(Handy Shipping Guide)
Gold Vanishes in Air Cargo Heist Whilst Technology Aids Enforcement
With another massive air cargo crime this week comes good news for road haulage freight truck operators as Heavy Vehicle Electronic License Plate Inc (Help), a not-for-profit public-private partnership dedicated to advancing the safety and efficiency of the transportation industry, has announced that it is to bolster its support of stolen cargo recovery efforts by delivering CargoNet theft alerts through the Automated Vehicle Identification (AVI) system, PrePass.
Firstly the story of a scheduled American Airlines flight from Guayaquil, Equador into Miami, Florida. The plane was disembarked in the early hours on Tuesday and five cargo handlers unloaded the freight carried aboard. Amongst the items was a single box containing $625,000 worth of gold. Closed circuit TV has the freight moved to the far side of the aircraft and shortly after shows a cargo tug passing the area, stopping and proceeding out of shot. The tug was found later several gates away and sworn statements from the staff on the tarmac state none know who was driving and, with the gold still missing, the FBI is appealing for information. Read more here1.
Transport Intelligence s Cathy Roberson has done a brief round up of the major forwarders first quarter results and discovered a stagnant ocean freight market and depressed air freight. However, the Americas is starting to look brighter, especially for Panalpina and K+N.
The Road Haulage Association is backing an investigation into the price of oil
By Jamie White Head of Communications
Last year the RHA raised the issue with the Office of Fair Trading but was told there was insufficient evidence to support an investigation.
However, that decision has now changed and the European Competition Commission have announced a formal investigation is underway.
RHA2 Chief Executive, Geoff Dunning, said: Since the original fuel protests way back in 2000, we have been of the opinion that there should be far more transparency among the oil companies. Yet every time we raised the issue our concerns were dismissed out of hand.
Today s news that is tremendously encouraging; for the motorist in general, the haulage industry in particular and the UK economy as a whole.
At a time when the businesses are desperately trying to get back on their feet after several very difficult years, there finally appears to be a light at the end of the oil pricing tunnel.
EC transport commissioner Siim Kallas has bowed to pressure from road haulage federations and shelved plans to introduce a cabotage scheme without restrictions across the EU from 2014.
Last December, France s leading road haulage federation, the FNTR, teamed up with its counterpart in Scandinavia, the Nordic Logistics Association (NLA), to oppose the move. The Netherlands transport and logistics federation, TLN, had also come out against the total liberalisation of cabotage the movement of goods within a national state from 2014.
The FNTR s efforts have paid off following active lobbying in Paris and Brussels to block the transport commissioner s commitment to liberalising cabotage at all costs in 2014, the trade body said.
The creation of a coalition of European road haulage federations against the proposed cabotage legislation had proved its worth, it added.
At a time of deep economic crisis and in the absence of harmonisation in the European Union on employment and tax regulations, the liberalisation of cabotage was utter folly. It would have cost France and other European countries thousands of jobs.
Hauliers in the 27 EU member states are at present restricted to carrying out a maximum of three domestic transport operations in fellow member states over a seven-day period, immediately following an international operation. But in 2014 cabotage would have been free of any restrictions.
The current cabotage restrictions go against the spirit of a European Single Market which guarantees the rights of all citizens to work, travel and trade freely. Nonetheless, they exist because of fears of possible abuse and lowering social standards, said EC spokesperson for Transport, Helen Kearns.
For this reason, we have commissioned a number of studies on the issue. Vice-President Kallas has also established a high level group to look into this issue.
It is clear that cabotage rules must evolve over the long term, but it needs to be done properly and in consultation with all stakeholders. That process is complex and it takes time making it difficult to deal with this issue in the lifetime of this Commission.
Groupage is the consolidation of cargo into a mixed load. We collate groupage shipments at our depots across Britain for export to our neighbours across the channel in France.
Groupage to France1 can be anything from one carton upwards but generally it is most cost effective over 75 kilos or 0.75m3. Smaller shipments are generally cheaper on a parcel service like DHL, UPS or TNT.
We make collections every day throughout Britain and plan shared cargo deliveries directly to our regional depots in places like Calais, Paris, Rouen, Nantes, Lyon, Marseill, Bordeaux and Toulouse.
Pro-rata groupage shipments to France are much cheaper than sending a dedicated van the whole way to France, cargo shares space on a truck and this spreads the cost.
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Barrington are specialist freight forwarders with 25 years experience in haulage services to Spain, Ibiza, Menorca and Mallorca. We regularly ship building materials, car parts, yacht spares, retail goods and all manner of other freight to Mallorca.
We have strategically places depots throughout the UK where you can drop off your shipments or we can collect them from your UK premises. Once your cargo has safely arrived at our Palma depot you can choose door delivery or to collect from Palma.
Our economy depot to depot service is popular with clients looking for a cheap option for sending freight to Mallorca.
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May 11th, 2013 Unfair competition, exploitation of foreign workers, and dangerous situations on the road, these are just a selection from the stories included in survey forms on the future of the transport sector completed by some 3000 Dutch truck drivers. In recent years I ve heard a great deal about the problems faced by truck drivers, says SP Euro-MP Dennis de Jong, but the outcome of this enquiry is nevertheless shocking. Six out of ten do not believe they will be able to continue to drive trucks for a living, given the problems in the sector.
The broad enquiry was filled in by almost 3000 drivers over a period of six weeks. Questions concerned such matters as the drivers financial circumstances, safety on the road, the use of the digital tachograph and the future of the transport sector. Nearly all of the drivers said that they were proud of their work, but that they were at the same time faced with enormous problems. Seven in ten said that their financial position had worsened in recent years. The degree of distress is shown by the support expressed by two-thirds for an extension of the working of the unpopular tachograph by the addition of a location function to prevent misuse.
The results of the enquiry will be collected into a black book which will be presented to European Commissioner for Transport Siim Kallas. The Commissioner stated at a recent meeting with De Jong and other MEPs that he was looking forward to seeing this document and accompanying proposals for improvement. As well as the black book I ll be giving him a list of concrete recommendations relating to existing European rules and for possible new standards, says De Jong. The rules governing cabotage, for instance the taking of a completely domestic route by a driver from another member state must be tightened up and certainly not relaxed, as Kallas favoured in the past.
The drivers were careful to point out in their answers that although many of the problems were linked to competition from eastern European drivers, they did not blame the drivers involved for this, but argued rather for a tougher approach to the firms which often hire them on illegal terms and without regard to the prevailing labour agreements in the sector. Nine out of ten Dutch drivers see massive differences between their remuneration and that of the eastern Europeans. The drivers are confronted on the roads with what is happening to their eastern European colleagues, says De Jong. Sometimes the eastern Europeans are forced to wait for days in a layby with too little money to be able to afford to go to the services to get something to eat, which means they have to cook for themselves on the layby. There is sometimes no provision for sanitation on these laybys and if there are any toilets and washrooms they are often broken or filthy as a result of constant use. It s clear to everyone that these drivers aren t getting rich.
The drivers point above all at the numerous forms of false construction used by the abusive firms. One in eight has been given the choice during the last year between the sack or accepting a new contract via an employment agency, says De Jong. This is known as the Cyprus-route : the drivers are employed by a box number company and from that moment onwards have to put up with much worse working conditions. Social security and pension rights no longer come under the laws of the Netherlands, but those of the state where the employment agency is established. This is illegal, but very little is done about it, in part because such employment agencies aren t properly registered. By means of a central registration system and a few simple measures, such as insisting that the company in question has parking space for every one of its registered trucks, you could really tackle these practices.
A quarter of the drivers gave examples of false self-employed workers who in reality drive the year round for the same firm and who do not own their own truck. Often, they do not have the required papers. Numerous drivers who took part in the survey named Dutch haulage companies which take advantage of such illegal constructions. It would be good if the labour inspectorate could keep a closer eye on these firms and make more unannounced checks, says De Jong. This would require a radical reversal of the Dutch government s policies, because as things stand we re still seeing massive cuts in inspections, for example with enforcement contracts which mean that a firm may no longer be obliged to submit to inspection if it s properly followed the rules for a few years.
A last point which is causing huge annoyance is the feeling amongst Dutch drivers that they are picked on by the police and fined when abroad because they are known to be able to speak the language and because they pay up promptly. This shouldn t be happening, De Jong says. Fines should be levied because the rules have been broken, irrespective of whether or not it s going to be easy to collect. So I d also like to see clear agreements between traffic police services in Europe, that checks must be objective with no discrimination based on the colour of the registration plate.
FIGURES for 2012 show that freight transport in France and longer journeys by car drivers have fallen, with the struggling world economy being blamed for the drop.
There was a 4.4% fall in the tonne/km measure of products transported in France, which covers road, rail and waterways. Although road haulage still makes up 83% of the overall transport sector.
Daily passenger transport is still rising, but at a slower pace than in the past, with the number of vehicles on the national road network, including autoroutes, falling slightly.
And the figures also show that the number of new car registrations in 2012 by the general public tumbled to 1.9 million, a figure last seen in 1997.
- ^ report on road transport (www.developpement-durable.gouv.fr)
- ^ Sharpest fall in French private sector output for four years (www.thisfrenchlife.com)
Whether you are a manufacturing company exporting to Albania or a freight forwarding company servicing Albania, then using Shala Trans for your transports to Albania offers huge benefits and competitive advantages. We speak the language, we know Albania inside out, how to get the best deal for you and how your overseas customers and delivery points think.Shala Trans is the The Albanian Road Freight Specialist! as:
- We have got 25 years expertise and experience in the Albanian market and a proven track record
- We handle full loads and part loads into any areas of Albania, for both general and hazardous cargo
- We have an extensive network of agents and depots throughout Albania
Experienced and dedicated staff. You can trust and rely on them, they give the best advice, the best service and get the best deal for you – Italian Importer, Retail Sector.
We are small enough to offer you a reliable, personal and friendly service but we are big enough to count and are highly regarded in our industry and in our marketplace.
A small and unnoticed change in European rules could let massive new mega-trucks which are up to 25 metres, or 80 feet, long into the UK. The European Commission, which is pushing for this change, itself admits they are dangerous, particularly for pedestrians and cyclists. The trucks also damage roads and create unfair competition for more environmentally-friendly freight-on-rail. Some countries already allow mega-trucks on their roads but this proposal would mean they could travel between countries that agree to them. This would effectively allow mega-trucks in by the back door as they would become standard across much of Europe.
Even the European Commission research of January 2009 admitted that mega trucks are more dangerous than existing HGVs. The main reasons for increased collision risks are handling and manoeuvrability problems including snaking, larger blind spots, extra weight and size. Currently HGVs are disproportionately involved in serious accidents with other road users. In 2010, they made up about 3% of the EU vehicle feet but gave rise to 14% of fatal collisions.
The UK government has already buckled under pressure from the road haulage industry and allowed trials of 7 feet longer HGVs. We need to throw out the European Commission s proposal now before more pressure from the road haulage industry pushes the government into accepting mega-trucks in to the UK.
Please email your European Members of Parliament (MEPs) and ask them to oppose mega trucks being allowed to travel internationally to avoid these monster vehicles coming to the UK via the back door. You can contact your NW MEPs via the Write to Them1 website or directly with the email addresses below.
NW European Members of Parliament email addresses (Alphabetical order)
Robert Atkins (Conservative) firstname.lastname@example.orgJacqueline Foster (Conservative) email@example.comArlene McCarthy (Labour) firstname.lastname@example.orgChris Davies (Liberal Democrat) email@example.comSajjad Karim (Conservative) firstname.lastname@example.orgPaul Nuttall (UKIP) email@example.comBrian Simpson (Labour) firstname.lastname@example.org
Suggested email text:
I am writing to express my huge concern about the revision of legislation governing the weights and dimensions of HGVs as I believe it will lead to bigger heavier lorries coming to the UK over time. The European Commission wants to allow cross border traffic of 25 metre (82 ft) lorries between consenting member states. What will happen is that more and more countries will be pressurised by their road haulage industry to allow these massive lorries on competition grounds.
While the UK Government says it will not allow mega trucks to come to the UK it will be lobbied by the road haulage industry which has an insatiable appetite for bigger heavier lorries. In fact the UK Government buckled to pressure from the road haulage industry in 2012 by allowing 7 ft longer lorries on our roads which are already congested and not designed for vehicles of these proportions.
Even the European Commission s own research showed that mega trucks are more dangerous than existing HGVs 1.Because of the double articulation needed for manoeuvrability in urban areas there is a serious loss of stability at cruising speeds which increases risk of snaking, for example changing lanes 2.
Previous increases in lorry dimensions have resulted in more lorries driving around less full, causing more road congestion and more pollution, which is the reverse of what was claimed would happen. The proponents of mega trucks are using the same flawed arguments again. More than one in four lorries is driving around empty and almost half of lorries in the UK are driving around partially empty so why if hauliers cannot fill existing sized lorries how would they fill even bigger ones? Hauliers tend to buy the largest vehicle permitted and use it for large and small loads irrespective of the impact on road congestion and the environment 3.
The promoters are claiming that these vehicles will be restricted to motorways, dual carriageways and major roads. However, trying to restrict mega trucks to dual-carriageways and motorways will not work; the reality is that these vehicles will need local road access to distribution hubs on local roads
Allowing mega trucks will lead to more road fatalities, more congestion and more pollution and will be disastrous for the rail freight industry which has the potential to take thousands more long distance lorry journeys off the road reducing congestion, road accidents and carbon emissions.
Yours etc.1. TML Effects of adapting the rules on weights and dimensions of HGVs P14 penultimate line 6 November 2008 DGTREN website.
2. Source Table 26/27 Assessment results of the handling characteristics Knight & Wohrmann 2008