lench trouble over new UK weights?
Page 13
If you've noticed an error in this article please click here to report it so we can fix it.
R FROM BEING a step lords harmonisation, the new tish weight limits coming o force next month are likely cause French international Jliers even more problems, ites REG DAWSON.
This became clear during the ;eting in Paris at the end of t month of the Road Haulage sociation's international funcnal group.
fhe discussion following RHA ;hnical officer Mike Kneen's per on the new legislation wered all the usual problems for example, how to fit sideards on to a low-loader.
lut when the members moved to the international applican of these regulations further ficulties came to light. One )mber said that during several is driving round France bee the meeting he had seen w French tri-axle semililers with axle spacings nforming to the new British N. He wondered whether .inch hauliers would realise s when taking advantage of 3 increase to 38 tonnes gross d if not, whether they would prohibited in weight checks at 3 ports.
:laude Fahri, general secrey of the French international ulage association AFTRI, said )t the Department of Transii had officially notified them the new limits, and full details d been passed on to his memrs.
No particular emphasis had ;en placed on axle spacings.
understood that only 40 per nt of French-manufactured tri:le trailers had 1.35m axle lacings, so there could well be -oblems. It depended on hether there would be any flexility in the enforcement.
Some members feared that is might lead to a French back5h against British hauliers' .hicles in France, and views ere sought on whether the -IA and AFTRI should make a int approach to the British ithorities, asking for some lerance on axle spacings, at ast until there had been time for re-equipment. There was little support for this idea, one member saying that domestic hauliers would not accept it.
Another member asked whether British vehicles with appropriate design weights, loading in ro/ro ports, would be allowed to take advantage of the French law permitting 38 tonnes on four axles.
RHA senior executive officer Bob Duffy said that the French Government maintained that the various conventions on international circulation only applied to vehicles which conformed with the law in the country of registration. British legal opinion on the topic was indecisive.
Moreover, there was the taxable aspect. The bilateral agreements which gave reciprocal exemption from taxation did so on the assumption that proper tax levels had been paid in the country of registration. This could not apply to 38 tonnes on four British axles. The problem had so far only erupted spasmodially, but was obviously a continuing potential danger if relationships deteriorated.
The exemption of foreign vehicles from the sideguard re quirement also attracted comment, most of it unfavourable.
Mr Fahri was obviously dismayed when Mr Kneen confirmed that the gross weight for drawbar outfits remained at 32.5 tonnes. Some members feared that the relatively greater French use of this type of vehicle might make the standstill seem discriminatory, and perhaps contribute to a backlash.
Ferry company representatives Ken Deacon (Townsend Thoresen) and Laurence Strover (Truckline) both said there should be no problems at their ports in coping with the increased amount of unloading which seemed likely to arise.
They also said that increased weights would cause no problems for their own ships.