The haulage, shipping and freight industries are up in arms against the Government after ministers ignored industry requests to seek vital security waivers from the EU needed to smooth cross-channel freight after Brexit, The Telegraph can reveal.
This is in addition to the Cabotage issues that have already been raised. To whit, we'll only have ~3000 licenses to operate trucks in the EU out of a haulier workforce of 300000. someone made a very good post on why this is an extremely bad thing but I can't find it now.
This is fucking ludicrous. Back in 2018 I was working with a consulting team designing a fast track service on the border between Zambia and Botswana for a new bridge being built to replace the ferry system. It was called a One-Stop Border point, where incoming drivers bypassed exit checks and produced papers at the entey point, rather than clearing customs on both sides. The system reduces the average wait time for a driver to cross the border to 4 hours, FROM 3 DAYS. Streamlined , agreed border control methods work, it has been proven time and time AND TIME AGAIN. Why on earth would one country even desire to increase it's regulatory burden and simultaneously expect a benficial result is totally beyond me.
The UK used to be a world leader. Now it is akin to a small child puffing his chest out and trying to look tough to protect his corner of the play house, despite the fact there aren't even any other children around to threaten it. It's just a tremendous waste of energy, and nobody except the most idiotic of Brits are impressed.
Logistics/Freight/Ports/Shipping all FURIOUS & BAFFLED after govt tells them it won’t seek waiver on EU Safety & Security Border declarations. #Brexit red tape bonanza dead ahead. My latest for @telebusiness
So first the 'what': last week at the Brussels negotiations the UK indicated it did not wish to remain part of the EU's safety and security zone.
As a result the UK will not seek a waiver for safety and security declarations for ALL goods coming/going UK-EU and vice versa /2
This was communicated to industry stakeholders last week in a note from the Border Delivery Group to industry stakeholders - such as UK Chamber of Shipping, ports operators, Freight Transport Association, Bifa (the Freight Forwarders Association) Eurotunnel et alios. /3:
Some had fondly imagined, on reading UK negotiation mandate (Chapter 7) that the government was going to be more ambitious - but as we've seen with EASA (Aviatin) and EWRS (Health) this was naive. This decision will but a MASSIVE new burden on business. Here's why. /4
The Swiss and the Norwegians have a 'waiver' (ok under EU Customs Code by international agreement) but the UK govt is not seeking those relationships.
It wants Canada or Australia, tho as source adds, "don't seem to have clocked" these aren't connected to EU via a tunnel! /5
So what is a 'safety and security' declaration? Better find out because per HMRC estimate UK will be doing 220 MILLION new customs declarations after #brexit - and now 220m safety and security declarations, for all shipments, inbound and outbound. /6
So here's what you need for EXIT (31 items in total)...the form for inbound has 45 items in total.
Estimated cost: £15 per 'shipment'. One 40ft container might contain "hundreds" of shipments.
The legal responsibilite is on the haulier, NOT the exporter. /7
It is worth noting at this point that the average internatinonal haulier, per Dept of Transports stats is 10 vehicles.
These companies are not run by MBAs, don't have huge bandwidth and experience. Even bundling EXIT decs as part of CUSTOMS decs (separate) this is huge /8
So re. the point about Canada/Australia not being attached to the EU via a tunnel - because this is a key point.
YES non-EU goods already do these forms, but this is mostly deep sea freight - as @BIFA explains, you have 30 days from China, 7 days from USA...but to EU? Mmm. /9
When the single market was formed in 1992, only 2,000 trucks a day crossed the Channel - now it is 10,000 a day on average. On a peak day it could be 15,000. And the flow is almost continuous, like a river. /10
So truckers drive to the coast and are routed onto the best available service - Chunnel, Ferry (dest Calais, Dunkirk etc)...they have 'flexipass' essentially. But these Safety Decs must be lodged 2 hours in advance. Industry not at all clear how the system can cope. /11
The British side did, I am told, propose there would be a technical plan for 'Roll-on, Roll-off' crossing at the talks last week - but there is almost zero detail. Not for EU. Not for industry - who are always being told to 'prepare'. /12
The business groups are uniformly upset by what one source in the loop calls putting “political dogma above the economic well-being of the country” - and the fact that the industry is clearly being lined up for the blame if the trucks stop running on time. /13
So we're back to 'No Deal' planning - but that was based on an assumed world where both sides were taking short-term mitigatory measures. That's not what's happening here. This 'deal' is the new 'no deal'. The two are being elided to the point where they're indistinguishable./14
This would explain the reaction of industry to this latest example of where the divergence logic leads - and to what upside is really anyone's guess. If someone can send me the govts cost/benefit analysis for this, I'm dying to see it. /15
There are up to 31 data elements in an exit summary declaration required to take goods out of the EU now and post-Brexit when the mode is road freight. Only two of these are optional, meaning 29 data elements are mandatory.
(Businesses sending goods from Great Britain to Northern Ireland face a form involving up to 45 elements. Only three of these are optional, meaning that 42 data fields are mandatory.)
Transport chiefs and manufacturers must match codes in the document with a complex list of coded data every time goods are booked on to a ferry.
It’s the haulier who must ensure the paperwork is correct. The concern is if a mistake is made and a load refused onboard a ferry, it could then miss its sailing which would have a big impact on ‘just in time’ loads, especially for the retail trade.
Now if the haulier is pulling a load of mixed items for different retailers, every single item needs a separate form.
Now, since Britain will be a third party country, every driver will have to fill out 38 point security document each time. Not only that, they will have to fill it out for each separate consignment from different retailers within the load. This must be filled and submitted hours before departure, and will screw up timetables. Failure to fill it in will mean the ferry company will not let them board.
And to make things worse, Truckers will face £1,000 fines if they don't have the same certificates on the return journey.
Additional problems not covered in the article
And finally there are only 11,000 ECMT permits that allow British Truckers to operate in the EU. An insufficient amount to keep goods flowing freely.
Now this is only one of many, many, many facets that will be bollixed. I've not covered warehousing, insurance, JIT, gridlock etc. etc. etc.
The last time I checked, we were allocated:
984 annual EURO VI ECMT permits
2,592 monthly EURO VI ECMT permits
240 monthly EURO V ECMT permits.
Each permit is tied to a single vehicle and is NOT transferable to another vehicle in the fleet, or to another company.
VI and V covers different sizes of vehicles, and are convertible.
So we could convert 1 yearly into 12 separate monthly. but they're all expired after 28 days.
We have 300,000 different vehicles travelling between the UK and EU each year, so this covers between 2% and 5%
2% and 5%
Hopefully progress will be made on getting British exemptions to the permits otherwise carnage with be an understatement.
Bear in mind. This is NOT the EU punishing the UK. This is the EU treating the UK just the same as every other third country.
Go to the Polish-Ukrainian border or the Bulgarian-Turkish border, or the Spanish-Moroccan Border. There delays of days are typical for issues like these - with lots of headaches and paperwork.
Even the Norway-Sweden or the Austrian-Swiss borders have a lot of paperwork and cargo delays.. They're EFTA or equivalent members, with extensive alignment, member dues and rules taking - all of which the Tory party have promised we won't be doing.
They have the benefit of a land border, where there's no need to coordinate Ferry Shipping times or missing berths. They also have less chokepoints with more roads and less causes of gridlocks.
Remember, 40 years ago, this was standard on borders within Europe prior to the EEC/EU - joining the EU meant that we got rid of all of this. Now we're voluntarily returning to this headache.
If the EU make an exemption for the UK, then they'll be pressurised to exempt everyone else, throwing the EU haulage logistic system into chaos.
The UK fails to realise this. The EU must look after it's own sovereign interests ahead of everyone else
There's been a few discussions on doing that. Making a huge massive trailer swapping park in Kent.
EU drivers drive up and unhitch their trailer in a pre-designated bay, then immediately drive to another spot and pick up a designated trailer and immediately return to the ferry.
This would be in a secure park with hitch locks and sections to provide power to refrigerated trailers with perishable loads.
All this would be coordinated by mythical apps on drivers smartphones that would make everything seamless.
However, all this would require co-ordination, foresight, planning and the acceptance that the UK is not Exceptional and that we just can't bully and demand our way through negotiations - all issues the UK refuse to recognise.
However, this is only one small aspect, you still have the mountains of red tape and paperwork discussed in the OP article.
TL;DR: So technically, with a lot of caveats, it would be possible to do so. However, we've left it far too late, assigned no resources, and there's a lot of other problems that would render it futile.
BTW, wrt goods transport, there's another sliiiight problem that was mentioned about a year ago? And that'll come back with a vengeance soon.. It's pallets. ISPM 15 is going to be incredibly entertaining; learn about it now to shine (even brighter?) in society. :)
* which type of vehicle you’ll use (Euro V or Euro VI)
* the vehicle registration numbers (number plates)
* the vehicle and **trailer types and makes**
>Get an ECMT ‘certificate of compliance’ for vehicles **and trailers**
>You must carry an ECMT ‘certificate of compliance’ in your vehicle and trailer. They must confirm the vehicle meets the correct Euro emissions standard and the trailer meets the technical safety requirements.
>If your permit application is successful, request a certificate from your vehicle or trailer manufacturer, or contact DVSA for advice.
>Get an ECMT ‘certificate of roadworthiness’ for **vehicles and trailers**
>You must carry an ECMT ‘certificate of roadworthiness’ for your vehicle and trailer.
>If your permit application is successful and you do not already have a certificate, email DVSA to get one.
Looks like, theoretically it's about the tractor unit, but practically, they're a unit?
\[Edit: reading more into that: yeah, it's complicated, and i may have gotten it wrong\]
\[Edit 2: Yeah, definitely got it wrong. the ECMT licences themselves aren't tied to a specific vehicle (tractor, or tractor+trailer), but to an operator (ie, an hauling company) AND a vehicle class. There are accompanying documents -certificates- re tractors and trailers \*and\* drivers, some of which can be obtained once and stay with the tractor & the trailer, some which must be filled every single time with lead time ([https://www.theguardian.com/politics/2019/feb/13/freight-industry-fears-security-check-chaos-under-no-deal-brexit](https://www.theguardian.com/politics/2019/feb/13/freight-industry-fears-security-check-chaos-under-no-deal-brexit) mentioned earlier), but theoretically, you could just take the ECMT license in an incoming truck, and put it in an outgoing truck of the same class from the same operator; no need to even unhitch a trailer. (I suspect mayhem ensues if there's a delay, though). \]
Acronyms, initialisms, abbreviations, contractions, and other phrases which expand to something larger, that I've seen in this thread:
|Fewer Letters|More Letters|
|BoJo|(Alexander) Boris (de Pfeffel) Johnson|
|EEA|European Economic Area|
|EFTA|European Free Trade Association|
|HMRC|Her Majesty's Revenue and Customs (the taxman)|
|MS|Member State of the EU|
|WTO|World Trade Organisation|
Haroldasfilthy eastern european immigrant, centre right, t8 months ago
For Eddie Stobarts, yes, it most likely will work. For significantly smaller companies with already tight margins - not so much. The costs associated with getting vehicles approved for TIR are not to be underestimated.