Roads to Europe
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w trend in seminars may r been set by this group, :h held one on :inental operation ird a ro-ro ferry DS, the southern-based ) of Road Haulage Associaiperators set up in 1978 as a rerative to establish bulk lasing facilities and the like, :hed out in September with cruise/seminar, just a few
s before the RE-IA holds its eas conference. It is likely we caused a few raised ows around the associa mbers of Roads, a cornwhich now has a suby, Roads Truck Parks Ltd, more than just the advanof quantity discounts. Acs have expanded into bulk supply, bunkering agree3, insurance, finance, inrtion, and other services.
,e Allen, the managing or, says: "In an enthusiasIlicy of expansion, we are lifted with our suppliers to D p our own existing in: credit-card system into a computerised on-line -n."
ads also handles ferry ngs, although most memand some of those on the :/seminar, do not operate ationally. For those atig the eminar, which at d one Freight Transport :iation member, this aspect :specially instructive. How turn down the occasional eas operation because it is field? Papers were presen1 documentation and Cusformalities; fuel credit-card es in Europe; the UK tor in Europe; and ince.
-nbers assembled at the Hotel, Rochester, for din e evening before the cruise Theerness on the Olau Hob 1, which arrived in the ig at Vlissingen (Flushing), id, for a free day there for on the trip before return: the same line and having r discussions.
nbers were welcomed and ars introduced by Mick ), of Bleach of Lavant and Sussex Hauliers, who is -Ian of Roads. He pointed at the object is to aid mem
bers and so help industry.
The first speaker, on insurance, was Barry Darling, of Willis Faber and Dumas. He is the manager of the carriers' liability department, marine division, and his primary aim was to explain to domestic operators in the United Kingdom what is required to haul goods into Europe. "The stretch of water between us and the Continent should not necessarily be a deterrent if the work is attractive," he said.
His firm has been in broking since the early 19th Century and has offices in 19 countries. "Our key word is service," he said, "a word important in road transport, too. However, although quality, we are competitive and make 'sleep-easy' contracts with no worrying small print."
Barry explained that for a good number of years an EEC Directive has existed which takes away, at least in theory, the need for a Green Card (International Motor Insurance Card). However, if a driver does not take it there are problems because it does give evidence of insurance cover in compliance with national regulations — particularly useful in France where some official may otherwise say: "That is not acceptable!" and also provides evidence that the UK policy has been extended for Continental use, plus lists of nominated bureaux for claim handling.
Whether it is best to have a Green Card on a trip or annual basis is a matter of straight economics, he added. However, the question of foreign use, even infrequent or rare, is best disclosed in advance of negotiating for an annual premium rate in the UK.
Many policies from reputable companies do not cover marine risk, he warned. "You need adequate cover for your vehicle while on board a ferry. You will have seen from the European Gateway collision that this area of insurance protection is both relevant and important. Sealink offers an all-in 'general average' policy and Olau should be thinking of this."
Then Barry turned to CMR, from the French title "Convention relative au transport international de Marchandises par Route". All goods in transit internationally in 23 States are subject to this convention apart from carriage performed under the _terms of any international postal convention; funeral consignments; and household furni ture removal. CMR is concerned solely with certain operating procedures for international road haulage and rules who should pay what if goods are lost, destroyed, damaged or de layed.
What should an operator look for in cover? Many insurers, he said, are still reluctant to cover all types of goods. A deficiency in goods-in-transit liability insurance could cost thousands of pounds. So deal with a specialist.
Policy limits should also be considered. Willis Faber considers that a limit of £200,000 on any one vehicle is necessary. On September 20, 1983, for example, CMR liability was quoted at £5,801.84 per tonne, multiplied by 25 tonnes and then plus any Customs duties/fines which may be payable.
What else is needed? In order to obtain either a TIR carnet, carnet de passage or Community transit documents, it is necessary to "post" a bond with the issuing authority, said Barry, who pointed out that this aspect would come within the limits of a later paper. However, he added that under the heading "Employers'/public liability" it is essential to see that any policy in the UK is extended to all territories where the vehicle may go — similarly with personal accident/sickness cover.
Then he turned to legal expenses insurance, available for relatively small premiums, for the road haulier. A typical contract would pay up to £10,000 of legal expenses per incident — fees for a solicitor, barrister, court cases, and fees for experts like an engineer, accountant or doctor.
A road accident, he explained, can be more expensive to a haulier than it seems, because some cases go by default or are settled for too low a figure in order to avoid the risk involved in court proceedings. But with a legal expenses policy a claim is passed to the insurer. Proceedings are started as soon as necessary and taken to their ultimate conclusion. If the claim goes against the haulier, the legal expenses insurer will pay both his and his opponent's costs. It offers a speedier claims service than normally available.
Finally, Barry spoke of the potential costs of medical assistance, repatriation, and problems with a stranded vehicle. "All these problems can be covered for a modest premium," he said; "f35 per vehicle per year, which would include the cost of sending out by air a relief driver to continue the journey."
The Netherlands is the home of Daf and the next presentation came from Kevin Broadbent of Daf Trucks (GB), who also pro vided formidable documentation on Daf back-up services, notably the International Truck Service (ITS), on the Continent.
Ninety-seven per cent of all vehicles attended to by ITS are back on the road within 24 hours, he said. More than half are on their way within just a couple of hours.
If a lorry or coach breaks down while on the Continent, the driver can phone the ITS centre in Eindhoven (Holland — 40143000). This is the nerve centre of the ITS organisation and is manned 24 hours a day, seven days a week throughout the year.
The UK driver explains the situation in English to the ITS specialist, who asks for information like the vehicle date. Once the chassis number is known, the ITS computer prints out all the parts needed for the repair. ITS contacts the operator's home dealer, who knows the customer and the vehicle. He is asked for a payment guarantee and permission to undertake the repair on his customer's behalf.
ITS then contacts the Daf dealer nearest the scene of the breakdown, who is given a repair order number and guarantee of payment. If perishable goods are in danger, ITS helps find alternative transport.
One of the recurring problems when travelling any great distance abroad, particularly when land border crossings are also involved, is money — and fuel. Would it not be a great advantage to operators, then, if they could largely eliminate this worry by using a fuel credit card?
The answer is that this can be done. Roger van Kuyk, Shell UK oil senior analyst, commercial road transport, explained how (applications for a card should be sent to Shell UK Oil, DS/ABC, Rowlandsway, Manchester M22 5S B).
"Continental police and Cus toms regulations, language difficulties, strange driving habits, routeing problems and vehicle breakdowns combine with currency and cash handling problems to make life very hard for all concerned," he said.
"The cost and availability of fuel, however, still remain among the most critical factors affecting the majority of longdistance international operators. But the Euroshell credit card system is the proven answer to all your vehicle refuelling problems on the Continent.
"The Euroshell scheme cuts the need for your drivers to suffer the inconvenience and risks involved in carrying large cash floats in all the currencies required for their trips. Instead, their free card gives them access to competitively priced fuel, lubricants and minor vehicle servicing facilities at Euroshell's comprehensive network of quality sites covering 19 Continental countries — all on favourable credit terms, too."
Euroshell, he said, is not only more convenient than cash, but much safer. The card is "vehicle specific," which reduces the possibility of fraud if lost or stolen.
And it gives operators the chance to improve cash flow by taking advantage of favourable credit terms. Euroshell can give an average of at least 25 days' free credit. Operators are invoiced in Sterling, and bank fees for international transfers are consequently avoided.
The driver simply presents the card, signs a sales ticket and keeps a copy for the operator's records. The filling station sends the ticket to Shell's computer centre, which produces a comprehensive invoice giving details of all transactions made in each country. Payment is simplified by the use of the direct debit system.
As Roger pointed out, there are potential advantages to be obtained here in fleet monitoring and administration. The invoice shows date of purchase; vehicle registration number and details; station code and location; ticket number; type of fuel; quantity of fuel and lubricants bought; pump price in local currency per litre; gross amount in local currency; vat applicable in that country; exchange rate applicable; and amount due in Es Sterling.
The operator's statement shows vat as a separate item.
There is no charge for the Euroshell card, which can also be used to buy such items as 1 batteries, accessories vehicle ,greasing and wa! services at selected sites.
It does not, however, drivers to buy food or item directly concerned with rui vehicles.
Unfortunately, there i such quick way around Cus complications (did some pi think there would be witi advent of the European Ec mic Community?). Natural! international operators wh long to Roads told me, haulier organising his first seas trip is going to visit his HM Customs office for advil Agents can be used — bu like Shell, charge for thei vices! As Ivan Barnett, of I nel Ports Forwarders, saic difficult trading condil prevailing in haulage these mean that operators do own thing when they can Customs matters can be cc cated.
Her Majesty's Customs more power than the polii you must get your docurr tion right, he warned oper The regulations concernin EEC were updated two yeae and every item must be mentated so that the Gc ment knows the value c ports/imports.
Ivan gave members a br sight into the oddities of of the forms that mey be n — Ti, T2, C273, DD3, etc, sound quite intimidatinc promised to send every! checklist.
However, as he warned in Britain there are differer interpretation between on and another. As a meml Roads said, if you can using one route, your driN, comes known and that ca out many a delay — especi the smaller ports anc popular border crossings.
However, Ivan warned member, unless things arc properly, there can be heavy penalties."
"Can we look forward improvements — any simi tion in the future?" he was by one operator. Ivan r that in 1985 a system sho in operation so that a driv at least know within 30 rr if he will be cleared qui( whether it will take a long I Mick Bleach conclude seminar with the remark: is our first annual confE and I think we have something that will take oi
• by John Durant