AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

RIDING THE RAILS

24th October 1996
Page 54
Page 55
Page 54, 24th October 1996 — RIDING THE RAILS
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

The maximum lengths of swap bodies are: Class-A, 13.6m; Class-C, up to 7.82m. The overall length of a vehicle with a 13.6m swap body is 16.5m; the overall length of a drawbar combination will be increased from 18.35m overall to 18.75m. This will allow 7.82m bodies without recourse to an expandable coupling.

On the railways the maximum height of a swap body within the UK is 2.77m, but on the Continent and on designated routes taller equipment is allowed.

The UK height limit is 4.2m. However, when using a 2,77m-high swap body it is advisable to specifytractor and trailer equipment that will conform to the 4m continental height limit, even with a 2.77m body. The maximum gross weight for trucks using a rail connection as part of the journey in the UK is 44 tonnes.

There are also various Construction & Use regulations to be considered when buying equipment to operate at the higher weight levels.

0 ne haulier approached a major multi-national manufacturer to explain the benefits of an intermodal system. As a result he won several million-pound distribution contracts.

Although the company had previously used combined transport on the Continent, the Channel Tunnel offered new opportunities.

The products, mainly non and mildly hazardous consignments, were shipped on up to 40 containers a week From Germany to the UK. Some of the consignments were also shipped in by road. The haulier explained the possibility of using the new 44-tonne regulation for shipments via a railport.

'We were very sceptical at first," says a company spokesman. "The idea was excellent but we really did not believe the shipments of our products would be satisfactory using the intermodal operation and the railways in particular. Since using the system we have achieved marvellous results—our stock holding was reduced by almost £250,000 due to the reliable delivery times.

"For example," he adds, "utilisation of equipment achieved 76% of available loading space. Using the 13.6m swap body and the 44-tonne regulation this has increased to a 96% utilisation of space. The route cost savings are important. Previously shipments of 22 tonnes were normal, but now we ship 25 to 27 tonnes and the cost per tonne has reduced. The transport company which approached us was so convincing with intermodal that we gave it an opportunity to quote for our third-party business as well. It won the contract." Have you considered intermodal operations? If your major clients are exporters who need to move goods throughout the EU and beyond the move might make good sense.

Former Eastern Bloc countries, for example, are demanding more and more consumer goods but exports from those countries are slow to increase. At the same time the EU is demanding tighter controls on operators and is encouraging the use of intermodal techniques.

Major operators are merging or acquiring other companies in an attempt to fulfil client requirements, but on an international scale this can be fraught with difficulties. The relationships that build up between client and haulier can extend from the managing director to the operators on the shop floor who make it work. Achieving that level of

co-operation with a warehouse operator in Warsaw if your vehicle breaks down could present problems.

A multimodal approach could be one solution. The loading and unloading sections of the operation would remain under the control of native speakers who, in most instances, will know the consignor or consignee personally.

The line-haul railway sections demand a capable, multi-lingual team of professional operators such as CTL and Unilog: these companies' UK operations are in constant contact with their colleagues in other countries.

However, the concept of intermodal operations has become tarnished with railway jargon and previous history. It is well known within the UK inter-modal fraternity that "old British railwaymen never die, they end up as marketing or operations directors in the privatised industry".

In fact intermodal operations—if correctly operated, controlled and marketed—could be a growth area for the transport industry In the past it also solved many of the operational problems operators are facing today.

Very few manufacturers understand intermodal operations; not because they are reluctant to do so but because their transport supplier is incapable of selling them the concept.

If you feel that inter or multimodal transport would be of benefit to your clients take the trouble to show him the benefits and prove the system works. He would be unwise not to heed your advice and offer train consignments.

Tags

Organisations: European Union
Locations: Warsaw

comments powered by Disqus