Bulk Distributor Jul/Aug 17

B ULK D ISTRIBUTOR www.bulk-distributor.com July/August 2017 Est. 1990 Your single information source for bulk and semi-bulk logistics Tank Containers • Flexitanks • IBCs • Drums • FIBCs • Bulk Liners • Road Tankers • Loading/Bagging • Bulk Logistics • Cleaning & Repair Depots • Components IN THIS ISSUE Shipper Tank Containers Tank Manufacturing Tank Leasing Components & Couplings Industrial Packaging Flexitanks & Bulk Liners Logistics Ports & Storage 2 3 5 6 8 10 12 14 15 Managing Editor: Neil Madden [email protected] Tel: [phone] Advertising Director: Anne Williams [email protected] Tel: [phone] Business Development: Mike Reardon [email protected] Tel: [phone] Circulation: Berni Chetham [email protected] Tel: [phone] © Ashley & Dumville Publishing Ltd Bulk Distributor is published by Ashley & Dumville Publishing Caledonian House, Tatton Street, Knutsford, Cheshire WA16 6AG, United Kingdom www.bulk-distributor.com To advertise or contribute please email [email protected] or >ŽŐŝƐƟĐƐƉŝƉĞƐƵƉŽǀĞƌƌĞdžŝƚ ĐůŝīĞĚŐĞ F ollowing the British General Election in May the UK’s logistics industry is sensing its chance to make its voice heard as Brexit negotiations get under way. For most of the past year Prime Minister Theresa May placed more weight on placating the extremists within the ruling Conservative Party by promising a drastic reduction in immigration and escaping the European Court of Justice than the concerns of businesses worried about the economic cliff edge of a hard Brexit. She then called a snap election gambling on winning a larger majority to reinforce her mandate, and failed! Now dependent on a small number of MPs from Northern Ireland’s Democratic Unionist Party (DUP), the mood has changed. Polls suggest that most UK citizens favour a softer Brexit; remaining in the EU’s Customs Union and getting the best possible access to the Single Market. If prior to the election Mrs May paid little attention to wider business voices, she totally ignored the concerns of the estimated 63,000 companies that employ 1.7 million people in Britain’s logistics sector (which accounts for about 5 percent of GDP). But with her credibility severely damaged after the election, trade associations representing hauliers, freight forwarders, ports and the like are at last finding their voice. James Hookham, deputy chief executive of the Freight Transport Association (FTA) expressed serious dismay that the sector looked like being overlooked once again in planning for Brexit. Economic lifeblood “Logistics is the blood supply that keeps the other parts of the economy fit and healthy,” he said. “When discussing how trading relationships will operate during and after Brexit it is vital that logistics has a seat at the table. Without it, Britain will find it difficult to keep trading effectively.” FTA’s members operate more than 200,000 lorries, almost half of the UK fleet, as well as consigning 70 percent of the nation’s visible air and sea exports, and delivering more than 90 percent of freight moved by rail. Hookham continued that for the UK economy to ensure maximum productivity post-Brexit, it was imperative that the concerns of the logistics sector are included in ongoing trade negotiations, rather than viewed as an afterthought once other negotiations have concluded. [email protected] “So many industries rely on the efficient and timely delivery of materials, components and time-sensitive items to ensure that they can keep trading. Yet these lifelines for business will be cut off if the needs of the logistics sector are not taken into account when forging new trading arrangements,” he continued. “Our members have legitimate concerns about whether a frictionless trade deal with Europe will be possible in the post-Brexit world, and it is imperative that government takes these issues seriously if Britain is to continue as a leading player in the European, and global, marketplace.” In particular, FTA is asking government to consider five key areas identified by its members as crucial to the nation’s future trading success. First, Customs systems and procedures need to be in place that are capable of handling up to 300 million additional annual declarations. Second, time needs to be allowed for the sector to adapt to new systems which will be required for UK-EU Customs declarations – something that has not been required since the UK entered the EU. Third, equivalent procedures need to be introduced in all other European Customs administrations to avoid intra-EU border delays. Fourth, checks on vehicles need to be avoided at ports and airports, where there is “no time and no room”. Finally, transitional arrangements “must be robust enough” to cope with a round-the-clock industry, particularly if negotiations break down at short notice, and the UK exits the Customs Union without a deal. “No trade deal will succeed until freight and logistics arrangements have been considered as part of the wider conversation, and we urge the government to include the sector as part of any future trade discussions,” said Hookham. “Without it, Britain’s trading relationships could grind to a halt.” Fit for purpose? Responding to the publication of a National Audit Office (NAO) report on the progress of the Customs Declaration Service (CDS) programme, the FTA also questioned whether this was fit for purpose. FTA has grave doubts that the new system, currently in development by HMRC (the revenue and Customs service), will be able to cope with the expected 255 million additional Customs declarations to be made at British ports each year when the UK leaves the EU. Continued on page 2 씰 General Cargo 씰 Bulk Container 씰 Tank Container www