Carryfast:
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 ?.
This is gold standard Carryfast, lecturing others with a mountain of real world experience in a subject of which he has absolutely none. Never change you hilarious fruitcake. Forum would be dull without you 
tmcassett:
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.
Absolutely. I’ve no doubt Toby would be so grateful of the mountains of advice he’d get from one of the intellectual titans of the transport world.
Carryfast:
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 ?.
You haven`t got a clue…
TIR is very rare in UK to EU work.
In the 80s and early 90s we were running on T-Forms. Mostly T-2s from one European Community country to another, or a T1 from an Eu Com country to an external Eu Community border.
The EU did away with all of that, only CMRs were needed then for traffic inside the EU. Loads of agents, customs officers and TIR parks were unnecessary speeding it all up, and cutting costs. No customs docs, use any route you and your boss likes. Change at will.
Brexit means UK/EU traffic needs MNR numbers relating to an electronic document. The doc is not actually seen by the driver in its entirety but it does specify the relevant border crossings. If a driver is heading for Calais and has a MNR doc made up for Dover he cannot easily change to another route. To do so means cancelling the existing MNR and making up a new one. All time and of course money. Documents are not free. (apologies to the wilting wee snowflakes who dont like being reminded of such things)
Channel crossings are at different prices for different operators. Dentressangle (back in the day) were paying a lot less for each crossing than Joe Blow and his One Man Band. The company I was on for had a good rate on one particular route so we sometimes ran to Italy out of Cherbourg.
Running Greece might be the Superfast out of Ancona for some, or might be a cheaper boat out of Bari or Brindisi.
Sicily might be road all the way to Villa San Giovanni, and a short hop, or a direct ferry from Genoa. For one company we went by road, a long drag, another company we used the ferry and so brought Sicily and back within (more or less) a week. Depends on the exact economics of each job, you can`t just guess it.
Harry Monk:
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 written in the carnet.
Firstly even assuming that means pre listing every border crossing entry and exit point on route before departure ? ( doubtful because that would stop any flexibility of routing which sort of defeats the object of TIR transit clearance ) that obviously still doesn’t stop a decision to change the route BEFORE raising the carnet ?.
While surely having to list every border crossing point on route would need an amount of boxes on the carnet as long as your arm ?.
When it only seems to contain the two boxes for country of departure and country of destination to my knowledge.
Franglais:
You haven`t got a clue…
I’m 100% with you on this part regarding Carryfast and his experience of Euro driving.
Sadly, the vast majority of the rest of your post above is your usual, boring & tiresome Brexit routine.
switchlogic:
Absolutely. I’ve no doubt Toby would be so grateful of the mountains of advice he’d get from one of the intellectual titans of the transport world.
And “first hand” experience too, thrown into the mix
Franglais:
Carryfast:
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 ?.
You haven`t got a clue…
TIR is very rare in UK to EU work.
You do know that Jeddah is in Saudi not the EU.
Harry Monk:
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.
Stating point of departure ''When" you Enter obviously isn’t the same thing as stating point of entry or departure ''Before" You Enter.
Even if it was I’m obviously not talking about a retrospective change of route after departure and after the carnet has been raised anyway.
whisperingsmith:
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
So in this case it states Brenner Transit depart Austria and enter Italy.Venice Port depart Italy, Alexandria port enter Egypt Safaga port depart Egypt, Duba port enter Saudi ?.
Franglais:
In the 80s and early 90s we were running on T-Forms. Mostly T-2s from one European Community country to another, or a T1 from an Eu Com country to an external Eu Community border.
The EU did away with all of that,
Well, let’s face it, the eu did away with the British international transport industry.
tmcassett:
Franglais:
You haven`t got a clue…
I’m 100% with you on this part regarding Carryfast and his experience of Euro driving.
Sadly, the vast majority of the rest of your post above is your usual, boring & tiresome Brexit routine.
Really ?
The bit about how TIR is rare within Europe for decades? Or my comments on T1s, T2s, CMRs or MNRs?
The bit about choosing routes?
The bit about ferry pricing?
tmcassett:
I can’t actually help you with your desire to be a truck driver and head off round Europe. For clarity, I am a class 1 driver myself but have never done continental driving as I have only been in the industry for 11 years and quite frankly it has never been of interest to me…
No irony from me. Just letting the OP know to ignore anything you have to say on the subject because you have no experience or knowledge of Euro truck driving.
Well, that clears that up then!
I do apologise again however if the mention of what happens in the real world to-day offends you.
I am truly sorry that your feelings are hurt when facts are mentioned.
Harry Monk:
Franglais:
In the 80s and early 90s we were running on T-Forms. Mostly T-2s from one European Community country to another, or a T1 from an Eu Com country to an external Eu Community border.
The EU did away with all of that,
Well, let’s face it, the eu did away with the British international transport industry.
The anti road pro rail Brits needed no help from the EU to destroy our own road transport industry.
While we’ve got Brexit but we’re still part of the single transport market in which an east euro reg truck can take British imports and exports from/to western Europe.
switchlogic:
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.
Ironically obviously unlike you from experience, if you don’t have the funds to cover purchase and running costs and parking, with plenty left in reserve, thereby failing the financial standing test,
then trying to raise those funds on the money market, brings nothing more than predictable refusal with the lose lose that the enquiries made also decimate your credit rating for the future.
If every man and his dog was doing it the trade press wouldn’t have been filled with adverts for top quality international work for owner drivers and offers regarding same with just a phone call.
whisperingsmith:
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
To be fair at least I would have tried to minimise the downsides, of your idea, of sending a day cab D series furniture van to the Middle East, before telling you to shove the job.
Just like I should have done when the guvnor turned a night trunking job into a warehouse labouring job.
Summary of proceedings so far…
Carryfast has taken yet another perfectly good OP and trashed it with page after page of unconnected stuff.
What a surprise!! (Not.)
Carryfast appears to have not taken much notice of great first-hand advice from several posters who have actually done TIR work, preferring instead to argue the toss at almost every turn.
What a surprise!! (Not.)
So I’m not going to tell Carryfast how I used to do ‘open TIR’ jobs that went from Italy (EU) to Norway (non-EU even now) via Austria (non-EU at the time,) the communist East Germany (DDR) and including a ferry across the Baltic and transit through Sweden (non-EU at the time) without a TIR carnet or a GV60, because it would probably add another 10 pages to this topic and lead to me needing a new keyboard as well as no small amount of counselling after all the inevitable arguing.
I only got a partial membership of the TIR elite bretheren cos the furthest down the road to the ME that I got to was a few trips to variously Ljubljana/Zagreb/Belgrade in the former Yugoslavia, but at least it wasn’t by car. 
There’s only one Carryfast! (Thank God.)
dieseldave:
Summary of proceedings so far…
Carryfast has taken yet another perfectly good OP and trashed it with page after page of unconnected stuff.
What a surprise!! (Not.)
Carryfast appears to have not taken much notice of great first-hand advice from several posters who have actually done TIR work, preferring instead to argue the toss at almost every turn.
What a surprise!! (Not.)
So I’m not going to tell Carryfast how I used to do ‘open TIR’ jobs that went from Italy (EU) to Norway (non-EU even now) via Austria (non-EU at the time,) the communist East Germany (DDR) and including a ferry across the Baltic and transit through Sweden (non-EU at the time) without a TIR carnet or a GV60, because it would probably add another 10 pages to this topic and lead to me needing a new keyboard as well as no small amount of counselling after all the inevitable arguing.
I only got a partial membership of the TIR elite bretheren cos the furthest down the road to the ME that I got to was a few trips to variously Ljubljana/Zagreb/Belgrade in the former Yugoslavia, but at least it wasn’t by car.
There’s only one Carryfast! (Thank God.)
To be fair absolutely nothing gets close, to driving a day cab D series the long way round to Jeddah in the elite stakes.
The OP needs to take note of just how bad the job can get given the wrong guvnor and how many different ways in different languages it takes to say I need some ( a lot ) of engine oil.
To add engine oil and a chiropractor for the truck and the driver respectively.
Carryfast:
So in this case it states Brenner Transit depart Austria and enter Italy.Venice Port depart Italy, Alexandria port enter Egypt Safaga port depart Egypt, Duba port enter Saudi ?.
I’ve never driven to Saudi Arabia but I don’t think those who did went via Egypt. I believe Yugoslavia, Bulgaria, Turkey, Iraq was the usual transit route.
Carryfast:
Ironically obviously unlike you from experience,
We’ve never ever met, to my knowledge, what ‘experience’ of me do you have?
Carryfast:
If every man and his dog was doing it the trade press wouldn’t have been filled with adverts for top quality international work for owner drivers and offers regarding same with just a phone call.
Are you too stupid to see that’s exactly why the ‘trade press’ was filled with adverts? You really do come across as quite dim sometimes