Livestock company adds IVECO S-WAYs to fleet

Livestock nutrition company Harbro has put a 6×2 rigid drawbar unit with close-coupled three-axle trailer and two new IVECO S-WAY 6×2 mid-lift tractor units into service.

The IVECO S-WAY 6×2 6.7m chassis (AS260S42Y/PS) is fitted with a 7.9m curtain-sided body and is powered by the CURSOR 11 420hp diesel and tows a three-axle curtain sided trailer. The unit is fitted with a VBG coupling which enables the driver to detach the trailer to access the most difficult to reach farms when delivering animal feed across Scotland.

The S-Way drawbar unit will cover around 120,000km annually and despite the size of the combined unit provides an impressive 28t of payload, while a rear-steer third axle further adds to the rigid’s manoeuvrability.

The drawbar unit replaces an IVECO Stralis six-wheel rigid and came about after a meeting between Harbro’s head of logistics Billy McTavish and IVECO dealer AM Phillips’ sales director Tim Hally. The dealer had a three-axle drawbar trailer for sale and after closer analysis of the weights and measures in the IVECO S-WAY brochure a drawbar plan was conceived.

Harbro runs 50 trucks out of its Aberdeenshire headquarters which includes a mixed fleet of tractor units, rigids and 7.2t curtain-siders that deliver animal feed to over 8,000 farms and smallholdings from the north of England to the Scottish islands.

It also owns a network of 21 retail country stores stretching from the Borders to the Shetlands. The trucks make palleted deliveries to the stores and then backload raw materials to feed Harbro’s manufacturing facilities which produce 270,000t of livestock feed each year.

Supplied on a three-year Repair and Maintenance contract, the IVECO S-WAY rigid is fitted with the 2.1m (internally) tall AS sleeper cab which contains every conceivable comfort such as fridge/freezer, leather seats and steering wheel.

“The new S-WAY represents a major step-change for the brand, and drivers love the cabin which is spacious and very comfortable. They are spending five days and four nights in their truck each week so it’s important that they have all the home comforts as well as providing them with a good driving experience,” said McTavish.

“The drawbar unit brings another dimension to the fleet and is very flexible for drivers whilst providing us with an impressive payload,” he added.

Harbro has also specified both 6×2 IVECO S-WAY mid-lift tractor units with the range-topping Cursor 13 570hp diesel which generates maximum power at between 1605 –1900rpm. Fitted with the option of air suspension, they provide drivers with the ultimate companion as they traverse Scotland and northern England.

One truck tows a three axle-bulk blower trailer with electric rear-wheel steer while the other tractor unit, fresh out of the paint shop, will tow a three-axle tipper or curtain-sided trailer. As with all new trucks joining the Harbro fleet, each IVECO S-WAY is specified with leather upholstery, alloy wheels, air horns and LED light bars.

Both IVECO S-WAYs have been supplied on a three-year full Repair and Maintenance contract by AM Phillip Trucktech in Forfar, with each truck covering around 350,000km during that time.

“The tractor units travel the length and breadth of Scotland and the drivers have been impressed at the power and flexibility of the 570hp engine which is returning a very reasonable 7.6mpg. Having that amount of power on tap certainly helps tackle all terrains and with air suspension and the comfort of the IVECO S-WAY cabin drivers are well set for their week-long shift behind the wheel,” said McTavish.

The IVECO fleet doesn’t stop there, with Harbro also running an IVECO Daily 7.2t curtain-sider which makes deliveries to the retail store network, while an IVECO Stralis 18-tonner is based permanently on the Isle of Skye to deliver feed and consumables to farmers across the island.

“The IVECO S-WAY provides the optimal chassis on which operators can design and build bespoke vehicles to carry out very specific missions. The Harbro drawbar unit is one of the first to go into operation in the UK while the 570hp IVECO S-WAYs are perfect to soak up the arduous terrain of Scotland and northern England,” commented Gareth Lumsdaine, IVECO’s Medium & Heavy Business Line Director.

 

Livestock company adds IVECO S-WAYs to fleet

Livestock nutrition company Harbro has put a 6×2 rigid drawbar unit with close-coupled three-axle trailer and two new IVECO S-WAY 6×2 mid-lift tractor units into service.

The IVECO S-WAY 6×2 6.7m chassis (AS260S42Y/PS) is fitted with a 7.9m curtain-sided body and is powered by the CURSOR 11 420hp diesel and tows a three-axle curtain sided trailer. The unit is fitted with a VBG coupling which enables the driver to detach the trailer to access the most difficult to reach farms when delivering animal feed across Scotland.

The S-Way drawbar unit will cover around 120,000km annually and despite the size of the combined unit provides an impressive 28t of payload, while a rear-steer third axle further adds to the rigid’s manoeuvrability.

The drawbar unit replaces an IVECO Stralis six-wheel rigid and came about after a meeting between Harbro’s head of logistics Billy McTavish and IVECO dealer AM Phillips’ sales director Tim Hally. The dealer had a three-axle drawbar trailer for sale and after closer analysis of the weights and measures in the IVECO S-WAY brochure a drawbar plan was conceived.

Harbro runs 50 trucks out of its Aberdeenshire headquarters which includes a mixed fleet of tractor units, rigids and 7.2t curtain-siders that deliver animal feed to over 8,000 farms and smallholdings from the north of England to the Scottish islands.

It also owns a network of 21 retail country stores stretching from the Borders to the Shetlands. The trucks make palleted deliveries to the stores and then backload raw materials to feed Harbro’s manufacturing facilities which produce 270,000t of livestock feed each year.

Supplied on a three-year Repair and Maintenance contract, the IVECO S-WAY rigid is fitted with the 2.1m (internally) tall AS sleeper cab which contains every conceivable comfort such as fridge/freezer, leather seats and steering wheel.

“The new S-WAY represents a major step-change for the brand, and drivers love the cabin which is spacious and very comfortable. They are spending five days and four nights in their truck each week so it’s important that they have all the home comforts as well as providing them with a good driving experience,” said McTavish.

“The drawbar unit brings another dimension to the fleet and is very flexible for drivers whilst providing us with an impressive payload,” he added.

Harbro has also specified both 6×2 IVECO S-WAY mid-lift tractor units with the range-topping Cursor 13 570hp diesel which generates maximum power at between 1605 –1900rpm. Fitted with the option of air suspension, they provide drivers with the ultimate companion as they traverse Scotland and northern England.

One truck tows a three axle-bulk blower trailer with electric rear-wheel steer while the other tractor unit, fresh out of the paint shop, will tow a three-axle tipper or curtain-sided trailer. As with all new trucks joining the Harbro fleet, each IVECO S-WAY is specified with leather upholstery, alloy wheels, air horns and LED light bars.

Both IVECO S-WAYs have been supplied on a three-year full Repair and Maintenance contract by AM Phillip Trucktech in Forfar, with each truck covering around 350,000km during that time.

“The tractor units travel the length and breadth of Scotland and the drivers have been impressed at the power and flexibility of the 570hp engine which is returning a very reasonable 7.6mpg. Having that amount of power on tap certainly helps tackle all terrains and with air suspension and the comfort of the IVECO S-WAY cabin drivers are well set for their week-long shift behind the wheel,” said McTavish.

The IVECO fleet doesn’t stop there, with Harbro also running an IVECO Daily 7.2t curtain-sider which makes deliveries to the retail store network, while an IVECO Stralis 18-tonner is based permanently on the Isle of Skye to deliver feed and consumables to farmers across the island.

“The IVECO S-WAY provides the optimal chassis on which operators can design and build bespoke vehicles to carry out very specific missions. The Harbro drawbar unit is one of the first to go into operation in the UK while the 570hp IVECO S-WAYs are perfect to soak up the arduous terrain of Scotland and northern England,” commented Gareth Lumsdaine, IVECO’s Medium & Heavy Business Line Director.

 

GXO graduate swaps Kent for Kampala

Tessa Wilson, a Graduate Management Trainee at GXO UK and Ireland, has commenced a six-month secondment as a Project Officer for the second phase of Transaid’s Professional Driver Training Uganda project, helping the country to respond to the huge rise in demand for HGV and PSV drivers.

The appointment sees Tessa swap her previous placement at a GXO facility in Kent for Kampala’s tropical climate, working closely with Transaid’s non-governmental organisation (NGO) partner, the Safe Way Right Way Driver Training Centre, as well as local truck and bus fleet operators.

Tessa explains: “This is one of the biggest challenges I’ve taken on and I’m really enjoying the opportunity to work in such a different environment. I’m only a few weeks in, but I’ve already learnt new skills and it is wonderful to be contributing to such a hugely important project.”

During the secondment Tessa will split her time between the training centre and meetings with local businesses running commercial vehicle fleets, to reinforce the importance of professional driver training and the opportunities and benefits of hiring female drivers.

Neil Rettie, Transaid’s Road Safety Project Manager, says: “Thanks to the continued support from GXO we can deliver a level of resource at a local level which otherwise wouldn’t have been possible full-time.

“The value Tessa is bringing cannot be underestimated; plus, we know from experience that these placements can go a long way to helping secondees develop their skills and confidence in an environment you just can’t replicate at a UK level.”

Transaid and Safe Way Right Way have been tasked with training 750 drivers in Uganda between April 2021 and April 2023, of which at least 25 should be female – a goal which has already been exceeded, with more than 40 female drivers having completed the training to-date.

This project is an initiative of the GIZ Employment and Skills for Development in Africa (E4D) programme, which is funded by the German and Norwegian governments. It is being implemented jointly by Transaid and local NGO Safe Way Right Way on behalf of GIZ E4D.

The Professional Driver Training Uganda project is one of Transaid’s largest driver training programmes, currently running alongside similar initiatives in Ghana, Mozambique, Tanzania and Zambia.

Tessa picks up the baton from colleague Abbie Rennison, who had previously been on secondment from GXO on the project. The opportunity to participate in secondment programmes is one of the many benefits open to Transaid corporate members.

similar news

Transaid helps tackle Covid-19 in Uganda

 

 

 

GXO graduate swaps Kent for Kampala

Tessa Wilson, a Graduate Management Trainee at GXO UK and Ireland, has commenced a six-month secondment as a Project Officer for the second phase of Transaid’s Professional Driver Training Uganda project, helping the country to respond to the huge rise in demand for HGV and PSV drivers.

The appointment sees Tessa swap her previous placement at a GXO facility in Kent for Kampala’s tropical climate, working closely with Transaid’s non-governmental organisation (NGO) partner, the Safe Way Right Way Driver Training Centre, as well as local truck and bus fleet operators.

Tessa explains: “This is one of the biggest challenges I’ve taken on and I’m really enjoying the opportunity to work in such a different environment. I’m only a few weeks in, but I’ve already learnt new skills and it is wonderful to be contributing to such a hugely important project.”

During the secondment Tessa will split her time between the training centre and meetings with local businesses running commercial vehicle fleets, to reinforce the importance of professional driver training and the opportunities and benefits of hiring female drivers.

Neil Rettie, Transaid’s Road Safety Project Manager, says: “Thanks to the continued support from GXO we can deliver a level of resource at a local level which otherwise wouldn’t have been possible full-time.

“The value Tessa is bringing cannot be underestimated; plus, we know from experience that these placements can go a long way to helping secondees develop their skills and confidence in an environment you just can’t replicate at a UK level.”

Transaid and Safe Way Right Way have been tasked with training 750 drivers in Uganda between April 2021 and April 2023, of which at least 25 should be female – a goal which has already been exceeded, with more than 40 female drivers having completed the training to-date.

This project is an initiative of the GIZ Employment and Skills for Development in Africa (E4D) programme, which is funded by the German and Norwegian governments. It is being implemented jointly by Transaid and local NGO Safe Way Right Way on behalf of GIZ E4D.

The Professional Driver Training Uganda project is one of Transaid’s largest driver training programmes, currently running alongside similar initiatives in Ghana, Mozambique, Tanzania and Zambia.

Tessa picks up the baton from colleague Abbie Rennison, who had previously been on secondment from GXO on the project. The opportunity to participate in secondment programmes is one of the many benefits open to Transaid corporate members.

similar news

Transaid helps tackle Covid-19 in Uganda

 

 

 

DispatchTrack launches intelligent visibility platform

DispatchTrack, a leading solution provider of right-time delivery management software, has launched its intelligent visibility platform for the last mile. The AI-powered dashboard provides the next level of control, clarity, and actionable insights to improve and predict ETAs so businesses can proactively respond to delivery obstacles before customers are impacted.

DispatchTrack says it is the only solution that goes beyond optimisation and provides delivery, execution, and visibility in a single platform. Its intelligent visibility platform offers a dashboard with a single, consolidated view of how each delivery is unfolding in real-time and it’s instantly scalable. The intuitive interface enables users to immediately see on-time delivery and order completion rates, the number of items delivered for the day, and the status and delivery time or ETA for each order, broken down by service unit.

This consolidated view provides a single version of the truth that ensures everyone in the organisation has the same insight into how the last mile is unfolding, eliminating surprises and delays associated with looking for answers across multiple disparate IT systems.

The platform is also extremely dynamic and delivers the right data to the right people at the right time, showing each user the details relevant to them. It provides actionable insights right from the dashboard and predictable outcomes in real-time so organisations can be proactive and not reactive. Delays, obstacles, or what-if scenarios can be addressed before they occur, so deliveries arrive as promised. The solution is easy to use and intuitive, requiring minimal training.

For consumers, the platform also offers live order tracking, empowering end customers to check on order statuses and delivery ETAs in real-time. This heightened level of end customer visibility results in increased trust and confidence that items will be delivered reliably and on time.

“Given the dynamic nature of deliveries, there are so many factors affecting ETA. It’s only when you have full visibility into delivery operations that you can manage proactively,” said Satish Natarajan, DispatchTrack co-founder and CEO. “Our dashboard is redefining last-mile visibility end-to-end by providing the highest level of visibility and predictability so hiccups can be avoided, and customer communication is proactive and straightforward, not reactive and frustrating.

“Our visibility platform offers intelligence on a single pane of glass to make decisions at the speed of business. The right control means better routing, better driver management, and better inventory insights which results in a better delivery experience. Deliveries arrive as promised, instilling brand trust.”

 

DispatchTrack launches intelligent visibility platform

DispatchTrack, a leading solution provider of right-time delivery management software, has launched its intelligent visibility platform for the last mile. The AI-powered dashboard provides the next level of control, clarity, and actionable insights to improve and predict ETAs so businesses can proactively respond to delivery obstacles before customers are impacted.

DispatchTrack says it is the only solution that goes beyond optimisation and provides delivery, execution, and visibility in a single platform. Its intelligent visibility platform offers a dashboard with a single, consolidated view of how each delivery is unfolding in real-time and it’s instantly scalable. The intuitive interface enables users to immediately see on-time delivery and order completion rates, the number of items delivered for the day, and the status and delivery time or ETA for each order, broken down by service unit.

This consolidated view provides a single version of the truth that ensures everyone in the organisation has the same insight into how the last mile is unfolding, eliminating surprises and delays associated with looking for answers across multiple disparate IT systems.

The platform is also extremely dynamic and delivers the right data to the right people at the right time, showing each user the details relevant to them. It provides actionable insights right from the dashboard and predictable outcomes in real-time so organisations can be proactive and not reactive. Delays, obstacles, or what-if scenarios can be addressed before they occur, so deliveries arrive as promised. The solution is easy to use and intuitive, requiring minimal training.

For consumers, the platform also offers live order tracking, empowering end customers to check on order statuses and delivery ETAs in real-time. This heightened level of end customer visibility results in increased trust and confidence that items will be delivered reliably and on time.

“Given the dynamic nature of deliveries, there are so many factors affecting ETA. It’s only when you have full visibility into delivery operations that you can manage proactively,” said Satish Natarajan, DispatchTrack co-founder and CEO. “Our dashboard is redefining last-mile visibility end-to-end by providing the highest level of visibility and predictability so hiccups can be avoided, and customer communication is proactive and straightforward, not reactive and frustrating.

“Our visibility platform offers intelligence on a single pane of glass to make decisions at the speed of business. The right control means better routing, better driver management, and better inventory insights which results in a better delivery experience. Deliveries arrive as promised, instilling brand trust.”

 

TUGBOT 2 to launch at IMHX

At IMHX, TUGBOT is launching TUGBOT 2, which it describes as “the perfect solution for your intralogistics processes”.

No matter which type of cart, trolley, dolly or wheeled vehicle your company uses to move materials from point A to point B, the versatile TUGBOT autonomous mobile robot can pull anything on four or more wheels. Relying on an industrial-grade range of flexible and plug-and-play mechanical grippers TUGBOT solved the last obstacle to enable automation at global scale of intralogistics processes that use manually pulled wheeled vehicles.

No need for metal adapters, no need to purchase new carts or make any physical modification in your cart or facilities.

At IMHX, TUGBOT 2 – the world’s only AMR that can pull any cart – will be launched. TUGBOT 2 is a safe and flexible AMR that solves a world problem in automating intralogistics processes as it is able to latch to nearly all types and shapes of carts with up to 600kg using its flexible range of mechanical grippers.

TUGBOT is a Portuguese company focused in the design and manufacture of AMRs (autonomous mobile robots) to automate intralogistics and material handling processes that use carts, trolleys or dollies.  Visit the company at Stand 5G05 to meet TUGBOT 2.

TUGBOT 2 to launch at IMHX

At IMHX, TUGBOT is launching TUGBOT 2, which it describes as “the perfect solution for your intralogistics processes”.

No matter which type of cart, trolley, dolly or wheeled vehicle your company uses to move materials from point A to point B, the versatile TUGBOT autonomous mobile robot can pull anything on four or more wheels. Relying on an industrial-grade range of flexible and plug-and-play mechanical grippers TUGBOT solved the last obstacle to enable automation at global scale of intralogistics processes that use manually pulled wheeled vehicles.

No need for metal adapters, no need to purchase new carts or make any physical modification in your cart or facilities.

At IMHX, TUGBOT 2 – the world’s only AMR that can pull any cart – will be launched. TUGBOT 2 is a safe and flexible AMR that solves a world problem in automating intralogistics processes as it is able to latch to nearly all types and shapes of carts with up to 600kg using its flexible range of mechanical grippers.

TUGBOT is a Portuguese company focused in the design and manufacture of AMRs (autonomous mobile robots) to automate intralogistics and material handling processes that use carts, trolleys or dollies.  Visit the company at Stand 5G05 to meet TUGBOT 2.

CDS is here – and this time, it’s for real

Martin Meacock, VP of Product Management at Descartes, talks about the implications of CDS on the end of CHIEF.

With a global pandemic, chaos at the borders, an HGV driver shortage and ensuing supply chain chaos, compounded by political uncertainty, inflation and a fuel and energy crisis – it’s fair to say UK business has had a challenging few years. And that’s not to mention Brexit.

Since exiting the EU, UK traders have weathered the introduction, delay and ultimate abandoning of some of the rules and regulations for importing goods into the UK. They’ve adopted the new, full controls on exports in the other direction and adapted to new processes laid out by the Northern Ireland Protocol. To add to the disruption, the way UK Customs declarations should be filed is changing and a new customs declaration system (CDS), will take over from the legacy CHIEF.

After the best part of four years, HMRC has finally set dates, and the deadlines are looming. Going by the current schedule, CHIEF will be withdrawn in two stages:

  1. After 30 September 2022, you won’t be able to make import declarations on CHIEF.
  2. After 31 March 2023, you won’t be able to make export declarations on CHIEF.

Lack of preparedness

HMRC recently sent letters to 220,000 GB VAT registered traders and although not all of them will be importers and or exporters, and many will use the services of a broker or forwarder, this communication is indicative of the lack of awareness – and lack of preparedness – for the impending move. An estimated 4,200 companies made customs declarations in 2017. That figure’s only increased post-Brexit, with a number of new players entering the intermediary market from consulting and the IT world.

While some traders were early adopters (and Descartes was the first company to get its customers onto the new system way back in 2018) a huge number have yet to make the switch.

Fear of the new system as well as scepticism about HMRC and trade readiness has been understandable – as too the expectation of further delays based on precedent – yet, the consequences of inaction are now speeding dangerously close to becoming a reality. It seems it’s taken the announcement of two final deadlines to spur the remainder into action – to find out exactly what’s required – and to many that’s come as a shock.

From the latest data requirements and processes, to the sheer scale of the challenge associated with new systems and software; the move from CHIEF to CDS is far from straightforward. CDS is a dramatic shift away from the previous ways of working in CHIEF, right from the way the customs declaration looks, to the new data needed.

HMRC has tried to introduce some simplifications. For example, a blanket document code to declare that no prohibitions or restrictions apply “999L” has been temporarily introduced under CDS to speed up onboarding. And, like other software houses, Descartes continues to make changes to ease the process; however nothing can replace the time necessary to learn a new system and there is nothing like real user experience to drive improvement.

“Companies will need significant help to make the change”

Training and education are essential as is access to test systems to ensure organisations understand the new processes and steps required. In recent weeks, Descartes has seen an exponential increase in companies engaging to be ready for CDS, showing a new hunger for education and training that we expect to increase as we move ever closer to the end of CHIEF.

Changes are also necessary to ensure that brokers are able to act efficiently on behalf of traders, including where traders must ensure they have set up their duty deferment accounts properly, digitally allowing brokers to use them on their behalf and ensuring they have put new direct debit mandates in place.

Brokers will also be looking to get more specific instructions from importers, not only regarding any prohibitions or restrictions but also with regard to the trading relationship between buyer and seller, and whether any considerations have to be made about the valuation of the goods being imported.

For die hard customs geeks this is nothing new, but CDS has brought this back into focus with specific declaration elements and the risk of a broker being considered jointly liable for any customs debt, if they are unable to prove they received specific instructions and are acting under a ‘direct representative’ status.

With all the pressure on resources to reach the maximum efficiency, automation is key part of CDS. But unless companies have already put in place the level of integration or master data required, then it might be too late to benefit.

Reality bites

There is a great deal of source information available. HMRC has provided documents, such as declaration completion guidance; while systems providers such as Descartes have created online training courses, videos and other online guides as well as further technical solutions to guide users without making decisions for them. But those who have left it until now hoping for individual attention are going to find it difficult and it may be impossible to receive the attention they would prefer. With just a few months to go, group sessions from software providers on how to use the software, or external training organisations who can provide more generic CDS guidance are now the most likely to help.

And while both software providers’ and HMRC’s support teams have been bolstered in anticipation of the surge of questions and enquiries, it’s inevitable that there will be delays in responding, which is why self learning and education is going to be vital.

Time critical

It’s never been more important for declarants to understand the requirements to submit the customs declarations they need to, and be aware of changes in the codes used or information required.

If you choose to use a broker rather than submit your own declarations there are still five steps that should be taken:

  • Register for a Government Gateway account if you do not already have one;
  • Apply for an Economic Operator Registration and Identification number if you do not already have one;
  • Register for the Customs Declaration Service via www.gov.uk/hmrc/cds-get-access . This will allow you to obtain your Import VAT and Postponed VAT statements as well as authorise declarants to use your deferment, cash or security accounts;
  • Choose which payment method to use and ensure you have set up the correct Direct Debits or authorisations;
  • Set up a process to ensure your broker has clear instructions and information about your consignment. For example – the incoterms, awareness for all values, the location information, and nature of transaction information.

Traders using brokers should also be prepared for the fact that the type of evidence and data they receive today will change – the old CHIEF prints just don’t exist anymore, the C88 is dead and the data is structured differently.

Conclusion

So even if there is a further delay to CHIEF decommissioning, or perhaps you only submit export declarations, it remains vital to take action today and be CDS ready; even if you do not plan to go live immediately you can both get on the front foot and take advantage of any dual-running possibilities.

Over time of course, CDS will become the new normal. Until then, let’s not fool ourselves that it’ll be a smooth ride, it’s a bumpy road to progress.

CDS is here – and this time, it’s for real

Martin Meacock, VP of Product Management at Descartes, talks about the implications of CDS on the end of CHIEF.

With a global pandemic, chaos at the borders, an HGV driver shortage and ensuing supply chain chaos, compounded by political uncertainty, inflation and a fuel and energy crisis – it’s fair to say UK business has had a challenging few years. And that’s not to mention Brexit.

Since exiting the EU, UK traders have weathered the introduction, delay and ultimate abandoning of some of the rules and regulations for importing goods into the UK. They’ve adopted the new, full controls on exports in the other direction and adapted to new processes laid out by the Northern Ireland Protocol. To add to the disruption, the way UK Customs declarations should be filed is changing and a new customs declaration system (CDS), will take over from the legacy CHIEF.

After the best part of four years, HMRC has finally set dates, and the deadlines are looming. Going by the current schedule, CHIEF will be withdrawn in two stages:

  1. After 30 September 2022, you won’t be able to make import declarations on CHIEF.
  2. After 31 March 2023, you won’t be able to make export declarations on CHIEF.

Lack of preparedness

HMRC recently sent letters to 220,000 GB VAT registered traders and although not all of them will be importers and or exporters, and many will use the services of a broker or forwarder, this communication is indicative of the lack of awareness – and lack of preparedness – for the impending move. An estimated 4,200 companies made customs declarations in 2017. That figure’s only increased post-Brexit, with a number of new players entering the intermediary market from consulting and the IT world.

While some traders were early adopters (and Descartes was the first company to get its customers onto the new system way back in 2018) a huge number have yet to make the switch.

Fear of the new system as well as scepticism about HMRC and trade readiness has been understandable – as too the expectation of further delays based on precedent – yet, the consequences of inaction are now speeding dangerously close to becoming a reality. It seems it’s taken the announcement of two final deadlines to spur the remainder into action – to find out exactly what’s required – and to many that’s come as a shock.

From the latest data requirements and processes, to the sheer scale of the challenge associated with new systems and software; the move from CHIEF to CDS is far from straightforward. CDS is a dramatic shift away from the previous ways of working in CHIEF, right from the way the customs declaration looks, to the new data needed.

HMRC has tried to introduce some simplifications. For example, a blanket document code to declare that no prohibitions or restrictions apply “999L” has been temporarily introduced under CDS to speed up onboarding. And, like other software houses, Descartes continues to make changes to ease the process; however nothing can replace the time necessary to learn a new system and there is nothing like real user experience to drive improvement.

“Companies will need significant help to make the change”

Training and education are essential as is access to test systems to ensure organisations understand the new processes and steps required. In recent weeks, Descartes has seen an exponential increase in companies engaging to be ready for CDS, showing a new hunger for education and training that we expect to increase as we move ever closer to the end of CHIEF.

Changes are also necessary to ensure that brokers are able to act efficiently on behalf of traders, including where traders must ensure they have set up their duty deferment accounts properly, digitally allowing brokers to use them on their behalf and ensuring they have put new direct debit mandates in place.

Brokers will also be looking to get more specific instructions from importers, not only regarding any prohibitions or restrictions but also with regard to the trading relationship between buyer and seller, and whether any considerations have to be made about the valuation of the goods being imported.

For die hard customs geeks this is nothing new, but CDS has brought this back into focus with specific declaration elements and the risk of a broker being considered jointly liable for any customs debt, if they are unable to prove they received specific instructions and are acting under a ‘direct representative’ status.

With all the pressure on resources to reach the maximum efficiency, automation is key part of CDS. But unless companies have already put in place the level of integration or master data required, then it might be too late to benefit.

Reality bites

There is a great deal of source information available. HMRC has provided documents, such as declaration completion guidance; while systems providers such as Descartes have created online training courses, videos and other online guides as well as further technical solutions to guide users without making decisions for them. But those who have left it until now hoping for individual attention are going to find it difficult and it may be impossible to receive the attention they would prefer. With just a few months to go, group sessions from software providers on how to use the software, or external training organisations who can provide more generic CDS guidance are now the most likely to help.

And while both software providers’ and HMRC’s support teams have been bolstered in anticipation of the surge of questions and enquiries, it’s inevitable that there will be delays in responding, which is why self learning and education is going to be vital.

Time critical

It’s never been more important for declarants to understand the requirements to submit the customs declarations they need to, and be aware of changes in the codes used or information required.

If you choose to use a broker rather than submit your own declarations there are still five steps that should be taken:

  • Register for a Government Gateway account if you do not already have one;
  • Apply for an Economic Operator Registration and Identification number if you do not already have one;
  • Register for the Customs Declaration Service via www.gov.uk/hmrc/cds-get-access . This will allow you to obtain your Import VAT and Postponed VAT statements as well as authorise declarants to use your deferment, cash or security accounts;
  • Choose which payment method to use and ensure you have set up the correct Direct Debits or authorisations;
  • Set up a process to ensure your broker has clear instructions and information about your consignment. For example – the incoterms, awareness for all values, the location information, and nature of transaction information.

Traders using brokers should also be prepared for the fact that the type of evidence and data they receive today will change – the old CHIEF prints just don’t exist anymore, the C88 is dead and the data is structured differently.

Conclusion

So even if there is a further delay to CHIEF decommissioning, or perhaps you only submit export declarations, it remains vital to take action today and be CDS ready; even if you do not plan to go live immediately you can both get on the front foot and take advantage of any dual-running possibilities.

Over time of course, CDS will become the new normal. Until then, let’s not fool ourselves that it’ll be a smooth ride, it’s a bumpy road to progress.

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