Continental Coaching ? Noel Miller says.
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TAKE THE P NGE
CONTINENTAL COACH tours should hold no terrors for operators who have been asked, by clients, to take parties to Europe.
But I often receive letters from operators who are obviously apprehensive about going abroad. So, I have decided to outline the basic requirements for operation of Continental tours.
The two conditions for successful cross-Channel tours are that they must be undertaken in well-maintained vehicles and, of course, that the price must be right.
Under EEC regulations, there are six different types of occasional Continental opera tion open to British operators.
These are: Service A, closed-door tours; Service B, outward laden, return unladen services; Service Cl, arrival unladen in order to take up, in the same place, passengers constituting a group formed under a contract made s provided in Article 5 (z) (a) of Regulatior No. 117/66/EEC, before theil arrival in the country where they are to be taken; Service C2, arrival unladen in order to take up, in the same place, passengers who, by means of a journey made outward laden/return unladen, have previously been brought by the carrier into the country where they are to be taken up. Such passengers must be carried out of that country again; Service C3, arrival unladen in order to take up, in the same place, passengers who have been invited to travel to another member State, the cost of the transport being borne by the person issuing the invitation. Such passengers must constitute a group which must not have been formed solely with a view to undertaking that particular journey; Service D, all other services. The nature of the service must be clearly indicated. This requires a transport authorisation from the countries involved.
Carnet All coaches operating on the Continent have to carry a carnet (passenger waybill) listing the names of the passengers, the type of service, the destination, the stages of journey day-by-day, points of entry to EEC member States, the seating capacity, registration number and make of vehicles, the driver's name and the operator's name and address.
In addition, other docu •sexare required for certain 113.....-110,__
journeys, mainly in categories C1, C2, C3.
Unlike road haulage, a form of cabotage is permitted in European passenger operation. Passengers may be picked up with an unladen coach from a member State and transported between states. These journeys come into the C service categories, but certain documentation is essential.
In the case of a Cl service, where the movement is made under contract in accordance with Article 5, the operator must make a signed declaration on the waybill stating that the group of passengers has to be picked up under contract. The contract must have been made, with them, before arrival at the pick-up point.
This effectively eliminates any poaching or casual backloading. Imagine the chaos in Europe's tourist centres if drivers could tout return business at hotel foyers once they had dropped their outward passengers.
Evidence
Where the service is in category C2, the driver must carry evidence of his outward journey and, for this purpose, his previous waybill will suffice. A category C3 journey has to be supported by a photostat of the letter from the person who issued the invitation to the group. If coaches have tachographs fitted and they are not in use, the drivers will almost certainly, be challenged, sooner or later, in Europe. Drivers whose coaches are fitted with tachographs should carry a letter from their area Traffic Commissioners explaining why they are not in use. All coaches registered after January 1, 1976 are fitted with tachographs. But calibration stations were only set up in Britain after August 1 and operators have not yet been able to have their instruments sealed officially. A letter to this effect will help, in some cases, in the meantime.
In Germany, however, this excuse is not always accepted — it might be said it is seldom accepted and a number of operators have recently been fined for this reason.
Coaches registered before January 1 have to carry an EEC-type driver's logbook. Care has to be taken, therefore, when preparing itineraries, that EEC drivers' hours regulations can be complied with.
Triangle It is advisable, and obligatory in some countries, for coaches to carry a reflective triangle for use in emergency. The rule here is: always carry it, always use it.
An insurance green card, valid for countries to be visited, has to be carried. Most insurance companies make a charge for this.
It is often more suitable to be able to call on the services of another operator when in trouble in Europe and this is possible. Members of the Confederation of British Passenger Transport (CPT) benefit from the Ami I-P scheme. This is organised and supervised, internationally, from IRU headquarters in Geneva and, in Britain, by CPT. Cardholders can either be assisting members or benefiting members.
The assisting members pay nothing but are available to assist coach operators visiting Britain from Europe. The benefitting members receive assistance when abroad.
A card costs £5 and members can have as many cards as they wish. Each card entitles the holder to services to the value of £200.
In this context, services mean towing, repairs, replacement coaches or alternative transport. So strictly controlled is membership of CPT that the cards are now worth more than £200 and, according to a CPT spokesman, they are more of an introduction to a wider and more valuable service.
Breakdowns in Europe are expensive affairs by British standards and it is essential to provide the driver with an up-to-date list of repair and service agents along the route.
Action Volvo
The Action Volvo breakdown scheme is proving popular with established operators like Carnell Tours of Sheffield and Tratherns of Yelverton, Devon. These two independent operators, who have each built up a strong and expanding Continental touring bus ness, have used Action Volvc and they were impressed.
The well-prepared Continental coachman finds European touring no more hazardous than a seven-day Lakes or 10-day Scottish Highlands tour.
Modern, comfortable coaches are essential on this work, so also is the knowledgeable, well-briefed driver.
The driver should have detailed knowledge of the route. Passengers will want to know about landmarks, beauty spots, even local dress. When Biss Brothers of Bishop's Stortford started their Athens run, about 10 years ago, they had two Englishmen, resident in Athens, as their drivers. This duo knew every kilometre of their route from Maryleborne to Constitution Square, Athens. They even impressed the Greeks with their knowledge of the country, its people and customs.
Converted
Passengers were briefed at each border before it was crossed; their passports were collected at Dover and were returned at Athens on the outward trip. Local currency conversion was explained and, in the case of the older, less able passengers, the currency was converted for them.
That is the role of the Continental coachman; quite a contrast from the inexperienced driver, who, on an autobahn, remarked over the intercom: "It's surprising how many towns in Germany are named Ausfahft."
On the subject of autobahns, drivers must be constantly reminded that speed should be read in kilometres. Tachographs and modern speedo dials are calibrated in kilometres and miles, but if there is any confusion, a conversion scale — which fits over the outer rim of the dial — should be used.
This inexpensive device — available in cardboard or plastic — is well worth using, because speed limits are generally enforced and offenders are open to on-the-spot fines.
Retarded
Much of the picturesque scenery in Europe is found in the mountain passes. Unless a retarder is fitted, however, many of these passes are banned to coaches.
The imposition of road tolls and fuel taxes at borders is quite foreign to the British operator. One day, the EEC may get round to harmonisation; in the meantime, these items should be taken into account when costing a route.
First concern
The first concern should always be for the passenger. It is not just sufficient to be on time with a well-turned out coach and driver. Route maps, a few notes on places of interest and other glossy extras are all very well, but there are other more practical and more important points to be watched.
Many of the passengers will be making their first trip abroad, many for the first time on a boat. The experienced driver will know his nervous passengers, by instinct, and a glance at their passports will tell him how travelled they are.
They should all be reminded of the passport and Customs procedure and currency regulations are important. Just recently, a colleague found himself behind two elderly passengers changing more than £1,000, all in £1 or £5 notes, into travellers' cheques at a foreign exchange desk. The couple had not been on holiday for years and knew nothing of currency regulations.
Helping hand On another occasion, a CM staffman had to help a driver to empty the luggage boot on his coach to get at bags where passengers had left their passports.
The regular driver is liable to forget this sort of item; the good one will not.
Foreign touring is expanding each year. This season has not been as bright, perhaps, as the previous 10 years. But there are reasons: the wages freeze and the Silver Jubilee celebrations.
Next year will be different, and hopefully, there will be an increase in demand. Now is the time to prepare for it.
Meanwhile, I am listing the foreign embassies in London that will supply details of travel regulations on request. The list of British embassies is an essential item in the efficient Continental coachman's document wallet.