KNOW AW
Page 74
If you've noticed an error in this article please click here to report it so we can fix it.
by Les Oldridge, T Eng(CEI), MIMI, AMIRTE
Trailer braking
TO round off the regulations relating to brakes, we continue our look at the law as it applies to trailers.
Trailer brakes are dealt with in Regulation 70 and 71. The requirements are complicated, so to present the regulations in the simplest way, let us first list those trailers on which no brakes are required. They are: trailers under 102kg (2cwt); land implements and conveyors; trailers used for street-cleansing which do not carry a load other than the necessary equipment; broken down vehicles being towed in consequence of the breakdown; certain agricultural trailers carrying gas-producing plant for the drawing vehicle which is either a goods vehicle exceeding 2030kg (2 tons) unladen weight, or a public service vehicle.
At present, over-run brakes are allowed on trailers not exceeding 3,560kg unladen weight. On trailers manufactured after February 27, 1977, this weight is reduced to 3,500kg (3.445 tons).
Having listed those trailers which are not required by the Motor Vehicles (Construction and Use) Regulations 1973 to be fitted with brakes and those where overrun brakes are permissible, we must now look at the more common types, where brakes which can be applied by the driver are required to be fitted.
The provisions of the Regulations concerning brakes on trailers are in two parts, one concerning those manufactured before January 1, 1968, and the other for trailers made after that date.
As one would expect, the regulations for the newer vehicles require a higher standard of braking than those for the pre-1968 vehicles.
Dealing with the newer trailers first, they must have an efficient braking system: (a) capable (when the vehicle is being drawn) of being applied to all its wheels by the driver, using the braking system of the drawing vehicle designed to have the highest braking efficiency (normally this will mean that the trailer brake must be coupled with the footbrake); (b) so constructed that in the case of failure of the system, brakes can still be applied to at least two wheels of the trailer, or to one wheel in the case of a two-wheeled trailer; (c) include a mechanical parking brake capable of holding the vehicle stationary on a 1-in-6.25 gradient, the brake being capable of being applied by a person standing on the ground. It must act on at least two wheels.
For the older trailers, this is those manufactured before January 1, 1968, the following requirements must be met: the brakes must be capable of being applied while the trailer is being drawn.
(a) to at least two wheels in the case of a trailer having not more than four wheels; (b) to at least four wheels in the case of a trailer having more than four wheels; and (c) in the case of a trailer manufactured after April 1, 1938, to at least half the number of wheels of the trailer. The braking system must be designed so that the brakes can be applied by the driver of the drawing vehicle or some other person carried either on the drawing vehicle or the trailer.
On articulated trailers of this age, which are permanently attached to the tractive unit, the brakes on the trailer must be capable of being set so that at least two wheels of the trailer are prevented from revolving when the vehicle is stationary.
On other types of trailers the brake must be capable of being set so that at least two wheels are prevented from revolving, whether or not the trailer is attached to the towing vehicle.
The provision concerning the application of the trailer brake by the driver does not, of course, apply when the vehicle is fitted with over-run brakes.
Except for the exemptions listed below, all trailers must have a trailer plateexhibited in a conspicuous position at the rear. Where more than one trailer is drawn, the ' 'plate" must be carried on the rearmost one.
The plate referred to is the familiar one consisting of an equilateral triangle with nine red lenses on a white background.
Trailers exempt from this regulation are articulated vehicles.
broken-down vehicles while being drawn in consequence of the breakdown trailers being drawn by passenger carrying motor cars, motorcycles or dual purpose vehicles with less than seven seats. Trailers used for the carriage of round timber are also exempt from this regulation, as are various agricultural trailers, road roller water carts, and a trailer carrying two obligatory reflectors, comply ing with the Road Vehicle Lighting Regulations, mounted on a white background forming part of the reflector, or surrounded by a white border of at least 1/2"in. wide.
It is noticeable that there are many exceptions in the C and U Regulations for "broken down vehicles being towed in consequence of the breakdown" and this is very sensible.
In the present instance, for example, where a trailer plate is not required, it would be ludicrous if trailer plates had to be fitted just for the period the vehicle was being towed.
Part III of the Construction and Use Regulations deals with the use on roads of motor vehicles and trailers, and commences in Section 74, by stating that the unladen weight must be plainly marked on some conspicuous place on the left or near side of locomotives, motor tractors pnd heavy motor cars.
The size of the lettering is not stipulated, the UVV is just required
to be "plainly marked,and one would think that figures about lin high would be perfectly adequate.
Regulations 76 to 88 deal with the laden weight of various vehicles. These maximum permitted weights have been under discussion for some considerable time.
The figure of 40 tons as the maximum permitted weight for artics instead of the present 32 tons is constantly being suggested, so in this period of uncertainty I think it would be better if I dealt with this subject at a later date when the promised amendments have been made.
Regulation 90 contains law of great importance to all vehicle operators, relating as it does to the maintenance and use of vehicles so as not to be a danger.
The Regulation requires that all motor vehicles and trailers, and all their parts and accessories shall at all times be in such condition that no danger is caused or is likely to be caused to any person on the vehicle or on the road.
The number of passengers carried, the manner in which they are carried, the weight, distribution, packing and adjustment of the load must be such that no danger or potential danger is caused.
Specific parts of vehicles which are dangerous often create offences against other sections; defective brakes, steering and tyres, for example, are dealt with in special Regulations, but Regulation 90 covers any other defect.where the prosecution can prove that danger was caused.
A split wing with a jagged edge likely to catch in a pedestrian's clothing; a cracked chassis frame; fractured spring leaves; loose wheel nuts; defective door lock; driver's seat .fastenings insecure; the rear doors of a van not fastened so that the doors are swinging in the path of other traffic; corroded load bearing structures on an integral bodywork type of vehicle are a few examples of the many faults which may constitute ar offence against this regulation.
The prosecution only have tc prove that the vehicle was beinc_ used on a road with some defec. which caused or was likely to caus€ danger to someone on the vehick or to other road users and thE offence is complete.
There have been some state( cases of particular interest to thi commercial vehicle operator on thi: subject. I hope to go into thost another time_