Logisitcs Archives - Page 2 of 2 - Atlas Logistics UK LTD

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2016 is on course to be the hottest year on record.  Temperatures are standing at a minimum of 1 oC above average and with experts warning that by 2040 there could be no Artic sea ice left, the shipping industry like many other sectors is receiving enormous pressure to reduce carbon emissions.  By 2050 the sector is expected to account for 17% of the worlds emissions – which is the same as those produced by Germany, making it a fast-growing source of greenhouse gases.

International negotiations on climate change have previously excluded the aviation and ocean freight shipping sectors.  The nature of shipping means that the emissions are discharged within the jurisdictions of many countries not just from where they originate, so there is trouble allocating the gases to a particular nation to take responsibility.  Attempts to include the UN ‘s International Maritime Organisation (IMO) and The International Civil Aviation Organisation (ICAO) into The UN’s climate agreements have also so far been unsuccessful but a new chapter appears to be on the horizon for the industry.

On the 6th October 2016 at the 39th Assembly of the ICAO within its headquarters in Montreal, the first deal to control carbon emissions within the aviation industry was agreed.  A pilot phase for a Carbon Offset Scheme will start in 2021 through 2023, with the first phase from 2024 and the second phase 2027 till 2035.  This second phase would see all states included with a few exceptions.  The carbon offset scheme outlines that any rise in emissions will be offset by such activities like tree planting or implementing clean energy technology within upcoming businesses.  Many argue that this is a weak commitment by ICAO who up until the beginning of the month had been promising a plan to align the aviation sectors emission agreement with The Paris Climate Agreement of keeping global warming below 2oC agreed last year.

The aviation sector is searching in other ways to reduce costs and environmental impact and has already started switching to a lighter fuel type.  It is advantageous, by means of reducing costs and travel time within the industry.   There have also been technological advances in recent years.  The release of the Boeing Dreamliner 787 is an example of this.  It is a lighter plane than its predecessor the Boeing 767 and as a result is proven to be 20% more fuel efficient.  All positive moves and is a step in the right direction.

The agreement on the 6th October and the advances within the aviation sector has put enormous pressure on IMO to make its own contribution to lowering emissions.  Ocean vessels can carry heavier low grade fuels than an aircraft and unlike the aviation sector there is no financial incentive to use greener fuels.  These low-grade fuels are cheap to use unlike the green fuels so why should the ocean industry change its practices and increase its costs in an already limited profit margin sector?  On the 28th October at the IMO London Headquarters an agreement was made to cap sulphur emission from ships but not greenhouse gases.   The sulphur cap will be at 0.5%, which as some levels of maritime fuels stand at 3.5% is a large reduction.  A seven-year plan was also drawn up starting with a strategy for addressing the carbon emissions being published in 2018 and then for large ship owners to confidentially provide the IMO with information relating to fuel consumption beginning in 2019.  However, the IMO has been criticized for the plan lacking in an end game and with no ship yards having plans to manufacturer greener vessels, there are now calls to the EU to include ships emissions in its climate target of 2030.

At this stage, there is reluctance from the customers for large price increases to accommodate the vessels using greener fuels and little is known what will be contained within the strategy being published in 2018, no one knows what steps the IMO will take next in this growing area of concern.   Many are hoping however that there will be a firm plan with targets being put into place by the IMO to start tackling this issue from 2023.


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As the country moves forward BIFA that represents UK freight forwarders has reported that it will campaign to support our industry in negotiations to prevent over complicated trade procedures.

British International Freight Association (BIFA) Director General, Robert Keen explained “BIFA is a neutral body and will now be looking at the ways in which we can support our members as the forthcoming legislative changes become apparent between now, the day that the UK formally triggers the resignation process and the date the country’s exit becomes effective”.

Both UK transporters and the cargo industry warned that exit negotiations must make sure that the cargo will keep flowing on both sides. Following the result of a ‘leave’ outcome in the European Union referendum, the Freight Transport Association (FTA) have said that “coming out of the EU dangers new expenditures, restrictions and bureaucratic necessities being imposed on moving items in and out of Europe and the UK as well”.

This statement suggests that the decision to exit the European Union may have a negative impact on freight movement.  However this is only one view and as we all know there are definitely two sides to this particular topic.

Chief David Wells of FTA stated Europe will stay a great export market and the UK will continue to have an excessive share of imports. He also commented that the UK cannot allow new bureaucratic burdens to abate the effective motion of exports and imported items destined for British buyers.

What we do know is that the next two years will be extremely important and the government need to use this time to make sure terms currently imposed on other non-European member states will not be imposed on UK freight flows. Whilst Britain will be out of the European Union, we are not out of the industry and FTA will undoubtedly be leading the campaign on behalf of exporters and importers to keep exchange tactics simple and try to keep the charges of international transport down.

As of today the 6th July 2016 the UK is still a member of the European Union.  It is far too soon to start speculating the impact “Brexit” will have on our industry and we’re sure that in the forthcoming years the impact will become clearer.

Whether you are in the “leave” or “remain”camp, Britain has the fifth best economy in the world and with unity we will make our future a positive and successful one.


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As a company operating within the ever-evolving logistics industry, you may find yourself facing the dilemma of whether it is it important or not for your business to undertake social media. As the world continues to embrace digital technology, it is definitely a consideration that needs to be discussed in order to remain competitive. Here are a few key facts that may help with that all important decision.

LinkedIn was created over 13 years ago in 2003 and is now the world’s LARGEST professional network. According to research by Digital Trends there are reportedly 433 million users with 2 users registering every second. Twitter followed in 2006 and is said to have 310 million users with 100 million active on a daily basis. Finally more recently, Facebook went live in 2008 with 1.65 billion registered users and a daily amount of 1.09 billion active users.

These statistics clearly demonstrate the popularity of social media utilisation by the world’s population. So in answer to the initial dilemma you will most certainly soon come to the conclusion that YES social media is a valued and necessary tool for any organisation, not just those involved in logistics.

With the decline in favour of traditional marketing techniques, online social media marketing is now becoming one of the most effective ways to increase brand awareness for all types of organisations worldwide. Due to the ability to reach your target audience across the globe, 24/7 and at the touch of a button it is a cost effective method in promoting your company. However consideration does need to be given to the content you promote.

No one likes to be sold to, and therefore educational and informative content is key. In order to engage and keep the attention of your followers and connections a steady stream of useful tweets, posts and blogs need to be created.

According to a survey conducted by Fronetics Strategic Advisors with individuals within the logistics industry, Social media use is a relatively new concept with 64% stating that they have used social media for between one and five years, but a staggering 36% have used social media for less than one year. The survey revealed that the main reason for using social media was to increase the visibility of their company (95%), followed by improving brand image (90%). Other popular reasons are to establish the company as a thought leader (86%) and attracting new leads and customers (82%).

Atlas Logistics UK Ltd as part of their re-branding are incorporating social media into its marketing strategy going forward and are keen to share industry trends and news with its customers and supply partners.


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Starting from July 1st  2016 it will be a legal requirement for all export containers to have a verified weight. The International Maritime Organization (IMO) has amended the Safety of Life at Sea Convention (SOLAS) so that the shipper is responsible for the verification of the packed containers weight. After July 1st 2016 it will be a violation of SOLAS to load a packed container onto a vessel if the vessel operator and marine terminal operator do not have a verified container weight. (Known as VGM – Verified Gross Mass)

The regulations place a requirement on the shipper of a packed container, regardless of who packed the container, to provide the container’s gross verified weight to the vessel and terminal operators sufficiently in advance of vessel loading to be used in the preparation of the stowage plan. (IMO circular 1475 available on request).

The vessel operator and the terminal operator will be required to use verified container weights in vessel stowage plans and will be prohibited from loading a packed container on board a vessel if the container does not have a verified container weight.

The SOLAS amendments provide that there are two methods shippers may use to determine the container weight once the container packing process has taken place, these are:

  • Weighing the container after it has been packed or;
  • Weighing all the cargo and contents of the container, including dunnage and securing equipment, and adding those weights to the container’s tare weight as indicated on the door end of the container.

Under either weighing method, the weighing equipment used must meet national certification and calibration requirements. Further, the party packing the container cannot use the weight somebody else has provided, except when “Individual, original sealed packages that have the accurate mass of the packages and cargo items (including any other material such as packing material and refrigerants inside the packages) clearly and permanently marked on their surfaces, do not need to be weighed again when they are packed into the container.”

Can a container be loaded without a Verification Certificate?

The lack of a signed weight verification certificate can be remedied by weighing the packed container at the port. However, in the event that a terminal does not possess the means to verify the weight of the container, alternative means must be found in order to obtain a verified container weight; otherwise, the packed container may not be loaded on to the ship.

The regulations making container weight verification mandatory for all vessels before loading will enter into force on 1 July 2016.