Most visitors to Agritechnica in Hanover view the machinery from the standing position, but not Adam Wyatt.
Technical manager with the British Agricultural and Garden Machinery Association, his professional interest is in trailer stability and braking systems, meaning he spent most of his time on his hands and knees inspecting undercarriages.
Most of what he saw was more than satisfactory, apparently, with all the larger road-going trailers constructed to commercial truck standards.
This is not always the case in Britain, apparently.
“The manufacturers here are quite a bit ahead on specification and design,” he commented.
He was also impressed with the inherent tractor and trailer stability that comes with using ball couplings. These give a more secure linkage without the “play” associated with the pick-up hitch arrangements almost universal in the UK.
All but the smallest tractors at Agritechnica are fitted with 100mm ball hitches for transport work.
In some cases they are fixed with a moveable top retaining clamp.
In other cases the ball is raised hydraulically to meet the cup on the trailer, with the retaining clamp rigidly fixed to the tractor rear casing.
If the system was adopted in Britain it would mean a return to trailer jacks, but not the sort that used to fill even strong men with dread. The jacks on all the big trailers here at Agritechnica are lifted and lowered hydraulically, making attachment to the tractor very easy.
Tractors for the Continental market also have alternative pin and clevis drawbars fitted for lighter work for example pulling a round baler. These are height adjustable to allow for power-take-off clearance.
The very largest tractors used exclusively for drawbar work in the field have a much heavier clevis arrangement using 100mm diameter pins.
It is massive engineering, but obviously it is important not to part company with a 12-metre cultivator at speed.
Mr Wyatt brought significant news from home. He has been involved with the Ministry of Transport, NFU and the National Association of Agricultural Contractors in the launch of a 12-week consultation aimed at increasing the maximum allowable weight and speed for tractor and trailer combinations.
The consultation will ask for opinions on increasing tractor speed to 25 mph and increasing gross weight of tractor and trailer to 32-tonnes for twin axle trailers and 37 tonnes for triple-axle trailers.
“Those who want to take advantage of this will have to comply with mandatory annual testing of brakes and suspension components.
“Those who decide to stick with the existing 24-tonne and 20 mph won’t need annual tests,” he said.
The Bagma proposal is that the tests will be carried out at dealerships or on farms, with the testing carried out to Vosa standards by trained and qualified mechanics.