motto of INDUSTRY as the top most agenda”.

Further these steps will bring –
 No. of Tanker Trailers on Road will be reduced as increased capacity will reduce No of such Vehicles and therefore risk on Roads due to Lower Number of Vehicles will get reduced – Theory of Probability. Lesser the Numbers Lesser the Risk. Theoretically Estimate is that 50% vehicles can be reduced on roads.
 In past Old Vehicles were manufactured with available Non Standard Trailer Components like Axles/Suspensions/King Pins etc. which were used were without any regulated quality controls and are resulting in Breakdowns, Accidents and Failures on Road and these will get replaced with most modern technology oriented Trailer Components with Tested , Safe and with Rated Capacities with accountability and responsibilities resulting in lesser Breakdowns, Accidents and Failures which your major concern. Most Modern Air Suspensions are also available and that is desired system for movement of Hazardous and Liquid Cargoes and even ABS in Brake System can also be incorporated.
 At present Safety Fittings are installed with Lesser Supports and their Fixing Systems which are found inducing lot of Vibrations and are Under Protected resulting in Shearing of EFCV and resulting in Leakages. By our proposal FFCV Fittings can be Better Placed to overcome Safety measure needed urgently as per Recommended Standards of INDUSTRY in present circumstances.
 Emergency Shut Off Valve with EFCV system being introduced by Chandra World and Others. Further Installation position of Liquid and Vapor Lines are redesigned to meet most SAFE PRACTICES and even if any other suggestion if required by INDUSTRY on this matter can be implemented to improve SAFETY.
 With lesser No. of Tanker Trailers the Reduced Operations of Loading or Unloading like Coupling & Decoupling, Invoicing, Tracking , Traffic/Congestion at Refineries can be reduced/ induced by reducing No. of Operations at many levels even saving substantial Operation cost to Oil Marketing Companies.
 Safe Parking problem also can be resolved due to reduced No of Tankers. As we feel with introduction of Higher Capacity Tankers Lower Capacity Tankers will be replaced over the period of time as they will become economically unviable.
 PESO requirements of Stability Ratio less than 0.90 against present less than 1 will also bring in enhanced SAFETY which is still not being implemented with respect to Old Designs and Drawings already in use.
 Operational Efficiencies- Reducing the cost of transportation for OMC or Govt. of India. Nearly saving almost 30-35% Transportation cost. Therefore cutting down Transportation Subsidy cost being incurred by Government of India.
 Lower Dead Weight to Payload Ratios better Fuel utilization saving precious Fuel Resources.
 Air Suspensions with Lift Axle Kit can also be introduced which can further reduce operational expenses like Tyre cost as well as saving precious Fuel by saving of Fuel efficiencies.

KKTC further informs that they have made close survey of Transport Operators who are willing to invest in New Generation Tanker Trailers as proposed by them and response is over helming and many wish to make their Operations more Efficient and are ready for new investments for Safe and Economical Operations.

Department of Explosive have forwarded Oil Industry and sought opinion of the user Oil Industry if proposal is User Oriented and if it is operationally feasible to adopt existing infrastructure to load/unload these proposed Higher Capacity Tankers so as to take further action on this matter. If Oil Companies consents and proposal is falling within existing Motor Vehicle Act as well as adoptable to Loading and Unloading Stations as per Industrial Facilities within Safety Guidelines proposal to introduce Higher Capacity Tankers can see light of the day.

KKTC strongly opines that permitting these machines can save at least Rs.500 Crores p.a. of LPG Transportation cost reducing subsidy burden on Government at large.

KKTC opines that Operational Efficiencies can save lot of Wastages and Better Productivity can be achieved which is necessary for Nation Building.

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