Subcontractor haulage work in ADR
Subcontractor haulage work in dangerous goods is where capability beats price, because most of the market cannot take the load at all. It is also where a vague offer causes real damage.
What we ask an ADR carrier for
Nothing here is a Vektor invention. Each line points at the provision it comes from.
| What | Why | Where it comes from |
|---|---|---|
| Driver ADR certificate | The driver must hold a valid certificate for the classes and, where relevant, the tank endorsement. | ADR 8.2.1 |
| Awareness training records | Everyone whose duties touch the consignment needs training appropriate to their role. | ADR 1.3 |
| Vehicle approval certificate | Required for tanks and for certain class 1 vehicles. | ADR 9.1.3 |
| Vehicle equipment | Fire extinguishers, wheel chock, warning devices, eye rinse and the personal protection the entry calls for. | ADR 8.1.5 |
| Orange plate marking | Plain or numbered with the hazard identification and UN number as the load requires. | ADR 5.3.2 |
| Placards and labels | By class, at the sizes and positions the section sets. | ADR 5.3.1 and 5.2 |
| Safety adviser | The carrier must have a dangerous goods safety adviser appointed. | ADR 1.8.3 |
| CMR liability cover | Current certificate, verified before your first load. | Contractual |
What our offers carry, because you need it to decide
A dangerous goods offer that names only the commodity is not enough to accept. Ours carries the UN number, the class, the packing group, the tunnel restriction code and the quantity against the 1.1.3.6 threshold where that matters.
The tunnel code is the one that most often changes a route after acceptance, so it is on the offer rather than in the paperwork. If a routing constraint applies, we would rather discuss it with you before you commit than have your driver turned back at a portal.
Our published references are the same ones we work from: the UN number database, the hazard identification numbers, the class list and the 1000 point rule.
Tank work has a second layer
For tank movements the lining decides what the unit can carry and the previous load decides whether it can carry it today. A rubber lined wall that last ran caustic is not available for hydrochloric acid until the cleaning is documented.
We ask for the lining type in your profile and we check the previous load and the EFTCO documentation at planning. It is a question in the offer, not a discovery at the loading point.
What an ADR carrier gets in return
Work most of the market cannot bid for
Class capability, tank lining and driver qualification narrow the field before price enters the conversation.
Requirements written down
Class, UN number, tunnel code, equipment and documents, in the offer.
A desk that knows the regulation
We publish the reference data this trade runs on. You are not explaining tunnel codes to someone who has never seen one.
Enforcement reality, not theory
We track what inspectorates actually stop vehicles for, and we tell you when a lane is being worked.
Enforcement is part of the job
Roadside enforcement in this segment is specific and it is not evenly spread. The Dutch inspectorate publishes the offences it treats as most serious, and they are the predictable ones: goods that may not be carried at all, leakage, an unsuitable containment, a tunnel that was not permitted, missing marking, missing training.
Our reading of that list is published in full at what the ILT enforces. It is worth ten minutes for any driver running Dutch lanes.
Your capacity, our freight network
Tell us what you run and where you run it. We come back when there is freight that fits, not before.
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