"Sam Blakeman, a sales manager at Rosslyn, said businesses have been putting off implementing Brexit solutions because they have been waiting for the outcome of the trade talks, not realizing paperwork will be required regardless. “That penny seems to be dropping,” said Blakeman
...who described the silence on the other end of the phone this week when he told a major company that he wouldn’t beable to take on their work. “There was a ‘Have we left this too late?’ realization.”
Capacity for logistics companies is so limited that several of the world’s biggest firms are turning down Brexit work because they are sold out. A.P. Moller-Maersk, the Danish shipping giant, is rejecting potential clients while Kuehne + Nagel International AG,
the Swiss freight group, is only accepting customs work from businesses for which it already carries cargo.
Shortages of customs brokers and agents is a major headache for big business and the U.K. government’s Brexit preparations because goods without the right paperwork
will not be allowed to cross borders from Jan. 1, when Britain quits the EU’s single market and customs union. An additional 400 million customs declarations are expected to be required annually on U.K.-EU trade, at a cost of about 13 billion pounds ($17 billion),
even if the two sides sign a trade deal.!!"
More than UK's former EU contribution
Hey ho !! I don't know how many remember my "Holyhead will die ...UK will need to dig customs experience out of retirement/the grave" thread of 3 years ago?
Read it and weep...absorb what it says on the length of time cargo backrd up..then try to imagine UK does not have the capacity by 50,000 staff/IT & space/infrastructure
AND a "Light Touch" Smugglers charter no customs declarations NOR SPS measures
The Australia Experience 2005
“What’s happening in the UK reflects this, with insufficient time for testing and training and, if the parallels continue, you’ll end up with cargo backed up on wharves for months.”
The Gov picked “probably the worst possible time… right in the peak season” to make the switch,
resulting in hundreds of thousands of sea and air freight consignments stranded when ICS crashed, Mr Zalai said.
“The roll-out was disastrous for Australian trade. The government brought me in to advise on how to get cargo moving again,” he said. “I think the true
Mk1 (Battle of Britain) Merlin engine 3 blade prop
Mk 5 (first with clipped wings version) Merlin 45
Mk 9 (4 blade propellor) Merlin 61?
meant to be interim model using the Mk 8 engine in Mk 5 airframe quickly thrown together to combat the F190A that outclassed the Mk 5. It went on to become the version built in greatest numbers
Mk 7 High altitude version (like Mk 6) with extended wingtips. 4 blade prop
@bencorke is maybe typical out there in claiming EU at fault for "Farage Garages" as is "negotiating in bad faith" (didn't Frost & Johnson, under pressure from Benn, in select committees both state opposite?)
Let's remind people of facts about border queues into the EU
Single Market only countries (Norway/Switzerland ) have long queues!
On BOMB (Border Operating Model Bollox) I have no inclination to read it in depth but from what I have I see nothing new to prevent "disaster area" if not "disaster area with rocket boosters"..for me it just raises more questions? Where is the sufficiently trained competent staff
and facilities coming from for all these new sites? Even if they are available in *any* capacity? What about drivers' hours and transit times? Perishables? any slight delay/increased transit through these sites will render the shipments worthless. ICDs with BCPs should be as
close to port of arrival as possible: puzzled at how they will police/monitor driver accompanied loads to sites. More "smartfreight"? Joy! And don't see much on non specialist goods that make up majority of imports shipments.. SMEs are going to be overwhelmed with procedures
From a forwarder
"I made a precis of the UK’s ‘Border Operating Model, a 206-page document. Even the precis is 13 pages long & highly technical. I feel sure you probably can’t be bothered. It is difficult to read even for the experienced. More to t'point, it’s riddled with holes
So why bother? At least until those behind it wake up & smell the coffee. We have created basic process maps for what they are worth. Unfortunately, the Model displays such deficiencies that I was forced to use best guesses, the experience of my colleagues and myself and logic
to try to plug the gaps. The trouble is, those advising the government don’t appear to be using a lot of logic.
Neither do they seem to be asking the people on the ground who have the right knowledge? It is without surprise that it has emerged that version two of the Model
Ok so statements of the bleeding obvious that were somehow successfully dismissed as 'project fear' (now 'project here')
1/ leaving CU & SM will cause intractable problems over border in IRL. Automatic, now different customs & regulatory zones, border posts need to go somewhere
2/ leaving CU & SM means automatic need for greater space, staff & time for customs & regulatory processes at ports of entry/exit. (that UK doesn't have)
3/ leaving the CU means an extra 220m customs decs pa costs adding up alone to more than UK former EU annual contribution.
And to rules of origin complications far in excess of these costs
4/ leaving the SM means duplication of regulatory bodies & NTB/SPS compliance costs at vast expense, which combined with leaving CU (NTB) costs, meaning very obvious business job losses, contractions & failures