NEWS\\\ >> 2

Issue 7 2020 - Freight Business Journal

owners to intensify their

preparations for the new border checks and systems that are coming and carefully review their supply chain options, while Government must provide adequate border infrastructure and maintain a level playing fi eld for ports across the UK.” EU Transition Minister, Rachel

Maclean, added: “We are working with ports across the country to boost capacity and build a greener way of working so they continue to thrive for decades to come.” The report suggests that

reshaped trade fl ows should increase volumes through ports on the East Coast in particular – from the Thames to the Tees – but also along the South and West coasts. Greater weighting of supply chain resilience and environmental factors would also benefi t ports in the north and west. However, Port of Dover chief

executive Doug Bannister said that UKMPG’s suggestions were unrealistic. In an open letter, he said that Dover’s own independent analysis has previously suggested that the cost of the extra ferries to handle just 20% of Dover’s current traffi c on longer and slower routes would be around £2.7 billion. A single vessel can complete up to fi ve round voyages in a single day in Dover whereas productivity on longer routes to other ports is of the order of one round voyage per day. Moreover, new ferries would

need to be built and, with current shipyard capacities, this would

need signifi cant lead time, said Dover. The UKMPG paper suggests that

other ports might have capacity to take up to 60% of Short Straits traffi c now, but acknowledges that this requires both Government and trader support for this off er of ‘resilience’ to be possible, says Dover, suggesting that the cost to businesses and the consumer could be up to around £8 billion. Focusing only on port capacity

“is terribly one-dimensional,” says Bannister. Other operating models, for example containers and unaccompanied trailers may have inbound dwell times ranging from several hours to several days whereas average inbound dwell time at Dover is just fi ve minutes, says Bannister. The ferry links between Dover

and Calais, as well as the Channel Tunnel, had achieved their 60% market share of British- Continental EU trade because they were the right choice for business, he said. He added: “The report is

right to focus on resilience as we approach the end of the transition

period, but what

resilience do you have if you are sending traffi c to ports where the ferries do not exist? Neither is that a quick fi x. The market dynamic is important here. In fact, rather than investing in new ferries, operators at some of the alternative ports have actually been closing these longer routes with tonnage moving back to the short routes as that is what the market wants – Dover has of

course kept going throughout the pandemic. This dynamic applies to the European side too, with the majority of freight vehicles choosing to route through northern France to Calais and Dunkirk as it is simply closest.” If there is disruption it will be

at every port and: “Sending more traffi c to ports that do not even have the ferry capacity will make the situation far worse and create far less resilience for UK trade,” he pointed out. In contrast, the traffi c management regimes for the

Short Straits are tested and

proven. For example, the recent national security operation that aff ected all ports with additional screening and searches leſt around 4,500 lorries in Operation Stack. When the security operation ended, Dover had cleared all queuing traffi c and was back to normal within just 12 hours. “Nowhere else could do that,” said Bannister. “It would take weeks with the

current vessel capacities

and frequencies available elsewhere.”

Government secures queue- busting ferry capacity


The government has signed agreements with four ferry operators

to provide capacity

equivalent to over 3,000 HGVs per week at the end of the Brexit transition

period. They will

provide space to keep essential food and medical supplies moving in the face of possible disruption aſt er the UK leaves the EU. The contracts, with Brittany Ferries, DFDS, P&O and Stena, are

collectively worth £77.6 million, and will focus on routes and ports less likely to experience disruption including Felixstowe, Harwich, Hull, Newhaven, Poole, Portsmouth, Teesport and Tilbury. Transport Secretary Grant

Shapps said: “As the transition period comes to an end, we’re putting the necessary measures in place to safeguard the

>> 6

Are you BREXIT ready? DSV can guide you through the process

business IT for

Albacore are the leading specialist supplier of IT services to the UK freight industry

We offer a comprehensive fixed cost support and business continuity model for on-premise and cloud solutions

Talk to us today

Hosting client Brexit webinars, extensive email communication and the creation of the dedicated Brexit website are some of the ways DSV have been supporting clients in preparation for Brexit. There will be significant changes in documentation requirements going forward.

In addition, customs clearance will be required to transport goods to and from

The Mill Yard, Nursling Street, Southampton SO16 0AJ Tel: 023 8073 7100

Europe from 1st January 2020. To learn more about Brexit contact your local representative or call +44 1708 892108 Global Transport and Logistics

Page 1  |  Page 2  |  Page 3  |  Page 4  |  Page 5  |  Page 6  |  Page 7  |  Page 8  |  Page 9  |  Page 10  |  Page 11  |  Page 12  |  Page 13  |  Page 14  |  Page 15  |  Page 16  |  Page 17  |  Page 18  |  Page 19  |  Page 20  |  Page 21  |  Page 22  |  Page 23  |  Page 24  |  Page 25  |  Page 26  |  Page 27  |  Page 28  |  Page 29  |  Page 30  |  Page 31  |  Page 32  |  Page 33  |  Page 34  |  Page 35  |  Page 36  |  Page 37  |  Page 38  |  Page 39  |  Page 40  |  Page 41  |  Page 42  |  Page 43  |  Page 44