and Q A driver has allowed himself sufficient time to return
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to his depot, just inside his maximum duty time (11 hours) and his maximum spreadover time (121 hours). But when he is 20 miles from his depot he breaks down. The nature of his load is such that he cannot just leave the vehicle unattended and in any case it is almost certain he will exceed his maximum duty and spreadover time before he can get assistance or hand the vehicle over to another person.
What would the driver's position be under the drivers' hours regulations in these circumstances, as this event does not appear to be covered under the emergency regulations?
AFirst it must be made clear that this situation is in no way connected with the definition of "emergency" for specific concessions in the drivers' hours regulations.
It is an offence to break the law whatever the circumstances, but the case quoted clearly comes within the scope of Section 96 (11) of the 1968 Traffic Act which covers this point. This section states that a person will not be liable to be convicted if he can prove that the contravention was due to unavoidable delay in the completion of a journey arising out of circumstances which he could not reasonably have foreseen.
The only aspect of the case you state which may not be covered by such a defence would be the fact that the driver had to stay with the vehicle because of the nature of the load. However, if these reasons were valid and he took steps to be relieved of his responsibility as quickly as possible, there would be a strong case for pleading mitigation if a prosecution arose. It would also be wise for the circumstances to be recorded in writing together with the retained log sheet, in order to satisfy traffic examiners, if they asked at a later date to see the record for that day, that there was a reason for the working hours being exceeded.
QWith the re-introduction of the hgv driving licence, an increasing number of goods vehicles are used solely for driving instruction.
These vehicles appear to be taxed at the private rate of £25 per year regardless of their weight. Is this within the law?
If the private rate of tax is legal, what is the position with regard to the annual vehicle test? Is it still necessary? Would it be necessary for an instruction vehicle to be brought up to the new braking standard for January 1973 if it is a pre1968 vehicle?
What is the position when an articulated vehicle is used for instruction only? Can it be taxed at the private rate to draw an empty trailer? If the trailer is never used to carry goods, will it have to undergo an annual test?
I assume it will not be necessary to have an operator's licence in any of the above circumstances.
Ais quite legal to tax heavy training vehicles, whether rigid or articulated, at the £25 annual private vehicle rate.
Such vehicles, however, are subject to the annual heavy goods vehicle test, they are subject to the normal goods vehicle speed limits. they must meet the laid down braking efficiencies (including uprating to meet the post-1968 standards in the case of a pre1968 vehicle if and when this particular requirement is enacted) and may be used either empty, or loaded with ballast blocks to simulate driving the vehicle in the loaded condition.
Vehicles used exclusively for training purposes do not have to be specified on an operator's licence.
QAre there books available in connection with learning how to drive an hgv, or in connection with the sort of questions one might be asked by an examiner when taking the hgv driVing test?
AThe most recent we have seen is Heavy Goods Vehicles Drivers Manual published by ESL Bristol, 29-31 Broad St, Bristol BSI 2HF (price £2.130), which contains the type of information you are seeking.
1 am a mechanic and it is necessary for me to attend heavy vehicles which have broken down by the roadside.
On most of the vehicles today, when the engine is not running and the air pressure in the tank runs low, the brakes lock on all the wheels.
If it is not possible to start the engine and the vehicle needs towing, could you explain how to release the brakes? There is no air line on one of the breakdown vehicles I use.
AThere is to our knowledge only one mechanical means of releasing the actuators. This method, called winding-off, involves tightening of the wind off bolt fitted to each actuator. This, depending on the
make of actuator, compresses or stretches the spring, so releasing the brakes.
You will need to be under the vehicle to release each actuator so the wheels will have to be chocked. Also the thread direction varies, so you have to check on the actuator the direction of rotation of wind off.
We have seen some vehicles have their air supply replenished by air from a tyre using a special brake hose and a special valve fitted into their brake systems. It is also possible to carry bottled supplies of compressed air which can be connected into the braking system to provide the necessary pressure to release the brakes. However, both these systems have limitations because of the volume of air required to fill the system. And if an air line is fractured, the mechanical method will be the only positive means of releasing the brakes.
QIf I fitted two auxiliary lamps mounted more than 2ft from the ground to the centre of the lamps, and the lamps were permanently dipped, would I have to wire the lamps into the headlamp circuit so that they could be operated only with the headlamp switch?
If the lamps were not permanently dipped would doable-filament bulbs have to be used and, again, would they have to be wired to the headlamp dip-switch?
If only one lamp is fitted does this have to be wired into the headlamp circuit?
Is it possible to use a single lamp, above 2ft from the ground to its centre, in a builtup area?
A There is no reason why two paired auxiliary lamps fitted at equal height and with centres more than 2ft from the ground should be wired into the headlamps. Lamps so fitted may be used without headlamps. .
If their centres are less than 2ft from the ground, they may also be used without headlamps but only in fog or falling snow.
There is no need for these lamps to have double-filament bulbs. The only legal requirement is that these lamps must not dazzle oncoming traffic.
On the question of a single auxiliary lamp this is a different matter. Where there is only one lamp this must be used in conjunction with the headlamps. It may not be used on its own whether it is fitted above or below 211 from the ground and also it may not be used on its own when the vehicle is driven in a well illuminated built-up area.