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kings are back

13th August 1965, Page 77
13th August 1965
Page 77
Page 78
Page 77, 13th August 1965 — kings are back
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Which of the following most accurately describes the problem?

le to draw on a vast fund of indinavian ferry experience, where I-through vessels were introduced Fore the war, Thoresen Car Ferries er some unique facilities to ntinental operators

( NORMAN H. TILSLEY

ies were concerned. This meant the negotiation of the gested A13 (to Tilbury), A2 (to Dover) and the often ic-choked A23 Brighton road to Newhaven.

eading the list of advantages which Thoresen Ferries ,tioned in publicity handouts when they started their ice was the fact that Southampton " is ideally situated in the centre of southern England and is easily accessible from south-west England, south east England, the London area, Wales, the Midlands and northwest and north-east England ". This is so, of course, and with the exception of peak summertime week-ends, the A30. A3I and A33 approach roads to the port are comparatively free of congestion. Equally, on the other side of the Channel, both Cherbourg and Le Havre open up a considerable part of Europe—France, Spain, Portugal, Italy and Switzerland by uncongested roads. Le Havre, too, is only 130 miles from Paris, an important factor of which many road users (motorists and goods-vehicle operators alike) a re not aware.

Mr. Otto ThoresemfOunder of the line which hears his name.

Take over from Rail Thoresen Ferries virtually took over this portion of the English Channel routes to the Continent from British Railways: indeed, in the case of Le Havre the Railways, I gather, not only suggested the take-over but delayed withdrawal of their services until the company's second ferry—Viking II was ready for service. The founder of the company, Mr, Otto Thoresen, whose family are connected with shipping, felt that after looking at existing ferries operating to the Continent there was a need for vehicle ferries built to Scandinavian standards. He interested a group of Norwegian shipowners and brokers: a survey was commissioned which eventually led to the formation of Thoresen Car Ferries Ltd.. of which Mr. Thoresen is a leading member of the board. . Operations began in May, 1964, but during the first summer season—the natural "teething trouble " period— only rigid commercial vehicles and passenger coaches were accepted. To use the words of the company's freight sales manager, Mr. John S. Probert, "Prudence suggested that we should not take trailers during the first three months and we deliberately limited the service to driven vehicles only ". But with the first season safely and successfully behind them and with the aid of one (they now have two) Douglas Tugmasters for shunting purposes, Thoresen Ferries began handling freight proper, accepting "anything on wheels ", including new cars, and caravans for export for which contracts had been negotiated with certain well-known vehicle manufacturers.

Thoresen Ferries occupy office premises in Canute Road. previously occupied by British Railways, only a stone's throw away from the giant Ocean Terminal used by the Cunard "Queens ". The Viking terminal—which is leased from the British Transport Docks Board—has been planned with meticulous attention to detail. Traffic follows a oneway route by signs to the check point, there to be directed to Immigration Control and Customs, which is conducted under cover utilizing a one-time BR goods transit shed. Full TIR facilities are available under cover. Vehicles then pass on to a waiting park, from where they drive on to the ship by a 130-ft. link-span hinged bridge.

As well as the large covered facilities available, an open compound is provided for the parking of vehicles awaiting onward passage.

Co-operation from authorities Realizing the importance of the business that Thoresen Ferries has brought to the port, the authorities at Southampton have co-operated in every way to speed he onward movement of vehicles from the ferries. Various proposals which have been made for local hauliers handling groupage traffic in semi-trailers or transatlantic containers to be cleared outside the port gates are now receiving sympathetic study by the local Chamber of Commerce, Southampton Corporation and the port authorities.

Because of the urgency of moving traffic from the terminal, great efforts have been made by the company to have groupage traffic T1R Customs cleared at centres nearer to the eventual destination. In May, Customs officials granted a concession to Davies Turner and Co. Ltd., the London shipping and forwarding agents specializing in international road haulage. This company, which operates a joint service with French haulier J. Lion, of Paris, via the Thoresen ferry, is now allowed to bring Customs bond loaded trailers for clearance in central London. As reported in The Commercial Motor, June II, similar Tilt clearance concessions are to be allowed at several prqvincial airports, and Itinly last month Thoresen Ferries were able to report that another of their customers

—Geofirey. E. Macpherson Ltd., who deal in textiles—are B36 being allowed to clear their vehicles at Castle Doningion (near Nottingham) airport.

Recently The Commercial Motor's staff photographer, Dick Ross. was invited to accompany to Paris two vehicles belonging to Cawthorn and Sinclair Ltd., of Birtley, Co. Durham, which regularly cross to the Continent via the Thoresen service. I .oaded with delicate television tubes, the vehicles arrived at Southampton at 9 p.m. one Sunday. One hour later they were driven aboard " Viking 1", which sailed for. Le Havre at 10.30 p.m.

Commenting on drivers' facilities, Ross reported: "Comfortable four-berth cabins are always reserved for their use. Toilet facilities are exceptionally good, with showers and electric razor sockets by the side of each wash basin. No distinction is made between kthe heavy vehicle driver and the other passengers aboard. Meal vouchers for use in the cafeteria are supplied with the driver's passenger ticket to help offset the cost of meals aboard ship."

Regarding food, Ross believed that the drivers on the whole seemed to be satisfied, although he said that lunch, on the return journey, was a little disappointing, with " rather small quantities from a driver's angle "!

At Le Havre disembarkation took place at 6.20 a.m., but because no advance arrangements had been made with an agent it was 10 a.m. before the vehicles were able to continue, owing to entry formalities and so on. (Ross was told by the driver of another British vehicle taking passage that by telexing details of the load in advance, 45 minutes was his usual waiting time.) Thc company's agent at Le Havre, a Miss Rawlings, is extremely helpful speeding vehicles through the procedure, given the appropriate information in advance.

The Cawthorn and Sinclair vehicles eventually arrived at the Gennevilliers T1R clearance depot in Paris at 4 p.m. and two hours later were at liberty to carry on to their destinations.

Such then is the progress of Thoresen Ferries. Fifteen months after starting, three LI m.-plus luxury ferries are in constant operation providing a floating bridge to Europe. Under the local control of Mr. Knut Dybwad—the 36-yearold Norwegian general manager of the company—freight movements are increasing week by week—to the benefit of the country as a whole and Continental road operators in particular.


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