Planning for Profit
Page 74
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Using WIDE Containers
Replies to Readers' Inquiries Include the Legality of Overhang of Detachable Bodies, Assessment of a Fair Hire Charge and 7-tonner Operating Costs
IF a goods vehicle exceeding 4 tons unladen weight is fitted with a detachable container-type body, can this body be classed as a load and so overhang the flat platform body by 6 in. to produce an overall width of 9 ft.?
An extension of a body, such as a container, securely fastened and used to carry goods without being removed is likely to be regarded as an alternative part of the vehicle. The overall dimensions of the vehicle must therefore include any overhang of the container.
In these circumstances, the use of such a vehicle on the road . would contravene Regulation 37 of the Motor Vehicles (Construction and Use) Regulations, 1955, which limits the overall, width of a goods vehicle of 4 tons or more unladen weight to 8 ft. .
If, however, a loaded container is put on the vehicle or alternatively is used only occasionally, it could be regarded as part of the load and not part of the vehicle. In that event, use of the container would be permitted under Regulation 102, which limits the side overhang of loads to a maximum of 1 ft. each side, and the total width of loads to 9 ft. 6 in.
It must be emphasized, however, that interpretation of the law as to which set of circumstances did apply must always remain a matter for the courts.
Additionally, in the London area, any vehicle with a load which exceeds 8 ft. 6 in. in overall width is prohibited, in certain districts, except with the written consent of the Commissioner of Police.
BECAUSE his own vehicle has been damaged in an accident, an operator in the north-west asks what would be a fair hire. charge for an 8-ton platform vehicle with driver on the basis of a weekly mileage of 1,000. His insurance cover is limited to third party, the amount for loss of earnings is under dispute, and the vehicle has been off the road for two months.
As shown in " The Commercial Motor' Tables of Operating Costs" the recommended minimum charge for the hire of an 8-ton oil-cngined platform vehicle, averaging 1,000 miles per week, is £89 Is.
In addition to the cost of hiring a replacement vehicle, some items would still have to be met in relation to the operator's vehicle whilst it was under repair. These items would include all the standing costs as set out in the Tables, with the exception of driver's wages—licences, rent and rates, insurance and interest. There would also be a proportion of overhead costs which would continue whilst the original vehicle was off the road.
The position would be clarified if the total operating cost of the damaged vehicle were obtained for, say, two months before the accident, apportioned between running costs, standing costs and overhead costs. Such figures, based on the operator's actual experience, would represent a fair basis on which to calculate a claim. In short, only running costs cease while the vehicle is under repair.
ASSESSMENT of reasonable standing and running costs ri of a quantity-produced, oil-engined 7-tonner is a request from another reader.
Assuming that the average weekly mileage is 600, the five standing costs per week are reckoned as follows: Licences, 15s. 6d.i wages, £9 I Is. 6d.; rent and rates, us. 6d.; insurance, 17s. 2d., interest, 18s. 3d.; total. £12 13s. 114.
Running costs per mile are calculated as fuel, 3.07d.; lubricants, 0.25d.; tyres, 1.48d.; maintenance, 2.34d.; and depreciation, 1.84d.; total, 8.98d.
The licence duty is based on an unladen weight of 3 tons 4 cwt. and the driver's wages on a basic week of 44 hours, in accordance with the rates applicable to Grade I areas as set out in R.H. 66.
n4(` Depreciation is calculated on the conservative figure of 150,000 miles as an average vehicle life. The maintenance cost of 2.34d. per mile can be sub-divided into 0.41d. for greasing and servicing, which is normally done on a weekly basis and '1.93d. per mile for other repairs more directly dependent upon the mileage operated.
The costs so far given do not include any allowance for either overhead (or administrative) costs, or for profit margin. Asan average figure, it is suggested that an additional allowance of 20 per cent. be made to both standing and running costs for overhead expenses, together with a further 20 per cent. for profit margin.
AFURNITURE manufacturer, considering the purchase of an additional vehicle, asks what is the maximum permissible length for an articulated unit and trailer Comprising a two-axle four-wheeled prime mover and a one-axle twowheeled semi-trailer. He is under the impression that a length of 33 ft. is permitted, but the complete vehicle he has been offered measures 36 ft.
In accordance with Motor Vehicles (Construction and Use) Regulations No. 482/55, the maximum permitted length of an articulated goods vehicle is 35 ft. This is increased to 36 ft. only when the vehicle concerned is an articulated eight-wheeler first registered before January 1, 1931. There is, however, no overall length limit for an articulated vehicle constructed and normally used for the conveyance of indivisible loads of exceptional length.
• The combination of axles or wheels has relevance only in relation to the maximum permitted legal weight. The total laden permitted weight for an articulated goods vehicle is 20 tons with a two-wheeled semi-trailer, and 24 tons where the semi-trailer has four or more wheels.
"T_TOW do I apply for membership of the Institute of Trans-11 port and what grades are there? " another reader asks. There are five grades—student, graduate: associate member, member and associate. Initial application for membership of the Institute would normally be as a student. Candidates must be at least 17 years of age and be engaged, or intending to be engaged, in transport. For students, the entrance fee is LI Is. and the annual subscription in Great Britain and Ireland £1 15s, Application for membership should be made to the secretary, Institute of Transport, 80 Portland Place, London, W.I.
REFERRING to drivers' hours in this series of February 26, I commented on the legality of three successive spells of duty on a Monday, Tuesday and Wednesday. The hours on the Tuesday were "7 a.m. to 11 a.m.; stand by in garage until 6.50 p.m. (including an hour's lunch break); then work until 11.30 p.m." •
I pointed out that if the time spent standing by in the garage included any work in connection with a vehicle or its load, this would legally be considered as driving time in accordance with Section 19 of the Road Traffic Act, 1930.
It should be added that, apart from this aspect, the duty must also be so arranged that the driver could have at least 10 hours' consecutive rest in the 24-hour period calculated from the commencement of driving. This rest period can be reduced to nine hours provided the driver is allowed at least 12 consecutive hours for rest during the next following period of 24 hours. S.B.