If you re an avid renovator of the beautiful VW Campers, or fancy a project for the weekends, you ll be looking for a subject to work on. You might currently be looking at availability in the UK. Why not stretch further afield and consider importing a Camper from Australia or New Zealand?
For a start, Australia and New Zealand both drive on the left hand side of the road, so the majority of the Campervans available there will be right-hand drive. The climate in Australasia (i.e. much less rain than here in sunny England!) also is an advantage, creating less damage to the Campervans (we all know rust is a big problem to solve, and expensive too).
A VW Campervan could be transported over to the UK in a number of ways, there is the option of putting it in its own 40 foot container, or it could be rolled on, rolled off (or RORO for short). How you ship the Campervan will depend on its condition and whether it is currently driveable.
Mercator Cargo has excellent freight forwarding partners in Australia and New Zealand, and can arrange for transportation to the dock there, and for the Campervan to be loaded into the container safely, or rolled onto the ship.
If the Camper will transit in a container, there must be less than a quarter tank of fuel, and the battery must be disconnected we can have this arranged for you. If the Campervan will be loaded RORO, then all that needs to be made sure is that there is no other cargo in the van itself.
Upon arrival in the UK, customs clearance and import VAT and duty will need to be arranged. One of our experienced freight forwarders can advise you on levels of duty to be paid, and any other necessaries to clear the Campervan through customs. And finally, we can arrange for the Campervan to be delivered to you so that you can begin your work on it.
So if you re seriously looking at shipping a VW Camper (or any kind of motorhome/caravan) from Australasia, then give us a call to obtain a quote Tel. 02392 756 575. Email: email@example.com
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A small and unnoticed change in European rules could let massive new mega-trucks which are up to 25 metres, or 80 feet, long into the UK. The European Commission, which is pushing for this change, itself admits they are dangerous, particularly for pedestrians and cyclists. The trucks also damage roads and create unfair competition for more environmentally-friendly freight-on-rail. Some countries already allow mega-trucks on their roads but this proposal would mean they could travel between countries that agree to them. This would effectively allow mega-trucks in by the back door as they would become standard across much of Europe.
Even the European Commission research of January 2009 admitted that mega trucks are more dangerous than existing HGVs. The main reasons for increased collision risks are handling and manoeuvrability problems including snaking, larger blind spots, extra weight and size. Currently HGVs are disproportionately involved in serious accidents with other road users. In 2010, they made up about 3% of the EU vehicle feet but gave rise to 14% of fatal collisions.
The UK government has already buckled under pressure from the road haulage industry and allowed trials of 7 feet longer HGVs. We need to throw out the European Commission s proposal now before more pressure from the road haulage industry pushes the government into accepting mega-trucks in to the UK.
Please email your European Members of Parliament (MEPs) and ask them to oppose mega trucks being allowed to travel internationally to avoid these monster vehicles coming to the UK via the back door. You can contact your NW MEPs via the Write to Them1 website or directly with the email addresses below.
NW European Members of Parliament email addresses (Alphabetical order)
Robert Atkins (Conservative) email@example.comJacqueline Foster (Conservative) firstname.lastname@example.orgArlene McCarthy (Labour) email@example.comChris Davies (Liberal Democrat) firstname.lastname@example.orgSajjad Karim (Conservative) email@example.comPaul Nuttall (UKIP) firstname.lastname@example.orgBrian Simpson (Labour) email@example.com
Suggested email text:
I am writing to express my huge concern about the revision of legislation governing the weights and dimensions of HGVs as I believe it will lead to bigger heavier lorries coming to the UK over time. The European Commission wants to allow cross border traffic of 25 metre (82 ft) lorries between consenting member states. What will happen is that more and more countries will be pressurised by their road haulage industry to allow these massive lorries on competition grounds.
While the UK Government says it will not allow mega trucks to come to the UK it will be lobbied by the road haulage industry which has an insatiable appetite for bigger heavier lorries. In fact the UK Government buckled to pressure from the road haulage industry in 2012 by allowing 7 ft longer lorries on our roads which are already congested and not designed for vehicles of these proportions.
Even the European Commission s own research showed that mega trucks are more dangerous than existing HGVs 1.Because of the double articulation needed for manoeuvrability in urban areas there is a serious loss of stability at cruising speeds which increases risk of snaking, for example changing lanes 2.
Previous increases in lorry dimensions have resulted in more lorries driving around less full, causing more road congestion and more pollution, which is the reverse of what was claimed would happen. The proponents of mega trucks are using the same flawed arguments again. More than one in four lorries is driving around empty and almost half of lorries in the UK are driving around partially empty so why if hauliers cannot fill existing sized lorries how would they fill even bigger ones? Hauliers tend to buy the largest vehicle permitted and use it for large and small loads irrespective of the impact on road congestion and the environment 3.
The promoters are claiming that these vehicles will be restricted to motorways, dual carriageways and major roads. However, trying to restrict mega trucks to dual-carriageways and motorways will not work; the reality is that these vehicles will need local road access to distribution hubs on local roads
Allowing mega trucks will lead to more road fatalities, more congestion and more pollution and will be disastrous for the rail freight industry which has the potential to take thousands more long distance lorry journeys off the road reducing congestion, road accidents and carbon emissions.
Yours etc.1. TML Effects of adapting the rules on weights and dimensions of HGVs P14 penultimate line 6 November 2008 DGTREN website.
2. Source Table 26/27 Assessment results of the handling characteristics Knight & Wohrmann 2008
Together with our sister company, Sussex Transport, we are pleased to be making a dedicated delivery of trees to the Chelsea Flower show this month on one of our Flatbed trucks.
The Chelsea Flower Show runs from 21st until 25th May this year and celebrates it s 100th year!
- The first Chelsea Flower Show opened in May 1913 .
- The show was cancelled during the Second World War, as the land was required by the War Office for an anti-aircraft site
- The Coronation of Queen Elizabeth II in 1953 was a sufficient cause for a flower show that reflected the celebratory mood of the country. Most members of the Royal family attended that year. Unfortunately, due to other commitments, the only Royal unable to attend was the Queen herself. ( this year will be her 49th visit to the show!)
- In 1988 a limit of 40,000 visitors per day was imposed due to increased popularity and over crowding!
- The Chelsea Flower Show receives a lot of publicity. It is attended by 157,000 visitors each year and all tickets must be purchased in advance.
- From 2005 the show was increased from four days to five, with the first two days only open to RHS members.
For a blooming marvellous haulage, transport and delivery service, why not try us the next time you need something moved? We accommodate a huge variety of loads; from a small parcel to a temporary office, cabins, containers, fence panels, building materials, boats, hot tubs and much, much more.
We d love to hear from you!
Import prices dropped by 0.5 percent in March, which was the first decrease since December 2012. Imported fuel prices fell by 1.9 percent last month. Fuel prices have decreased by 10.4 percent in the past 12 months2, according to Bloomberg. The falling prices could signify stabilizing inflation, which will allow the economy to remain on its current track to recovery3, according to Fox Business.
Cost reductions for industrial supplies and materials, consumer goods, cars and capital goods contributed to the March decrease in prices. The value of imported automobiles dropped by 0.3 percent, which was the largest decrease since December 2011, reported Bloomberg. Costs of imports from China fell by 0.2 percent, which was the largest year-to-year drop since February 2010.
Export prices also experienced a decrease, falling 0.4 percent after gains in January and February. This decline was all driven by decreasing fuel costs, the report demonstrated. Agricultural exports also fell 1.8 percent in March after experiencing a 2.1 percent gain in February. The report stated fruit and wheat prices both decreased significantly in March, which were the biggest contributing factors. However, export prices have risen by 8.8 percent in the past year.
Global markets are still weak, so demand for commodities is limited, which keeps inflation down, Bloomberg suggests. U.S. companies can’t raise prices with low demand.
According to Fox Business, the falling import and export prices could indicate a strengthening in the inflation adjusted trade-weighted dollar index, which could be a positive sign that the economy is still on track to recover. Another Labor Department report revealed that the elevated number of jobless claims dropped by 42,000 according to Bloomberg.
Ieuan Wyn Jones explores the dilemma the Welsh Government faces over the Bryn Glas tunnels bottleneck
April 11th, 2013
I once remember being told by Ian Grist, a junior Welsh Office minister in the 1980s that road schemes are always controversial. I was, by then, campaigning hard for the dualling of the A55 across Anglesey. In the event, the completion of the A55 across the island was relatively uncontroversial as these things go. But Ian Grist s adage was certainly true about the M4 relief road around Newport.
The economic case for the new road was being made by employers organisations such as the CBI and the Road Haulage Association. They felt that the delays around Newport were causing massive economic difficulties and was a barrier to investment in the area. The opposition came from environmental groups and those who wished to preserve unique wildlife habitats.
Soon after I became a Minister, a fatal road traffic accident closed the M4 near Newport and I appeared before the Senedd to make a statement. Once the motorway was closed, chaos ensued as there was no suitable alternative diversion to take the traffic. If a fatality is involved the police close the road as it is treated as a crime scene. A thorough examination usually means a closure for some hours. Even the opposite carriage can often be closed to prevent rubbernecking.
Following this early incident in my Ministerial career, I did not need much persuasion that something needed to be done to alleviate the traffic problems around Newport. The reduction of the three lanes to two at the Brynglas tunnels and the increase in traffic means that tailbacks are a daily occurrence at peak times.
The M4 around Newport is not up to current motorway standards. Originally built as a bypass for the city, it is too steep in some areas and some of the bends are more acute than one would expect on a motorway these days. It was not built to carry the volume of traffic we have today.
By 2004, the Labour administration in the Bay had concluded, on advice received from its own transport directorate, that a new section of M4 needed to be built around the south of the city. In order to keep clear of any built up areas and minimise disruption during the construction phase, a route was proposed which meant that the road cut through an environmentally sensitive area known as the Gwent levels which provide a habitat for a number of important wildlife species.
I was given the same advice as my predecessor when I became a Transport Minister in 2007, although I needed to be persuaded that the case was still robust and could be justified. Some of my officials, fearing that I might not continue with the project rather overstated the case for the new relief road. Nevertheless, I was prepared to look at it objectively, and come to my decision based on all the evidence which was available.
When the plan for the relief road was announced in 2004, the cost for the 15 mile section was estimated at 350 million. Even that figure had to be treated with some caution. Transport engineers will openly tell you that very often new schemes are underestimated so that they can be included in a forward road programme. This is known in the trade as optimism bias . However, it is also true that no scheme can be accurately costed until all the survey work has been done. So at best the 2004 figure was an estimate, and at worst was probably a substantial underestimate.
One of my early requests as Minister was to ask the transport directorate for details of every road scheme they had on their books, the cost of each scheme and what their future pipeline looked like. Once I received this information, I could see that many of the road schemes being planned were simply unaffordable within the capital funding I had at my disposal, and the work on the M4 relief road could only be done if sufficient funds could be raised under a Public/Private Partnership scheme. Since Private Finance Initiative was by then discredited, new forms of financing were being looked at. By now the cost of the scheme had rocketed to around 1 billion.
All these options had major drawbacks, since the Welsh Government had only two ways it could meet the interest payments, either by raiding the revenue budget or to raise tolls on the new road. I examined the plan to raise tolls extremely carefully. My officials had become extremely nervous about only raising tolls on the new section of the M4, as experience on the tolled section of the M6 showed that drivers were avoiding it in great numbers. Their advice was that tolls had to be raised on both the new and existing sections of the M4, a scenario which I found to be extremely unattractive. Paying tolls on the Severn Bridge was bad enough. Making motorists pay on the new and old sections of the M4 was a step too far. The public simply would not stand for it. The business case for the new road was also weaker if tolls had to be raised to pay for it.
When a new team took over senior positions within the Transport Directorate, their advice was that the M4 relief road as originally planned was by now simply unaffordable. I agreed with them.
However, I asked them to draw up an alternative plan, since doing nothing was not an option. They came up with a solution which would alleviate the worst of the traffic chaos, by purchasing a section of road which traversed the Llanwern steelworks site, and bring it up to dual carriageway standards. This road would link into the Southern Distributor Road around Newport and provide an alternative route for traffic. Given that much of the existing traffic on the M4 around Newport was local, some of the existing junctions would be reconfigured and closed with traffic redirected onto the alternative route. In the future, new tunnels could be constructed alongside the Brynglas tunnels should the increase in traffic continue well beyond current levels.
I can sympathise with the current Transport Minister, since she faces the same dilemma as I did. The UK government cannot force the Welsh Government to raise tolls and the Welsh Government should resist any pressure to so. My advice is to get on with the alternative plan I announced. It can be done quickly, it is more affordable, and avoids the controversy of building a new road on a sensitive site.
Ieuan Wyn Jones is AM for Ynys Mon and was Deputy First Minister and Minister for Economic Development and Transport in the 2007-11 One Wales Government.
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George and I spent the last three days walking 10,000 miles around the Kentucky Expo Center, trying vainly to see all the Mid-America Trucking Show had to offer. I believe it would have been entirely impossible to visit every exhibit without the aid of wizards and rocket boots. And a hovercraft.
This was my second trucking show overall I was christened last year at the Great American Trucking Show (GATS) in Dallas. I thought that was a giant show until I went to MATS. The Dallas show was more enjoyable for me personally, because the layout made sense to someone other than a drunken animal and didn t seem completely oversold. I m not a huge fan of crowds, but Dallas spaced the booths in a way that didn t impede foot traffic and had plenty of stuff to see without being overwhelming and impossible. I don t think bigger is better when it comes to trade shows.
I m not saying I didn t enjoy myself, we got to see a lot of our friends from the industry, and Anne Ferro and I are best buds now.
Kidding! (I m going to teach her how to french-braid next weekend.) But I did get to meet her and ask her the solitary question I had for the only high-ranking government official I ve ever met.
Do you have a driver s license?
Of course I didn t just walk up and blurt it out like that, I hung back and let other folks take pictures and stuff for a few minutes while I psyched myself up to speak to her. I couldn t decide if I should curtsy or bow or something official, and while I was trying to work this out in my head she turned around and looked at me like I was supposed to say something, so I just stuck my hand out and went with a business-like, non-curtsy approach.
I explained to her I didn t drive professionally, I just kind of wrote about what I experience out on the road as a non-trucking person in the trucking industry, riding along. She was really nice and personable, she seemed genuinely interested in what I do, which was very flattering. I only had a couple of minutes to chat, and I told her I got the feeling a lot of professional drivers out there don t think she s very connected to what they re actually up against. I also told her there was a rumor that she didn t have a driver s license. She pretty much cracked up when I said that.
I was tempted to mention driving at the age of thirteen is illegal, but then I remembered getting busted taking my Momma s Delta 88 for a spin around the block and promptly into a garage door when I was fourteen, so I decided to be cool. Anne and I are outlaws, that s how we roll.
Time was short and I was really nervous because there were a lot of other people waiting for her and I was totally tempted to ask her if she believed in Bigfoot, so I just kind of thanked her a lot for talking to me. This is probably why The Ever Elusive and Sometimes Famous Max Heine leaves important interviews up any other human being who can hold a thought for more than 11 seconds.
Thankfully, she was kind enough to turn me over to a very nice man named Duane DeBruyne, who smelled good, had awesome hair, and smiled a lot.
Oh yeah, he also exchanged information with me and offered to set up a question-and-answer kind of post for the blog with Mrs. Ferro, which will be one of the coolest things I ve done yet. She can help explain in her own words what she thinks qualifies herself and other people in government, who don t have CDLs and can t relate on a personal experience level, to make rules for Joe Driver. More on that later, because I ll definitely need our readers help with questions that don t pertain to alien abduction and Bigfoot s CSA score.
Oil patch truck drivers are frustrated by a federal rule implemented in June. For 50 years, truckers driving to distant wellheads were allowed an exception to the 14-hour workday limit to account for downtime spent waiting, sometimes for hours, in remote areas. The exception allowed meant they didn’t have to count the hours spent waiting as part of the workday, but the rule change took that away.
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When I think of Griffon, I don’t really think of castoffable figures. Perhaps some have slipped under my radar or I’m simply blocking it out, but whatever the case, Senran Kagura’s Mirai seems to be just that. Apparently Grif… more2
Bidets & Baths to Banstead Sinks & Showers to Shepperton Toilets & Taps to Thames Ditton This month has seen Surrey Road Haulage delivering bathrooms across the South East!
We are accustomed to delivering bathroom fixtures and fittings it s a regular part of our day to day work and something we pride ourselves on doing well for some of our larger clients.
The most expensive toilet in the world? Well apart from the one in the International Space Station which cost 12m, the solid gold convenience in the solid gold bathroom in Hong Kong tips the price scales at 3m! The bathroom, which can be found in a jewellery store, can be used by customers, provided they spend at least 100!
John Lennon s toilet sold at auction for just under 10,000!
Looking to have a bathroom delivered / collected? Why not give us a tinkle ( did you see what we did there?!) on 0800 915 23 24 for FREE – and we d be only too happy to give you a quote!