GOODS VEHICLE OPERATION IN EUROPE
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IN this fourth and final article I want to cover the various Continental Construction and Use Regulations so far as they affect visiting goods vehicles; some traffic and routeing problems which might be encountered and, finally, have a brief look at Continental speed limits.
Although the maximum permitted dimensions for goods vehicles vary considerably from country to country, and although such regulations are often subject to frequent variation (two Continental countries have revised their regulations within the past two months) U.K. operators visiting the Continent should, normally, experience very few difficulties on this score. U.K. limits are in nearly all instances set at a lower level than those adopted in the rest of Europe. For example, the maximum permitted length of a rigid two-axle vehicle in the U.K. is 9.14 metres, or 30 ft., whereas in all other Western European countries the limit lies between 10 metres or 32.8 ft., and 12 metres or 39.4 ft.
When articulated vehicles are being considered, the variation in maximum permitted lengths between this country and the rest of Europe is even more apparent. Against our limit or 10.65 metres, or 35 ft., the Continental regulations, at least so far as Western Europe is concerned, range, in all but one instance, between 14 and 15 metres-45.9 or 49.2 ft., respectively. The pattern is repeated, although to a lesser degree, when maximum permitted vehicle widths are considered, for against our limit of 2.44 metres (8 ft.) the generally adopted Continental limit is 2.5 metres or 8 ft. 21 in. A particularly important 2+ in. I might say in the eyes of Continental operators wishing to come to the U.K.
However, in this instance`there are exceptions to the rule as three Western European countries, Norway, Switzerland and Portugal, have width limits which in certain circumstances are set lower than the normally adopted 2.5 metres, and in the case of Norway and Switzerland lower than our own 2.44 metres. In Norway the limit is set at 2.35 Metres, although special permission must be obtained before one can operate vehicles exceeding 2.2 metres. In Switzerland a maximum of 2.5 metres is only allowed on the major roads. In all other instances an overall limit of 2.3 metres (7.5 ft.) is enforced.
But whereas we in the U.K. know of no official limitation to the total permissible height of vehicle and load (other than that a vehicle must never be used or loaded in a dangerous manner), the majority of authorities on the Continent do lay down fixed limits. Again, these vary from country to country, ranging from 3.6 metres (11.8 ft.) in Denmark to 4.4 metres (14.4 ft.) in Spain. By far the most popular limit, enforced by at least six Western European countries is 4 metres (13.1 ft.). France, Norway and Sweden follow our pattern and lay down no specific restrictions.
It is impossible to give ad accurate report on the maximum vehicle weights permitted on the Continent within the scope of a general coverage of the subject as I am present
c22 ing here. The reason is that not only do the limits vary from country to country, but they vary also from vehicle to vehicle. Consequently, in studying the subject in detail, one is presented with a most detailed chart and to be absolutely sure as to the accuracy of any advice given one would certainly want to know full details of the type of vehicle to be used and the countries to be visited. Having sounded this cautious note, however, I can say that a U.K. operator using a normal rigid vehicle need, in the majority of cases, have nothing to fear. For here again our limits are well down the "European Scale." For example, the maximum permitted weight per single axle in this country is 9.15 metric tons, as opposed to a widely adopted scale in
This is the last of a series of articles, previ By G.. Turvey, A.C.I.S., Assistant Se
Europe of between 10 and 13 metric tons. There are, however, exceptions to this latter rule in the mountainous Scandinavian countries (in Norway the limit can be as low as 2 metric tons) and also in certain other territories, such as Greece and Turkey. Finally, though, I must repeat that whereas the majority of U.K. operators will find that they can comply with all the Continental requirements, the permissible gross weight factor is certainly a topic which should be studied carefully in the early stages of preparation.
Operators visiting the Continent are not obliged to make any alteration to the lighting systems of their vehicles, although certain modifications are advisable, if only in the interests of courtesy. In particular, one should use amber head-lamp bulbs, or alternatively cover the head-lamps with a yellow disc or lacquer. And so far as is necessary dipping systems should be altered to take account of the right-hand side rule of the road. Finally, whilst on this subject, one word of warning. Many Continental laws call for two headlights both of which must be illuminated at night, whether dipped or otherwise. Single dipping systems are out
Fittings and Modifications
A G.B. plate must be fitted at the rear of the vehicle and it is advisable to place it in such a position that it will be illuminated at night by the rear number plate lamp.
Other modifications and extras for the vehicle are ofteg considered to be worth while by experienced Continental travellers, particularly in the form of drivers' aids. In this connection an examination of ways of improving and ensuring adequate rear vision in view of the right-hand rule of the road will always be useful. A resiting of mirrors, or the addition of extra mirrors, might be considered.
Readers will perhaps have come to the conclusion by now that goods vehicle operation on the Continent can be a tricky business. This perhaps is true to a certain extent, but really there are no problems which cannot be overcome vith a little planning and forethought. This is particularly tighlighted, feel, when one considers the various points vhich must be taken into account when arranging the timeable for the journey.
In the first place, the movement of goods vehicles is not allowed on Sundays in West Germany, Austria, Switzerland and Italy, and in the case of Austria the prohibition extends o Saturday afternoons. Furthermore, goods vehicles cantot use the auto-routes in France at-week-ends, on public aolidays and on the days immediately preceding public aolidays, although full movement of goods vehicles at such imes is allowed on all other roads. Holland, too, imposes veek-end and holiday period restrictions on goods vehicle novernents, but at the moment, at least, special exemptions o the rule are granted, including one which allows for the :irculation of visiting vehicles. Finally, in Switzerland, in addition to the Sunday ban, goods vehicles are not allowed :o circulate from April 1 to October 31 between 11 p.m. and 4 a.m. and from November 1 to March 31 between 10 p.m. and 5 a.m., and it is understood that these restric.ions may be extended by one hour as and from January af next year.
This question of week-end restrictions is one which will aced most careful scrutiny, for certainly they appear to be m the increase on the Continent and, as we in the U.K. iraw closer to Europe, so will the reflection and influence af Continental policy become more and more apparent. A langerous. pointer to possible future policy was contained
n a recent letter which the West German Ministry of
o published on May 18 and 25 and June 15. Road Transport Association.
Transport put to the German road transport associations. `.... Does the tendency towards a five-day week justify the ntension of the period during which heavy lorry traffic is prohibited on Sundays without affecting the interests of the users of industry? " The resounding negative answer an that occasion appears to have been accepted, but the question is sure to appear again and not only in West Germany!
However, to return to my main theme.
Customs offices at border crossing points are not, apart from certain isolated exceptions, open for 24 hours a day and, indeed, in many instances "normal office hours only " is often the rule. If lengthy and costly delays are to be avoided this point should be borne in mind. Also, the cornialete closure during the winter months of some remote and mountainous roads is quite common-place, and, indeed, the whole question of routeing is one which needs careful con.iideration. Finally, of course, one has to plan one's timetables with the ferry sailing times (for the return journey Especially) well in mind. An obvious statement in itself, I agree, but when sailing and docking times are linked to road distances still to be travelled the problem can give rise to certain complications, Let me give an example: An operator recently sought the advice of the T.R.T.A, on a time-table which incorporated the following data:—
Thursday . . 11 a.m.-8 p.m. • French customer's factory to Dunkirk.
8 p.m.-2 a.m. Customs: short rest period at Dunkirk.
Friday . . 2.25 a.m.-6.05 am.. • Dunkirk-Dover. 6.05 a.m.-7.05 a.m. . . U.K. Customs.
It was then intended that the driver should start straight away for his U.K. base, a two-hour journey from Dover, but checking back on the driver's Thursday/Friday timetable we find that he has not had an opportunity to comply with the stat utory rest period regulations in this country.
Hence, although only a matter of a two-hour journey from Dover to base on the Friday morning, the journey was not permissible from a drivers' hours point of view. Now the company's time-table has had to be amended to provide for an overnight Thursday/Friday stop at Dunkirk and the lunch-time ferry is used.
The U.K. two-tier speed limit restriction system (incorporating both road and vehicle limits) is generally enforced on the Continent. The actual limits vary, of course, from country to country, but, subject to many exceptions, it is usually found that the limit in built-up areas is in the region of 50 km/h (31 m.p.h.) and on the open roads, for goods vehicles, in the range of 60-80 km/h or 371 m.p.h. and 49 m.p.h. respectively. Such limits, particularly in the built-up areas, are invariably well sign-posted and a careful driver should not experience much difficulty on this account. Here again, though, operators would always be well advised to check the relevant regulations in the course of the preparations for the journey, especially if a trailer is to be towed or if the journey is to take place in the summer holiday periods when many temporary speed limit restrictions are enforced (in France, for instance).
A chart giving the speed limits for goods vehicles in a cross-section of countries is given below:— In this series of articles I have tried to give a picture of the various points which should be taken into account when planning the movement of goods vehicles to and through the Continent. In so doing I hope that I have been able to shed a little light on the problems, advantages and disadvantages of such operations and thatimy comments will be of value to operators and transport managers with the important task of arranging the most effective and suitable transport for our essential exports to the ever-increasing Continental markets.
The .position has been reviewed from a practical viewpoint, covering it as circumstances stand at the moment. How long it will be before the procedures I have covered become out of date or no longer necessary—possibly as aresult of the introduction of a European or E.E.C. common transport policy in which the U.K. will be involved—it is impossible to say. One can be sure, however, that the importance of Continental operation, either within a Common Market or otherwise, will increase, and in this connection the next two years or so are likely to be as momentous as any encountered.