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Industry News

The latest news from BIFA
  1. Over 2,000 high-level policy and decision makers, as well as operational experts, from Customs administrations, other government agencies, e-commerce operators and other international organizations deliberated on various aspects of cross-border e-commerce with a view to adopting new strategies and approaches that should be beneficial to all.

    The Conference emphasized the need for an international standard and supported the expeditious development of the WCO Framework of Standards on Cross-Border E-Commerce. At the end of the Conference, a Beijing e-Commerce Declaration, summarizing the discussions of the conference and outlining the future way forward, was adopted. It should set out a vision for boosting sound, secure, balanced and sustainable development of cross-border e-commerce.

    Source: World Customs Organisation

  2. “Today, we have seen the value of having an independent National Infrastructure Commission to hold the government accountable for lack of action on key national infrastructure issues.

    “Of several projects it highlights as requiring urgent action in its 2018 annual report, the commission flags the continuing lack of a Parliamentary vote on a new runway at Heathrow, a key gateway for UK manufactured exports. Expansion at Heathrow is something on which BIFA has campaigned vociferously on behalf of its members.

    “We share the disappointment expressed by Sir John Armitt, chairman of the NIC, about the lack of progress with expansion at Heathrow and agree that the government needs to deliver on its promise of making a decision on the airport''s third runway by the summer.

    “Any further delay would be irreconcilable with the government’s commitment to deliver the infrastructure the country needs. It should take note of the NIC's call for action and come forward with a clear plan for progress.”

    “Over the last couple of years the Government has regularly identified the need for capital and infrastructure investments and BIFA has frequently said that there is a pressing need to improve the country's transport infrastructure across all modes. Today's NIC report shows that its time for action, not words.”

  3. How can I keep myself up to date with HMRC publications?

    You can sign up to receive notifications of any announcements on the GOV.UK website. (

    To receive regular updates listing announcements you just need to click on the ‘Announcement’ link on the top right hand side of the HMRC homepage, and choose from either email or RSS feed.

    Some examples of this would be the recent changes to anti-dumping duty measures, updates made to public notices and announcements about tackling tax evasion.

    How do I make sure I am getting it right?

    For any customs declaration that you make, on your own behalf, or as an agent acting on behalf of an importer, you must familiarise yourself with the relevant rules. These rules are explained on GOV.UK ( You must also ensure you can demonstrate that you have taken all appropriate steps to confirm the accuracy of the declarations you are making. In particular where any form of relief (from VAT and /or customs duty) is being claimed you must ensure the relevant conditions are met.

    What are the consequences of getting it wrong

    Depending on your status (importer, customs agent or freight forwarder) different actions will be taken. Actions we have taken recently include:

    • 12 VAT de-registrations
    • Goods detained
    • Additional duty and import VAT demands made for misdescribed goods – in one case in excess of £7 million
    • Denied Onward Supply Relief (OSR) for failing to meet the conditions
    • Issued a civil penalty of 100 per cent of the customs duty already owed

    What are the most common errors and how to avoid making them?

    Failure to obtain original documents.
    For HMRC to carry out their controls effectively they will frequently ask for documentation and information to support a customs entry. Customs may exercise controls both at pre-clearance and after the goods have been released. Failure to supply the information may for example, lead to delays in customs clearance, confiscation of the goods and incurrance of additional liabilities, etc.  Here is some useful guidance on archiving your trade documents at In some cases original documents are mandatory (such as preference certificates and certificates of undertakings).  It is essential that you have these available to avoid incurring a penalty.

    Using the wrong tariff code and/or misdeclaration of origin can lead to an incorrect liability for duty and VAT being applied. You must use the UK Trade Tariff to find the right commodity code for your goods. This is available online on GOV.UK ( Detailed guidance to help you classify your goods is also available on GOV.UK ( We also publish tariff notices containing information about how to correctly classify certain types of goods for import purposes (

    When you import goods from outside of the European Union (EU), you must declare the correct value. The duties and taxes due are calculated on that information. Detailed guidance on how to value your imports for customs duty and other charges is available on GOV.UK ( There are six methods you can use to calculate your import valuations. Method one is the first method you must try. It applies to over 90 per cent of imports and is known as the ‘transaction value’. This is based on how much is actually paid or payable for the goods, with various adjustments made as necessary.

    For example, if they’re not already included in the seller’s price, you must add the costs of:

    • delivery to the EU border
    • most commissions (except buying commission)
    • royalties and licence fees paid by you on the imported goods as a condition of sale
    • containers and packing
    • any proceeds of resale the seller will receive
    • goods and services you provide to the seller for free or at a reduced cost.

    Some examples of items that can be left out of the customs value if certain conditions are met include:

    • delivery costs within the EU
    • EU duties or taxes and taxes paid in the country of origin or export
    • quantity and trade discounts and those relating to cash and early settlement, that are valid at the time the goods are valued
    • dividend payments to the seller
    • marketing activities related to the imports
    • export quota and licence costs
    • post-importation work, for example construction or assembly.

    For full details see GOV.UK (

    Failure to declare the correct value of the goods you have imported may lead to VAT and duty demands to recover any tax due and further action being taken by HMRC.

    Claiming Onward Supply Relief (OSR)
    Onward Supply Relief (OSR) is a customs procedure that allows you to claim relief from paying import VAT on goods you bring into the UK from outside the EU that you intend to supply to customers in another EU member state (country of destination).

    Under this procedure you declare the goods for free circulation in the UK paying only the customs duties that may be due, the import VAT is accounted for by the person to whom you are supplying the goods in the country of destination.

    To be able to use this procedure both the UK importer and the customer to whom the goods are being supplied must be taxable persons (for example being registered for VAT in their respective countries). The goods must be despatched to another EU country within one month of the date you imported them,  that is the date when the goods entered free circulation. The goods must be the same goods (not processed in anyway) and must be imported to fulfil an existing order from a taxable person in the country of destination.

    By making an OSR customs declaration you are confiming that you:

    • meet the conditions for OSR;
    • will produce on request any commercial documents to demonstrate the onward supply to the taxable person in another member state specified in box 44 of the declaration above; and,
    • will pay on demand any import charges due if the conditions for OSR are not met.

    Losing the right to recover VAT
    You should be aware that the European Court of Justice has confirmed that VAT input tax recovery should be denied where transactions are connected with the fraudulent evasion of VAT and the person claiming input tax either knew or should have known of that fact. This principle, known as the Kittel principle, has been clarified and endorsed by the Court of Appeal in the UK. This may affect whether any claim for repayment of import VAT will be repaid if it is established that you knew or should have known that you were participating in a supply chain connected with the fraudulent evasion of VAT.

    Further information

    If you need further information please visit GOV.UK ( or you can speak to the VAT, Excise and Customs Helpline on Telephone: 0300 200 3700.

  4. World Container Index: Drewry assessment on Thursday, 08 February 2018

    • The composite index is down by 1.8% this week and down by 14.6% from the same period of 2017.
    • The average composite index of the WCI, assessed by Drewry for year-to-date, is US $1,463/40ft container, which is $110 lower than the five-year average of $1,573/40ft container.
    • The Composite Index declined by $27 to $1,512 per feu this week as pre-CNY GRIs edged down. Rates on Shanghai-New York fell by $88 per feu to reach $2,856 and rates on Shanghai-Los Angeles dropped by $46 from last week to $1,519 per feu. Rates on Shanghai-Genoa were stable, while rates on Shanghai-Rotterdam shed $41 to reach $1,772 for a 40ft box. Meanwhile, GRIs on Transatlantic trade strengthened rates on Rotterdam-New York by $78 to $2,067 for a 40ft box. We expect freight rates to weaken next week on account of demand downturn during the Chinese Spring Festival.

    Our latest freight rate assessments on eight major East-West trades:

    Read more >

  5. CHIEF currently processes declarations to facilitate the international movement of goods between the UK and non-EU countries. CHIEF will continue to run for a time in parallel with CDS to aid the transition from one system to another.

    More information including summary of the main changes between the two systems can be found at:

    For more detailed CDS transition materials check our website at: /information/customs-border-force/customs-declaration-service-cds

    BIFA are also happy to announce that together with the CDS Communications Team we are launching an awareness campaign designed to help traders during the transition period. For more information contact Pawel Jarza at BIFA on: or reach out to the CDS Team directly on:

    A more detailed article on this subject will be published in the April edition of BIFA's BIFAlink magazine.

  6. TAPA has recently provided facts and figures which are available here.

    Cargo thefts at unsecured parking locations in the EMEA region accounted for 173 or 85.1% of incidents reported to TAPA’s Incident Information Service (IIS) in November. Cargo crimes at unsecured parking places in the EMEA region continue to dominate newly-recorded freight thefts in the Association’s Incident Information Service (IIS) database.

    Source: CLECAT

  7. Funding Roads for the Future, released by the Association for Consultancy and Engineering(ACE) – the leading business association representing the interests of professional consultancies and engineering companies operating in the social and economic infrastructure sectors – suggests that current HGV road-user levy is ultimately flawed. Meanwhile broader changes brought on by new technology and social trends, such as zero-emission vehicles, ride sharing, and increased urbanisation, mean that existing funding arrangements for our road network are leading to a growing funding gap.

    A truly flexible system could allow the Government to apply a scaled rate to haulage firms based on their size, for example an SME could pay comparatively less than a larger business. It could also be used to reduce the inherent advantages that foreign registered haulage firms have thanks to their lower fuel costs and would ensure that they contribute in equal measure to the upkeep of the road network.

    Commenting on the report, Dr. Nelson Ogunshakin OBE Chief Executive of ACE, says: “The way our roads are being used is changing rendering existing funding arrangements obsolete. Reform has to begin with HGVs who have the most to gain from any improvements to our roads.

    “Reform of HGV road user levy, fuel duty and vehicle excise duty is a great opportunity to test both the concept and delivery of a truly dynamic road-user charging system that will ultimately mean fairer funding for all. It is vital that the Government starts these conversations with the industry now.”

    Some of the other recommendations of the report are to:

    • Develop a new overall National Roads Strategy outlining a co-ordinated approach beyond the national network, including introducing a Local Roads Fund to amalgamate and ring-fence funding for local roads;
    • Look at short-term reforms to widen the scope of Vehicle Excise Duty to include zero emission vehicles, therefore securing revenue for the National Roads Fund;
    • Establish a Local Infrastructure Tariff allowing councils to develop a sustainable revenue stream for local road infrastructure investment;
    • Increase private investment in England’s road network.

    The report was created with the detailed input of ACE’s Road Sector Interest Group. Dave Beddell, Managing Director – Strategic Highways (Europe) at AECOM and Chair of the group says: “Such is the importance of the road network to our national economic and social wellbeing that we cannot allow the way in which we fund its future development and  operation to become mis-aligned with emerging customer needs.  Alongside the increased levels of spend we have seen allocated to parts of the network in recent years comes an equally exciting opportunity for industry to work alongside Government  in order to create an investment framework that supports a modern and sustainable road network.”

    The report can be downloaded from ACE’s website. Follow the discussion on twitter #FundingRoads.

  8. Freight capacity, measured in available freight tonne kilometers (AFTKs), rose by 3.0% in 2017. This was the slowest annual capacity growth seen since 2012. Demand growth outpaced capacity growth by a factor of three.

    Air cargo’s strong performance in 2017 was sealed by a solid result in December. Year-on-year demand growth in December increased 5.7%. This was less than half the annual growth rate seen during the middle of 2017 but still well above the five-year average of 4.7%. Freight capacity grew by 3.3% year-on-year in December.

    Full-year 2017 demand for air freight grew at twice the pace of the expansion in world trade (4.3%). This outperformance was a result of strong global demand for manufacturing exports as companies moved to restock inventories quickly.

    "Air cargo had its strongest performance since the rebound from the global financial crisis in 2010. Demand grew by 9.0%. That outpaced the industry-wide growth in both cargo capacity and in passenger demand. We saw improvements in load factors, yields and revenues. Air cargo is still a very tough and competitive business, but the developments in 2017 were the most positive that we have seen in a very long time," said Alexandre de Juniac, IATA’s Director General and CEO.

    "The outlook for air freight in 2018 is optimistic. Consumer confidence is buoyant. And we see growing strength in international e-commerce and the transport of time - and temperature-sensitive goods such as pharmaceuticals. Overall the pace of growth is expected to slow from the exceptional 9.0% of this year. But we still expect a very healthy 4.5% expansion of demand in 2018. Challenges remain, including the need for industry-wide evolution to more efficient processes. That will help improve customer satisfaction and capture market share as the expectations of shippers and consumers grow ever more demanding," said de Juniac.

    2017 calendar year
    (% year-on-year)  

    World share¹





    Total Market












    Asia Pacific












    Latin America






    Middle East






    North America






    ¹% of industry FTKs in 2017   ²Year-on-year change in load factor   ³Load factor level 

    Regional Performance    

    Airlines in all regions reported an increase in demand in 2017.

    • Asia-Pacific carriers saw demand in freight volumes grow 5.6% in December 2017 compared to the same period in 2016 and capacity grow by 2.2%. This contributed to a growth in freight demand of 7.8% in 2017 compared to 2016. Capacity increased 1.3%. The strong performance of Asia-Pacific carriers in 2017 largely reflects the ongoing demand for exports from the region’s major exporters China and Japan which has been driven in part by a pick-up in economic activity in Europe and a continued solid performance from the US. This is expected to support demand into the New Year.

    • North American airlines saw freight demand increase by 5.4% in December 2017 year-on-year and capacity increase of 2.2%. This contributed to an annual growth in 2017 of 7.9%.  Capacity grew by 1.6% in the 2017 calendar year. The strength of the US economy and the US dollar have improved the inbound freight market in recent years. Looking towards 2018, the recently agreed US tax reform bill may help to support freight volumes in the period ahead although this may be offset by the recent weakening in the dollar.

    • European airlines posted a 5.0% year-on-year increase in freight demand in December and a capacity rise of 3.2%. The strong performance in December boosted cargo volumes for the 2017 calendar year by 11.8% - the largest increase of all regions with the exception of Africa. Capacity in the region increased by 5.9% in the 2017 calendar year. This is consistent with Europe’s manufacturers’ export orders growing at their fastest pace on record. This is expected to support demand into the New Year.

    • Middle Eastern carriers’ freight volumes increased 6.3% year-on-year in December and capacity increased 4.7%. This contributed to an annual increase in demand of 8.1% in 2017 – the third fastest growth rate of all the regions. Capacity increased 2.6%. However, having not seen the strong upward demand of other regions in the first half of 2017, Middle-Eastern carries’ share of global demand dropped for the first time in 18 years.

    • Latin American airlines experienced a growth in demand of 4.9% in December and a capacity increase of 11.6%. This contributed to an annual growth in freight demand of 5.7% and a capacity increase of 3.1% in 2017. This was the first increase in annual demand in two years. The pick-up in demand comes alongside signs of economic recovery in the region’s largest economy, Brazil. Seasonally-adjusted international freight volumes are now back to the levels seen at the end of 2014.

    • African carriers’ posted the fastest growth in year-on-year freight volumes, up 15.6% in December 2017 and a capacity increase of 7.9%. This contributed to an annual growth in freight demand of 24.8% in 2017 – the fastest growth rate of all regions. This is only the second time African airlines have topped the global demand growth chart since 1990. Capacity in 2017 increased 9.9%. Demand has been boosted by very strong growth in Africa-Asia trade which increased by more than 64% in the first eleven months of 2017.

    View full December air freight results (pdf)

  9. Almost 3,500 council-maintained road bridges in Great Britain are substandard.

    Analysis of data for the 2016-17 financial year – received from 204 of the 207 local highway authorities in England, Scotland and Wales – found that 3,441 structures over 1.5m in span are not fit to carry the heaviest vehicles now seen on our roads, including lorries of up to 44 tonnes.

    Many of these bridges have weight restrictions. Others will be under programmes of increased monitoring or even managed decline.

    The 3,441 bridges represent 4.6% (about 1 in 22) of the roughly 74,000 bridges to be found on the local road network.

    The number of substandard bridges is slightly higher than the 3,203 identified a year previously.

    If money was no object, then councils would ideally want to bring 2,077 of the substandard bridges back up to standard.

    However, budget restrictions mean councils only anticipate 370 of these will have the necessary work carried out on them within the next five years.

    The one-off cost of bringing all the substandard bridges back up to perfect condition would be around £934 million – equivalent to £271,000 per structure.

    The total cost of clearing the backlog of work on all bridges – including those that are substandard – is estimated at £5 billion, up sharply (28%) on the estimate of £3.9 billion a year earlier.

    At the same time, the estimated amount of money councils are spending annually on maintaining their entire bridge stock is £367 million, just a fourteenth of the backlog total and down on the £447 million spent in the previous year.

    The survey of local highways authorities was carried out with the help of the National Bridges Group of ADEPT (the Association of Directors of Environment, Economics, Planning and Transportation) with the data collected in the autumn of 2017, a year on from a similar exercise.

    Source: RAC Foundation

  10. Forrester projects AI investment tripled in 2017, and Gartner expects AI to be pervasive in almost every new software product and service by 2020. With its cognitive interfaces, in-depth analytics, and machine-learning technology, AI provides business users operating within complex systems and dynamic networks with powerful, actionable intelligence that drives faster decision-making.

    While the technology is clearly applicable to companies across a range of industries, global logistics stands to benefit substantially.

    Ripe for AI

    The global logistics industry struggles with the ability to “make sense” of Big Data―and for some, even not-so-big data. Practical data consumption means something different to individual organizations, so the capabilities that AI brings to a logistics organization will be unique.

    The intrinsic complexity of global logistic networks, coupled with the ever-growing volume of data, make it almost a “mission impossible” to gather the necessary intelligence for informed business decisions. That volume of data will only increase as the Internet of Things (IoT) pervades deeper into the supply chain. In order to compete in a global marketplace where speed matters, logistics organizations will continue to see real value in the world of connected devices.

    The logistics world has so many moving parts that all have to work in sync with one another. These moving parts have historically been managed across multiple departments and various divisions, and by several different software systems with numerous suppliers and service providers. Logistics tends to suffer from the stigma of being a fragmented industry. AI is the most relevant and practical technology that will move the logistics industry past its current state.

    Key Areas Where AI Will be Most Impactful

    The role and capabilities of transportation management systems (TMS) have grown stale as logistics networks and operations have become more dynamic and complex. Companies that continue to manage their logistics operations with outdated systems, or worse, with manual spreadsheets, will find it difficult or impossible to keep up with customer and partner requirements of saving money and providing better services―not to mention trying to meet their own cost and growth objectives.

    Three areas where AI will be most impactful for logistics organizations:

    1. Process and analyze Big Data. Many logistics companies still rely on spreadsheets and manage multiple―and outdated―systems which all contribute to their struggles with Big Data. AI technology will simplify and standardize the methods for real-time data exchange for the entire shipment lifecycle. Platforms built on AI can provide a single source of data management and data flow while also automating manual and redundant business processes.
    2. Advise intelligently. AI platforms with built-in business intelligence (BI) and industry-specific consulting intelligence (CI) provide deep insight into customers, carriers, and operations. This actionable intelligence allows for more real-time, impactful decision-making based on situations and scenarios across all business units, departments, and systems in a centralized, cohesive manner that otherwise would not be humanly possible.
    3. Take proactive, intelligent action. The most advanced AI platforms not only analyze and advise, but they also execute based on this intelligence. The ability to assess, analyze, provide recommendations, and execute change for numerous logistical and business situations that affect all shipping industry players will allow organizations to proactively address risks, take corrective actions, and minimize operational delays.

    AI will set a new standard of core capabilities across all legacy industry platforms so that they all become intelligent, “expert” systems. The game is changing. This new way of thinking and the new capabilities that AI will bring to organizations will upgrade the entire industry. How? By creating a “new normal” in terms of how companies operate, how they manage data, and how they interact with suppliers, customers, and service providers―making these interactions more automated, intelligent and, ultimately, more efficient.

    Source: Inbound Logistics

  11. The Taskforce brings together leaders from across the maritime sector to identify practical steps to increase the number of women in maritime, and crucially within senior roles across its shipping, ports, marine and business services industries.

    Achieving a balanced workforce at all levels in the maritime sector will undoubtedly improve culture, behaviour, outcomes, profitability and productivity.

    During London International Shipping Week, then Maritime Minister Rt Hon John Hayes MP called for industry to address gender imbalance in the sector. Government are represented on the Taskforce.

    The Taskforce will make a series of recommendations and utilise best practice from other sectors that have taken similar action.

    Sue Terpilowski, Chair of the Taskforce, said:

    “The need for fairness, equality and inclusion is clearer than ever and the maritime sector must embrace diversity because it’s the right thing to do.

    “Equally there is a strong business case for action.

    “The OECD has estimated that equalising the role of men and women in the labour market could increase GDP by 10% by 2030.

    “There are women of all ages and abilities wanting to be a part of our maritime future and we must make sure we don’t waste any more time in not addressing this issue."

    David Dingle, Chair of Maritime UK, said:

    “I welcome this new Taskforce and look forward to its recommendations. The entire maritime sector needs to do much more to address gender imbalance.

    “Just looking at the Merchant Navy, the ITF estimates that women make up only 2% of the world’s maritime workforce, and those figures are replicated here in the UK too.

    “Of the 14,350 officers in our country, only 3% are women. Only 4% of our technical officers are women. Of the 6,500 engine officers, only 1% are women. It means that talented women could be missing out on careers in which they could best use those talents.”

    “Maritime UK will be leading by example, too, and urging members to nominate women leaders to sit on the Board.”

    Nusrat Ghani MP, Maritime Minister, said:

    “I am delighted to see Maritime UK taking action to attract more women into our maritime industries, and I welcome this taskforce as an important first step.

    “In the autumn, the Government challenged maritime leaders, businesses and colleges to find ways of increasing the number of women in the sector, and it is great to see them respond in this way.

    “There is a fantastic wealth and breadth of career opportunities in maritime, and I am determined to see more women accessing these.”

    Lilian Greenwood MP, Chair of the Transport select committee, said:

    “The news that leaders from across the maritime sector are examining ways to improve the representation of women in their industry, including in senior roles, is very welcome.

    “A plan to tackle gender inequality isn’t just ‘nice to have’, it’s essential, because right now our maritime sector is missing out on the skills and talents of outstanding women.

    “I look forward to hearing more about the Taskforce’s conclusions and seeing practical action to support a more diverse workforce.”

    Taskforce members

    Sue Terpilowski   WISTA UK
    Alison Lockyer DfT
    Sarah Dhanda British Marine
    Elizabeth Paull Aquatec
    Karen Waltham HR Network
    Iain Mackinnon MSA
    Ruth Hodgson Mersey Maritime
    Anne-Marie Mountifield    Solent LEP
    Sarah West ABP
    Andrew Moffatt Port of Tyne
    Nicky Goldsbrough   Shoreham Port
    Justine Brown DP World Europe
    Kirsi Tikka                                    American Bureau of Shipping
    Julie Lithgow Institute of Chartered Shipbrokers
    Nicola d’Hubert Lloyds Register
    Bridget Hogan Nautical Institute
    Debbie Cavaldoro Nautilus
    Kathryn Neilson Merchant Navy Training Board
    Kathy Stanzel Intertanko
    Paula Porter Carnival UK
    Guy Platten, Holly Birkett UK Chamber of Shipping
    Nicola Good IHS Fairplay  
    Helen Kelly Lloyd's List

    Source: Maritime UK

    • 10-week consultation offers the public an opportunity to shape Heathrow’s future and how the airport will serve local communities and the UK economy
    • Heathrow is seeking views on options to deliver and operate an expanded airport, alongside principles of new airspace design
    • Consultation is latest delivery milestone and comes ahead of a Parliamentary vote in the first half of 2018 on a National Policy Statement for a new north-west runway at Heathrow

    Heathrow’s consultation is a major milestone in delivering an expanded airport -  Europe’s largest privately funded infrastructure project, and the best way to keep the UK connected to global growth.   For the next ten weeks, Heathrow will seek views on how to shape its plans so it can deliver the huge opportunities of expansion while keeping to the promises it has made to local communities and meeting strict environmental tests.

    Over the past year, Heathrow has been working alongside local stakeholders and airline partners to evolve the plans it submitted to the Airports Commission.  This engagement has identified options to deliver an expanded hub airport for £2.5 billion less than previous plans – savings to help make sure airport charges stay close to today’s levels. These options can be delivered without compromising on the expansion commitments Heathrow made to local communities – including a world class property compensation scheme, the pledge to introduce a 6.5 hour ban on scheduled night flights and the promise to only release new capacity if air quality limits can be met.

    The consultation launched today will be an opportunity for the public to view Heathrow’s emerging proposals and options in detail and provide feedback on them.  It will be composed of two parts – the first relates to the physical changes to the ground needed to build a new north-west runway and operate an expanded airport.  Feedback is being sought on potential infrastructure options including:

    • Three shortlisted options for the new north-west runway with length varying from between 3,200 and 3,500 metres
    • Potential locations to expand terminal infrastructure: east of Terminal 2, west of Terminal 5 or a new satellite terminal by the new runway
    • Proposed alignment of the M25: repositioning it approximately 150 metres to the west, and lowering it by 7 metres in a tunnel and raising the runway height so it passes over the M25
    • Options for changes to local roads and possible changes to two junctions leading to the M25

    The airport is also asking for the public to review its plans to manage the effects of expansion on local communities and the environment.

    The second part of the consultation relates to potential principles, or ‘rules’, that could apply when designing the new airspace required for an expanded airport. Airspace across the country is being modernised as it has changed little since the 1960s.  Changes to airspace will ultimately improve resilience and punctuality for passengers while reducing noise, emissions and the number of late-running flights for local communities. At this early stage, future flight path options are not being consulted on.

    Responses can be submitted until the 28th of March at any of the 40 consultation events held across communities surrounding the airport and also online, via email or post. Views heard in Heathrow’s consultation will help to shape and refine the airport’s proposals, which will then be subject to a second public consultation next year. Parliament is expected to vote on a National Policy Statement in the first half of this year, which will set out the policy framework for Heathrow’s final planning submission.

    Emma Gilthorpe, Heathrow’s Executive Director Expansion, invites local residents and stakeholders to take part in the consultation, saying:

    “When the government announced its support for Heathrow expansion it made a clear commitment to keeping Britain open for business.  We want an expanded Heathrow to be the world’s best airport, ensuring that our country and its future generations have the infrastructure they need to thrive. 

    “We need feedback to help deliver this opportunity responsibly and to create a long-term legacy both at a local and national level. Heathrow is consulting to ensure that we deliver benefits for our passengers, businesses across the country but also, importantly, for those neighbours closest to us.”

    Source: Heathrow Airport Ltd

  12. Almost half of all respondents (46.4%) stated that the lack of drivers and other skilled workers across the industry was the biggest barrier to success, up by over a third (36.8%) when compared to the previous year’s results.

    When asked what the logistics sector needs to be doing to attract young talent there was a broad range of responses. Over a third felt more education and training initiatives are needed – including improved engagement, more apprenticeship schemes, and better-defined career paths – while a quarter believed improvements in pay and working conditions would help. Concerns were also raised about the image of logistics, with some suggesting that that the sector needed to promote itself as a modern and innovative industry that is embracing the latest technology.

    Transport costs remained the second biggest challenge (13.4%), with congestion (7.2%), lack of investment (7.2%), and urban transport restriction (6.2%) also identified as notable issues. Meanwhile, the need to compare planned routes against actual performance (46.4%) and demand for more accurate time windows (45.4%) are cited as the most significant planning pressures as companies contend with rising fuel prices and changing customer requirements.

    In fact, the results suggest a clear shift in what people are looking for from logistics services, with a staggering 85.6% saying that customer expectations had increased in the past 12 months. The overriding reason behind this was the request for greater levels of visibility and accuracy, which included the provision of faster and more regular deliveries, as well as increased reporting and real-time communications.

    The most significant transport development during 2018 is expected to be around vehicle innovation, but when asked specifically about emerging technologies there was a mixed response. Almost 20% already have a fleet strategy for electric or hybrid vehicles, with a further 26% expecting to adopt in the next two years, while over half have no immediate investment plans in place. With regards to driverless vehicles, around 45% think it is a good idea in principle, but this was countered by over half that believed it was either not appropriate for the UK road network or was simply too far in the future to form an opinion.

    William Salter, Managing Director of Paragon Software Systems commented: “The road transport sector continues to face considerable challenges around resource management and service delivery. The findings of our customer survey highlight the importance of using routing and scheduling software to help manage all available drivers and vehicles at an individual resource level. This means that logistics operations can mitigate the impact of driver and skills shortages, as well as meet the increasing expectations of customers.”

    Source: Paragon

  13. This performance was made possible by the 2017 commissioning of three new, third generation freight shuttles; the increased capacity provided enabled 7 departures per hour in each direction.

    With a load factor of 80%, this was an optimal service for a day with very heavy demand.

  14. IMO has agreed that from 1st January 2020 the maximum permitted sulphur content of marine fuel (outside Emission Control Areas) will reduce from 3.5% to 0.5%. Unless a ship is using an approved equivalent compliance method, there should be no reason for it to be carrying non-compliant fuels for combustion on board.

    The 2020 sulphur cap will provide substantial environmental and human health benefits as a result of the reduced sulphur content of marine fuels used from 1 Jan 2020. At the same time, the 2020 cap will significantly increase ships’ operating costs and will present major challenges to governments that must ensure consistent enforcement across the globe. To secure the intended environmental and health benefits, the organizations say it is of utmost importance that enforcement of this standard is efficient and robust globally. Any failure by governments to ensure consistent implementation and enforcement could also lead to serious market distortion and unfair competition.

    In a joint statement ahead of a critical IMO meeting in February, at which proposals for a carriage ban will be discussed by governments, environmental and shipping organizations assert that such a ban will help ensure robust, simplified and consistent enforcement of the global sulphur cap.

    A number of international associations representing the global shipping industry, as well as the Cook Islands and Norway, have already submitted proposals to IMO to ban the carriage of non-complaint fuels. These proposals call for an amendment to Annex VI of the MARPOL

    Convention, stipulating that ships should not carry fuel for propulsion with a sulphur content above 0.5% (unless they are using an approved alternative compliance method).

    Given the fundamental importance of the 2020 global sulphur cap, the call for a prohibition on the carriage of non-compliant fuels is now supported by the following organizations:

    BIMCO, Clean Shipping Coalition, Cruise Lines International Association, Friends of the Earth U.S., International Chamber of Shipping, International Parcel Tankers’ Association, INTERTANKO, Pacific Environment, World Shipping Council, and WWF Global Arctic Programme.