Continental Operation
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T.R.T.A. Assistant Secretary Summarizes Problems Facing C-licensees Pt into Europe
pRACTICAL advice on problems likely to confront ancillary operators inaugurating Continental deliveries by road was given by Mr. G. Turvey, assistant secretary of the Traders Road Transport Association, last week. He was speaking at a well-attended meeting organized by the Eastern Area of the T.R.T.A. held at Seven Kings, Essex. Introducing Mr. Turvey, the chairman, Mr. H. J. Cavanagh, said that it was indicative of the growing importance of this topic that this should be the first occasion on which it was chosen as a subject for such a meeting. It was appropriate that it was held in the Eastern Area which itself provided the doorstep for several cross-Channel services.
The many factors which had to be considered before a C-licence operator undertook to deliver on the Continent, Mr. Turvey said, could be conveniently divided into two groups. The first group was concerned with action which had to be taken before the service was commenced, whilst the second group was related to problems which could arise when the vehicle was en route to its destination.
Whilst the private motorist was, in general, aflowsed to drive on the Continent without obtaining prior permission after passing through the Customs examination, this did not apply to the goods vehicle operator who must be in possession of the appropriate country's permission.
Advance Permission For this purpose a letter of authority was necessary in the majority of countries although there were some exceptions such as Austria, Holland and Switzerland. . The request for permission to operate should be sent off a fortnight or so before the journey was due to commence. Full details should then be given of the vehicle, the goods to be carried, routes to be followed, dates of entry and exit and any other prominent facts. In the majority of cases no difficulty arises and the letter of authority should be received within a few days. Mr. Turvey added, however, that it must be admitted that some difficulties were being experienced when endeavouring to obtain permission to operate in France recently.
Another factor which obviously must be considered before the journey, commences is the often difficult subject of Customs regulations. For the C-licence operator these fall into two categories, namely the vehicle and the goods carried. A carnet de passage or triptique must still be obtained to cover the vehicle itself whilst travelling through the various countries.
The goods carried will be subject to normal Customs examination and requirements as if shipped by any other means. There are, however, special facilities available for goods carried in the vehicle, designed to eliminate repeated Customs examination throughout a journey, and Mr. Turvey referred to two such facilities, namely the T.I.R. and E.C.S. carnets.
For Customs Clearance The T.I.R. carnet involves vehicle inspection by a Ministry of Transport examiner and is valid for two years, the fee being £5 5s. Details of the vehicle are entered on the cover whilst comprehensive information concerning the goods carried is shown inside. At subsequent Customs checks, clearance is readily given if the details shown on the carnet tally with the goods carried. Otherwise the vehicle could be liable for full Customs examination and, in addition, the operator might have to pay bond. The carnet costs £1 or £1 5s., according to the number of countries visited, whilst the " TIR " plates which are fitted to the vehicle cost £1 10s. A vehicle so equipped might then complete a journey through, say, four or five countries without having to undergo thorough examination. Mr. Turvey added that the T.R.T.A., along with the R.H.A., were the only authorized issuing authorities for the T.I.R. carnet in this country.
The E.C.S. carnet, which can be issued by local Chambers of Commerce, is of particular advantage to commercial travellers and exhibitors. It facilitates movement of exhibition equipment when the goods concerned will be returned to the United Kingdom in the same form as they were exported.
Regarding insurance, third party cover for the vehicle is compulsory in the majority of Continental countries, as in the United Kingdom. Normally no difficulty arises in this respect and usually the operator's own insurers are able to arrange issue of an international certificate of insurance, commonly known as the Green C,arcf.
Drivers' Documentation Another preliminary arrangement concerns driving licences. Although not essential in all cases, if the proposed journeys necessitate passing through, or visiting several countries, it is probable that the driver will require an international driving licence. This was formerly compulsory in the majority of Continental countries, although several now acknowledge the British licence.
An additional and wise precaution is for the operator to provide the driver with a letter written on the company's notepaper authorizing his possession of the vehicle, preferably with two copies in, say, French and one in English.
It is also advisable to arrange for the driver to carry as much documentation
relating to himself, his vehicle a goods carried as is practicable. V not generally required, although slavia is an exception, and work are only required if a prolonged involved.
The appropriate Construction a regulations of the Continental cc are of prime importance. Whilst .a general overriding .similarit) corresponding regulations in this c there are differences in detail. Nt maximum vehicle width allowed Continent is in the region of 2.5 MI approximately 8+ ft. Similarly tl erally accepted length limit fo vehicles is 12 metres (39 ft.) and 14 (45 ft.) for articulated vehicles.
In contrast to these relative adva the United Kingdom operator m; inconvenienced in some Con( countries by the restriction plat overall height of around 4 met In ft. An unusual feature to some countries such as Switzerlai Norway is that weight, length and limits may vary according to the c road.
Fully Maintained Vehicles Other Construction and Use r ments affecting Continental operati similar to those in this country. headlights are common practic flashing indicators (not semap stop-lights and illuminated numbet are compulsory in most countrit France and Belgium the police a: ticularly insistent upon full maint of all parts and are not too persuaded to accept excuses for ligl example, that do not work. in a. to the carriage of the necessan plate, some countries require this Taxation Variations Regarding road taxes, whilst lions are generally given to tourists do not normally apply to the op; of goods vehicles. Of the two 1 types of road tax levied one couli vehicle tax similar to licence duty country, which is met by purchasi cards at the point of entry. This of the several instances where the of employing agents on the Conti; emphasized, as otherwise the drive self has to be provided with the re funds.
Alternatively, in a few countries ; mercial tax only is levied, based o the value of the goods carried ai distance travelled. For examr Western Germany a vehicle tax of per day is payable and, in addition is a transport tax of 0.75 DM per I toil carried. In Spain a simih based on distance travelled is leN addition to the normal vehicle tax. gulations concerning drivers' hours -ecords are not enforced on the Cont at present but if proposed restric
on drivers' hours are introduced may prove more stringent than in country. Concurrently a standard of driver's record is under discus Speeds and Restrictions red limits vary from country to try and, as a rough average, goods :les are permitted to travel at 60/70 It. (37/43 m.p.h.). In built-up areas tverage limit is around 50 km.p.h, n.p.h.) although in some countries,
as Norway, a lower limit of 40 .h. (25 m.p.h.) applies.
affie regulations restricting the operaof goods vehicles are enforced in
Continental countries which do not 7 in the United Kingdom. In Paris, mample, vehicles over 500 kg. are dden even to travel, let alone stop ad or unload, on most of the main Is in the centre of the city between
and 2 p.m., or occasionally 5 p.m., II working days.
Italy goods vehicles over 5 tons gross it cannot travel on Sundays. and c holidays, whilst those under that it must be off the roads by 2 p.m. arly, in Western Germany roads are d to commercial vehicles from noon aturdays to midnight on Sundays.
Road Signs
e majority of Continental countries he standard road signs as established the International Convention in !va. in 1949, and it is an advantage drivers to he acquainted with the
underlying principles. Rectangular provide information, triangular denote danger and circular signs definite instructions, for example, Aray streets or speed limits.
or to Mr. Turvey's address, members been shown the British Transport Ferry Load," which was introduced 4r. R. G. Clarke, assistant freight iger of the Transport Ferry Service. colour film of 33 minutes' duration members an excellent impression of whole sequence of operations ved in providing a thorough Contal delivery by road.