whisperingsmith:
Carryfast:
whisperingsmith:
As we are on the subject, I only ever had one driver as small as Carryfast, all the rest were at least 6’tall
Sid was around 5’6", Unfortunately for him I had a job to Jeddah in a day cab Ford D series - he was the only one small enough to kip across the seats so he got the job. If only CF had made an effort to get his name around and about he could have had that job, and it was perfect for him: a one-piece load no handball!!
I’d have took it but I’d have been using the ferry from Venice to Alex then Safaga to Duba.
And that is where you go wrong CF - you don’t get to choose the route. You follow the route that is set in your TIR carnet and the route the firm chooses.
So why wouldn’t ‘you’ ( the firm ? ) choose that route and apply it to the carnet accordingly ?. Bearing in mind that a day cab D series ain’t exactly the best piece of kit for going via the land route and the saving in fuel costs and wear and tear on the truck would probably pay for the boat tickets and a decent cabin for the the driver.
Carryfast:
whisperingsmith:
As we are on the subject, I only ever had one driver as small as Carryfast, all the rest were at least 6’tall
I’d have took it but I’d have been using the ferry from Venice to Alex then Safaga to Duba.
At least we have discovered that CF is small enough to sleep across the seats of a D series Ford or TK.
Maybe he suffers from ‘Small Man Syndrome’ and hasn’t yet got to grips with it ■■
Harry Monk:
Carryfast:
Rather than UK - Italy full load traction work which I would have been happy with.Obviously RHD and using the passes wherever possible because, unlike Switch, I don’t like tunnels if I can avoid them and I generally know where the road ends and thin air starts
Would you care to take a wild guess as to why the French and Italians spent decades and billions of quid building the tunnels? 
To be fair I could see the attraction in midwinter.
While plenty of truck drivers still prefer/red to use the passes just like they prefer to spend hours waiting for the Channel ferries at Dover rather than use the tunnel.
whisperingsmith:
Carryfast:
whisperingsmith:
As we are on the subject, I only ever had one driver as small as Carryfast, all the rest were at least 6’tall
I’d have took it but I’d have been using the ferry from Venice to Alex then Safaga to Duba.
At least we have discovered that CF is small enough to sleep across the seats of a D series Ford or TK.
I’m sure that my point was how to avoid it as much as possible by only needing to drive the thing to Venice then Alex to Safaga then Duba to Jeddah.
Bearing in mind that a D series cab is closer to 7’ wide than 5’6’'.
dieseldave:
Carryfast:
… I’d have took it but I’d have been using the ferry from Venice to Alex then Safaga to Duba.
As Luke mentioned above, you seem to think that international transport is some kind of a holiday. 
The reality was (very often) that the final decision depended upon whose ferry account was being used, so you could easily have to be taking ferries that the customer organised/booked.
The same also applied to border crossings and import customs places… you’d have to take the customer’s instructions in that regard too because of the location of the various customs agents needed
My understanding of the TIR is that the transport operator holds the customs bond for transit of the goods and is responsible for meeting all of its conditions.Not the consignor or consignee ?.
It’s only a matter of checking the seal on entry and exit of all the borders transitted it’s only cleared and opened on entry at the destination country either at the border or inland ?.
I’m also sure that would apply no differently regardless of the route and the countries transitted to get to the same destination ?.
Or have I missed something ?.
Contrary to all the flak I find that part of the job almost as interesting as the driving.
Carryfast:
switchlogic:
Carryfast:
[Bearing in mind that for the want of a few extra quid in the bank I would have met the O licence cash reserve requirement, with everything else in place, including operating base/parking at an extremely favourable rate and numerous offers of owner driver work, with none of the bs obstacles for a start which you’ve laughably described……
On that note owner driving is just about the best, if not often the only, sure way into the sector without having to jump your type of laughable face fits hurdles.
Why didn’t you do it then?
Did you miss the bit about cash reserve required to meet the O licence requirement, after funding the purchase of the unit and it’s running costs and operating base.
Even Harry obviously didn’t want to argue on that issue.
As I said if you can raise the required start up cash it is ( was before the east euro invasion ) the best way into the job whether UK or International.
So the usual CF excuses then. Like international work back then every man and his dog had a go at doing it themselves. A bit of finance isn’t the hardest thing to find. Esp as you strike me as someone with a probably impeccable credit rating.
> Carryfast:
> My understanding of the TIR is that It’s only a matter of checking the seal on entry and exit of all the borders transitted it’s only cleared and opened on entry at the destination country either at the border or inland ?.
> I’m also sure that would apply no differently regardless of the route and the countries transitted to get to the same destination ?.
> Or have I missed something ?.
> Contrary to all the flak I find that part of the job almost as interesting as the driving.
The TIR Carnet also had/has the exit & entry border names, so you have to use those borders specified.
AS an aside, the load on the D series was the furniture of the new US Ambassador to Saudi Arabia, the Americans would not have taken kindly to a ‘Rogue’ driver not following the specified route.
Carryfast:
Or have I missed something ?.
Every boat…
You were ever booked on mate.
Carryfast:
I’m sure that my point was how to avoid it as much as possible by only needing to drive the thing to Venice then Alex to Safaga then Duba to Jeddah.
As far as I can tell, the only ferry running from Venice to Greece is operated by Visemar Line so if whoever is paying for the ferry has an account with Minoan Line or Anek Superfast then you won’t be going that way.
Carryfast:
My understanding of the TIR is that the transport operator holds the customs bond for transit of the goods and is responsible for meeting all of its conditions.Not the consignor or consignee ?.
It’s only a matter of checking the seal on entry and exit of all the borders transitted it’s only cleared and opened on entry at the destination country either at the border or inland ?.
I’m also sure that would apply no differently regardless of the route and the countries transitted to get to the same destination ?.
Or have I missed something ?.
Contrary to all the flak I find that part of the job almost as interesting as the driving.
That’s as well as maybe but you’d be hard pressed to find a company that lets its drivers pick which ferry crossings to use. At best you might get a choice between train and ferry to/from Calais but even then that’s not all that common in my experience
Broughton give lots of young lads their first taste of European work.
But only if those young lads know the secret signs, symbols and handshakes, shrouded in mystery, which are necessary to know in order to let a prospective employer know that they are in the Inner Circle and thus numbered among the Chosen Few.
Carryfast:
While plenty of truck drivers still prefer/red to use the passes just like they prefer to spend hours waiting for the Channel ferries at Dover rather than use the tunnel.
Very rarely does the driver get to choose. Your reload instructions normally go along the lines of “Load such-and-such a place, ship CA-DO” or similar. The tunnel was always more expensive than the boat so was generally used only when time was a factor.
Harry Monk:
But only if those young lads know the secret signs, symbols and handshakes, shrouded in mystery, which are necessary to know in order to let a prospective employer know that they are in the Inner Circle and thus numbered among the Chosen Few.
Ah, fair points well made 
Just thinking:- we all take membership of the International TIR Masons for granted.
Poor old CF was never invited into the Brethren of the International TIR Masons, so no chance of anything but handball 40’ trailers day & night - night & day - till he cries foul & goes back to driving cars.
Masonic Truckers
whisperingsmith:
> Carryfast:
> My understanding of the TIR is that It’s only a matter of checking the seal on entry and exit of all the borders transitted it’s only cleared and opened on entry at the destination country either at the border or inland ?.
> I’m also sure that would apply no differently regardless of the route and the countries transitted to get to the same destination ?.
> Or have I missed something ?.
> Contrary to all the flak I find that part of the job almost as interesting as the driving.
The TIR Carnet also had/has the exit & entry border names, so you have to use those borders specified.
AS an aside, the load on the D series was the furniture of the new US Ambassador to Saudi Arabia, the Americans would not have taken kindly to a ‘Rogue’ driver not following the specified route.
Can you prove/show any example where the carnet contains anything more than country of departure and country of destination interns of route and clearance ?.
switchlogic:
0
Broughton give lots of young lads their first taste of European work.
He’s not young but any chance you can chuck Carryfast’s number their way, this could be his big break.
Carryfast:
Can you prove/show any example where the carnet contains anything more than country of departure and country of destination interns of route and clearance ?.
When you enter a country on a TIR carnet, you have to state your intended departure point from that country and this border crossing is printed or written in the carnet.
Harry Monk:
Carryfast:
I’m sure that my point was how to avoid it as much as possible by only needing to drive the thing to Venice then Alex to Safaga then Duba to Jeddah.
As far as I can tell, the only ferry running from Venice to Greece is operated by Visemar Line so if whoever is paying for the ferry has an account with Minoan Line or Anek Superfast then you won’t be going that way.
Firstly Alex and Safaga are in Egypt not Greece and Venice to Alex was running up to the 1990’s ( D series so 70’s ? ).
Relatively more recently than early 90’s I guess it would have been Genoa to Tunis then Tunis - Safaga.
I’m sure in view of the job and the vehicle I could pay the boat fares up front and claim them back as expenses.
Each page of the TIR carnet has a pull off strip (counterfoil) at the edge,that has to be stamped at the appropriate border and sent back to the common aggregation point (Switzerland IIRC).
Some countries were more lax than others, for example we might have Spielburg for leaving Germany & entering Austria, but lots of UK drivers went Freilassing as it was a village crossing and they were more tolerant of our home made permits etc…
On the other hand the Bulgies could be very pedantic so we made sure our TIR carnets had Dimitrovgrad entry to Bulgaria, Kapitan Andreevo exit Bulgaria / Kapikule entry to Turkey
