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www.bifa.org


Policy & Compliance


effective packaging; the practicalities of safe packing and securing; completion checks; correct declaration and receipt, as well as unpacking. Currently, the primary objective of the Cargo


Integrity Group is to promote awareness and adoption of the CTU Code; the publication of the Quick Guide is the initial effort in accomplishing this aim. Certainly, the achievement of widespread awareness of the CTU Code is the greatest challenge, not least due to the huge number of businesses active in the shipment of goods by intermodal container and other types of cargo transport units. Connecting with other stakeholders, whether individual companies, industry bodies and representative organisations or governmental agencies, is crucial in order to gain their support and assistance.


Achieving change The complexity of supply chain relationships and fragmentation across the industry globally make it no mean task to achieve material change in behaviour and practice. The Cargo Integrity Group has deliberately sought to connect with other stakeholders, industry bodies and representative organisations, and governmental agencies, in order to gain their support and assistance. It is recognised that freight forwarders hold a


unique position in the supply chain, frequently contracting with multiple stakeholders including the CTU operator, shipper, supplier, packer and loader – often bridging the contractual gap between the shippers and the shipping lines. While influencing good practices in the supply


chain remains a challenge, the dynamic contractual position of the freight forwarder could assist in disseminating good practice information to a greater number of key stakeholders. Success in this context will undoubtedly result


in a reduction in cargo loss and damage incidents, as well as reducing the frequency of interventions and delays through inspections. While some acts are deliberate, others stem from ignorance. Where ignorance or lack of expertise is


identified, all stakeholders are obligated to assist and improve knowledge of best practices. At the end of the day, most shippers comply


with good practice and the majority of shipments arrive at their intended destination without incident; it is the few that cause the issues, exposing not just their own endeavours but everyone else who becomes proximate to the offending shipment. The industry call to action is to spread the word and hold each counterparty to account for carrying out their actions diligently to improve safety.


November 2020 15


BIFAlink


Recent statistics show the extent of economic downturn


The recent pandemic has had two main strands, the first being health, the second being the economy. A long-term shift from a manufacturing to a service-based economy has made the UK reliant on the importation of goods for both industrial and consumer consumption. The coronavirus pandemic originated in


China, creating a problem with supply; by the time it had spread to the West the problem had become one of consumption and delivery. Recent Department for Transport (DfT)


statistics for both port throughput and road goods vehicles travelling to Europe have highlighted the extent of the downturn. The total volume of freight tonnage moving through the UK ports in Q2 of 2020 fell by 18% to 96.1 million tonnes, but the effect on unitised freight carried by containers, trucks and trailers saw this fall by 44% to 3.2 million units. This very significant decline followed a 6% decline in volumes compared with 2019, highlighting the impact of the pandemic. During the pandemic, UK economic activity


in both the high street and manufacturing was largely suspended, and as some observers have noted the future for the former remains uncertain at best and bleak at worst, given the high rate of closures. It should be noted that some cargoes such


as timber and toilet rolls had, in response to demand, performed well. From feedback received by BIFA, the initial downturn was very sudden and deep. Carriers have responded with significant cuts in services. Within about six weeks of the national lockdown being implemented, there were signs of recovery and


we even started hearing complaints about containers being ‘rolled’. Road presents a more complex picture;


domestically some hauliers supplying the supermarkets did reasonably well. Statistics for international haulage have been more difficult to discover, particularly for import movements.


Decline in road goods vehicles From a peak in Q1 2019, we have seen a steady decline in road goods vehicles travelling from Britain to Europe, with the sharpest decline being between Q1 2020 and Q2 2020. The total number of trips made by road goods vehicles travelling from the UK to Europe declined from 807,000 in Q1, 2020, to 659,000 in Q2, 2020. The number of powered goods vehicle movements in the same timeframe declined from 549,000 to 446,000, a 23% decline, whilst unaccompanied movements declined from 258,000 to 213,000, representing a fall of 21%. The number of UK registered trucks making the journey declined even more sharply from 75,000 to 56,000 goods vehicle movements during the same timeframe, a 33.9% reduction. There does seem to be some improvement


in trade levels, particularly in the maritime sector, and some believe that this trend will continue, particularly as British industry stockpiles prior to likely disruption at the main ro-ro terminals. Many anticipate that 2021 will be at least as


challenging as 2020 and the statistics will be as good an indicator as any of any changes in trade flows.


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