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QUERIES
The Editor invites correspondence on dl subjects connected with the use of commercial motors. Letters should be written on only one side of the paper. The right of abbreviation is reserved and no responsibility for views expressed is accepted.
FRIVOLOUS OBJECTIONS MAINTAINED FOR WEEKS TO DELAY LICENCES.
14833] Our service to customers includes the handling of questions appertaining to the Road and Rail Traffic Act.
We have recently applied for additional tonnage on behalf of one of our clients and, of course, received the usual objection from the railway companies. We came to the conclusion that in this case the objections would fail and, whilst we do not, as a general rule, encourage negotiations with the objectors, we thought that in this instance an interview would result in the objections being withdrawn immediately. , Our application was in the hands of the Licensing Authority for nine weeks before being listed for hearing. This was probably due to pressure of business in the Traffic Commissioners' hands. Had the objections been withdrawn, the case would have been heard in Chambers and a decision quickly reached, but repeated application to the objectors for withdrawal met with no response, and it was not until two or three days before the hearing that we received word that the objections were withdrawn.
It would appear that the objectors realized, when they were first approached, that they would have to withdraw and that the reason they refrained from doing so was to keep a rival off the road as long as possible.
You will appreciate that, even after an objection is withdrawn, the application has to be dealt with by the Licensing Authorities in the usual manner, which also takes time ; thus the vehicle mentioned in the application is prevented from being used, due to the objectors, for a further period.
We also suggest that, in a case of this description, the objectors are not only hindering the applicant from carrying on his normal business, but also involving the Licensing Authorities in additiOnal work, and we consider that some method should be adopted whereby useless objections can be eliminated.
A. BINNS, Commercial Vehicle Department Manager Manchester, 3. For Lookers, Ltd.
THE GOODS CHASSIS OF TO-MORROW—TO-DAY. 148341 I am very interested in the article entitled " The Goods Chassis of To-morrow—To-day" in The Commercial Motor dated June 19 and I would be
pleased if you would explain how, in the event of the batteries failing, it will be possible to start the engine, as for obvious reasons ordinary methods would be impracticable with a layout of this type.
Surely, in a vehicle of this design, the weight distribution would be very uneven, as there would be the engine plus about 60 per cent, of the load on the rear axle, whilst the weight of only the cab and driver would be borne by the front axle. What would be the effect of this on road holding? P.G.S. Epsom.
A KERB LIGHT ADVOCATED FOR ALL VEHICLES.
148351 One of your correspondents (letter No. 4811, June 5) advocates illuminated red reflectors for cyclists. I quite agree with his statement that the most dangerous ' period is when headlights are dimmed, but a better. solution to the problem would be for all motor vehicles to be compelled to show a kerb light, i.e., a lamp fixed on the near-side front of the vehicle about a foot from the ground, with the light focused on to the near-side kerb.
Besides picking out cyclists quite easily without causing annoyance to oncoming traffic, such a lamp would warn pedestrians who are walking on that side of the road near the kerb.
As a driver with nearly 10 years' experience of bus work I feel sure that this suggestion, if adopted, would help to reduce the number of accidents to cyclists.
South Shields. J. B. GILROY.
LICENSING A COACH AS A PRIVATE CAR.
[4836] We have an inquiry for the supply of a vehicle seating either 20 or 26 people, which the owners are desirous of licensing as a private motorcar, as it will , not be used for fare-paying passengers, but only to transport the staff of the owners.
The taxation will, of course, be paid on engine power, but the taxation question is not the principal point the owners have in mind.
They do not want to license it as a public service vehicle, nor do they want to license it as a commercial vehicle, because of the necessity of keeping log books and the irritating other restrictions and inspections now accompanying the ownership of commercial vehicles.
The point that exercises our minds, however, is that if, as is probable, the vehicle exceeds 2i-tons unladen and it becomes a heavy motorcar :—(1) Is the taxation affected. (2) As a heavy motor-car, does it automatically come within the regulations governing commercial vehicles, i.e., keeping of log books, inspection by M.O.T. examiners, etc. (3) If the vehicle be taxed on horsepower, is the width restricted to 7 ft. 2 ins., which we believe is the legal limit for motorcars? (4) We presume that, in any case, carrying more than seven passengers it automatically comes within the speed limit of .
30 m.p.h. H.W. Colchester.
[If the weight unladen of the vehicle exceeds 2i tons it will be a heavy motorcar. The normal maximum weight unladen of a motorcar is 2i tons, but that limit is increased to 3 tons in the case of a vehicle used solely for the carriage of passengers and their effects and which is adapted to carry not more than seven passengers, ex-. elusive of the driver. So long as the vehicle is owned by the firm whose staff will be driven in it, and no fares are charged, either directly or indirectly, it appears to us that the vehicle will not be a contract carriage, or a public-service vehicle of any chtegory. The question of keeping log books, or otherwise complying with the provisions of Part I of the Road and Rail Traffic Act, 1933,
will not arise, because the vehicle will not be a motor vehicle constructed or adapted for the conveyance of goods, nor will it be used for that purpose. In reply to your specific questions:—(1) The taxation will not be affected by the fact that the vehicle is a heavy motorcar. (2) As explained above the question of keeping log books for inspection by examiners will not arise. (3) If the vehicle be a heavy motorcar all the provisions of the Construction and Use Regulations applicable to such vehicles will apply, including Regulation 31 of the 1931 Regulations, that the overall width shall not exceed 7 ft. 6 ins. (4) The maximum speed for all passenger vehicles which are heavy motorcars, or which are adapted to carry more than seven passengers, exclusive of the driver, is 30 m.p.h. (5) It should be noted that the Weight of the vehicle unladen and the maximum speed at which it may be driven must be painted or otherwise plainly marked on some conspicuous .part of the off side in order to comply with Regulation 38. In the new Draft Regulations it is stipulated that the markings may be on either side until July 1, 1937, after which date they must be on the near side. These regulations are not yet in force.— Er.]
THE COST OF LICENSING RADIO SETS FOR PASSENGER VEHICLES.
[4857] We have noted with interest the reply to a correspondent regarding the above given by you in The Commercial Motor of June 26.
In this connection, you might be good enough to inform us under what powers the Performing Rights Society, Ltd., has authority to issue licences covering the rediffusion of music in radio-equipped coaches.
Johnstone. COACHES.
[The Performing Right Society is an association of composers, authors, publishers and proprietors of copyright musical work established to collect fees for the public performance of such works and to restrain unauthorized public performances thereof. The right to make a charge comes under the British Copyright Act, 1911, and extends to all classes of musical works without distinction. It is generally appreciated that the consent of the composer, author or owner of the copyright is necessary before such
works as operas or plays are performed in public, but it is not always realized that such consent is also necessary in the case of shorter works, such as sonatas, instrumental suites, songs, dance numbers, etc. The membership of the Society now represents practically all wellknown British composers, authors and publishers. The societies of many other countries have become affiliated to the British Society and have transferred to it the right. to license public performances in British territory of the copyright musical works of their respective members and to restrain unauthorized performances. The international organization consequently represents nearly 40,000 members and about 2,000,000 works. The possession of a printed copy of a copyright musical work, a gramophone record, or other contrivance capable of reproducing such work audibly, does not imply or convey to the holder thereof any right to perform or to authorize the performance of the work in public.—En.]
MAY AN ORDINARY VEHICLE BE USED AS A SPECIAL TYPE?
[4838] Can a motor vehicle which fully complies with the Construction and Use Regulations$be used under the Special Types Order? If so, under what conditions?
Swinton. J.S.
[In our opinion a motor vehicle which fully complies with the Construction and Use Regulations, 1931, cannot be used under the Special Types Order, as that Order applies only to vehicles which are specially designed and constructed for the conveyance of abnormal indivisible loads notwithstanding that they do not comply in all respects with. the Regulations. You do not state your reason for wishing to use a normal vehicle under the Special Types Order. Normally, it is desirable not to bring a vehicle within it, owing to the restrictions which it imposes. If, however, you wish to tarry a load which is of such a weight as to make the laden weight of the vehicle beyond the weight permitted under the general Regulations, it appears that you could do so by altering the body so that it exceeded the permitted width, thereby bringing the vehicle within the Special Types Order. In such a case you would have to consider whether the alteration had the effect of increasing the licence duty for the vehicle.—En.]