Saviem's fan club (Part 1)

[saviem]

Evening all,

Well Fergie you have done it again, the old grey cells were all fired up to discourse on the use of the ex US Military Pacific in French Heavy Haulage circles…then you pop a few really tasty ones up for us all to enjoy!

My mind running off down the road of French Heavy Hauliers is really the fault of pv83, (Patrick), because it set me thinking that even though the vehicles have changed so considerably, the weights carried really have remained fairly constant…only the number of axles have grown!

Tasty ones…you bet…

OK, Ive bored you all to tears about the fantastic operation that was STAG, (Sociétie Transports Gennervilliers), and their magnificent TBO Berliets…so I will not continue, but that is a 140 tonne dead weight Poclain 1000 behind that old girl!

Now the next picture is a really interesting outfit, Couchet Frerés, from Andreieux, near Saint Etienne…started pre WW2 by Eugene Couchet, involved in the transport of coal, agricultural products, and of course wine. I seem to remember around five or six children, but the one who I dealt with was Jo, who had begun his career in the offices of Michelin, organising their International Transport.

No wonder Transports Couchet Fréres began to haul for Michelin to Luxenbourg, Italy, the Benelux, and Sweden! Their reputation, and traffic grew, with a client base including Sylvannia electrical products, Gringorre`s, (heavenly), biscuits, BP Chemicals, & Good Year Tyre and Rubber co. By the mid 60s their Unic tractors were running to the Middle East, as well as developing traffic to Greece, and Turkey.

If I remember correctly units were sent to Iran with the relief supplies for the Earth quake victims in the Khorrosen mountains, in the late 60s, (67/68)? By then the fleet was comprised of Scania LB76s, Hanomag Henschells, (both4x2, and 6x4 versions, as well as the twin steer 6x2s), and of course the majority were Unic Galibier tractors, acquired on a 2 year buy back deal with Unic. Not the most driver friendly cab over, but on the deal that they had, certainly the most cost effective!

Most of their trailers were by Titan, for 38/65 tonne operation, but their were Kaiser, and Delattre 6 &7 axle low beds. Tractor choice was interesting, Henschell twin steers with 4 axle Kaisers carried a 57 tonne payload…but so did their later R310 Renaults, and the F10 Volvo`s with the same trailers!..All of their "■■■■■■ " vans were 4TL Renaults…just the same as my first French car!..comfort, and fun, in a cheap package!

But like many transport empires that of Couchet began to crumble with the death of Eugene, and Marie Thé rase. The UK operation passed to Norbert, the remainder was badly managed and became TRF Transports. The family I think, still remains in warehousing, but the fantastic transport operation, from normal hire and reward to the heaviest of movements is long gone.

But back to Fergies pictures, 2, shows one of Couchets Hanomags with the 3 axle Kaiser, and those Police bikes look like Marseille men! 3, now that shows a well documented move at Saint Naizaire, 200 plus tonnes, and the first TBO has had the axle sets converted to Clarke Triple Reduction....the trailer is a Delattre. 4, now that R390with the 45 tonne Poclain on the old Kaiser looks to be taken in the centre of Saint Etienne. 5, well the trailer is an easy one, its the 7 axle Delattre extendable, but is that another R390, or the works, "odd ball" of 400 plus hp, that they ran on test? 6, well that is a significant oldie, it must be mid 1930s, and that tandem drive, plus rear dead axle Willeme, was the forrunner of Willemes famous 200 tonner for the Portugese Electricity Board!..again the trailer is the star piece…that is 140 tonne payload!

Then we hit another interesting “siding”,…Millons TRH 320 and that fantastic Nicolas neck, and module.....Millon was formed in 1945 by André and Marie Thérase, by 56 they were well into the heavy end of haulage and by the early 70s were operating a quite fantastic range of machines from their Venissieux base. I should really write a more detailed account of their operations, because they were superb!Fergie then shows us Massots 10 ligne Nicolas, (12, and 16 also in the fleet............but Villeurbanne Massot would become amalgamated with their neighbour Millon in the mid 2000s…look at the length of that R 360 of Massot`s, the long wheelbase was needed to comply with the revised axle weight codes. Made them right handfulls on the narrow bits of road…

Then we have a little blue darling TR 350 of Banco - Ugines…that TR carried some massive weights, and was very reliable indeed!..boy, they were great to drive, when the weight bit, they just grunted, and pulled like a Suffolk Punch…what an overlooked lorry they really were, and that cab was just so comfortable…but perhaps the Formica dashboard was a little Kitch!!!

Sorry, Pacifics will have to be another night…but their history on the roads of France is really interesting…

Medicinal Bollinger I think…

Cheerio for now.

[saviem]

Apologies…that Saviem SM280, 6x4 V8 from 72 was the works first idea for a UK specification tractor unit…32/65 tonnes gtw, 280 bhp, Saviem 350 10 speed synchromesh gearbox, tandem MAN hub reduction axles…but the marketing people at Quai Leon Blum, simply had no idea where to go to sell it…so they approached Renault Cars…end of the story…

What a stillborn lorry that was…wonder if it would have sold…bit heavy for 32 tons…but @65/70 bang on spec wise…

Froggy55…I had the same experience back in the 50s when I saw my first French lorry…a Bernard with a type 2 Pelpel cab…I was in love…and it never stopped!

Bed calls…and perhaps a small nightcap!

Cheerio for now.

[robert1952]

Pacifics keep cropping up on this page. A quirky but interesting historical note here: the heavy haulage company, Loste of Hellemes-Lille ran this Pacific with a 6x4 Mack bogie, a ■■■■■■■ NT 380 and - wait for it - an ERF 7MW Motor Panel cab! Loste also had a couple of ERF NGC ‘European’ 4x2 units and I strongly suspect that the cab was taken from one of these when it retired (or met with an accident, who knows?). Robert

[robert1952]

[fergie47]

Saviem:
Evening all,

Now the next picture is a really interesting outfit, Couchet Frerés, from Andreieux, near Saint Etienne…started pre WW2 by Eugene Couchet, involved in the transport of coal, agricultural products, and of course wine. I seem to remember around five or six children, but the one who I dealt with was Jo, who had begun his career in the offices of Michelin, organising their International Transport.

No wonder Transports Couchet Fréres began to haul for Michelin to Luxenbourg, Italy, the Benelux, and Sweden! Their reputation, and traffic grew, with a client base including Sylvannia electrical products, Gringorre`s, (heavenly), biscuits, BP Chemicals, & Good Year Tyre and Rubber co. By the mid 60s their Unic tractors were running to the Middle East, as well as developing traffic to Greece, and Turkey.

If I remember correctly units were sent to Iran with the relief supplies for the Earth quake victims in the Khorrosen mountains, in the late 60s, (67/68)? By then the fleet was comprised of Scania LB76s, Hanomag Henschells, (both4x2, and 6x4 versions, as well as the twin steer 6x2s), and of course the majority were Unic Galibier tractors, acquired on a 2 year buy back deal with Unic. Not the most driver friendly cab over, but on the deal that they had, certainly the most cost effective!

Most of their trailers were by Titan, for 38/65 tonne operation, but their were Kaiser, and Delattre 6 &7 axle low beds. Tractor choice was interesting, Henschell twin steers with 4 axle Kaisers carried a 57 tonne payload…but so did their later R310 Renaults, and the F10 Volvo`s with the same trailers!..All of their "■■■■■■ " vans were 4TL Renaults…just the same as my first French car!..comfort, and fun, in a cheap package!

But like many transport empires that of Couchet began to crumble with the death of Eugene, and Marie Thé rase. The UK operation passed to Norbert, the remainder was badly managed and became TRF Transports. The family I think, still remains in warehousing, but the fantastic transport operation, from normal hire and reward to the heaviest of movements is long gone.

Cheerio for now.

Some more of COUCHET’s wagons

[fergie47]

The famous SCALES, one of their Williems…

[fergie47]

Old photo for the week…not like garages today for sure…

[carryfast]

Fergie47:
Old photo for the week…not like garages today for sure…

google.co.uk/maps/@49.236034 … 312!8i6656

Very useful for filling up a thirsty old Jag using the scenic routes to Le Mans from Calais.

[saviem]

robert1952:
Pacifics keep cropping up on this page. A quirky but interesting historical note here: the heavy haulage company, Loste of Hellemes-Lille ran this Pacific with a 6x4 Mack bogie, a ■■■■■■■ NT 380 and - wait for it - an ERF 7MW Motor Panel cab! Loste also had a couple of ERF NGC ‘European’ 4x2 units and I strongly suspect that the cab was taken from one of these when it retired (or met with an accident, who knows?). Robert

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Evening all,

thanks for the picture Robert, I remember Lostes quite well, they ran some well “modified kit” indeed…but at least that one had front brakes, unlike the standard Pacific!

Another Benelux operator that I recall was Transports Jonet from Charleroi, another Pacific user, as well as Diamond Ts, Autocars, and the awesome 4x4 M249 Kenworths with their Continental 15 litre 375 hp @2800 rpm, which when" worn" was swopped for a ■■■■■■■ 335 and Allison TX 500 auto box…what an unusual, yet incredible machine…far easier to handle with a 180 tonne payload than the aged Pacific`s.

But I will not stray into the tempting world of those fantastic Belgium and Dutch Heavy Hauliers, (many of whom I was to get to know very well), but perhaps if you will indulge me, take a brief stroll through the useage of those WW2 Pacific bheomoths by virtually every French Heavy Hauler…so much so that their Government introduced legislation to stop them using them, and purchase new, French built lorries…and that never happened in Britain!!!

Post WW2 much of the equipment left behind by the US forces came into the hands of the French Haulage Industry, non more so than the Pacific M26, and M26A tractor, and its associated M15 semi trailer.Vehicles came into civilian hands in three main tranches…1946/1947, 1957/1958,( when for US Military requirements the Pacifics were replaced by Mack M123 units), and finally when US Forces departed France in 1966.

Post WW2 , the disposal of seized Axis equipment, and surplus US, and British vehicle and equipment was handled by SNVS, (Service National de Ventes de Surplus), an organisation created by decree in June 1946. There were a number of sites throughout France, some of us may remember the massive “dump” at Fontainbleau adjacent to the Orleans Road. Satory, near Versailles, where many Dragon Wagons awaited new owners. Dainville constantly advertised , “1000 tonnes of Tanks available”…(mainly Shermans still mounted on their M29 Rogers 24 wheeled trailers). There was also equipment dumps at Reims, and Bayeux. All sales were subject to a 25% tax premium.

End users hungry for powerful equipment, such as Paris based Gary de Favies, Grenobles Farcat, the newly created nationalised railway system, SNCFs subsidiery Bourgey-Montreuil were amongst the first clients. As were subsidiary surplus dealers, such as Pary-Vielle-Post based Cibié and company, and the myriad of surplus dealers clustered around the Port d`Italie end of the RN7 in Paris.

As well as Pacifics, other heavies by Lancia, Federal, Diamond T and Scammell were on offer.Trailers were not limited to the Rogers 24 wheel M9, and the Pacifics natural companion the Fruehauf built M15, but also German creations by Colmeyer, and Gothear. Each product had its own explanatory leaflet, or" Fiche"…Many products became known by their Fiche refrence rather than their manufacturer…for instance the Fiche 75 trailer was a 10 ton capacity single axle trailer by Trailmobile or Fruehauf, in France it was simply known as the Fiche 75!

The Pacific became the default tractor unit for French Heavy Haulage, it is easier to identify those who did not use it, rather than those who did! Plus, of course, the M26 Pacific was the standard French Army Tank Transporter up untill the 1960s.

In civilian operation some operators merely removed the armoured window shutters, others, (eventually), created more visibility openings in the Armoured cab to aid visibility… that armour was thick, 3/4 inch on the front, 1/4 inch sides and rear…which also aided ventilation! That armoured cab accounted for 7 tons of the Pacifics 19.5 ton unladen weight. Others, as our own Wynns simply removed the armoured cab, and replaced it with their own structure! The US forces later soft skin cab was much prized as a civilian heavy tractor unit.

Big girls the Pacific, 10ft 10 in wide, 25 ft long, 11ft high,(as in Fergies picture of the civillian breakdown recovery unit many operators chose to remove the outer set of bogie wheels to bring the unit “inside highway code”). Power was from a Hall and Scott 17.9 litre Petrol 6 cylinder engine, 240 hp @2000 rpm, and 810 ib ft torque @1200 rpm. Again Fergies picture shows how dominent that unit was inside the armoured cabin for 7 crew.

Drive was by a 4 speed Fuller B86 constant mesh box, via a three speed , (low, direct, overdrive), auxillary transfer box to the massive centre pivot walking beam Knuckey Truck Company chain driven bogie. This gave 18 inches of articulation, and was equipped with skid steer braking facility, to aid movement in tight situations…oh the front axle had no brakes, but did have hydraulic assistance for the steering, which was needed with the standard 1400 x 20 tyre equipment.

Behind the cab sat twin 60000 lb pull winches, while at the front was a 35000lb version. When operating at 100 tonnes plus fuel consumption was upwards of 7 litres per kilometer, yet many operators retained the Hall and Scott petrol engine, until it needed overhaul at around 500000 kilometres. The crews became accustomed to the banshee screaming when pulling hard at full weight, and the calcophony of loud explosions, and flames from the exhausts on over run on downgrades!..woke many a sleeping artisan when making a night move!

When a re-engine was deemed necessary the standard choice was a ■■■■■■■ 12 litre, either a HB600, or the Rootes Supercharged NHRS which gave a heady 310 hp…mega power for the 1950s. Pacifics that found use as breakdown vehicles were often re-engined with Henschell, MAN, or Berliet 12, or 9.5 litre units. Nearly all of these conversions required cosmetic surgery to the Pacifics cab to accommodate the larger radiators. Rarely were the original transmissions changed, but STSI, (Societe Transports Spécieux et Industriels), chose to re gear their Pacifics with Mack TRQ7220 20 speed transmissions, the same as their Mack Tractors…but the chain final drive remained!

As a Pacific hauled outfit, of unbelievable weight growled, (■■■■■■■■■ or howled, (Hall and Scott), past, one simply could not ignore the number of 45 gallon grease/oil drums carried on the vehicles…why…to lubricate those massive chains…on a total loss system!..A really warm day…a heavy load…and the tractor would exude an odour quite like a" Bacon Butty Van" …as it rumbled past…and rumble on they did , many well into the 1990s!

But it would be unfair of me to ramble on about they magnificent Pacific, without mentioning the various trailers that they worked with…

The M15, built by Fruehauf was the Pacifics intentioned companion…but French Heavy Haulers simply adapted this 38ft long, by 12ft 6in wide, trailer with its 4 short twin 1400x20 tyred axles, and disposed with the twin ramps raised and lowered by the units winches. The standard substitute was the 26 wheeled bogie from the Rogers M9 tank trailer, its 8.25 x15 in wheels making a far more user friendly combination…and the Rogers had provision for a parking brake, a feature omitted from the Fruehauf!..But then there were the ex German military trailers, Farcat of Grenoble ran a magnificent ex Kriges Marine solid tyred Gothear U Boat carrier! It became their lead Transformer carrier…As did the Colmayer 8 axle unit operated by Nancy based Mayer et Courteaux…ran up untill the late 70s, not bad for a 1938 trailer! But even time expired Pacifics were cut down to make jeep dollies, and bogies for the new breed of French Heavy Haulage trailers by such companies as Nicolas from Champs-sur-Yonne, and those spectacular creations from the talented engineers of Blenod-les-Toul based Remorques Robert…450 tonnes payload in 1959!

But all this new French made equipment cost far more to acquire than the ex US Surplus equipment…so…the Government stepped in…Legislation…“.you can only buy surplus equipment to break it down as spares for your existing equipment”…well you can imagine how well that went down!..But times were changing, Berliet had its TBO, and GBOs, then came Willeme…a viable alternative…and the Pacifics became relegated to use as “pushers”…or the crusher…

But their contribution to French, and really European Heavy Haulage should never be forgotten…and I can say that despite their threatening appearance, to drive they were quite sweet…but very hot in the confines of that cabin

Cheerio for now.

[carryfast]

Saviem:
Post WW2 , the disposal of seized Axis equipment.

Did the Sonder 116 trailer get used much Saviem ?.I’ve seen the Famo half track tractor over the years in preservation but never with the trailer.From the photos available it looked an interesting set up with opposite steer rear tandem bogie.There’s also an old story I’ve heard that there were some dodgy dealings going on during the war between the Germans and a Swiss intermediary to try to get their hands on some Diamond T’s and Rogers trailers.Which suggests that the Famo and Sonder 116 weren’t up to the job ?.

farm4.staticflickr.com/3152/2439 … 7ae2_o.jpg

[chrisarbon]

I found an interesting luxury accommodation trailer pulled by an International tractor unit on the internet. It was built for an Italian, Commander Gatti, for his 1938 expedition to the Congo.

[saviem]

ChrisArbon:
I found an interesting luxury accommodation trailer pulled by an International tractor unit on the internet. It was built for an Italian, Commander Gatti, for his 1938 expedition to the Congo.
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Morning all,

By gum Chris, thats a swish outfit…how on earth did it turn, or is the drawing a “stylised” picture?

Carryfast, sorry I do not know of any Sonder trailers being handled by SNVS. Most of the ex German stuff was from the Navy, not army as I understand it.

Cheerio for now

[froggy55]

John West:
Oh, and of course you weren’t allowed to sleep in the cab until about 1970, when they removed the law that said that you could not remain in your vehicle during the rest period, that’s why all trucks had day cabs until the Swedes sold them with bunks anyway. So, if you hadn’t arranged digs, not only did you freeze to death, you did it illegally, slumped over a huge engine lump, which stayed warm for about - ooh - ten minutes!

John.

Never heard of that law forbidding the driver to spend his rest time in his cab! Maybe in England?

This 1937 Renault AFKD has a bunked cab, and could even be supplied with a deeper cab for more night comfort.130 bhp 12.5 litre Renault engine, and air-operated power steering. Gross weight 19 tonnes.

[newmercman]

I was told that there was a law that rest had to be taken in a bunk that was a certain distance from the steering wheel, it may have been a Teutonic thing as they’re fond of taking life seriously over there.

I once asked somebody who should know about these things, it was concerning why cab curtains never covered the whole cab, just the bunk area and the answer I got was so that ze polizei could tell that the driver was indeed in bed and not roughing it across the seats.

I was and remain sceptical as it would take a special kind of stupid, or a vast amount of alcoholic beverages to make a man sleep across the seats when a nice comfortable bed was only inches away.

I do however hope it was indeed true, as I have a hatred for these type of driver myths and would be ashamed and embarrassed to have fallen victim to one. In which case it probably wasn’t such a good idea to make this post on a thread read by many!

Sent from my SM-G900W8 using Tapatalk

[roolechat]

[fergie47]

Contacted my French friends who supply me with a lot of the photos, to see if they any more Pacific pics, they’re going to have a look and send what they have next week…

[john_west]

Froggy55:

John West:
Oh, and of course you weren’t allowed to sleep in the cab until about 1970, when they removed the law that said that you could not remain in your vehicle during the rest period, that’s why all trucks had day cabs until the Swedes sold them with bunks anyway. So, if you hadn’t arranged digs, not only did you freeze to death, you did it illegally, slumped over a huge engine lump, which stayed warm for about - ooh - ten minutes!

John.

Never heard of that law forbidding the driver to spend his rest time in his cab! Maybe in England

Froggy55:
The law (British, not exclusively English) said that the driver must not spend the night (i.e. His rest hours) in the vehicle. I can’t find the details, but I certainly remember a visit from a very nice man from the ministry in 1970. He was there to review my ‘O’ licence.

He arrived unannounced at the front door as I remember. I took him into the Dining room and made coffee and biscuits. My Dad came in for moral support.

This was one of the things discussed. He said that as far as he and everyone in his office could see, the law forbidding you to spend your rest hours ‘with’ the vehicle was not mentioned in the new legislation.

I asked ‘So, does this mean I can sleep in the cab?’

‘I can see no reason why you cannot sleep in the cab if you so wish.’

I had actually spent many nights in the cab, but I now equipped it so I could enjoy rather than endure those nights.

He cleared his throat and said he’d been checking the arrival and departure times from the Bowater Scott gate, compared to my log sheets.

I appeared to have finished my working day at 8.00pm in Barrow and started again at 6.00am outbound for King’s Lynn.

‘However,’ he continued ’ there is an entry at the Bowater Scott gate at 9.00pm for ‘West’ and the departure time is 11.00 pm. (They knew us on the gate, there was no point in giving a false name!)

After a long silence, my Dad, who was in his late sixties, suffered from emphysema, and hadn’t driven a truck for forty years, let alone being capable of loading one, said ‘Oh, I think that may have been the night you said that you were over your hours and could I take it in for you.’

The ministry man looked at him for a second or two and said, ‘Oh, that’s alright then.’

We chatted for a while after. When it came time for him to go, he said ‘I cannot tell you what a pleasure it has been to be invited in and be given coffee. Most of my conversations are conducted on the doorstep, with me standing in the rain.’

He gave me a big smile, shook my hand and wished me luck. Phew!

John.

[robert1952]

John West:

Froggy55:

John West:
Oh, and of course you weren’t allowed to sleep in the cab until about 1970, when they removed the law that said that you could not remain in your vehicle during the rest period, that’s why all trucks had day cabs until the Swedes sold them with bunks anyway. So, if you hadn’t arranged digs, not only did you freeze to death, you did it illegally, slumped over a huge engine lump, which stayed warm for about - ooh - ten minutes!

John.

Never heard of that law forbidding the driver to spend his rest time in his cab! Maybe in England

Froggy55:
The law (British, not exclusively English) said that the driver must not spend the night (i.e. His rest hours) in the vehicle. I can’t find the details, but I certainly remember a visit from a very nice man from the ministry in 1970. He was there to review my ‘O’ licence.

He arrived unannounced at the front door as I remember. I took him into the Dining room and made coffee and biscuits. My Dad came in for moral support.

This was one of the things discussed. He said that as far as he and everyone in his office could see, the law forbidding you to spend your rest hours ‘with’ the vehicle was not mentioned in the new legislation.

I asked ‘So, does this mean I can sleep in the cab?’

‘I can see no reason why you cannot sleep in the cab if you so wish.’

I had actually spent many nights in the cab, but I now equipped it so I could enjoy rather than endure those nights.

He cleared his throat and said he’d been checking the arrival and departure times from the Bowater Scott gate, compared to my log sheets.

I appeared to have finished my working day at 8.00pm in Barrow and started again at 6.00am outbound for King’s Lynn.

‘However,’ he continued ’ there is an entry at the Bowater Scott gate at 9.00pm for ‘West’ and the departure time is 11.00 pm. (They knew us on the gate, there was no point in giving a false name!)

After a long silence, my Dad, who was in his late sixties, suffered from emphysema, and hadn’t driven a truck for forty years, let alone being capable of loading one, said ‘Oh, I think that may have been the night you said that you were over your hours and could I take it in for you.’

The ministry man looked at him for a second or two and said, ‘Oh, that’s alright then.’

We chatted for a while after. When it came time for him to go, he said ‘I cannot tell you what a pleasure it has been to be invited in and be given coffee. Most of my conversations are conducted on the doorstep, with me standing in the rain.’

He gave me a big smile, shook my hand and wished me luck. Phew!

John.

Excellent post!

[saviem]

Afternoon all,

John that is a super tale…were`nt we all terrified of the ministry men!..in my case when I had not filled in my log sheets for…er…a …day…or two…oh dear!

Froggy, UK law stated that no one could sleep in their lorry, hence no sleeper cabs, some digs were great…others less so! When sleeper cabs became common, on European lorries sold in the UK, some compnay`s, (mainly heavily Unionised ones), had the actual bed removed from the cab. If the Constabulary cought you “cabbing it”, in some areas of the UK they could be quite, “iffy” and take things very seriously indeed.

Most , in fact all of my lorry driving was with day cab vehicles, even in Europe. Having ones break away from the vehicle was no hardship, and I soon found the network of commercial hotels, Les Routiers, that offered great accommodation, at reasonable cost, and enjoyed using them very much.Even more so meeting the other drivers , from wherever they came.

A few of our contributors will no doubt remember the UK law that I really hated…when parked up , even in a lay by, you had to keep your sidelights on…old lorry, even older battery…not an easy start up!

Happy (?) memories indeed.

Cheerio for now.

[fergie47]

Saviem:
Afternoon all,

John that is a super tale…were`nt we all terrified of the ministry men!..in my case when I had not filled in my log sheets for…er…a …day…or two…oh dear!

Froggy, UK law stated that no one could sleep in their lorry, hence no sleeper cabs, some digs were great…others less so! When sleeper cabs became common, on European lorries sold in the UK, some compnay`s, (mainly heavily Unionised ones), had the actual bed removed from the cab. If the Constabulary cought you “cabbing it”, in some areas of the UK they could be quite, “iffy” and take things very seriously indeed.

Most , in fact all of my lorry driving was with day cab vehicles, even in Europe. Having ones break away from the vehicle was no hardship, and I soon found the network of commercial hotels, Les Routiers, that offered great accommodation, at reasonable cost, and enjoyed using them very much.Even more so meeting the other drivers , from wherever they came.

A few of our contributors will no doubt remember the UK law that I really hated…when parked up , even in a lay by, you had to keep your sidelights on…old lorry, even older battery…not an easy start up!

Happy (?) memories indeed.

Cheerio for now.

When in Europe, and even when I got a sleeper cab, I still use to stay in the Les routiers hotels, usually 2 nights cab, one night hotel, depending where I was, certainly week-ended would be a hotel…they were great value, clean, and great food…however, when in the UK, I’m afraid it was cab only…

I’ve read the latest truck and driver mags, and had an occasional look at the modern side to this forum, and now find that there is an “in cab toilet” available…now, is that not just going too far ? …to actually have a crap in the cab is a hugh retro step surely… certainly glad I’m not driving long distant today in the UK …at least in Europe you still have decent restaurants / hotels…and toilets.