A new border
facility has been set up in Pinchbeck to allow some goods to be checked into
the country when they reach South Holland.
Movements Limited (PML) has established a control point at the Freshlinc site
in Wardentree Park to carry out customs checks and other official inspections.
It means that some plants and plant products can reach the area quicker from overseas – boosting their shelf life by 24-48 hours.
The UK Fresh
Produce Network (ukFPN) – which brings together key businesses in the local
economy – says the border facility is “in direct response to the congestion and
disruptions currently experienced in transitioning consignments into
It says the border
post will bring a big economic benefit to south Lincolnshire – boosting
businesses and jobs in the area – and revealed there are already plans to
expand this further.
Angie Stuart, head of fresh produce at ukFPN Lincolnshire, said: “This is a fabulous, progressive move for Spalding and South Lincolnshire.
“We are working
with the authorities to bring fresh produce, flowers and plants into the area
using rail and sea, and the Border Control Posts (BCPs) create a vital link,
squaring the circle, supporting local businesses and encouraging inward
“The BCPs put
Spalding and South Lincolnshire firmly on the map, it is the UK’s fresh produce
heartland and the jewel in the Greater Lincolnshire demographic.
“30% of UK food is transported through South Holland with 1,200 HGVs of food and fresh produce leaving South Holland every day.
“It is imperative that we support businesses and encourage growth by improving infrastructure and connectivity, providing a slick supply route.”
ukFPN Lincolnshire is also working closely with Boston College and the National Centre for Food Manufacturing in Holbeach to help train existing and future workers in the industry.
Mrs Stuart added: “The future in south Lincolnshire is extremely exciting and the BCP plays an integral part in our growth initiative.”
Freshlinc has set up Floralinc – new trading division that works with growers in the UK and Netherlands to supply garden centres, nurseries and retailers.
It hopes to add a specialist horticulture border facility to its site in July.
A spokesman for the Department for Environment, Food and Rural Affairs (Defra) insisted the new border facility – officially approved on February 15 – was not set up as a result of Brexit.
They said the posts exist in EU member states and come from EU legislation.
Despite the start of the Covid-19 pandemic, the transportation of wine to and from mainland Europe and the UK was pretty much a straightforward process in 2020. It required a minimum level of regulatory checks and procedures; haulage firms benefited from the EMCS system, an EU customs database that simplified the shipping process for them.
However, come 1st January 2021 and the changes to the UK/EU trade regulations, this straightforward process has been turned on its head. Philip Cox, owner of Romanian winery Cramele Recas, describes the new regulations as “nightmarish” and “potentially unworkable” for small wineries and UK businesses.
“It is fair to say that the new logistics framework has been a challenge for the industry. Even before Brexit, transporting wine was admin heavy. We required roughly 200 pages of documents to move an average shipment between the UK and EU,” explains Ashley Hopkins, Liv-ex director of operations. Adding “Since 1st January 2021 that admin has multiplied. The original 200 pages are still required, but now a similar sized export will require additional documents such as import declarations etc, resulting in around 800 pages.”
“It’s not just the paperwork that’s the problem. In order to produce these documents you need certain wine expertise, and you also need to include additional parties such as freight forwarders, all of which adds time and costs to the supply chain.” adds Hopkins.
European wine producers, importers and exporters and major transport firms are all attempting to get their head around this new process. The transportation of goods to and from the UK has become much more time consuming, expensive and difficult. A good example of this is from 1st January 2021, producers have been forced to ship goods in fumigated and treated stamped wooden pallets, which before 1st January 2021 wasn’t a legal requirement.
In addition, logistics firms must now use ‘Economic Operators Registration and Identification (EORI) Numbers’. EORI numbers are issued by customs to identify traders throughout the EU and are now an essential legal requirement for UK import and exports. Also, under new VAT rules, the tax is now paid in full at the port of entry to the UK before the goods are released. This is a potential issue for smaller businesses.
“The new post-Brexit trading framework has impacted iDealwine in areas that they didn’t see coming. The additional paperwork was expected, but negotiating new rates and new shipping partners were not,” says Alix Rodarie, head of international development at iDealwine.
“New laws and even seeking advice from legal experts was expected, but legal experts unable to clarify or interpret a number of issues relating to importing wine to the UK was not. Customs declarations and duties payable were expected, but the complexity and number of charges for delivering were not.” Rodarie explains that the firm has been forced to build new logistical and legal relationships again from scratch, and then communicate these changes to their existing clients.
“As I’ve said before, it is now easier for me to sell to Japan than the UK,” adds Philip Cox. “Apart from the expense and time wasting inherent to carrying out a full customs declaration, I now have to include an importer’s label on every bottle, detailing their address, etc. I exported 4 million bottles to the UK in 2019 across 12 different brands. So I would have to produce 12 different versions of the label for each wine. Unfortunately, I’ve ceased exporting to my smaller customers. The new administration costs mean that shipping small volumes is not worth my while. The real victim has been the British consumer.”
With supply chain overheads increasing, producers and importers alike must now weigh up how much of this strain can be willingly shared between the key parties, or if UK consumers should be forced to shoulder the burden of the rising prices.
Some experts are optimistic that the end consumer will not suffer unduly. But equally, there is an opinion across the board that smaller brands may now find exporting prohibitively expensive, leading to fewer niche labels on our shelves.
“Our shipping charges have been altered. We used to be charged per case, which meant that we could ship tiny parcels from some growers. We are now charged per pallet and have a sliding economy of scale – this puts our smallest suppliers at a real disadvantage,” says Siobhán Astbury, buying director at Haynes Hanson & Clark.
“There are certainly some wines that have had to go up by a few pounds per case, but for the moment nothing extreme. We’re getting a slightly better exchange rate now than we were at the end of last year, which also helps cancel things out. But it’s still very early days.”
As with Covid-19, uncertainty surrounds the transition into new trading relationships. At the moment, UK customs are overlooking certain checks on goods to ease companies through the transition period. However, when this gentle approach finishes, its forecast that companies should expect long and costly delays at UK customs and excise.
Both European and UK businesses are also arguing against the introduction of wine import certificates. This new piece of legislation was written into the Brexit deal to replace the VI-1 forms, which the EU currently use to regulate the import of non-European wines.
“As an industry we are used to VI-1 forms for wines originating outside of Europe and this will remain business as usual (albeit a UK version). One of the sections on the new import certificate form requires a customs stamp, which is likely to add an additional 200 pages and 200 stamps – it’s all getting a bit daft,” says Ashley Hopkins, Liv-ex director of operations. In late March, the government delayed the introduction of the wine import certificates until 1st January 2022. Nevertheless, WSTA chief executive Miles Beale, who has been heavily involved in lobbying the government to remove the regulation from UK law has stated that the threat of an eventual implementation of the forms is still “very real.” It remains to be seen whether they will listen to the argument against this extra step or not.
In the weeks to come supply chains are preparing for the knock on effects of the Suez Canal blockage with expectations of congestion, delays and increased costs.
The Institute of Export and International Trade has raised concerns over import surges that are expected to hit European ports following the removal of the Ever Given ship that has been blocking the Suez Canal.
The wedged ship Ever Given was finally freed on 29th March, leaving a trail of around 100 container ships waiting to enter the canal. Although some of those cargo ships would have been empty or headed to other destinations, roughly 52% of the canal capacity each week heads to Europe according to the Institute of Export and International Trade.
Eleanor Hadland, senior ports analyst at maritime research consultancy Drewry has stated “From our perspective, it is going to be more chaos and more congestion.” The situation is badly affecting the US west coast where a lack of capacity means ships have to anchor for up to two weeks before unloading and In Europe, carriers are being given the option of diverting course to smaller, less busy terminals, Hadland said.
The International Federation of Freight Forwarders Associations have said that the disruption of the supply chain was expected to “worsen dramatically” over the next coming weeks. They have also stated that this would create “high delays in shipments, increased costs and product shortages.”
Freight and logistics publication Loadstar has reported that currently air freight is currently operating at full capacity, predicting that it will take approximately two weeks for the impact of the crisis to begin to “unravel”.
“Capacity is already an issue with greater use of air for test kits and vaccines”, said Ekaterina Andreeva, commercial director for Russian air cargo carrier Volga-Dnepr. “We can predict a busy market for a couple of months, but maybe it will lessen over the summer. Rates though could be elevated until the end of the year,” she said.
As the world looks to the cost of the Ever Given blockage, John Neal the CEO of Lloyd’s of London told the Evening Standard that potential losses to the market from the blockage of the Suez Canal would be in the “hundreds of millions” but said that the claims were easier to deal with than they are having to with Covid, which up to this point has cost Lloyd’s £6.2 billion in payouts.
“It is the very type of loss we are used to,” John Neal said. “It will be quite a big marine claim, but not particularly out of the ordinary.”
A report by the
House of Lords’ EU Goods Sub-Committee has warned small firms are “feeling the
squeeze” since the Brexit deal with Brussels came into force in January and
there remains “substantial barriers” for UK trade with Europe and small businesses
bearing the brunt post Brexit.
The committee is
calling on ministers to establish a trusted trader scheme to tackle the amount
of paperwork that businesses have to complete, whilst also helping with the
increased cost of transporting goods and giving firms time to understand the
VAT changes when exporting to the EU.
In the Beyond
Brexit: Trade in Goods report, it said there “remains substantial
barriers to trade with the EU” following the implementation of the fresh
It also warned
that, without appropriate action, the physical checks currently in situ on plant
and animal produce could become a “permanent barrier to trade”, with meat and
live shellfish produce worst hit by the new inspection regime.
chairwoman Baroness Verma, said:
“The Brexit trade
deal struck with the EU may have prevented the nightmare of a ‘no deal’ exit
for the UK, but a lot of unfinished business remains between the two sides. Businesses,
particularly SMEs (small and medium-sized enterprises), are feeling the squeeze
of the non-tariff barriers resulting from the end of the transition period.
must take an ambitious approach to trade ties with the EU. Swift action and
further funding is needed to minimise future disruption.
will be crucial to achieving smoother trade. The TCA (Trade and Cooperation
Agreement) should be treated as the start, not the end of the UK’s new
relationship with the EU.”
The report stated a
series of recommendations for clarifying the requirements on exporters.
It stated that “On
customs, we recommend a trusted trader scheme to enable more businesses –
especially smaller businesses – to benefit from simplified customs procedures,”
and varied VAT rules in different EU jurisdictions” were described as “among
the most problematic non-tariff barriers to trade”, with the committee asking
for “advice and support to increase understanding among traders of new VAT
implications”. This is following the government’s decision to delay the
release of its own programme.
On rules of origin
stipulations, the committee said: “Only goods originating – or mostly
originating – in the UK or EU will qualify for zero tariffs. The requirements
will hit smaller businesses hardest but clarifications and mitigations,
particularly on the re-export of non-processed goods, are urgently needed for
Mike Cherry, National
Chairman of the Federation of Small Businesses (FSB), said:
“At a moment when
small firms are up against it like never before, those that trade
internationally – often our most innovative and profitable businesses – are
being hit with reams and reams of new paperwork. They simply don’t have the
time or money to manage it.
Unless we ease the
admin burden being placed on our small importers and exporters it’s going to
weigh heavy on our efforts to get the economy firing on all cylinders again.”
Since formally leaving the EU on 31 December 2020, the UK and the EU have been operating under a new trade agreement. In this agreement, goods traded in between the UK and the EU shall not be subject to any tariffs or quotas on all goods that comply with the appropriate rules of origin. However, Customs formalities will be required by both parties in customs areas, and VAT and certain other duties shall apply upon import.
Let’s look at the different stages of import and export processes and how they are being affected, with a focus on Spanish exporters.
Exporting from Spain
benefit from the fact that intracommunity operations are very simple with regards
to VAT. Previously duty registered in the ROI Register by Spanish exporters,
needed to have an EU VAT Number and to be registered in the VIES (VAT
Information Exchange Service). If both importers and exporters have an EU VAT
Number, exporters will issue a VAT Free invoice to the buyer. This rule changes
if one of the parties does not have the EU Vat Number.
In contrast, extra
community operations are subject to a number of additional formalities, such as
obtaining the EORI Number and issuing a number of documents (depending on the commodity
to be exported). From the Spanish perspective, and although export invoices are
VAT exempted, the main issue is that the goods will have to be cleared at
customs before entering the UK and therefore face customs formalities.
Brexit changes in customs policy
The main impact of
Brexit for the UK with regards to imports and exports is that it is now regarded
as a third party, thus triggering the need to process imports through customs.
EU Regulation 952/2013 of the European Parliament is no longer applicable in
In order to try to
minimise the impact on the UK’s economy, the UK Government decided to implement
border controls in January and again in April and June 2021. Hence, from 1
January 2021, standard goods arriving in the UK require a EIDR (Entry in
Declarant’s Record) as part of the simplified customs declaration process is
made. Importers are allowed a six month period to carry out customs
declarations, and checks are only carried out on controlled goods such as toxic
chemicals and excise goods like alcohol or tobacco, high-risk live animals, and
The initial plan was to implement an intermediate step on 1 April and proceed to full implementation on 1 July, when full safety and security declarations would have been compulsory. However, pursuant to a written statement made on 11 March, the UK Government has decided to postpone both the planned intermediate step on 1 April, and the full implementation scheduled for 1 July. The next significant date in the calendar is now 1 October 2021, from when additional requirements will be necessary, especially for those trading goods subject to sanitary controls, such as products of animal origin, fishery products and live bivalve molluscs, high-risk food and feed not of animal origin, and plants and plant products. Export Health Certificate requirements for products of animal origin and certain animal by-products will come into force at the same time. The UK Government has taken the view that, although most businesses – and the UK’s workforce and infrastructure – would have been ready for the so-called Stage 2 on 1 April, some others needed more time to prepare. 1 January 2022 will bring additional requirements, with a view to setting March 2022 as the date when checks at Border Control Posts will take place on live animals and low risk plants and plant products.
How Brexit is affecting Spanish exporters?
The UK has traditionally been a stronger market for Spanish exporters than Spain has been for UK exporters. Between 2015 and 2019 an average of over 19 billion euros of exports from Spain to the UK took place, in comparison to 11.5 billion euros of UK goods imported into Spain.
All flow of goods between Spain and the UK from January 2021 ceased to be considered intracommunity transactions and became subject to customs formalities (except for exports of goods to Northern Ireland, which will continue to be declared in the Intrastat system).
importers are most likely to be affected by the customs regulations, Spanish
exporters are also facing related challenges due to Brexit. Customs invoices now
must be issued, and goods have to be properly identified with their tariff code
to avoid delays. Interestingly to note, the CE marking is no longer mandatory
for products sold to UK customers.
legislation requires that all goods brought out of the EU customs territory be
risk assessed and subjected to customs controls before departure, an exit
summary declaration (EXS) also needs to be submitted.
How is Brexit affecting UK importers?
Post Brexit, there
has been no changes to the general substantive safety requirements required for
products to be sold in the UK, with regards to the General Product Safety
Regulations 2005 (GPSR). Neither has there been any change to sector-specific
product regulations. The UK Government has expressed a desire to remain closely
aligned with EU product safety standards in order to facilitate trade, but the
future position remains uncertain. Northern Ireland remains subject to a
slightly different regulatory regime and further changes may happen in the
safety requirements remaining the same, there have been two key changes for
importing products to the UK:
the UK is now a separate market to the EU and it will have an impact on who is considered responsible for the safety of products placed into the UK market.
the UK is no longer apart of the EU CE-marking regime, or the Safety Gate/RAPEX regime for sharing defective product information and facilitating recalls.
Schedule 9 of the
Product Safety and Metrology Regulations 2019 came into force at the end of
2020 and made several amendments to the GPSR. One of the main effects of these
amendments is that the ‘producer’ (to whom the primary product safety
obligations attach) may change.
Essentially, the manufacturer
of a product will retain the ultimate responsibility for the conformity of the
product to the relevant product safety regime, provided that the manufacturer
or its representative is established in the UK market. If the manufacturer (or
representative) is not established in the UK market, then the importer of the
product to the UK will be considered the “producer” of the product, and will
assume the responsibility.
comply with the GPSR and any other relevant product-specific regime and take
reasonable steps to ensure that the product is safe to use and minimise risks
associated with the product, such as providing labelling and warnings where
appropriate and ensuring effective traceability and reporting.
impact on UK importers is that in the absence of the product manufacturer being
established in the UK market, the importer will now be considered a producer,
and will assume liability for the safety of the product. This exposes many
previously unaffected importers to potential defective product claims and
places a greater regulatory burden on importers to ensure product safety
Labelling and reporting
The UK (with the
exception of Northern Ireland) will no longer be part of the EU CE marking
regime for indicating conformity with product safety regimes. From 1 January
2021 the UK requires products being placed on the UK market to bear the UKCA
(UK Conformity Assessed) mark.
technical requirements and the conformity assessment processes and standards
used to demonstrate conformity for UKCA purposes remain largely the same as
those supporting the EU regime for CE marking. The UK Government may diverge
from this position in the future, but currently any product bearing a CE mark
should be able to bear a UKCA mark.
In most cases, a
transitional period applies so that the UKCA mark will not need to be applied
to any products marketed in the UK before 1 January 2022, and products labelled
with the CE mark will be considered to have conformed with the updated UK
regime. But, in some cases the UKCA mark is already required to be applied to
goods placed on the UK market (since 1 January 2021). This requirement does not
apply to existing fully manufactured stock, but from 1 January 2023 the UKCA
marking must be permanently attached to the product, as opposed to being
printed on packaging or applied in any other temporary manner.
Additionally, as of 1 January 2021, the UK is no longer part of the EU RAPEX product safety regime for identifying and sharing product information on defective products and coordinating product recalls. The UK Government intends to set up a similar regime, but until it does, importers do not need to have regard to RAPEX alerts relating to products for sale on the UK market. It may however be sensible to pay attention still if a product is subject to a product recall in the EU, in order to protect importers from potential product liability claims as discussed above.
If you need advice about Brexit and import/export trade legislation, fill in your details below and we’ll be in touch.
The International Air Transport Association (IATA) released January 2021 data for global air cargo markets showing that air cargo demand returned to pre-Covid levels (January 2019) for the first time since the onset of the crisis. January demand also showed strong month-to-month growth over December 2020 levels.
Gustavo Mundel is Perishable Movements Limited air cargo freight manager;
“Demand for air freight is returning to pre-Covid market levels, we are also seeing a spike in demand for charter, ACMI and BSA programs, which is the natural response from the air cargo market when facing belly capacity shortage.”
“We won’t see a shift in balance until there is more clarity in vaccine rollout programmes for those dependent on air freight logistics, coupled with passenger aircraft flights coming back in higher numbers. We are witnessing the ever-more importance of airfreight in keeping supply chains going with vital and lifesaving goods which are essential for paving the way for a new normality to take place”.
Global demand, measured in cargo tonne-kilometers (CTKs), was up 1.1 per cent compared to January 2019 and +3 per cent compared to December 2020. All regions saw month-on-month improvement in air cargo demand, and North America and Africa were the strongest performers.
The recovery in global capacity, measured in available cargo tonne-kilometers (ACTKs), was reversed owing to new capacity cuts on the passenger side. Capacity shrank 19.5 per cent compared to January 2019 and fell 5 per cent compared to December 2020, the first monthly decline since April 2020.
The operating backdrop remains supportive for air cargo volumes, IATA said. Conditions in the manufacturing sector remain robust despite new Covid-19 outbreaks that dragged down passenger demand. The global manufacturing Purchasing Managers’ Index (PMI) was at 53.5 in January. Results above 50 indicate manufacturing growth versus the prior month.
The new export orders component of the manufacturing PMI – a leading indicator of air cargo demand– continued to point to further CTK improvement. However, the performance of the metric was less robust compared with Q42020 as Covid-19 resurgence negatively impacted export business in emerging markets. Should this continue or expand to other markers, it could weigh on future air cargo growth.
The level of inventories remains relatively low compared to sales volumes. Historically, this has meant that businesses had to quickly refill their stocks, for which they also used air cargo services.
“Air cargo traffic is back to pre-crisis levels and that is some much-needed good news for the global economy,” said Alexandre de Juniac, IATA’s director general and CEO.
As the Lord Mayor of London and head of the executive of the Greater London Authority, you’ve taken the decision to extend the Low Emissions Zone (LEZ) emissions standards from 1st March 2021 to making it tougher for heavier vehicles to drive within the Greater London area. This includes Heathrow as per your guidance on www.tfl.govuk: ‘All roads within Greater London, those at Heathrow and parts of the M1 and M4 are included.’ The charges are payable 24 hours a day, every day of the year. The charges range from £100 to £300 per day with penalty charges at £500 or £250 if paid within 14 days.
As a company which is involved in the transfer of perishable – mainly essential food – cargo both into and out of the UK this move is crippling our business. We have daily consignments of food departing from Heathrow and coming in from Heathrow which we handle on behalf of our customers to ensure a seamless onward journey. We also receive daily consignments of European produce to our packhouse, which is then packed and loaded, ready for distribution to the UK’s major food retailers. While our own fleet of trucks is Euro VI compliant, many of the European hauliers that we work with to deliver food are not and are now refusing to come to Heathrow because of the unacceptably high charges.
During the pandemic, we have worked tirelessly to maintain our operations despite the challenging conditions, so that the supply chain to the UK’s supermarkets and key retailers could remain intact. We’ve also been responsible for the safe transfer of essential PPE. Our employees are classed as Essential Workers because of the important role they play in keeping supermarkets stocked with vital food supplies. Having survived the difficult trading conditions associated with the pandemic we were then faced with the incredibly stressful fallout of Britain’s departure from the EU. To say there has been a distinct lack of clarity from senior decision makers is an understatement. The handling of Brexit and its impact on our industry has been shambolic. We’ve had to employ teams of people to try and keep up to speed with the constant changes, which were still being modified as late as the first week of January. Despite this, we’ve managed to adapt our operations yet again and have successfully helped our clients understand the new protocols to ensure perishable food supplies successfully reach their intended destination on time. Two major blows to the industry which could potentially have destroyed an established British business. But we survived.
A business that employs around 100 members of staff. A business that has invested heavily in helping the post-Brexit UK transport infrastructure by creating an approved Border Control Post and ERT (bonded warehouse) facility away from the ports at Spalding to enable the continued speedy movement of produce. A business that is expanding and generating new jobs. A business that supported UK manufacturing to the tune of £500,000 by investing in a new fleet of state-of-the-art trucks. A business that is closely aligned with Britain’s plans to ensure Heathrow can compete with other major European airports.
And how are we repaid?
At a time when you are trying to assert Heathrow as an equal to Paris CDG and Amsterdam in terms of airfreight the introduction of this tax has effectively made this mission impossible. And with it you have also made our plans to extend our operations in Heathrow untenable. This will lead to people losing their jobs as we will be forced to relocate; the business will have to spend thousand of pounds in re-training new staff and those staff that are able to move to a new location will ironically be adding to the cost of fuel emissions by generating more traffic on the roads as they are forced to make longer journeys to work.
So much for supporting Britain’s essential workforce.
The world of logistics can represent a male dominated work environment, but for Perishable Movements Ltd (PML) – the global perishable cargo specialists – just under half (48%) of the staff are women.
Imrana Giannotto is the HR Manager at PML and explains the significant role that women continue to play in the company.
“At PML, women have the same access to a clear career path and opportunities for development as men. Therefore, it’s no coincidence that our Financial Director – Rui Pan – is female and that women hold down senior roles in a number of PML’s divisions, especially accounts, imports, warehouse and the packhouse. The nature of our business means that we need to run our operations 24/7 which requires us to run shifts. This type of working pattern is often appealing to women who are faced with juggling childcare commitments whilst holding down a job.”
Because of this style of working, the pandemic has had limited impact on the female workforce, “Our women had already taken on shifts that fitted around their partner’s work so effectively, they already had their childcare sorted to fit around family life. When the pandemic hit and schools closed, many mums across the country were forced to stay at home to look after their children, but for the majority of our wonderful women, this was not an issue.”
“As a critical service – PML’s business involves moving essential supplies of food – as such, our staff are recognised as key workers, so all employees are entitled to continued access to schools and nurseries.”
As Head of HR, Imrana places great emphasis on ensuring women are treated equally when they choose to have children. “We have had a lot of maternity cases, especially in our warehouse teams. One lady gave birth to twins, came back to work and is due to have another set of twins! The fact that this employee intends to return twice is testament to our commitment to working mums. We understand how challenging this can be and we’ve worked hard to offer flexible working hours to accommodate their needs. We make sure that any pregnant members of staff are well cared for and given plenty of breaks to help them during what is obviously a physically and emotionally demanding period of their life.”
Not that women rely solely on the watchful support of the HR team to hold their own at PML. Imrana continues, “These are incredibly strong, hard-working, single-minded ladies who are the backbone to our business. They are used to multi-tasking; they get on with the task in hand without whingeing and when new challenges arise – they simply take them in their stride.”
For a logistics business which moves specialist temperature cargo around the world, Brexit and the associated additional paperwork and new protocols has certainly not been easy. But to working mum Angelika who has enjoyed numerous promotions since joining the packhouse team and who now plays a pivotal role in the imports department, it was simply another opportunity to shine.
Imrana comments, “Angelika is a perfect example of how our women are focused on results. Their drive and determination ensure they seize any challenge with both hands and always go the extra mile to deliver the desired results.”
Imrana has no doubt that women will continue to thrive at PML. “Our ladies are a force to be reckoned with and rightly so. Women at PML don’t wish to be treated any differently to men, just equally. They don’t allow anything to hold them back and continue to demonstrate their immense value to our operations.”
CIPS survey finds nearly two-thirds of supply chain managers reporting delays of up to three days, longer than in January.
Delays at the UK-EU border are getting worse, new research indicates, as Brexit paperwork continues to snarl up supply chains.
A survey of 350 UK supply chain managers by the Chartered Institute of Procurement & Supply (CIPS) found over half (58 per cent) saying that delays have become longer since the beginning of January 2021, with 30 per cent reporting that delays are significantly longer than they were when the new border rules first came into effect.
As many as 63 per cent of those surveyed have experienced delays of at least two to three days in getting goods into the UK, up from 38 per cent in a similar survey in January. The situation is only slightly better for exports, with 44 per cent experiencing delays of at least two to three days getting goods into the EU.
By far the main reason for the holdups is the time it takes for customs to work through the new paperwork, with nearly half of businesses (47 per cent) citing this as the chief cause. Other customs issues such as a lack of capacity among customs staff and drivers being turned away for having the wrong paperwork were also cited by respondents.
Only nine per cent of people said new Covid-19 protocols were causing holdups at the border.
The delays come despite the fact many new import certifications are still yet to come into force. The extra checks, which will impact a wide range of goods, are due to be phased in from April.
Dr John Glen, CIPS economist and visiting fellow at the Cranfield School of Management, said: “We are well into the second month of the new arrangements and the hope that delays at the border would reduce as freight volumes returned to normal and customs systems became used to the new processes has not come to pass.
“What is even more concerning is that the delays are continuing to get longer, putting more and more pressure on the UK’s supply chains and affecting the timely delivery of much-needed goods.
“The paperwork required at the border is not going to change any time soon, so we should brace ourselves for these delays to continue for at least the next few months. New requirements for import certifications are also rapidly approaching and these will only add to the paperwork required, causing further delays for businesses.
“The knock-on impact of these delays will trickle far down the supply chain and ultimately result in stock shortages and inflated prices for consumers”.
Guidance on the health and identification marks that must be applied to products of animal origin (POAO), such as meat, egg products, fish, cheese and milk.
The following guidance is for enforcement authorities and UK food businesses that produce POAO in the UK (Great Britain and Northern Ireland). It outlines the health and identification mark requirements that will allow POAO produced by UK businesses to be placed on Great Britain, Northern Ireland, EU and non-EU markets from 1 January 2021.
What are health and identification marks?
The health mark is applied directly to POAO, typically meat carcases, by the Competent Authority (CA) or under its supervision, and shows the product is fit for human consumption.
In England, Wales and Northern Ireland, the Food Standards Agency (FSA) is the CA. Food Standards Scotland (FSS) has similar responsibility in Scotland.
The identification mark is applied to POAO by food businesses to show it has been produced in an establishment approved in accordance with food safety and hygiene regulations, and is typically applied to wrapping, packaging, or labelling which contains, or is attached to, the POAO.
Further down this page you can find:
A description of the new health and identification marks, depending on whether the food business is based in Northern Ireland or Great Britain. The UK Government recommends use of the full country code ‘United Kingdom’ where it is practical
Information setting out the requirements for different markets
Products placed on the market before the end of the Transition Period (11pm GMT on 31 December 2020)
‘Placing on the market’, as defined in Article 3(8) of Regulation (EC) 178/2002, means the holding of food or feed for the purpose of sale, including offering for sale or any other form of transfer, whether free of charge or not, and the sale, distribution, and other forms of transfer themselves.
If your UK business placed POAO on a market before the end of the Transition Period, it will be allowed to reach its end user in the specific market upon which it was placed with the existing health and identification marks.
POAO that were placed on the market in Great Britain before the end of the Transition Period can reach their end-user on the Great Britain market, including circulation within Great Britain, without the need for re-labelling.
POAO that were placed on the market in the EU before the end of Transition Period can reach the end-user on the EU market without the need for re-labelling.
POAO that were placed on the market in Northern Ireland before the end of Transition Period, can reach the end-user on either the UK or EU markets without the need for re-labelling.
POAO moved into the EU and Northern Ireland markets from Great Britain after the end of the Transition Period will require re-labelling to meet the requirements.
POAO that have been placed on the market in UK before the end of Transition Period can reach the end-user on non-EU markets without the need for re-labelling.
Rewrapping or repacking of POAO
Any rewrapping or repacking of POAO must be carried out by an establishment, approved to carry out the required activity. If carried out by an establishment separate to the original manufacturer, the appropriate identification mark must be applied with the establishment’s approval number. This is to maintain traceability and ensure food safety is not compromised.
Where product destined for the EU or NI market has left the manufacturing food business and is in a cold store or other storage facilities in Great Britain which is not approved for rewrapping or repackaging, it is important that the product is moved to an establishment which is approved to carry out any rewrapping or repacking activities specifically for that POAO, or returned to the manufacturing food business.
Where over-labelling is appropriate, the food business will need to be satisfied that any over-labelling is secure and does not obscure any other mandatory labelling information. Failure to meet these requirements may result in rejection by enforcement authorities in the country of destination.
Information on the use of existing stock with the ‘UK/EC’ identification mark
On the Great Britain market
Legislation in England, Wales and Scotland provides for a 21-month period of adjustment for goods placed on the market in Great Britain to reduce the impact of the change in requirements for identification marks.
This will allow UK businesses to deplete existing stocks of labels, wrapping and packaging carrying the ‘UK/EC’ identification mark owned by the food business operator at the end of the Transition Period.
The provision is available to UK food businesses for POAO placed on the market in Great Britain. It is not applicable to POAO produced in the UK for placing on the EU, Northern Ireland or non-EU markets.
It is not intended to enable businesses to replenish stocks of labels, wrapping and packaging carrying the ‘UK/EC’ identification mark after the end of the Transition Period. Businesses are encouraged to adopt the new markings as soon as possible once the Transition Period ends.
The provision started from 1 January 2021 and is available for food businesses up to 30 September 2022. After this date, the use of stocks of labels, wrapping and packaging with the ‘UK/EC’ identification mark will be unlawful.
On the Northern Ireland market
Under the Northern Ireland Protocol, goods sold in Northern Ireland will continue to follow EU rules for food labelling. There are changes to labelling that apply from 1 January 2021.
However, the UK Government recognises that businesses will need time to adapt to these new labelling rules.
The UK Government is working with the Department of Agriculture, the Environment and Rural Affairs (DAERA) and district councils in Northern Ireland on an enforcement approach of new labelling requirements on the Northern Ireland market that takes these challenges into account.
In line with previous rule changes for labelling, there will be a proportionate and risk-based enforcement approach for identification marks. This approach will be implemented in a way which supports businesses as they adapt to the requirements over time.
Moving products of animal origin from Great Britain to Northern Ireland
The agreement reached in the Withdrawal Agreement Joint Committee on the implementation of the Northern Ireland Protocol set out that there will be a:
Three-month grace period for authorised traders moving products of animal origin, composite products, food and feed of non-animal origin and plant and plant products from Great Britain to Northern Ireland;
Six-month arrangement has been put in place to enable the continued movement of certain meat products from Great Britain to Northern Ireland.
The FSA consider that because full traceability is being maintained, there is no risk to public health as a result of POAO bearing the UK/EC identification marks. Therefore, our advice to relevant enforcement authorities is that the same proportionate and risk-based enforcement approach for identification marks should be implemented in a way which supports businesses as they adapt to the requirements over time. This is also in line with the DAERA Compliance Protocol published for SPS controls.
DAERA Compliance Protocol
The Department of Agriculture Environment and Rural Affairs (DAERA) have published:
The compliance protocol sets out that commodities not within scope of the two grace periods (i.e. the authorised trader scheme and arrangements concerning prohibitions and restrictions for some meat products) will be expected to comply with EU rules from 1 January 2021 when moving POAO from Great Britain to Northern Ireland.
UK (both Great Britain and Northern Ireland) products on the market at 11:01pm GMT on 31 December 2020 and destined for non-EU countries
The Defra Chief Veterinary Officer has written to the Competent Authorities of non-EU countries to explain changes to health and identification marks.
The annex to the Chief Veterinary Officer letter (issued December 2020) is reproduced below for information only
A: UK exports of food products of animal origin (POAO) to non-EU Countries: UK identification and health marks
Following the Transition Period (ending 31 December 2020), the form of the health and identification marks applied to products of animal origin (POAO) produced in the UK will change.
1. Existing health and identification marks
The health and identification marks for POAO for export from the UK to non-EU countries are currently in this format:
Health and identification marks applied before the 31 December 2020
2. Future health and identification marks
Health and identification marks applied after the Transition Period will be presented in the following formats:
Health marks applied after the 31 December 2020
Identification marks applied after the 31 December 2020
3. Key changes
For POAO produced in Great Britain (England, Scotland and Wales):
the ‘EC’ suffix will be removed from health and identification marks
the marks will carry the full country name ‘United Kingdom’ or an abbreviated code ‘GB’ or ‘UK’.
For POAO produced in Northern Ireland:
the health and identification marks will continue to display the ‘EC ‘suffix
the marks will carry the full country name ‘United Kingdom (Northern Ireland)’ or an abbreviated code, ‘UK(NI)’
In all cases, the approval number of the establishment, which provides the traceability required, will remain unchanged.
4. Exemption for eggs for human consumption and hatching eggs
Eggs in shell for human consumption and hatching eggs produced in the UK do not need to carry the UK identification/health mark outlined above and will continue to be marked in the same way as they are now. However, in some cases, such exported eggs may carry an additional ISO code (GB, GBR or 826) either instead of, or in addition to, the current marking. This may be because such eggs have been batch marked before the exact export destination is decided. Similarly, hatching eggs may also carry the word ‘hatching’.
In all cases, eggs in shell for human consumption and hatching eggs produced in the UK will guarantee the same high standards and quality following the Transition Period.
5. Period of transition for goods on the market
You may continue to receive products carrying the ‘UK/EC’ health and identification marks (see point 1 above) for a significant period of time. These marks continue to be valid marks, and relate to products produced in the UK before the end of the Transition Period. As the supply chain depletes itself of old stocks which bear these health and identification marks, you will see a gradual change to the new health and identification marks (see point 2 above).
All consignments and products certified using any form of the health and identification mark in the United Kingdom, with or without the ‘EC’ suffix, continues to be a guarantee of our continuing high standards and quality delivering official controls.
Examples of the health and identification marks that apply from 1 January 2021
FSA approved businesses in Great Britain
FSA approved businesses in Northern Ireland
Local authority approved businesses in Great Britain
District Councils in Northern Ireland
Size and dimension of the marks that apply from 1 January 2021
The health mark must be a legible and indelible oval mark at least 6.5cm wide by 4.5cm high. It must contain either the full country name ‘UNITED KINGDOM’ in capitals or the ‘GB’ or ‘UK’ abbreviation for POAO produced in England, Scotland and Wales, followed by the approval number of the establishment. The UK Government recommends use of the full country code ‘UNITED KINGDOM’ where it is practical.
For POAO produced in Northern Ireland the health mark must contain either the full country name ‘UNITED KINGDOM (NORTHERN IRELAND)’ in capitals or ‘UK(NI)’ abbreviation, followed by the approval number of the establishment. It must also contain the letters ‘EC’ below the approval number.
Letters must be at least 0.8cm high and figures at least 1 cm high. The ink used for the health mark must be authorised in accordance with food law which governs the use of colouring substances in food.
The dimensions and characters of the health mark may be reduced for health marking of lamb, kids, and piglets.
There is no minimum or maximum size for the identification mark. However, it must be legible and indelible oval mark, and the characters easily decipherable.
The identification mark must contain either the full country name ‘United Kingdom’ or the ‘GB’ or ‘UK’ abbreviation for POAO produced in England, Scotland and Wales. The UK Government recommends use of the full country code ‘United Kingdom’ where it is practical.
For POAO produced in Northern Ireland, the new identification mark must contain either the full country name ‘United Kingdom (Northern Ireland)’ or the ‘UK(NI)’ abbreviation followed by the approval number of the establishment. It must also contain the letters ‘EC’ after the approval number.
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