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Yesterday's Peal

Ft come The Mean Today

This is the Experience of British Road Services in Pioneering their Continental Ferry Service with Articulated Trailers by S. Buckley

Assoc,Inst.T.

MORE than half the trailer movements to and from Tilbury via the Continental road transport ferry are done by British Road Services. An account of their experience and the methods they employ is therefore an important and fitting way to conclude the series of articles in which The Commercial Motor has surveyed the effect which Britain's entry into the Common Market might have on hauliers in this country.

Rapid growth in traffics suitable for road transport operators may well result from Britain's membership of the Common Market. Equally rapid success for hauliers providing a Continental service, however, would then be by no mehns inevitable. The opportunities would undoubtedly be there. But more than most types of road transport operation, the provision of a successful Continental service for the carriage of goods in substantial quantities requires detailed preparation.

Such operators must not only have a nationwide coverage of quick communication in their own country, but must also have a network of reliable agents throughout the Continent with whom they can make immediate contact.

The coupling of speculation on Common Market prospects with emphasis on the 165 years' experience of a Continental agent may seem something of an anachronism. But it is a measure of the importance which B.R.S. place on the selection of the right type of agent to provide the vital link in Continental road transport services.

B.R.S. have been directly concerned throughout the postwar years both in the initial discussions on problems connected with international road transport and with the inauguration of the Ferry service. Whatever developments in road transport may stem from Britain's entry into the Common Market, their pioneering work has provided

a8 invaluable experience on which to build up an international organization capable of handling a rapid growth in Continental traffic should the occasion arise.

Mr. H. W. Elliott. director and chief traffic manager of B.R.S., considers that the development of the Continental Ferry Service for the carriage of goods by road, leading up to the traffic potentialities if Britain becomes a member of the Common Market, can be conveniently broken down into four phases.

First, in 1954, the Governments represented on the Inland Transport Committee of the Economic Commission. for Europe signed a General Agreement for International Road Transport, which covered principles concerning the carriage of goods and passengers, with particular reference to conditions of employment, insurance and conditions of contract and so on. Although this particular Agreement has not been ratified, much useful spadework was done, which subsequently proved of value at later meetings of the Inland Transport Committee which finally produced, in 1956, the Convention for the International Transport of Goods by Road, now commonly referred to as C.M.R. In these discussions Mr. Elliott played a major part as adviser to the British Government delegation.

Therefore, 1956, could be conveniently considered as the start of the second phase. This Convention is concerned with the conditions of carriage of goods by road and has recently been ratified by Austria, France, Italy, the Netherlands and Yugoslavia. It is a significant step in that agreement has been achieved on at least one aspect of operation. by Continental hauliers.

With the inauguration in 1956 of ferry services between this country and the continent specially designed for the conveyance of road vehicles, the third phase in the development of Continental traffic was reached. Should the United Kingdom membership of the Common Market become a reality, the fourth phase will see a substantial increase in two-way traffic, so bringing to fruition the pioneering work done in the earlier phases.

In the early days of the ferry service between Tilbury and Antwerp (which opened for civilian use in' January, 1947) the Atlantic Steam Navigation Company were able to make use of the 10 years' experience gained in operating between Preston andLarne. The journey of 162 miles between Tilbury • and Antwerp is normally operated twice weekly on Mondays and Wednesdays from Tilbury, returning the following day from Antwerp. Loading and discharging of ferries is undertaken at Tilbury by the Regent Stevedoring Company operating their own tractors and specially devised gear for lifting containers and trailers on to the upper decks.

Since the start of the Continental Ferry Service, it has been the policy of B.R.S. to exploit the advantages of articu lation for this. work. Several factors influenced this decision. It was obviously both economical and convenient if arrangements could be made with hauliers on the Continent to haul British semi-trailers. This provided the opportunity for tractor units to be utilized to the maximum on both sides of the water. It also saved additional shipping charges which would otherwise be raised on the motive— and therefore non-load-carrying—section of rigid vehicles.

There are also commercial and political advantages in operating articulated vehicles for Continental work. No matter how experienced a British driver might become if he were to specialize on Continental haulage work he would not normally be able to compete with a native driver. And, in any event, such experienced men would be few and far between. Native drivers must inevitably know their way about their own country better than foreigners and there would also be, no language difficulties. Moreover, in areas where there might be strong nationalistic tendencies, the presence of a local tractor unit and driver should dispose of any difficulties which otherwise might arise.

For the policy of articulation to work satisfactorily, however, Mr. Elliott stressed that it was realized from the outset that it was of the utmost importance to select and secure the services of reliable and experienced agents on the Continent. Thus, the main agent for the B.R.S. ferry service at Antwerp is Societe-Belgo-Anglaise des Ferryboats s.a. Having had a long experience in the operation of the Zeebrugge-Harwich Ferry, this company has acquired a wide range of contacts in trade and industrrboth in the hinterland of Antwerp and beyond. As an extension of the point math earlier regarding the advantage of the British driver remaining in his own country, it is the policy of Continental B.R.S. agents to arrange for the changeover to take place at their frontiers with the appropriate national tractor unit and driver, so ensuring maximum co-operation in all countries.

Similarly, with the opening of the ferry service to Rotterdam, B.R.S. named as their agent Van Gend en Loos, of Utrecht. In discussing this appointment, Mr. Elliott tells me that an article which appeared in The Commercial Motor of December 19, 1947, headed "Holland has its Pickfords " had some bearing on this B.R.S. selection. After reading the article, Mr. Elliott, who was then the general manager of Pickfords, Ltd., made contact with his opposite number in Holland and as a result of exchange visits a lasting commercial relationship was established.

Later there followed the appointment of a German agent, Deutsche 13undesbahn, who have set up a special road transport department to handle the Continental Ferry Service. Not having direct access to either of the ferry ports, the German agent works in conjunction with both main agents at Antwerp and Rotterdam.

" Flats " or Containers A further point made by Mr. Elliott regarding the selection of articulation as opposed to other alternatives, such as lift-vans, was the greater adaptability of the platform trailer for general haulage. Moreover, by definition, liftvans necessitated lifting tackle at ports and transhipment points, thereby creating a potential bottleneck, unless adequate tackle and a sufficient number of vans were available. Nevertheless, it must be admitted that there is a field for the container.

Indicative of the amount of Continental ferry work already done by B.R.S. on semi-trailers. Mr. Elliott disclosed the following facts and figures. Overall, B.R.S. undertake more trailer movements between this country and the Continent than all the remaining operators. he claimed. In 1959, 10,000 tons were moved in both directions, which increased to 16,000 in 1960. By the end of this year it is estimated that this total will reach 20,000 tons.

From the sales aspect, B.R.S. stress to their customers the considerable saving that can usually be realized by the reduced amount of packaging required for goods sent by this ferry service, compared with traditional methods involving one or more transhipments. Having a quoted through rate to the final destination, exporters can themselves more readily give a firm quotation to their Continental customers, as compared with traditional F.O.B. rates. An assured delivery date is another advantage.

As a result of practical operational experience obtained in the early-days of the ferry service, B.R.S. have found it convenient to standardize on two sizes of semi-trailer for this traffic. Both are 24-ft. in length, with alternative carrying capacities of either 10 or 15 tons. There has also been standardization on the S.A.E. coupling.

The headquarters of the Continental Ferry Service Branch of B.R.S. are at City Road, London, E.C.I. Whilst discussing the control system with Mr. R. Lyon. assistant divisional traffic officer and Mr. A. J. Allum, branch manager, it was again emphasized that by employing agents on the Continent, B.R.S. trailers were welcomed in the countries in which they operated, rather than looked upon as interlopers.

Basically, there is a fleet of 70 semi-trailers specially assigned to Continental ferry work and painted accordingly_ Because of its proximity to Tilbury, the Grays depot of B.R.S., at London Road, West Thurrock, Essex, has special responsibility for ferry traffic.

Sinee the opening of this depot in May, 1959, it has acted as a transit depot for trailers arriving and departing from the Continent. In addition to the 70 trailers just mentioned, a further 50 trailers at the Grays depot are immediately available for ferry work. Additionally, suitable semi-trailers normally used on general B.R.S. haulage can be pressed into service if the occasion demands.

Regarding the size of semi-trailers adopted by B.R.S., for ferry work, Mr. Allum said that there was a restriction on the Continent on both vehicle and load of 8-ft. 2-irt, in width, and 13-ft. in height. Also, whilst 24-volt lighting is in common use here, 12-volt is normal on the Continent. This difficulty has been overcome by the use of transferable lighting boards fitted to the rear of semi-trailers.

In addition to ensuring that agents of the widest experience and standing are appointed to act as partners with B.R.S. in the working of the Continental ferry, it is vital to the success of the whole operation that the strictest attention is paid to paper work. Here again B.R.S. have found it worth their while to entrust much of the responsibility of ensuring that the right documents are in the right place at the right time to Thomas Cook and Son, Ltd.

For those not familiar with Continental haulage, the extent of paper work involved may not be appreciated. The semi-trailer's passport is the carnet and it is essential that all equipment despatched to the Continent is entered on this document. It must include all sheets, ropes, chains and similar tackle as otherwise duty would have to be paid on return to this country, since semi-trailers are considered temporary exports when shipped from Tilbury.

Similarly, a Customs entry must be made for-each load and, usually, at least five copies of each invoice are required for use both in this country and on the Continent.

Whilst large traders or manufacturers may have their own export departments familiar with this documentation. B.R.S. appreciate that this is by no means the case with some coinpanies, who incidentally may be increasingly involved in exporting in the future. The wide coverage given by the many branches of Cooks is of considerable advantage in this respect, especially where a customer may be exporting a load by road for the first time. In such an event, B.R.S. have their own commercial representative available to ensure that the customer is completely informed as to the obtaining and completion of the necessary documents.

For any consignment in excess of £2,000 in value, it is necessary for the customer, i.e., the exporter, to obtain from his local 'bank, the Bank of England Form C.D.3, whilst an export licence may also be required. These documents must be with the agents 48 hours before the sailing so that the Customs entry can be prepared and passed, and invoices sent to the Continent to ensure speedy clearance at Antwerp, Rotterdam and all inland frontier points through which the consignment is to ,pass. The appointed agent on the Continent takes charge of Customs formalities there, which largely concern verification of merchandise sent. There may, however, be exceptions as regards goods being forwarded to exhibitions, in which event an official exhibition agent may become involved. Once on the Continent, it is essential that the loading plan, with correct translation of all the goods involved, should be presented_ at the frontier as otherwise the trailer may be impounded until the ,,,customs authority has been satisfied, which could mean a delay of a week or more.

In addition to customers previously unfamiliar with export documentation having the benefit of B.R.S. experience, Mr. Allum stressed that it was reassuring to customers to be given a specific date for delivery on the Continent. Even with the present alternate day sailings from Tilbury the following timetable, as a random example, from Manchester to Frankfurt is considered normal.

A load could be picked up at a customer's premises on Monday afternoon or Tuesday morning for loading at Tilbury on Wednesday and off-loading at Antwerp on Thursday. It would normally reach the frontier at Aachen the same day and be delivered in Frankfurt on Friday.

Al present, ferries sail from this country to Antwerp on Mondays and Wednesdays and to Rotterdam on Fridays, returning the following day. When the "Done Ferry" (a sister ship of the " Cerdic Ferry ") comes into service early next year daily sailings will be possible. Even so, due to current heavy traffic, a temporary daily service was brought into operation last week by the transfer of the Empire Nordic" from Preston to supplement the "Cerdic Ferry."

Part Lotting When arranging for the conveyance of goods on the Continental ferry, B.R.S. notify the customer as to the manner and route by which they are to be carried. This is of particular importance when part lots may be involved to ensure that no misunderstanding can subsequently arise. Part lotting of traffic for the Continent is developing substantially, with every possibility of a still greater increase should the U.K. become a member of the Common Market. E.R.S. already have an arrangement with their Rotterdam agent for part lots to be re-marshalled there and delivered to their respective Continental destinations.

As an indication of the type of traffic B.R.S. are already carrying by semi-trailer across to the Continent, Mr. Allum instanced machine tools, commercial-vehicle engines and equipment. They also move substantial quantities of rayonand other fibres, paper and textiles. There is a fair business to be done in the conveyance, both outward and return, of stand equipment for fairs such as the European Machine Tool Exhibition opening at Brussels on Sunday, which has provided 70 trailer loads for B.R.S. Other traffic includes hydraulic pit props, food-processing machinery, computers and prefabricated buildings.

The import of flower bulbs from Holland also provides a substantial traffic. With minor fluctuations, due to the effect of weather on the lifting of bulbs, the peak period for this traffic is July and August, and again in October and November. }I.R.S. also import from Holland a variety of wood products, whilst flaxboard is brought in from Belgium. Substantial quantities of machinery are imported from Germany, 35 loads arriving in the week ended August 12.

As an example of the more exceptional type of job B.R.S. sometimes undertake for consignment via the Continental ferry, was the movement of a flight simulator, valued at £250,000, from Crawley, Sussex, to Rome. On another occasion, radio-active equipment was loaded at Slough at 10 a.m. one Wednesday morning and delivered 31 hours later at Cologne University. Only long experience of all parties handling such traffic backed by the existence of a network of teleprinter services can ensure such standards of movement.

Much of their total traffic is understandably bound for Belgium and Holland, the main stamping ground being the hinterland of about 250-miles radius from the two ports of Antwerp and Rotterdam. Nevertheless, consignments have been sent from time to time to points both west and east of the Iron Curtain including Moscow, Budapest. Posnam and Zagreb.

When making delivery to such points, it is often vital for the British exporter to have a firm promise from the transport agency as to when the goods would be delivered and—more important still—to have every confidence that such a promise would be fulfilled. This is because it is common practice for Continental customers to include penalty clauses in agreements of purchase to operate in the event of late delivery. Both as regards the time taken to produce the goods after an order has been received, and the subsequent transit time, Mr. Allum considered that this is an aspect to which manufacturers and traders in this country would have to give considerably more attention than they have done in the past if they are to compete on equal terms with their opposite numbers on the Continent.

Better Service With the coming into operation of the daily ferry service, coupled with the close association with their large and experienced agents on the Continent, an even more comprehensive service for a substantial quantity and range of goods would be available to exporters in this country by the Continental Ferry Service operated by British Road Services.

As an indication of the growth of this service, there have been 1,064 trailer movements up to August 12 this year, compared with 1,368 for the whole of 1960. And these figures concern only general haulage. Substantial Continental ferry traffic is also handled by the removal, heavy haulage and tanker sections of the Pickfords division of B.R.S.

Normally, August is a comparatively slack month relative to industrial production and transport requirements, but the four-week period ending August 4 has proved the busiest period so far this year'. In fact, it has been the experience of B.R.S. in the operation of their Continental ferry service that what MIC.3 considered to be a peak period one year has become the average the following year.

One of the overall problems likely to confront the transport operator, should the U.K. become a member of the Common Market, is the balance that is likely to exist as between imports and exports. Basically, if this country is to import substantial quantities of raw materials—traditionally by sea—and export manufactured goods. it will at first sight seem that the road transport operator might be faced with an unbalance of traffic. Commenting on this aspect. Mr. Allum said that whilst exports do account for the major proportion of their Continental ferry traffic they are nevertheless moving a substantial quantity of imports. As an example, up to August 12 this year. trailer movements totalled—exports 601. and imports 463.

Increased Exports It is largely a matter of speculation as to what the effect will be on the Continental Ferry Service should the U.K. enter the Common Market. It does. however. seem a fair assumption that those manufacturers already acquainted with the difficulties to be overcome in selling and distributing on the Continent, will be the first to increase their traffics. In that event machine tool and paper manufacturers should soon increase their exports.

Whilst the ultimate removal of trade barriers might make it possible for commercial-vehicle manufacturers in this country to export complete vehicles to the Continent. instead of in broken-down sections as at present. this

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development may not necessarily take place. The present arrangement of reassembling vehicles on the Continent already provides a centre for a comprehensive servicing and maintenance system which would have to be provided in any event. There is also the psychological advantage, relative to sales, by the existence of a reassembly plant in the country it serves.

Mr. Allum then showed me the nerve centre of the Continental Ferry Services Branch of B.R.S., in City Road. The first prominent feature which attracts the visitor's eye when entering the control room is the Trailer Availability Charting Board. This has been devised by B.R.S. and ingeniously portrays the inter-connection of the several countries involved in the Continental Ferry Service. First, provision is made to denote the location of trailers throughout the divisions of the B.R.S. organization in Great Britain and their subsequent arrival at the parent depot of the Branch, namely Grays, Essex. There is then a section on the board to show trailer movements on the actual ferry crossing.

This section on the board has direct connection with Belgium and Holland, served by the appropriate ports of Antwerp and Rotterdam. West Germany provides the connecting link between Belgium and Holland and the bordering countries of Switzerland, Austria and those within the Iron Curtain.

The information on which the positions on this indicator board are kept up to date is obtained by the internal teleprinter, from their main agents in Antwerp, Rotterdam and Cologne. Incidentally, it is the policy when operating the Continental Ferry Service for B.R.S. to have direct control on all west-bound traffic and for their agents on the Continent to be similarly responsible for goods moving eastwards.

Significance of Colours Each area on the indicator board is bounded by an appropriate colour, thus Great Britain green, the Netherlands grey. Belgium yellow, Germany blue and countries behind the Iron Curtain red. Countries such as France which can be reached by the present continental ferry service only through Belgium (yellow) are given an associated colour, in this case ochre. Similarly Austria which is served through Germany (blue) is denoted by light blue.

These colourings have more than diagrammatic significance. To facilitate many of the complex movements which are involved in controlling this Continental traffic, order forms are printed in the same colours as those used on the indicator board. Whether or not the originating instructions for a Continental consignment are received by a local B.R.S. office, acting as agent, or direct to London, all orders are made out at the City Road office.

When the order is from a new customer, or cqncems a new type of traffic, a quotation will be given by City Road verbally, with subsequent written confirmation. If accepted, the order form is then made out with a minimum of five copies. These are sent to the depot responsible for collection, the accounts department, Grays depot and the several agents who may be involved in any particular consignment. On occasion, 12 copies of the order form may be necessary.

Concurrently with the issue of the order. Cooks are notified so that they can arrange for Customs clearance and shipping space and confirm that the appropriate trailer carnets are held on behalf of B.R.S. In general terms the division of responsibility is for Cooks to handle all arrangements relative to documentation, Grays depot to deal with the actual trailer movements on to the ferry, and for City Road to have overall control to ensure that all parties involved are kept fully informed.