RESILIENCE OF THE FOOD SUPPLY TO PORT FLOODING ON EAST COAST

DEFRA PROJECT FO0454

Sub-Annex 1:

Establishing the ports of entry for UK Food commodity imports

DECEMBER 2015

Peter Baker (PRB Associates Limited)

1 1. Establishing the ports of entry for UK Food commodity imports

Food commodities, for the purposes of this overview of UK trade flows, identified at the 2-digit SITC level (Standard International Trade Classification) are described as follows:

01 - Meat & meat preparations 02 – Dairy products & birds eggs 03 – Fish, crustaceans, molluscs 04 – Cereals & cereal preparations 05 – Vegetables & fruit 06 – Sugar, sugar preparations & honey 07 – Coffee, tea, cocoa 08 – Feeding stuff for animals (not including un-milled cereals) 09 – Miscellaneous edible products & preparations 11 – Beverages 22 – Oil seeds and oleaginous fruits 41 - Animal oils & fats 42 – Fixed vegetable fats & oils; crude, refined, fractionated 43 - Animal or vegetable fats & oils, processed & waxes

The analysis to establish the volumes of non-EU food commodity imports by UK port and to estimate the amount of EU food commodity imports by UK port has been carried out at the 3-digit SITC level.

Analysis of the UKTI’s trade database confirms that in 2013 the UK’s international imports of food commodities amounted to 39.4 million tonnes (see Table 1 below).

Table 1: UK Food Commodity Imports and Exports, 2013 (millions tonnes) Trade flow EU Non-EU Total

UK imports 26.2 13.2 39.4

UK exports 9.7 3.2 12.9

Total 35.9 16.4 52.3

The vast majority of this international trade is transported by ship (dry bulk, liquid bulk, RoRo and container vessels) and is handled through UK ports, but food commodities could also arrive in the UK via rail transit through the Channel Tunnel (Freight Shuttle and international intermodal through freight trains) and as air cargo (for some high value, short shelf life commodities).

In context the total volume of ‘inwards’ traffic (international, domestic and coastal) through the UK’s major ports in 2013, from the Department for Transport’s Provisional Quarterly Maritime Statistics, is reported to be 317.7 million tonnes. The UK’s Food commodity imports therefore comprise approximately 12% of total ‘inwards’ traffic through UK ports, by volume.

2 Table 2: UK Food Imports, by Commodity (tonnes) Foodtype EU Non-EU Total Meat & meat preparations 1,704,090 383,369 2,087,459 Dairy products & birds eggs 1,502,347 10,132 1,512,479 Fish, crustaceans, molluscs 239,016 500,010 739,026 Cereals & cereal preparations 5,669,083 1,680,122 7,349,205 Vegetables & fruit 6,876,796 3,461,092 10,337,888 Sugar, sugar preparations & honey 1,195,606 1,429,626 2,625,232 Coffee, tea, cocoa 523,203 445,109 968,312 Feeding stuff for animals 2,741,774 2,898,560 5,640,334 Miscellaneous edible products & preparations 1,345,965 199,333 1,545,298 Beverages 3,193,250 871,011 4,064,261 Oil seeds & oleaginous fruits 270,668 748,520 1,019,188 Animal oils & fats 69,228 14,121 83,349 Fixed vegetable fats & oils 661,781 486,819 1,148,600 Animal or vegetable fats & oils 212,150 84,374 296,524 TOTAL 26,204,957 13,212,198 39,417,155

Vegetables and fruit imports, mostly transported by unit load mode (trailers and containers) make up 26% of UK food imports, while Cereals & cereal preparations (19%) and Feeding stuff for animals (14%) the next two largest import commodity groups will generally arrive in the UK in dry bulk vessels.

2. Imports from non-EU country origins

UK trade with non-EU countries is documented, by consignment, according to HMRC requirements and as a result import volumes and values can be broken down according to a range of parameters. Most important for this exercise is the identification, for each detailed commodity classification, of the country of origin and the UK port of entry (clearance).

Therefore, through analysis of the UKTI database it is possible to identify the volume of UK food imports, by commodity type and by UK port of entry. Detailed spreadsheets have been produced and are provided to show the volume of different food commodities imported through individual UK ports (at 3-digit SITC code level), with matrix tables summarising imports by port at the 3-digit and 2-digit SITC code level. (See Excel spreadsheet: UK non-EU food commodity imports and exports by Port.)

Analysis of the data shows that out of the total volume of 13.2 million tonnes of food imports into the UK from non-EU sources 12.9 million tonnes (97.3%) enter the UK through the UK’s major ports, as defined in Table 3, below. The remaining import volumes arriving in the UK are deemed to arrive either by air, through an inland clearance depot, or through a smaller UK port, according to the customs clearance point.

Just 32 of the UK’s major ports currently handle food imports from non-EU sources. The most significant ports of entry are London (22.6%), Liverpool (21.2%), Felixstowe (17.6%) and Belfast (10.0%).

In summary, UK food imports in 2013, recorded as being from non-EU origins, arriving through UK ports, amount to the following, by port:

3 Table 3: UK Food commodity imports from non-EU origins UK Port Food imports (tonnes) % share Aberdeen 9,751 0.1% Belfast 1,288,850 10.0% Bristol 717,489 5.6% Cardiff 299 0.0% Clyde 25,322 0.2% Cromarty Firth 18,025 0.1% 284,011 2.2% Dundee 16,884 0.1% Felixstowe 2,267,441 17.6% Forth 58,062 0.5% Goole 4,115 0.0% Grimsby & Immingham 603,886 4.7% Harwich 542 0.0% Hull 321,905 2.5% Ipswich 31,642 0.2% Liverpool 2,726,508 21.2% London 2,904,641 22.6% Manchester 17 0.0% Medway 45,785 0.4% Milford Haven 8,489 0.1% Newport 75,307 0.6% Orkney 6,831 0.1% Peterhead 4,929 0.0% Plymouth 16,242 0.1% Poole 10 0.0% 589,543 4.6% Ramsgate 485 0.0% Southampton 461,833 3.6% Sunderland 7,359 0.1% Tees & Hartlepool 50,094 0.4% Thamesport 281,167 2.2% Tyne 34,043 0.3% TOTAL 12,861,508 100.0%

3. Imports from EU countries

There is no indication of the UK port of entry on the limited documentation generated for the movement of goods, including food commodities, between EU countries. The documentation does enable the evaluation of the value and volume of trade movements between EU countries, identified at a detailed commodity code level, but it is only possible to estimate the overall and specific volumes of food commodities passing through individual UK ports.

A very small volume of food commodity imports from EU sources will be transported by air, but for the purposes of this exercise, where there is very little recorded detail of the UK port of entry for specific food commodity types arriving from EU countries of origin, it is assumed that all imports arrive either by sea, through a port, or by rail, through the Channel Tunnel.

For this assignment the UK port of entry for Food commodities arriving from EU country origins is determined by using a range of factors, based upon the likely shipping mode used (dry bulk, liquid bulk, RoRo trailer, container), the EU country of origin and the known locations and capacity concentrations of

4 Short Sea RoRo and container shipping service connections between UK ports and the rest of the EU, including Ireland.

The five types of import for which different ‘determinants’ are used to estimate the UK port of entry for food commodity imports from EU sources, as described and explained below, are:

- Dry bulk - Liquid bulk - Imports from Sweden, Denmark, Finland and Ireland - Unit load (accompanied trailer) and - Unit load (unaccompanied trailer and container)

Total Food Commodity imports from EU – 26.2m tonnes

Liquid bulk Sweden, Accompanied Unaccompanied Dry bulk 7.0m assumed to be Denmark, trailer traffic – trailers and tonnes – moved by road Finland and 12.0m tonnes; containers – Cereals and tanker or tank Ireland – 2.8m Frsh produce, 4.4m tonnes; all animal feed container tonnes meat, fish and other traffic dairy beveragesa

Split between Non-bulk traffic Spread Spread ports according Spread between assumed to according to UK according to UK to spread in DfT ports according move on direct unaccompanied ferry Maritime to following unit load trailer capacity accompanied Statistics for three methods services to and short sea trailer capacity Agricultural identified UK container Products ports service capacity

Flow chart: Summary method/logic for allocating EU food imports into the UK to appropriate ports

 Dry Bulk For food commodities imported in dry bulk mode from EU countries the Department for Transport’s Maritime Statistics does provide some indication for the UK port of entry. ‘Agricultural Products’(including animal feedstuff), classed as a dry bulk commodity, are identified separately in the Maritime Statistics and it is possible to evaluate the relative share of this type of traffic, coming from EU port origins, passing through individual UK ports (in 2012).

The share of the 4.1 million tonnes of inbound Agricultural Product handled through UK ports in 2012 coming from EU sources (excluding coastwise and domestic) is summarised in Table 4 below.

Taking this data and the derived percentage shares, per port, from the Department for Transport’s Maritime Statistics provides a measure for the relative amounts of UK imports of food commodities shipped in dry bulk form from EU countries, passing through individual ports.

5 Table 4: UK imports of Agricultural Product from EU, 2012 (by port) UK Port Agricultural Product (tonnes) % share Belfast 775,700 18.9% Boston 23,200 0.6% Bristol 203,500 5.0% Clyde 64,100 1.6% Cromarty Firth 5,700 0.1% Dundee 54,200 1.3% Forth 302,300 7.4% Goole 10,200 0.2% Great Yarmouth 25,200 0.6% Grimsby & Immingham 540,200 13.2% Hull 204,300 5.0% Ipswich 249,200 6.1% Liverpool 292,900 7.1% London 182,400 4.5% Londonderry 261,000 6.4% Manchester 29,900 0.7% Medway 5,600 0.1% Milford Haven 15,400 0.4% Newport 50,700 1.2% Peterhead 4,400 0.1% Plymouth 114,900 2.8% Poole 8,800 0.2% Rivers Hull & Humber 492,700 12.0% Southampton 20,500 0.5% Tees & Hartlepool 22,400 0.5% Tyne 4,000 0.1% Warrenpoint 135,400 3.3% Total 4,098,800 100.0% Data source: DfT Maritime Statistics, 2012 (data for 2013 not yet available)

Those food commodities most likely to be transported in dry bulk form from EU countries are assumed to be those classified under the following SITC codes:

04 – Cereals & cereal preparations (except Rice 042 and Cereal preparations 048) 08 – Feeding stuff for animals (081)

Table 5: Food commodity imports from EU countries assumed to be in dry bulk form (2013) Commodity(2-digit) Commodity(3-digit) Importstonnes(2013) 04 Cereals & cereal preparations 041 Wheat (unmilled) 2,488,414 043 Barley (unmilled) 192,811 044 Maize (unmilled) 1,323,402 045 Other cereals (unmilled) 104,192 046 Meal & flour of wheat 111,700 047 Other cereal meals & flour 58,344 08 Feeding Stuff for animals 081 Feeding stuff for animals 2,741,774

Total 7,020,637

Rice and Cereal preparations are considered to be more likely to be transported by unaccompanied unit load mode.

6 Therefore, in the Excel spreadsheet analysis (See Excel spreadsheet: UK EU food commodity trade by country 2013) the total amounts of cereals & cereal preparations and Feeding stuff for animals (as classified above and summarised in Table 5 below) are apportioned to individual ports according to the percentages shown in Table 4.

The totals in Table 4 and Table 5 show a significant difference because, in part, they are from different sources with one representing UK, ‘major’ port traffic and the other estimating total trade. The traffic and trade figures are also taken from different years, with the DfT’s Maritime Statistics for 2013 not available until September 2014.

The corresponding EU trade import volume in 2012 for the commodities shown in Table 5 is just 5.1 million tonnes, a volume that corresponds more closely to the total volume shown in Table 4, as would be expected when comparing trade and traffic flows in the same year. For the purposes of this evaluation it is assumed that the spread of imports between ports for these bulk food commodities will be roughly the same in each year in spite of the overall difference in import volumes between 2012 and 2013.

 Liquid bulk For intra EU movements of bulk “liquids”, such as edible oils (SITC 22, 41, 42 and 43), it is assumed that the mode of transport will be the tank container or road tanker rather than bulk vessel because of the likely processed nature of the product coming from the Continent (i.e. bulk unprocessed product from more distant, non-EU origins) and the shorter distance of transit.

The apportionment of this traffic between UK ports is therefore dealt with in the unit load analysis below.

 Sweden, Denmark, Finland, Ireland For these countries the route to the UK market for all food commodities other than Agricultural Product is most likely to be and therefore assumed to be, on clearly identifiable, high frequency, scheduled and direct (from country of origin) short sea shipping connections to specific UK ports, using the unit load mode.

Using the results of the 2013/2014 UK Short Sea Freight Capacity Analysis, in which all of the UK’s short sea RoRo ferry and container service connections are identified and evaluated, the UK ports handling the appropriate capacity directly from these four countries can be clearly identified (some other unit load services operate, mostly LoLo, but are not considered likely to be carrying food commodities due to the low frequency of sailings).

Table 6: Food commodity imports from Sweden, Denmark, Finland and Ireland, 2013 Country of Origin Total import tonnes Less Agricultural Bulk Net Import tonnes defined above Sweden 248,593 85,646 162,947 Denmark 902,395 343,281 559,114 Finland 141,333 112,951 28,382 Ireland 2,971,939 907,407 2,064,532 Total 4,264,260 1,449,285 2,814,975 Note: More detailed split of commodity types in Excel analysis

The UK ports served, the shipping lines used and the unit load capacity being handled for each of the four countries are summarised in the following four tables. The breakdown of capacity serving individual UK ports is then used to apportion the net food commodity import volumes (at 3-digit SITC code level) from each country. i.e. 80.7% of Sweden’s food commodity exports to the UK (excluding agricultural bulks) are assumed to be shipped through Immingham on the daily DFDS Seaways service from Gothenburg (see table below).

7 Sweden (Gothenburg): UK Port Shipping Line Unit load capacity % share handled (units) Immingham DFDS Seaways 214,670 80.7% Tilbury DFDS Seaways 51,376 19.3%

Total 266,046 100.0%

UK food commodity imports from Sweden, other than agricultural bulks, are therefore allocated to UK ports of entry (Immingham and Tilbury) according to the percentages defined in the table above, carried exclusively by DFDS Seaways.

Denmark (Esbjerg): UK Port Shipping Line Unit load capacity % share handled (units) Immingham DFDS Seaways 119,066 75.6% Harwich DFDS Seaways 38,466 24.4%

Total 157,532 100.0%

UK food commodity imports from Denmark, other than agricultural bulks, are allocated to UK ports of entry (Immingham and Harwich) according to the percentages defined in the table above, carried exclusively by DFDS Seaways.

Finland: UK Port Shipping Line Unit load capacity % share handled (units) Hull Finnlines 24,201 53.4% Tilbury Transfennica 21,138 46.6%

Total 45,339 100.0%

UK food commodity imports from Finland, other than agricultural bulks, are allocated to UK ports of entry (Hull and Tilbury) according to the percentages defined in the table above.

Ireland (Dublin, Rosslare, Warrenpoint): UK Port Shipping Line Unit load capacity % share handled (units) Pembroke Irish 104,832 6.2% Fishguard Stena Line 112,840 6.7% Holyhead Irish Ferries 378,664 Stena Line 496,930 51.8% Liverpool P&O Ferries 234,000 Seatruck Ferries 187,200 24.9% Heysham Seatruck Ferries 176,124 10.4%

Total 1,690,590 100.0%

UK food commodity imports from Ireland are allocated to UK ports of entry (Pembroke, Fishguard, Holyhead, Liverpool and Heysham) according to the percentages defined in the table above. These percentages relate to

8 the equivalent ferry service capacity available on the direct connections between Ireland and Irish ports and UK ports, all located on the west coast of England and Wales. These, apart from routes from Northern Ireland across to Scotland and England are the only routes for Irish food exports to the UK that utilise UK ports.

 Unit load (accompanied trailer): Having extracted and allocated to UK ports, the food commodities likely to be shipped as dry bulk, apportioned food commodity imports from Sweden, Denmark, Finland and Ireland according to direct ferry service linkages and discounted purely liquid bulk food commodity movements within the EU, we are left with the full range of food commodities coming from mainland Continental Europe, ranging from Estonia to Portugal to Bulgaria.

For the purposes of this exercise all other Food commodity imports from these EU countries are considered to be transported by either accompanied or unaccompanied unit load mode (trailers or containers). The food commodities considered most likely to be transported by accompanied trailer mode, due to their value and/or requirement for temperature control in transit, are the following:

01 - Meat & meat preparations (1,058,907 tonnes) 02 – Dairy products & birds eggs (995,427 tonnes) 03 – Fish, crustaceans, molluscs (140,457 tonnes) 05 – Vegetables & fruit (6,602,103 tonnes) 09 – Miscellaneous edible products & preparations (1,130,457 tonnes) 11 – Beverages - alcoholic beverages only (1,480,693 tonnes) 22 – Oil seeds and oleaginous fruits - 50% accompanied / 50% unaccompanied (110,197 tonnes) 41 - Animal oils & fats - 50% accompanied / 50% unaccompanied (17,850 tonnes) 42 – Fixed vegetable fats & oils; crude, refined, fractionated - 50% accompanied / 50% unaccompanied (318,334 tonnes) 43 - Animal or vegetable fats & oils, processed & waxes - 50% accompanied / 50% unaccompanied (98,991 tonnes)

Total: 11,953,416 tonnes, with over 50% being vegetables and fruit

The spread of short sea freight RoRo capacity serving routes between the UK ports and the European Continent (aside from Sweden, Denmark, Finland and Ireland, but including Poland and Baltic States), providing capacity for accompanied trailer units is defined as follows, using the findings from the UK Short Sea Freight RoRo and LoLo Capacity Analysis 2013/2014 and an understanding of the relative amounts of driver accompanied capacity available on individual ferry routes:

Table 7: Short Sea Accompanied trailer capacity serving UK/Mainland Europe market UK Port Shipping Line Unit load capacity % share handled Rosyth DFDS Seaways – Zeebrugge 3,744 0.1% Tyne DFDS Seaways – Amsterdam 40,748 0.6% Teesport P&O Ferries – Rotterdam P&O Ferries – Zeebrugge 7,488 0.1% Hull P&O Ferries – Rotterdam P&O Ferries – Zeebrugge 137,996 2.0% Killingholme CLdN ro-ro – Rotterdam Cobelfret Ferries – Zeebrugge Stena Line – Hook of Holland 104,476 1.5% Immingham DFDS Seaways – Cuxhaven DFDS Seaways - Vlaardingen 13,728 0.2%

9 UK Port Shipping Line Unit load capacity % share handled Felixstowe DFDS Seaways – Vlaardingen 18,720 0.3% Harwich Stena Line – Rotterdam Stena Line – Hook of Holland 238,160 3.4% Tilbury P&O Ferries – Zeebrugge 13,728 0.2% Purfleet CLdN ro-ro – Rotterdam Cobelfret Ferries – Zeebrugge 27,456 0.4% Dover My Ferry Link - P&O Ferries – Calais DFDS Seaways – Calais DFDS Seaways - Dunkerque 4,028,856 57.7% Channel Tunnel Eurotunnel Freight – Calais 1,860,888 26.7% Newhaven – 73,008 1.0% Portsmouth – Caen Brittany Ferries – St Malo Brittany Ferries – Santander Brittany Ferries – Bilbao DFDS Seaways – 281,585 4.0% Poole Brittany Ferries – Cherbourg LD Lines – Santander LD Lines – Gijon 82,317 1.2% Plymouth Brittany Ferries – Roscoff Brittany Ferries – Santander 46,229 0.7%

Total 6,979,127 100.0% Note: Data and analysis from UK Short Sea Freight RoRo and LoLo Capacity Report 2013/2014

The Food commodity imports identified as most likely to be shipped by accompanied trailer mode (already defined above) are therefore considered to be imported through the UK ports on the RoRo ferry services identified in the table above, according to the percentage share of suitable accompanied trailer capacity handled. Evidently Dover and the Channel Tunnel will handle the vast majority of this traffic (57.7% and 26.7% respectively).

The estimated spread of this traffic and these commodities between UK ports is summarised in Table 9 below.

 Unit load (unaccompanied trailer and container): The remaining food commodities are considered most likely to be transported by unaccompanied trailer and container mode, from the European Continent to the UK. Summarised as follows:

04 – Rice 042 and Cereal preparations 048 (1,162,450 tonnes) 06 – Sugar, sugar preparations & honey (1,093,096) 07 – Coffee, tea, cocoa (484,158 tonnes) 11 – Beverages - non-alcoholic beverages only (1,130,849 tonnes) 22 – Oil seeds and oleaginous fruits - 50% by unaccompanied tank container (110,197 tonnes) 41 - Animal oils & fats - 50% by unaccompanied tank container (17,850 tonnes) 42 – Fixed vegetable fats & oils; crude, refined, fractionated - 50% by unaccompanied tank container (318,334 tonnes) 43 - Animal or vegetable fats & oils, processed & waxes - 50% by unaccompanied tank container (98,991 tonnes)

10 Total: 4,415,925 tonnes

The spread of short sea freight RoRo and container service capacity serving routes between the UK ports and the European Continent (aside from Sweden, Denmark, Finland and Ireland), providing capacity for unaccompanied trailer and container units is estimated as follows:

Table 8: Short Sea Unaccompanied trailer and container capacity serving UK/Mainland Europe market UK Port Shipping Line Unit load capacity % share handled Rosyth DFDS Seaways - Zeebrugge 69,042 1.6% Grangemouth Samskip – Rotterdam BG Freight Line – Rotterdam CMA-CGM – Rotterdam MSC – Antwerp Unifeeder – Rotterdam Unifeeder - Hamburg 123,985 2.9% Teesport P&O Ferries – Rotterdam P&O Ferries – Zeebrugge CMA-CGM – Rotterdam MSC – Antwerp BG Freight Line – Rotterdam Unifeeder - Rotterdam K Line – Iberia MacAndrews - Bilbao Containerships – Baltic MSC – Baltic MacAndrews – Gdynia 352,910 8.3% Hull P&O Ferries – Rotterdam P&O Ferries – Zeebrugge Samskip - Rotterdam TransPal Line – Hamburg Finnlines – Finland TransPal Line - Szczecin 398,051 9.4% Killingholme Stena Line – Hook of Holland CLdN ro-ro – Rotterdam Cobelfret Ferries - Zeebrugge 528,826 12.5% Immingham CMA-CGM – Rotterdam DFDS Seaways – Cuxhaven DFDS Seaways – Vlaardingen UCS&T - Moerdijk A2B Line – Moerdijk BG Freight – Rotterdam Unifeeder – Rotterdam Unifeeder - Hamburg Finnlines – Finland Tschudi Lines - Baltic 364,226 8.6% Felixstowe DFDS Seaways - Vlaardingen Unifeeder – Rotterdam BG Freight Line - Rotterdam K Line – Iberia WEC Lines – Iberia 352,004 8.3% Harwich Stena Line – Hook of Holland

11 UK Port Shipping Line Unit load capacity % share handled Stena Line – Rotterdam Mann Lines – Cuxhaven Mann Lines – Baltic 396,461 9.4% Tilbury Samskip – Rotterdam P&O Ferries – Zeebrugge SCS Multiport – Amsterdam OPDR – Iberia WEC – Iberia Transfennica – Finland 523,092 12.3% Purfleet CLdN ro-ro – Rotterdam Cobelfret Ferries – Zeebrugge 558,144 13.2% Thamesport A2B Line – Moerdijk MacAndrews – Iberia BG Freight – MacAndrews – Gdynia 131,739 3.1% Sheerness Containerships – Baltic Wagenborg Shipping – Baltic 19,535 0.5% Channel Tunnel DFDS Logistics – Novara DB Schenker - Domodossola DB Schenker - Wroclaw Transfesa - Valencia 45,760 1.1% Southampton X-Press Feeders – Rotterdam 31,538 0.7% Bristol MSC - Antwerp MSC – Dunkerque Cobelfret – Leixoes 75,660 1.8% Liverpool BG Freight – Rotterdam MSC – Antwerp MacAndrews – Iberia CMA-CGM – Le Havre 216,337 5.1% Greenock MSC – Antwerp MacAndrews – Bilbao CMA-CGM – Le Havre 50,483 1.2%

Total 4,237,793 100.0%

The assumption is that food commodity loads being carried on any one service represent the same share of the total capacity available for each accompanied and unaccompanied shipping service. The amount of food being carried through any one UK port is determined by the appropriate level of capacity available.

The Food commodity imports identified as most likely to be shipped by unaccompanied trailer and container mode are therefore considered to be imported through the UK ports and on the shipping services identified in the table above, according to the percentage share of capacity handled.

12  Overall spread of EU food commodity imports, by UK port Considering the five types of import source and mode defined above and the ‘determinants’ explained, the estimated spread of food commodity imports across UK ports from EU countries works out as follows:

Table 9: UK Food commodity imports from EU country origins (estimates by port) UK Port Agricultural Sweden, Ireland Continent Continent Total Bulk Denmark, Accompanied Trailers & Finland Trucks containers Aberdeen 0 Belfast 1,328,659 X 1,328,659 Boston 39,738 39,738 Bristol 348,565 78,841 427,406 Cairnryan 0 Cardiff 0 Channel Tunnel 3,187,214 47,683 3,234,897 Clyde 109,794 52,605 162,399 Cromarty Firth 9,763 9,763 Dover 6,900,376 6,900,376 Dundee 92,837 92,837 Felixstowe 32,062 366,801 398,863 Fishguard 138,324 138,324 Fleetwood 0 Forth 517,795 6,413 201,141 725,349 Fowey 0 Glensanda 0 Goole 17,471 17,471 Great Yarmouth 43,164 43,164 Grimsby & Immingham 925,283 554,189 202,452 930,591 2,612,515 Harwich 136,424 407,906 413,126 957,456 Heysham 214,711 214,711 Holyhead 1,069,428 1,069,428 Hull 349,936 15,156 236,351 414,783 1,016,226 Ipswich 426,843 426,843 Larne 0 Liverpool 501,695 514,068 225,431 1,241,194 London 312,424 44,675 70,537 1,126,685 1,554,321 London Gateway 0 Londonderry 447,054 447,054 Manchester 51,214 51,214 Medway 9,592 20,356 29,948 Milford Haven 26,378 128,001 154,379 Newhaven 125,044 125,044 Newport 86,842 86,842 Peterhead 7,537 7,537 Plymouth 196,807 79,179 275,986 Poole 15,073 140,987 156,060 Port Talbot 0 Portsmouth 482,282 482,282 Ramsgate 0 River Trent 0 River Hull & Humber 843,922 843,922 Shoreham 0 Southampton 35,113 32,864 67,977 Stranraer 0 Sullom Voe 0 Sunderland 0

13 UK Port Agricultural Sweden, Ireland Continent Continent Total Bulk Denmark, Accompanied Trailers & Finland Trucks containers Swansea 0 Tees & Hartlepool 38,368 12,825 367,744 418,937 Thamesport 137,277 137,277 Tyne 6,851 69,791 76,642 Warrenpoint 231,920 231,920

Total 7,020,637 750,443 2,064,532 11,953,416 4,415,933 26,204,961

The estimated food commodity import from EU sources through individual ports, shown in the table above, is based the range of determinants defined, including the available capacity for the movement of unaccompanied trailers and containers. The figures do not include ‘domestic’ traffic movements, such as between Liverpool and Belfast, Cairnryan and Larne and Aberdeen and Lerwick, or Irish traffic ‘land-bridging’ across the UK and passing through two UK ports in the process.

Furthermore there is some direct container service capacity carrying intra EU traffic directly to Belfast from the Continent of Europe. For this exercise, while the amount of direct capacity is not determined, it is assumed there is no direct containerised food import into Belfast from the EU.

4. Summary of EU and non-EU Food imports, by port

Having established the volumes of food commodity imports from non-EU countries, by reference to the UKTI database and estimated the spread of EU originating imports between UK ports, using the assumptions described in Section 3, the estimated total volume of food commodity imports through each UK port is as follows:

Table 10: UK Food commodity imports from EU and non-EU country origins (estimates by port) UK Port Food imports (tonnes) % share Aberdeen 9,751 0.0% Belfast 2,617,509 6.7% Boston 39,738 0.1% Bristol 1,144,895 2.9% Cairnryan 0 0.0% Cardiff 299 0.0% Channel Tunnel 3,234,897 8.3% Clyde 187,722 0.5% Cromarty Firth 27,789 0.1% Dover 7,184,388 18.4% Dundee 109,721 0.3% Felixstowe 2,666,304 6.8% Fishguard 138,324 0.4% Fleetwood 0 0.0% Forth 783,410 2.0% Fowey 0 0.0% Glensanda 0 0.0% Goole 21,586 0.1% Great Yarmouth 43,164 0.1% Grimsby & Immingham 3,216,400 8.2% Harwich 957,997 2.5% Heysham 214,711 0.5% Holyhead 1,069,428 2.7% Hull 1,338,131 3.4%

14 UK Port Food imports (tonnes) % share Ipswich 458,485 1.2% Larne 0 0.0% Lerwick 6,831 0.0% Liverpool 3,967,702 10.2% London 4,485,962 11.4% London Gateway 0 0.0% Londonderry 447,054 1.1% Manchester 51,231 0.1% Medway 75,733 0.2% Milford Haven 162,868 0.4% Newhaven 125,044 0.3% Newport 162,149 0.4% Peterhead 12,465 0.0% Plymouth 292,228 0.7% Poole 156,070 0.4% Port Talbot 0 0.0% Portsmouth 1,071,825 2.7% Ramsgate 485 0.0% River Trent 0 0.0% River Hull & Humber 843,922 2.2% Shoreham 0 0.0% Southampton 529,810 1.4% Stranraer 0 0.0% Sullom Voe 0 0.0% Sunderland 7,359 0.0% Swansea 0 0.0% Tees & Hartlepool 469,031 1.2% Thamesport 418,444 1.1% Tyne 110,685 0.3% Warrenpoint 231,920 0.6%

Total 39,066,467 100.0%

The most important UK ports for handling food commodity imports from EU and non-EU sources are therefore estimated to be; Dover (18.4%), London (11.4%), Liverpool (10.2%) and the Channel Tunnel (8.3%), with Grimsby & Immingham and Felixstowe also featuring strongly.

London Gateway is featured in the table above but without any import volume showing. This will change however in 2014 as new deep sea services begin to use the port, mostly attributed to a transfer from Tilbury at this stage.

5. Summary, Exclusions and Omissions

The summary details in Tables 3, 9 and 10 provide the overview of the known (non-EU) and estimated (EU) volumes of food commodity imports passing through UK ports. Detailed analyses and summary spreadsheets, by port and 3-digit SITC commodity code, for EU and non-EU food commodity imports are provided in separate Excel files. The methodology for estimating the UK port of entry for EU food commodity imports is explained, using mode (dry bulk), country of origin and specific RoRo ferry and container shipping capacity determinants.

It should be noted that the available data and analysis refer to the UK’s international trade (EU and non-EU) and does not take account of ‘domestic’ trade in food commodities that will also be passing through UK ports (Roughly 3.5 million tonnes according to DfT Maritime Statistics). Domestic could mean deep sea containers

15 being ‘feedered’ from Felixstowe to east coast UK ports, with the only recognition of port being the port at which the goods were customs cleared (either Felixstowe or Immingham for instance). Equally, domestic movements of food commodities occur in significant volumes on ferries between Northern Ireland and the UK between port pairings such as Liverpool and Belfast or Cairnryan and Larne. There is also the coastwise bulk movement of products such as grain that passes through two ports, but is not included in the analysis. Another instance of domestic traffic will be the supply of food commodities to island communities, such as Orkney and Shetland, from Aberdeen and Scrabster plus the return movements of fish landed in the Northern Isles destined for the UK market.

Another ‘omission’ that is difficult to gauge and not included in the analysis is the transit of goods across the UK, from east coast and Channel ports to west coast ports for EU goods destined to Ireland (and vice versa). It can be assumed that there could be significant volumes of these ‘transit’ movements through UK ports. They will be mostly restricted to accompanied trailer movements carrying primarily fresh produce, meat, fish and dairy products. As a very rough guide, assuming Irish trade amounts to 10% of the volume of UK trade, the Irish import volume in question could amount to 1 million tonnes.

Further analysis and assessment of these ‘omissions’ would require more time for analysis and, in general, more direct contact with the ports would improve the analysis and highlight any anomalies, as well as giving an indication of key ports for food commodity exports.

Finally, it should be noted that the Border Agency’s sampling analysis in 2009 and 2010 used to determine the estimated percentage amount of food carrying trailers entering the UK from EU countries, analysed in summary detail by the DfT for Defra has not been used. This is because the data is old, the methodology is not provided and the analysis ‘confuses’ international and domestic trades.

Furthermore, the DfT’s Quarterly analysis of Powered Goods vehicles (and unaccompanied trailers) departing the UK for mainland Europe was assessed but not used. It was thought that the analysis that included the country of registration for accompanied trailers might give an indication for the UK port of transit and a clue to link some food imports by country of origin to individual UK ports. However the published analysis does not provide information of the UK port of departure.

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