OPINIONS and QUERIES
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AN ANSWER TO A PLEA FOR LIGHTER CHASSIS.
The Editor, THE COMMERCIAL MOTOR.
[4288] Sir,—With reference to letter No. 4279 from Mr, C. Moat, pleading for a 30-cwt. vehicle of light unladen weight, published in your issue dated March 30; we do not think that this problem is one which is at all serious from a manufacturing point of view.
The great trouble is that the present-day operator seldom uses his vehicle for the inaker's rated load capacity, but something in excess of this. If we, as manufacturers, knew that the operator buying a 30-cwt. vehicle would use it for 30-cwt. only, then there would be no difficulty whatever in producing one to weigh under 30-cwt. unladen.
We have perforce to rate the load capacity of our vehicles slightly lower than we should do if we knew that our rated load capacity was not going to be exceeded. T. B. KEEP, Director.
Luton. For Commer Cars, Ltd.
FLEXIBILITY THE GREATEST ADVANTAGE OF ROAD TRANSPORT.
The Editor, Tim COMMERCIAL Morort.
[4289] Sir,—Ybur leading article concerning the question of " empties " and the bearing it has on road transport is worth the very careful consideration of all those engaged in long-distance haulage.
No one wants to handle empties and the railways penalize them definitely should they relate to goods sent out by other means for transport. That, however, is not the point. Many consignees could dispense with returnable empties and could practise considerable economy in carriage, time, labour and space were they to realize better the significance of "door-to-door delivery by road," and it is up to the haulage industry to demonstrate and emphasize such service on every occasion possible.
Prospective customers should be told, in plain words, that the men who take their goods over the tailboard will be the men who will effect actual delivery, and, as we approach millenium, when rate cutting will be strictly taboo, such additional points as "minimum handling" and "direct proof of delivery" will carry conviction.
As I have already declared in one of my articles, railways, like tramways, are lied down to all the inconveniences of a permanent way, and no matter what auxiliary services are introduced, some of these incon
veniences are bound to remain for a long time. ROa,d haulage, on the other hand, shares with motor coaches and motorbuses the advantages of flexibility and must, in consequence, continue to enjoy a definite share of tonnage, subject always to the quality of service.
London, S.1,V.1. E. H. B. PALMER.
INTERESTING CLAIMS FOR A LIGHT IMDY.
The Editor, THE COMMERCIAL MOTOR.
[4290] Sir,—I have noticed with interest in your issues of March 16 and April 6 the letters from Bristol and Gloucester regarding all-metal bodies. I corroborate the statement made by Mr. C. Davis in respect of the
term " " coach. There is a• 100 per cent, allmetal body (protected) definitely lighter in weight than one built of wood, and in strength for strength less in weight than a composite-built body.
Furthermore, I may say that this type is the only one of its kind at present in existence ; it is made up of a special section and is suitable for any part of the body structure ; consequently there is only one type of member necessary for the main body framing. It is also adaptable to standardizing, no matter what design is required. Therefore it is more economical.
Birmingham. F. J. WEAKLEY.
TAXATION ON A TIMBER-CARRYING OUTFIT.
The Editor, THE COMMERCIAL Moron.
[4291] should be very pleased if you could
advise me as to the following My vehicles are MorrisCommercial six-wheelers for cross-country work, and they are engaged in hauling trees. They are equipped with bolsters and a turntable. The butts of the trees are carried on them, and behind is run an extensible two-wheeled trailer on pneumatics. The lorry is under 21 tons, and the whole (lorry and trailer) comes to just under 3 tons. I should be pleased to know if I could class this as an articulated vehicle.
My driver has been warned twice by the road patrols, and told that he must not exceed 16 m.p.h. Yesterday he was returning empty, and warned that he must not exceed this speed. If this be correct it seems rather silly that I should be able to run my car with this trailer, as it is under one ton, and could drive at 30 m.p.h.
I should be pleased to know about the concession granted to the timber trade, viz., that the time taken by these lorries while loading in the woods is not counted as driving time. E. J. POTTER. Hereford.
[We note that the licensing authorities are not prepared to regard your vehicle-and trailer as being an articulated vehicle, but as a lorry weighing under 2,1 tons unladen and a trailer, on the ground that the trailer is not superimposed. The question is to a large extent one of fact, and, as the licensing authorities have had the advantage of seeing the actual vehicle and trailer, it is quite possible that they are correct with regard to this particular vehicle and. trailer. The provision in the Finance Act, 1933, is that where a vehicle used for drawing a trailer has the trailer attached to it by partial superimposition, the vehicle and trailer shall, for the purpose of deteimining the amount of duty chargeable, be treated as if they together formed a single vehicle, and the vehicle is not chargeable with the additional trailer duty. Unless, therefore, you can satisfy the licensing authorities that the trailer is attached to the lorry by partial superimposition, it appears that you have no alternative but to pay the duty of £30 for the lorry and the additional duty of £10 for the right to draw a trailer. Section 17 of the Road Traffic Act, 1930, provides that where a motor vehicle, other than a heavy locomotive or a light locomotive, is drawing a trailer or trailers on a highway, one ptrson in addition to the driver of the vehicle shall be carried either on the vehicle or on the trailer for the purpose of attending to the trailer or trailers. That provision was modified by Regulation 77 of the Road Vehicles (Construction and Use) Regulations, 1931, which provides that the section shall not apply in the case of an articulated vehicle, or where a trailer with not more than two wheels is drawn by a motorcar or a motorcycle. There is no provision to the effect that a two-wheeled trailer under one ton in weight unladen can be used without payment of the trailer duty. There is, however, a provision that in the case of a trailer not exceeding one ton in weight unladen it is not necessary that the driver of the vehicle shall be in a position to apply the brakes on the trailer, nor shall it be necessary for a man to be carried on the trailer for the purpose of applying the brakes, if the brakes of the trailer automatically come into operation on the over-run of the trailer. With regard to loading time being counted as driving time the general rule is that any time spent by a driver on other work in connection with a vehicle or the load carried thereby shall be reckoned as time spent in driving. There is, however, a special provision in sub-section (2) (c) of Section 19 of the Road Traffic Act, that in the case of a vehicle which is being used in the Course of operations of agriculture or forestry a person shall not be deemed to be driving the vehicle or to be spending time on work in connection with the vehicle or the load carried thereby , so long as the vehicle is elsewhere than on a road. Loading time is, therefore, counted as driving time only if the loading he done on a road, which is defined by Section 121 of the Act as meaning any highway and other road to which the public has access. Sub-section (4) of Section 19 provides that a person shall not be liable to be convicted under that section if he proves to the court that the contravention was due to unavoidable delay in. the completion of any journey arising cut of circumstances which he could not reasonably have foreseen. With regard to the speed limits we would point out that the maximum speed of a passenger motorcar when drawing a trailer is 20 m.p.h., whilst the maximum speed of a heavy motorcar and trailer, if both be fitted with pneumatic tyres, is 16 m.p.h. The maximum speed of all articulated vehicles, whether fitted with pneumatic tyres or solid rubber tyres, is also 16 m.p.h.—ED.]
THE TAXATION OF TAR-SPRAYING TANK WAGONS.
The Editor, THE COMMERCIAL MOTOR.
[42921 Sir,—I am anxious to ascertain what is the position of mechanically propelled roadmaking plant under the new taxation.
I have in mind 1,000-gallon steam-heated tar tanks fitted to solid-tyred steam wagons and used solely for tar-spraying roads.
Will you kindly inform me if it be correct that these are classed as "engineering plant," and are not subject to
any taxation?. MANUFACTURER. Taunton.
I." Engineering plant" is an expression used in the Motor Vehicles (Authorization of Special Types) Order (No. 1), 1031, S.R. and 0., 1031, No. 20, and in the amending Order thereto, Motor Vehicles (Authorization of Special Types) Order (No. 1), 1931, Amendment Order, 1932, SR. and 0. 520. The expression has no applicatioa in relation to taxation. Tar sprayers are taxed under the Finance Acts as " goods " vehicles.—ED.1