www.fj-online.com Channel ports on the frontline


The Short Straits will be at the sharp end of Brexit when the transition period comes to an end on 31 December. And this time it will be for real.


Once more into the breach for Dover


The Port of Dover has already prepared for Brexit three times over the last year or so, but this time – 31 December – it is for real, says chief executive Doug Bannister. “The port itself is fully-prepared – but it is only one link in the overall supply chain,” he says. There are some areas he


would like more clarity on, including how the Goods Vehicle Monitoring Service (GVMS) would work. “The sooner we can get that out to the industry, the more it would lift confidence.” Signing a trade deal between the UK and EU, while it would not remove the


need for customs clearance for goods moving through Dover, would have an uplifting effect on trade volumes and would again help boost confidence. He commends the UK


government’s approach in bringing in the new customs controls in phases and would welcome a similar approach on the EU side. The government has also


reached out to large traders in the EU to ensure that they are aware of what they will need to do from next year. Meanwhile Dover, like the


rest of the UK supply chain, has had to grapple with the


effects of Covid. “There was no doubt that in the first lockdown, freight volumes dropped off rapidly, but they have since rebounded,”


says Bannister.


“It’s now above last year, which demonstrates the popularity of our route.” Passenger traffic is also well


down, though it has recovered somewhat, and cruise passengers have of course disappeared entirely. Dover however has kept its cruise quays busy as a lay-up location for ship operators. Some of the ferries have gone


off service, but they are now returning and both P&O Ferries


Challenges and freight both plentiful for DFDS


The Covid pandemic has brought unprecedented challenges to the industry as a whole, says freight sales director for DFDS’s Channel routes, Wayne Bullen. However: “We at DFDS have remained


fully committed to providing the best possible service to our freight


customers throughout


the year. We are proud to have been able to operate a near full sailing frequency, to minimise


disruption for our customers.” He adds that the safety and welfare of


freight drivers


and staff remains paramount and DFDS has implemented all


necessary regulatory


and DFDS continue to maintain operations at Dover. Next year, there is a new DFDS vessel and two new P&O Ferries vessels to look forward to, which will add


capacity and, equally


important, reduce emissions. It has been suggested that


some traffic could divert away from Dover to longer ferry crossings to the North of England if the Short Straits become congested after Brexit. While it is true that alternative ports have some capacity (or at least did, before the current congestion crisis at Felixstowe) this is to miss the point, says Bannister. “You need to take a systemic view of capacity and frequency. With our operating model of accompanied freight, you are out of the gate in five minutes. For unaccompanied operation, dwell times can be a minimum of six hours. We turn


requirements ashore and on board its vessels. Nevertheless: “We have continued to provide complimentary hot meals for drivers on all crossings.” DFDS has also completed


preparations and committed substantial resources and investment in port and IT infrastructure to ensure it is ready and fully compliant for Brexit. Bullen says; “A lot of


our berths over ten times a day and can turn round a ferry in 45 minutes.” Paradoxically, it was a recent


stoppage that showed Dover’s capabilities, Bannister says. In September, a nationwide security alert halted all traffic for a day or so, which led to 4,500 trucks being trapped in and around Dover. “However, when the alert was lifted, within 12 hours we had entirely cleared it.” Any operator planning to


invest in an expensive new ferry is probably going to use it on the Short Straits routes where it can perform five round trip voyages a day as opposed to one on a longer route with less revenue potential. Bannister points out that


Dover handles the equivalent of 5.5 million teu of freight a year, 20% more than Felixstowe, but


effort is being put into ensuring our customers are prepared and ready for the forthcoming changes that Brexit will bring in January.” Freight traffic has recovered


from the lows during the worst of the pandemic. “In fact volumes in the third quarter of this year have developed more positively than expected. We expect volumes to remain stable


on about a tenth of the land footprint. Actually, studies have shown


that Dover could handle around 50% more traffic without building any significant new infrastructure. If anything, the constraints are in the road links to the port, so Dover has been pressing for the dualling of the A2 – one of two trunk roads feeding the port – and would like to see the Lower Thames Crossing built at some stage. There is space available at


Dover for expansion but plans for a second ferry terminal were superseded by the new general cargo lo lo terminal which opened in December 2019. This is aimed mainly at the reefer market, but has also opened up Dover to a wide range of other cargoes such as steel, rock armour, aggregates and project cargo.


through the fourth quarter as there will likely be an element of stockpiling prior to the end of the year.” But there is still some


uncertainty as to how volumes will develop in the early part of next year aſter Brexit. DFDS plans to offer a customs


service from 1 January and is currently in regular dialogue with customers.


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