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Road Rail Sea Transport Equipmen
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emonstrated in London by Norman H. Tilsley SOME of the latest and most novel methods for transporting loads by road, rail and sea were demonstrated this week by M.A.T. Transport Ltd., the international shipping and forwarding agents and hauliers, at their Battersea Wharf depot, London. The company, which operates about 150 semi-trailers on both sides of the Channel in conjunction with A. C. Jansen of Amsterdarn, works extensively in Western Europe and Scandinavia in close co-operation with British and Continental railway systems.
Perhaps is was for this reason that pride of place was given to the kangaroo equipment that the company proposes to utilize in the near future, principally in France and Holland. M.A.T. has on order six kangaroo trailers each from R. A. Dyson and Co. Ltd., of Liverpool and from York Trailer Europa N.V. of Barendrecht, Holland—one of each of which was on view.
Of special interest was the Dyson Kangaroo—the first to be manufactured in this country under licence (see The Commercial Motor of February 5). With a carrying capacity of 20 tons, the trailer
is 10 m. long. It has been built to TIR specification and has a totally enclosed demountable tilt top which can be made higher if the trailer is to be used in its conventional role. The vehicle has a special high-articulation bogie with spoked wheels and detachable rims. The tilt sheeting has been reinforced at the rear to allow for the vehicle travelling stern-first on rail.
Two semi-trailers on show which attracted considerable attention employed a self-loading/discharge system which has been jointly developed by Jansen and M.A.T. based on a chassis by Helmes, the Dutch trailer manufacturers. As shown above, the platform is divided into two portions. each equipped with an electric winch. The rearward section can be tilted to allow containers, loaded onto specially designed trolleys (Sherman tank bogies have been fitted to these), to be winched forward. The whole system, self-contained on the trailer, works from two normal 24-volt batteries. Each vehicle can carry a 9 m. container and weiahs 6 tons tare. The vehicles are employed, one in the U.K. and the other based in Holland, carrying mainly engine units for Perkins, and also printed matter and confectionery.
Undoubtedly one of the most adaptable pieces of equipment on show was the American Flexi-Van which had arrived in this country only the day before the exhibition opened. Owned by Integrated Container Services Inc. of New York, the two 20 ft. 20-ton capacity containers manufactured by Strick can be fitted with a single axle or joined together on double axles (two singles moved together). The units can be automatically loaded onto special rail wagons. Plans are being discussed for the extension of this system on one or two selected long Continental routes and in conjunction with the kangaroo system (see The Commercial Motor, April 16).
Among the various containers on show were two 20 ft. light alloy units developed by Jansen and M.A.T. for road and rail use. They can be conveniently stacked. and the corner fittings, eight in all, will allow them to be lifted and secured on liner train wagons.
Other items on view Were collapsible wire-mesh box pallets, of 30-100 Cu. ft. capacity; collapsible timber box pallets, Collie° boxes (which are used in M.A.T.'s groupage services) and a Gloster Equipment Ltd. glass-fibre tank on a road/rail base.
There were demonstrations of the kangaroo trailers being loaded onto French STEMA rail wagons, using a French SEGE tractor ' specially imported .for the occasion, and. films about the Flexi-Van scheme were shown.
The eichibition, which lasted three days in London, will be repeated • at the Knowle and Dorridge , Goods Depot (Which is 10 miles south of Birmingham) fay three days commencing on Tuesday, June 1.
Some Aspects of International Haulage
A SUGGESTION that the Eastern area ri committee of the RHA • might give consideration to the organizing of a short visit to Rotterdam to meet some Dutch hauliers face to face and see what they had to ofTer, was made by Mr. R. H. Insoll, executive secretary of the RHA, in an address to area members at Felix, stOwe on Tuesday. Mr. Insoll's address was entitled "Some aspects of international haulage ", and came some five weeks before the opening of a new ferry service from Felixstowe to Rotterdam on July I.
Subjects covered in the address included the use of semi-trailers, operated in conjunction with Continental associates who collected and delivered them to the consignee in Europe, thus saving the English operator considerable worry. Experienced international operators claimed that a Continental agent or associate haulier was absolutely necessary.
On the subjecfof insurance, third party cover for the vehicle was compulsory • in virtually all Continental countries. Normally no difficulty arose, and the operator's own insurers were able to arrange the issue of an international Certificate of insurance, commonly known as the green card. Employers' liability policies should he extended to provide adequate cover for the. • driver and attendant whilst they were out of the United Kingdom. • There was no direct equivalent to thc British National Health Service on the Continent, and a company could well be faced with quite considerable hospital fees if their driver was involved in an accident. A policy to cover this contingency was advisable.
Where semi-trailers were shipped separately, the motor policy would obviously not operate, and an insurance" covering •eidental loss or damage to the trailer vv•tiuld be -necessary during the ocean transit. Assuming that it was towed on the Continent by the assured's contractor, with whom the haulier might have an agreement, it might be that -the Contractor's policy would adequately take care of any loss or damage to the trailer. If not, the marine policy should be extended to afford protection to • finaf destination on the Continent and Until the trailer returned again to the United Kingdom. Care should be taken that the marine risk provided for general average. salvage charges and war and strike risks: An International Consignment Note was required under the provisions of the Convention on the International Carriage of Goods by Road, generally known as the CMR Convention. A Bill was at present before Parliament to give effect to the ratification of the Convention by the United Kingdom. It was gelerally accepted that Great Britain would have ratified it by the end of this year and many international hauliers vv.n-e now using the Consignment Note.
Despite Britain's failure' to enter the Common Market the country's commercial and industrial tics with Europe were growing every day, and sooner or later Britain would be part of Europe. This was bound to affect international transport and many British hauliers were investing in Continental transport companies With a view to getting a foothold in the developing market in Europe. Similarly foreign hauliers were obtaining. A and B licences in this country. There was, therefore, great scope. for operators in Felixstowe and the EaStern area on the new Felixstowe to Rotterdam route. Some members might well consider it wcirth while now,to establish relationships with Dutch hauliers.