THE COMMERCIAL MOTOR Reconditioned v. New Vehicles.
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THE EDITOR, The Commercial Motor.
[3468] Sir,—As we are considering the purchase of a 4-5-ton lorry for haulage purposes we should be pleased if you would advise us whether it would be more profitable for us to buy a new lorry, costing about £900, or to purchase a reconditioned one, guaranteed for six months and costing about £450.
Hamilton. "WONDERING.
[From time to time we have pointed out that, in many instances, it is ultimately cheaper to purchase a new vehicle. However thoroughly a lorry may be reconditioned it must contain a number of old parts which are nearer the time when they will fail than if they were new; in consequence maintenance expenditure will be rather higher than in the case of a new 'vehicle. In recent years research has enabled makers to produce chassis which consume less petrel and oil than was the case in tormer types, hence these items will cost less with a new machine. Except with a lorry bought for early resale, you may actually Jose less in depreciation with a new model—En.] The Storage of Petrol.
THE EDITOR, The Commercial Motor.
[3469] Sir,—Will you kindly let us know the maximilin quantity of petrol that may be kept in a private garage, either in 2-gallon cans or in bulk, without a licence, so that it is unnecessary to comply with the petrol-storage regulations enforced in the case of large
quantities? PETROL. Reading.
[The maximum quantity of petrol which may be kept in a private garage is two tins of 2-gallon capacity, in addition to the amount contained in the tank of the ear.
The provision that in the garage there shall be kept efficient fire-extinguishing apparatus or a supply of sand ogther effective means for extinguishing fire, applies even if the only supply of petrol is that in the tank of the car.
If more than two cans are stored the total quantity must not exceed 60 gallons and the store-house must be 20 ft. distant from any other building or any timber stack, etc., whilst notice must be given to the local authority and renewed in January every year.—ED.] Braking on Tractor and Trailer Outfits.
THE EDITOR, The Commercial Motor.
[3470] Sir,—I believe an error has occurred in the article by " S.T.R." dealing with tractor and trailer outfits in The Commercial Motor for June 30th. A 6-in, pneumatic tyre can carry a maximum nominal load of only one ton, thus allowing a rear-axle weight, with four tyres, of only four tons. This will throw out your conclusions, and I may say, from practical experience, that there is considerable slip and resulting tread wear.
I think that while on this subject you should give a warning about the vital necessity of exceptionally good and reliable trailer braking when using these light petrol tractors. I am very interested in these and recently had an excellent demonstration with one just put into use with a well-built all-steel pneumatictyred trailer, but since making the demonstration it has had a terrible accident down a, not-very-steep hill. The trailer pushed the tractor over and into the bank, killing the two mates and gravely injuring the driver. From inquiry I judge the cause to be nothing but application of the tractor •brake before that on the trailer. It really makes one rather frightened to have 12-14 tons behind a tractor weighing less than 4 tons.
H. NEWLAND, • Bournemouth. For Newland and CO.
[I thank you for pointing out the error in the calculation of tyre-load capacity. In reading the Dunlop company's tables I read load per tyre, whereas I should have read load per axle on two tyres.
The mistake is not, however, so serious as you suggest, as it does not affect the calculations. The actual figures in the Dunlop tables are 45 cwt. per axle, which is 4 tons 10 cwt. on an axle supported by four tyres. That is B44 10 cwt. more than is necessary. I would like to know more of the conditions of use under which slip occurred with the type of tractor to which you refer. I have investigated its use fairly thoroughly and have not encountered any difficulty of that kind. It seems probable to me that the adjustment of the coupling was unsatisfactory.
It is very important that the brakes should be so set that the trailer brake is applied first. This point is appreciated by the manufacturers, although possibly it may be overlooked occasionally by users. I think also that it would be advisable for the makers of these outfits to e0Ine forward with a frank statement of facts. If there be any danger such as that suggested, then methods of overcoming it should be known by all users or potential users.—S.T.R.] Legal Difficulties in the Towing of Disabled Vehicles.
The Editor, THE COMMERCIAL MOTOR.
[3471] Sir,—We have a problem under the Road Traffic Act Which we shall be glad if you can solve for us.
• Is a fully licensed and insured vehicle, but disabled and being towed, to be considered as a trailer?
We raise the point because one of our 5-tonners was disabled and had to be towed home. For towage we used another 5-tonner, which is fully licensed and insured as a single vehicle, and we were reported by a police officer as having used a vehicle not fully insured under the requirements of the new Act.
The police authorities have notified us that in this instance they do not propose to pursue the matter further, but leave no doubt that in their view a disabled vehicle being towed is to be regarded as a trailer.
We have approached various authorities on the subject, but apparently there is no definite ruling and the Act is very obscure. It is all a matter of opinion, and this we consider is very unsatisfactory, because if a vehicle be used to tow in a disabled vehicle only very occasionally, and has to be licensed and insured for trailer work, it will involve thousands of people in needless expense. In our case the two lorries mentioned have extra long bOdies, and, whilst legal as single lorries, are too long to be used for trailer work.
You will see, therefore, that the position is very difficult, and we shall be glad of your assistance.
Incidentally, have you ever tried towing a fully loaded 5-tonner with only 15 ft. separating the two vehicles? It is highly dangerous and liable to be expensive when the leading vehicle has to stop suddenly in an emergency. We are aware, of course, that a towing bar should be used, but circumstances arise when this is impossible and a rope has to be employed.
Perhaps you might deal with this problem through the medium of your columns, as it seems to us to be of general interest.
FRANK S. WOODITEA.D, For South Durham Haulage Co. West Hartlepool.
[We regret that we can do no more than express an opinion, as the only means by which a definite ruling can be obtained is by an appeal being taken to the High Court against a conviction for an alleged offence under Part II. of the Road Traffic Act, and up to the present time no such appeal has come before the Court. So far as you are personally concerned you can protect yourselves by 'getting your insurance company to agree that they will hold you covered under your policies in the event of any of your vehicles being used for the purpose of towing any motor vehicle which has been disabled.
So far as the question of insurance is concerned it is not a question of whether or not a towed vehicle is a trailer within the meaning of the Road Traffic Act. The only question is whether a towed vehicle is a trailer within the meaning of any policy under which you are insured against third-party risks, and which directly, or by reference to the proposal form, does not cover your vehicles when they are used for drawing trailers, so as to enable the police to prove that at the time when the vehicle Is being used for towing a disabled vehicle there in no thirdParty insurance in force.
The question whether under a policy which directly or by reference to the proposal form states that the vehicle will not be used for drawing a trailer the insurance company is entitled to repudiate liability for an accident which occurred while the vehicle was being used for towing a disabled vehicle is not entirely free from doubt, and has not been the subject of any reported decision of the High Court, but our legal adviser considers that unless a vehicle is habitually used for the purpose of towing other vehicles the expression " trailer " should be confined to what are ordinarily called trailers, namely, additional vehicles which. are attached to motor vehicles for the purpose of enabling additional loads to be carried without additional power.
So far as the regulations regarding the use of trailers are concerned it is true that the Road Traffic Act defines " trailers " as being "vehicles drawn by motor vehicles." Unfortunately, the Construction and Use Regulations contain no definition of a "towed vehicle," but at the same time it is clear that they do regard a towed vehicle as coming within a different category from trailers, as special regulations are made with regard to towed vehicles which are not applicable to trailers.
The question of whether a towed vehicle is a trailer arises also with regard to the question of taxation of commercial vehicles, but the opinion of our legal adviser is that the additional £6 duty for the right to draw a trailer is not payable merely because on a particular occasion a commercial motor vehicle is used for towing a brokendown vehicle, although the position might be otherwise if the vehicle were habitually used for towing work.—En.]
The Edttor, THE COMMERCIAL MOTOR.
[3472] Sir,—We are in receipt of your letter regarding the towage of disabled vehicles.
We wish to tender our appreciative thanks for the way you have assisted us in this matter and are taking the subject up further with the insurance company concerned. At the same time, could not the attention of the Ministry of Transport be drawn to the subject, as apparently one is now at the mercy of a local magistrate who may or who may not be conversant with the technicalities involved? In conclusion, having read your journal for a number of years now, and derived considerable instruction from it, we wish you every success in the future.
For SOUTH DURHAM HAULAGE CO. West Hartlepool.
A Coaching and Boarding Scheme. THE EDITOR, The Commercial Motor.
[3473] Sir,—May I have your opinion on the following? If I fail to obtain a road service licence and the necessary backing should I be contravening the law by operating as follows, as I understand that a road service licence is not required when operating a vehicle as a contract carriage?
I am the owner of two coaches, in addition to a boarding establishment, and as I cater for visitors to the seaside I have in mind to advertise an all-in scheme embracing the return journey to, say, Birmingham, with board-residence, and perhaps include a day trip while there. As I should not pick up passengers unless they had previously booked through for the inclusive scheme, should I be safe in making my returns to the Traffic Commissioners under the contract heading and could I run in this way without a road service licence? CONTRACT. Weston-super-Marc.
[You are correct in assuming that a contract carriage does not require a road-service licence, but does need a. certificate of fitness and a public-service vehicle licence.
The question as to whether a vehicle which is used for conveying persons from, say, Birmingham to Weston-superMare, to enable them to stay at your boarding establishment, is a. contract carriage is not entirely free from doubt, but it appears that it would be so, as the persons conveyed would form a private party being driven on a special occasion. Care would, of course have to be taken to see that no one was conveyed in the vehicle who was not a member of the special party.—ED.1