When Is A "Queen Mary" Illegal?
Page 70
Page 73
If you've noticed an error in this article please click here to report it so we can fix it.
THE complications which can arise from the use of an ex-R.A.F. "Queen Mary" semi-trailer are exemplified in a query received from a show contractor. He is proposing to convert one for use at agricultural shows and is in doubt about dimensions. Regulation 6 of the Motor Vehicles (Construction and Use) Regulations, 1955, provide, with certain exceptions that are not relevant here, that the maximum permitted length of an articulated vehicle shall not exceed 35 ft. unless it is constructed and normally used to carry indivisible loads of exceptional length.
Accordingly, it would appear to be illegal to use, as a mobile stand, a "Queen Mary" more than 35 ft. long. These vehicles usually also have-a•greater overall width than is permitted by the Regulations (7 ft. 6 in. or 8 ft. maximum, according to the unladen weight of the tractor portion), and are intended for the carriage of abnormal indivisible loads under the terms of the Motor Vehicles (Authorization of Special Types) General Order, 1955.
AC-LICENCE operator states that his vehicles are at present delivering goods to all parts of the country. it has now been suggested that a haulage company should be formed to pick up some of the customers' goods and deliver them in their own area to reduce the amount of empty running on the return journey. He mentions a well-known company which controls a subsidiary responsible for distribution. This example, he considers, confirms the legality Of the proposal.
Assuming that the customers mentioned are in no way owned or controlled by the C-licence operator, it would, of course, be illegal for him to carry goods for hire or reward under C licence. Traffic can be carried for other companies only when not less than 90 per cent. of the issued share capital of the subsidiary is held by the controlling company and the vehicles operate under a common C licence.
Where no such association exists, and the C-licence operator intends to proceed with his proposals, there would be no alternative but to apply for an A or B licence, which would include proof of need. Such an application would undoubtedly meet with strong opposition from established hauliers.
COMPARISON is requested between the operating costs of an 8and 9-ton oiler, both averaging 1,000 miles per week. The estimated costs are as follow:— premiums depend both upon the carrying capacity and value of the vehicle, in addition to the area in which it is proposed to operate. A fuel-consumption rate of 13 m.p.g., is reckoned for the smaller vehicle and 12 m.p.g. for the 9-tonner.
A NOTHER inquiry concerns wages. A haulier claims that. riwhilst professional operators are fully acquainted with the rates of pay due to their driving staffs as set out under the Wages Regulation (Road Haulage) Orders, there is an absence of guidance as to what is fair remuneration for repair staff. In contrast to drivers' wages, there is no national agreement imposing statutory obligation to pay specific rates of wages to workers employed in maintaining and repairing commercial vehicles. In practice, competition for labour in each area tends to become the controlling factor.
Wages paid to staff employed by public repair garages are controlled by the National Joint Industrial Council for the Motor
Vehicle Retail and Repairing Trade. This comprises representatives from the Motor Agents' Association and -several unions. An extract from the rates amended as from November 27, 1958, is as follows:—
In other instances, wages for maintenance staff may be part of an overall wages agreement covering one industry and, therefore, relevant to ancillary operators.
INFORMATION on -the regulations determining maximum loads and dimensions is requested by a reader who is contemplating converting four-wheeled vehicles into six-wheelers. He also asks for similar details concerning eight-wheelers and
• trailers.
The limitations are set out in paragraph 68 and 69 of the Motor Vehicles (Construction and Use) Regulations, 1955, Briefly, the total permitted laden weight of a four-wheeler is 14 tons, a six-wheeler 20 tons and an eight-wheeler 24 tons. The total laden weight of a trailer with fewer than six wheels must not exceed 14 tons. In all cases the total weight transmitted to the road surface by one axle must not exceed 9 tons, or 41 tons per wheel. In addition, the total combined laden weight of a vehicle and trailer must not exceed 24 tons, or 32 tons where power-assisted brakes are fitted.
The overall length for a rigid goods vehicle, whether a four-, sixor eight-wheeler. is limited to 30 ft. The length of a trailer, excluding the drawbar, must not exceed 22 ft. There is no specific regulation governing the combined overall length
of a vehicle and drawbar trailer. The width of a goods vehicle, including tractor units, weighing not less than 4 tons unladen, may be up to 8 ft. The trailer can also be 8 ft.-wide if the towing vehicle or tractor unit is more than 4 tons unladen and is itself over 7 ft. 6 in. wide.
IT is claimed that contradictory statements have appeared in the Press concerning the permitted speed limit for small vans and utilities and an operator asks for a more definite ruling on the position.
He states that he uses a dual-purpose vehicle for both business and pleasure and operates under a C licence. The carrier's licence is necessary because tools are carried, and he goes on to say that this, "of course, carries the 30 m.p.h. restriction."
Copies of two extracts from a national and provincial newspaper were enclosed with his letter. One claimed that dualpurpose vehicles used by commercial travellers to carry samples or tools in conjunction with their trade or business need no longer have, a carrier's licence and, in consequence. are not subject to a speed restriction. The other extract said that whilst many modern light vans and other similar commercial vehicles were often as comfortable as private cars, the owners often failed to realize that such vehicles were limited to 30 m.p.h.
Provided that one does not attempt to include dual-purpose vehicles in "other similar commercial vehicles" in the second extract, there is no contradiction between these two statements. Speed limitations are detailed in the Motor Vehicles (Variation of Speed Limit) Regulations', 1956. Since their issue, speed restrictions have been determined entirely by the construction of a vehicle, rather than the use to which it is put, or the type of licence under which it operates. If a dual-purpose vehicle complies with the regulations as defined in paragraph 14, it is classed as a private car for the purpose of speed limitations and is not subject to any restriction other than in built-up areas.
"CAN I obtain exemption from purchase tax if I convert a 14–, 15-cwt. van into a personnel carrier?" asks a reader. Since April 8 this year, purchase tax has been payable at the rate of 50 per cent, on the wholesale price of private cars and dual-purpose vehicles, whilst goods-vehicle chassis ceased to be chargeable with tax. Passenger vehicles with 12 or more seats were already exempt,
Relative to 12-seaters, a notice issued by the Customs and Excise states that in order to qualify for exemption from purchase tax such vehicles must not be of a kind likely to be used mainly for the carriage of goods. Seats must be fixed to the floor or sides, and not more than three made to fold up. It is therefore important that, when carrying out the proposed conversion, the completed vehicle does not then come within the category of a dual-purpose vehicle. Otherwise purchase tax at the rate of 50 per cent, would become payable. S.B.